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left. With the throttle fully advanced, the pitch attitude increases above the normal climbing attitude. When it is apparent the airplane is approaching a stall, the pilot must apply sufficient forward elevator pressure to reduce the AOA and eliminate the stall warning before returning the airplane to the normal climbing attitude. The pilot will need to adjust trim to relieve the heavy control pressures and then complete the normal go- around procedures and return to the desired flightpath. If taken to the full stall, recovery will require a significant nose-down attitude to reduce the AOA below its critical AOA, along with a corresponding significant loss of altitude. 

## Common Errors 

Common errors in the performance of intentional stalls are: 

• Failure to adequately clear the area 

• Over-reliance on the airspeed indicator and slip-skid indicator while excluding other cues 

• Inadvertent accelerated stall by pulling too fast on the controls during a power-off or power on stall entry 

• Inability to recognize an impending stall condition 

• Failure to take timely action to prevent a full stall during the conduct of impending stalls 

• Failure to maintain a constant bank angle during turning stalls 

• Failure to maintain proper coordination with the rudder throughout the stall and recovery 

• Recovering before reaching the critical AOA when practicing the full stall maneuver 

• Not disconnecting the wing leveler or autopilot, if equipped, prior to reducing AOA 

• Recovery is attempted without recognizing the importance of pitch control and AOA 

• Not maintaining a nose down control input until the stall warning is eliminated 

• Pilot attempts to level the wings before reducing AOA 

• Pilot attempts to recover with power before reducing AOA 

• Failure to roll wings level after AOA reduction and stall warning is eliminated 

• Inadvertent secondary stall during recovery 

• Excessive forward-elevator pressure during recovery resulting in low or negative G load 

• Excessive airspeed buildup during recovery 

• Losing situational awareness and failing to return to desired flightpath or follow ATC instructions after recovery. 

## Spin Awareness 

A spin is an aggravated stall that typically occurs from a full stall occurring with the airplane in a yawed state and results in the airplane following a downward corkscrew path. As the airplane rotates around a vertical axis, the outboard wing is less stalled than the inboard wing, which creates a rolling, yawing, and pitching motion. The airplane is basically descending due to gravity, rolling, yawing, and pitching in a spiral path. [Figure 4-11] The rotation results from an unequal AOA on the airplane’s wings. The less-stalled rising wing has a decreasing AOA, where the relative lift increases and the drag decreases. Meanwhile, the descending wing has an increasing AOA, which results in decreasing relative lift and increasing drag. 

A spin occurs when the airplane’s wings exceed their critical AOA (stall) with a sideslip or yaw acting on the airplane at, or beyond, the actual stall. An airplane will yaw not only because of incorrect rudder application but because of adverse yaw created by aileron deflection; engine/prop effects, including p-factor, torque, spiraling slipstream, and gyroscopic precession; and wind shear, including wake turbulence. If the yaw had been created by the pilot because of incorrect 

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