Thanks for that great summary! Timestamps for your 4 stall-spin scenarios: 6:03 During engine failure: Attempting to stretch glide & stalling uncoordinated. 6:57 During departure: Attempting to correct yaw due to (unintentional) pitching up and full power with opposite aileron & stalling uncoordinated. 7:26 During go-around: Attempting to correct yaw due to pitching up and applying full power with opposite aileron & stalling uncoordinated. 8:11 During base to final turn: Attempting to increase turn rate by excess rudder & stalling uncoordinated due to skidding turn.
8:15 "The most popular inadvertent spin results from overshooting base to final." 🤣 interesting choice of words. Great video and great understanding of the material. Thank you for putting it together.
This was a very good instruction with the exception of why we pull the power to idle. It’s actually because the horizontal stabilizer is producing a downward component of lift. If we had the throttle full it would accelerate air flow around the fuselage and over the HS and the nose would want to pitch up, which would worsen this situation.
Perhaps so but also consider that the torque effect of the prop may be what got the aircraft to break in one direction or the other. Coming back to idle takes that out of the equation. Air Force folks--remember the T-37 spin recovery procedure?
You can turn an aircraft with the rudder.its a good way to turn you just use a bit of opposite aileron, the opposite aileron keeps the wings level and the induced drag turns the plane, but even without the ailerons the plane will turn and the reason it turns is because the outside wing starts to travel faster and the airflow increases on that wing lifting it to create a co-ordinated turn.
the incorrect application of ailerons can cause a spin, the incipient spin can occur at stall speed by application the ailerons, this will drop the wing you would be expecting to lift, at any speed above stall speed that wing would normally lift.
She mentioned this when she talked about “ailerons neutral” in the recovery, otherwise it’ll make your spin worse. So from what she explained, incorrect ailerons don’t cause a spin, but will make it worse once in a spin.
hi i will suggest to divide the video in playlist according the subject treated so it will be easy to find the video regarding that particolar subject :)) tnx
The different between aircraft in relation spins is dramatic, I fly RC and I can tell you there are planes that wont spin like the Corby Starlet which will not spin, I have flow my 1/4 scale Corby Starlet for hundreds of hours and have tried to make it spin by it wont do it, on the other hand I have a 1/5 scale Piper Cub the will drop into a spin easy as pie, just pull the nose up, kick the rudder and away she goes, and it will spin like a top, but come down quite slowly because of its light wing loading, I think the aspect ratio and positioning of the tail feathers are all relevant factors when it come to spin characteristics.
2nd senario at take/off or departure: - 7:03 "...so if it pitches up and yaws to the left and you didn't control that it would go right into a spin and there's no time to recover." That scenario scares me the most as in here due to a failure to perform an adequate pre-flight inspection by a superb aviator. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-CsP9dwkHzbY.html
I’m pretty sure that the angle of attack would be less at the wing tips so the inner wing would stall first so your lift reduces but the wing tips wouldn’t be in as deep as a stall so you still have a bit of control over then. Please correct if wrong
I haven't gotten into spin training yet. By opposite rudder, so they mean against the relative wind or in the opposite direction of the spin? For example, if my airplane starts spinning to the left (counterclockwise), which rudder pedal should I use?
No, both are stalled. One is in greater stall then the other, none are producing lift. Quoted: In a spin, both wings are in a stalled condition but one wing will be in a deeper stall than the other. The drag is greater on the more deeply stalled wing causing the aircraft to autorotate (yaw) toward that wing. Spins are characterised by high angle of attack, low airspeed and high rate of descent.
