FLIGHT INSTRUCTOR REACTS to STUDENT Pilot Accidentally Spinning a Cessna During Stall Practice
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- Опубликовано: 26 фев 2022
- Watch my reaction to a student pilot who inadvertently enters a spin when practicing power-on stalls. See how it happened and learn tips and tricks to make sure that this never happens to you.
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I'm that student pilot in the video. Thanks for the CFI point of view. After this flight I had a different CFI and she had me steer right and left with rudder only to break my shell to actually use them and it helped a lot. Now 8 years later and still flying!
I heard a fart sound around 4.10. Did you fart? I’m about to go and do spins for the first time. I want to know if I need to wear a diaper because I’m absolutely terrified. 😂
@@vrsurgeon What's terrifying about it? It is only scary if you don't plan it and you are at low alritude😂
I've done this during my flight training. My instructor, an old, grizzled F4U pilot, just sat there and watched me cross control my way all the way into it. Didn't touch the controls during the whole sequence. As it was a 172, you really need to work to get into a deep spin, so when it rolled over on me I just unloaded all of my inputs and she stopped cold. After recovery he didn't say anything for about 20 seconds, pulled out one of his Chesterfields, lit it, turned to me and said, "bet you'll never do that again, son".
And I never did. Best lessons are the ones you learn yourself.
You learn the fastest by making mistakes. Good from your instructor to just let you experience it.
My buddy's dad, retired military and crop duster said it to me one day like this, "this plane does not want to die, you will kill it". In most cases the pilot is in error.
🤣🤣 Fun story! Thanks for sharing 👍
great story...
Love'em ww2/Vietnam veteran pilots, they have this unusually calm humorously-pessimistic demeanor.
I just got my CFI and let me tell you, getting my spin endorsement was the funnest lesson I’ve ever had. It was absolutely mind blowing how fast the aircraft (172) stops rotating when you put in the correct amount of rudder.
I also got my CFI recently and I will say spin training is fun! I did mine in an L-2b and it was mind blowing just how fast you can be thrown into a spin. Really good time!
I am an older CFI . I like to say I'm from the days we taught students . Teaching spin avoidence is fine. But I would not sign off a student until we spun the aircraft . It's One thing to TALK about a spin and another different. Animal to look out the window and see the ground rushing up . Of course the first inclination is to pull back on the wheel . I couldn't believe it when I was talking to. A young CFI who had never spun an aircraft . I was happy to show him and point out that the turn and bank will never lie ...it will always show which way you are turning ...even if you are upside down I pointed to the airspeed indicator and altimeter . He recovered after 3 turns . I firmly believe every pilot should experience a spin . I don't remember any accidents involving spin instruction . Some FAA guy trying to justify his job dreamed up spin avoidence , which is fine as long as it includes 1 spin .
Wholeheartedly agree- I think in addition to just spins, some UPRT training is some of the best (and fun!) training any pilot can get.
A 172 will pull itself out of a spin after 1 or 2 rotations if you take your hands and feet off the controls providing the powers at idle. Its actually quite hard to spin intentionally unless you add a bit of power before the stall. Very stable aircraft..
@@russlorenzski7919 that's ridiculous that someone could become a CFI without spin training!
In Canada, spin training is mandatory for your private certificate and is a part of the curriculum. I froze at the controls during my first spin. After that introduction and practicing spins, I became much more comfortable doing them. A properly rigged Cessna 150, given enough altitude, will recover from a spin on it's own with no input on the controls. That feature was also demonstrated during my training.
Agree. I got my ppl in Canada in the 70s and spins were taught and practiced regularly. I remember an article or two in Flying Magazine that spoke about pulling power and taking hands and feet off all controls as a viable method of spin recovery.
Same in Switzerland.
They used to be required for the private certificate in the US but eventually the numbers proved more people were killing themselves than learning from it so they removed the requirement
@@MadDragonify Same reason they removed reading, writing and arithmetic from public schools. To many student were killing themselves trying to learn such archaic technology.
This is why they switched to teaching LGBTQXYZ+++ and CRT. Much safer to study. (and highly usable in today's modern world I might add)
@@waywardspirit7898 what the hell are you on about?
The student's recovery was super quick though, fair play to him.
Two more spins and he would be in panic mode and be a fatality.
Had my initial spin accidentally when I had about 12 hours, flying with an instructor. After that we spent a bit of time doing spin entry and recovery and it really was beneficiary to me in giving me more confidence in myself. I cannot understand why they don't require spin training anymore. Learning what it actually feels like on entry cannot be taught verbally.
I would assume, as with everywhere else, it has at least something to do with so-called "Affirmative Action".
Do they not teach spins any more? That’s a shame. It was one of my favourite things 😄
@@Solitude11-11 Its not a requirement, there's arguments both for and against it that make sense. Training has moved more away from spin recovery, to learning the early signs of a spin and preventing it. Of course, no one in a normal situation intentionally spins an aircraft so learning recovery is still important in my opinion.
@@JoshuaPlays99 I agree…if you miss the early signs or react incorrectly and haven’t experienced a spin, it will likely end badly. It gave me a lot of confidence to lose the fear and know I could recover, when I was learning.
Spin training tended to kill people.
My second flight was nothing but stall after stall for an hour. Getting into or out of stalls for me is no different than any other maneuver like just doing a regular turn. Later, took intermediate aerobatics. All above truly makes a good pilot. I highly recommend it.
I love spins! I too put the plane in a spin during a power on stall with the instructor in the back. He was an aerobatic guy and we were in an aerobatic plane. He just said "well, just figure it out". Later while actually learning aerobatics nailing the spin exit on heading is satisfying! Getting comfortable with them means you can spot the incipient spin and stop it before it fully develops! Great advice.
My instructor did spins with me as well and it made a huge difference. I believe that it should be part of pilot training, not just talking about them!!!!!
I believe there was a noticable decrease in total accidents related to spins after the FAA removed spins as a required part of training (I'm too lazy to search up a source for that but I'm extremely certain that's true). I do agree that experiencing it is a good idea but introducing it to a student pilot is probably not the best idea. Probably something to try after having a bit more time behind the controls and a few extra sessions of ground/self study.
I agree on new students but my instructor did spins with me at the end of my training to get the real feeling of one.
@@TheFormerTeam the reason the spin accident decreased is because they started teaching stalls and stall recognition instead. Stay out of stalls you avoid spinning in almost all cases. But that doesn’t mean that training spins in addition to stalls would cause spin accidents to go back up. It wouldn’t. The problem before was teaching spins instead of stalls.
@@srcastic8764 I did both, stalls then spins. I loved it and it gave me so much confidence.
Great review Jason. As a CFI myself, the Lindbergh technique is excellent way to see what is going on with yaw. I have incorporated it into training with my students for stalls and landing. Thank you sir!
Thanks Brian! 🙌🏻
I went to an aerobatic instructor for my spin training and it was so worth doing. It also led to more areobatic lessons and that was a ton of fun too. But seeing a spin for the first time in a lesson with an instructor is by far better than getting into one without expecting it.
I'll never forget my second day of spin training when I was getting my tailwheel endorsement from West Valley Flying Club. After getting the Citabria into a fully developed spin, my recovery control inputs were correct but I was a little too firm with breaking the stall with the elevator and we experienced a brief moment of zero G. My instructor barked "WHAT THE HELL ARE YOU DOING?!" as his pen flew by my left ear. "Breaking the stall... " I answered sheepishly. The remainder of the recovery was fine; he had no further comment and the rest of the lesson went well. But I'll never forget that brief moment... gives me a wry smile every time I think of it.
I was out doing work experience when I was a teenager at an aircraft school. Went on a flight with a couple of instructors and I was sitting in the back. They decided it would be funny to trick the work experience kid by deliberately suddenly diving the plane. Floated up out of my seat for a few seconds. Was actually pretty fun! 😂😂😂
😂
Jason,
What I love about your videos is that they help all pilots. From student pilots to CFI, you have a great way of giving information that is applicable to all and FREE to boot! You're the CFI I aspire to be.
Thanks Erica! 🙌🏻
It would be absolute insanity for a solo student to practice power on stalls without first having a modicum of spin recovery training. It's just begging for a fatal accident.
Will never forget when my instructor went to show me how to do a crossed controlled stall and accidentally put the plane into an incipient spin. He caught so much flak from another instructor who was also out and saw the whole thing. 😂 In the end, we ended up spending the lesson deliberately putting the plane into spins and he taught me how to recover. Best lesson I ever had and although I haven’t flown in 20 years, I could still easily recover a spin.
Seeing this makes me greatly appreciate the training I had for stalls and circuit emergencies, mostly from ex airforce pilots who explained in depth the things that affect stalls and the way it is recovered even talking about spins and wing drop in stalls before it was even required and I won’t forget forcing a powered stall as long as possible just to see wing drop and then realising how effective “catching” the drop with a bit of rudder is! Good instruction and understanding of unusual situations early on makes you so much more confident!
I was terrified of loss of control until I took aerobatics lessons. Spins rolls loops inverted flight, was such a confidence booster!
I am a CFII with about 40 years of teaching, and I found your video to be excellent, and I've shared it with a couple of my students.
I use the same technique as you do for recognizing and controlling the yawing in a full power stall (ie, looking out the side window). However, I have a second technique that I have found just as useful. I show the student how to use a cloud in the sky above as a reference point. You have the student take his hands off the yoke and sit on them, and keep the nose of the plane pointed at a particular cloud with the rudder alone. I hold ailerons neutral while also pulling the pitch up to a full stall attitude and hold it there. After a few minutes doing this, and a few incipient spin entries, the student learns to dance on the rudders and keep the nose from yawing to the left. Then I give him back the yoke, and have him do the exercise himself and make sure he understands to immediately cut the power if the wing falls off steeply and the nose heads to the ground. After one lesson, the student loses any fear of stalls and knows how to recover instinctively from an inadvertent stall/spin.
Incidentally, this is also a very good exercise for general rudder training, especially for xw landing training.
My instructor had an entire day of spinning... we purposefully got into spins over and over several for about an hour. Was fun.
And it saved my life later on when I was solo practicing up for the exam ride.
I did the same, absolutely loved it. Never had to put it into practice as a life saver though! But I do think if you do a lot of spin and stall practice you will react correctly, whereas no amount of talking about it prepares you for what it feels like the first time it happens.
This is really great advice. I've done all of my primary flight training in Citabrias so spins and spin recovery have always been part of the syllabus, but even getting in and out of incipient spins repeatedly can really take a lot of the fear out of power-on stalls, and I think fear is the primary factor which contributes to the pro-spin aileron inputs. It's one thing to look at this on the ground and have your brain say "I would never add drag to the wing that is more stalled" but take that same brain and inject a substantial amount of adrenaline into the mix and your brain is going to instinctively do exactly what it has learned to do in a car - "Aieeee! Bad thing happening! Steer away from the danger!" Practicing both incipient spins and partial power falling-leaf stalls (with enough altitude below you) are great ways to teach your brain that the rudder alone is capable of leveling the wings (or keeping them level) even if you just let go of the yoke / stick and use trim to keep the aircraft in the stall.
As a Brit, born and bred, I was posted to the U.S. in the capacity of a European certified DPE for the grant of European commercial and Class Ratings. Whilst there an FAA CFI introduced me to power on stalls. These are not a manoeuvres taught, or practised in Europe to my knowledge. My principle take away was that sending a solo low hour student to practice such a manoeuvre without spin recovery training in something like a PA-38 would be a very risky proposition.
When doing my Canadian PPL many years ago we did a significant amount of spin training, and even did a bunch under the hood as part of our unusual attitudes training. My instructor would have me look down to my lap with the hood on, put the plane into a spin or spiral, then have me look to the instruments to identify what was happening and correct it. It blows me away that spins aren’t in the FAA curriculum as I personally think it was one of the most valuable things we went through.
Yes, I'm a Canadian too and entering and recovering from a spin must be demonstrated as part of the standard PPL curriculum as is demonstrating recovery from a spiral dive (not entering the spiral - instructor must initiate). Interesting the differences in how the FAA and Transport Canada approach these disciplines. Clearly the FAA has determined that the risk of this training outweighs the benefits and who am I to argue as they would obviously have the data to back up that decision. Personally, I am grateful for having experienced this training as I think there is real value in actually 'doing' rather than being told 'what you are supposed to do'. Nothing substitutes for real-world experience.
The examiner had me do a full power climb to the right (C-150). When it finally stalled, the snap into the spin was better than most rides at the amusement park. We spun what seemed to be a minute before he told me to recover.
Great explaining - easily understandable. I took my PPL, CPL II and full IFR in 1973 - 1976 in Germany. Of course I had to do some stall recovery but never has anyone explained it so clearly. Great work!
I did my private pilot training in Canada, and here they have you do full spins over and over again as a student pilot. I can't imagine having to deal with a spin for real, never having actually recovered from one. Talking about how to recover is just not the same as actually doing it, and doesn't really help the anxiety that a student pilot can have about spins. Actually doing them is a desensitization process, and does alleviate a lot of concern about how you will react if it ever happens to you. When spin recovery is second nature, you likely won't waste any time dealing with it if it ever happens. And if it happens as many spins do turning onto final, reacting quickly could make a big difference to the final outcome.
having done spin training and being required to demonstrate competence in spin recovery from a fully developed spin before I was allowed to go solo I fully agree with you
Spin training saved my life during a poorly coordinated turn in a pusher ultralight. I was completely surprised by the break, and as I entered what I imagined after was a flat spin because the nose had not dropped, I initially thought an aileron cable had broken. As I was fairly close to the trees, I had no time to waste and knew the spin had to be stopped. My spin training got me out of it just before I hit the trees.
So do you support spin training or not . The comments indicate that those who actually spun an aircraft during training were very happy they had the training . Talking avoidence is great if it's followed with HANDS ON EXPERIENCE.
@@russlorenzski7919 What I get from the comment is he was happy. He also is able to post a comment.
Did this once almost same exact thing back in the 80s. Recovery brought back memories. Later in training had some spin training as well. Thankful.
Great video. You did an excellent job explaining the dynamics of what happened, and I love the way you teach spins.
I learned to fly back in the mid 70s and into the early 80s. I never learned the incipient spin, but we did full spin training in a 150. That was something my CFI, who was also my father, insisted we learn. Besides that, it was FUN to spin the airplane! I even got a 150 into an inverted spin (accidentally) one time.
He had two other students one day, both of them flying club 150s in the pattern at a controlled airport. There was one plane on downwind, my father and one of the students right behind them, and the other student, flying solo, in trail to the other two aircraft. The solo student was catching up to those ahead and the tower asked him to slow the airplane down. What he SHOULD have done was to request a 360, but instead, had approach flaps down and pulled the power back and pulled the nose up. He stalled the aircraft, and it entered into a spin. This was at pattern altitude. He was able to recover the aircraft and get it back under control and to climb back up. He had already done his spin training.
So, it's easy to see what happened in hind sight and to find a different course of action, but several factors play in here. The first is inexperience. We all learn from our mistakes, if they don't kill us, but we have to make those mistakes first. In this case, when I talked to the student later on, his basic response to why he did what he did was 'That's what the tower asked for.' We need to be reminded that WE are the ones who are in control of the airplane and there are certain situations where we need to say 'I'm sorry, I can't do that, can we do something else?' So, the second factor is allowing someone else, in this case, ATC or the Tower, to dictate to us what we need to do. The final factor that I want to discuss is 'training.' If he had NOT had the training, how would the outcome have been? Eight hundred feet is not a lot of time to react. But, he HAD been trained on how to handle the situation. What he needed to develop was more awareness of what would lead up to the stall/spin in the first place and how multiple factors can come together to lead you into a situation that you don't want to be in, and didn't expect to be in, even under 'ideal' conditions.
@@charlessmotherson2131 while I am no longer current and haven't flown in years, most airplanes today are not certified for intentional spins. So, you will need to find a school that had airplanes that are certified for it, as well as instructors who are comfortable in it. I would do an internet search for "Upset Training" and view the schools that are available for specific, specialized training.
Fantastic. Well explained and demonstrated!
Respect for your due dilligence and care!
I love this video. We trained in 172's and clearly weren't allowed to do spins. They tell you how to recover but you never do it. When I got my PPL I immediately went to another instructor whom had a Super Decathalon and got spin training. As we all know you shouldn't ever get into this situation but if you do I believe actual experience vs an instructor telling you how to recover is worth it's weight in gold. JMO
Yep, I am going to take a few spin training flight with a spin training instructor.
Why were you not allowed to do spins in a 172? In most 172's that I now about if the CG and weight are correct it is within the utility category which means it can do spins. When I did spin training we did it in a number of different aircraft including super decathlons, and Cessna 172's.
I remember my instructor talking me through a power on stall in a way that would result in a spin (without warning me). I told him "I read the book, I know what is about to happen." I wasn't expecting how fast it happened. The sound of the gyro going crazy still stands out in my mind.
You can only imagine what would happen if you were IFR.
@@rinzler9775 Nothing? Look at the AH, level ailerons, apply rudder. You can train IFR stalls and spin in VMC
@@cap5856 You dont even need any instruments, just going by the feel of the rudder pedals. One will feel a lot more resistant than the other, push that one.
@@rykehuss3435 that is a horrible idea in imc dude
@@andrew3084 What is?
Grateful to you Jason!
You are saving lives here, thank you.
So ... In 1975 (got my private ticket in El Paso, TX) my CFI wanted to practice power-on stalls, which I was not afraid of since I practiced stalls and cross-wind landings regularly. My technique was to initially start a departure stall simulating a takeoff scenario but to reduce to the power once a significant AOA was reached. My CFI insisted on a full power configuration. OK ... let's do it "your way". In a 1964 Cessna 150 with no engine modifications, we were almost vertical and the plane wouldn't stall. He says "put in a little left aileron". As soon as I put in left aileron, the upwind wing stalled, she flipped on her back and into a nearly vertical dive. Instinctively, I reduced power, made certain the wings were level, applied power and initiated a climb to a horizontal attitude. I never said a word ... but that was the last time we practiced full power departure stalls. I got my ticket from the infamous Larry Bartlett, who was the most feared check ride examiner in West Texas (he was actually a very nice man and we got along well).
You were not almost vertical in a 150 with 2 souls onboard and it wouldn’t stall.C’mon man.
@@AAAskeet agreed. I fly a Cirrus SR22T using full power to stall. Guess what? You got it, the pitch stays under 30º before the stall breaks. Power-on stalls in piston singles should almost always be accomplished using full power, or METO if that is warranted.
I did this recently while solo training. I immediately went on-line to figure out why I just scared the hell out of myself. I found this video and am smarter now than before. Thanks a ton, and keep positing these videos. You might be saving lives. God Bless.
What a great presentation! Many thanks!
Thank you, this is the best spin video that I have ever seen.
Love these videos!! Especially as a new pilot!!
Superb CFI! Thanks for the video.
Excellent practical advice as usual. Last time I practiced this with my instructor I was so embarrassed that it took me so many goes to stop using aileron when the wing started dropping! It is just such a natural thing to do. After about 4 goes I was at last using rudder instead of aileron! Now I practice regularly in my home Sim. Cheers.
Yep, I am a student pilot and I will sit on my hands to keep them off that yoke. Ha HA
Excellent tutorial! This is going to save some lives! Thanks for sharing! Sharing is caring!
No matter how many times you memorize PARE, nothing compares to when you're ass-backward, hanging from the ceiling, and spinning in circles. I just got my Spin Endorsement for CFI and although I can't say it was fun, it was definitely educational. So glad this pilot kept his cool and initiated a proper recovery.
What does PARE mean...?
Power,Aileron,rudder, but what's the E?
@@samuelpolden5207 E is for elevator, Jason covers the stages of spin recovery at 02:50
Not fun, I couldn’t get enough 😂
Awesome explanation. Not a flyer but I have seen this discussed before and I think your explanation was much better done and even makes sense to me.
Fantastic discussion- thank you!
Great class, thank you Jason.
Love this kind of videos. Short, concise.
Best lesson on spin avoidance and recovery I’ve ever seen!
We did a lot of spin training while learning to glide. The club would insist on regular spin training after you were qualified, it didn't matter who you were. Muscle memory is way better than thinking to yourself, hmm I'm heading for the ground like an auger, I wonder what I need to do.
The dangerous part of spins is the disorientation.
Thanks for posting this, very useful!
Outstanding tutorial!!!
Great job, Jason. I felt my instructors were letting me down by sending me out to practise spins where a novice can easily get themselves into trouble with aileron, so I asked one to show me spins (& rolls) in an aerobatic trainer. Having this under the belt and read advice on it, our bacon was saved one day taking off in a Piper Warrior into rotors caused by strong winds over a pine plantation, by using rudder not aileron to raise falling wing.
Well explained and demonstrated. Thank you.
Excellent analysis
Great command and great presence. Style was conducive to learning. Nice :)
4:03 Correct verbal response
The one thing I was ever truly good at during my piloting days was using the rudder. I once got complimented on a flight review ride about my stability at MCA. I wasn't at all great at every other aspect of flying but at least I had that going for me. Thanks for showing this. I've glad that this wasn't a video recovered from a crashed plane or anything like that.
lol... was flying recreational 20 years ago and never got more clear explanation of a spin than the one when you start the video. You got my attention.
Thanks for this tip!
I'm glad you cut this student some slack. It's a natural reaction to use opposite ailerons but he was pretty quick to neutralize and use rudder. I actually thought it was pretty good. He lost some altitude but it he had some to lose. And I'm sure he's a lot better now. Good educational video. Thanks for the post.
One of the things I love about having done my training in Canada - spin training is just another part of the curriculum
I've never been a fan of procrastination & being reactive but I am a huge fan of being preemptive & proactive. This was a great preemptive video for those pilots that will take it serious and become proactive before they find themselves unprepared in an actual spin situation.
Im a Student pilot
Last Saturday was my first lesson on stalls, I fly a c152. Every flaps down power on stall would result in one wing stalling before the other.
Awesome video. Thanks. Watching from Australia mate.
Very informative! As a new student in a 172 I will be learning power on and off stalls soon. Great content!
🙏🏻🙌🏻
i feel like this is my best aviation channel, thank you for the amazing content
Thanks for letting us know as that would have been one of my nightmares, but doing just a couple of movements and you’re out is great to know :) x
Awesome Rey informative.
Love your videos!. Do you use right rudder if you are spinning left?
Not a pilot but flying video junkie:)
thanks
Hello Jason this is great knowledge gap material.. Developing reflexes on what to with the controls starts academically then practicing until the student pilot can functionally make the inputs to control the airplane, again you've created some excellent content.. how do you help students work through the challenges of the fear of falling from the sky sensation?
My spin training (in the UK) was a highlight of the PPL. As well as multiple spins with the traditional recovery we did a demo where we just chopped the power and centralized all the controls, the aircraft happily recovered itself.
We also did a simulated base to final stall, getting slow, pulling to make an overshot centre line and then trying to pick up the breaking wing with aileron. That was a real eye opener.
Not heard it called the Lindbergh reference over here, damn good name for it though!
Also had this happen to me solo in the practice area 😅 I had had some wing drops before and even afterwards but nothing was as scary as the spin I went into accidentally while practicing stalls! It was probably the quickest spin recovery I ever did, I’m so glad it was taught before they sent me out solo. I was in a valley too so I felt close to the ground, definitely not a fun moment, considering I find spins fun, when they’re controlled! Took a few times to understand with my instructor that my aileron movements were causing the spin to happen. This video really makes it clearer!
Great words. Aside, my favorite place to give classroom instruction- my camper.
Just stumbled across the Channel and I was impressed with the content and its accuracy. I learned to fly in the early 70's and to this day I can remember the stall/spin sessions i received. Your comment about seeking out a spin instructor is something with which I HIGHLY concur! No matter what license you hold, including student, it can save your life and that of your passengers. I did two sessions, one with a CFI who did acrobatics and another who flew F-104's -- the f-104 guy and I were upside down and/or spinning most of the time and I vomited with him -- but the training was priceless. The other CFI told me to just let go of EVERYTHING and the plane will recover on its own, and then he demonstrated it -- we were in a C152. What say you on that approach to recovery?
Years and years ago, when I settled in with the plane I eventually got my SEL rating, this plane was hard to spin and I was happy with its characteristics. I flew the Piper family of Cherokees, Warriors and Archers. I loved this plane. On a side note, while with an instructor practicing 'Power On Stalls', I inadvertanly spun the Cessna 150(first time in a spin) and recovered by letting go of the controls and this stopped what I was doing wrong real quick. OHHH...I did pull power. I figured, gravity had enough pull on this plane to get me to the ground...It's didn't need the engine's help what-so-ever. Second side note...my instructor was yelling 'Right Rudder - Right Rudder' which I now know why. Ohhh the fun days of learning to fly.
I received my private pilot license training in early 70s. Instructor taught full stall/spin recovery. From then on, whenever I went out to fly solo, I would always do a couple of spins just for fun.
My instructor had us do incipient spins. Vital and important experience. Glad we did it.
Very important video..many thanks
Good stuff! Thanks!
Great information. Love having everything broken down to simple English :)
Very useful and interesting video - thanks for the great content
My examiner had me set up a stall to demonstrate that I could perform a proper recovery. I asked if he'd be testing spin recovery and he assured me that he wouldn't because it was considered too dangerous. As soon as I stalled the plane the examiner shoved the right rudder pedal and put the aircraft into a full spin. I recovered well enough, but the thing I remember best was a huge sadistic grin on the face of that normally very stoic examiner.
During my training, spin recovery was something that not a lot of CFI´s would teach, plus not all our aircraft were certified for it, so I kind off finished my training being afraid of spins. After my CPL, IR and MEP, i got my aerobatics license and I have to say, you learn a lot from it, I think is a great way of getting a deeper knowledge.
I’m training for my CPL/fATPL and they now have spin recovery in the curriculum out in Phoenix, AZ 👍🏼
Good into. I did power on a spin in a 172 with an instructor. It wakes you up! Glad that we did it. Then later I HAD to do spin training when I got my Glider certification. I eventually opted out of flying as it got too expensive for me and I wasn’t doing it enough to feel safe. Had I continued, I definitely planed to take some aerobatic training mainly for safety and experience.
I learned you fly at Phoenix Sky Harbor in a 1:52. They put us through full spin training we had to be able to get into at least two turns and recover. The more it turns faster it starts to spin. I was always uncomfortable after a couple of turns but man even to this day and it’s been 30 years while I was watching your video I was yelling at the guy let go with the yolk and get on the rudder. Of course pulling the power out. Great video thank you
He lived, ergo good save. I also spun a 152 inadvertently about 25 years ago as a low time pilot practicing power on stalls. Also lived 🙂
How to recover from a spin in a C152
1. Let go of the yoke.
2. Cover your eyes and scream, "I'm gonna die!!!"
3. Open your eyes and see that the C-152 has recovered all by itself.
2:32 The aileron that is down to wrongly pick up the wing, increases the angle of attack and deepens the stall of that wing tip. It's not the drag of the aileron, it's the increased angle of attack. Minor point, but an important building block. Great video. These videos save lives, thanks for all the effort.
I used to jump out of aircraft for a living. It's so strange how perspective works, and it works through experience and education. I have very little experience flying planes and basic knowledge of flight. So I'm way more comfortable under parachute. With that said, I really enjoyed this as I didnt even think about the engine factoring into a spin. Very cool.
I wish I had an instructor like Jason. Best ever
😊🙏🏻🙌🏻
This guy seamlessly and adroitly transitions from "content" to "shilling for sponsors" and back again. Just incredible! Well done.
Watching this and thinking back to my first CFI in the late 80s in a 152. Each time we’d practice stalls (power on & off) at the break the left wing would drop a bit. We’d roll wings level, lower the nose slightly, and fly out of it. He never once said anything about incipient spins, rudder, nothing. My next CFI recovered at the buffet, and would freak out if I tried to fly it into the break. He was the first one to mention that when the wing dropped, it was trying to spin. At some point I switched FBOs, and after lots of Cessna time (152 & 172), had to choose between a Tomahawk and Warrior. I recall asking the CFI if what I’d heard about the Tomahawk’s stall characteristics was true. He immediately responded “we don’t stall it.” I went with the Warrior.
Amazing how few pilots have a working understanding of aerodynamics. It is also unimaginable to me to see the student crank over the ailerons.
Just because you don't have any yaw motion, you absolutely still can end up in a spin if you have an uneven wing stall caused by uneven AOA at each wing caused by aileron used to control roll in a stall.... Which is exactly what happens when you try to hold the wings level with the ailerons while a stall is beginning to separate the air flow above the wings. As you attempt to control the roll/ wing drop with the ailerons, you are causing one wing to exceed the critical AOA at the outer portion of the wing while the other wing is still flying. This causes a spin entry caused by significantly uneven lift. I've seen this thousands of times from pilots practicing power on stalls. The ailerons actually roll the aircraft opposite in a stall... Try it. You can roll left with right stick in a hard buffet/stall and vise versa. Pilots need to stop correcting the roll in a stall with aileron use. If you're starting to get a roll in a stall you should immediately reduce the angle of attack before you mess with the ailerons. If you want to keep the aircraft in a stall because you're doing aerobatics but you want to control the roll/wing drop, you can actually use the rudder while keeping the ailerons neutral.
Great video! Decades ago in a 152, with about 30 hrs of training, during a POS, I somehow pitched left and entered in what I believe was a spin. As I was in the plane by myself and had no spin training other than what I'd read/learned in ground school, best I could comprehend in the heat of the moment was a thought that said, "ya gotta go down before you can come back up." So I yelled, out loud, "NO" and pushed the yoke in quickly until I heard it slam into the dash (my visual reference was distorted and I had some vertigo from the quick pitch to the left) and started to pull back on the yoke. I could immediately feel the pressure in the yoke and soon my visual reference cleared and I saw dirt as the nose of the plane pulled up into blue sky. I claim it was a miracle as my wife was 5 mo. pregnant at the time with my first child. Looked at the altimeter and saw that I'd lost 600 ft or 100 ft more than the allowed recovery altitude which put me about 1100 ft AGL. Had some a near death event on my motorcycle a few years ago and came out of that as clean as the airplane event. 3 strikes and your out? Don't know but I just feel "that day" is predetermined and will happen when it's time. Could be while walking on ice, climbing stairs, in a car, or just the body wears out. Glad to still be here. Not flying anymore, but still looking for that thrill. Have skydiving on my bucket list yet.
I'm deeply thankful to my flight instructor for showing me what it the "spin" in real life. We lost so much altitude in so short period of time that I realized "spin in the pattern is a one way ticket with no exceptions"
So glad here in Canada spins are part of training. Anxious to do them first but glad after I did. Really great part of training.
Great content cheers
I did spins as part of my training. The Instrustor demoed them first and we did 3 full spins in a 172. Afterward I initiated the spins and recovery in both power on and power off stalls. It was a non event at that point. Spiral dives also were simple to exit once you recognize you are in a dive and not a spin. Again a non event once you know what to expect. At a later time when we practiced them again it was easy to exit it. A very good lesson to have.
Great recovery!
Right?
Just watched this video. And this this FIRST TIME that I have ever simply been explained what the PARE acronym represents, not just means. That the power to idle is to break the left pull. THANK YOU FOR THE SIMPLE EXPLANATION!!! I am a PPL holder and this makes those lessons make so much more sense.