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Because the AOA of the WSC wing root chord/nose is so much higher than the AOA of the tips, the nose stalls before the tips. It is similar to stalling with the airplane canard in which the nose stalls first, the main wing (or tips for the WSC aircraft) continues to fly, and the nose drops due to lack of lift. 

In most normal situations, the root chord/nose stalls fi rst because it is at a much higher AOA. The tips continue to fl y, making the WSC wing resistant to a complete wing stall. A pilot can even bring the aircraft into a high pitch angle stall attitude and keep the nose high. The nose stalls and rotates down because of the loss of lift, while the tips keep fl ying and maintain control of the aircraft. 

If fl ying within the operating limitations of the aircraft and the WSC reaches a high AOA, the nose stalls, but the tips continue flying. However, it must be understood that there are many wing designs with many types of stall characteristics for each unique design. For example, high-performance wings could have less twist to gain performance, which could cause the wing to stall more abruptly than a training wing with more twist. 

##  Whip Stall–Tuck–Tumble 

A WSC aircraft can get to a high pitch attitude by fl ying outside the its limitations or flying in extreme/severe turbulence. If the wing gets to such a high pitch attitude and the AOA is high enough that the tips stall, a whip stall occurs. [Figure 2-37] 

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In a WSC wing, most of the area of the wing is behind the CG (about three-quarters). With the tips and aft part of the wing having the greatest drag, and the weight being forward, an immediate and strong nose-down moment is created and the WSC nose starts to drop. Since both the relative wind and the 

