The name " deep stall " first came into widespread use after the crash of the prototype BAC 1-11 G-ASHG on 22 October 1963 , which killed its crew . This led to changes to the aircraft , including the installation of a stick shaker ( see below ) to clearly warn the pilot of an impending stall . Stick shakers are now a standard part of commercial airliners . Nevertheless , the problem continues to cause accidents ; on 3 June 1966 , a Hawker Siddeley Trident ( G-ARPY ) , was lost to deep stall ; deep stall is suspected to be cause of another Trident ( the British European Airways Flight 548 '' G-ARPI '' ) crash – known as the " Staines Disaster " – on 18 June 1972 when the crew failed to notice the conditions and had disabled the stall recovery system . On 3 April 1980 , a prototype of the Canadair Challenger business jet crashed after initially entering a deep stall from 17,000 ft and having both engines flame-out . It recovered from the deep stall after deploying the anti-spin parachute but crashed after being unable to jettison the chute or relight the engines . One of the test pilots was unable to escape from the aircraft in time and was killed . On the 26 July 1993 , a Canadair CRJ-100 was lost in flight testing due to a deep stall . It has been reported that a Boeing 727 entered a deep stall in a flight test , but the pilot was able to rock the airplane to increasingly higher bank angles until the nose finally fell through and normal control response was recovered . A 727 accident on 1 December 1974 , has also been attributed to a deep stall . The crash of West Caribbean Airways Flight 708 in 2005 was also attributed to a deep stall
West Caribbean Airways Flight 708
West Caribbean Airways Flight 708
Stall (fluid dynamics)