How slow flight relates to airspeeds required for landings 
Trim to &amp;lsquo;Hands Off&amp;rsquo; 
Maximum nose up trim is minimum sink speed in several trainers 
Watch the VSI. As the airspeed falls, the VSI will begin a downward motion. Once this happens, add the first notch of flaps. That will cause the aircraft to balloon upwards, but eventually the speed will decrease again and a downtrend will develop in the VSI. Each time this happens add another notch of flaps until you get to full flaps (note the lack of trim change required). 
Maneuver can lead to a normal fear response, allow the student to be in full control of the aircraft and slow as much as is slightly uncomfortable, and keep working at it until they are able to do the standard comfortably. 
Considerations for vertical maneuvering 
Pitch to hold vertical speed (VSI, then ALT) and power to modify airspeed while entering slow flight. 
In maneuver, pitch to control airspeed, power to control VSI then altitude.
Power changes: adding power slows aircraft, must use pitch to maintain. 
Many pilots have a misconception about the desired airspeed; they think the airspeed is at 1.2 Vs1, +10/-5 KIAS, and it is not. The PTS calls for airspeed right at the edge of stall, in all configurations. In most light aircraft this is slower than full-flaps normal approach airspeed. 
Most people do not take advantage of the natural trim tendencies of the airplane, and they work way to hard, trimming up as we slow down, and then back down again when adding flaps and power. In the end, the net trim change is very small. 
Goal is to be better than minimum FAA standards. Be able to precisely control aircraft in slow flight, up to 30&amp;deg; of bank with a level altitude.