text: (4) Sweepback contributes to lateral sta- 
  in rhe same sense as dihedral. When 
  bility 
  the swept wing aircraft is placed in a side- 
  slip, the wing into the wind experiences an 
  increase in lift since the sweep is less and 
  the wing away from the wind produces less 
  lift since rhe sweep is greater. As shown in 
  figure 3.15, the swept wing aircraft 
  in a 
  sideslip experiences lift changes and a sub- 
  tends to 
  sequent rolling moment which 
  right 
  lateral stability 
  conrribution depends on the sweepback and 
  the lift coefficient of the wing. A highly 
  swept wing operating at high lift coeflicient 
  usually experiences such an excess of this 
  lateral stability contribution 
  that adequate 
  controllability may be a significant problem. 
  As shown, the swept wing has certain im- 
  portant advantages. However, 
  the use of 
  sweepback produces certain inevitable disad- 
  vantages which are important from the stand- 
  point of both airplane design and flight oper- 
  ations. The most important of these disad- 
  vantages are as follows: 
  
  the aircraft.  This 
  
  (1) When sweepback is combined with 
  taper there is an extremely powerful tendency 
  for the wing to stall tip first. This pattern 
  of stall is very undesirable since there would 
  be little stall warning, a serious reduction 
  in lateral control effectiveness, and the for- 
  ward shift of the center of pressure would 
  contribute to a nose up moment (“pitch up” 
  Taper has its 
  or “stick force lightening”). 
  own effect of producing higher 
  lift 
  local 
  coefhcients toward the tip and one of the 
  effects of sweepback is very similar. All 
  outboard wing sections are affected by the 
  upwash of the preceding inboard sections 
  and the lift distribution resulting from sweep- 
  back alone is similar to that of high taper. 