According to the operating handbook, the An-2 has no stall speed. [Leonardo Correa Luna]
Key Takeaways:
The lowest airspeed at which an ordinary fixed-wing airplane can fly is fundamentally determined by its wing loading and the maximum lift coefficient of its wing.
Claims of "no stall speed" or exceptionally low stall speeds, exemplified by the Antonov An-2, are often inaccurate and defy basic aerodynamic principles.
These misconceptions typically stem from factors such as limited elevator authority, unreliable airspeed indicator readings at very low dynamic pressures, and confusing airspeed with ground speed.
While advanced high-lift devices like leading-edge slats and slotted flaps significantly delay stalls and improve low-speed performance, they do not allow an aircraft to truly fly below its aerodynamically mandated minimum airspeed.
The lowest airspeed at which an ordinary fixed-wing airplane can fly is almost entirely determined by two numbers.
One of them is the wing loading, that is, the airplane’s weight divided by its wing area. The other is the maximum lift coefficient of the wing, which coincides with its stalling angle of attack.
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Peter Garrison taught himself to use a slide rule and tin snips, built an airplane in his backyard, and flew it to Japan. He began contributing to FLYING in 1968, and he continues to share his columns, ""Technicalities"" and ""Aftermath,"" with FLYING readers.
