Control bar is moved forward, slowing the WSC Minimum controlled airspeed  Trim flight Power is decreased slightly  as the nose is raised to slow to minimum controlled  airspeed Power applied for straight-and- level flight at minimum  controlled airspeed Shallow turns are performed in level flight at minimum controlled airspeed Normal straight-and- level flight Figure 6-21. Minimum controlled airspeed maneuver.  The pilot should understand that when flying below the  minimum drag speed (L/D$_{MAX}$), the aircraft exhibits a  characteristic known as “speed instability.” If the aircraft  is disturbed by even the slightest turbulence, the airspeed  decreases. As airspeed decreases, the total drag increases  resulting in a further loss in airspeed. Unless more power is  applied and/or the nose is lowered, the speed continues to  decay to a stall. This is an extremely important factor in the  performance of slow flight. The pilot must understand that, at  speeds less than minimum drag speed, the airspeed is unstable  and will continue to decay if allowed to do so. It should also be noted that the amount of power to remain  level at minimum controlled airspeed is greater than that  required at the minimum drag speed which is also the best  glide ratio speed and the best rate of climb speed.  When the attitude, airspeed, and power have been stabilized  in straight-and-level flight, turns should be practiced to  determine the aircraft’s controllability characteristics at  this minimum speed. During the turns, power and pitch  attitude may need to be increased to maintain the airspeed  and altitude. The objective is to acquaint the pilot with the  lack of maneuverability at minimum controlled airspeed, the  danger of incipient stalls, and the tendency of the aircraft  to stall as the bank is increased. A stall may also occur as a  result of turbulence, or abrupt or rough control movements  when flying at this critical airspeed. Once flight at minimum controllable airspeed is set up  properly for level flight, a descent or climb at minimum  controllable airspeed can be established by adjusting the  power as necessary to establish the desired rate of descent  or climb.  Common errors in the performance of slow fl ight are: Pilots must recognize the flight conditions that are conducive  to stalls and know how to apply the necessary corrective  action. They should learn to recognize an approaching stall  by sight, sound, and feel. The following cues may be useful  in recognizing the approaching stall: The practice of stall recovery and the development of  awareness of stalls are of primary importance in pilot  training. The objectives in performing intentional stalls are to  familiarize the pilot with the conditions that produce stalls, to  assist in recognizing an approaching stall, and to develop the  habit of taking prompt preventive or corrective action. A stall occurs when the smooth airflow over the aircraft’s  wing root is disrupted and the lift degenerates rapidly. This  is caused when the wing root exceeds its critical angle of  attack. This can occur at any airspeed in any attitude with  any power setting.  • Inadequate forward pressure as power is reduced,  resulting in altitude loss. • Excessive forward pressure as power is reduced,  resulting in a climb, followed by a rapid reduction in  airspeed and “mushing.” • Inadequate compensation for unanticipated roll during  turns. • Fixation on the airspeed indicator. • Inadequate power management. • Inability to adequately divide attention between  aircraft control and orientation. • Failure to adequately clear the area. • Positioning the control bar toward the front tube • Detecting a stall condition by visually noting the  attitude of the aircraft for the power setting  Stalls 6-21