Ramapriya wrote:

If my understanding is correct, an aircraft stalls beyond that AOA
which, when increased any further, produces no (further) lift. If

A _wing_ (not an aircraft) is considered stalled whenever the
AOA is greater than the AOA of maximum lift. Beyond that point an
increase in AOA produces less lift, not more. There is still _some_
lift being produced, all the way up to 90 degrees AOA.

(If this was what you meant with "no (further) lift" then you
have the general idea right)

correct, would it be logical to infer that an aircraft's stalling AOA:

The stalling AOA of a _wing_, not of an aircraft. When an aircraft
stalls the AOA will of course be somewhere close to the stalling AOA
of the wing, but they are still different concepts.

a. is dependent on its airspeed, and is independent of its weight and
weight distribution, and
b. varies, for a given airspeed, with the air density (altitude)

The stalling AOA of the _wing_ is generally constant, typically
around 15 degrees, and does not depend on any of those factors.

The _speed_ at which the _aircraft_ stalls does depend on factors
like weight, but the stall will still happen at an AOA somewhere
close to the stalling AOA of the wing.
CV