Like I said in the last post, one of the most important things in a stall is to quickly recognize that your airplane is stalling. Hearing, vision, and our other senses are some of the best ways to recognize a stall. According to the Airplane Flying Handbook by the FAA, the first indication of a stall, you must decrease your angle of attack. Next the maximum allowable power should be applied to increase the airspeed and assist in the wing’s angle of attack. Although, the application of more power is not necessary, if more power is available, it is a very useful part of the stall recovery. When more power is applied, usually there is less loss of altitude and it reduces the stall speed. After airspeed is regained following the stall recovery, it is necessary to reduce the power so that airspeed does not become excessive. Students should practice both power-on and power-off stalls because it simulates stall conditions that could occur during normal flight maneuvers. It is crucial that students do not form the impression that in all circumstances, a high pitch attitude necessary to exceed the critical angle of attack. Stalls should not be practiced any lower than an altitude of 1,500 feet AGL (Above Ground Level) so that there is enough time to recover from a stall if something were to not go as planned. Different types of airplanes have many different stall characteristics. The majority of planes are designed so that the wings ill stall progressively outward to the wing tips. This allows for less angle of incidence. When the airplane is in a stalled condition, the wingtips provide some degree of lift and the ailerons still have some control effect, which enable the wings to be leveled. Using ailerons requires finesse to avoid aggravated stall conditions, even though excessive aileron pressure may have been applied, a spin will not occur. Next week, will be more on the different types of stalls! For links to more information about stalls until then, you can visit globalair.com!