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Do you make this up as you go along? Your reply makes as much sense as “.9 millimeter semi-automatic revolver”.

I’m a licensed pilot; I’ve flown hundreds of stalls, power-off, power-on, normal, accelerated and spins (all intentional). I’m also a builder of aircraft instruments and software simulations of aircraft.

I’ve never run into anything resembling whatever it is you are trying to describe.

A stall occurs when the angle of attack of the wing exceeds the “critical” angle of attack and the airflow starts to separate from the wing.

This phenomenon has nothing to do with speed, or altitude, or temperature, or density. Coefficient-of-lift charts have angle-of-attack along the x-axis and coefficient of lift along the y-axis.

Lift is dependent on airspeed, coefficient of lift, air density and wing area.

For a given air density and wing area, as airspeed goes down, coefficient of lift must increase to maintain level flight. If the coefficient of lift required to maintain level flight (due to low airspeed) is greater than that particular wing can produce, and the pilot tries to maintain level flight, the wing will stall.

Flying faster than that speed, the wing is capable of producing more lift than necessary to maintain level, 1-g flight. Generally, the lift available rises as the square of the airspeed increase; fly 1.414 times as fast and you double the lift available, double the airspeed and you can get four times as much lift.

This means that if you’re flying 1.4 times the stall speed (same wing/flap/slat configuration), you can pull “2 gs” before stalling.

If you’re flying three times the stall speed (not uncommon for airliners in cruise), the wings will produce lift 9 times the weight of the aircraft before stalling.

Very few aircraft are built to withstand 9 g’s. None of them are commercial airliners.

If anything, the drag on the lower surface of the wing will be greater than the drag on the upper surface because of the greater pressure on the lower surface. The pressure on the lower surface HAS to be greater; otherwise there would be no lift. That’s true at EVERY altitude.

“Uncoordinated stall” is a stall in which one wing stalls before the other, due to being in a turn, generally leading to a spin. It has nothing to due with the speed at which the stall occurs.