FLIGHT INSTRUCTOR REACTS to STUDENT Pilot Accidentally Spinning a Cessna During Stall Practice
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- Опубліковано 1 жов 2024
- Watch my reaction to a student pilot who inadvertently enters a spin when practicing power-on stalls. See how it happened and learn tips and tricks to make sure that this never happens to you.
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I'm that student pilot in the video. Thanks for the CFI point of view. After this flight I had a different CFI and she had me steer right and left with rudder only to break my shell to actually use them and it helped a lot. Now 8 years later and still flying!
I heard a fart sound around 4.10. Did you fart? I’m about to go and do spins for the first time. I want to know if I need to wear a diaper because I’m absolutely terrified. 😂
@@vrsurgeon What's terrifying about it? It is only scary if you don't plan it and you are at low alritude😂
Props for not freezing and dying. 👍🙂👍
@@Roman_4x5 It is silly to say spins are not frightening. Stop big noting.
@vrsurgeon I plan to start flight school this summer myself. I've got that same nervous feeling lol. Half of me is nervous, and then the other half of me is screaming to be confident, focused, and to take the bull by the horns. Maybe try taking the bull by the horns, then letting me know if it works so I can do the same when I start 😂
I've done this during my flight training. My instructor, an old, grizzled F4U pilot, just sat there and watched me cross control my way all the way into it. Didn't touch the controls during the whole sequence. As it was a 172, you really need to work to get into a deep spin, so when it rolled over on me I just unloaded all of my inputs and she stopped cold. After recovery he didn't say anything for about 20 seconds, pulled out one of his Chesterfields, lit it, turned to me and said, "bet you'll never do that again, son".
And I never did. Best lessons are the ones you learn yourself.
You learn the fastest by making mistakes. Good from your instructor to just let you experience it.
My buddy's dad, retired military and crop duster said it to me one day like this, "this plane does not want to die, you will kill it". In most cases the pilot is in error.
🤣🤣 Fun story! Thanks for sharing 👍
great story...
Love'em ww2/Vietnam veteran pilots, they have this unusually calm humorously-pessimistic demeanor.
I just got my CFI and let me tell you, getting my spin endorsement was the funnest lesson I’ve ever had. It was absolutely mind blowing how fast the aircraft (172) stops rotating when you put in the correct amount of rudder.
I also got my CFI recently and I will say spin training is fun! I did mine in an L-2b and it was mind blowing just how fast you can be thrown into a spin. Really good time!
I am an older CFI . I like to say I'm from the days we taught students . Teaching spin avoidence is fine. But I would not sign off a student until we spun the aircraft . It's One thing to TALK about a spin and another different. Animal to look out the window and see the ground rushing up . Of course the first inclination is to pull back on the wheel . I couldn't believe it when I was talking to. A young CFI who had never spun an aircraft . I was happy to show him and point out that the turn and bank will never lie ...it will always show which way you are turning ...even if you are upside down I pointed to the airspeed indicator and altimeter . He recovered after 3 turns . I firmly believe every pilot should experience a spin . I don't remember any accidents involving spin instruction . Some FAA guy trying to justify his job dreamed up spin avoidence , which is fine as long as it includes 1 spin .
Wholeheartedly agree- I think in addition to just spins, some UPRT training is some of the best (and fun!) training any pilot can get.
A 172 will pull itself out of a spin after 1 or 2 rotations if you take your hands and feet off the controls providing the powers at idle. Its actually quite hard to spin intentionally unless you add a bit of power before the stall. Very stable aircraft..
@@russlorenzski7919 that's ridiculous that someone could become a CFI without spin training!
Had my initial spin accidentally when I had about 12 hours, flying with an instructor. After that we spent a bit of time doing spin entry and recovery and it really was beneficiary to me in giving me more confidence in myself. I cannot understand why they don't require spin training anymore. Learning what it actually feels like on entry cannot be taught verbally.
I would assume, as with everywhere else, it has at least something to do with so-called "Affirmative Action".
Do they not teach spins any more? That’s a shame. It was one of my favourite things 😄
@@Solitude11-11 Its not a requirement, there's arguments both for and against it that make sense. Training has moved more away from spin recovery, to learning the early signs of a spin and preventing it. Of course, no one in a normal situation intentionally spins an aircraft so learning recovery is still important in my opinion.
@@JoshuaPlays99 I agree…if you miss the early signs or react incorrectly and haven’t experienced a spin, it will likely end badly. It gave me a lot of confidence to lose the fear and know I could recover, when I was learning.
Spin training tended to kill people.
It would be absolute insanity for a solo student to practice power on stalls without first having a modicum of spin recovery training. It's just begging for a fatal accident.
In Canada, spin training is mandatory for your private certificate and is a part of the curriculum. I froze at the controls during my first spin. After that introduction and practicing spins, I became much more comfortable doing them. A properly rigged Cessna 150, given enough altitude, will recover from a spin on it's own with no input on the controls. That feature was also demonstrated during my training.
Agree. I got my ppl in Canada in the 70s and spins were taught and practiced regularly. I remember an article or two in Flying Magazine that spoke about pulling power and taking hands and feet off all controls as a viable method of spin recovery.
Same in Switzerland.
They used to be required for the private certificate in the US but eventually the numbers proved more people were killing themselves than learning from it so they removed the requirement
@@MadDragonify Same reason they removed reading, writing and arithmetic from public schools. To many student were killing themselves trying to learn such archaic technology.
This is why they switched to teaching LGBTQXYZ+++ and CRT. Much safer to study. (and highly usable in today's modern world I might add)
@@waywardspirit7898 what the hell are you on about?
My second flight was nothing but stall after stall for an hour. Getting into or out of stalls for me is no different than any other maneuver like just doing a regular turn. Later, took intermediate aerobatics. All above truly makes a good pilot. I highly recommend it.
The student's recovery was super quick though, fair play to him.
Two more spins and he would be in panic mode and be a fatality.
My instructor did spins with me as well and it made a huge difference. I believe that it should be part of pilot training, not just talking about them!!!!!
I believe there was a noticable decrease in total accidents related to spins after the FAA removed spins as a required part of training (I'm too lazy to search up a source for that but I'm extremely certain that's true). I do agree that experiencing it is a good idea but introducing it to a student pilot is probably not the best idea. Probably something to try after having a bit more time behind the controls and a few extra sessions of ground/self study.
I agree on new students but my instructor did spins with me at the end of my training to get the real feeling of one.
@@TheFormerTeam the reason the spin accident decreased is because they started teaching stalls and stall recognition instead. Stay out of stalls you avoid spinning in almost all cases. But that doesn’t mean that training spins in addition to stalls would cause spin accidents to go back up. It wouldn’t. The problem before was teaching spins instead of stalls.
@@srcastic8764 I did both, stalls then spins. I loved it and it gave me so much confidence.
Great review Jason. As a CFI myself, the Lindbergh technique is excellent way to see what is going on with yaw. I have incorporated it into training with my students for stalls and landing. Thank you sir!
Thanks Brian! 🙌🏻
I went to an aerobatic instructor for my spin training and it was so worth doing. It also led to more areobatic lessons and that was a ton of fun too. But seeing a spin for the first time in a lesson with an instructor is by far better than getting into one without expecting it.
I'll never forget my second day of spin training when I was getting my tailwheel endorsement from West Valley Flying Club. After getting the Citabria into a fully developed spin, my recovery control inputs were correct but I was a little too firm with breaking the stall with the elevator and we experienced a brief moment of zero G. My instructor barked "WHAT THE HELL ARE YOU DOING?!" as his pen flew by my left ear. "Breaking the stall... " I answered sheepishly. The remainder of the recovery was fine; he had no further comment and the rest of the lesson went well. But I'll never forget that brief moment... gives me a wry smile every time I think of it.
I was out doing work experience when I was a teenager at an aircraft school. Went on a flight with a couple of instructors and I was sitting in the back. They decided it would be funny to trick the work experience kid by deliberately suddenly diving the plane. Floated up out of my seat for a few seconds. Was actually pretty fun! 😂😂😂
😂
We did a lot of spin training while learning to glide. The club would insist on regular spin training after you were qualified, it didn't matter who you were. Muscle memory is way better than thinking to yourself, hmm I'm heading for the ground like an auger, I wonder what I need to do.
The dangerous part of spins is the disorientation.
I did my private pilot training in Canada, and here they have you do full spins over and over again as a student pilot. I can't imagine having to deal with a spin for real, never having actually recovered from one. Talking about how to recover is just not the same as actually doing it, and doesn't really help the anxiety that a student pilot can have about spins. Actually doing them is a desensitization process, and does alleviate a lot of concern about how you will react if it ever happens to you. When spin recovery is second nature, you likely won't waste any time dealing with it if it ever happens. And if it happens as many spins do turning onto final, reacting quickly could make a big difference to the final outcome.
having done spin training and being required to demonstrate competence in spin recovery from a fully developed spin before I was allowed to go solo I fully agree with you
As a Brit, born and bred, I was posted to the U.S. in the capacity of a European certified DPE for the grant of European commercial and Class Ratings. Whilst there an FAA CFI introduced me to power on stalls. These are not a manoeuvres taught, or practised in Europe to my knowledge. My principle take away was that sending a solo low hour student to practice such a manoeuvre without spin recovery training in something like a PA-38 would be a very risky proposition.
Will never forget when my instructor went to show me how to do a crossed controlled stall and accidentally put the plane into an incipient spin. He caught so much flak from another instructor who was also out and saw the whole thing. 😂 In the end, we ended up spending the lesson deliberately putting the plane into spins and he taught me how to recover. Best lesson I ever had and although I haven’t flown in 20 years, I could still easily recover a spin.
I’m the student pilot in the video and I’m the reason for the spin was I was drunk and on cocaine.
Still is..
So ... In 1975 (got my private ticket in El Paso, TX) my CFI wanted to practice power-on stalls, which I was not afraid of since I practiced stalls and cross-wind landings regularly. My technique was to initially start a departure stall simulating a takeoff scenario but to reduce to the power once a significant AOA was reached. My CFI insisted on a full power configuration. OK ... let's do it "your way". In a 1964 Cessna 150 with no engine modifications, we were almost vertical and the plane wouldn't stall. He says "put in a little left aileron". As soon as I put in left aileron, the upwind wing stalled, she flipped on her back and into a nearly vertical dive. Instinctively, I reduced power, made certain the wings were level, applied power and initiated a climb to a horizontal attitude. I never said a word ... but that was the last time we practiced full power departure stalls. I got my ticket from the infamous Larry Bartlett, who was the most feared check ride examiner in West Texas (he was actually a very nice man and we got along well).
You were not almost vertical in a 150 with 2 souls onboard and it wouldn’t stall.C’mon man.
@@AAAskeet agreed. I fly a Cirrus SR22T using full power to stall. Guess what? You got it, the pitch stays under 30º before the stall breaks. Power-on stalls in piston singles should almost always be accomplished using full power, or METO if that is warranted.
I was terrified of loss of control until I took aerobatics lessons. Spins rolls loops inverted flight, was such a confidence booster!
I learned to fly back in the mid 70s and into the early 80s. I never learned the incipient spin, but we did full spin training in a 150. That was something my CFI, who was also my father, insisted we learn. Besides that, it was FUN to spin the airplane! I even got a 150 into an inverted spin (accidentally) one time.
He had two other students one day, both of them flying club 150s in the pattern at a controlled airport. There was one plane on downwind, my father and one of the students right behind them, and the other student, flying solo, in trail to the other two aircraft. The solo student was catching up to those ahead and the tower asked him to slow the airplane down. What he SHOULD have done was to request a 360, but instead, had approach flaps down and pulled the power back and pulled the nose up. He stalled the aircraft, and it entered into a spin. This was at pattern altitude. He was able to recover the aircraft and get it back under control and to climb back up. He had already done his spin training.
So, it's easy to see what happened in hind sight and to find a different course of action, but several factors play in here. The first is inexperience. We all learn from our mistakes, if they don't kill us, but we have to make those mistakes first. In this case, when I talked to the student later on, his basic response to why he did what he did was 'That's what the tower asked for.' We need to be reminded that WE are the ones who are in control of the airplane and there are certain situations where we need to say 'I'm sorry, I can't do that, can we do something else?' So, the second factor is allowing someone else, in this case, ATC or the Tower, to dictate to us what we need to do. The final factor that I want to discuss is 'training.' If he had NOT had the training, how would the outcome have been? Eight hundred feet is not a lot of time to react. But, he HAD been trained on how to handle the situation. What he needed to develop was more awareness of what would lead up to the stall/spin in the first place and how multiple factors can come together to lead you into a situation that you don't want to be in, and didn't expect to be in, even under 'ideal' conditions.
@@charlessmotherson2131 while I am no longer current and haven't flown in years, most airplanes today are not certified for intentional spins. So, you will need to find a school that had airplanes that are certified for it, as well as instructors who are comfortable in it. I would do an internet search for "Upset Training" and view the schools that are available for specific, specialized training.
I am a CFII with about 40 years of teaching, and I found your video to be excellent, and I've shared it with a couple of my students.
I use the same technique as you do for recognizing and controlling the yawing in a full power stall (ie, looking out the side window). However, I have a second technique that I have found just as useful. I show the student how to use a cloud in the sky above as a reference point. You have the student take his hands off the yoke and sit on them, and keep the nose of the plane pointed at a particular cloud with the rudder alone. I hold ailerons neutral while also pulling the pitch up to a full stall attitude and hold it there. After a few minutes doing this, and a few incipient spin entries, the student learns to dance on the rudders and keep the nose from yawing to the left. Then I give him back the yoke, and have him do the exercise himself and make sure he understands to immediately cut the power if the wing falls off steeply and the nose heads to the ground. After one lesson, the student loses any fear of stalls and knows how to recover instinctively from an inadvertent stall/spin.
Incidentally, this is also a very good exercise for general rudder training, especially for xw landing training.
This is really great advice. I've done all of my primary flight training in Citabrias so spins and spin recovery have always been part of the syllabus, but even getting in and out of incipient spins repeatedly can really take a lot of the fear out of power-on stalls, and I think fear is the primary factor which contributes to the pro-spin aileron inputs. It's one thing to look at this on the ground and have your brain say "I would never add drag to the wing that is more stalled" but take that same brain and inject a substantial amount of adrenaline into the mix and your brain is going to instinctively do exactly what it has learned to do in a car - "Aieeee! Bad thing happening! Steer away from the danger!" Practicing both incipient spins and partial power falling-leaf stalls (with enough altitude below you) are great ways to teach your brain that the rudder alone is capable of leveling the wings (or keeping them level) even if you just let go of the yoke / stick and use trim to keep the aircraft in the stall.
I love this video. We trained in 172's and clearly weren't allowed to do spins. They tell you how to recover but you never do it. When I got my PPL I immediately went to another instructor whom had a Super Decathalon and got spin training. As we all know you shouldn't ever get into this situation but if you do I believe actual experience vs an instructor telling you how to recover is worth it's weight in gold. JMO
Yep, I am going to take a few spin training flight with a spin training instructor.
Why were you not allowed to do spins in a 172? In most 172's that I now about if the CG and weight are correct it is within the utility category which means it can do spins. When I did spin training we did it in a number of different aircraft including super decathlons, and Cessna 172's.
I remember my instructor talking me through a power on stall in a way that would result in a spin (without warning me). I told him "I read the book, I know what is about to happen." I wasn't expecting how fast it happened. The sound of the gyro going crazy still stands out in my mind.
You can only imagine what would happen if you were IFR.
@@rinzler9775 Nothing? Look at the AH, level ailerons, apply rudder. You can train IFR stalls and spin in VMC
@@cap5856 You dont even need any instruments, just going by the feel of the rudder pedals. One will feel a lot more resistant than the other, push that one.
@@rykehuss3435 that is a horrible idea in imc dude
@@andrew3084 What is?
I love spins! I too put the plane in a spin during a power on stall with the instructor in the back. He was an aerobatic guy and we were in an aerobatic plane. He just said "well, just figure it out". Later while actually learning aerobatics nailing the spin exit on heading is satisfying! Getting comfortable with them means you can spot the incipient spin and stop it before it fully develops! Great advice.
How about not practicing stalls without a CFI? I’m instrument rated and still only practice them with a CFI. GA needs to pay attention to good safety practices.
Nowhere in this video do you say to use opposite rudder. At 4:24, you say "...put in rudder instead of aileron..." but again you don't make clear which rudder peddle to push. May I suggest always say "opposirte rudder" or "push on the rudder peddle that's harder to push" in case the horizon isn't visible.
Pilots tend to forget about the existence of their rudders when their aircraft begins to stall.
Spin training saved my life during a poorly coordinated turn in a pusher ultralight. I was completely surprised by the break, and as I entered what I imagined after was a flat spin because the nose had not dropped, I initially thought an aileron cable had broken. As I was fairly close to the trees, I had no time to waste and knew the spin had to be stopped. My spin training got me out of it just before I hit the trees.
So do you support spin training or not . The comments indicate that those who actually spun an aircraft during training were very happy they had the training . Talking avoidence is great if it's followed with HANDS ON EXPERIENCE.
@@russlorenzski7919 What I get from the comment is he was happy. He also is able to post a comment.
I don't know crap about flying but the UA-cam Wormhole is real and I stumbled on this video, I could tell that you are a great flight instructor and you know what you're talking about👍👌
Excellent practical advice as usual. Last time I practiced this with my instructor I was so embarrassed that it took me so many goes to stop using aileron when the wing started dropping! It is just such a natural thing to do. After about 4 goes I was at last using rudder instead of aileron! Now I practice regularly in my home Sim. Cheers.
Yep, I am a student pilot and I will sit on my hands to keep them off that yoke. Ha HA
My instructor had an entire day of spinning... we purposefully got into spins over and over several for about an hour. Was fun.
And it saved my life later on when I was solo practicing up for the exam ride.
I did the same, absolutely loved it. Never had to put it into practice as a life saver though! But I do think if you do a lot of spin and stall practice you will react correctly, whereas no amount of talking about it prepares you for what it feels like the first time it happens.
Jason,
What I love about your videos is that they help all pilots. From student pilots to CFI, you have a great way of giving information that is applicable to all and FREE to boot! You're the CFI I aspire to be.
Thanks Erica! 🙌🏻
Just because you don't have any yaw motion, you absolutely still can end up in a spin if you have an uneven wing stall caused by uneven AOA at each wing caused by aileron used to control roll in a stall.... Which is exactly what happens when you try to hold the wings level with the ailerons while a stall is beginning to separate the air flow above the wings. As you attempt to control the roll/ wing drop with the ailerons, you are causing one wing to exceed the critical AOA at the outer portion of the wing while the other wing is still flying. This causes a spin entry caused by significantly uneven lift. I've seen this thousands of times from pilots practicing power on stalls. The ailerons actually roll the aircraft opposite in a stall... Try it. You can roll left with right stick in a hard buffet/stall and vise versa. Pilots need to stop correcting the roll in a stall with aileron use. If you're starting to get a roll in a stall you should immediately reduce the angle of attack before you mess with the ailerons. If you want to keep the aircraft in a stall because you're doing aerobatics but you want to control the roll/wing drop, you can actually use the rudder while keeping the ailerons neutral.
How’s there’s anyone in control up there that is foreign to this is beyond me. Spins are fun and really amazing way to feel connected to your airframe. Simply stated - you owe to everyone (yourself included) to master your craft. Rant over 😁
First dual lesson after my first solo. Instructor says "let's do some turning stalls." When the nose dropped I did what you do in a car- I turned into the spin. It got tighter. The noise got louder, like you hear in the movies when a plane is about to crash. The instructor says "let go of the yoke." I turn tighter. He taps me on the hand. "Let go of the yoke." I still don't react so he gently removes my right hand from the yoke. It goes neutral and the plane flies out of the spin on its own. "Bob, airplanes want to fly. When something's happening you don't like, just let go. As long as you've got altitude the plane will fly itself out." My response was "I was alone in this son of a bitch two days ago. Is there anything else you haven't told me?" Last flying lesson.
Hello Jason this is great knowledge gap material.. Developing reflexes on what to with the controls starts academically then practicing until the student pilot can functionally make the inputs to control the airplane, again you've created some excellent content.. how do you help students work through the challenges of the fear of falling from the sky sensation?
If I were to start learning how to fly I think stalling would be my biggest fear. Is the stall practice just for teaching students how to react if they accidentally stall? I can't see it having that much effect on your regular flying (unless you were trying to be an acrobatic pilot).
It teaches you where the breaking point is nose up in that aircraft, what happens and how to recover quickly. Stalling deliberately isn’t scary, I loved it, especially at night, but you are much more likely to survive an accidental stall/spin if you’ve practiced. No such thing as regular flying 😉
When doing my Canadian PPL many years ago we did a significant amount of spin training, and even did a bunch under the hood as part of our unusual attitudes training. My instructor would have me look down to my lap with the hood on, put the plane into a spin or spiral, then have me look to the instruments to identify what was happening and correct it. It blows me away that spins aren’t in the FAA curriculum as I personally think it was one of the most valuable things we went through.
Yes, I'm a Canadian too and entering and recovering from a spin must be demonstrated as part of the standard PPL curriculum as is demonstrating recovery from a spiral dive (not entering the spiral - instructor must initiate). Interesting the differences in how the FAA and Transport Canada approach these disciplines. Clearly the FAA has determined that the risk of this training outweighs the benefits and who am I to argue as they would obviously have the data to back up that decision. Personally, I am grateful for having experienced this training as I think there is real value in actually 'doing' rather than being told 'what you are supposed to do'. Nothing substitutes for real-world experience.
The examiner had me do a full power climb to the right (C-150). When it finally stalled, the snap into the spin was better than most rides at the amusement park. We spun what seemed to be a minute before he told me to recover.
what do you look for on the instruments?
@@harchitb In a spiral dive the airspeed is high and increasing. In a spin airspeed shows as low as you’re actually in a type of stall.
@@kurtisf3366 makes sense. Could you also help me understand the final step in PARE which is elevator forward? is this performed to pitch the nose down after the rudder stops the spin, in order to gain airspeed?
Seeing this makes me greatly appreciate the training I had for stalls and circuit emergencies, mostly from ex airforce pilots who explained in depth the things that affect stalls and the way it is recovered even talking about spins and wing drop in stalls before it was even required and I won’t forget forcing a powered stall as long as possible just to see wing drop and then realising how effective “catching” the drop with a bit of rudder is! Good instruction and understanding of unusual situations early on makes you so much more confident!
No matter how many times you memorize PARE, nothing compares to when you're ass-backward, hanging from the ceiling, and spinning in circles. I just got my Spin Endorsement for CFI and although I can't say it was fun, it was definitely educational. So glad this pilot kept his cool and initiated a proper recovery.
What does PARE mean...?
Power,Aileron,rudder, but what's the E?
@@samuelpolden5207 E is for elevator, Jason covers the stages of spin recovery at 02:50
Not fun, I couldn’t get enough 😂
I was practicing stalls and winged over due to not enough right rudder, and had flaps down. I was doing everything right, except I forgot to bring the flaps up😬 I still don't know how the hell I flew out of that spin🙏 Any idea how I survived that day😆 I still play that over in my mind 27 years later!!!
This is SOOOOOOO weird. Learn ALL students how to stop a spin. Recoffery. And learn them darn well to recognize it. Then you don't need to prevent them to do a spin. Then they ALL survive a spin. When you keep them from spinning, they will drop dead the day it happens to them. Just saying. No offense, just a tip to flight students: it is a very good idea to go to an aerobatic CFI. When you are afraid of spins, you can lose that fear when you got the guts to really learn how to stop them. And yes, that is scary, but if you can find a CFI nice enough to help you get over this fear, you can be very proud of yourself. No longer being afraid feels good, though it is always good to watch out for low altitude spins anyway, because stall and spin is a big deal, it really is.
Why this comment? I once spinned a glider and recovered just in time, i learned my lesson, and I wish you all can learn from it. What I did wrong was trying a slow airspeed turn, in a plane that was new for me. First flight in a Pilatus B4. The stall speed was somewhat higher than I was used to, and it stalled less forgiving, no warnings, suddenly the horizon was higher than normal and because I did a turn, I got myself a great spin, instead of a nice thermal. Whoops. I felt something was wrong, because the horizon was gone, I saw all green in front of me. Ah, spin! Use rudder against that turning, stick neutral, pull up from diving, and it worked like in training. I got out low, but close enough to the airfield. That is the other risk of getting into a spin at low altitude: at what altitude do you get in control again? Flying a glider, you run out of options soon, when you end up flying very low. You must land somewhere and decide on where. Well, you got the picture. A spin can get you in an awkward position. That is why you must avoid it, learn how to avoid it. My hint is: keep aware of the horizon, keep checking your IAS instrument (and in gliders you HEAR the airspeed). And ask your CFI about spinning and "your" plane. Then you can keep safe.
I think that the first thing in a stall, whether it is intentional or accidental, power on or power off, in straight flight or in a turn, and whether it develops into just dropping the nose or an asymmetric stall with a wing drop that can develop into a spin, the first thing is to REDUCE THE ANGLE OF ATTACK BEFORE YOU DO ANYTHING ELSE. You care about power, aileron, rudder, bank and pitch later. Once the wing is fully unstalled you have aileron control and can roll level. That comes second. You don't want to attempt a low energy pitch/dive recovery before the wings are level. Then comes pitch and speed recovery, with caution of not creating a secondary stall (if the stall warning or buffet restarts while pulling back up, you are pulling back too much, release some rpessure to make the stall warning or buffet stop). And what about the rudder? Keeping the plane coordinated is a best practice and an absolute must but if the wing is unstalled and kept unstalled having some yaw will not develop into a spin, it will be just a skid or slip. I personally don't like the concept of controlling roll through a stall using rudder. I mean, yes, it can make for a good practice of rudder skills and leaf fall stalls can be fun 9and you can only control the roll with rudder there), but in real life first unstall, then care about the rest.
I just wonder why for many years many schools training spin recovery, promote 1. neutralize aileron , 2. counter yaw with rudder, 3. release back pressure on yoke (elevator).. when the process is in all logic... 1. with ailerons neutral release back pressure on yoke.. (job done)., ... (recover from dive) 2. correct yaw with rudder if required... however ailerons are now working. .. There are many aircraft which, if you use opposite rudder to correct yaw without first releasing back pressure on the yoke, will instantly snap into a spin the other way and totally confuse the student.. .. Now you are all going to be up in arms at me... but think first.... The procedure you are teaching and the world has been teaching for ever will get you out of a FLAT SPIN.. where as my procedure may not (every time)... are we teaching conventional nose down spin recovery or flat spin recovery... This is the question... make up your mind... don't teach someone to fly a nose wheel aircraft then give them a taildragger... Teach them how to recover the aircraft they are learning in then go on to more advanced flat spin training.. and spin reversal and inverted if they must.
I believe you failed to mention......the best way to prevent a spin when practicing stalls is to be sure you are flying the plane coordinated all the way into the stall. You can do this by watching the turn coordinator. There is no need to see the horizon. If the flight is coordinated, the plane will come out of the buffet without spinning. My CFI (who was also an ATP with over 41,000 hrs) always emphasized the correct stall rpocedure well before it wa practiced. I have never gone into an undesired spin while practicing stalls....but I have done (intentional) spin practice in several different planes.
SHOW US EACH MOVE...TELLING IS NOT IMPARTING THE NEEDED KNOWLEDGE AND KNOW-HOW IN THIS VIDEO! A VISUAL BESIDES YOUR FACE AND HOLDING A MINTURE PLANE IN YOUR HAND DOESN'T HELP ME GET IT...SHOW ME STEP BY STEP, ARE YOU SMART ENOUGH TO DO THAT? FOR THOSE THAT ARE IN GROUND SCHOOL BUT HAVE NOT STARTED FLYING AND WANT TO KNOW THE STEP-BY-STEP B/C WE ARE TAKING NOTES BUT UNLESS YOU SHOW THE STEPS AND NOT JUST TELL ME I AM STILL HAVING A HARD TIME TRYING TO GET THESE DIFFERENT FORMULAS DOWN SO I CAN PRACTICE IN MY MIND AS I MOVE EACH BODY PART THAT WILL TRAIN MY BRAIN SO THAT IT IS AN AUTOMATIC MOVEMENT EVEN B-4 I GET IN THE PLANE...
If you don't practice power on stalls you won't have as many power on stall induced spins. The only time you should stall an aircraft is when you are near landing. You shouldn't be stalling an aircraft under full power unless you are practicing spin recovery or learning acrobatics. Stall practice for the sake of stall practice is plain stupid. Just one opinion.
I would take issue with your explanation of the recovery technique. The rudder is not to stop the rotation, it is to correct the yaw. What stops the rotation is when the stalled wing starts producing equal lift and drag to the unstalled wing. By describing it as you do there is a danger students will be waiting for the rudder to stop the spin, it may not, only unstalling the stalled wing will. The elevator is not to reduce the drag per se, it is to pitch down to accelerate the stalled wing as quickly as possible. A lot of smaller span and less high performance wings will unstall when rudder is applied simply because they are barely stalled in the first place and taking off the yaw unstalls them. But that should not be taught, aerodynamically the rudder corrects the yaw, the ailerons and elavator level and unstall the wing and stop the spin.
Try it in a sailplane.
As a Canadian Pilot - Spin training is part of the PPL course and test. It's just a 'normal' part of learning to fly.
My Plane C-FMVU has been out of service for 7 months for a full resto-mod, and on the first test flight last week my AME (Aircraft Maintenance Engineer) who was PIC for the test flight; put it into a spin as one of the check boxes. (I wasn't expecting it - but loved every second of it)
I've gotten an incipient spin in my Musketeer while practicing power on stalls. Intentional spins were banned in an AD issued in the early '70s (74-23-09). I see why.
On my last flight review (in a Cherokee) the instructor casually told me "Show me a spin". I had done my PPL spins in a Cherokee but it requires aggressive control inputs to get one to spin. This was a turning point in flght training. A plane can do this. And *I* can make it do it!
Glider private pilot’s license first, then power solves a world of problems! Fix the camera angle.
When I did my flight training in the 80s, spins or wing drop as it was called was part and parcel of the training. It's more than likely the way that someone will accidentally stall a plane as opposed to a clean stall. It's also a bit worrying that someone that reacts that way to a basic training maneuver is solo.
Yeah I’m good with watching this on UA-cam on the ground 👍🏼
Take some Depends with you for this practice and training.
A very good exercise for a low-hours student is to simulate a failed yoke/joystick so you have to control the aircraft using only trim, rudder and power inputs. It shows just what the rudder can do and the student will use it rather than using only the ailerons/elevator and ignoring the rudder like a FTSimmer.
Years and years ago, when I settled in with the plane I eventually got my SEL rating, this plane was hard to spin and I was happy with its characteristics. I flew the Piper family of Cherokees, Warriors and Archers. I loved this plane. On a side note, while with an instructor practicing 'Power On Stalls', I inadvertanly spun the Cessna 150(first time in a spin) and recovered by letting go of the controls and this stopped what I was doing wrong real quick. OHHH...I did pull power. I figured, gravity had enough pull on this plane to get me to the ground...It's didn't need the engine's help what-so-ever. Second side note...my instructor was yelling 'Right Rudder - Right Rudder' which I now know why. Ohhh the fun days of learning to fly.
spin training in the states should be done like Canada, mandatory demonstration and recovery for a PPL candidate, flight test item on a CPL.
Happened to me on my 2nd solo flight. Went out to practice various maneuvers including stalls. Started a departure (full power) stall and everything seem normal until I started a spin. I was a bit of a mess as I immediately went back to the airport to discuss 'what happened'. He explained it to me and in this case I initiated a secondary stall by pulling back on the yoke again before stall recovery.
Later lessons did involve intentional spins and recovery with an instructor. Cessna 150, and was told all I had to do was just let go of the controls and it would correct itself with this aircraft. lol
Early 50s when I started taking dual, common training aircraft in those days were Piper J-3, Aeronca Champ, Aeronca Chief, Taylorcraft - Spin and stall recovery was taught very early in the initial training cycle - ( 1st hour I logged with Walter Thielmann, Governor's Airpark, Matteson, Ilinois - 1953) Those airplanes, unlike many of today's trainers, were not placarded prohibiting intentional stalls and spins.
Spin recovery lots of fun in those days - Just don't let one sneak up on you when you're turning final.
i once accidently stalled my Aeronca Chief one day while making a climbing turn at a reasonable height because a was busy looking at the ground below me out of the side window. It immediately dropped the nose and started its way into a spin but because of years of spin practice I recognized what was happening and recovered automatically even before I got to look out of the front windscreen.
I used to jump out of aircraft for a living. It's so strange how perspective works, and it works through experience and education. I have very little experience flying planes and basic knowledge of flight. So I'm way more comfortable under parachute. With that said, I really enjoyed this as I didnt even think about the engine factoring into a spin. Very cool.
Shortly after I soloed in 1972 (5 hrs TT) my instructor took me out the the practice area in the C 150 to introduce me to stalls. We did a few incipient stalls then he said I am going to show you a full stall and spin. We did several full stalls and spins with three rotations before recovery. My instructor told me you knew you entered the stall/spin correctly if no gravel flew up to the ceiling when you entered the spin. After that I would go out to the practice area and I practiced full stalls and spins with 3 rotations regularly by myself. I thought that was what was part of the private pilot training. When it came time for my flight test, the CFI doing the test asked me to to a stall. So I did! Full stall with three rotations as I was trained to do. After recovery, he just looked at me didn't say anything and we finished the test which I passed. It was only later that I found out that the test only required stall with incipient spin. Needless to say I have not done it since.
😂🤣😆That cracked me up, I’d love to know what was going through the examiners mind! His life probably, at high speed…
@@Solitude11-11
I don’t know what he thought. He was very calm. Went went through the rest of the flight test ie simulated engine failure & forced landing etc. He never commented at all on it. Signed my licence and that was it😏
Been there, done that. I also agree that all student pilots should get spin training. Excellent video!
A grizzled old Ag pilot warned me, “keep the ball in the center, at least you’ll crash right side up”. He couldn’t recall exactly how many times he crashed but he assured me that all of them were right side up. Also, one of his eyeballs was larger than the other but I think that had more to do with heavy drinking than using the Lindbergh reference.
As a student pilot, I was given spin training in a 152 as part of the normal lessons. This was after I had soloed. My instructor said I needed to know how to recover and we did maybe three or four spin recoveries and called it a day. My next time flying was out practicing stalls solo and while I was practicing power on stalls at 3500 feet I put that 152 into a strong and tight spin to the left. I froze for a split second and then remembered what the instructor had just taught me and quickly recovered. Scared the hell out of me but I know I wouldn't be here today had the instructor not shown me how to recover from spins in the lesson before this incident.
I have the same story. In a C152 as well. And.. I'm typing this after it occurred in 1994!
One CFI had me recover while under the hood - that was a confidence booster.
@@PaulGarthAviation - Wow, under the hood, that's impressive.
No one should ever be given a flight instructor certificate if they are not very very proficient at every kind of spin possible. Spins are nothing crazy, training is good, But in reality, the places they occur are usually in the pattern, usually in turn to final. You're not gonna fix that, you have instantly become a statistic. It all begins with training about the wind noise, the pitch attitude, the power setting ..if any... in a few or so on attentive as to stall an airplane that you were even semi-familiar with, with no instruments whatsoever only pitch and sound, you need to find another way to make yourself happy. If you have an instructor that is afraid of spins, do not fly with that instructor. They've reached their limits and if something odd were to happen, They would probably lose their mind as well. Sorry if I hurt some feelings, but that's a fact.
I'm glad you cut this student some slack. It's a natural reaction to use opposite ailerons but he was pretty quick to neutralize and use rudder. I actually thought it was pretty good. He lost some altitude but it he had some to lose. And I'm sure he's a lot better now. Good educational video. Thanks for the post.
Thank you for this lesson. I am now 71 but back when I was 18 and a low time student pilot out solo going to practice full power stalls. I had no spin training at all! Did not really know what a spin was. My flight instructor had told me that before doing stalls to go to 5500 ft. I was flying a cessna 150. At 5500 I pulled it up into a left turn departure stall. The plane suddenly broke hard left and I became disoriented and the plane recovered at 4500ft still at full power. I really did not know what had happened but climed back to 5500ft and did it again with same result. Coming out at 4500 at full power. So I thought well I am only losing 1000ft so I thought I will do one more at 4500ft. But a little bell went off in my head that I should go to 5500ft so I did. This time at full power pulled it up into the left turning stall. The plane suddenly rolled over into a full power spin. I did not know what to do. I kept pulling back on the yoke as hard as I could and pumped the rudder pedals back and forth to know effort. It was a very tight spin headed straight for a big red barn. After at least 5 turns I heard a loud explosion noise and my eyes went black. When my eyes came back I was flying level at full power at approximately 200ft above the ground and trees at about 120 mph. I was surprised I was not faster as I had just came seemingly straight down 3500 ft. at full power. I flew back to the airport landed and wanted to kiss or kick the ground. I walked into the FBO/ flight school and ask the owner who was also an faa examiner how do you get out of a spin. He just stared at me and said why did you get in one. The other pilots standing around seemed surprised.
I don't remember what he said but I did not fly for two weeks.
A week later at another neighboring flight school another student did the same thing but did not pull out. When I returned to the flight school they were now teaching spin recovery!
The really important thing I learned was to identify what I was actually into. We did blind folded trading instructor would put it into a spin or other condition then I’d open my eyes and identify the attitude I was in then recover. Wasn’t my favorite but I think it was very important and useful.
Good into. I did power on a spin in a 172 with an instructor. It wakes you up! Glad that we did it. Then later I HAD to do spin training when I got my Glider certification. I eventually opted out of flying as it got too expensive for me and I wasn’t doing it enough to feel safe. Had I continued, I definitely planed to take some aerobatic training mainly for safety and experience.
My examiner had me set up a stall to demonstrate that I could perform a proper recovery. I asked if he'd be testing spin recovery and he assured me that he wouldn't because it was considered too dangerous. As soon as I stalled the plane the examiner shoved the right rudder pedal and put the aircraft into a full spin. I recovered well enough, but the thing I remember best was a huge sadistic grin on the face of that normally very stoic examiner.
2:32 The aileron that is down to wrongly pick up the wing, increases the angle of attack and deepens the stall of that wing tip. It's not the drag of the aileron, it's the increased angle of attack. Minor point, but an important building block. Great video. These videos save lives, thanks for all the effort.
It was during one of my part 141 stage checks. I don't recall if it was unusual attitude recovery or maybe departure stall demonstration, but either way, I was under the hood (so probably during my instrument rating? I don't remember, it was 30 years ago!). In any case, I didn't do something right, and the next thing I knew, every instrument started spinning, all the crap on the floor was flying around the cockpit, and I realized I had no idea which direction was up, let alone what the airplane was doing. I was no longer in control of this airplane. Not knowing what else to do, I just released all control input, pulled the power back, and somehow things settled down on their own. I realized I was in a banked dive, so I leveled the wings and pulled out, reapplied power and recovered.
I lifted up the hood and looked at my stage check instructor, a Georgia good-ol-boy who now had a big S--eating grin on his face. He said to me, "ever done a spin before?" I told him no. He said, "well, you have now." :)
My CFI instilled the need to keep the ball centered when stalling. Can't spin a Cessna if the ball is centered.
You are saving lives here, thank you.
On my private check ride with FAA back in 1971 the examiner asked me to do a departure stall. As I gave it full power and raised the nose to stalling attitude the 150 broke left as you were demonstrating. The examiner grabbed the controls and recovered. Well I always heard if that happens you have failed the check ride. I told him my instructor didn't like departure stalls and didn't really spend much time if any on them. So the examiner showed me how to do them and told me why the wing dropped off to the left. He said you have to keep the ball centered, if you are slipping when you enter the stall that will happen every time. So I did it again successfully and when we got back on the ground he gave me my temp. certificate. I still didn't really understand why it did what it did, I just knew I better keep the ball centered.
occasional loop and actually understand the wing drop on the departure stall better now than I ever did. Thanks
Great video! Decades ago in a 152, with about 30 hrs of training, during a POS, I somehow pitched left and entered in what I believe was a spin. As I was in the plane by myself and had no spin training other than what I'd read/learned in ground school, best I could comprehend in the heat of the moment was a thought that said, "ya gotta go down before you can come back up." So I yelled, out loud, "NO" and pushed the yoke in quickly until I heard it slam into the dash (my visual reference was distorted and I had some vertigo from the quick pitch to the left) and started to pull back on the yoke. I could immediately feel the pressure in the yoke and soon my visual reference cleared and I saw dirt as the nose of the plane pulled up into blue sky. I claim it was a miracle as my wife was 5 mo. pregnant at the time with my first child. Looked at the altimeter and saw that I'd lost 600 ft or 100 ft more than the allowed recovery altitude which put me about 1100 ft AGL. Had some a near death event on my motorcycle a few years ago and came out of that as clean as the airplane event. 3 strikes and your out? Don't know but I just feel "that day" is predetermined and will happen when it's time. Could be while walking on ice, climbing stairs, in a car, or just the body wears out. Glad to still be here. Not flying anymore, but still looking for that thrill. Have skydiving on my bucket list yet.
In my pre-solo prog (also in a 152), my power on stall had an ENORMOUS wing drop. The worst one ever for me. The 152 does lack a good reference to see outside for sure, but regardless, I recovered the drop (it definitely was at the start of a spin) by pulling power idle and stomping on the right rudder. The check pilot actually passed me because I got that right. I was honestly surprised.
Stalls and spins were part of my private pilot training in the early 70s. I must have done at least a dozen spins until I got it right. How to enter a spin and how to recover from a spin. I can tell you that Cessna 150's always drop a wing during a stall and spin like a top. Rudder is key.
Back in 1997 when I was taking lessons in a Cessna 152, we were at around 3000' and my instructor introduced me to power on stalls without letting me know by pushing the power in and yanking back on the yoke, before I knew it we were dropping into the stall with my stomach dropping to my feet and I "let him know" that I wasnt too happy about the "surprise" :)
I'm deeply thankful to my flight instructor for showing me what it the "spin" in real life. We lost so much altitude in so short period of time that I realized "spin in the pattern is a one way ticket with no exceptions"
gREAT VIDEO MAN!
when I was training for my PPL my instructor insisted on doing spins, and I'm very glad he did, it was easily one of my favorite lessons. It's honestly a shame that they don't require spin training for PPL, if anything us "weekend warrior" pilots could use the training more so than pretty much anyone else in the aviation world.
I actually got to put this lesson into practice too during my checkout flight, because during a power on stall the left wing dropped pretty hard. Hard enough to startle the examiner into stomping on the right rudder even, not that he needed to.
Otherwise uneventful flight and I passed :)
Spin training is mandatory in Canada, and should be here for all pilots given the rate of base to final spin accidents.
Yup. We all had to do it to get our PPL. My instructor had me do 5 in a row one hot summer day at CYAV in a 172 (all my other training was in a Warrior). Got the spin recovery down pat following PARE, but after 5 in a row I was a little queasy. Rest of the lesson was straight and level with the window open bombing around the practice area while my gut settled down. Fun times though!! I didn't realize it wasn't mandatory in the US...
This was part of my training. I flew a 172 and the recovery sequence went, power out, step on the rudder that has the wing coming up, once the spin has stopped give the control a good jerk. And congrats to the student pilot in the vid. I thought he did a great job of recovery. And yes, I agree with others who've made the comment that you really have to work to get a 172 into a spin.
Isn't that dangerous to force students to go through life threatening stunts just to get a license?
Imagine if during your driver's license they made you go 60 mph then popped the tire to see how u react. Its madness.
@@BoleDaPole Not quite the same, if you apply correct procedures you’ll be fine in a spinning aircraft…assuming you have enough height to start with…if a tyre blows a lot of what happens next is in the lap of the gods, though even with that there are good and bad choices. Might not be a bad part of the test actually! 😂
@@BoleDaPoleThe best comparison would be to drive on ice or if you had a skid pad and slid the car in turns. Funny thing is that it’s similar to slide a car and recover and stall a plane and recover. In both situations the vehicle is not happy and is letting you know crap is about to happen if you don’t stop what you’re doing.
In Canada we do spin training as part of the ppl curriculum. You’ll be shown a developed spin and it’s recovery and then you’ll get to recover from one. This should be mandatory everywhere it really helps both show that the recovery is straightforward and effective and what a spin entry and development looks like.
Something that could’ve been mentioned in the video for students is that as long as you maintain coordination, you’re not going to spin. Outside references are great, a quick peak at the turn coordinator ball also offers a world of information.
When I was 11 (in 1991), my flight instructor taught me how to do spins, thus recovering from them. Fun fact, I had 190hrs by the time I was 17.
Right rudder to recover from the stall spins in video...correct?
Not only that, you also need to remove the power, push the elevators down and keep the ailerons neutral. This all together avoids overstressing the airframe while doing a recovery and also shorten the recovery time.
I’ll never forget how confident I felt about flying until I experienced an accidental spin. Thank God my CFI was onboard. I literally froze and grabbed both sides of the airplane getting ready for impact. I did this twice. I fully knew about PARE but the initial shock of going into the spin made me confused. It might have been all that spinning that does it. I then did research online and someone said that if you just remember to do the first step, power idle, you’re halfway there. So I ended up going out and doing the spin again accidentally with CFI onboard and pulled the power to idle and i really felt the airplane already recovering. It’s like the spin slows down immediately. It made me recall the rest of PARE much easier in my head and I ended up recovering successfully. Lesson learned: It was easier to remember the first step in PARE than trying to remember all of them while in a spin.
I did this recently while solo training. I immediately went on-line to figure out why I just scared the hell out of myself. I found this video and am smarter now than before. Thanks a ton, and keep positing these videos. You might be saving lives. God Bless.
4:03 Correct verbal response
With the exception of not pulling off the power, not a bad recovery under the circumstances. My first spin was during my check ride with the FAA examiner; He asked if I had ever performed one, and when I answered no, I figured the ride was over! Instead, he proceeded to perform a two-turn spin, then gave me the airplane, and talked me through the maneuver. My second spin was six months later in a 172 with three of my buddies, during an intentional accelerated stall. It quickly evolved into a rather abrupt spin, which scared the hell out of them, and me! Never told them it was unintentional! Lol
Scared the hell out of an instructor setting right beside me on a fam/refresher flight. I hadn’t been current in a while, and way out of practice. Hanging on a departure stall and I stepped on the wrong pedal and it broke over hard. He shrieked a little as I caught my mistake and recovered from the spin. He realized how rusty he was also, and we climbed back up and did 2 more. I think it was a mistake for the FAA to drop spin recovery from the PPL qualification. I asked my instructor to teach me anyway during my instruction. Most definitely ask your CFI to teach this. Playing around with departure stalls and slewing left and right is fun and all, but it is vital IMO to know what happens when you get too far out of wack. It is also a lot of fun once you get over the initial shock of the unusual attitude when it breaks. That is the value of learning it, it won’t be a surprise and you will already know how to react/recover… Good vid!
Cessnas are so stable that you have to force them into and hold them in a spin.
When I did my CFI training we did partial panel fully developed spins under the hood. You learned what feet and hands are supposed to do.
I could always recognize when my plane was about to stall, and I have always made quick, easy recoveries. I never knew why it always wants to go left at the beginning of the stall. You explained why so perfectly and of course it's engine torque. Just like when you are climbing and you need right rudder to counter torque effect.
It is covered in the principles of flight and aircraft general knowledge manuals
@@aileronsintowind6835
You are right that they talk about it in general aviation training. I just never heard it explained quite that way.
To be more precise it's not the engine's torque that turns the plane to the left or right, engine torque only rolls the aircraft (on the ground it causes a slight turn though since you can't really roll).
It is P-factor, gyroscopic effect and even the prop wash that turn the plane to the sides.
It is all caused by the engine and propeller though so nothing wrong with simplifying it.
The first thing I did once I figured out how to get the plane to take off in the simulator was a magnificent stall-spin. To be fair, I was a little kid who had started the computer because my parents went to sleep and I was bored.
Solution. Learn in a Piper Tomahawk. Deliberate spinning is permitted.
Recovery not guaranteed.
@@tomburg3633 Not guaranteed in any aircraft but in the Tomahawk the wings stay attached.
@ 2:56. If you actually always use cross controls, meaning to use full aileron towards the spin and of course, rudder opposite to spin, the drag on both wings will be higher as on both wings now the AoA will be higher (if you try to analyze this a bit) which helps decelerate the spin much quicker or in some cases it's the only thing that will decelerate the spin anyway, instead of using zero aileron and pray that the rudder will have enough lift towards the wanted direction and reduce the yaw rate well enough to be able to reduce the AoA.
For EVERY/ANY airplane, jet or prop, the best technique which will always bring the airplane out of a spin is the following:
1. FULL AFT STICK ONLY, NOT FORWARD, NOT NEUTRAL! Although it might seem intriguing or non-logical, it will make sense once you understand that as the plane is both having a yaw rate and at the same time you want to pitch it down, which will occur when you push the stick forward, what you'll end up with will be a more or less violent pitching oscillations that you'll get into, because when you push the stick forward and it will answer with a pitch down motion, after finishing 180 degrees of the spin around the yaw axis, the pitch down momentum will be conserved and will transform from inertia into an unexpected/unwanted pitch up on the other half of the rotation and if you just keep the stick forward, that pitching oscillation will only increase until it settles up to an unpleasant level. It's all rigid body physics of inertia.
2. FULL AILERON/STICK INPUT TOWARDS THE YAWING ROTATION. This may also seem non-logical for the instinctual pilot, but the reality is that the wing moving forward, will have the aileron lowered, increasing AoA and drag, while at the same time also generating a backward component from the normal/perpendicular aerodynamic force on the aileron, effectively giving a backwards thrust on the wing. Similar effect to a propeller or turbine which is spun by the airflow above certain angles of attack. At the same time, the rear moving wing's aileron will be raised and exactly like the other aileron, this will also increase the AoA on it's wing and will also give a forward thrust component on the whole wing due to the orientation of the normal force aerodynamic vector acting on the aileron.
3. FULL OPPOSITE RUDDER TO SPIN. This one is pretty obvious.
Using central stick and only rudder inputs to get out of a spin or simply leaving the controls on their own, is a recipe for disaster on some airplanes on which that won't actually work. Those 3 steps of good knowledge and correct comprehending of how things act and work will always save your and will be more effective anyway.
I'm not a pilot but I have followed aviation since I was a child ( over 45 years) and this is something I never knew could be an issue.
The way you described what this kind of spin actually is, and the way you instructed how to avoid/recover from this kind of spin made me feel as as I could recover from such an incident and I don't even have a license. 😁
I do have a question that I hope you read and can answer :
Just how much stress do these spins put on an airframe such as the 152 or 172? I know these planes are very safe and dependable, kinda like being Honda Accords with wings, but they are not built for acrobatics, and the first thing my mind went to was G-load ripping a wing off after the 3rd spin.
Also, how much do you have to worry about cumulative stress from repeated tutorials weakening the airframe?