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Private pilot · ACS PA.VII.A · Instructor lesson plan

Maneuvering During Slow Flight

Student pack: Train: Maneuvering During Slow Flight · Full lesson: Prepare guide

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1 · Objective

By the end of this lesson your student can explain maneuvering during slow flight in their own words, apply it in a realistic situation, and fly it to the ACS standard for PA.VII.A.

Why it matters for safety: Loss of control in flight is the leading cause of fatal general aviation accidents, and maneuvering is the most common phase: in the traffic pattern, after takeoff, or while distracted. Slow flight trains you to recognize when the airplane is near the edge, from the controls, the sound and the attitude, and to stay in control there instead of stumbling into a stall close to the ground.

2 · Assign before the lesson

Pre-work: the free Train pack, Maneuvering During Slow Flight. Fly the airplane right at the edge, under control and without a stall warning.

Anyone can open this link, no account needed. To see who trained it on your roster, use a free instructor account.

Pack: pilotprep.pro/train/ppl/maneuvering-during-slow-flight · Full lesson: pilotprep.pro/prepare/ppl/maneuvering-during-slow-flight

3 · Teach sequence

Key points to land

  • For a given wing and configuration, the airplane stalls when it exceeds that configuration's critical angle of attack, at any airspeed, weight, load factor or attitude. Flaps (and frost or contamination) change the airfoil: flaps lower the stall speed but don't raise the critical angle, and may lower it.(PHAK (FAA-H-8083-25C), Aerodynamics of Flight)
  • Slow flight is flown at an airspeed where any more angle of attack, any more load factor, or any less power would give you a stall warning.(Private Pilot ACS (FAA-S-ACS-6C), PA.VII.A.S3)
  • No stall warning during the maneuver: if the horn or buffet comes on, reduce the angle of attack.(Private Pilot ACS (FAA-S-ACS-6C), PA.VII.A.S4)
  • Stall speed rises with load factor and weight; in a level 60° banked turn the load factor is 2 G and the stall speed is about 41% higher.(PHAK (FAA-H-8083-25C), Aerodynamics of Flight)
  • At low airspeed the controls are less effective: use larger, coordinated control inputs and keep the ball centered.(Airplane Flying Handbook (FAA-H-8083-3C), slow flight, stalls and spins)
  • Pitch controls airspeed and power controls altitude in slow flight: more power to climb or hold altitude, not more back pressure.(Airplane Flying Handbook (FAA-H-8083-3C), slow flight, stalls and spins)
  • Clear the area first, and finish no lower than 1,500 feet AGL.(Private Pilot ACS (FAA-S-ACS-6C), PA.VII.A.S1-S2)

The aerodynamics

  • Lift depends on angle of attack and airspeed. To hold altitude as you slow down, you must increase the angle of attack, until you reach the critical angle of attack and the wing stalls.(PHAK (FAA-H-8083-25C), Aerodynamics of Flight)
  • The wing always stalls at the same critical angle of attack. The airspeed at which that happens changes with load factor, weight, center of gravity, power and configuration.(PHAK (FAA-H-8083-25C), Aerodynamics of Flight)
  • Higher load factor (a turn or a pull) and higher weight raise the stall speed. A forward center of gravity raises it too, because the tail must push down harder, but improves stability and recovery. An aft CG lowers the stall speed slightly, yet reduces stability and makes stall and spin recovery progressively harder: the lower stall speed doesn't make it safer.(PHAK (FAA-H-8083-25C), Aerodynamics of Flight)
  • Power lowers the stall speed slightly: the propeller slipstream and the vertical part of thrust help. Flaps lower it by changing the wing's shape.(PHAK (FAA-H-8083-25C), Aerodynamics of Flight)
  • At high power and low airspeed, left-turning tendencies are strong: hold right rudder to stay coordinated.(Airplane Flying Handbook (FAA-H-8083-3C), slow flight, stalls and spins)

How it's flown

  • Clear the area with clearing turns, and pick an altitude that keeps the whole maneuver at least 1,500 feet AGL.(Private Pilot ACS (FAA-S-ACS-6C), PA.VII.A.S1-S2)
  • Entry: clear the area, reduce power smoothly while holding altitude with pitch, extend flaps (and gear) in steps only below VFE and VLO, and trim and add power through each change; expect a high power setting to hold altitude.(Airplane Flying Handbook (FAA-H-8083-3C), slow flight, stalls and spins)
  • The target in practice: slow in the assigned configuration until the stall warning starts, lower the nose slightly to silence it, and add power to hold altitude: about 5 to 10 knots above the 1-G stall speed for that configuration, held +10/-0 knots with no warning.(Airplane Flying Handbook (FAA-H-8083-3C), slow flight, stalls and spins)
  • Why pitch holds speed and power holds altitude here: you're in the region of reversed command (the back side of the power curve, below L/D max), where drag rises as speed falls, so flying slower takes more power and the speed is unstable.(Airplane Flying Handbook (FAA-H-8083-3C), slow flight, stalls and spins; PHAK (FAA-H-8083-25C), Aerodynamics of Flight)
  • Hold airspeed with pitch and altitude with power. Trim to relieve the pressure.(Airplane Flying Handbook (FAA-H-8083-3C), slow flight, stalls and spins)
  • Turns, climbs and descents: shallow to medium bank, about 20° or less (±10° of the specified bank). Add power (and a little pitch) for turns and climbs, because the bank raises the load factor and stall speed; reduce power for descents. Re-check airspeed, altitude and the ball after every change. Uncoordinated flight at high angle of attack is how spins start.(Airplane Flying Handbook (FAA-H-8083-3C), slow flight, stalls and spins)
  • The controls feel mushy and need more movement, but keep the inputs smooth, deliberate and coordinated: abrupt movements at high angle of attack can cause a stall. Use rudder with aileron for adverse yaw, and don't pick up a dropping wing with aileron alone.(Airplane Flying Handbook (FAA-H-8083-3C), slow flight, stalls and spins)
  • If the horn or buffet starts: promptly reduce the angle of attack slightly to stop it and add power as needed to hold altitude and speed, staying coordinated; never hold altitude with back pressure. If a full stall develops, do a full stall recovery.(Airplane Flying Handbook (FAA-H-8083-3C), slow flight, stalls and spins; Private Pilot ACS (FAA-S-ACS-6C), PA.VII.A.S4-S5)
  • To recover: full (maximum allowable) power, forward pressure to reduce the angle of attack while holding altitude and coordination, wings level; let the speed build to a safe value first, then retract the flaps in steps (expect a pitch change and some sink) and the gear per the POH, and re-trim. Never raise all the flaps at once at low speed.(Airplane Flying Handbook (FAA-H-8083-3C), slow flight, stalls and spins)

Warnings and the environment

  • Stall warning devices (horn, light, buffet) come on shortly before the stall, but they can fail, and buffet varies by airplane. Know the feel too: mushy controls, quiet air noise, a high nose.(Airplane Flying Handbook (FAA-H-8083-3C), slow flight, stalls and spins)
  • Inadvertent slow flight is the danger: a climb-out with a high nose, a distracted pattern, a steep turn to final. Recognize it and lower the nose before the warning becomes a stall.(AC 120-109A, Stall Prevention and Recovery Training)
  • Turbulence and gusts change the angle of attack suddenly; at slow flight speeds a gust can stall the wing. Microburst and wind shear can drop the airspeed quickly.(Airplane Flying Handbook (FAA-H-8083-3C), slow flight, stalls and spins)
  • At high density altitude the engine and propeller make less thrust, so there is less margin to climb out of slow flight. Indicated stall speed is about the same, but true airspeed and groundspeed are higher.(PHAK (FAA-H-8083-25C), Aerodynamics of Flight)

Staying ahead of it

  • Slow flight demands attention. Keep scanning outside for traffic and inside for airspeed, altitude and the ball, and don't fixate on one instrument.(Airplane Flying Handbook (FAA-H-8083-3C), slow flight, stalls and spins)
  • If you're distracted or disoriented, the first priority is the same: lower the nose and add power. Fly the airplane first.(Risk Management Handbook (FAA-H-8083-2A))

Watch for in the airplane: Your instructor watches whether you hold airspeed with pitch and altitude with power, keep the ball centered with rudder, keep looking outside, and react to any stall warning by lowering the nose right away.

4 · Ask your student

In order: recall, then understanding, then applying it. Move up only when the answer shows it.

  1. Recall · What causes an airplane to stall?

    A strong answer: Exceeding the critical angle of attack. It can happen at any airspeed or attitude.

  2. Understand · Why does stall speed go up in a steep turn?

    A strong answer: The wing has to make more lift to hold altitude, so the load factor goes up. At 60 degrees of bank it's 2 G, and the stall speed is about 41 percent higher.

  3. Apply · You're turning base to final, slow, and the stall horn chirps. What do you do?

    A strong answer: Lower the nose to reduce the angle of attack, level the wings and add power, keep it coordinated, and go around if the approach isn't stable.

Scenarios to talk through

  • Climbing out on a hot afternoon at Vy, the nose is high and you're looking down at the GPS to load a frequency. What's the risk, and what do you do?

    Sound decision: You can drift into slow flight without noticing: high nose, power that isn't giving the usual climb, and your eyes inside. Look outside, check airspeed, and lower the nose to hold Vy. Load the frequency once you're level, or ask for help.

  • In slow flight you need to stop a gradual descent. Do you pull back or add power?

    Sound decision: Add power. In slow flight pitch controls airspeed; pulling back would slow you further toward the stall. Power controls altitude here.

  • Your stall horn fails on a rental airplane, which the squawk sheet shows as a known problem. How does that change your flying?

    Sound decision: First the 91.213(d) question: is it required by the type certification basis, the equipment list or KOEL, 91.205 or another rule, or an AD? On most Part 23 trainers it is, so the normal answer is no-go until it's repaired. Only if it passes all of those checks, and is removed or deactivated, placarded "Inoperative", recorded, and judged no hazard by you or a mechanic, do you fly with extra airspeed margin in the pattern and rely on the other cues: control feel, sound, attitude and buffet.

5 · Common student errors

  • Chasing altitude with the elevator.

    Why it matters: Pulling back in slow flight raises the angle of attack and drops the airspeed toward a stall.

    How to correct it: Use power for altitude and pitch for airspeed.

  • Forgetting right rudder.

    Why it matters: High power at low airspeed yaws the airplane left; uncoordinated flight at high angle of attack is the setup for a spin.

    How to correct it: Keep the ball centered with rudder, especially when adding power.

  • Staring at the airspeed indicator.

    Why it matters: Heads-down flying loses altitude, heading and traffic.

    How to correct it: Set the attitude outside, then cross-check the instruments.

6 · Completion standard

  • Altitude ±100 feet; heading ±10°; airspeed +10/-0 knots; angle of bank ±10°.
  • No stall warning during the maneuver; finish no lower than 1,500 feet AGL.
  • Your student answers each "Ask your student" question in their own words, up to the Apply level, without prompting.
  • They talk through the scenarios and reach a safe, legal decision, explaining why.
  • They complete the pack’s quick check and can say what they flagged.

Area trained? Close out with a practice oral focused on PA.VII.A: pilotprep.pro/exam?exam=PPL&focus=PA.VII.A

7 · References

  • Airplane Flying Handbook (FAA-H-8083-3C), Slow flight, stalls and spins
  • Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25C), Aerodynamics of Flight
  • AC 120-109A, Stall Prevention and Recovery Training
  • Private Pilot ACS (FAA-S-ACS-6C), Area VII
  • Your airplane's POH/AFM, stall recovery and speeds
  • Airman Certification Standards, task PA.VII.A

PilotPrep instructor lesson plan, from the Maneuvering During Slow Flight lesson (checked against current FAA sources 2026-11-12). A study and teaching aid, not FAA guidance; teach to your own judgment and the current ACS.