Ch 14 - Spinning

Question 1

Key Things to enter the spin

Answer 1

The aircraft must already be stalling to induce a spin (1 wing more than the other)

Leads to autorotation - Pitch, roll, yaw combination

The lower wing has stalled more than the higher wing

Question 2

Autorotation

Answer 2

When both wings are stalled
CofG is way behind the CoP (how far behind how determines how flat or nose down the spin is)

Lower wing produces more drag which leads to a yaw, roll, pitch sequence

Airspeed will be low

Question 3

Fully Developed Spin

Answer 3

When the aircraft maintains being in a pitch, roll, yaw cycle at a stable, low speed and will continue to do so with out any input from the pilot

Question 4

Effect of CofG position

Answer 4

Forward CofG = Nose down spin, which is easier to recover from

Aft. CofG = Flatter spin which is harder to recover from.

• Higher AoA
• Rapid rate of yaw

Question 5

Mass Distribution on Spin

Answer 5

Aft (longitudinal) Distribution = Flatter spin

Fwd (Lateral) Distribution = Steeper spin, easier to recover from

Lateral distribution is the dominant factor impacting how you spin

Question 6

Recognising and Avoiding the Spin

Answer 6

You will have to be stalled before you start to spin, so reduce the AoA when you are stalled and that should avoid the spin

Question 7

Spin Phases and Generic Recovery

Answer 7

Incipient Stage - Starts when beginning to autorotate

Fully Developed - Steady pitch, roll, yaw

Recovery - Reduce power, Oppose yaw with full opposite rudder, install wings with the control column locked and central until buffet stops and then slowly recover

Don’t put control column too far forward as you may invert

Question 8

Spin Avoidance

Answer 8

By not stalling

If the aircraft shows any signs of stalling, unstall the wings

Question 9

Spin Vs. Spiral Dive

Answer 9

Spiral dive is when you are not stalled and the airspeed and g will increase rapidly

To recover - close power, level wings gently and ease of the dive