left yaw, which requires right rudder input to maintain  coordinated flight. The closer the airplane is to the 1G stall,  the greater the amount of right rudder pressure required. Slow flight should be practiced in straight-and-level  flight, straight-ahead climbs and climbing medium-banked  (approximately 20 degrees) turns, and straight-ahead power- off gliding descents and descending turns to represent the  takeoff and landing phases of flight. Slow flight training  should include slowing the airplane smoothly and promptly  from cruising to approach speeds without changes in altitude  or heading, and understanding the required power and  trim settings to maintain slow flight. It should also include  configuration changes, such as extending the landing gear  and adding flaps, while maintaining heading and altitude.  Slow flight in a single-engine airplane should be conducted  so the maneuver can be completed no lower than 1,500 feet  AGL, or higher, if recommended by the manufacturer. In  all cases, practicing slow flight should be conducted at an  adequate height above the ground for recovery should the  airplane inadvertently stall. To begin the slow flight maneuver, clear the area and  gradually reduce thrust from cruise power and adjust the  pitch to allow the airspeed to decrease while maintaining  altitude. As the speed of the airplane decreases, note a change  in the sound of the airflow around the airplane. As the speed  approaches the target slow flight speed, which is an airspeed  just above the stall warning in the desired configuration  (i.e., approximately 5–10 knots above the stall speed for  that flight condition), additional power will be required to  maintain altitude. During these changing flight conditions, it  is important to trim the airplane to compensate for changes in  control pressures. If the airplane remains trimmed for cruising  speed (a lower AOA), strong aft (back) control pressure is  needed on the elevator, which makes precise control difficult  unless the airplane is retrimmed. When the desired pitch attitude and airspeed have been  established in straight-and-level slow flight, the pilot must  maintain awareness of outside references and continually  cross-check the airplane’s instruments to maintain control.  The pilot should note the feel of the flight controls, especially  the airspeed changes caused by small pitch adjustments,  and the altitude changes caused by power changes. The  pilot should practice turns to determine the airplane’s  controllability characteristics at this low speed. During the  turns, it will be necessary to increase power to maintain  altitude. Abrupt or rough control movements during slow  flight may result in a stall. For instance, abruptly raising the  flaps while in slow flight can cause the plane to stall. The pilot should also practice climbs and descents by  adjusting the power when stabilized in straight-and-level  slow flight. The pilot should note the increased yawing  tendency at high power settings and counter it with rudder  input as needed.  Slow flight is typically performed and evaluated in the  landing configuration. Therefore, both the landing gear  and the flaps should be extended to the landing position.  It is recommended the prescribed before-landing checks  be completed to configure the airplane. The extension of  gear and flaps typically occurs once cruise power has been  reduced and at appropriate airspeeds to ensure limitations  for extending those devices are not exceeded. Practicing this  maneuver in other configurations, such as a clean or takeoff  configuration, is also good training and may be evaluated  on the practical test.  To exit the slow flight maneuver, follow the same procedure  as for recovery from a stall: apply forward control pressure  to reduce the AOA, maintain coordinated flight and level the  wings, and apply power as necessary to return to the desired  flightpath. As airspeed increases, clean up the airplane by  retracting flaps and landing gear if they were extended. A  pilot should anticipate the changes to the AOA as the landing  gear and flaps are retracted to avoid a stall. With an AOA just under the AOA which may cause an  aerodynamic buffet or stall warning, the flight controls  are less effective.  [Figure 4-3]  The elevator control is less  responsive and larger control movements are necessary to  retain control of the airplane. In propeller-driven airplanes,  torque, slipstream effect, and P-factor may produce a strong  Common errors in the performance of slow flight are: 4-4 • Failure to adequately clear the area • Inadequate back-elevator pressure as power is reduced,  resulting in altitude loss Maneuvering in Slow Flight Performing the Slow Flight Maneuver Figure 4-3.  Slow flight—low airspeed, high angle of attack, high  power, and constant altitude. Slow Flight Low airspeed, high angle of attack, high power setting, and constant altitude.