Aileron Roll
Loop
Loop A loop is simply a 360 degree change in pitch. Because the airplane will climb several thousand feet during the maneuver, it is started at a relatively high airspeed and power setting (if these are too low, the airspeed will decay excessively in the climb and the maneuver will have to be discontinued.) The pilot, once satisfied with the airspeed and throttle setting, will pull back on the stick until about three Gs are felt. The nose of the airplane will go up and a steadily increasing climb will be established. As the maneuver continues, positive G is maintained by continuing to pull. The airplane continues to increase its pitch until it has pitched through a full circle. When the world is right-side-up again, the pilot releases the back stick pressure and returns the aircraft to level flight.
MISTAKES
Any time you place yourself in a several thousand pound machine and force it to travel through the air at high speeds and altitudes, there is going to be some risk. Many think that the primary risk in flying is mechanical failure or weather. Contrary to this belief, most airplanes (even those made of cloth and wood) that crash do so as a result of pilot error --frequently from attempting to fly too slow!
Stall
The stall is the initial result of letting the airspeed decay below what is required for the wings to produce sufficient lift. With insufficient lift to counteract aircraft weight, the airplane is not being "held up" by the wings any more and it accelerates toward the ground. At low altitude, the stall can be immediately disastrous but with enough altitude below, the pilot can take action to recover.
Recovery from the stall is accomplished by correcting the condition that led to it. Since the stall is caused by attempting to fly at too high an AOA, the pilot must immediately reduce the AOA by moving the stick forward. At the same time, the throttle is advanced to full power to rapidly increase the airspeed needed for a return to level flight or climb.
Aircraft are almost always designed to give some warning prior to a stall. In very large aircraft, special sensors detect the impending stall and physically shake the control stick. Cessna uses a buzzer located in the wing root for its light aircraft. High-performance aircraft have a horizontal stabilizer placed so that, as a stall is approached, the turbulent air coming off the top of the wing hits the horizontal stabilizer and shakes the flight controls. In extreme conditions, the whole airplane will shake. These warnings are difficult to ignore; they give the pilot sufficient time to act to prevent the stall.
Spin
If a stall is maintained and yaw is somehow induced, a spin can result. Spins can be recognized by high descent and roll rates, and a flight path that is straight down. Clearly, this is a situation to be entered with some forethought. Harder to recover from than a stall, and much more dangerous in terms of altitude loss, the spin is an extremely complex maneuver and beyond the scope of this ****. The good news is that if you do not stall, you cannot spin.