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• Vision—since the airplane can be stalled in any attitude, vision is not a foolproof indicator of an impending stall. However, maintaining pitch awareness is important. 

• Hearing—as speed decreases, the pilot should notice a change in sound made by the air flowing along the airplane structure. 

• Kinesthesia—the physical sensation (sometimes referred to as “seat of the pants” sensations) of changes in direction or speed is an important indicator to the trained and experienced pilot in visual flight. If this sensitivity is properly developed, it can warn the pilot of an impending stall. 

Pilots in training must remember that a level-flight 1G stalling speed is valid only: 

• In unaccelerated 1G flight 

• In coordinated flight (slip-skid indicator centered) 

• At one weight (typically maximum gross weight) 

• At a particular center of gravity (CG) (typically maximum forward CG) 

## Angle of Attack Indicators 

Learning to recognize stalls without relying on stall warning devices is important. However, airplanes can be equipped with AOA indicators that can provide a visual indication of the airplane’s proximity to the critical AOA. There are several different kinds of AOA indicators with varying methods for calculating AOA, therefore proper installation and training on the use of these devices is important. AOA indicators measure several parameters simultaneously, determine the current AOA, and provide a visual image of the proximity to the critical AOA. [Figure 4-5]  Some AOA indicators also provide aural indications, which can provide awareness to a change in AOA that is trending towards the critical AOA prior to installed stall warning systems. It’s important to note that some indicators take flap position into consideration, but not all do. 

 Understanding what type of AOA indicator is installed on an airplane, how the particular device determines AOA, what the display is indicating and when the critical AOA is reached, and what the appropriate response is to those indications are all important components to AOA indicator training. It is also encouraged to conduct in-flight training to see the indications throughout various maneuvers, like slow flight, stalls, takeoffs, and landings, and to practice the appropriate responses to those indications. It is also important to note that some items may limit the effectiveness of an AOA indicator (e.g., calibration techniques, wing contamination, unheated probes/vanes). Pilots flying an airplane equipped with an AOA indicator should refer to the pilot handbook information 

or contact the manufacturer for specific limitations applicable to that indicator type. 

## Stall Characteristics 

Different airplane designs can result in different stall characteristics. The pilot should know the stall characteristics of the airplane being flown and the manufacturer’s recommended recovery procedures. Factors that can affect the stall characteristics of an airplane include its geometry, CG, wing design, and high-lift devices. Engineering design variations make it impossible to specifically describe the stall characteristics for all airplanes; however, there are enough similarities in small general aviation training-type airplanes to offer broad guidelines. 

Most training airplanes are designed so that the wings stall progressively outward from the wing roots (where the wing attaches to the fuselage) to the wingtips. Some wings are 

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