to centerline by increasing the bank angle, increasing back  elevator pressure, and applying 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 angles of bank beyond 30 degrees to correct  back to runway centerline. Before performing this stall, 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, do 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, smoothly apply excessive rudder pressure  in the direction of the turn but hold the bank constant by  applying opposite aileron pressure. At the same time, increase  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, recover by applying nose-down  elevator pressure to reduce the AOA until the stall warning  has been eliminated, remove the excessive rudder input and  level the wings, and apply power as needed to return to the  desired flightpath. 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  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 objective  of the demonstration is to show 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. 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 4-10]  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, how to recognize it, and the  appropriate recovery action should one occur. Elevator Trim Stall Figure 4-10.  Elevator trim stall. 4-12 Elevator Trim Stall Configure for landing,  establish normal glide speed  while straight-and-level,  then trim nose-up. Apply maximum allowable  power to simulate a go-around.  Allow the nose to rise. Prior to a full stall, apply forward pressure,  eliminate stall warning, establish a normal climb  attitude, and re-trim. Return to the  desired flightpath.