Student Pilot Toolbag

Skills - rate how you're doing

▸Preflight inspection
How this maneuver goes - Airplane Flying Handbook
1. Confirm airworthiness — required inspections (annual, ADs) current and required documents aboard. `[verify POH]`
2. Note the airplane's general condition on approach — damage, misalignment, fuel/oil stains.
3. Check the cabin — doors, seats/rails, belts/harnesses; set switches, controls, trim, breakers for inspection. `[verify POH]`
4. Master ON: check fuel quantity, gauges, lights, flight instruments; master OFF. `[verify POH]`
5. Walk around per the POH sequence — wings, tail, fuselage, control surfaces, attach points. `[verify POH]`
6. Check fuel quantity/grade/quality — sump each drain for water; check oil; secure caps. `[verify POH]`
7. Inspect gear, tires, brakes, struts; then engine, prop, spinner, cowling for leaks/security. `[verify POH]`
▸Cockpit management
How this maneuver goes - Airplane Flying Handbook
1. Adjust and lock the seat; secure belt and shoulder harness before starting.
2. Stow and secure loose items so nothing can jam the controls.
3. Organize charts, checklists, and equipment within reach, in order of use.
4. Brief occupants on seatbelts, doors, and sterile-cockpit expectations.
5. Confirm doors and windows latched.
6. Set radios, avionics, and instruments for the phase of flight. `[verify POH]`
▸Engine start
How this maneuver goes - Airplane Flying Handbook
1. Confirm the ramp ahead and behind is clear of people, equipment, and hazards.
2. Anti-collision lights ON (position lights ON at night).
3. Set fuel, mixture, throttle, and switches to the start configuration. `[verify POH]`
4. Hold brakes, hand on throttle, call "CLEAR," and wait for a response.
5. Engage the starter — crank no more than 30 seconds, then let it cool before retrying.
6. After start, set ~1,000 rpm to warm up. `[verify POH]`
7. Confirm oil pressure rises within 30 seconds — shut down immediately if it doesn't. `[verify POH]`
▸Taxiing
How this maneuver goes - Airplane Flying Handbook
1. Have the airport diagram out and review the full taxi route before moving.
2. Test the brakes as soon as the airplane begins to roll.
3. Steer with the rudder pedals (nosewheel); use power/brakes only to control speed.
4. Keep speed slow — throttle to idle before braking, so closing the throttle stops you promptly.
5. Keep centered on the taxiway line; scan near and far for traffic and obstructions.
6. Slow before turns to avoid side loads or a ground loop.
7. Set ailerons for the wind — quartering headwind: upwind aileron up; quartering tailwind: upwind aileron down, elevator down.
▸Before-takeoff (run-up) check
How this maneuver goes - Airplane Flying Handbook
1. Position into the wind on a firm, clear surface, away from other aircraft.
2. Roll forward slightly to straighten the nosewheel, then set the brakes.
3. Confirm oil temp/pressure in the normal range before applying high power. `[verify POH]`
4. Run up to the specified rpm; check magnetos, carb heat, and engine instruments. `[verify POH]`
5. Cycle the propeller; check ammeter/alternator and suction/vacuum as applicable. `[verify POH]`
6. Set controls, trim, flaps, fuel selector, mixture, and avionics for takeoff. `[verify POH]`
7. Check flight controls free and correct; complete the before-takeoff checklist. `[verify POH]`

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Four Fundamentals

6 maneuvers · 74 words

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▸Straight-and-level flight
How this maneuver goes - Airplane Flying Handbook
1. Set your nose and wingtip reference points against the natural horizon.
2. Set a constant cruise power so airspeed stays constant.
3. Hold the controls lightly with your fingertips, not a tight grip.
4. Keep the nose reference fixed to the horizon for pitch; keep both wingtips level for bank.
5. Scan outside, taking quick snapshots of the instruments to confirm heading and altitude.
6. Correct small deviations with smooth, proportional, coordinated aileron-and-rudder pressures, then relax to neutral.
▸Climbs
How this maneuver goes - Airplane Flying Handbook
1. Smoothly raise the nose to the climb attitude while advancing to climb power together.
2. Add right rudder to counter P-factor/torque and keep the nose from yawing left.
3. Reference the wingtips to hold attitude and wings level, cross-checking instruments.
4. Trim off the nose-up pressure so the attitude holds hands-off.
5. With power fixed, control airspeed to the target (Vy/Vx) with elevator.
6. Lead the level-off by ~10% of the climb rate, lowering the nose to let airspeed build, then set cruise power and re-trim.
▸Descents
How this maneuver goes - Airplane Flying Handbook
1. Reduce power to the target setting; hold altitude with back pressure until airspeed slows to descent speed.
2. Lower the nose to the descent attitude referenced to the horizon.
3. Keep the pitch/power/airspeed combination constant (≈500 fpm partial-power).
4. Add slight rudder to keep the ball centered as power/airflow change.
5. Trim off the pressure so the descent holds hands-off.
6. Lead the level-off by ~10% of the descent rate, raising the nose and adding power to stop the descent and hold airspeed.
▸Turns
How this maneuver goes - Airplane Flying Handbook
1. Clear the airspace in the direction of the turn.
2. Roll into the bank with coordinated aileron and rudder.
3. Add back pressure to hold altitude; add power for steeper banks to hold airspeed.
4. Set controls for the bank (hold slight into a shallow turn, neutral in a medium turn, slight opposite in a steep turn).
5. Reference the horizon, cross-checking instruments for bank and altitude.
6. Lead the rollout by ~half the bank angle; roll out coordinated toward the high wing.
7. Relax back pressure as the wings level and neutralize the controls.
▸Coordination (rudder use / adverse yaw)
How this maneuver goes - Airplane Flying Handbook
1. Rest heels on the floor, balls of the feet on the pedals, legs relaxed.
2. Apply rudder smoothly with one foot, relaxing the opposite pedal proportionally.
3. Apply rudder simultaneously with, and in the same direction as, aileron to cancel adverse yaw entering a turn.
4. Use right rudder in climbs/high power to offset P-factor and torque.
5. Feel for slip/skid (being pushed sideways) and adjust rudder to center the ball.
6. Never substitute rudder alone for a coordinated bank.
▸Trim
How this maneuver goes - Airplane Flying Handbook
1. First establish and hold the desired attitude and airspeed with control pressure.
2. Once stable, trim off the elevator pressure so pitch holds without input.
3. If equipped, trim in sequence: rudder, then aileron, holding wings level while trimming.
4. Make small adjustments and re-check the controls are pressure-free.
5. Re-trim after any change in power, configuration, or airspeed.
6. Fly to the attitude with the controls first, then trim — never steer with the trim.

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Airport & Base Ops

3 maneuvers · 83 words

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Radio communications & ATC light signals
▸Traffic patterns
How this maneuver goes - Airplane Flying Handbook
1. Determine the runway, pattern direction/altitude; monitor CTAF; report ~10 miles out.
2. Enter downwind on a 45° angle at pattern altitude, aimed abeam the runway midpoint.
3. Fly downwind parallel to the runway ~½–1 mile out; complete before-landing checks and extend gear.
4. Abeam the approach end, reduce power and begin the descent; ~45° past the runway end, turn base.
5. On base, descend on a track perpendicular to the centerline, correcting for drift; check final before turning.
6. Turn final and fly a stabilized descent to the touchdown point.
7. Go around any time the approach is unsafe or the runway isn't clearly yours.
Airport markings, signs & lighting

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Takeoffs, Landings, Go-Arounds

9 maneuvers · 90 words

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▸Normal takeoff & climb
How this maneuver goes - Airplane Flying Handbook
1. Line up on centerline, release brakes, advance throttle smoothly to takeoff power.
2. Use rudder to track straight down the centerline, anticipating the left-turning tendency.
3. Keep hands light, feet off brakes; let airspeed build.
4. As controls become effective, apply smooth back-elevator to rotate to the takeoff attitude and lift off.
5. Hold pitch for Vy, level the wings, stay coordinated on the extended centerline.
6. With a positive rate confirmed, retract flaps/gear if equipped.
7. Hold takeoff power to ≥500 ft, then set climb power, trim, and hold Vy.
▸Normal approach & landing
How this maneuver goes - Airplane Flying Handbook
1. On base, complete before-landing checklist, reduce power, descend at ~1.4 Vso with drift correction.
2. Roll onto final, align with centerline, set final flaps, stabilize at ~1.3 Vso, re-trim.
3. Control descent angle with pitch and power together to track the aiming point — never stretch the glide with elevator alone.
4. At 10–20 ft, begin the roundout with gradual back-elevator to arrest the descent.
5. Hold the wheels just off the runway; increase back pressure so the mains touch first at/near stall speed.
6. Hold back-elevator for aerodynamic braking; lower the nose-wheel as speed decreases.
7. Maintain directional control; brake smoothly once the nose-wheel is down.
▸Crosswind takeoff & landing
How this maneuver goes - Airplane Flying Handbook
1. *Takeoff:* enter the roll with full aileron into the wind, advancing to takeoff power.
2. Reduce aileron as speed builds; use rudder to stay straight down the centerline.
3. Hold the mains on slightly longer, make a positive lift-off; after breaking ground, crab into the wind and track the centerline.
4. *Landing:* on final, wing-low method — lower the upwind wing to stop drift, opposite rudder to align with the runway.
5. Continue the correction through the roundout, increasing aileron/rudder as the airplane slows.
6. Touch down on the upwind main first, wings banked into the wind; let the downwind main settle.
7. During rollout, add aileron into the wind (full by stop) and hold direction with rudder/nose-wheel.
▸Soft-field takeoff & climb
How this maneuver goes - Airplane Flying Handbook
1. Set flaps as recommended; taxi onto the surface with continuous motion (never stop).
2. Apply takeoff power smoothly, holding back-elevator to unload the nose-wheel.
3. Hold the nose-high attitude so the airplane flies itself off at low speed in ground effect.
4. After lift-off, gently lower the nose to stay in ground effect and accelerate.
5. Hold in ground effect until at least Vx (or obstacle-clearance speed).
6. Climb at Vx to clear obstacles, then lower the nose to Vy.
7. With positive rate and Vy, retract gear/flaps and set normal climb power.
▸Soft-field approach & landing
How this maneuver goes - Airplane Flying Handbook
1. Fly a normal approach at the recommended speed with flaps as recommended; avoid excess speed.
2. Level off and fly 1–2 ft above the surface in ground effect, carrying some power.
3. Hold a nose-high attitude; touch down at the lowest possible airspeed with wings still carrying weight.
4. After the mains touch, hold back-elevator to keep the nose-wheel off.
5. Use back pressure and power together to control the weight transfer.
6. Gently lower the nose-wheel, adding a little power to ease it down.
7. Avoid braking — let the soft surface slow the airplane; keep it moving to avoid getting stuck.
▸Short-field takeoff & climb
How this maneuver goes - Airplane Flying Handbook
1. Set recommended flaps; taxi to the very beginning of usable runway, aligned.
2. Hold brakes, apply full power, confirm engine instruments.
3. Release brakes; accelerate on all wheels in a low-drag attitude.
4. At Vx, rotate smoothly to the Vx attitude for a positive lift-off.
5. Hold Vx wings-level until obstacles are cleared (or to ≥50 ft).
6. Lower pitch to accelerate to Vy; continue climb.
7. Retract flaps (in increments) and gear, set normal climb power.
▸Short-field approach & landing
How this maneuver goes - Airplane Flying Handbook
1. Set up a stabilized final from ≥500 ft with the flap setting before full.
2. When the field is made, extend full flaps and hold airspeed to keep the aiming point stationary.
3. Fly to the aiming point at ≤1.3 Vso, adjusting pitch and power together.
4. Judge the roundout accurately from the steeper angle — minimal float confirms correct speed.
5. Touch down at minimum controllable airspeed in the power-off-stall attitude.
6. Hold the positive pitch attitude for aerodynamic braking.
7. On lowering the nose-wheel, apply maximum braking (stick back) to stop in the shortest safe distance.
▸Forward slip to landing
How this maneuver goes - Airplane Flying Handbook
1. Plan the descent for a slip on final; flaps usually retracted. `[verify AFM/POH slip-with-flaps limits]`
2. Reduce power to idle; if descent rate is insufficient, enter the slip.
3. Lower a wing with aileron, apply opposite rudder to hold the nose off the flightpath, control airspeed with elevator.
4. In a crosswind, lower the upwind wing so the airplane slips into the wind.
5. Continue the slip as needed on base/final if still high.
6. Adjust slip steepness with bank angle (steeper = more sink), up to the rudder-travel limit.
7. As the roundout begins, remove the slip: level the wings, release rudder, readjust pitch, transition to a normal landing.
▸Go-around / rejected landing
How this maneuver goes - Airplane Flying Handbook
1. Recognize the condition and decide without delay.
2. Apply full/maximum allowable power smoothly (carb heat off as applicable).
3. Apply forward pressure for a safe pitch attitude against the nose-up tendency; right rudder for torque/P-factor.
4. Rough-trim once a climb attitude and airspeed are established.
5. Retract flaps in small increments (to takeoff position), letting the airplane accelerate.
6. With a positive rate established, retract the gear.
7. Account for ground effect on a low go-around — don't try to climb out prematurely.

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Performance & Ground Reference

4 maneuvers · 50 words

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▸Steep turns
How this maneuver goes - Airplane Flying Handbook
1. Clear the area, pick a rollout reference, establish entry speed at/below Va/Vo.
2. Smoothly roll into a 45°–60° bank.
3. As the bank passes ~30°, add back pressure and power to hold altitude/airspeed.
4. Hold the bank constant with aileron against overbanking; coordinate with rudder.
5. Reference nose and wings to the horizon; small pitch corrections while holding bank.
6. If the nose drops, first shallow the bank, then raise the nose.
7. Lead rollout by ~half the bank angle; reduce back pressure/power to arrive wings-level on heading at altitude.
▸Rectangular course
How this maneuver goes - Airplane Flying Handbook
1. Clear the area, pick a rectangular field, set up ½–¾ mile outside the boundaries at constant altitude/airspeed.
2. Enter downwind (highest groundspeed); hold the leg parallel to the boundary.
3. Downwind→base: steeper bank, shallowing through the turn; roll out crabbed, turning >90°.
4. Base→upwind: medium bank, shallowing as groundspeed drops; turn <90°.
5. Upwind→crosswind: shallow bank (lowest groundspeed); turn <90°.
6. Crosswind→downwind: medium bank, steepening as groundspeed builds; turn >90°.
7. Throughout, match bank to groundspeed (faster = steeper) to hold equal distance from the field.
▸S-turns
How this maneuver goes - Airplane Flying Handbook
1. Clear the area, pick a straight reference perpendicular to the wind, set constant altitude/airspeed.
2. Cross the line at 90° from the downwind side; begin a 180° constant-radius turn.
3. Roll in steeply at the start (highest groundspeed), shallowing as groundspeed decreases.
4. Time the rollout to re-cross the line wings-level at 90°.
5. Immediately roll into the opposite 180° turn on the other side.
6. Starting upwind, roll in shallow, steepening as the turn carries back toward downwind.
7. Re-cross the line wings-level at 90°; continue alternating equal half-circles.
▸Turns around a point
How this maneuver goes - Airplane Flying Handbook
1. Clear the area, pick a prominent small reference; choose radius/altitude that keeps it visible.
2. Enter downwind at the chosen radius (fastest groundspeed) with the steepest bank.
3. Turning downwind→upwind, progressively shallow the bank (shallowest directly upwind).
4. Turning upwind→downwind, progressively steepen back to the steepest at the entry point.
5. On the downwind half keep the nose ahead of ground position; on the upwind half, behind.
6. Hold coordinated aileron/rudder, constantly adjusting bank to keep a constant radius.
7. Complete at least one full 360° (fly two+ to refine wind corrections).

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Slow Flight & Stalls

4 maneuvers · 84 words

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▸Maneuvering during slow flight
How this maneuver goes - Airplane Flying Handbook
1. Clear the area, gradually reduce power, raise pitch to hold altitude as airspeed bleeds off.
2. Near the target (~5–10 kt above stall warning), add power to hold altitude and trim.
3. Configure as required (gear/flaps), anticipating the pitch/AOA change with each change.
4. Hold coordinated flight with steady right rudder; use larger, smoother inputs as the controls go mushy.
5. Practice shallow turns, climbs, descents — add power in turns and counter yaw with rudder.
6. React immediately to any stall warning by relaxing back pressure to lower the AOA.
7. To exit: add power, ease forward to hold altitude as lift builds, clean up, re-trim.
▸Power-off stalls
How this maneuver goes - Airplane Flying Handbook
1. Clear the area; set landing configuration; hold altitude until speed slows to approach speed.
2. Pitch to a normal approach descent attitude at idle power.
3. Smoothly raise the nose to induce the stall, wings level and coordinated.
4. Hold pitch until the full stall (uncommanded nose-down that can't be arrested).
5. At the stall, reduce AOA with nose-down elevator until the stall warning stops.
6. Level the wings with aileron, coordinate with rudder (right rudder as power comes in).
7. Smoothly add power, return to the flightpath (or positive-rate go-around), retract flaps/gear, avoid a secondary stall.
▸Power-on stalls
How this maneuver goes - Airplane Flying Handbook
1. Clear the area; set takeoff/climb configuration; slow to normal lift-off speed.
2. At lift-off speed, apply takeoff/climb power while rotating into the climb attitude.
3. Raise the nose to increase AOA (elevator progressively aft), adding right rudder to stay coordinated.
4. Hold until the full stall — recognize by sight, sound, feel.
5. At the stall, immediately reduce AOA with nose-down elevator until the warning stops.
6. Level the wings with aileron, coordinate with rudder (right rudder for yaw).
7. Return to the desired flightpath with adequate airspeed and control, avoiding a secondary stall.
▸Spin awareness
How this maneuver goes - Airplane Flying Handbook
1. Recognize the setup: stalled wing + yaw (uncoordinated stall), most common in an overshooting base-to-final turn.
2. At the first sign of an approaching stall, prevent yaw and hold coordinated flight — averting yaw prevents the spin.
3. If a spin begins, recognize it by low constant airspeed and rotation; read direction from the turn coordinator, not the ball.
4. Recover at the incipient phase (before 360°): reduce power to idle. `[verify POH]`
5. Neutralize the ailerons.
6. Apply and hold full rudder opposite the rotation, briskly, until rotation stops.
7. Briskly apply forward elevator to break the stall (don't wait for rotation to stop).
8. When rotation stops, neutralize rudder, then smoothly raise the nose to level flight. `[verify — always follow the manufacturer's spin recovery procedure]`

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Emergency Operations

4 maneuvers · 49 words

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▸Emergency descent
How this maneuver goes - Airplane Flying Handbook
1. Reduce power to idle and set the propeller to low pitch/high rpm as an aerodynamic brake.
2. Roll into a 30–45° bank to hold positive load factor and clear the area below.
3. Extend gear and flaps as the manufacturer recommends for maximum drag.
4. Descend at the maximum airspeed the configuration allows — below Vne, Vle, Vfe (and Va in turbulence).
5. Announce descent intentions on the radio while scanning below for traffic and a landing area.
6. Begin recovery high enough to level off safely or set up a precautionary landing.
▸Emergency approach & landing
How this maneuver goes - Airplane Flying Handbook
1. Lower the nose, establish best glide speed, and trim for it. `[verify best glide speed for make/model]`
2. Pick the most suitable landing area within gliding range; commit, and change your mind no more than once.
3. Run the engine-failure/restart checklist as time and altitude permit. `[verify against AFM/POH]`
4. Plan the approach around wind, field size/slope, and obstacles, leaving margin rather than stretching the glide.
5. When the landing is assured, add flaps (and gear per POH/terrain); avoid premature flaps that shorten the glide.
6. Before touchdown, shut off fuel, ignition, and master to reduce fire risk (keep master on until no longer needed).
7. Touch down at the lowest controllable airspeed, wings level, sink rate under positive control.
Systems & equipment malfunctions
Emergency equipment & survival gear

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Preflight Preparation

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Weather briefing & go/no-go decision
Cross-country flight planning
Weight & balance calculation
Performance & limitations calculation
Airworthiness & required documents

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▸Pilotage & dead reckoning
How this maneuver goes - Airplane Flying Handbook
1. Note the time overhead the departure point and start timing to the first checkpoint.
2. Fly the precomputed heading and hold it steady rather than chasing the ground.
3. Look ahead and positively identify the next prominent checkpoint by its surrounding features.
4. At each checkpoint, note the time, compare to your estimate, and recompute groundspeed.
5. Compare track to the course line; if drifted, turn to re-intercept and add a wind-correction angle.
6. Revise ETE and fuel remaining for the next leg using the new groundspeed.
7. If a checkpoint is missed, hold heading and look for the next one — don't turn to search.
▸Navigation systems (VOR / GPS)
How this maneuver goes - Airplane Flying Handbook
1. Tune the VOR to the selected station's frequency.
2. Identify the station by its Morse/voice ident before relying on it.
3. Rotate the OBS until the CDI centers with a TO indication; turn to that heading.
4. Hold heading, keep the needle centered, add a wind-correction angle (turn toward the needle to re-intercept).
5. Watch for needle fluctuation and a TO→FROM flip to confirm station passage.
6. For GPS, select Direct-To the destination/fix and fly the magenta course line. `[verify GPS unit procedures]`
7. Monitor GPS distance/ETE/cross-track and cross-check against pilotage or VOR — never rely on one system.
▸Diversion
How this maneuver goes - Airplane Flying Handbook
1. Recognize the need to divert (weather, malfunction, fuel) and pick the best nearby airport.
2. Turn promptly toward the alternate — in an emergency, divert first and compute en route.
3. If time allows, start the turn over a prominent ground feature for a known starting point.
4. Estimate the magnetic course using a nearby VOR compass rose or a paralleling airway.
5. Note the time; use winds aloft to calculate a heading and groundspeed.
6. Work out arrival time and fuel required; confirm adequate fuel plus reserve.
7. Choose a diversion altitude for terrain, clouds, wind, and reception — and fly the airplane first.
▸Lost procedures
How this maneuver goes - Airplane Flying Handbook
1. **Climb** — to a safe altitude (traffic/weather permitting) to extend radio, nav, and radar range.
2. **Communicate** — call any facility shown on the sectional, or 121.5 if needed.
3. **Confess** — tell ATC you're unsure of position; request vectors or a DF steer; squawk 7700 if an emergency.
4. **Comply** — follow the vectors and instructions given.
5. **Conserve** — set economical power to conserve fuel and extend your options.
6. Fix your position — use VOR/GPS to locate yourself and the nearest airport (read a town name off a water tower if low).

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Basic Instrument Maneuvers

4 maneuvers · 134 words

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▸Straight-and-level flight (instruments)
How this maneuver goes - Airplane Flying Handbook
1. Establish a level-flight pitch and power setting, then trim.
2. Cross-check attitude indicator, altimeter, VSI for pitch; correct small deviations on the attitude indicator.
3. Cross-check attitude indicator, heading indicator, turn coordinator to keep wings level and heading constant.
4. Cross-check airspeed, adjusting power to hold the target.
5. Small smooth inputs, re-trim to hold altitude/heading hands-off.
6. Continue the scan, avoiding fixation, correcting before deviations grow.
▸Constant-airspeed climbs & descents (instruments)
How this maneuver goes - Airplane Flying Handbook
1. From level flight, adjust pitch on the attitude indicator and set climb/descent power together.
2. Cross-check airspeed; refine pitch to hold the target airspeed.
3. Cross-check attitude indicator, heading indicator, turn coordinator to hold wings level/heading.
4. Trim once airspeed/vertical speed stabilize.
5. Lead the level-off by adjusting pitch, then set cruise power and re-trim.
6. Cross-check altimeter, airspeed, VSI to confirm the level-off.
▸Turns to headings (instruments)
How this maneuver goes - Airplane Flying Handbook
1. Note the target heading and shorter direction of turn.
2. Roll to the desired bank on the attitude indicator (standard-rate / ≤~25–30°), confirm rate on the turn coordinator.
3. Cross-check attitude indicator, altimeter, VSI to hold altitude (slight back-pressure for the bank).
4. Scan the heading indicator; lead the rollout by ~half the bank angle.
5. Roll smoothly to wings level, stopping on the target heading.
6. Cross-check heading indicator, attitude indicator, altimeter; re-trim.
▸Recovery from unusual flight attitudes
How this maneuver goes - Airplane Flying Handbook
1. Recognize the attitude on the attitude indicator, confirm against airspeed trend/altimeter/VSI; disconnect autopilot.
2. **Nose-high** (airspeed decreasing): add power, forward-elevator to lower the nose/reduce AOA, and roll to wings level (coordinated) on the attitude indicator.
3. **Nose-low** (airspeed increasing — spiral dive): reduce power toward idle.
4. Nose-low: apply small forward-elevator to unload to ~+1G before rolling (don't aggravate the dive with aft-elevator).
5. Nose-low: roll to wings level (coordinated) — complete the roll before raising the nose.
6. Nose-low: gently raise the nose to level to avoid over-stressing the airframe; add climb power as airspeed stabilizes.
7. Return to a normal cross-check and straight-and-level, avoiding a secondary stall or over-control.