IX.F.

Spins______________________________________________________________________
References:
1. FAR part 23
2. Type Certificate
3. AC 60-14 (Aviation Instructor Handbook)
4. FAA-H-8083-3 (Airplane Flying Handbook)
5. FSI Spin/Unusual Attitude Recovery Training Handbook pg. B-1
6. Pilot’s Operating Hand Book (POH)
7. Airplane Flight Manual

Objective Spin training is conducted to familiarize the pilot with the recognition of and recovery
from a spin with both visual and instrument reference.

Elements 1. Aerodynamics of spins.

2. Airplanes approved for spins based on airworthiness category and type
certificate.
3. Relationship of configuration, weight, center of gravity, and coordination to
spins.
4. Flight situations where unintentional spins may occur.
5. How to recognize and recover from imminent, unintentional spins.
6. Entry technique and minimum entry altitude for intentional spins.
7. Control technique to maintain a stabilized spin.
8. Orientation during a spin.
9. Recovery technique and minimum recovery altitude for intentional spins.
10. Anxiety factors associated with spin instruction.

Schedule 1. Discuss Objectives 03

2. Review Material 02
3. Development 20
4. Conclusion 05

Equipment 1. FAA-Approved Airplane Flight Manual.

2. White board and markers
3. Model airplane

IP’s Actions 1. Discuss lesson objectives

2. Present Lecture
3. Ask and Answer Questions

SP’s Actions 1. Participate in discussion

2. Take notes
3. Ask and respond to questions

Completion This lesson will be complete when the student demonstrates an understanding of the
Standards elements related to Spins.

IX.F. Spins
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Instructor’s Notes: Spins____________________________________________________________
INTRODUCTION:

WHAT? - A spin is a continuing stall in where the airplane is rotating around its Vertical and Horizontal axis’s
in a downward direction. It is a result of stalling an aircraft during uncoordinated flight.
WHY? - To enable to student to understand why spins develop and how to avoid / recover from an inadvertent spin.
OVERVIEW - This lesson will cover the basic elements pertaining to Spins, including:
1.) Aerodynamics of spins.
2.) Airplanes approved for the spin maneuver based on airworthiness category and type certificate.
3.) Relationship of various factors such as configuration, weight, center of gravity, and control coordination
to spins.
4.) Flight situations where unintentional spins may occur.
5.) How to recognize and recover from imminent, unintentional spins.
6.) Entry technique and minimum entry altitude for intentional spins.
7.) Control technique to maintain a stabilized spin.
8.) Orientation during a spin.
9.) Recovery technique and minimum recovery altitude for intentional spins.
10.) Anxiety factors associated with spin instruction.
DEVELOPMENT:
HOW?
1.) Aerodynamics of spins.
A.) Not amenable to theoretical analysis
B.) Estimated that there are Several Hundred factors
C.) What a Spin is
1. Uncoordinated Stall
a) Uncoordination causes plane to Yaw
(1) Yaw forces one wing to move faster and produce more lift
(2) Attempt to correct with Aileron worsens stall (Adverse Yaw)
(a) Adds to lowering of one wing
2. YAW during a spin
a) When 1 wing drops
(1) Causes nose to Yaw more toward low wing
(2) Causes airplane to slip in direction of lowered wing
(a) Tends to “Weathervane” the airplane into relative wind.
(i) The “Weathervane” causes continued yaw in direction of lowered wing.
3. ROLL during a spin
a) Rolling aggravated by lower wing having greater AOA than higher wing (more stalled)
(1) Due to upward motion of higher wing
(a) Low wing suffers extreme loss of lift while high wing maintains some lift
(b) Difference in Drag and Lift of 2 wings perpetuates the spin
4. AUTOROTATION during a spin
a) Yaw makes wing drop
b) Wing dropping makes roll
c) Roll creates more drag on low wing and causes Yaw (see step a) )
2.) Airplanes approved for spins based on airworthiness category and type certificate.
A.) An airplane must be SPECIFICALLY approved for INTENTIONAL SPINNING to be authorized.
B.) Official sources for determining if authorized
1. Airplane’s Type Certificate and Data Sheets
2. Placards located in cockpit
3. Maneuvers section of the Flight Manual or POH

3.) Relationship of configuration, weight, center of gravity, and coordination to spins.

A.) Configuration
1. Flaps and Gear will add drag and in the case of flaps, lift
2. Should be Left in position at start of spin
IX.F. Spins
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 B.) Weight
1. Higher weight has more inertia and is therefore harder to get into a spin AND harder to get out once
spinning
a) However, an airplane at a higher weight is more likely to stall
2. An airplane will place more stress on the aircraft during spin recovery (pull up)
3. Excessive weight may take a plane above tolerances for spin training
C.) COG
1. Foreword CG: Tendency to recover from stall
2. Aft CG: Tendency to stall
D.) Coordination
1. Airplane must be uncoordinated in order to spin
a) Stalled airplane will not spin if kept level with rudder
4.) Flight situations where unintentional spins may occur.
A.) Base to Final Turn
1. Pilot overshoots runway and corrects with rudder while correcting overbank with opposite aileron
B.) Take-off/Departure
1. Attempting to clear an obstacle after take-off pilot may pitch too high with inadequate rudder control
C.) Engine Failure
1. Attempting to “Stretch” a glide to landing site, a pilot may cause a spin by pitching back while
rolling into an uncoordinated turn to the selected field.
5.) How to recognize and recover from imminent, unintentional spins.
A.) Maintain COORDINATED FLIGHT
B.) During slow flight, correct for bank with rudder
6.) Entry technique and minimum entry altitude for intentional spins.
A.) Spin Entry
1. Power Off Spin
a) Carb Heat on
b) Throttle Idle
c) Increase Pitch to maintain altitude
d) 50 KIAS – Briskly apply full aft elevator, simultaneously applying full rudder in desired
direction of spin while maintaining ailerons neutral
2. Base to Final Spin
a) Carb Heat on
b) Throttle – 1700 RPM
c) Begin shallow bank to the left (Base to final)
d) Apply left rudder
e) Apply Aft elevator to maintain pitch attitude
f) Apply right aileron to maintain Bank
g) Continue to apply Aft elevator to induce stall
3. Go Around Spin
a) Carb Heat on
b) Throttle Idle
c) Trim for 60 Kts glide
d) Carb heat off
e) Apply full power
f) Allow aircraft to pitch nose up, hold wings level with aileron, while making no rudder correction
g) Apply Aft elevator to induce a stall when aircraft reaches max pitch up attitude

B.) Minimum Altitude

1. FAR 91.303
a) No aerobatics flight below 1500 feet above the surface
7.) Control technique to maintain a stabilized spin.
A.) After Spin is developed
1. Ailerons Neutral
2. Elevator Full Back Pressure
3. Rudder Full in direction of spin
8.) Orientation during a spin.
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 A.) A pilot should beware how many rotations have passed by watching a prominent object.
B.) A pilot must know which way he is rotating in order to initiate recovery
C.) A pilot must know which way is up upon recovery
9.) Recovery technique and minimum recovery altitude for intentional spins.
A.) Recovery Technique
1. Verify Power to Idle
2. Ailerons neutral
3. Full rudder opposite direction of rotation
4. Briskly apply forward elevator input far enough to break the stall
a) This is no time to be gentle
b) Slow and overly-cautious control movements during spin recovery may result in the
airplane continuing to spin indefinitely, even with the application of full opposite controls.
c) I say again, This is no time to be gentle
5. Neutralize rudder after rotation stops
6. Now its just a Nose Low Unusual Attitude
a) Power to idle (already done)
b) Level wings
c) Smoothly recover from resulting dive
(1) This is a 1 – 2 G maneuver
10.) Anxiety factors associated with spin instruction.
A.) Fear and aversion to spins are deeply rooted in the public’s mind, and many pilots have an unconscious
aversion to them too.
B.) If one learns the cause of a spin and techniques to prevent and/or recover from the spin, mental anxiety
and many causes of unintentional spins may be removed.

IX.F. Spins
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OVERVIEW
Conclusion:
Discuss Elements
Common errors (Integrate throughout lecture)
1.) Failure to establish proper configuration prior to spin entry.
A.) Look in your POH to establish this procedure.
2.) Failure to achieve and maintain a full stall during spin entry.
A.) The wings must be stalled to enter a spin, otherwise a spiral will develop.
3.) Failure to close the throttle when a spin entry is achieved.
A.) The throttle must be closed when a spin entry is achieved to prevent an abnormal loss of altitude.
1. Power may aggravate the spin characteristics.
4.) Failure to recognize the indications of an imminent, unintentional spin.
A.) Remember that a spin is from a stalled condition and improper directional control (rudder) allowing the
nose of the airplane to yaw toward the low wing.
5.) Improper use of flight controls during spin entry, rotation, or recovery.
A.) During entry at the stall apply full rudder pressure in the desired direction of the spin.
B.) During rotation keep the control yoke full back, ailerons neutral, and full rudder (as in the entry).
C.) During recovery apply full opposite rudder to stop rotation, apply forward pressure on the control yoke to
break the stall and use coordinated controls to return to straight and level flight.
6.) Disorientation during a spin.
A.) During demonstration of a spin select an outside reference point to help in orientation.
7.) Failure to distinguish between a high-speed spiral and a spin.
A.) A high-speed spiral is evidenced by a nose-low attitude, the wings not stalled, airspeed increasing
rapidly, and a high rate of descent (which may be increasing).
B.) A spin will have a nose-down attitude, continuous rotation, and possible buffeting an almost constant low
airspeed, wings stalled and a steady rate of descent.
8.) Excessive speed or accelerated stall during recovery.
A.) Excessive speed will occur if you are too cautious in applying back elevator pressure.
B.) Accelerated stall occurs when you are too anxious to stop the descent.
a. This is actually a secondary stall, and may result in another spin.
9.) Failure to recover with minimum loss of altitude.
A.) When recovery from a spin is initiated, brisk and positive control applications provide for a more positive
recovery with minimum loss of altitude.
10.) Hazards of attempting to spin an airplane not approved for spins
A.) Some pilots reason that the airplane was spin tested during its certification process and therefore no
problem should result from demonstration or practicing spins.
1. Actually, certification in the normal category requires only that the airplane recover from a one turn
spin in no more than one additional turn or three seconds, whichever takes longer.
2. This same test of controllability can also be used in certificating an airplane in the “utility” category
[FAR 23.221 (b)]
B.) The pilot of an airplane placarded against intentional spins should assume that the airplane might become
uncontrollable in a spin.

PRIVATE PTS
Not Applicable

COMMERCIAL PTS
Not Applicable

COMPLETION
STANDARDS:
1. This lesson will be complete when student has adequate understanding of maneuver.

IX.F. Spins
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