Your flight instructor may have you practice a few other types of stalls, as well. usually, the instructor chooses only to demonstrate these stalls to the student. These stalls do not require student performance. It is just important you be aware of and familiar with them, to allow for the prevention of common mistakes made by pilots in the past.
Secondary Stalls
A secondary occurs when the pilot recovers from a stall improperly. The pilot might raise the nose before the airplane is flying at the proper airspeed for stall recovery. The airplane might be placed in an excessive nose up orientation during recovery. Maybe the pilot failed to release back pressure and apply full engine power, resulting in improper stall recovery. Whatever the reason, a secondary stall results when the pilot fails to correctly apply stall recovery technique. It is possible for a pilot to be involved in a series of stalls.
Accelerated Stalls
Stall speed is increased when the wing is loaded by a maneuver. In a level turn, the pilot must increase angle of attack to compensate for the portion of total lift being used to accelerate the airplane in the new direction. The steeper the turn, the greater the acceleration, wing loading, and the higher the stall speed. As a result, the pilot can induce a stall well above the normal stall speeds.
Abrupt elevator movement can also cause a stall. This is because the airplane's orientation changes abruptly, while the flight path of the airplane is not allowed time to change, resulting in a high angle of attack at a high airspeed.
Another example of an accelerated stall occurs during an excessively steep approach to landing. The pilot carries a high rate of descent all the way to the runway, then suddenly attempts to level off at the last moment. Perhaps the pilot only recognizes the high rate of descent at the last moment, and reacts by suddenly placing the airplane in a nose up orientation for landing. The airplane responds by pitching up. However, the airplane is not allowed time to adjust to this change, and the flight path remains very steep. The airplane is pointing up, but heading down, resulting in a stalled angle of attack.
Cross Control Stall
A cross control stall refers to a stall in which rudder and aileron are applied in opposite directions during a stall. This type of stall has been encountered in the past as the pilot turns to align with the runway during approach for landing. The pilot is hesitant to bank the airplane, due to a feeling of being close to the ground. Instead, the pilot is lead by desire to keep the wings level. Because the airplane needs to be turned, the pilot reacts by using rudder in the direction of the turn, in an attempt to turn the airplane toward the runway. The airplane inherently rolls with the application of the rudder, so the pilot counteracts this tendency with the application of opposite aileron.
If the pilot were to stall the airplane while holding the flight controls opposite each other in this way, the airplane will follow the rudder input as it stalls. Typically, the airplane rolls inverted as it stalls.
Another cross control stall example is the stall which results from a pilot applying corrections for a crosswind landing. When the wind is blowing across the runway from the left or right, it requires the pilot cross the controls to align the wheels with the runway while preventing the airplane from drifting with the wind. If the pilot applies the crosswind correction early, and stalls, a cross control stall will result.
Do not accept a landing for which you are not properly setup. It is normal to occasionally make a mistake such as to misjudge winds, overshoot the final approach course, or find yourself too high for the approach. It is perfectly acceptable to admit your mistake and reject a landing you are not comfortable with. It is completely unacceptable to "make it work". If you fly long enough, you will see first hand pilots who would rather fly steep approaches, land long, land hard, and even go off the end of trying to make a bad approach work. Make sure not to fall for this temptation before the others demonstrate why it is such a bad idea.
Elevator Trim Stalls
The airplane will seek the airspeed for which it was trimmed. If the airplane's power and airspeed are changed dramatically, the trim setting could result in a strong nose up tendency. The pilot must control the nose up tendency and retrim the airplane. If the pilot fails to do so, an elevator trim stall could result.
For example, when the airplane was trimmed for slow airspeeds, it can sometimes complicate stall recovery. Stall recovery involves the application of full power. If the pilot allows the airspeed to become high during the stall recovery, the airplane might have a strong nose up tendency, due to the trim setting. This might result in the pilot allowing the nose to raise excessively during stall recovery, resulting in another stall.
Another elevator trim example is a pilot who has slowed and trimmed for the landing approach. The pilot elects to go around and applies full power. Because of the trim setting, the airplane has a strong nose up tendency. The pilot fails to maintain the proper go-around attitude and retrim the airplane in the climbout. Instead, the pilot allows the nose to rise excessively, resulting in a stall.