FLIGHT INSTRUCTOR REACTS to STUDENT Pilot Accidentally Spinning a Cessna During Stall Practice 

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.

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 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.

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.

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.

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.

The student's recovery was super quick though, fair play to him.

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'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.

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.

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 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.

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.

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.

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!

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.

Great video. You did an excellent job explaining the dynamics of what happened, and I love the way you teach spins.

I was terrified of loss of control until I took aerobatics lessons. Spins rolls loops inverted flight, was such a confidence booster!

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!

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.

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.

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.

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.

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

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.

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).

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.

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.

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.

Excellent tutorial! This is going to save some lives! Thanks for sharing! Sharing is caring!

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.

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.

Thank you, this is the best spin video that I have ever seen.

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.

Fantastic. Well explained and demonstrated!

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.

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.

Great class, thank you Jason.

Respect for your due dilligence and care!

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.

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.

Superb CFI! Thanks for the video.

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.

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.

Grateful to you Jason!

Love these videos!! Especially as a new pilot!!

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

Very informative! As a new student in a 172 I will be learning power on and off stalls soon. Great content!

What a great presentation! Many thanks!

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.

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'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.

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.

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!

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

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.

You are saving lives here, thank you.

Well explained and demonstrated. Thank you.

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.

Great command and great presence. Style was conducive to learning. Nice :)

Best lesson on spin avoidance and recovery I’ve ever seen!

As a Canadian Pilot - Spin training is part of the PPL course and test. It's just a 'normal' part of learning to fly. My Plane C-FMVU has been out of service for 7 months for a full resto-mod, and on the first test flight last week my AME (Aircraft Maintenance Engineer) who was PIC for the test flight; put it into a spin as one of the check boxes. (I wasn't expecting it - but loved every second of it)

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.

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?

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.

One of the things I love about having done my training in Canada - spin training is just another part of the curriculum

Thanks for posting this, very useful!

Fantastic discussion- thank you!

i feel like this is my best aviation channel, thank you for the amazing content

My instructor had us do incipient spins. Vital and important experience. Glad we did it.

Great words. Aside, my favorite place to give classroom instruction- my camper.

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.

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?

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!

I've gotten an incipient spin in my Musketeer while practicing power on stalls. Intentional spins were banned in an AD issued in the early '70s (74-23-09). I see why. On my last flight review (in a Cherokee) the instructor casually told me "Show me a spin". I had done my PPL spins in a Cherokee but it requires aggressive control inputs to get one to spin. This was a turning point in flght training. A plane can do this. And *I* can make it do it!

This guy seamlessly and adroitly transitions from "content" to "shilling for sponsors" and back again. Just incredible! Well done.

Happened to me on my 2nd solo flight. Went out to practice various maneuvers including stalls. Started a departure (full power) stall and everything seem normal until I started a spin. I was a bit of a mess as I immediately went back to the airport to discuss 'what happened'. He explained it to me and in this case I initiated a secondary stall by pulling back on the yoke again before stall recovery. Later lessons did involve intentional spins and recovery with an instructor. Cessna 150, and was told all I had to do was just let go of the controls and it would correct itself with this aircraft. lol

I started flight training when I was very young. Maybe 17?. We did a spin in a 150. Scared the crap out of me and I never flew again until I was much older. I've been flying since the lat 70's, and I must admit, power on stalls still make me nervous. This is the best explanation of what is happening in a spin, how to prevent it, and what to do about it does develop. Also, using the Lindbergh reference has improved my landings enormously! Thank you so much!

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.

Been there, done that. I also agree that all student pilots should get spin training. Excellent video!

Used to spin to stay in a small strip of airspace at 500' /turn in a 8KCAB to then enter Class c KSNA to land saving a bunch of time. Also was an emergency backup if getting caught over a new overcast (knowing the tops of course). Very stable and predictable in a VFR only plane. My favorite maneuver of all time was the split-s though.

I requested a full spin in a 172 w/my instructor. Wanted to see first hand the experience. It's a major pucker factor the first time one is looking straight down at the ground! Did everything right and came out fine. I recently bought a 1946 Ercoupe (with pedals added by previous owner) so no longer worried in this "spin proof" airplane, but now I'm prepared if it ever should happen. I've also done a lot of chair flying repetition of the 4 steps to resume normal flight. Practice. Practice. Practice.

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.

Great video and points, and I love your example of the feet-on-floor power-on stall demonstration. I use the same and have for quite some time! Allow me to attempt to improve the effect of your lesson a step further. At 4:20 you mentioned four points to stop the spin from occurring from that faulty (but intentionally so) power-on stall technique. I can boil it down to just one. Pitch. If there is no stall, there is no spin. In that power-on stall demonstration technique I only break it with pitch in my demonstration. Pitch is *key* to recovering not just from a stall but also in avoiding an inadvertent spin. Adding in the other three steps are certainly proper technique and must be taught but I feel by stressing the importance of pitching forward for recovery follows the law of primacy by strengthening the student’s reaction to best avoid the spin. Once the student demonstrates they can successfully recover the feet-flat-on-floor power-on stall with pitch alone we add the other steps in but occasionally return to the ‘pitch-only’ recovery.

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.

Great information. Love having everything broken down to simple English :)

Thanks for this tip!

Early 50s when I started taking dual, common training aircraft in those days were Piper J-3, Aeronca Champ, Aeronca Chief, Taylorcraft - Spin and stall recovery was taught very early in the initial training cycle - ( 1st hour I logged with Walter Thielmann, Governor's Airpark, Matteson, Ilinois - 1953) Those airplanes, unlike many of today's trainers, were not placarded prohibiting intentional stalls and spins. Spin recovery lots of fun in those days - Just don't let one sneak up on you when you're turning final.

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.

I spinned the blazes out of my students. Heavy training on rudder control. Ball centered. Accelerated stalls a good one, for rolling them into a spin. Cheers.. CFI 38 yrs.

In the late '70s I was working on my certificate out practicing stalls and recovery solo out of Reid Hillview in east San Jose, CA. I was doing a power on stall and clearly did not have enough right rudder. As the stall was commencing I added full power, which with the lack of right rudder caused an immediate spin and flip. Shocked, I let go of the yoke and let out a yell. WHAAAA!! Now pitched nearly straight down I could hear the engine racing so I pulled the power back to idle. Regaining my composure (a little) I grabbed the yoke and pulled back to get back to straight and level then added power. It was all reflexive but it worked. Shaking, I limped back to the airport, landed uneventfully and once secured found my instructor to get a debrief. While it was a scary experience at the time it was encouraging that my natural response was the right one. Just glad I had plenty of altitude.

My primary fixed wing training was in the Piper PA-38-112 Tomahawk and my instructor and flight examiner were terrified of both power-on and power-off spins. I only received spin recovery training _after_ I got my fixed wing rating by going out with an instructor in an Aerospatiale Rallye 150ST.

Shortly after I soloed in 1972 (5 hrs TT) my instructor took me out the the practice area in the C 150 to introduce me to stalls. We did a few incipient stalls then he said I am going to show you a full stall and spin. We did several full stalls and spins with three rotations before recovery. My instructor told me you knew you entered the stall/spin correctly if no gravel flew up to the ceiling when you entered the spin. After that I would go out to the practice area and I practiced full stalls and spins with 3 rotations regularly by myself. I thought that was what was part of the private pilot training. When it came time for my flight test, the CFI doing the test asked me to to a stall. So I did! Full stall with three rotations as I was trained to do. After recovery, he just looked at me didn't say anything and we finished the test which I passed. It was only later that I found out that the test only required stall with incipient spin. Needless to say I have not done it since.

Awesome Rey informative.

Great lesson. I really learned something. I’m not flying yet but hopefully in the next 12 months. But that was great to watch and learn.

First power on stall I did I accidentally spun a few times....I had been so distracted by the stall that I forgot to keep my right rudder input... Lesson learned! Thanks for the video!

When I did my CFI training we did partial panel fully developed spins under the hood. You learned what feet and hands are supposed to do.

I wish I had an instructor like Jason. Best ever