Slow Flight and Stalls
The angle-of-attack idea
A wing stalls at the critical angle of attack, not at a particular airspeed, attitude, or power setting. Any configuration, weight, or attitude that reaches the critical angle stalls - that includes a nose-high, full-power climb. Stall speed changes with weight, load factor, and configuration; it rises with bank, with higher weight, and with flaps up or ice contamination.
Slow flight
Slow flight is flight at a speed low enough that any further reduction of airspeed, increase in load factor, or increase in bank would produce a stall warning. Fly it at the POH's specified speed, with landing gear and flaps as directed, holding altitude within roughly ±100 ft and heading within ±10°. The skill being tested is coordination and the ability to recognize the warning signs: stall horn, buffeting, mushy controls, sinking.
Stall recognition and recovery
Recovery is the same for every stall: reduce angle of attack (relax back pressure, and if needed push forward), add power, level the wings with coordinated rudder, then return to the desired flightpath. Do not attempt to recover by adding power alone, and do not pull to stop the sink. Types to know: power-off (approach) stall, power-on (departure) stall, accelerated stall (abrupt pull in a turn), cross-control stall (skidding turn in the pattern - the killer), and elevator-trim stall on a go-around with full nose-up trim.
Spins
A spin requires a stalled wing plus yaw. Use PARE: Power to idle, Ailerons neutral, Rudder opposite the rotation, Elevator briskly forward (through neutral) until rotation stops, then recover from the dive.
Trap
A stall in a banked turn requires less back pressure to reach the critical angle, so an accelerated stall can happen at an airspeed well above the published 1 G stall speed. Answers that say "the aircraft cannot stall above 60 knots" are wrong.