If airplane equipment includes an angle of attack indicator, the pilot should know how the particular device determines AOA, what
the display indicates, and the appropriate response to any indication. Pilots are encouraged to conduct in-flight training to see the
indications throughout various maneuvers, such as 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.
Ground and flight instructors should make every attempt to receive training from an instructor knowledgeable about AOA indicators
prior to giving instruction pertaining to or in airplanes equipped with an AOA indicator. Pilot schools should incorporate training on
AOA indicators in their syllabi whether their training aircraft are equipped with them or not.
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 traini ng-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 manufactured with a certain amount of twist, known as washout, resulting in the outboard
portion of the wings having a slightly lower AOA than the wing roots. This design feature causes the wingtips to have a smaller AOA
during flight than the wing roots. Thus, the wing roots of an airplane exceed the critical AOA before the wingtips, meaning the wing
roots stall first. Therefore, when the airplane is in a stalled condition, the ailerons should still have a degree of control effectiveness
until/unless stalled airflow migrates outward along the wings. Although airflow may still be attached at the wingtips, a pilot should
exercise caution using the ailerons prior to the reduction of the AOA because it can exacerbate the stalled condition. For example, if
the airplane rolls left at the stall (“rolls -off”), and the pilot applies right aileron to try to level the wing, the downward-deflected
aileron on the left wing produces a greater AOA (and more induced drag), and a more complete stall at the tip as the critical AOA is
exceeded. This can cause the wing to roll even more to the left, which is why it is important to first reduce the AOA before attempting
to roll the airplane.
The pilot should also understand how the factors that affect stalls are interrelated. In a power-off stall, for instance, the cues
(buffeting, shaking) are less noticeable than in the power-on stall. In the power-off, 1G stall, the predominant cue may be the elevator
control position (full up elevator against the stops) and a high descent rate.
Fundamentals of Stall Recovery
Depending on the complexity of the airplane, stall recovery could consist of as many as six steps. Even so, the pilot should remember
the most important action to an impending stall or a full stall is to reduce the AOA. There have been numerous situations where pilots
did not first reduce AOA, and instead prioritized power and maintaining altitude, which resulted in a loss of control. This section
provides a generic stall recovery procedure for light general aviation aircraft adapted from a template developed by major airplane
manufacturers and can be adjusted appropriately for the aircraft used. [Figure 5-10] However, a pilot should always follow the
aircraft-specific manufacturer’s recommended procedures if published and current.
Figure 5-10. Stall recovery template.
The recovery actions should be made in a procedural manner; they can be summarized in Figure 5-10. The following discussion
explains each of the six steps:
1. Disconnect the wing leveler or autopilot (if equipped). Manual control is essential to recovery in all
situations. Disconnecting this equipment should be done immediately and allow the pilot to move to the
next crucial step quickly. Leaving the wing leveler or autopilot connected may result in inadvertent
changes or adjustments to the flight controls or trim that may not be easily recognized or appropriate,
especially during high workload situations.
2. a) Pitch nose-down control. Reducing the AOA is crucial for all stall recoveries. Push forward on the
flight controls to reduce the AOA below the critical AOA until the impending stall indications are
eliminated before proceeding to the next step.
b) Trim nose-down pitch. If the elevator does not provide the needed response, pitch trim may be
ecessary. However, excessive use of pitch trim may aggravate the condition, or may result in loss of
control or high structural loads.
3. Roll wings level. This orients the lift vector properly for an effective recovery. It is important not to be
tempted to control the bank angle prior to reducing AOA. Both roll stability and roll control will improve
considerably after getting the wings flying again. It is also imperative to proactively cancel yaw with proper
use of the rudder to prevent a stall from progressing into a spin.
4. Add thrust/power. Power should be added as needed, as stalls can occur at high power or low power
settings or at high airspeeds or low airspeeds. Advance the throttle promptly, but smoothly, as needed
while using rudder and elevator controls to stop any yawing motion and prevent any undesirable pitching
motion. Adding power typically reduces the loss of altitude during a stall recovery, but it does not
eliminate a stall. The reduction in AOA is imperative. For propeller-driven airplanes, power application
increases the airflow around the wing, assisting in stall recovery.
5. Retract speedbrakes/spoilers (if equipped). This will improve lift and the stall margin.
6. Return to the desired flightpath. Apply smooth and coordinated flight control movements to return
the airplane to the desired flightpath being careful to avoid a secondary stall. However, be
situationally aware of the proximity to terrain during the recovery and take the necessary flight
control action to avoid contact with it.
The above procedure can be adapted for the type of aircraft flown. For example, a single-engine training airplane without an autopilot
would likely only use four of the six steps. The first step is not applicable. The actual first step is the reduction of the AOA until the
stall warning is eliminated. Use of pitch trim is less of a concern in a training airplane because most pilots can overpower the trim in
these airplanes. Any improper trim can be corrected when returning to the desired flightpath. The next step is rolling the wings level
followed by the addition of power as needed all while maintaining coordinated flight. If the airplane is not equipped with speedbrakes
or spoilers, this step is also skipped. Returning to the desired flightpath concludes the recovery.
Similarly, a glider pilot does not have an autopilot; therefore, the first step is the reduction of AOA until the stall warning is
eliminated. The pilot would then roll wings level while maintaining coordinated flight. Since there is no power to add, this step would
not apply. Retracting speedbrakes or spoilers would be the next step for a glider pilot followed by returning to the desired flightpath.
Stall Training
Practice in both power-on and power-off stalls is important because it simulates stall conditions that could occur during normal flight
maneuvers. It is important for pilots to understand the possible flight scenarios in which a stall could occur. Stall accidents usually
result from an inadvertent stall at a low altitude, with the recovery not completed prior to ground contact. For example, pow er-on
stalls are practiced to develop the pilot’s awareness of what could happen if the airplane is pitched to an excessively nose-high
attitude immediately after takeoff, during a climbing turn, or when trying to clear an obstacle. Power-off turning stalls develop the
pilot’s awareness of what could happen if the controls are improperly used during a turn from the base leg to the final approach. The
power-off straight-ahead stall simulates the stall that could occur when trying to stretch a glide after the engine has failed, or if low on
the approach to landing.
As in all maneuvers that involve significant changes in altitude or direction, the pilot should ensure that the area is clear of other air
traffic at and below their altitude and that sufficient altitude is available for a recovery before executing the maneuver. It is
recommended that stalls be practiced at an altitude that allows recovery no lower than 1,500 feet AGL for single-engine airplanes, or
higher if recommended by the AFM/POH. Losing altitude during recovery from a stall is to be expected.
Approaches to Stalls (Impending Stalls), Power-On or Power-Off
An impending stall occurs when the airplane is approaching, but does not exceed the critical AOA. The purpose of practicing
impending stalls is to learn to retain or regain full control of the airplane immediately upon recognizing that it is nearing a stall, or
that a stall is likely to occur if the pilot does not take appropriate action. Pilot training should emphasize teaching the same recovery
technique for impending stalls and full stalls.
The practice of impending stalls is of particular value in developing the pilot’s sense of feel for executing maneuvers in which
maximum airplane performance is required. These maneuvers require flight in which the airplane approaches a stall, but the pilot
initiates recovery at the first indication, such as by a stall warning device activation.
Impending stalls may be entered and performed in the same attitudes and configurations as the full stalls or other maneuvers
described in this chapter. However, instead of allowing the airplane to reach the critical AOA, the pilot should immediately reduce
AOA once the stall warning device goes off, if installed, or recognizes other cues such as buffeting. The pilot should hold the nose-
down control input as required to eliminate the stall warning. Then level the wings maintain coordinated flight, and then apply
whatever additional power is necessary to return to the desired flightpath. The pilot will have recovered once the airplane has returned
to the desired flightpath with sufficient airspeed and adequate flight control effectiveness and no stall warning. Performance of the
impending stall maneuver is unsatisfactory if a full stall occurs, if an excessively low pitch attitude is attained, or if the pilot fails to
take timely action to avoid excessive airspeed, excessive loss of altitude, or a spin.
Full Stalls, Power-Off
The practice of power-off stalls is usually performed with normal landing approach conditions to simulate an accidental stall
occurring during approach to landing. However, power-off stalls should be practiced at all flap settings to ensure familiarity with
handling arising from mechanical failures, icing, or other abnormal situations. Airspeed in excess of the normal approach speed
should not be carried into a stall entry since it could result in an abnormally nose-high attitude.
To set up the entry for a straight-ahead power-off stall, airplanes equipped with flaps or retractable landing gear should be in the
landing configuration. After extending the landing gear, applying carburetor heat (if applicable), and retarding the throttle
sufficiently, the pilot holds the airplane at a constant altitude until the airspeed decelerates to normal approach speed. The airplane
should then be smoothly pitched down to a normal approach attitude to maintain that airspeed. Wing flaps should be extended and
pitch attitude adjusted to maintain the airspeed. Once in a normal approach, the pilot sets the power to idle.
When the approach attitude and airspeed have stabilized, the pilot should smoothly raise the airplane’s nose to an attitude that induces
a stall. Directional control should be maintained and wings held level by coordinated use of the ailerons and rudder. Once the airplane
reaches an attitude that will lead to a stall, the pitch attitude is maintained with the elevator until the stall occurs. The stall is
recognized by the full-stall cues previously described.
Recovery from the stall is accomplished by reducing the AOA, applying as much nose-down control input as required to eliminate the
stall warning, leveling the wings, maintaining coordinated flight, and then applying power as needed. Right rudder pressure may be
necessary to overcome the engine torque effects as power is advanced and the nose is being lowered. [Figure 5-11] If simulating an
inadvertent stall on approach to landing, the pilot should initiate a go-around by establishing a positive rate of climb. Once in a climb,
the flaps and landing gear should be retracted as necessary.
Figure 5-11. Power-off stall and recovery.
Recovery from power-off stalls should also be practiced from shallow banked turns to simulate an inadvertent stall during a turn from
base leg to final approach. During the practice of these stalls, the pilot should take care to ensure that the airplane remains
coordinated and the turn continues at a constant bank angle until the full stall occurs. If the airplane is allowed to slip, the outer wing
may stall first and move downward abruptly. In a skid, the bank angle may increase further to a potentially dangerous attitude. The
recovery procedure is the same, regardless of whether one wing rolls off first. The pilot should apply as much nose-down control
input as necessary to eliminate the stall warning, level the wings with ailerons, coordinate with rudder, and add power as needed. In
the practice of turning stalls, no attempt should be made to stall or recover the airplane on a predetermined heading. However, to
simulate a turn from base to final approach, the stall normally should be made to occur within a heading change of approximately 90°.
Full Stalls, Power-On
Power-on stall recoveries are practiced from straight climbs and climbing turns (15° to 20° bank) to help the pilot recognize the
potential for an accidental stall during takeoff, go around, climb, or when trying to clear an obstacle. Airplanes equipped with flaps or
retractable landing gear should normally be in the takeoff configuration; however, power-on stalls should also be practiced with the
airplane in a clean configuration (flaps and gear retracted) to ensure practice with all possible takeoff and climb configurations. When
practicing takeoff stall recovery, the airplane should be at maximum power, although for some airplanes it may be reduced to a setting
that will prevent an excessively high pitch attitude.
To set up the entry for power-on stalls, the pilot establishes the airplane in the takeoff or climb configuration and slows the airplane to
normal lift-off speed while continuing to clear the area of other traffic. Upon reaching the desired speed, the pilot sets takeoff power
or the recommended climb power for the power-on stall (often referred to as a departure stall) while establishing a climb attitude. The
purpose of reducing the airspeed to lift-off airspeed before the throttle is advanced to the recommended setting is to avoid an
excessively steep nose-up attitude for a long period before the airplane stalls.
After establishing the climb attitude, the pilot should smoothly raise the nose to increase the AOA, and hold that attitude until the full
stall occurs. As described in connection with the stall characteristics discussion, continual adjustments should be made to aileron
pressure, elevator pressure, and rudder pressure to maintain coordinated flight while holding the attitude until the full stall occurs. In
most airplanes, as the airspeed decreases the pilot should move the elevator control progressively further back while simultaneously
adding right rudder and maintaining the climb attitude until reaching the full stall.
The pilot should recognize when the stall has occurred and take action without delay to prevent a prolonged stalled condition. The
pilot should recover from the stall by immediately reducing the AOA and applying as much nose-down control input as required to
eliminate the stall warning, level the wings with ailerons, coordinate with rudder, and smoothly advance the power as needed. Since
the throttle is already at the climb power setting, this step may simply mean confirming the proper power setting. [Figure 5-12]
Figure 5-12. Power-on stall.
The final step is to return the airplane to the desired flightpath (e.g., straight and level or departure/climb attitude). With sufficient
airspeed and control effectiveness, the pilot may return the throttle to the appropriate power setting.
Secondary Stall
A secondary stall is so named because it occurs after recovery from a preceding stall. A normal recovery usually involves pointing the
nose of the airplane toward the ground. However, if a stall should occur at low altitude, the pilot's natural impulse is to bring the nose
up as soon as possible and to do so abruptly. This reaction is amplified as proximity to the ground increases. To demonstrate how this
occurs at altitude, the pilot makes an abrupt recovery after one stall and exceeds the critical AOA a second time. Note that this stall
may occur after any stall when the pilot does not sufficiently reduce the AOA by lowering the pitch attitude or attempts to break the
stall by using power only. [Figure 5-13]
Figure 5-13. Secondary stall.
If a secondary stall occurs, the pilot should again perform the stall recovery procedures by applying nose-down elevator pressure as
required to eliminate the stall warning, level the wings with ailerons, coordinate with rudder, and adjust power as needed. When the
airplane is no longer in a stalled condition the pilot can return the airplane to the desired flightpath. For pilot certification, this is a
demonstration-only maneuver. Only flight instructor applicants may be required to perform it on a practical test.
Accelerated Stalls
While pilots may understand the cause of an accelerated stall, it takes training to experience how these stalls develop and occur. The
objectives of demonstrating an accelerated stall are to determine the stall characteristics of the airplane, experience stalls at speeds
greater than the +1G stall speed, and develop the ability to instinctively recover at the onset of such stalls. This is a maneuver only
commercial pilot and flight instructor applicants may be required to perform or demonstrate on a practical test. However, all pilots
should be familiar with the situations that can cause an accelerated stall, how to recognize this type of stall, and how to execute the
appropriate recovery should one occur.
At the same gross weight, airplane configuration, CG location, power setting, and environmental conditions, a given airplane
consistently stalls at the same indicated airspeed provided the airplane is at +1G (i.e., steady-state unaccelerated flight). However, the
airplane can also stall at a higher indicated airspeed when the airplane is subject to an acceleration greater than +1G, such as when
turning, pulling up, or other abrupt changes in flightpath. Stalls encountered any time the G- load exceeds +1G are called “accelerated
maneuver stalls.” The accelerated stall would most frequently occur inadvertently during improperly executed turns, stall and spin
recoveries, pullouts from steep dives, or when overshooting a base to final turn. An accelerated stall is typically demonstrated during
steep turns.
A pilot should never practice accelerated stalls with wing flaps in the extended position due to the lower design G-load limitations in
that configuration. Accelerated stalls should be performed with a bank of approximately 45°, and in no case at a speed greater than
the airplane manufacturer’s recommended airspeed, or the specified design maneuvering speed (V A) or operating maneuvering speed
(VO).
It is important to be familiar with V A or V O, how it relates to accelerated stalls, and how it changes depending on the airplane's
weight. VA is the maximum speed at which the positive design load limit can be imposed either by gusts or full one-sided deflection
with one control surface without causing structural damage. VO is a historical operating limitation applicable to certain airplanes
only. It represents the maximum speed where, at any given weight, the pilot may apply full control excursion without exceeding the
design limit load factor. Performing accelerated stalls at speeds up to the applicable V A or VO, ensures the airplane will reach the
critical AOA, which unloads the wing, before exceeding the design load limit. At speeds above V A or VO, the airplane can reach its
design load limit at less than the critical AOA. This condition makes it possible to add additional load and overstress the airplane.
Additional information on the effects of aircraft weight on stall speeds and structural limits while maneuvering is available in the
"Aerodynamics of Flight" chapter of the Pilot’s Handbook of Aeronautical Knowledge (FAA-H-8083-25).
There are two methods for performing an accelerated stall. The most common accelerated stall procedure starts from straight-and-
level flight at an airspeed at or below V A or V O. The pilot rolls the airplane into a coordinated, level-flight 45° turn and then
smoothly, firmly, and progressively increase the AOA through back elevator pressure until a stall occurs. Alternatively, the pilot rolls
the airplane into a coordinated, level-flight 45° turn at an airspeed above V A or VO. After the airspeed slows to V A or VO, and at an
airspeed 5 to 10 percent faster than the unaccelerated stall speed, the pilot progressively increases the AOA through back elevator
pressure until a stall occurs. The increased back elevator pressure increases lift and the G load. The G load pushes the pilo t’s body
down in the seat. The increased lift also increases drag, which may cause the airspeed to decrease. The pilot should know the
published stall speed for 45° of bank, flaps up, before performing the maneuver. This speed is typically published in the AFM.
An airplane typically stalls during a level, coordinated turn similar to the way it does in wings-level flight, except that the stall buffet
can be sharper. If the turn is coordinated at the time of the stall, the airplane’s nose pitches away from the pilot just as it does in a
wings-level stall since both wings will tend to stall nearly simultaneously. If the airplane is not properly coordinated at the time of
stall, the stall behavior may include a change in bank angle until the AOA has been reduced. It is important to take recovery action at
the first indication of a stall (if impending stall training/checking) or immediately after the stall has fully developed (if full stall
training/checking) by applying forward elevator pressure as required to reduce the AOA and to eliminate the stall warning, level the
wings using ailerons, coordinate with rudder, and adjust power as necessary. Stalls that result from abrupt maneuvers tend to be more
aggressive than unaccelerated +1G stalls. Because they occur at higher-than-normal airspeeds or may occur at lower-than-anticipated
pitch attitudes, they can surprise an inexperienced pilot. Since an accelerated stall may put the airplane in an unexpected attitude.
Failure to execute an immediate recovery may result in a spin or other departure from controlled flight.
Cross-Control Stall
The objective of the cross-control stall demonstration is to show the effects of uncoordinated flight on stall behavior and to emphasize
the importance of maintaining coordinated flight while making turns. This is a demonstration-only maneuver; only flight instructor
applicants may be required to perform it on a practical test. However, all pilots should be familiar with the situations that can lead to a
cross-control stall, how to recognize and avoid this stall, and how to recover should one occur.
The aerodynamic effects of the uncoordinated, cross-control stall can surprise the unwary pilot because this stall can occur with very
little warning and can be deadly if it occurs close to the ground. The nose may pitch down, the bank angle may suddenly change, and
the airplane may continue to roll to an inverted orientation, which is usually the beginning of a spin. It is therefore essential for the
pilot to follow the stall recovery procedure by reducing the AOA until the stall warning has been eliminated, then roll wings level
using ailerons, and coordinate with rudder inputs before the airplane enters a spiral or spin.
A cross-control stall occurs when the critical AOA is exceeded with aileron pressure applied in one direction and rudder pressure in
the opposite direction, causing uncoordinated flight. A skidding cross-control stall is most likely to occur in the traffic pattern during
a poorly planned and executed base- to-final approach turn. There may be an unrecognized tailwind component and higher
groundspeed on the base leg, which causes the pilot to turn late or with inadequate bank. The airplane overshoots the runway
centerline, and the pilot attempts to correct by increasing the bank angle, increasing back elevator pressure, and applying excess
rudder in the direction of the turn (i.e., inside or bottom rudder pressure) to bring the nose around further to align it with the runway.
The difference in lift between the inside and outside wing will increase, resulting in an unwanted increase in bank angle. At the same
time, the nose of the airplane slices downward through the horizon. The natural reaction to this may be for the pilot to pull back on
the elevator control, increasing the AOA toward critical. Should a stall be encountered with these inputs, the airplane may rapidly
enter a spin. The safest action for an “overshoot” is to perform a go-around. At the relatively low altitude of a base- to-final approach
turn, a pilot should be reluctant to use bank angles greater than 30 degrees and should not make a skidding turn if correcting for any
overshoot.
Before performing this stall, the pilot should establish a safe altitude for entry and recovery in the event of a spin, and clear the area
of other traffic while slowly retarding the throttle. The next step is to lower the landing gear (if equipped with retractable gear), close
the throttle, and maintain altitude until the airspeed approaches the normal glide speed. To avoid the possibility of exceeding the
airplane’s limitations, the pilot should not extend the flaps. While the gliding attitude and airspeed are being established, the airplane
should be retrimmed. Once the glide is stabilized, the airplane should be rolled into a medium-banked turn to simulate a final
approach turn that overshoots the centerline of the runway.
During the turn, the pilot should smoothly apply excessive rudder pressure in the direction of the turn and hold the bank constant by
applying opposite aileron pressure. At the same time, the pilot increases back elevator pressure to keep the nose from lowering. All of
these control pressures should be increased until the airplane stalls. When the stall occurs, the pilot applies nose-down elevator
pressure to reduce the AOA until the stall warning has been eliminated, removes the excessive rudder input and levels the wings, and
adds power as needed to return to complete the recovery and return to the desired flightpath.
Elevator Trim Stall
The elevator trim stall demonstration shows what can happen when the pilot applies full power for a go-around without maintaining
positive control of the airplane. [Figure 5-14] This is a demonstration-only maneuver; only flight instructor applicants may be
required to perform it on a practical test. However, all pilots should be familiar with the situations that can cause an elevator trim
stall, recognize its development, and take appropriate action to prevent it.
Figure 5-14. Elevator trim stall.
This situation may occur during a go-around procedure from a normal landing approach or a simulated, forced-landing approach, or
immediately after a takeoff, with the trim set for a normal landing approach glide at idle power. The demonstration shows the
importance of making smooth power applications, overcoming strong trim forces, maintaining positive control of the airplane to hold
safe flight attitudes, and using proper and timely trim techniques. It also develops the pilot’s ability to avoid actions that could result
in this stall, to recognize when an elevator trim stall is approaching, and to take prompt and correct action to prevent a full stall
condition. It is imperative to avoid the occurrence of an elevator trim stall during an actual go-around from an approach to landing.
At a safe altitude and after ensuring that the area is clear of other air traffic, the pilot should slowly retard the throttle and extend the
landing gear (if the airplane is equipped with retractable gear). The next step is to extend the flaps to the one-half or full position,
close the throttle, and maintain altitude until the airspeed approaches the normal glide speed.
When the normal glide is established, the pilot should trim the airplane nose-up for the normal landing approach glide. During this
simulated final approach glide, the throttle is then advanced smoothly to maximum allowable power, just as it would be adjusted to
perform a go-around.
The combined effects of increased propwash over the tail and elevator trim tend to make the nose rise sharply and turn to the 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 should 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:
1. Failure to adequately clear the area.
2. Over-reliance on the airspeed indicator and slip-skid indicator while excluding other cues after recovery.
3. Inadvertent accelerated stall by pulling too fast on the controls during a power-off or power-on stall entry.
4. Inability to recognize an impending stall condition.
5. Failure to take timely action to prevent a full stall during the conduct of impending stalls.
6. Failure to maintain a constant bank angle during turning stalls.
7. Failure to maintain proper coordination with the rudder throughout the stall and recovery.
8. Recovering before reaching the critical AOA when practicing the full stall maneuver.
9. Not disconnecting the wing leveler or autopilot, if equipped, prior to reducing AOA.
10. Recovery is attempted without recognizing the importance of pitch control and AOA.
11. Not maintaining a nose down control input until the stall warning is eliminated.
12. Pilot attempts to level the wings before reducing AOA.
13. Pilot attempts to recover with power before reducing AOA.
14. Failure to roll wings level after AOA reduction and stall warning is eliminated.
15. Inadvertent secondary stall during recovery.
16. Excessive forward-elevator pressure during recovery resulting in low or negative G load.
17. Excessive airspeed buildup during recovery.
18. Losing situational awareness and failing to return to desired flightpath or follow ATC instructions.