7.  Failure to check the ball of the turn coordinator when  interpreting the instrument for bank information. If the  roll rate is reduced to zero, the miniature aircraft of  the turn coordinator indicates only direction and rate  of turn. Unless the ball is centered, do not assume the  turn is resulting from a banked attitude.  Approach to Stall Practicing approach to stall recoveries in various airplane  configurations should build confidence in a pilot’s ability to  control the airplane in unexpected situations. Approach to  stall should be practiced from straight flight and from shallow  banks. The objective is to practice recognition and recovery  from the approach to a stall.  Prior to stall recovery practice, select a safe altitude above  the terrain, an area free of conflicting air traffic, appropriate  weather, and the availability of radar traffic advisory service.  Power and airspeed errors result from the following faults: Approaches to stalls are accomplished in the following  configurations:  Trim errors result from the following faults: Recoveries should be prompt in response to a stall warning  device or an aerodynamic indication by smoothly reducing  the angle of attack and applying maximum power or as  recommended by the POH/AFM. The recovery should be  completed without an excessive loss of altitude and on a  predetermined heading, altitude, and airspeed.  An unusual attitude is an airplane attitude not normally  required for instrument flight. Unusual attitudes may  result from a number of conditions, such as turbulence,  disorientation, instrument failure, confusion, preoccupation  with flight deck duties, carelessness in cross-checking,  errors in instrument interpretation, or lack of proficiency in  aircraft control. Since unusual attitudes are not intentional  maneuvers during instrument flight, except in training, they  are often unexpected, and the reaction of an inexperienced  or inadequately trained pilot to an unexpected abnormal  flight attitude is usually instinctive rather than intelligent  and deliberate. This individual reacts with abrupt muscular  In addition to the faults discussed above, the following errors  connected with compass turns should be noted:  2.  Fixation on the compass during the roll-out. Until  the airplane is in straight-and-level unaccelerated  flight, it is unnecessary to read the indicated heading.  Accordingly, after the roll-out, cross-check for  straight-and-level flight before checking the accuracy  of the turn. 1.  Faulty understanding or computation of lead and lag.  4.  Failure to trim following power changes.  3.  Chasing the vertical speed needle. Overcontrolling  leads to tension and prevents sensing the pressures to  be trimmed off.  2.  Failure to understand the relationship between trim  and attitude/power changes.  1.  Failure to recognize the need for a trim change due  to slow cross-check and interpretation. For example,  a turn entry at a rate too rapid for a cross-check leads  to confusion in cross-check and interpretation with  resulting tension on the controls.  3.  Approach or landing configuration—should be  initiated at the appropriate approach or landing  airspeed. The angle of attack should be smoothly  increased to induce an indication of a stall.  2.  Clean configuration—should begin from a reduced  airspeed, such as pattern airspeed, in level flight.  Power should be applied while simultaneously  increasing the angle of attack to induce an indication  of a stall.  3.  Poor coordination of throttle control with pitch-and- bank changes associated with slow cross-check or  failure to understand the aerodynamic factors related  to turns. 2.  Erratic use of power control. This may be due to  improper throttle friction control, inaccurate throttle  settings, chasing the airspeed readings, abrupt or  overcontrolled pitch-and-bank changes, or failure  to recheck the airspeed to note the effect of a  power adjustment.  1.  Takeoff configuration—should begin from level flight  near liftoff speed. Power should be applied while  simultaneously increasing the angle of attack to induce  an indication of a stall.  1.  Failure to cross-check the ASI as pitch changes  are made.  Power Trim Unusual Attitudes and Recoveries Errors During Compass Turns 7-26