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178           U. S. CIVIL AERONAUTICS AUTHORITY
Side slipping and skidding are to be avoided by flexible use of the rudder as in a normal turn. To execute this maneuver except in low-powered planes. Pull the stick back steadily and apply rudder and aileron in the direction of the desired turn while increasing the angle of climb and bank. As the stick is slowly pulled back, a rate of change of turn and bank should be established which will place the airplane in a nearly vertical bank with the nose level and at right angles to the original direction after appreciable gain of altitude. A steadily increasing rudder pressure must be used, or the airplane will stall. When the airplane has reached this position the movement of the nose should be continued around and started downward mainly be pressure on the low rudder pedal, and not be moving the stick forward. Dur-

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ing this downward turn the elevators and ailerons are moved to neutral. When the airplane reaches a position about 45° from the new heading it will be seen that it is in a power spiral. The remainder of the recovery is effected as from a normal spiral. When the airplane has reached level flight the same procedure is repeated in the opposite direction.
Another type of wing-over commonly used is sometimes called a hammer-head stall. All the wing-overs are more or less a variation of one of these two. In the execution of the hammer-head stall the airplane is pulled up almost straight; that is, to within 5° or 10° of vertical, and held in this position until the instant just prior to that at which the full stall occurs. Full rudder is then applied in the direction in which the fall is desired and, as the ship starts to fall off on a wing the stick is eased forward until an almost vertical dive results. The throttle is closed as the ship starts to fall and