effort, which is purposeless and even hazardous in turbulent  conditions, at excessive speeds, or at low altitudes. However,  with practice, the techniques for rapid and safe recovery from  unusual attitudes can be mastered.  When an unusual attitude is noted during the cross-check,  the immediate problem is not how the airplane got there, but  what it is doing and how to get it back to straight-and-level  flight as quickly as possible.  As a general rule, any time an instrument rate of movement  or indication other than those associated with the basic  instrument flight maneuvers is noted, assume an unusual  attitude and increase the speed of cross-check to confirm the  attitude, instrument error, or instrument malfunction.  Nose-high attitudes are shown by the rate and direction of  movement of the altimeter needle, vertical speed needle, and  airspeed needle, as well as the immediately recognizable  indication of the attitude indicator (except in extreme  attitudes).  [Figure 7-39] Nose-low attitudes are shown  by the same instruments, but in the opposite direction.  [Figure 7-40] In moderate unusual attitudes, the pilot can normally  reorient by establishing a level flight indication on the  attitude indicator. However, the pilot should not depend on  this instrument if the attitude indicator is the spillable type,  because its upset limits may have been exceeded or it may  have become inoperative due to mechanical malfunction.  If it is the nonspillable-type instrument and is operating  properly, errors up to 5 degrees of pitch-and-bank may result  and its indications are very difficult to interpret in extreme  attitudes. As soon as the unusual attitude is detected, the  recommended recovery procedures stated in the POH/AFM  should be initiated. If there are no recommended procedures  stated in the POH/AFM, the recovery should be initiated by  reference to the ASI, altimeter, VSI, and turn coordinator.  If the airspeed is decreasing, or below the desired airspeed,  increase power (as necessary in proportion to the observed  deceleration), apply forward elevator pressure to lower the  nose and prevent a stall, and correct the bank by applying  coordinated aileron and rudder pressure to level the  miniature aircraft and center the ball of the turn coordinator.  The corrective control applications are made almost  simultaneously, but in the sequence given above. A level  pitch attitude is indicated by the reversal and stabilization  Recovery from Unusual Attitudes Recognizing Unusual Attitudes Nose-High Attitudes 30.0  29.9  29.8  Gaining altitude Climbing right turn Airspeed decreasing Figure 7-39.  Unusual attitude—nose-high. 7-27