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194 U.S. CIVIL AERONAUTICS AUTHORITY
the loss of any great amount of flying speed the stick is eased forward while the pressure is continued on the ailerons and rudder until the desired degree of bank is attained in the opposed direction, where all controls are recovered smoothly and the bank continued. No appreciable readjustments of the controls should be required in order to continue the turn in a normal manner if the maneuver has been performed correctly. In any case, such readjustments should be very minor and there should not be any break in the turning movement. That is, the airplane should not stop, and then resume the turn, during recovery.
The path of the stick movement is roughly that of an inverted U, and the nose of the airplane makes roughly the same path in the vertical plane while it is being rolled around its longitudinal axis. 
To emphasize the importance of smooth, constant, well timed and coordinated control pressures, the instructor may at any stage of the execution relax his efforts on all controls, calling the student's attention to the change in tempo of the maneuver which results or he may even relax his pressures abruptly, and call attention to the fact that the maneuver stops abruptly as a result. While this may be demonstrated during any stage of the maneuver, if it is performed at the end it will illustrate the importance of gradual relaxation, rather than abrupt action, during recovery. 
In the execution of this type, pressure on the rudder must be applied somewhat in advance of that on the stick, or the nose will not rise appreciably and the snap type of the maneuver will result. 
The peak of the maneuver is determined by the lessening of the resistance on the controls to the pilot's pressures in the usual manner, and the controls must be properly coordinated to still accomplish the maneuver by "flying through it" even though the peak may not be as high as desired. 
Many overzealous students will try to stop this maneuver by violent or rapid use of the controls. In such cases, since the airplane is almost at the stalling speed, the speed will be further reduced and a spin will result, or at the least a considerable loss of altitude. This will emphasize the fact that, in order to stop the maneuver at the desired time, smooth, properly timed relaxation of the control must be used. 
If the full back pressure is maintained on the stick after the peak has been reached, the ship will invariably start to spin and the rotation will be so rapid that confusion and improper control use will usually result. Such improper control use may easily result in an inverted spin. In such a contingency, the pressures should be completely relaxed from all controls immediately and the airplane allowed to correct itself from the results of such a misuse of the controls, after which recovery can be made. 
Practice, particularly solo practice, of these maneuvers should never be allowed under 2,000 feet. 

THE SNAP ROLL
The snap roll is executed in much the same manner as the half-snap roll except that the roll is continued to the upright position, and for this reason it may be necessary to have slightly more initial