The idea of differential control having a side advantage of reducing the chance of stall is nonsense to me. Lets say we are flying along checking out something on the ground and are in a moderately steep bank of maybe 30 de grees and allow the airplane to get somewhat slow. It would seem if the pilot would slam in full deflection that the differential would actually cause a stall of the already slower traveling wing on the inside of the turn.
Now I realize if the airplane didn't have differential control and the turn didn't stay coordinated that the nose of the airplane would blank out part of the wing and possibly causing a stall. Differential aileron helps an airplane fly easier (less pilot attention) due to not having to use two separate controls to keep flying coordinated. However I am just not grasping the idea of it "reducing the tendency for the wing to stall" part. Am I wrong? Kevin Golden Harrisonville, MO Differential aileron deflection <http://en.m.wikipedia.org/wiki/File:DifferentialAileron.svg> http://upload.wikimedia.org/wikipedia/en/thumb/3/3a/DifferentialAileron.svg/ 450px-DifferentialAileron.svg.png Illustration of a Differential aileron The geometry of most aileron linkages can be configured so as to bias the travel further upward than downward. By excessively deflecting the upward aileron, profile drag is increased rather than reduced and separation drag <http://en.m.wikipedia.org/wiki/Flow_separation> further aids in producing drag on the inside wing, producing a yaw force in the direction of the turn. Though not as efficient as rudder mixing, aileron differential is very easy to implement on almost any airplane and offers the significant advantage of reducing the tendency for the wing to stall <http://en.m.wikipedia.org/wiki/Stall_(flight)> at the tip first by limiting the downward aileron deflection and its associated effective increase in angle of attack. Most airplanes use this method of adverse yaw mitigation due to the simple implementation and safety benefits.
