Comments on: In Preparation for the Spin Cycle

By: Bruce Landsberg

Bruce Landsberg — Mon, 28 Nov 2011 14:17:54 +0000

Schtig…..

The 8000 fpm was an estimate based on spin duration of about 30 seconds to lose roughly 4,000 feet – probably not too far off.

As regards the arrival corridor – “Bill made arrangements for an aerobatic area over the Frederick Airport from 7,500-1,500.” This was all done with complete ATC coordination. If an airliner has to divert a few miles out of its way or maintain an extra 1,000 feet over the normal arriva,l that doesn’t seem like too great an inconvenience. I believe the skies should be reasonably open to all – not just to commercial or governmental entities.

Obviously, the spin debate has rekindled – so stand by for the AOPA Pilot February column – it should be entertaining.

By: Schtig Litz

Schtig Litz — Sun, 27 Nov 2011 08:05:52 +0000

How does a Pits spin at 8000 FPM ?Is this an embellishment ? Also ,why would you do spins close enough to the arrival corridor of airliners to the point where they could actually see you ?Just wondering .

By: Gary Stegall

Gary Stegall — Fri, 25 Nov 2011 17:18:36 +0000

All pilots should read (or re-read) Chapter 4 in FAA-H-8083-3A “Airplane Flying Handbook” on the subject of stalls and spins. It is very well written and easy to understand. CFI’s should make this chapter mandatory reading for their PPL and CPL applicant’s. Not a bad idea as a refresher for BFR’s either.

By: Mike Troici

Mike Troici — Tue, 15 Nov 2011 13:52:32 +0000

Spin training was removed from the private pilot qualifications due to safety concerns and subsequent accidents that resulted from what would speculate is some over zelous spin sessions.
We as instructors can talk about spins to a student, but until a person has acutally paticipated in the maneuver I believe it would be difficult to recognize and recover after a first time spin. I believe spin training should be taught and can be accomplished safely (in a properly certified utilitycatagory aircraft) with perhaps two turns and a recovery performed several times. This would demonstrate the entry and a proper recovery without going all “Bob Hoover” on the student.

By: Dan freeman

Dan freeman — Sat, 12 Nov 2011 02:01:57 +0000

Regardless of what you think you know about spins every pilot should take instruction from an instructor who is competent in all aspects of spin training and unusual attitude recovery

By: Jack Couch

Jack Couch — Fri, 11 Nov 2011 20:14:07 +0000

The most important part of spin training is understanding the CG envelope of the aircraft you are flying. If you attempt spin training in a aircraft with aft CG the end results can be fatal regardless of your flying skills. The Christen Eagle I fly with two large pilots has a serious aft CG, which gets worse as the fuel burns off. Spin training without reviewing the CG is a bad idea in any aircraft.

By: Steve Smith 'Smitty'

Steve Smith 'Smitty' — Fri, 11 Nov 2011 18:09:53 +0000

I am a strong proponet of spin training for all pilots. I also agree it should be brought back as a requirement for all pilots. Nothing can prepare a pilot for the visual picture of a spin. But once you have seen it for yourself, and been shown how to recover from it; spins no longer pose a danger for a pilot so trained. I would not be here today if I had not had spin training. I accidentally entered a spin during solo stall training for my commercial license. I still remember looking out the windshield and saying to myself,’ Oh I am in a spin’ then almost without thinking I recovered. Back in the 80′s NASA did research into spins, and as a result the FAA decertified the spin ratings on most if not all training aircraft. I think its time to revaulate the capability of training aircraft for spins. If a training aircraft is capable (controlable) in a spin it should be certified for spins. If the FAA is worried put a 3 turn limit on intential spins. Let’s get back to training pilots on how to handle spins, and save some lives while we are at it.

By: Doug Martin

Doug Martin — Fri, 11 Nov 2011 17:23:33 +0000

I agree with spin training I also feel that it should be brought back as a requirement for the private license. However it should be taught in Standard category aircraft that are capable of that type of training. I think that training in an aerobatic aircraft looses some of its value. in the thrill of flying open cockpit and biplane. Along with totally different type of controls, such a wheel as opposed to the stick.

By: Eleven

Eleven — Fri, 11 Nov 2011 16:24:58 +0000

I learned spins during my glider rating training. It’s FUN!!

By: Jan Zysko

Jan Zysko — Fri, 11 Nov 2011 14:30:58 +0000

A few years back, I had purchased a Piper Cherokee 140. After a few days of local familiarization flights, I decided to take explore the stall characteristics of my proud acquisition. After climbing to 3,000 ft (AGL), I first did a couple of stalls to full break with no flaps, then working up to full flaps. That’s when I saw the ground suddenly spinning madly below and for a few seconds (seemed like minutes), nothing seemed to stop it. Then calmy and firmly, I invoked opposite rudder and a quick forward pressure on the yoke. The rotation stopped and I recovered from the dive at 1500 ft. Quite taken by the event, I was dumstruck to think that I went cross controlled during the stall or tried to lift a wing during the break. I climbed back up and tried it 2 more times, each paying close attention to keeping the ball centered at the break.

Suffice it to say, the same thing happened in all the subsequent stalls at full flaps. Later I found the aiplane badly mis-rigged due to some hangar rash on the right aileron and flap – just where a rigging tool would be placed.

The point here is that I obviously feel quite strongly about only teaching students “spin avoidance”. If I hadn’t had old school instructors that taught me spin recognition and recovery (circa mid 60′s), I’m sure I’d be in quite a different place right now.

Thank you for the great article and the opportunity to offer my opinion.