Great series Scott! I got my private ticket through the military aero club system, and I thank my lucky stars that I was able to benefit from the rigor and discipline that is built into their system. Knowing how to avoid entry into a stall-spin situation at low altitude would save so many lives, I've often wondered why more emphasis isn't placed on basic aerobatics in pilot training, and, of course recurrent training with an IP after one gets their license. Thanks for all you do!
Learned insipient spin recovery in flight school but always felt it wasn't covered in depth enough. Hope you do more of this type of content, the detail is excellent!
I get something from all of your vids...but your departure vids in the Bonanza, are gold. Breaking down sequences in a real plane knocks the lessons into a skull much more completely than any explanation alone. Matching aerodynamic effects, with control input causes...in real time...mentally connects arm chair pilots with every stage of the event. I also love practicing spins and stalls. It's as much aerobatics as one can legally do in a 172. Because I'm a big boy, with an instructor on board, a 172 won't spin worth a darn. It will spiral (recovery from one of those is also very important to learn) but a spin entry requires power. All that extra energy into the system, can make for a very abrupt break. That sucker can flip on it's back in a heartbeat with power on, stick back and full left rudder. I don't think the violence of that maneuver can be effectively explained. I feel to understand it, one must see and feel those effects, first hand. I agree that it would be very unwise for a pilot to practice their first power on spins, solo. Their first few experiences, should be as a passenger, with an instructor. Thanks for another great lesson, Scott.
As always Scott you are spot on in your analysis and its much appreciated. I’m so thankful for your channel, your lack of hype and drama with an emphasis on teaching is how we are going to get the accident rates down. If I want to hear banjo music I’ll look up a banjo channel.
I actually used your example of Idle neutral aft (stablize spin) -> rudder (stop yaw) -> forward stick (recover) with my DPE which in hindsight was kind of a gamble. He accepted the answer because he is extremely knowledgeable but you better believe he made me explain each step to make sure I did. I’m glad you mentioned accelerated stalls. I’m going to give my CFI a call to practice those. I can’t believe they aren’t a part of the PPL ACS
Hey Scott, love your content! Especially educational information like this...I'm a little older Commercial Pilot candidate (long story, but it's all working out...) and in Canada the spin maneuver is a required element of the flight test. It was when I earned my Private License many years ago here...but, I think it's been dropped for some reason now. The thing that I find interesting, is your video of the tufted inside and outside wings. There's so much happening during a spin; mentally and aerodynamically that I strongly believe every pilot needs the experience. I don't enjoy doing them all that much anymore, but understanding the correct control inputs to get out of one is absolutely critical...I'll be waiting for part 2!
Outstanding video Scott. Thanks for your dedication, love of flying and your desire to make everyone’s better, safer pilot. My guess is you are very likely saving lives.
Interesting comment about the witness, and whether or not he was a pilot, and prospective. In my time as an accident investigator, I take in all evidence from the witness(es) and piece it together like an archeologist finding a 🦖 dinosaur. I look at each statement, the physical evidence, debris field, and see if it is true. One time, a woman said her husband was driving. Upon further review, and based on video at the scene, he wasn’t in the car at the time. (That took 7 years to settle) Sometimes you have to think outside the box. Great presentation, Scott. You are an excellent teacher.
PARE. Power off. Aileron neutral Rudder opposite to stop rotation. Elevator forward to install wing. Not sure what you do nor like about that I agree Power is a strong pro spin input Bob
Great lessons I always learn watching your videos. Definitely think more pilots need training in unusual attitudes, including me. Wish I lived closer to Texas. Would love to have you as an instructor. Thanks for all your work.
You're the best Scott, thanks for all of the great advice. It's so awesome to hear the detail of what is happening so you know what to do, what not to do, and when to do it! I think it's so easy for the casual pilot to mix up instructions if they don't understand what's happening and that can turn deadly real fast! Do you have a school and how would one connect with you for lessons?
Scott another great video. I am not a pilot but your instructions are so good i listen anyway. Hopefully this info works in Chevy Silverado spins as well! Thanks. 🇺🇸
I had alot of fun duplicating what your whole program was about..BUT>>>>I did them all in a 2 meter sized RC plane that I have flown for years. Yes the prospective is not the same...no seat of the pants feelings...BUT, I was able to see exactly what the plane was doing in each event. An airplane with power is an airplane with power. I was shocked how many times I got myself into trouble on the power on stalls. Flat spins in a 2m RC plane is fun to watch...but pretty tough to get out of. This was not a 3D stunt plane either. They can do it all day long. Anyway...great video! Thanks for the idea.
Thank you for this vidio...Years ago I saw somebody mouse up a hammer head in Northern Cali and buy the farm in flat spin. I did a full power full flap departure stall getting ready for sign off on privot pilot...yeah I know what examiner would ask that..... anyhow falled off to go into a spin...killed the power and stepped on the ball...I was taught to step on the ball as a glider pilot. Big thing I got from this is kill the power. I just did it because I didn't want to over speed the flaps. You live long enough you learn how to not become spin bait. Or ground scat...
Thanks for sharing - good discussion. That goofball wannabe loop reminded me of a hammerhead stall. Must have been fun. I like actions better than words (pneumonics), too. They have to match, though. Liked what you said about accidental safety. It does boil down to survival. Those who cannot face reality will not survive very well. Hope you've had a good Veteran's Day and things go well. Take care.
Another well presented topic Scott. Have started glider training in a Puchez Glider which I understand it has a bit of a reputation of spinning in. Training has been good and thorough and really appreciated the spin recovery training. Lack of training/knowledge and skills seems to be the big issues here.
I've often wondered why E is the last item in PARE. I think now I understand. Doesn't make a lot of sense to recover from the stall while you're still spinning, you stop rotation first (and for that it makes sense to have the nose higher, not lower), then you push. I don't think any FAA material explains this.
I have always thought of those leading edge devices not as "stall strips" that induce a stall when and where you'd prefer it, but as "stick shakers" that at high AOA send vortices aft to pound the tail and wake up the pilot to do something.
Great analysis and break-down FW thanks , 29.65 what was his altitude? I noticed the trim tab on the rudder-on (starboard side) was really trimmed out by the looks of it, maybe it was damaged in the crash but it does look odd. Not much left of that one unfortunately, thanks for the update and my condolences.
Scott - One thing you did not mention that could have contributed to this accident was possible pitot/static icing. You mentioned that there could have been icing in the clouds based on the temp/dew point. Had the airplane been sitting out the night before? Perhaps this is a case of not being in the habit of turning on the pitot heat. A blocked pitot/static system would basically turn the airspeed indicator into an altimeter adding immensely to the disorientation and the seemingly wild pitch changes at the end.
You mixed up videos. The potential of icing was in the F33A accident Part 2. Speed was not erratic and your theory doesn’t account for anything else. Doesn’t sound plausible to me. Was icing a factor? Very possibly it was. But it remains an open question.
Most safety video's people have to watch (for their job) are rather boring, not this one 😁! Excellent (potentially life-saving) information by Mr. Perdue. As I understand power on stalls are not something aircraft manufactures encourage (want pilots to practice) & there is consequently a lack of information how to handle such situations (bravo to Scott here). Think worth mentioning the aircraft Scott did the first part of his stall demo. in (Extra 300L) is designed for acrobatics. Pro spin inputs = profound results in that nimble aircraft (& rather disorientating just watching - each spin, back to back 🤢). Curious if the V--tail such as in the accident Bonanza reacts differently in stall compared to that of conventional (vertical stabilizer) arrangement 🤔? Be really fun to see him do this exercise in a F-15E next time - permission granted.. .
so, my insurance company said, "Dont even think of buying a bonanza or any retractable, insurance rates will double this year an we aren't insuring any low time pilots like you:".......bonanza shout be thanking you for this video...i can't even buy one at this point....
G,day Scott from Sydney Australia. Thank you for the explanation why a plane goes into a Forward Spin Stall. Takeaways 'chop to power' (cannot spell idaell) neutral with the elevators aft 'opposite rudder input's Scanning the PFD in a spin for critical data e.g altitude, airspeed and artificial horizon "blue side up" back into straight and level flight. 🛩️⏳
Great video, Scott, as always. One question and concern: I fly a G 36 and my POH specifically says that at the onset of the spin, you should go full forward with the elevator. What do you think about this, compared to the advice you provide in this video? Let me take this opportunity to say I just love all your videos. We Bonanza drivers really appreciate your professionalism, and the B-specific advice you provide. Bill
Thanks. Bill. In the first 1/4 turn or so a Spin Prevent will work. Unload, coordinated rudder and aileron opposite the nose slice. If you go full forward on the yoke after the spin has developed it is a prospin input and will not be effective at recovery. Did they use the word immediately?
Hi Scott thanks for this. Curious about the break from your (extreme) unusual attitude maneuver. It broke right, when I would have expected it to break LEFT at full power. What am I mixing up here? Did you have full right rudder in?
Adverse yaw my friend. You need two things to spin an airplane... in order... stall and yaw. When you use the aileron it induces adverse yaw. Use the Rudder NOT the aileron.
I do worry about myself. Now Im hearing myself say that telling people that if they neutralise the controls and leave the power in you they recover from a spin is dangerous. Im pretty sure PARE is more reliable. Fascinating that stick forward is a pro spin input. But PARE is power to idle, THEN stop the rotation, THEN stick forward, which is not pro spin. Your bit about hypothesis testing was subtly wrong to. You need to test hypotheses to see if they bit the facts, but you ALSO need to check hypotheses that contradict the first hypothesis that also fit the facts. One such hypothesis is that the accident pilot was practicing power off stalls, stalled and tried to recover by adding power before he had lowered the nose. I once had a flying instructor tell me that if you are recovering from a stall you can add power and down elevator at the same time! (You can’t because if you are in a powerful aircraft adding lots of power can drop the left wing and put you in a spin. Also, of course the FAA was right in saying there was insufficient speed. Unless there is insufficient speed, you can’t stall and spin - but I know what youmeans. This is a good example of why everyone should practice spins! The reason is that a) everyone should practice stalls and b) if you mess up stall recovery you can spin. If the accident pilot had done spin training, he would have cut the power and thereby survived. This applies to 300 hp aircraft even more than RA-Aus aircraft.
Scott, I'm trying to understand what's happening with elevator during a spin recovery. I understand forward elevator reduces the angle of attack in the outside wing and is therefore a pro spin input. My question is: before the spin is arrested with opposite rudder, is it best to use some aft pressure, or should I leave the elevator alone completely? Also, whe does apply some aft elevator help airflow get to the rudder/elevator? And thank you for these amazing videos!
Your physical response was rudder pressure. I'm trying to understand what sense or multiple reactions of the plane during Your attempted maneuver told you what was going on. I believe it is what you saw out there front window. Am I correct? I realize the importance of flying with intention all the time and heightened awareness of what is going on even in the long monotonous cross country flights. Thank you for the effort and time to enable us to learn !
Are you ready for a mass moments of Inertia talk? Watch ice skaters doing a spin with their arms out, bringing the arms in reduces the moment arm. Because of conservation of momentum the skater spins faster. In a spinning airplane pushing forward raises the nose ( it’s a moment arm thing) and that reduces the moment arm of the engine…. Conservation of momentum again the aircraft spins faster. In a spin none of the flight controls work like you think they would.
@@FlyWirescottperdue Makes sense but is this for all spins or just fully developed flat spins? The A36 POH for spins specifies "Immediately move the control column full forward and simultaneously apply full rudder opposite to the direction of the spin...."
We need 1,000 more CFI’s in this country with this level of understanding and the ability to affectively share it.
I agree. Either they hate training or they are just using students for flight hours to move to the airlines.
@@farfetch7 It is also unfortunate that many airlines won’t let their pilots instruct on the side.
My take away from this lesson is, " When you're flying wear your pilot hat, and only your pilot hat." Scott your lesson are appreciated and enjoyed.
I'm not a pilot and I love learning from your videos. You explain in depth and in a way that's easy to understand. Thank you!
Great series Scott! I got my private ticket through the military aero club system, and I thank my lucky stars that I was able to benefit from the rigor and discipline that is built into their system. Knowing how to avoid entry into a stall-spin situation at low altitude would save so many lives, I've often wondered why more emphasis isn't placed on basic aerobatics in pilot training, and, of course recurrent training with an IP after one gets their license. Thanks for all you do!
Scott is on the top of my fly with list. I love a person who instructs and checks by encouragement not intimidation!!!
Learned insipient spin recovery in flight school but always felt it wasn't covered in depth enough. Hope you do more of this type of content, the detail is excellent!
I have told you before, you have the gift of teaching.
I get something from all of your vids...but your departure vids in the Bonanza, are gold. Breaking down sequences in a real plane knocks the lessons into a skull much more completely than any explanation alone. Matching aerodynamic effects, with control input causes...in real time...mentally connects arm chair pilots with every stage of the event.
I also love practicing spins and stalls. It's as much aerobatics as one can legally do in a 172. Because I'm a big boy, with an instructor on board, a 172 won't spin worth a darn. It will spiral (recovery from one of those is also very important to learn) but a spin entry requires power. All that extra energy into the system, can make for a very abrupt break. That sucker can flip on it's back in a heartbeat with power on, stick back and full left rudder. I don't think the violence of that maneuver can be effectively explained. I feel to understand it, one must see and feel those effects, first hand.
I agree that it would be very unwise for a pilot to practice their first power on spins, solo. Their first few experiences, should be as a passenger, with an instructor.
Thanks for another great lesson, Scott.
Thanks Joe, I appreciate it!
As always Scott you are spot on in your analysis and its much appreciated. I’m so thankful for your channel, your lack of hype and drama with an emphasis on teaching is how we are going to get the accident rates down. If I want to hear banjo music I’ll look up a banjo channel.
Thanks . Great video , especially you falling out of the loop and recovering
Excellent conversation Scott.
I actually used your example of Idle neutral aft (stablize spin) -> rudder (stop yaw) -> forward stick (recover) with my DPE which in hindsight was kind of a gamble. He accepted the answer because he is extremely knowledgeable but you better believe he made me explain each step to make sure I did.
I’m glad you mentioned accelerated stalls. I’m going to give my CFI a call to practice those. I can’t believe they aren’t a part of the PPL ACS
Hey Scott, love your content! Especially educational information like this...I'm a little older Commercial Pilot candidate (long story, but it's all working out...) and in Canada the spin maneuver is a required element of the flight test. It was when I earned my Private License many years ago here...but, I think it's been dropped for some reason now. The thing that I find interesting, is your video of the tufted inside and outside wings. There's so much happening during a spin; mentally and aerodynamically that I strongly believe every pilot needs the experience. I don't enjoy doing them all that much anymore, but understanding the correct control inputs to get out of one is absolutely critical...I'll be waiting for part 2!
I am not a pilot but these videos are so educational. 🙂
I learn something every time I watch your videos. Thanks for your service, and the time you take to teach others about safety.
Always love hearing your thoughts on these. As always thanks Scott for sharing the videos with us all.
One of the best reviews of an accident I've ever seen what a clear explaination of events and what caused the problem and the solution thank you
Thanks Scott you do all this work to help all pilots. Thanks for what you do. It is greatly appreciated 👏👏👍👍❤️❤️🇺🇸🇺🇸🇺🇸
Excellent lesson, thank you.
A fool learns from his own mistakes. A wise man learns from others!
I love your common sense approach!
Very well presented. I look forward to part 2. Thank you.
very well covered.
Thank you!
Superb presentation 👍
Outstanding presentation thank you
Outstanding video Scott. Thanks for your dedication, love of flying and your desire to make everyone’s better, safer pilot. My guess is you are very likely saving lives.
I hope so!
Interesting comment about the witness, and whether or not he was a pilot, and prospective. In my time as an accident investigator, I take in all evidence from the witness(es) and piece it together like an archeologist finding a 🦖 dinosaur. I look at each statement, the physical evidence, debris field, and see if it is true. One time, a woman said her husband was driving. Upon further review, and based on video at the scene, he wasn’t in the car at the time. (That took 7 years to settle)
Sometimes you have to think outside the box.
Great presentation, Scott. You are an excellent teacher.
PARE. Power off. Aileron neutral Rudder opposite to stop rotation. Elevator forward to install wing. Not sure what you do nor like about that
I agree Power is a strong pro spin input
Bob
Great lessons I always learn watching your videos. Definitely think more pilots need training in unusual attitudes, including me. Wish I lived closer to Texas. Would love to have you as an instructor. Thanks for all your work.
Thanks Craig!
You're the best Scott, thanks for all of the great advice. It's so awesome to hear the detail of what is happening so you know what to do, what not to do, and when to do it! I think it's so easy for the casual pilot to mix up instructions if they don't understand what's happening and that can turn deadly real fast!
Do you have a school and how would one connect with you for lessons?
Thanks! I get that question a lot and am starting to think I need to do something about that. I’m working on an idea.
Power to idle, ailerons neutral, opposite rudder. Upset recovery training is on my list, but I’ve done my homework.
Wow. Great instructional video. I had no idea that forward stick was pro spin. I have done a lot of spins and just never knew that. Thanks Scott.
Gunny! Thanks for your Friday safety briefing. I will now be able to log this for my monthly safety requirement. Fly safe bro! Cheers, Skid
Scott another great video. I am not a pilot but your instructions are so good i listen anyway. Hopefully this info works in Chevy Silverado spins as well! Thanks. 🇺🇸
You focus on understanding rather than rote learning which I appreciate. Thanks
I had alot of fun duplicating what your whole program was about..BUT>>>>I did them all in a 2 meter sized RC plane that I have flown for years. Yes the prospective is not the same...no seat of the pants feelings...BUT, I was able to see exactly what the plane was doing in each event. An airplane with power is an airplane with power. I was shocked how many times I got myself into trouble on the power on stalls. Flat spins in a 2m RC plane is fun to watch...but pretty tough to get out of. This was not a 3D stunt plane either. They can do it all day long. Anyway...great video! Thanks for the idea.
Thank you so much for these amazing videos for us pilots. You are saving lives.
Great Video! Learned a lot.
Excellent video! Thank You!
Really great info , Thanks
Thank you for this vidio...Years ago I saw somebody mouse up a hammer head in Northern Cali and buy the farm in flat spin. I did a full power full flap departure stall getting ready for sign off on privot pilot...yeah I know what examiner would ask that..... anyhow falled off to go into a spin...killed the power and stepped on the ball...I was taught to step on the ball as a glider pilot. Big thing I got from this is kill the power. I just did it because I didn't want to over speed the flaps. You live long enough you learn how to not become spin bait. Or ground scat...
Great video! Learning has taking place!
Great video Scott! I love the addition of the big monitor. We have got to fly together..
Thanks for sharing - good discussion. That goofball wannabe loop reminded me of a hammerhead stall. Must have been fun. I like actions better than words (pneumonics), too. They have to match, though. Liked what you said about accidental safety. It does boil down to survival. Those who cannot face reality will not survive very well.
Hope you've had a good Veteran's Day and things go well. Take care.
Great video, Scott!
Thank you for your efforts. Amazing lessons in this video. Thanks!
Another well presented topic Scott. Have started glider training in a Puchez Glider which I understand it has a bit of a reputation of spinning in. Training has been good and thorough and really appreciated the spin recovery training. Lack of training/knowledge and skills seems to be the big issues here.
Excellent as always. I definitely want to train with you sometime I’m my Mooney! Thx SCOTT!
I wish I could give this video more than just one thumbs up,
This video is outstanding!
I've often wondered why E is the last item in PARE. I think now I understand. Doesn't make a lot of sense to recover from the stall while you're still spinning, you stop rotation first (and for that it makes sense to have the nose higher, not lower), then you push. I don't think any FAA material explains this.
I fly an A36 myself and I’m super curious about the wedges on the wings. It would be great to make a video explaining that.
I have always thought of those leading edge devices not as "stall strips" that induce a stall when and where you'd prefer it, but as "stick shakers" that at high AOA send vortices aft to pound the tail and wake up the pilot to do something.
They’re vortex generators. Also great coffee cup platforms.
Great analysis and break-down FW thanks , 29.65 what was his altitude? I noticed the trim tab on the rudder-on (starboard side) was really trimmed out by the looks of it, maybe it was damaged in the crash but it does look odd. Not much left of that one unfortunately, thanks for the update and my condolences.
Scott - One thing you did not mention that could have contributed to this accident was possible pitot/static icing. You mentioned that there could have been icing in the clouds based on the temp/dew point. Had the airplane been sitting out the night before? Perhaps this is a case of not being in the habit of turning on the pitot heat. A blocked pitot/static system would basically turn the airspeed indicator into an altimeter adding immensely to the disorientation and the seemingly wild pitch changes at the end.
You mixed up videos. The potential of icing was in the F33A accident Part 2. Speed was not erratic and your theory doesn’t account for anything else. Doesn’t sound plausible to me. Was icing a factor? Very possibly it was. But it remains an open question.
Wow, I never knew that.
A great effort that you have gone here, you might get someone out of a hole with this.
Most safety video's people have to watch (for their job) are rather boring, not this one 😁! Excellent (potentially life-saving) information by Mr. Perdue. As I understand power on stalls are not something aircraft manufactures encourage (want pilots to practice) & there is consequently a lack of information how to handle such situations (bravo to Scott here). Think worth mentioning the aircraft Scott did the first part of his stall demo. in (Extra 300L) is designed for acrobatics. Pro spin inputs = profound results in that nimble aircraft (& rather disorientating just watching - each spin, back to back 🤢). Curious if the V--tail such as in the accident Bonanza reacts differently in stall compared to that of conventional (vertical stabilizer) arrangement 🤔? Be really fun to see him do this exercise in a F-15E next time - permission granted.. .
so, my insurance company said, "Dont even think of buying a bonanza or any retractable, insurance rates will double this year an we aren't insuring any low time pilots like you:".......bonanza shout be thanking you for this video...i can't even buy one at this point....
G,day Scott from Sydney Australia.
Thank you for the explanation why a plane goes into a Forward Spin Stall.
Takeaways
'chop to power' (cannot spell idaell)
neutral with the elevators
aft 'opposite rudder input's
Scanning the PFD in a spin for critical data e.g altitude, airspeed and artificial horizon "blue side up" back into straight and level flight.
🛩️⏳
good
What's that OLD BOLD thing? Whiskey can be OLD and BOLD. But if it gets old in my house, it's either no good, or it's my stash.
Great video, Scott, as always. One question and concern: I fly a G 36 and my POH specifically says that at the onset of the spin, you should go full forward with the elevator. What do you think about this, compared to the advice you provide in this video?
Let me take this opportunity to say I just love all your videos. We Bonanza drivers really appreciate your professionalism, and the B-specific advice you provide. Bill
Thanks. Bill. In the first 1/4 turn or so a Spin Prevent will work. Unload, coordinated rudder and aileron opposite the nose slice. If you go full forward on the yoke after the spin has developed it is a prospin input and will not be effective at recovery. Did they use the word immediately?
@@FlyWirescottperdue I see.. that makes sense. Thanks for the explanation. And I am impressed with your quick response!
Vertical Stab and trim tab in eerily pristine condition. 08:36
Hi Scott thanks for this. Curious about the break from your (extreme) unusual attitude maneuver. It broke right, when I would have expected it to break LEFT at full power. What am I mixing up here? Did you have full right rudder in?
I did lean on the right rudder ever so slightly.
Awesome ! Why can i not use the aileron, on the wingside that is " still flying " to counter ?
Adverse yaw my friend. You need two things to spin an airplane... in order... stall and yaw. When you use the aileron it induces adverse yaw. Use the Rudder NOT the aileron.
I do worry about myself. Now Im hearing myself say that telling people that if they neutralise the controls and leave the power in you they recover from a spin is dangerous. Im pretty sure PARE is more reliable.
Fascinating that stick forward is a pro spin input. But PARE is power to idle, THEN stop the rotation, THEN stick forward, which is not pro spin.
Your bit about hypothesis testing was subtly wrong to. You need to test hypotheses to see if they bit the facts, but you ALSO need to check hypotheses that contradict the first hypothesis that also fit the facts.
One such hypothesis is that the accident pilot was practicing power off stalls, stalled and tried to recover by adding power before he had lowered the nose. I once had a flying instructor tell me that if you are recovering from a stall you can add power and down elevator at the same time! (You can’t because if you are in a powerful aircraft adding lots of power can drop the left wing and put you in a spin.
Also, of course the FAA was right in saying there was insufficient speed. Unless there is insufficient speed, you can’t stall and spin - but I know what youmeans.
This is a good example of why everyone should practice spins! The reason is that a) everyone should practice stalls and b) if you mess up stall recovery you can spin. If the accident pilot had done spin training, he would have cut the power and thereby survived. This applies to 300 hp aircraft even more than RA-Aus aircraft.
Additional question:, is stick forward pro spin because it shields the rudder, or is there another/different cause for that?
Thankyou to the third witness for speaking up.
Scott, I'm trying to understand what's happening with elevator during a spin recovery. I understand forward elevator reduces the angle of attack in the outside wing and is therefore a pro spin input. My question is: before the spin is arrested with opposite rudder, is it best to use some aft pressure, or should I leave the elevator alone completely? Also, whe does apply some aft elevator help airflow get to the rudder/elevator? And thank you for these amazing videos!
Can you tell us why your loop "failed" since it seems like your entry speed was OK ?
Not enough G…. Not enough energy to get over the top.
Your physical response was rudder pressure. I'm trying to understand what sense or multiple reactions of the plane during Your attempted maneuver told you what was going on. I believe it is what you saw out there front window. Am I correct?
I realize the importance of flying with intention all the time and heightened awareness of what is going on even in the long monotonous cross country flights.
Thank you for the effort and time to enable us to learn !
Hi Scott, Can you explain why pushing is "pro-spin"?
Are you ready for a mass moments of Inertia talk? Watch ice skaters doing a spin with their arms out, bringing the arms in reduces the moment arm. Because of conservation of momentum the skater spins faster. In a spinning airplane pushing forward raises the nose ( it’s a moment arm thing) and that reduces the moment arm of the engine…. Conservation of momentum again the aircraft spins faster. In a spin none of the flight controls work like you think they would.
@@FlyWirescottperdue Makes sense but is this for all spins or just fully developed flat spins? The A36 POH for spins specifies "Immediately move the control column full forward and simultaneously apply full rudder opposite to the direction of the spin...."