Generally speaking, when you can fly consistently close to the left edge
of the envelope and both anticipate what the airplane will be doing 3
seconds from "now", then either stop or allow whatever that is from
happening as the mood suits you, and recover whatever you allow to
happen with the airplane under your complete control throughout this
procedure, you are THEN allowed to feel you have BEGUN to understand
unusual attitude to the extent where you may BEGIN the process of
feeling "comfortable" while in this area of flight.

I didn't quite get the general connection between slow flight and
unusual attitudes here. Obviously learning to fly on the back side of
the power curve is important to understanding stalls and spin entries
but I thought unusual attitudes can be on either side of the power
curve. No doubt high power slow flight with a pronounced nose high
situation is an unusual attitude scenario but I thought it was one of
many. In general I associate unusual attitudes with things like how to
recover from a situation where the airplane has flipped over in
turbulence for example. In general I have never been taught to
consider that only high angle of attack scenarios can be unusual
attitude scenarios.


I hope I have made this point clear enough.
Remember the Henriques basic rule of flying 101 :-)
The moment you begin to feel "comfortable" while flying an airplane,
note what you are doing at that instant and practice it for awhile :-))

I agree, I think the Killing Zone book makes this point too. Probably
one of the reasons why the killing zone only begins at 70 hrs or so,
when people start to feel complacent about their abilities.