a given airplane consistently stalls at the same indicated  airspeed provided the airplane is at +1G (i.e., steady-state  unaccelerated flight). However, the airplane can also stall at  a higher indicated airspeed when the airplane is subject to an  acceleration greater than +1G, such as when turning, pulling  up, or other abrupt changes in flightpath. Stalls encountered  any time the G-load exceeds +1G are called “accelerated  maneuver stalls”. The accelerated stall would most frequently  occur inadvertently during improperly executed turns, stall  and spin recoveries, pullouts from steep dives, or when  overshooting a base to final turn. An accelerated stall is  typically demonstrated during steep turns. An airplane typically stalls during a level, coordinated turn  similar to the way it does in wings level flight, except that  the stall buffet can be sharper. If the turn is coordinated at  the time of the stall, the airplane’s nose pitches away from  the pilot just as it does in a wings level stall since both wings  will tend to stall nearly simultaneously. If the airplane is not  properly coordinated at the time of stall, the stall behavior  may include a change in bank angle until the AOA has been  reduced. It is important to take recovery action at the first  indication of a stall (if impending stall training/checking) or  immediately after the stall has fully developed (if full stall  training/checking) by applying forward elevator pressure  as required to reduce the AOA and to eliminate the stall  warning, level the wings using ailerons, coordinate with  rudder, and adjust power as necessary. Stalls that result  from abrupt maneuvers tend to be more aggressive than  unaccelerated, +1G stalls. Because they occur at higher- than-normal airspeeds or may occur at lower-than-anticipated  pitch attitudes, they can surprise an inexperienced pilot. A  prolonged accelerated stall should never be allowed. Failure  to take immediate steps toward recovery may result in a spin  or other departure from controlled flight. A pilot should never practice accelerated stalls with wing  flaps in the extended position due to the lower design G-load  limitations in that configuration. Accelerated stalls should be  performed with a bank of approximately 45°, and in no case at  a speed greater than the airplane manufacturer’s recommended  airspeed or the specified design maneuvering speed (V$_{A}$). It is important to be familiar with V$_{A}$, how it relates to  accelerated stalls, and how it changes depending on the  airplane’s weight. V $_{A}$ is the maximum speed at which the  maximum positive design load limit can be imposed either  by gusts or full one-sided deflection with one control surface  without causing structural damage. Performing accelerated  stalls at or below V$_{A}$ allows the airplane to reach the critical  AOA, which unloads the wing before it reaches the load  limit. At speeds above V$_{A}$, the wing can reach the design load  limit at an AOA less than the critical AOA. This means it is  possible to damage the airplane before reaching the critical  AOA and an accelerated stall. Knowing what V$_{A}$ is for the  weight of the airplane being flown is critical to prevent  exceeding the load limit of the airplane during the maneuver. The objective of the cross-control stall demonstration is to  show the effects of uncoordinated flight on stall behavior  and to emphasize the importance of maintaining coordinated  flight while making turns. This is a demonstration-only  maneuver; only flight instructor applicants may be required  to perform it on a practical test. However, all pilots should  be familiar with the situations that can lead to a cross-control  stall, how to recognize it, and the appropriate recovery action  should one occur. The aerodynamic effects of the uncoordinated, cross-control  stall can surprise the unwary pilot because it can occur with  very little warning and can be deadly if it occurs close to  the ground. The nose may pitch down, the bank angle may  suddenly change, and the airplane may continue to roll to an  inverted position, which is usually the beginning of a spin. It  is therefore essential for the pilot to follow the stall recovery  procedure by reducing the AOA until the stall warning has been  eliminated, then roll wings level using ailerons, and coordinate  with rudder inputs before the airplane enters a spiral or spin.  There are two methods for performing an accelerated stall.  The most common accelerated stall procedure starts from  straight-and-level flight at an airspeed at or below V$_{A}$.  Roll the airplane into a coordinated, level-flight 45° turn  and then smoothly, firmly, and progressively increase the  AOA through back elevator pressure until a stall occurs.  Alternatively, roll the airplane into a coordinated, level- flight 45° turn at an airspeed above V $_{A}$. After the airspeed  reaches V$_{A}$, or at an airspeed 5 to 10 percent faster than the  unaccelerated stall speed, progressively increase the AOA  through back elevator pressure until a stall occurs. The  increased back elevator pressure increases the AOA, which  increases the lift and thus the G load. The G load pushes  the pilot’s body down in the seat. The increased lift also  increases drag, which may cause the airspeed to decrease.  It is recommended that you know the published stall speed  for 45° of bank, flaps up, before performing the maneuver.  This speed is typically published in the AFM. A cross-control stall occurs when the critical AOA is exceeded  with aileron pressure applied in one direction and rudder  pressure in the opposite direction, causing uncoordinated  flight. A skidding cross-control stall is most likely to occur  in the traffic pattern during a poorly planned and executed  base-to-final approach turn in which the airplane overshoots  the runway centerline and the pilot attempts to correct back  4-11 Cross-Control Stall