rudder use, the pilot may not be aware that a critical AOA has  been exceeded until the airplane yaws out of control toward  the lowering wing. A stall that occurs while the airplane is  in a slipping or skidding turn can result in a spin entry and  rotation in the direction of rudder application, regardless of  which wingtip is raised. If the pilot does not immediately  initiate stall recovery, the airplane may enter a spin. Prior to beginning spin training, clear the flight area above  and below the airplane for other traffic. This task may be  accomplished while slowing the airplane for the spin entry.  In addition, all spin training should be initiated at an altitude  high enough to complete recovery at or above 1,500 feet AGL. It may be appropriate to introduce spin training by first  practicing both power-on and power-off stalls in a clean  configuration. This practice helps familiarize the pilot with  the airplane’s specific stall and recovery characteristics. In all  phases of training, the pilot should take care with handling of  the power (throttle), and apply carburetor heat, if equipped,  according to the manufacturer’s recommendations.  Maintaining directional control and not allowing the nose to  yaw before stall recovery is initiated is key to averting a spin.  The pilot must apply the correct amount of rudder to keep the  nose from yawing and the wings from banking.  There are four phases of a spin: entry, incipient, developed,  and recovery.  [Figure 4-12] Modern airplanes tend to be more reluctant to spin compared  to older designs, however it is not impossible for them to  spin. Mishandling the controls in turns, stalls, and flight  at minimum controllable airspeeds can put even the most  reluctant airplanes into an accidental spin. Proficiency in  avoiding conditions that could lead to an accidental stall/spin  situation, and in promptly taking the correct actions to recover  to normal flight, is essential. An airplane must be stalled and  yawed in order to enter a spin; therefore, continued practice in  stall recognition and recovery helps the pilot develop a more  instinctive and prompt reaction in recognizing an approaching  spin. Upon recognition of a spin or approaching spin, the  pilot should immediately execute spin recovery procedures. In the entry phase, the pilot intentionally or accidentally  provides the necessary elements for the spin. The entry  procedure for demonstrating a spin is similar to a power-off  stall. During the entry, the pilot should slowly reduce power to  idle, while simultaneously raising the nose to a pitch attitude  that ensures a stall. As the airplane approaches a stall, smoothly  apply full rudder in the direction of the desired spin rotation  while applying full back (up) elevator to the limit of travel.  Always maintain the ailerons in the neutral position during  the spin procedure unless AFM/POH specifies otherwise. The first rule for spin demonstration is to ensure that the  airplane is approved for spins. Please note that this discussion  addresses generic spin procedures; it does not cover special  spin procedures or techniques required for a particular  airplane. Safety dictates careful review of the AFM/POH  and regulations before attempting spins in any airplane. The  review should include the following items: The incipient phase occurs from the time the airplane stalls  and starts rotating until the spin has fully developed. This  phase may take two to four turns for most airplanes. In this  phase, the aerodynamic and inertial forces have not achieved  a balance. As the incipient phase develops, the indicated  airspeed will generally stabilize at a low and constant airspeed  and the symbolic airplane of the turn indicator should indicate  the direction of the spin. The slip/skid ball is unreliable when  spinning. The pilot should initiate incipient spin recovery procedures  prior to completing 360° of rotation. The pilot should apply  full rudder opposite the direction of rotation. The turn  indicator shows a deflection in the direction of rotation if  disoriented. Incipient spins that are not allowed to develop into a steady- state spin are the most commonly used maneuver in initial  spin training and recovery techniques.  Also essential is a thorough airplane preflight inspection, with  special emphasis on excess or loose items that may affect the  weight, center of gravity, and controllability of the airplane.  It is also important to ensure that the airplane is within any  CG limitations as determined by the manufacturer. Slack  or loose control cables (particularly rudder and elevator)  could prevent full anti-spin control deflections and delay or  preclude recovery in some airplanes. 4-14 Incipient Phase Spin Procedures Entry Phase • The airplane’s AFM/POH limitations section, placards, or type certification data to determine if the  airplane is approved for spins • Weight and balance limitations • Recommended entry and recovery procedures • The current 14 CFR Part 91 parachute requirements