Intentional spin entry should have a clean stall, which in most types is achieved by reducing airspeed and maintaining a nose up attitude of at least 14 degrees. At lower nose attitudes the stall will be less pronounced and the aircraft may need to be forced into the spin
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As the aircraft enters the stall the nose will drop, at which point full back stick and full rudder should be applied in the intended direction of the spin. Typically the aircraft will assume a nose low attitude, as the incipient phase is passed and the spin fully develops. Throughout the spin full back stick with
aileron neutral must be held (some specific types may also need aileron), to maintain the wings in a stalled condition.
The horizon will be moving in the direction opposite to the direction of the spin, and it is important to be aware of this, particularly where the entry is inadvertent and hence not planned. The direction of the spin is of critical importance in determining the required input to recover the spin.
Recovery is initiated by applying rudder opposite to the direction of the spin, to slow and eventually arrest the rotation. When the yaw rate has dropped or stopped, backpressure should be eased off to unstall the wing, while neutralising the rudder. As the wing unstalls the aircraft will typically assume a near vertical nose down attitude, and speed will rapidly build up if this attitude is maintained. Therefore it is necessary to pull out of the dive, and it is important to apply the right amount of backpressure to prevent the wing from stalling again, but also to ensure that Vne is not reached during the recovery. Once the elevator is applied to the recovery, power can be applied to enhance the effectiveness of the tail controls and effect lesser height loss.
KW
