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FLIGHT INSTRUCTOR'S MANUAL    179

reopened as recovery is accomplished. The speed should never be allowed to exceed normal cruising during the recovery,and the change of direction should be exactly 180 degrees.
A more violent maneuver may be executed by diving as for a loop and increasing the power as speed is lost during the climb, then cutting the throttle and applying the controls as before just as the airplane stalls.
It requires considerable feel of the airplane to judge the proper instant to apply rudder and start the fall on the wing. Should its application be delayed too long a whip-stall is certain to result.
Variations of both maneuvers in less violent forms can be executed by starting the aircraft on its turning downward are by application of rudder at various speeds before the stall occurs. These may be shaded down until they are nothing more than a combination of a steep climb and a steep climbing turn blended into a steep gliding turn and a shallow dive, with a change of direction of 180 degrees. In all types or degrees of the maneuver the direction of flight should change 180 degrees and, if viewed from the horizontal, make an inverted U in the vertical plane. This is not actually true since neither the climb nor the dive is actually vertical in most cases. Although it is possible to execute the maneuver in the vertical plane, the hazards of such execution outweigh any possible value to be obtained from the few extra degrees of steepness.

ADVANCED STALLS

Advanced stalls are a continuation of the elementary stall practice to the point where the full stall is achieved and the aircraft controlled directionally and laterally while it noses down and regains flying speed.
The student's early practice in controlling his direction and keeping the ship from falling off on a wing is perfected to a point where, in either power or power-off stalls, there is no deviation either way. This requires an accurate sensing of every tendency of the airplane and the making of corrections before any action occurs, so that tendency is not allowed to develop.
Technique is gradually built up to the point where the student can pull up in a straight stall and hold the stick hard back while the nose falls and until speed is regained with the nose again level. When the ship has again reached the level attitude, the elevators are gradually relaxed and the ship flies off straight.
Some instructors require that the stick be held back through two or more oscillations. However, execution through one oscillation is enough to teach the student the principles involved and to develop the sensing and anticipation necessary for accurate execution.
The student must be checked for any tendency to relax on the elevators unless the ship actually gets away from him. Any relaxing of the pressure of the elevators will destroy the value and purpose of the practice of this type of maneuver.
There are two important features which, if rigidly observed, will make this stall easier of execution:
1. The nose must be raised will over 45 degrees above the horizon in the vertical arc. This will make the full stall faster acting and, to some extent, lessen the tendency of the airplane to change direction or get