[Figure 4-6]  However, a pilot should always follow the  aircraft-specific manufacturer’s recommended procedures  if published and current. The recovery actions should be made in a procedural manner;  they can be summarized in  Figure 4-6.  The following  discussion explains each of the six steps: manufactured with a certain amount of twist, known as  washout, resulting in the outboard portion of the wings having  a slightly lower AOA than the wing roots. This design feature  causes the wingtips to have a smaller AOA during flight than  the wing roots. Thus, the wing roots of an airplane exceed the  critical AOA before the wingtips, meaning the wing roots stall  first. Therefore, when the airplane is in a stalled condition,  the ailerons should still have a degree of control effectiveness  until/unless stalled airflow migrates outward along the wings. Although airflow may still be attached at the wingtips, a  pilot should exercise caution using the ailerons prior to the  reduction of the AOA because it can exacerbate the stalled  condition. For example, if the airplane rolls left at the stall  (“rolls-off”), and the pilot applies right aileron to try to level  the wing, the downward-deflected aileron on the left wing  produces a greater AOA (and more induced drag), and a more  complete stall at the tip as the critical AOA is exceeded. This  can cause the wing to roll even more to the left, which is why  it is important to first reduce the AOA before attempting to  roll the airplane.  The pilot must also understand how the factors that affect  stalls are interrelated. In a power-off stall, for instance, the  cues (buffeting, shaking) are less noticeable than in the  power-on stall. In the power-off, 1G stall, the predominant  cue may be the elevator control position (full up elevator  against the stops) and a high descent rate.  Depending on the complexity of the airplane, stall recovery  could consist of as many as six steps. Even so, the pilot should  remember the most important action to an impending stall or  a full stall is to reduce the AOA. There have been numerous  situations where pilots did not first reduce AOA, and instead  prioritized power and maintaining altitude, which resulted  in a loss of control. This section provides a generic stall  recovery procedure for light general aviation aircraft adapted  from a template developed by major airplane manufacturers  and can be adjusted appropriately for the aircraft used.  Fundamentals of Stall Recovery 1.  Disconnect the wing leveler or autopilot (if equipped).  Manual control is essential to recovery in all  situations. Disconnecting this equipment should be  done immediately and allow the pilot to move to the  next crucial step quickly. Leaving the wing leveler or  autopilot connected may result in inadvertent changes  or adjustments to the flight controls or trim that may  not be easily recognized or appropriate, especially  during high workload situations.  2. a) Pitch nose-down control. Reducing the AOA is  crucial for all stall recoveries. Push forward on the  flight controls to reduce the AOA below the critical  AOA until the impending stall indications are  eliminated before proceeding to the next step. 3.  Roll wings level. This orients the lift vector properly  for an effective recovery. It is important not to be  tempted to control the bank angle prior to reducing  AOA. Both roll stability and roll control will improve  considerably after getting the wings flying again. It is  also imperative for the pilot to proactively cancel yaw  with proper use of the rudder to prevent a stall from  progressing into a spin. 4.  Add thrust/power. Power should be added as needed,  as stalls can occur at high power or low power settings,  or at high airspeeds or low airspeeds. Advance the  b) Trim nose-down pitch. If the elevator does not  provide the needed response, pitch trim may be  necessary. However, excessive use of pitch trim may  aggravate the condition, or may result in loss of control  or high structural loads. Figure 4-6.  Stall recovery template. Stall Recovery Template 1. Wing leveler or autopilot 2. a) Pitch nose-down b) Trim nose-down pitch  3. Bank 4. Thrust/Power 5. Speed brakes/spoilers 6. Return to the desired flight path 1. Disconnect 2. a) Apply until impending stall indications are eliminated b) As needed 3. Wings Level 4. As needed 5. Retract 4-7