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effort, which is purposeless and even hazardous in turbulent conditions, at excessive speeds, or at low altitudes. However, with practice, the techniques for rapid and safe recovery from unusual attitudes can be mastered. 

When an unusual attitude is noted during the cross-check, the immediate problem is not how the airplane got there, but what it is doing and how to get it back to straight-and-level flight as quickly as possible. 

## Recognizing Unusual Attitudes 

As a general rule, any time an instrument rate of movement or indication other than those associated with the basic instrument flight maneuvers is noted, assume an unusual attitude and increase the speed of cross-check to confirm the attitude, instrument error, or instrument malfunction. 

Nose-high attitudes are shown by the rate and direction of movement of the altimeter needle, vertical speed needle, and airspeed needle, as well as the immediately recognizable indication of the attitude indicator (except in extreme attitudes). [Figure 7-39] Nose-low attitudes are shown by the same instruments, but in the opposite direction. [Figure 7-40] 

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## Recovery from Unusual Attitudes 

In moderate unusual attitudes, the pilot can normally reorient by establishing a level flight indication on the attitude indicator. However, the pilot should not depend on this instrument if the attitude indicator is the spillable type, because its upset limits may have been exceeded or it may have become inoperative due to mechanical malfunction. If it is the nonspillable-type instrument and is operating properly, errors up to 5 degrees of pitch-and-bank may result and its indications are very difficult to interpret in extreme attitudes. As soon as the unusual attitude is detected, the recommended recovery procedures stated in the POH/AFM should be initiated. If there are no recommended procedures stated in the POH/AFM, the recovery should be initiated by reference to the ASI, altimeter, VSI, and turn coordinator. 

## Nose-High Attitudes 

If the airspeed is decreasing, or below the desired airspeed, increase power (as necessary in proportion to the observed deceleration), apply forward elevator pressure to lower the nose and prevent a stall, and correct the bank by applying coordinated aileron and rudder pressure to level the miniature aircraft and center the ball of the turn coordinator. The corrective control applications are made almost simultaneously, but in the sequence given above. A level pitch attitude is indicated by the reversal and stabilization 

