control bar movement is required to level the wings as well  as pull the bar back to reduce the angle of attack.  The practice of power-off stalls is usually performed with  normal landing approach conditions in simulation of an  accidental stall occurring during landing approaches. Aircraft  equipped with trim should be trimmed to the approach  configuration. Initially, 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. Before  executing these practice stalls, the pilot must be sure the area  is clear of other air traffi c. To start the power-off stall maneuver, reduce the throttle to  idle (or normal approach power). Increase airspeed to the  normal approach speed and maintain that airspeed. When the  approach attitude and airspeed have stabilized, the aircraft’s  nose should be smoothly raised to an attitude that induces a  stall. If the aircraft’s attitude is raised too slowly, the WSC  aircraft may slow only to minimum controlled airspeed and  not be able to reach an angle of attack that is high enough  to stall. The position of the control bar at which the WSC  stalls can vary greatly for different manufacturers and makes/ models. Some can stall abruptly when the control bar is inches  from the front tube. If the aircraft’s attitude is raised too quickly, the pitch attitude  could rise above the manufacturer’s limitation. A good rule  of thumb is 3 to 4 seconds from stabilized approach speed to  pull the control bar full forward. The wings should be kept  level and a constant pitch attitude maintained until the stall  occurs. The stall is recognized by clues, such as buffeting,  increasing descent rate, and nose down pitching. Recovering from the stall should be accomplished by  reducing the angle of attack by pulling the bar back and  accelerating only to the trim speed while simultaneously  increasing the throttle to minimize altitude loss if needed.  Once the WSC accelerated to trim speed, the control bar can  be pushed out to return back to normal trim attitude and speed.  If there is any rolling during the stall or the stall recovery  the control bar should be moved side to side to maintain a  straight heading. It is not necessary to go into a steep dive in a WSC aircraft  to recover from a stall. This only loses more altitude than  required and should be discouraged. The nose should be  lowered as necessary to regain flying speed and returned to  a normal flight attitude as soon as possible.  [Figure 6-22] 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, care should be taken that the turn continues at a  uniform rate until the complete stall occurs. When stalling in  a turn, it does not affect the recovery procedure. The angle of  attack is reduced and the wings leveled simultaneously with  power applied if needed for altitude control. In the practice of  turning stalls, no attempt should be made to stall the aircraft  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°.  After the stall occurs, the recovery should be made straight  ahead with minimum loss of altitude, and accomplished in  accordance with the recovery procedure discussed earlier. Establish normal approach Raise nose maintain heading When stall occurs, reduce angle of attack Resume normal flight Increase power as  required to minimize  altitude loss Figure 6-22. Power-off stall and recovery. 6-23  Power-Off Stall Manuever