@@user-1879k3 Power neutral- Full rudder in the opposite direction of the spin, when the spin stops and it will immediately then push forward on the Yoke to push the nose up and then full throttle to climb out. Resume regular flight.
Here in Canada, one of the mandatory exercises you are graded on for the commercial license flight test is your ability to enter and recover from a spin. The best way I’ve been taught to enter a spin in a 172 is to bump the power ever so slightly when the stall horn gets loud, then add back pressure followed by full left rudder just before the stall. Works everytime
Back in the early 90's, when I was doing my private pilots certificate, I remember being concerned with power on and off stalls and how the wing would often dip slightly. I asked my instructor if he would put me though some spin training, which he agreed. We went out, and performed spins in both directions, and I remember the first spin was breathtaking in how you roll upside down. If you had never been through the training, it would have been terrifying the first, and perhaps the last time it happened. So glad I did that training. Highly recommended for any of you pilots.
Just got in one today, like an hour ago, was practicing a power on stall and it banked to the right while I was giving a little bit to much right rudder, I then quickly turned to the left to try and recover and entered a spin, thankfully my instructor recovered us, it’s terrifying phew but I’m sure I’ll get better at it
Can't believe Duh FAA removed that requirement to get your PPL, in the late 1970s. Ironically, it was due to pressure from GAMA; so short-term more (UNqualified) peeps got their PPL, and more light planes were sold... then came the inevitable INcrease in fatal stall-spin "accidents", and the resulting wave of lawsuits ("it's the plane's fault! 🙄) nearly killed off General Aviation! It's why piston plane prices went up WAY more than inflation can explain. ☹🤨
Spins are only scary the first time, and can be very disorienting if you havent ecperienced them before. In my early flight training, I was sent up with a new, young instructor who haf just been hired. We were flying a then new 1965 C150, which had a straight tail (more effective than the later swept tail) and manual flaps. During airwork, we had climbed to 6500 feet (over 5000' AGL) and wete flying west into strong einds aloft. The instructor adked me to demonstrate slow flight, then asked me to do a full power stall with full flaps (40 degree flaps). I added full throttle and raised the nose to stall the airplane. As I was just on the edge of the stall, with tbe stall warning horn squealing and significant burble on the controls, I ran out of right rudder, with my foot on the floor, so I stopped adding back pressure. The instructor asked why I stopped incfreasing the angle of attack, and I told him I was out of right rudder. He said "stall it anyway, so I did. Wow, with those ban door flsps out blanking airflow over the rudder, the snap over the top was so sudden and violent it could hardly bee seen ad we rolled through inverted, and the spin was pretty tight and rapid immediately. It really wound up after a turn or two! It looked like we wete going straight down with the earth rapidly rotating beneath us and coming up fast. I knew the elements of spin recovery and immediately applied them, to no effect. I deduced that the flaps wete interfering with airflow over the rudder, and began to sslowly raise them. Once they were retracted, it took a few more turns with full opposite rudder yto stop the rotation, and the already steep nose down attitude, combined with forward yoke to regain lift, and the back pressure required to pull out before impacting tge ground, resulted in a rather high G pullout. I dont know how many turns were made during that spin, but it was a lot! During the spin, I looked over at the instructor several times, and he was frozen in fear, with eyes the size of saucers and no color in his complexion. Fortunately, we were over a low swampy area. There were grass stains on the belly and sone reeds in the landing gear when we landed, which I did immediately after recovering and heading for home base. Thank goodness for having flown with my Dad (Navsl Aviation WWII) and had numerous discussions with him. Intetestingly, after landing, one of the owners of the FBO asked me in to his office and adkef me how the lesson went. The other owner debriefed the new instructor at the same time. I was thruthful and described the flight. That was that instructor's first and last flight for them. I certaunly learned why the airplabe was placarded against slips with full flaps, as a slip can easily turn into a skid, and you can't recover from an inadvertent spin witjout full rudder authority.
Don’t worry about the typos that guy can’t even get it right ! Great story, your lucky the flaps retracted , a lot of people forget to reduce the throttle recovering from a spin. Most training is done with reduced throttle so if the real thing happens with throttle open things get difficult.
Fantastic! It takes me back to my days of instructing. I'd offer to demonstrate to my students, and although not required, I thought it was very valuable. We had 152's, and you had to time that thing just right to get it to go, and if you'd just release the controls, it would mostly recover. Ah, the good ol' days.....
My instructor demonstrated this to me. However we only briefed from Approaches to Stall and Full Stall. Guy throws in a boot full of rudder as we're mushing, no "I have control"... Did a couple turns, I looked at him and he was looking at me, like waiting for me to sort it out.... I had about seven hours at this time and it was my first stall session.
Yes, that's exactly what I used to do with private pilot 152 students. I think it should be included in the training manuals. I remember one student who was fearful of this maneuver who asked me sheepishly if I'd ever done this before and he had his commercial license at the time. Funny at the time.
I learned in a Citabria, could spin it and Cessnas to the left and the right. Being proficient in spin recovery was a confidence builder to really explore an airplane’s performance envelope.
Learned in 150's and flying for 40 years and STILL the most surprising behavior (vs expectations) of any aircraft is the 150's 1st two turns of a departure stall-to-spin. Nose high, full power, fullback yoke and a bit of bank.. BAM. The abrupt drop you expect, the rotation you expect, but the roll inverted WITH the rotation..... it's a grabber. 1st time, I remember thinking that if we were planning on being inverted, you would think I would know in advance. As I recall, it also stabilizes fairly nose low, so when you get sorted you best be pulling soon or you over-speed. To this day, I feel that the zone between not over-stressing on pullout and over-speeding is pretty narrow. All this to a soundtrack of airframe airspeed sounds you have never heard before.
The danger with a prolonged spin is that it can develop into a flat spin and forward yoke has no effect. It depends on aircraft type. In the type I learned in (Socata Rallye) the danger was that after two rotations the elevator could become stabilised in the full up position and it took a lot of force (two people) to push forward on the stick. The Rallye would not spin normally, it took full back stick, full back elevator and opposite aileron to force it into the spin and went inverted for a short while like the Cessna.
Excellent description. As an Av-Lurker, I ponder the envelope between F4U Corsair and A-7 Corsair (gull wing vs sweepback) consequences every time I see this.
I earned my PPL at DVT in Phoenix in the late 90’s. My second lesson with the hard ass CFI was slow flight and he kept yelling “more rudder”. We entered a spin and I said “Oh S**t “ as I was hanging in the harness spinning straight for earth. His response (very calmly) : “No, not oh s**t, it’s power idle, ailerons neutral, opposite rudder and push yoke forward”. Years later I told the story to the owner of the flight school and he was horrified. The experience, and additional lessons after I passed my check ride taught me some great stick and rudder control. Wouldn’t trade that 2nd flight for anything. 🛫🛫🛫
Great video. I sure wish I had this video to show my students back in my CFI days. I never let them solo without giving them spin training first. Nice job!
I’ll never forget my first spin - typical cross control while doing slow flight. Also training in a 150 and had about 6 hours training. Scared me to death lol. My instructor recovered it very quickly and explained why it occurred and once I had a few more hours under my belt, I convinced him to let me get into and out of spins almost every practice and even while doing cross country to break up the monotony. I highly recommend practicing spins because learning how to get into one helps you avoid getting into one in the first place. I also recommend renting a properly equipped 150 and go out and learn to do loops - not for training purposes but because it’s loads of fun and those 150s loop really nicely!
"I also recommend renting a properly equipped 150 and go out and learn to do loops" That would be the Cessna 150K. It's the ONLY 150 "properly equipped" for doing aerobatics.
Been there. Done that first in a 152. My step grandfather an ex bush pilot told me to find and instructor who would give me Spin Training before I soloed. I soloed so quickly that part of my training didn't happen. I was out practicing minimum controllable airspeed when the plane snapped into a spin. Luckily I was at 3,500-ft. as I recovered at near tree level after trying everything, mostly wrong. That night I was scheduled for my first night FLT training and I told my instructor what had happened so he gave me spin training at night. Later I did spins with my Cessna 150G and a 47' AC Champ just for the thrill of it. When the owner of the FLT school found out my instructor gave me spin training, he wasn't very happy about it and had a discussion with my instructor that was private.
Conducting your first spin training at night was irresponsible. Spin recovery training can be done at night if the conditions are suitable - you need a horizon to recover to that is visible through 360 degrees - but doing so when it wasn't necessary is not good. I'm not surprised the owner pulled up the instructor about it.
@@tlangdon12 There was plenty of "horizon" with area lights stretching for miles. The Decision to do the training at night was by the instructor and the School owner didn't know we did it at night. It had to do with the number of students & instructors spinning in while doing the training so the FAA dropped the requirement.
@@tlangdon12 No you don't. You can tell which way you are spinning via the turn coordinator and you can recover using that and the attitude indicator. Ever heard of partial panel instrument flying, there's a reason it's taught because you can get information as to what's going on from different instruments if you know how to use them. Quit spewing things that aren't true.
@@bruce2357 When I said you need a horizon to recover to, I was talking about an-initio training. The original comment was discussing a FIRST spin sortie.
Full spin entry and recovery was a standard teaching practice in Canada before around 1975. We did that at around 20 hours for a private ticket. Then we were told by the gov. to teach only incipient spins. We did it anyway, indeed it does build confidence.
Got my ASEL PPL in 2003, and did all of my flight training in C-172s. I have never been in a spin, and after watching this video, I am pretty sure I'd never fly again if I ever did get into a spin. It looks terrifying, and I don't have faith in the 50-year-old aluminum wing spars in the airplanes that I rent. Wings are strong, but they have their limits.
Remember -- when you are in a spin, both wings are stalled. In that condition, the wings are actually generating far less lift than in normal flight. As per ASA, the load factor is usually only slightly above 1G. Spins are actually gentler on an airframe than most normal flying techniques! Recovery from the spin is where stresses can be placed on the aircraft, and that will depend on the proficiency of the pilot.
@@doctechno2241 Interesting. So, why does Cessna say that spins are prohibited in the 172? Edit: I think I found the answer: "Provided you meet ALL of the requirements for utility category operation as spelled out in the POH (within W&B limits for the utility envelope, no aft passengers, empty baggage compartment, and anything else you may find in the Limitations and W&B sections of your POH) a Cessna 172 is approved for intentional spins, and may be used for spin training."
@@jtocwru c172's spin is a little more docile than what you've seen here but it still can become a fully developed spin. It's perfectly safe to perform with a qualified instructor. I recommend looking for a spin recovery course if you're afraid of it - control and understanding are key to overcoming fear. Most importantly, spin entry shows you exactly what must be happening for a spin to occur, so that you might avoid it in your regular flying.
This brings back my spin and spiral dive training in flight school back in ‘90. I live fairly close to a airport that has a flying school now and am always trying to spot a student doing a spin but haven’t seen one from the ground yet.
Spins are not taught as part of the private pilot curriculum now. There were more stall spin accidents during training than in regular day to day flying, so it was not worth the safety risk that early in training. Emphasis is put on prevention, not just recovery (though recovery is still taught). They are required for CFI, though.
When I did my rec. permit training in Canada (2008) I was told all that was required was to have a spin and recovery demonstrated. After the instructor had shown me one, he said "Do you want to try one yourself now?" I figured it's better to have at least gone through the procedure, so I said sure, and back up we went.
I know 2 instructors that were almost killed doing a fully feveloped spin in an 152 Aerobat. What they said happened was it developed this flat spin component that they couldn't get out of. What they did was open the doors as much as they could and rocked back and forward in their seats while holding the top of the instrument panel. They ended up recovering with still 1500' to spare. The CFI from that point on banned intentionally inducing a fully developed spin in this plane. The way this one flattened at the end reminded me of that incident.
Weight and balance must have been off then. Too much weight aft. A 150 should recover from a spin very easily. My will stop spinning simply by me letting go of all controls and engine idle. It will not continue spinning without rudder input.
@@nolanono2532 i’ll be honest I was nervous about it all the way up until I did it. And then I just wanted to keep doing it because it was so fun. You’ll appreciate how stable a training aircraft is and will really appreciate how quickly you can make the correct inputs and get the desired outcome.
My first instructor demonstrated a 3-turn spin in a 150 but in years of further training no one else was willing to do so. Months later a student entered a classic stall-spin after overshooting a turn toward the runway -- aka "short final" on a landing approach. The instructor caught the plane after 1 turn and barely got it on the runway safely. Spin training used to be standard for all pilots but no longer.
Loved flying the 150s. A fantastic aircraft. Great example here. Spins can make you loose alt. in a hurry. Each type aircraft behave differently but correct it immediately if in one. Thanks for posting. A great learning tool.
Just saw this video on 3 Minutes of Aviation, or some compilation channel like that. It's a great demonstration -- one of my favorite aviation videos of the year. 👍
Thanks for this view. I learned spins in a C152 and always thought it went inverted, but thought no, I must just be disoriented. This shows I actually was right. Second, I only did about 1 turn then recovered. Recently I learned that the spin isn't fully developed yet. I see that clearly here.😊
I remember spinning "374" out of Hyde Field in Clinton, Maryland... That Cessna 152 had a tendency to drop a wing when practicing stalls. One day I was practicing stalls, when it dropped a wing on me as I was stalling and sent the plane into a spin...well, I guess the spin training worked...though I can't take the credit, it was my flight instructor "Nick" who got us out of the spin. Good times 😱
I soloed in one of these, flew them for years and still this video scared me to death! I never imagined that this tame little aircraft could plummet like that! 😱 In the cockpit, you have no notion...
When I got my private pilots license pins were not required, but I was very nervous about not having spin training. So I was able to get a few hours of acrobatic training in a C150 aerobat. Did spins, loops, rolls. Really helpful, haven’t done them since. I think I might go out and find someone to give me some additional acrobatic training just to do spins again. There’s a lot of earth in the glare screen, otherwise I remember not being that big a deal.
Once known as PARKS DIVE... because he was first to recover from it. CFIAIM ... once the FAA outlawed this maneuver I had many students ask for demonstrations... happily I always made it mandatory for my students. 6 years in the Navy, 3 college degrees, 10 FAA licenses, 8 type ratings, 15 different models, a now 50 year pilot having retired from United Airlines after 30 years as a captain. Retired on B-777-200 ER
The first plane I spun was a 150, and I did it a bunch when I bought my 172. Quite a thing when it rolls over on its back! When I took my private practical exam a few decades ago, my examiner was known to show applicants a spin, after they properly demonstrated stall recovery. I knew he'd do it with me, because he checked for loose items, and stuff in the luggage compartment. Because I knew this, I literally set up for a spin. As I got close, he said, "I see. Go ahead an do it." I did. That being said, I don't recommend spin training, unless you are doing aerobatics. Stall avoidance is the key to safety.
@@Toddespielit’s perfectly safe if you’re with an instructor who knows what they’re doing. And if you’re gonna fly on your own or with passengers just make sure you maintain currency and only touch areas you’re proficient in. It gets dangerous when you don’t set personal minimums and overestimate your own abilities.
theyre not actually as scary as they seem from inside the cockpit. the only time you really feel anything is when youre pulling out of the dive and get pushed down into your chair
Spin training really gives you a feel for how stable a Cessna is. The plane does not want to spin. You have to force it to spin. But it’s good to know, in case you get spun in wake turbulence or bad weather.
While working on my CFI I still remember spin training. And it never happens without an uncontrollable smile spreading on my face. The most fun I ever had, with my clothes on….😉
my favorite way to teach spin entry was to keep our feet off the rudders and do a departure stall with full power.. keeping your course with ailerons only... great lesson on the adverse yaw at high angles of attack. you don't need to add rudder to start the spin... the incorrect aileron and rudder usage will put you into a spin to the left... then.. recover normally with feet on the rudders.. etc.. eye opener...
Takes me back to my aerobatic ride in a Citabria in the early 1980's. The pilot told me what we were going to do before we did it: stalls, spins, loops, snap rolls. Not scary at all.
I took spin training in a 150 (not required) and the next time I (student) went out on a solo practice flight I got into an unintentional spin. I sure was glad I had the training!
That's insane it's not required in the US. In Australia students have to demonstrate enter and recover both ways on about 5 separate occasions during ab initio and PPL training/flight tests. At the very minimum they want to see incipient spins.
@@goodshipkaraboudjan This is brought up pretty much every time spins are discussed here on YT. The FAA's attitude, wrong or right, is that the best course of action is to teach spin prevention. In normal, non-training operations, the highest likelihood of a spin is the base-to-final turn, in which case spin recovery is irrelevant due to insufficient altitude. Their thinking is that teaching stall/spin detection and prevention is worth more than practical hands-on spin recovery. I did spin training with my CFI during my PPL training, and while it was fun and interesting, I don't see why it would ever be necessary. The other issue is the sheer amount of trainers we have in the US that are not approved for intentional spins (e.g. the Cherokees).
Yup, hit best angle of climb and at 11,000 feet, kick it into a spin, after 14 rotations, pull it out. Things really start to toughen up at that point. If she then say yes, you know you got a good one and that was 33 years ago.
Great video and training! Would you be okay with me featuring this in an episode of Weekly Dose of Aviation? Of course you will be credited both in the video and in the description.
It’s even scarier and surreal when you are the pilot under training, and the Instructor says you have to get out of it yourself. Thank God for Rudders! The sensation is of the aircraft frozen in time, and the World spinning beneath you. I convinced the instructor I will remember how to recover from the spin, and please no more spin training 🤮
My instructor said no more than 8 rotations in the 150. He said they can set up a rhythm or something like that and won’t come out. Did notice it getting tighter as no of spins progressed. Heard the same from many pilots and instructors. My 120 didn’t care how many it came out basically releasing the controls. My instructor had over 30,000 flying hours so I took his word
At around eight rotations the fuel has been unported from the fuel tank pickups long enought for the engine to burn all the fuel from the carburetor bowl. The engine will die but will restart after recovery. The world record for consecutive spins was held in a 150/152 at around 50 spins. The spins largely remain the same with a slight ocillation in the 152 models. The 150/152 can be recovered from a spin by a competent pilot regardless of the number of spins so long as the weight and balance remains in the envelope. I'm simply reciting documented history from experts that know the 150/152s best.
While doing slow flight training in a C150 with my CFI, I accidentally entered a spin. My initial reaction was all wrong, and my instructor smacked my hands to make me let go of the yoke. Airplane recovered almost immediately. C150 was pretty forgiving. After that my instructor made me strap on a parachute and we did spins and recovery in an aerobatic plane. Really helped with my confidence. Almost 50 years ago, but I remember that first spin like it was yesterday.
Holy cutting it close, Batman. I did spin training in a C150 40 plus years ago. This spin is going to give me some bad dreams for a while. Did it really take that long to recover this one? Or what? My CFI at the time used to say, more than two rotations and the lesson is over for the day. He did not mess around. Memories ...
I do that all the time, it’s no big deal. Just point the nose down, give it some power and opposite rudder. Of course I’m only an RC pilot and if that happened in real life I’d sh1t my pants for sure 😂
That left rudder input at the stall though. I know this demo is extremely exaggerated but I guess it’s a testament to how inherently stable these training airplanes are that you essentially need to intentionally spin. Even then, just letting go of the controls and the aircraft will normally right itself.
Is it normal that this video makes my heart do a backflip? Im at the start of my training and Im trying my best to get acclimated but boy oh boy this makes me sweat
Ask your instructor to demonstrate so i m s and recovery. They ate only scary the first time or two, learning how to recover from a spin will make them not so scary, and makes "normal" stalls almost blase
I'm impressed tgat a C 152 would spin more than 2 turns. I trained in Piper Cherokees back in the 1960s, one had to work really hard to get 1 complete turn. I enjoyed the spin training and unusual attitude training under the hood.
Power to idle, ailerons neutral, opposite rudder, elevator forward. Most trainers, like the 150/152 and 172 don't need much/any forward elevator, but others like the Traumahawk need all the forward elevator they can get.
it's not likely something you'll do on your own, nor should you. inducing a spin is a coordinated event, but not difficult. Getting out of it (depending on the plane) is even easier ... just let go and it will correct itself within one turn. I will admit though, that my 1st spin (with my instructor) was completely different than I thought, both in terms of input and observable event. It requires a stall input configuration (almost vertical nose-up in a Cessna 150) followed by full rudder deflection ... with both inputs held hard against the plane's pressure to exit the stall. Then, the "feel" is not this elegant pirouette that it appears to be. It is an eccentric where the tale whips around the nose. The sight picture does the same. The trick is ... to relax and move with it rather than tense up and fight it. I can say that but I didn't do that. I couldn't wait to recover and move onto something else. My reality of an unintentional spin (after flying since 1975) is (a) it's highly unlikely, and (b) if it does happen, you'll probably be to low to recover anyway.
Some airplanes cannot recover from a fully developed spin regardless of what the pilot does, especially with an aft C.G. This is why people keep dying while doing Vmc training in a Baron with someone in the back seat.
I'd like to see that in an airline aircraft. "Dear passengers, here's the captain speaking. After several hours of a boring travel now it's time for some emotion. Here we go!"
Reading some of the comments now I see why pilots are killed by spins every year. Including just recently at Oshkhosh. I've done dozens of spins in Cessnas they're actually fun and harmless to the aircraft. Once I spun a C150 from 12,000 feet to 4000. Silly I know. But most pilots don't need to experience a spin. What they really need is to learn how to avoid a spin in the first place.
My dad was my instructor. He always said let the plane fly. Also the first thing you do when a emergency arises is nothing. Airspeed is a good thing and when trying new things be at least three mistakes high.
First day first time I did a take off and the canopy flew open and blew my instructors headset off and I did everything right and put the plane on the ground made my call and did what I had to do. After that he wanted me to become a teacher. I'm not a good pilot lol I just saved my life haha
Spins look scary, but are easy to recover from if you know how, which is what training teaches you. Spins are truly only scary for people who haven't done training on them, which is why you should do it.
Throttles - Idle Rudder and Ailerons - Neutral Stick - Abruptly full aft and hold Rudder - Abruptly apply full rudder opposite spin direction (opposite turn needle) and hold Stick - Abruptly full forward one turn after applying rudder Controls - Neutral after spinning stops and recover from dive 🤣🤣 (Ah... the useless things we remember.)
I would recommend doing some with a CFI, it can be invaluable to know how to get out of one in case it happens. You don't want your first experience with one to be when you enter one accidentally.
I’m currently 5hrs into flight training. Please explain to me how that doesn’t break the plane apart. I m scared shitless for when we have to do that haha
A spiral dive is the way to lose altitude quickly and under reasonable control. This might need to be done if you were trapped on top of cloud cover with no instrument rating and/or no instruments, and you see a hole in the cover. You just have to avoid overspeeding.
My CFI was a FAA flight examiner. He taught me how to enter and recover from spins. I practiced them often during training. Builds confidence.
If you don’t have spin training and aren’t proficient at recovering then you’re just flying around on the verge of dying.
😜🤘
How do you recover from it?? (Im just curious)
@@user-1879k3 Power neutral- Full rudder in the opposite direction of the spin, when the spin stops and it will immediately then push forward on the Yoke to push the nose up and then full throttle to climb out. Resume regular flight.
What utter rubbish!
@@thelastrebelshow1627 I assume you mean ailerons neutral, power idle.
Here in Canada, one of the mandatory exercises you are graded on for the commercial license flight test is your ability to enter and recover from a spin. The best way I’ve been taught to enter a spin in a 172 is to bump the power ever so slightly when the stall horn gets loud, then add back pressure followed by full left rudder just before the stall. Works everytime
Im also Canadian, and at the flight school I go to, we are taught to spin before we are released for first solo
@@nickcormier3307same here. I did 8 spins back to back one flight and it was so fun
@driftz8429 Good technique. Did you ever also apply right aileron? I found that gets the left wing to drop more.
I wish spins were mandatory for a commercial license in the US, but they're not. It would make better pilots out of us!
@@AV8RMike And they're Soo fun
Back in the early 90's, when I was doing my private pilots certificate, I remember being concerned with power on and off stalls and how the wing would often dip slightly. I asked my instructor if he would put me though some spin training, which he agreed. We went out, and performed spins in both directions, and I remember the first spin was breathtaking in how you roll upside down. If you had never been through the training, it would have been terrifying the first, and perhaps the last time it happened. So glad I did that training. Highly recommended for any of you pilots.
"Under pressure, you don't rise to the occasion, you sink to the level of your training"
Just got in one today, like an hour ago, was practicing a power on stall and it banked to the right while I was giving a little bit to much right rudder, I then quickly turned to the left to try and recover and entered a spin, thankfully my instructor recovered us, it’s terrifying phew but I’m sure I’ll get better at it
Can't believe Duh FAA removed that requirement to get your PPL, in the late 1970s. Ironically, it was due to pressure from GAMA; so short-term more (UNqualified) peeps got their PPL, and more light planes were sold... then came the inevitable INcrease in fatal stall-spin "accidents", and the resulting wave of lawsuits ("it's the plane's fault! 🙄) nearly killed off General Aviation! It's why piston plane prices went up WAY more than inflation can explain. ☹🤨
Best cure of scared of stalls = spins. Funnest, too.
Damn I Love that Quote.
It was the best part of my training. After being comfortable in a spin, it made me a better pilot.
Hell yeah! 👍
Spins are only scary the first time, and can be very disorienting if you havent ecperienced them before. In my early flight training, I was sent up with a new, young instructor who haf just been hired. We were flying a then new 1965 C150, which had a straight tail (more effective than the later swept tail) and manual flaps. During airwork, we had climbed to 6500 feet (over 5000' AGL) and wete flying west into strong einds aloft. The instructor adked me to demonstrate slow flight, then asked me to do a full power stall with full flaps (40 degree flaps). I added full throttle and raised the nose to stall the airplane. As I was just on the edge of the stall, with tbe stall warning horn squealing and significant burble on the controls, I ran out of right rudder, with my foot on the floor, so I stopped adding back pressure. The instructor asked why I stopped incfreasing the angle of attack, and I told him I was out of right rudder. He said "stall it anyway, so I did. Wow, with those ban door flsps out blanking airflow over the rudder, the snap over the top was so sudden and violent it could hardly bee seen ad we rolled through inverted, and the spin was pretty tight and rapid immediately. It really wound up after a turn or two! It looked like we wete going straight down with the earth rapidly rotating beneath us and coming up fast. I knew the elements of spin recovery and immediately applied them, to no effect. I deduced that the flaps wete interfering with airflow over the rudder, and began to sslowly raise them. Once they were retracted, it took a few more turns with full opposite rudder yto stop the rotation, and the already steep nose down attitude, combined with forward yoke to regain lift, and the back pressure required to pull out before impacting tge ground, resulted in a rather high G pullout. I dont know how many turns were made during that spin, but it was a lot! During the spin, I looked over at the instructor several times, and he was frozen in fear, with eyes the size of saucers and no color in his complexion. Fortunately, we were over a low swampy area. There were grass stains on the belly and sone reeds in the landing gear when we landed, which I did immediately after recovering and heading for home base. Thank goodness for having flown with my Dad (Navsl Aviation WWII) and had numerous discussions with him. Intetestingly, after landing, one of the owners of the FBO asked me in to his office and adkef me how the lesson went. The other owner debriefed the new instructor at the same time. I was thruthful and described the flight. That was that instructor's first and last flight for them. I certaunly learned why the airplabe was placarded against slips with full flaps, as a slip can easily turn into a skid, and you can't recover from an inadvertent spin witjout full rudder authority.
i cannot with your typos dude lol. nice story tho
I can't stand typos myself. A case of large fingers, tiny phone keyboard, poor phone functionality and late night typing.
Don’t worry about the typos that guy can’t even get it right ! Great story, your lucky the flaps retracted , a lot of people forget to reduce the throttle recovering from a spin. Most training is done with reduced throttle so if the real thing happens with throttle open things get difficult.
Damn autocarrot…
@@BitSmythe
"Autocorrupt" 🥕 🐇
Fantastic! It takes me back to my days of instructing. I'd offer to demonstrate to my students, and although not required, I thought it was very valuable. We had 152's, and you had to time that thing just right to get it to go, and if you'd just release the controls, it would mostly recover. Ah, the good ol' days.....
My instructor demonstrated this to me. However we only briefed from Approaches to Stall and Full Stall. Guy throws in a boot full of rudder as we're mushing, no "I have control"... Did a couple turns, I looked at him and he was looking at me, like waiting for me to sort it out.... I had about seven hours at this time and it was my first stall session.
Yes, that's exactly what I used to do with private pilot 152 students. I think it should be included in the training manuals. I remember one student who was fearful of this maneuver who asked me sheepishly if I'd ever done this before and he had his commercial license at the time. Funny at the time.
That's what I fly now is a 152. I love that airplane
My CFI had a 150 Aerobat and gave me spin training. Thanks Ed. He taught me how to avoid spins..
I learned in a Citabria, could spin it and Cessnas to the left and the right. Being proficient in spin recovery was a confidence builder to really explore an airplane’s performance envelope.
Learned in 150's and flying for 40 years and STILL the most surprising behavior (vs expectations) of any aircraft is the 150's 1st two turns of a departure stall-to-spin. Nose high, full power, fullback yoke and a bit of bank.. BAM. The abrupt drop you expect, the rotation you expect, but the roll inverted WITH the rotation..... it's a grabber. 1st time, I remember thinking that if we were planning on being inverted, you would think I would know in advance. As I recall, it also stabilizes fairly nose low, so when you get sorted you best be pulling soon or you over-speed. To this day, I feel that the zone between not over-stressing on pullout and over-speeding is pretty narrow. All this to a soundtrack of airframe airspeed sounds you have never heard before.
The danger with a prolonged spin is that it can develop into a flat spin and forward yoke has no effect. It depends on aircraft type. In the type I learned in (Socata Rallye) the danger was that after two rotations the elevator could become stabilised in the full up position and it took a lot of force (two people) to push forward on the stick. The Rallye would not spin normally, it took full back stick, full back elevator and opposite aileron to force it into the spin and went inverted for a short while like the Cessna.
You forget the buffet before the stall and the stall warning.
@@wilsonmpesha904 Not sure what you mean. We are intentionally stall-spinning the aircraft.
@@ElsinoreRacer I know. 😂 I'm saying you forgot some of the details in the description.
Excellent description. As an Av-Lurker, I ponder the envelope between F4U Corsair and A-7 Corsair (gull wing vs sweepback) consequences every time I see this.
I earned my PPL at DVT in Phoenix in the late 90’s. My second lesson with the hard ass CFI was slow flight and he kept yelling “more rudder”. We entered a spin and I said “Oh S**t “ as I was hanging in the harness spinning straight for earth. His response (very calmly) : “No, not oh s**t, it’s power idle, ailerons neutral, opposite rudder and push yoke forward”. Years later I told the story to the owner of the flight school and he was horrified. The experience, and additional lessons after I passed my check ride taught me some great stick and rudder control. Wouldn’t trade that 2nd flight for anything. 🛫🛫🛫
Great video. I sure wish I had this video to show my students back in my CFI days. I never let them solo without giving them spin training first. Nice job!
I’ll never forget my first spin - typical cross control while doing slow flight. Also training in a 150 and had about 6 hours training. Scared me to death lol. My instructor recovered it very quickly and explained why it occurred and once I had a few more hours under my belt, I convinced him to let me get into and out of spins almost every practice and even while doing cross country to break up the monotony. I highly recommend practicing spins because learning how to get into one helps you avoid getting into one in the first place. I also recommend renting a properly equipped 150 and go out and learn to do loops - not for training purposes but because it’s loads of fun and those 150s loop really nicely!
"I also recommend renting a properly equipped 150 and go out and learn to do loops"
That would be the Cessna 150K. It's the ONLY 150 "properly equipped" for doing aerobatics.
Erase this comment, you will kill someone with that advice lol
Been there. Done that first in a 152. My step grandfather an ex bush pilot told me to find and instructor who would give me Spin Training before I soloed. I soloed so quickly that part of my training didn't happen. I was out practicing minimum controllable airspeed when the plane snapped into a spin. Luckily I was at 3,500-ft. as I recovered at near tree level after trying everything, mostly wrong. That night I was scheduled for my first night FLT training and I told my instructor what had happened so he gave me spin training at night. Later I did spins with my Cessna 150G and a 47' AC Champ just for the thrill of it. When the owner of the FLT school found out my instructor gave me spin training, he wasn't very happy about it and had a discussion with my instructor that was private.
Conducting your first spin training at night was irresponsible. Spin recovery training can be done at night if the conditions are suitable - you need a horizon to recover to that is visible through 360 degrees - but doing so when it wasn't necessary is not good. I'm not surprised the owner pulled up the instructor about it.
@@tlangdon12 There was plenty of "horizon" with area lights stretching for miles. The Decision to do the training at night was by the instructor and the School owner didn't know we did it at night. It had to do with the number of students & instructors spinning in while doing the training so the FAA dropped the requirement.
@@tlangdon12 No you don't.
You can tell which way you are spinning via the turn coordinator and you can recover using that and the attitude indicator.
Ever heard of partial panel instrument flying, there's a reason it's taught because you can get information as to what's going on from different instruments if you know how to use them.
Quit spewing things that aren't true.
@@bruce2357 When I said you need a horizon to recover to, I was talking about an-initio training. The original comment was discussing a FIRST spin sortie.
@@tlangdon12
needle ball and airspeed
Full spin entry and recovery was a standard teaching practice in Canada before around 1975.
We did that at around 20 hours for a private ticket.
Then we were told by the gov. to teach only incipient spins. We did it anyway, indeed it does build confidence.
It's still standard training. PPL level you learn how to recover. CPL you learn how to enter it. Fun stuff.
Got my ASEL PPL in 2003, and did all of my flight training in C-172s. I have never been in a spin, and after watching this video, I am pretty sure I'd never fly again if I ever did get into a spin. It looks terrifying, and I don't have faith in the 50-year-old aluminum wing spars in the airplanes that I rent. Wings are strong, but they have their limits.
Remember -- when you are in a spin, both wings are stalled. In that condition, the wings are actually generating far less lift than in normal flight. As per ASA, the load factor is usually only slightly above 1G. Spins are actually gentler on an airframe than most normal flying techniques!
Recovery from the spin is where stresses can be placed on the aircraft, and that will depend on the proficiency of the pilot.
@@doctechno2241 Interesting. So, why does Cessna say that spins are prohibited in the 172?
Edit: I think I found the answer: "Provided you meet ALL of the requirements for utility category operation as spelled out in the POH (within W&B limits for the utility envelope, no aft passengers, empty baggage compartment, and anything else you may find in the Limitations and W&B sections of your POH) a Cessna 172 is approved for intentional spins, and may be used for spin training."
@@jtocwru c172's spin is a little more docile than what you've seen here but it still can become a fully developed spin. It's perfectly safe to perform with a qualified instructor. I recommend looking for a spin recovery course if you're afraid of it - control and understanding are key to overcoming fear. Most importantly, spin entry shows you exactly what must be happening for a spin to occur, so that you might avoid it in your regular flying.
Do yourself a favour and go get some spin training. Maybe some aerobatic training too. Will make you a safer way better pilot
This brings back my spin and spiral dive training in flight school back in ‘90. I live fairly close to a airport that has a flying school now and am always trying to spot a student doing a spin but haven’t seen one from the ground yet.
I have lol. Was with my girlfriend and she screamed because she thought they were going to crash. I said “he’s just learning to spin”.
@@Db--jt7btAnd then they crashed 😊
Spins are not taught as part of the private pilot curriculum now. There were more stall spin accidents during training than in regular day to day flying, so it was not worth the safety risk that early in training. Emphasis is put on prevention, not just recovery (though recovery is still taught).
They are required for CFI, though.
@@sakumisan Thanks for the info.
When I did my rec. permit training in Canada (2008) I was told all that was required was to have a spin and recovery demonstrated. After the instructor had shown me one, he said "Do you want to try one yourself now?" I figured it's better to have at least gone through the procedure, so I said sure, and back up we went.
I enjoyed my spin training. They're fun.
I know 2 instructors that were almost killed doing a fully feveloped spin in an 152 Aerobat.
What they said happened was it developed this flat spin component that they couldn't get out of. What they did was open the doors as much as they could and rocked back and forward in their seats while holding the top of the instrument panel. They ended up recovering with still 1500' to spare.
The CFI from that point on banned intentionally inducing a fully developed spin in this plane.
The way this one flattened at the end reminded me of that incident.
Weight and balance must have been off then. Too much weight aft. A 150 should recover from a spin very easily. My will stop spinning simply by me letting go of all controls and engine idle. It will not continue spinning without rudder input.
I just did my spin training last week. What a blast! Great learning experience.
Honestly I'm very excited but also a little nervous lol, does it make you nauseous?
@@nolanono2532 I didn’t. If you can handle turbulence and don’t get sick on a roller coaster you should be fine.
@@iammrvain Ah okay, that's good then! I don't get sick on roller coasters but they do make me nervous lol, but I love turbulence
@@nolanono2532 i’ll be honest I was nervous about it all the way up until I did it. And then I just wanted to keep doing it because it was so fun. You’ll appreciate how stable a training aircraft is and will really appreciate how quickly you can make the correct inputs and get the desired outcome.
@@iammrvain Great to hear!! Can't wait!
My first instructor demonstrated a 3-turn spin in a 150 but in years of further training no one else was willing to do so. Months later a student entered a classic stall-spin after overshooting a turn toward the runway -- aka "short final" on a landing approach. The instructor caught the plane after 1 turn and barely got it on the runway safely.
Spin training used to be standard for all pilots but no longer.
Has it ever not worked out and the plane crashes?
Loved flying the 150s. A fantastic aircraft. Great example here. Spins can make you loose alt. in a hurry. Each type aircraft behave differently but correct it immediately if in one. Thanks for posting. A great learning tool.
Just saw this video on 3 Minutes of Aviation, or some compilation channel like that. It's a great demonstration -- one of my favorite aviation videos of the year. 👍
Thanks, glad you enjoyed it! It was fun to make. Spinning a 150 is a blast.
My butt was puckering just watching it!
Thanks for this view. I learned spins in a C152 and always thought it went inverted, but thought no, I must just be disoriented. This shows I actually was right. Second, I only did about 1 turn then recovered. Recently I learned that the spin isn't fully developed yet. I see that clearly here.😊
I remember spinning "374" out of Hyde Field in Clinton, Maryland... That Cessna 152 had a tendency to drop a wing when practicing stalls. One day I was practicing stalls, when it dropped a wing on me as I was stalling and sent the plane into a spin...well, I guess the spin training worked...though I can't take the credit, it was my flight instructor "Nick" who got us out of the spin. Good times 😱
I soloed in one of these, flew them for years and still this video scared me to death! I never imagined that this tame little aircraft could plummet like that! 😱
In the cockpit, you have no notion...
When I got my private pilots license pins were not required, but I was very nervous about not having spin training. So I was able to get a few hours of acrobatic training in a C150 aerobat. Did spins, loops, rolls. Really helpful, haven’t done them since. I think I might go out and find someone to give me some additional acrobatic training just to do spins again. There’s a lot of earth in the glare screen, otherwise I remember not being that big a deal.
Exceptional training value here. Observing what your ac is doing from this point of view offers an entirely new perspective.
Once known as PARKS DIVE... because he was first to recover from it.
CFIAIM ... once the FAA outlawed this maneuver I had many students ask for demonstrations... happily I always made it mandatory for my students.
6 years in the Navy, 3 college degrees, 10 FAA licenses, 8 type ratings, 15 different models, a now 50 year pilot having retired from United Airlines after 30 years as a captain. Retired on B-777-200 ER
The first plane I spun was a 150, and I did it a bunch when I bought my 172. Quite a thing when it rolls over on its back! When I took my private practical exam a few decades ago, my examiner was known to show applicants a spin, after they properly demonstrated stall recovery. I knew he'd do it with me, because he checked for loose items, and stuff in the luggage compartment. Because I knew this, I literally set up for a spin. As I got close, he said, "I see. Go ahead an do it." I did.
That being said, I don't recommend spin training, unless you are doing aerobatics. Stall avoidance is the key to safety.
hey uncle kenny. are those small planes safe? I hear lots of accidents in those kind of planes and I wonder if it's even worth now
@@Toddespielit’s perfectly safe if you’re with an instructor who knows what they’re doing. And if you’re gonna fly on your own or with passengers just make sure you maintain currency and only touch areas you’re proficient in.
It gets dangerous when you don’t set personal minimums and overestimate your own abilities.
That looks terrifying!
theyre not actually as scary as they seem from inside the cockpit. the only time you really feel anything is when youre pulling out of the dive and get pushed down into your chair
It's actually a lot of fun and the recovery is quick and assured when done correctly.
😂
Good one!!!
Spin training really gives you a feel for how stable a Cessna is. The plane does not want to spin. You have to force it to spin. But it’s good to know, in case you get spun in wake turbulence or bad weather.
Yeah, the running joke is that the best way to stop a spin in a Cessna is to stop holding it in the spin!
While working on my CFI I still remember spin training. And it never happens without an uncontrollable smile spreading on my face. The most fun I ever had, with my clothes on….😉
Excellent dive, spin & exit...great pilot ..my respects sir..🎉🎉🎉
Nice 👍
my favorite way to teach spin entry was to keep our feet off the rudders and do a departure stall with full power.. keeping your course with ailerons only... great lesson on the adverse yaw at high angles of attack. you don't need to add rudder to start the spin... the incorrect aileron and rudder usage will put you into a spin to the left... then.. recover normally with feet on the rudders.. etc.. eye opener...
Great video! Let's see some more!
There is nothing like the first time in a spin. The world is going round and round.
Very pretty!
Takes me back to my aerobatic ride in a Citabria in the early 1980's. The pilot told me what we were going to do before we did it: stalls, spins, loops, snap rolls. Not scary at all.
Holy crap! I'm not a pilot, but I'm hoping some day I will have the opportunity.
Awesome video!
A fun thing to do.
A great view.
I took spin training in a 150 (not required) and the next time I (student) went out on a solo practice flight I got into an unintentional spin. I sure was glad I had the training!
That's insane it's not required in the US. In Australia students have to demonstrate enter and recover both ways on about 5 separate occasions during ab initio and PPL training/flight tests. At the very minimum they want to see incipient spins.
@@goodshipkaraboudjan This is brought up pretty much every time spins are discussed here on YT. The FAA's attitude, wrong or right, is that the best course of action is to teach spin prevention. In normal, non-training operations, the highest likelihood of a spin is the base-to-final turn, in which case spin recovery is irrelevant due to insufficient altitude. Their thinking is that teaching stall/spin detection and prevention is worth more than practical hands-on spin recovery. I did spin training with my CFI during my PPL training, and while it was fun and interesting, I don't see why it would ever be necessary. The other issue is the sheer amount of trainers we have in the US that are not approved for intentional spins (e.g. the Cherokees).
In 1968 this was part of the UK PPL. It made the GFT thought provoking when asked to Spin Left or Right!
I’m impressed how the plane could do that
A very important basic recovery skill for all fixed-wing pilots to practice and master. While wearing a parachute of course.
Wow, long recovery time.
SPIN SPIN SPINNING 👍👍👍👍👍👍
Mi sueño ADRENALINA 🩸🩸🩸🩸
Yup, hit best angle of climb and at 11,000 feet, kick it into a spin, after 14 rotations, pull it out. Things really start to toughen up at that point. If she then say yes, you know you got a good one and that was 33 years ago.
Nice recovery
Lovely
Great video and training! Would you be okay with me featuring this in an episode of Weekly Dose of Aviation? Of course you will be credited both in the video and in the description.
And best of all, no one was injured!
No they wouldnt be okay with you using theor video
Get your own content im so tired of UA-cam videos where they just use someone else's content and then talk over top of it
That channel is insufferable too
@@vvvxt
At least he asked - far too many don't.
I remember that flight,,I spilled my beer !! 🍺 😎 👍
It’s even scarier and surreal when you are the pilot under training, and the Instructor says you have to get out of it yourself. Thank God for Rudders! The sensation is of the aircraft frozen in time, and the World spinning beneath you. I convinced the instructor I will remember how to recover from the spin, and please no more spin training 🤮
My instructor said no more than 8 rotations in the 150. He said they can set up a rhythm or something like that and won’t come out. Did notice it getting tighter as no of spins progressed. Heard the same from many pilots and instructors. My 120 didn’t care how many it came out basically releasing the controls. My instructor had over 30,000 flying hours so I took his word
At around eight rotations the fuel has been unported from the fuel tank pickups long enought for the engine to burn all the fuel from the carburetor bowl. The engine will die but will restart after recovery.
The world record for consecutive spins was held in a 150/152 at around 50 spins. The spins largely remain the same with a slight ocillation in the 152 models.
The 150/152 can be recovered from a spin by a competent pilot regardless of the number of spins so long as the weight and balance remains in the envelope.
I'm simply reciting documented history from experts that know the 150/152s best.
That's crazy!
While doing slow flight training in a C150 with my CFI, I accidentally entered a spin. My initial reaction was all wrong, and my instructor smacked my hands to make me let go of the yoke. Airplane recovered almost immediately. C150 was pretty forgiving. After that my instructor made me strap on a parachute and we did spins and recovery in an aerobatic plane. Really helped with my confidence. Almost 50 years ago, but I remember that first spin like it was yesterday.
Holy cutting it close, Batman. I did spin training in a C150 40 plus years ago. This spin is going to give me some bad dreams for a while. Did it really take that long to recover this one? Or what? My CFI at the time used to say, more than two rotations and the lesson is over for the day. He did not mess around. Memories ...
I do that all the time, it’s no big deal. Just point the nose down, give it some power and opposite rudder. Of course I’m only an RC pilot and if that happened in real life I’d sh1t my pants for sure 😂
😂🤣
OMFG!
That left rudder input at the stall though. I know this demo is extremely exaggerated but I guess it’s a testament to how inherently stable these training airplanes are that you essentially need to intentionally spin. Even then, just letting go of the controls and the aircraft will normally right itself.
Is it normal that this video makes my heart do a backflip? Im at the start of my training and Im trying my best to get acclimated but boy oh boy this makes me sweat
Take an airsickness bag along. You will need it.
Ask your instructor to demonstrate so i m s and recovery. They ate only scary the first time or two, learning how to recover from a spin will make them not so scary, and makes "normal" stalls almost blase
It's only scary the first couple of times but once you have got a hang of them they're quite fun.
Your next video should be of a spin "Over the Top".
I'm impressed tgat a C 152 would spin more than 2 turns. I trained in Piper Cherokees back in the 1960s, one had to work really hard to get 1 complete turn. I enjoyed the spin training and unusual attitude training under the hood.
7 витков штопора - сильно!💪👍
Looks like fun.
I enter a new different spin every 5 seconds.
Multiple big O's are better than a single big O.
Been a long time since I flew. IIRC, no ailerons or elevator, just 100% opposite rudder, correct? Once spin stops, pull back elevator.
Power to idle, ailerons neutral, opposite rudder, elevator forward. Most trainers, like the 150/152 and 172 don't need much/any forward elevator, but others like the Traumahawk need all the forward elevator they can get.
Me and my instructor got into a spin like that.
We almost did not recover
Pulled out at 300 feet above lake Monroe, florida
it's not likely something you'll do on your own, nor should you. inducing a spin is a coordinated event, but not difficult. Getting out of it (depending on the plane) is even easier ... just let go and it will correct itself within one turn. I will admit though, that my 1st spin (with my instructor) was completely different than I thought, both in terms of input and observable event. It requires a stall input configuration (almost vertical nose-up in a Cessna 150) followed by full rudder deflection ... with both inputs held hard against the plane's pressure to exit the stall. Then, the "feel" is not this elegant pirouette that it appears to be. It is an eccentric where the tale whips around the nose. The sight picture does the same. The trick is ... to relax and move with it rather than tense up and fight it. I can say that but I didn't do that. I couldn't wait to recover and move onto something else. My reality of an unintentional spin (after flying since 1975) is (a) it's highly unlikely, and (b) if it does happen, you'll probably be to low to recover anyway.
Some airplanes cannot recover from a fully developed spin regardless of what the pilot does, especially with an aft C.G. This is why people keep dying while doing Vmc training in a Baron with someone in the back seat.
I'd like to see that in an airline aircraft. "Dear passengers, here's the captain speaking. After several hours of a boring travel now it's time for some emotion. Here we go!"
shows how the first 2 seconds how much you drop
Always enjoyed flying
that was a strong spin, like to know the g forces on the air frame.
My CFI taught me how to recover from a spin on my discovery flight 😵💫
Reading some of the comments now I see why pilots are killed by spins every year. Including just recently at Oshkhosh.
I've done dozens of spins in Cessnas they're actually fun and harmless to the aircraft. Once I spun a C150 from 12,000 feet to 4000. Silly I know.
But most pilots don't need to experience a spin. What they really need is to learn how to avoid a spin in the first place.
At what altitude did he recover?
My dad was my instructor. He always said let the plane fly. Also the first thing you do when a emergency arises is nothing. Airspeed is a good thing and when trying new things be at least three mistakes high.
omg what a cool idea to film this from another plane!!
First day first time I did a take off and the canopy flew open and blew my instructors headset off and I did everything right and put the plane on the ground made my call and did what I had to do. After that he wanted me to become a teacher. I'm not a good pilot lol I just saved my life haha
Am going to cover this with my cfi ? Or is this optional 😅
The crazy thing about the spin is it is literally falling and not flying at all. Zero airspeed. Just falling speed!
It will save your life.
thats when i stopped taking flying lessons at 16 years old..i wasnt ready to die yet when i had my whole life ahead of me..
You wouldn't have died.
Spins look scary, but are easy to recover from if you know how, which is what training teaches you. Spins are truly only scary for people who haven't done training on them, which is why you should do it.
Great filming! Would you be okay with me featuring this in my video? Of course you will be credited both in the video and in the description!
Wieeeeee!
Btw….many a pilot will want an airsickness bag, as this maneuver can give you the need.
Start with a hammer head followed by a spin. The 150 does a good job at it.
You have to force 150 to spin. To recover just do not hold rudder.
It's funny how that because the wings are stalled there isn't actually a load being put on the wings but daumn this does look rough on the airframe...
How much altitude lose to recover the spin?
Throttles - Idle
Rudder and Ailerons - Neutral
Stick - Abruptly full aft and hold
Rudder - Abruptly apply full rudder opposite spin direction (opposite turn needle) and hold
Stick - Abruptly full forward one turn after applying rudder
Controls - Neutral after spinning stops and recover from dive
🤣🤣 (Ah... the useless things we remember.)
Did it exceed VNE!? Just curious. That seemed like a lottttt of altitude loss! Looks fun!
It wasn't even flying until the pilot recovered from the spin, so it should not have exceeded VNE!
By definition the plane doensn't gain airspeed in a spin. If it does, then it's in a spiral dive and the recovery sequence is different.
That’s the difference between training in Canada an the USA, here we in Canada are required to do spin training.
Same in Australia and NZ. Blows my mind they don't do it in the US.
@@goodshipkaraboudjanIt used to be required in US and most people still do spin training, just voluntarily.
Notice it's only inverted during entry.
During all my training, I've never done one, nor have I accidentally done one. Never do I want to. Scares the hell out of me just to think about it..
I would recommend doing some with a CFI, it can be invaluable to know how to get out of one in case it happens. You don't want your first experience with one to be when you enter one accidentally.
I peed myself just watching! Lol
I’m currently 5hrs into flight training. Please explain to me how that doesn’t break the plane apart. I m scared shitless for when we have to do that haha
Seems like a good way to quickly lose some altitude
A spiral dive is the way to lose altitude quickly and under reasonable control. This might need to be done if you were trapped on top of cloud cover with no instrument rating and/or no instruments, and you see a hole in the cover. You just have to avoid overspeeding.