text: taper 
  ratio=0.25 shows the stall tendency inherent 
  with high taper. The lift distribution of such 
  a wing has distinct peaks just inboard from the 
  tip. Since the wing stall is started in the 
  vicinity of the highest local lift coefficient, 
  tendency. 
  this planform has a strong “tip stall” 
  The initial stall is not started at the exact tip 
  but at the station inboard from the tip where 
  If an 
  highest local lift c,oefficients prevail. 
  actual wing were allowed 
  in this 
  fashion the occurrence of stall would be typi- 
  fied by aileron buffet and wing drop. There 
  would be no buffet of the empennage or aft 
  fuselage, no strong nose down moment, and 
  very little-if 
  any-aileron effectiveness. In 
  order to prevent such undesirable happenings, 
  the wing must be tailored to favor the stall 
  pattern. The wing may be given a geometric. 
  twist or “washout” 
  local 
  angles of attack at the tip. 
  In addition, the 
  airfoil section may be varied throughout the 
  span such that sections with greater thickness 
  and camber are located in the areas of highest 
  local 
  of 
  lift coefhcients. The higher ct- 
  such sections can then develop the higher local 
  C~S and be less likely 
  to stall. The addition 
  of leading edge slots or slats toward the tip 
  increase the local c t- and stall angle of attack 
  and are useful in allaying tip stall and loss of 
  aileron effectiveness. Another device for im- 
  proving the stall pattern would be the forcing 
  of stall in the desired location by decrctising the 
  section ctmar in this vicinity. 
  The use of sharp 
  leading edges or “stall strips” 
  is a powerful 
  device to control the stall pattern. 