spinnaphobia
Guest
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I found that one of the best ways to teach stalls to stall-nervous students was to demonstrate a gentle stall & recovery - usually clean & as benign as I could make it. In & out of it with no fuss.
When it came to teaching the student to recognise & recover, I'd extend the the entry time by using judicious use of a smallpower to reduce the deceleration & give sufficient time for the student to recognise the various signs of an impending, then an actual stall.
I wouldn't rush the recovery, just get them to concentrate on using rudder alone to control the yaw by focusing on an external aim point and using whatever rudder was necessary to keep themselves pointing at the aim point.
Depending on the student, I would even maintain elevator input myself (with them on the rudder alone) until he/she was comfortable in his/her heading control. If necessary I'd repeat this exercise until it was natural for them to use rudder & not aileron.
After that I'd get them to slowly lower the nose until the signs of a stall recovery were evident.
Later refinements on their basic technique was the inclusion of power, faster response, configuration changes & accelerated conditions.
Before spinning I'd get them to do a number of stalls up to accelerated, wing drop sorts as well as unusual attitude recovery. This to remove some of the unfamiliar/fear of the unknown when it comes to less 'normal' attitudes & 'g'
After that the spin itself isn't quite so dramatic.
When it came to teaching the student to recognise & recover, I'd extend the the entry time by using judicious use of a smallpower to reduce the deceleration & give sufficient time for the student to recognise the various signs of an impending, then an actual stall.
I wouldn't rush the recovery, just get them to concentrate on using rudder alone to control the yaw by focusing on an external aim point and using whatever rudder was necessary to keep themselves pointing at the aim point.
Depending on the student, I would even maintain elevator input myself (with them on the rudder alone) until he/she was comfortable in his/her heading control. If necessary I'd repeat this exercise until it was natural for them to use rudder & not aileron.
After that I'd get them to slowly lower the nose until the signs of a stall recovery were evident.
Later refinements on their basic technique was the inclusion of power, faster response, configuration changes & accelerated conditions.
Before spinning I'd get them to do a number of stalls up to accelerated, wing drop sorts as well as unusual attitude recovery. This to remove some of the unfamiliar/fear of the unknown when it comes to less 'normal' attitudes & 'g'
After that the spin itself isn't quite so dramatic.
Guest
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Another option is to have a go at some aerobatics first, that is to say get someone to fly you some gentle loops and rolls etc. In many ways they are less 'attention getting' than spinning and you will get used to unusual attitudes (i.e. being upside down) before you get onto spinning, the entries to which, particularly, can be very disorientating to the uninitiated. And before others comment, I am not talking about getting taught aeros before spinning, only experiencing them. Besides which, aerobatics are the best thing you can do in an aircraft (on your own anyway).
Cheers DB6
Cheers DB6
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Tinstaafl
There has to be a first time for everything and this is the first occasion I have found myself at odds with one of your posts. The stick is the right way to control the rate of speed reduction in a stall.
I suspect your comments hark back to the common tendency to feel one has to control flightpath during a stall. This is not so. Control of rate of change of angle of attack is what matters which is why the flight path should be ignored. If the stick is used to control speed (AOA) you can pause the process for instructional reasons (all the good ones you mention) at any point in the process.
Don't get me wrong, I agree totally with your objectives - just differ on how they are best achieved
Regards
JF
<font face="Verdana, Arial, Helvetica" size="2">When it came to teaching the student to recognise & recover, I'd extend the the entry time by using judicious use of a smallpower to reduce the deceleration & give sufficient time for the student to recognise the various signs of an impending, then an actual stall.</font>
I suspect your comments hark back to the common tendency to feel one has to control flightpath during a stall. This is not so. Control of rate of change of angle of attack is what matters which is why the flight path should be ignored. If the stick is used to control speed (AOA) you can pause the process for instructional reasons (all the good ones you mention) at any point in the process.
Don't get me wrong, I agree totally with your objectives - just differ on how they are best achieved
Regards
JF
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The idea is that you DO NOT pick up the wing until AFTER you have carried out the stall recovery:-
rudder to prevent FURTHER wing drop.
C.C. forward to unstall the aircraft
FULL power (can be done at the same time as nose down)
WHEN recovered and sufficient speed, roll wings level and pitch up.
rudder to prevent FURTHER wing drop.
C.C. forward to unstall the aircraft
FULL power (can be done at the same time as nose down)
WHEN recovered and sufficient speed, roll wings level and pitch up.
Guest
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One thing you have to remember is that most training aircraft are designed to be spin resistant and will not stay in a spin once entered unless full pro-spin controls maintained. The C152 is a good example in case. Even with full pro spin controls it will tend to enter a spiral dive.
It's natural to be anxious, but remebering this fact should help.
It's natural to be anxious, but remebering this fact should help.
Guest
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Hi John,
Quite true, but unfortunately I never had the joy of plenty of vertical airspace in which to operate.
Only way I could see to minimise height loss and control the rate of development was to use a trickle of power.
I'd always close the throttle as the stall occurred. Didn't want any complications to screw up my 'perfectly executed demo'.
Quite true, but unfortunately I never had the joy of plenty of vertical airspace in which to operate.
Only way I could see to minimise height loss and control the rate of development was to use a trickle of power.
I'd always close the throttle as the stall occurred. Didn't want any complications to screw up my 'perfectly executed demo'.
Guest
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Some very interesting points here - and many thanks for JF's sage points.
BUT - please remember that there is no such thing as a 'STANDARD' spin recovery! TPs will have investigated the behaviour of aeroplanes as they depart from controlled flight and will have evolved the recovery technique appropriate to an individual aeroplane type. The sequence of recovery is crucial - wrongly timed or hesitant recoveries can prove fatal. JF is totally correct - rudder is merely used to PREVENT yaw at the stall; some aircraft will suffer from wing drop at the stall, but rudder inputs should NEVER be used to prevent this. Whereas there is never a 'Standard Spin Recovery', there most certainly IS a 'Standard Stall Recovery'! Keeping the ball in the middle, it is invariably full-power-and-control-column-centrally-forward-until-the-stall-identification-ceases, then hold that attitude, then roll wings level, then recover from the descent.
But to acclimatise nervous students to stalling, spinning and aerobatics, first assess WHY they're nervous. Then develop their experience of unusual attitudes by calmly demonstrating the odd steep turn, glide descent with full flap or whatever.
There was a guy on the UAS where I once taught who would chunder for England at the drop of a hat. I took him up and found that he was just so desperately scared of screwing up that he was getting himself into a helluva state. So we went chasing trains, bouncing his mates and generally hooting and roaring and he discovered that flying a military aircraft was FUN!!. Beforehand he'd flown with a miserable old $od who would tell him off for turning on the battery master with the wrong finger! Next trip we did a couple of gentle aeros (lazy barrel rolls) and flew close to - but not beyond - the stall. He got more confident and went solo OK, then he conquered his anxiety and went on to spinning and aeros quite happily!!
[This message has been edited by BEagle (edited 23 June 2001).]
BUT - please remember that there is no such thing as a 'STANDARD' spin recovery! TPs will have investigated the behaviour of aeroplanes as they depart from controlled flight and will have evolved the recovery technique appropriate to an individual aeroplane type. The sequence of recovery is crucial - wrongly timed or hesitant recoveries can prove fatal. JF is totally correct - rudder is merely used to PREVENT yaw at the stall; some aircraft will suffer from wing drop at the stall, but rudder inputs should NEVER be used to prevent this. Whereas there is never a 'Standard Spin Recovery', there most certainly IS a 'Standard Stall Recovery'! Keeping the ball in the middle, it is invariably full-power-and-control-column-centrally-forward-until-the-stall-identification-ceases, then hold that attitude, then roll wings level, then recover from the descent.
But to acclimatise nervous students to stalling, spinning and aerobatics, first assess WHY they're nervous. Then develop their experience of unusual attitudes by calmly demonstrating the odd steep turn, glide descent with full flap or whatever.
There was a guy on the UAS where I once taught who would chunder for England at the drop of a hat. I took him up and found that he was just so desperately scared of screwing up that he was getting himself into a helluva state. So we went chasing trains, bouncing his mates and generally hooting and roaring and he discovered that flying a military aircraft was FUN!!. Beforehand he'd flown with a miserable old $od who would tell him off for turning on the battery master with the wrong finger! Next trip we did a couple of gentle aeros (lazy barrel rolls) and flew close to - but not beyond - the stall. He got more confident and went solo OK, then he conquered his anxiety and went on to spinning and aeros quite happily!!
[This message has been edited by BEagle (edited 23 June 2001).]
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Hi everyone
Well between us we seem to have got the basics about stalling fairly well discussed. Good here isn’t it?
To revert to the original topic, I’m sure that developing total confidence in one’s ability to stall and recover (in all sorts of configurations and conditions) is the best basis from which to tackle spinning.
Time for bed
JF
PS How nice to see a thread that did not turn into an exercise about who can pass water over the highest wall.
Well between us we seem to have got the basics about stalling fairly well discussed. Good here isn’t it?
To revert to the original topic, I’m sure that developing total confidence in one’s ability to stall and recover (in all sorts of configurations and conditions) is the best basis from which to tackle spinning.
Time for bed
JF
PS How nice to see a thread that did not turn into an exercise about who can pass water over the highest wall.
Guest
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" he was just so desperately scared of screwing up that he was getting himself into a helluva state. ."
I think that's exactly my problem, BEagle. Which is not to say everyone's comments and advice on the whole stall/spin technique on here haven't been extremely helpful, and much more clearly and concisely put than in most of the books..
I'll report back as soon as my gut has caught up with my Trevor Thom.
Thanks to all.
JS
I think that's exactly my problem, BEagle. Which is not to say everyone's comments and advice on the whole stall/spin technique on here haven't been extremely helpful, and much more clearly and concisely put than in most of the books..
I'll report back as soon as my gut has caught up with my Trevor Thom.
Thanks to all.
JS
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Interesting to note the differences in opinions stated in this thread. Or should I say the lack of standardisation.... I hope that tose who expressed opinions in this thread are Flying Instructors, and not crew-room or back-yard experts. Remember that the aircraft type will behave differently in the stall and / or spin. Follow the approved Flight Manual/Operations Manual.
If you are nervous - tell your instructor. One who is worth his [her] salt will acknowledge the incompatability in the cockpit and get you one who is more compatable. If they disagree - go to a different training organisation.
We were all nervous once, but after numerous supervised and solo stalls and spins, confidnece in one's own ability will prevail - Remember the exercise is about recognising symptoms approaching and during the stall / spin and applying the correct technique to prevent it developing [recovery in theincipient phase] or recovery [for the case of fully developed].
The domestics of the exercise should not be the focus of the brief, activity or the de-brief, as is the case according to some instructors I have met in my time.
Please do not forget the all important LOOKOUT!!!!
Guest
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Best of luck, Jungley. But although most aircraft probably need quite positive spin entry control inputs to make them spin predictably, once you're used to the world being somewhere other than under your feet, it'll seem quite straightforward.
I'm not sure which type of aircraft you're training on; if it's capable of aerobatics as I assume it is, a few gentle wing overs followed by a gentle barrel roll should acclimatise you to the sensation of 'where has the world gone'. There will be no high 'g' forces or rapid rates of change of 'g'; in a spin sensations are different, but if you've had calm and considerate introduction to aeros, you'll find spinning just another part of flying.
If you have a RAF QFI, he/she will have had to demonstrate the 'fully developed spin off manoeuvre' during the CFS course. But you shouldn't get anything more than the 'normal' spin to start with. In the Bulldog, after finishing HASELLs we would just select idle power, decelerate whilst describing what to look for, then at the appropriate speed apply full aft control column and full rudder. Round she would go, a little bit of waffling about as the aerodynamic and inertial forces decided between themselves who was boss. then she would just twiddle round quite calmly until the recovery. That was almost by numbers; having checked throttle closed, ailerons neutral and direction of turn, we applied 'Full-(opposite)-rudder-and-control-column-centrally-forward-until-the-spin-stops' at about the same rate as it takes to say that out loud. There would be a bit of waffling about as the aerodynamic forces overcame the inertial ones, then it was just a question of easing out of the descent until the pitch attitude required was reached, then sorting the aircraft out back to the heading/height/speed required, re-trimming and debriefing after a good look-out.
Surprising as it may seem, spinning was one of the things that most students found relatively easy to manage (once inital trepidation had been overcome) as there was no finesse - they just had to do one standard set of actions for entry, maintenance and recovery. You can do it too mate!!
I'm not sure which type of aircraft you're training on; if it's capable of aerobatics as I assume it is, a few gentle wing overs followed by a gentle barrel roll should acclimatise you to the sensation of 'where has the world gone'. There will be no high 'g' forces or rapid rates of change of 'g'; in a spin sensations are different, but if you've had calm and considerate introduction to aeros, you'll find spinning just another part of flying.
If you have a RAF QFI, he/she will have had to demonstrate the 'fully developed spin off manoeuvre' during the CFS course. But you shouldn't get anything more than the 'normal' spin to start with. In the Bulldog, after finishing HASELLs we would just select idle power, decelerate whilst describing what to look for, then at the appropriate speed apply full aft control column and full rudder. Round she would go, a little bit of waffling about as the aerodynamic and inertial forces decided between themselves who was boss. then she would just twiddle round quite calmly until the recovery. That was almost by numbers; having checked throttle closed, ailerons neutral and direction of turn, we applied 'Full-(opposite)-rudder-and-control-column-centrally-forward-until-the-spin-stops' at about the same rate as it takes to say that out loud. There would be a bit of waffling about as the aerodynamic forces overcame the inertial ones, then it was just a question of easing out of the descent until the pitch attitude required was reached, then sorting the aircraft out back to the heading/height/speed required, re-trimming and debriefing after a good look-out.
Surprising as it may seem, spinning was one of the things that most students found relatively easy to manage (once inital trepidation had been overcome) as there was no finesse - they just had to do one standard set of actions for entry, maintenance and recovery. You can do it too mate!!
Guest
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I found that one way to get a student to relax in a spin was to do some 5 - 6 turn spins with them tasked with another task like counting the rotations out aloud and perhaps verbal height checks every 500'.
This act of performing a mundane repetitive task in a high stress situation would rapidly lead to a de-stresing of the situation. After a few sessions they could enter, maintain and exit their own spins without a bead of sweat.
After all - the actual control actions are simple.
WWW
This act of performing a mundane repetitive task in a high stress situation would rapidly lead to a de-stresing of the situation. After a few sessions they could enter, maintain and exit their own spins without a bead of sweat.
After all - the actual control actions are simple.
WWW
Guest
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So we have 2 mutually exclusive opinions about spin recovery. Beagler - thought you were leaving ;-) proposes the classic throttle closed, elevators neutral, full opposite rudder recovery I was taught. John Farley on the other hand insists you have to apply full opposite rudder first (this is new to me). But which is correct?
And Beagler you also state "some aircraft will suffer from wing drop at the stall, but rudder inputs should NEVER be used to prevent this". Does this mean that rudder should not be used to pick up a wing which drops in the stall, such as a typical PA38 stall? Because that is exactly what I did under guidance from my instructor recently in the PA38 check-out during multiple stalls.
As a lowish hours PPL this stuff is of prime importance in case of unintended (it could never be otherwise!) spin. I read John Farley's piece with great interest, but if I suddenly find myself going down and around and pass rapidly through the inverted, what do I do. I can't afford a mistake. The books say push to reduce angle of attack (even if inverted). But John says pull if inverted (what if around 90 degrees?). I only have a turn co-ordinator and balance indicator, and not the fool-proof turn indicator (I presume you mean the needle which points left or right?). Could I afford to trust the symbolic aeroplane tilting towards L or R in an extremely unusual and unexpected attitude. I don't have long to go - what do I do?
And Beagler you also state "some aircraft will suffer from wing drop at the stall, but rudder inputs should NEVER be used to prevent this". Does this mean that rudder should not be used to pick up a wing which drops in the stall, such as a typical PA38 stall? Because that is exactly what I did under guidance from my instructor recently in the PA38 check-out during multiple stalls.
As a lowish hours PPL this stuff is of prime importance in case of unintended (it could never be otherwise!) spin. I read John Farley's piece with great interest, but if I suddenly find myself going down and around and pass rapidly through the inverted, what do I do. I can't afford a mistake. The books say push to reduce angle of attack (even if inverted). But John says pull if inverted (what if around 90 degrees?). I only have a turn co-ordinator and balance indicator, and not the fool-proof turn indicator (I presume you mean the needle which points left or right?). Could I afford to trust the symbolic aeroplane tilting towards L or R in an extremely unusual and unexpected attitude. I don't have long to go - what do I do?
Guest
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I think it has already been mentioned that the spin recovery technique is not the same for all types. The two aircraft types I instructed on in the RAF had different recovery techniques. Read the manual and know your aircraft's recommended recovery actions.
But in most aircraft, in the onset of a spin (incipient stage) which can be recognised as buffet with UNDEMANDED roll, centralising the controls and closing the throttle should work.
And as for picking up dropping wing with rudder - NO! What your instructor should have said was 'prevent yaw with rudder'. Large rudder inputs at the buffet are asking for a spin to start. The time to level the wings are when they are completely unstalled, i.e. when all the buffet has gone, even if one wing has droppped significantly.
[This message has been edited by Dan Winterland (edited 24 June 2001).]
But in most aircraft, in the onset of a spin (incipient stage) which can be recognised as buffet with UNDEMANDED roll, centralising the controls and closing the throttle should work.
And as for picking up dropping wing with rudder - NO! What your instructor should have said was 'prevent yaw with rudder'. Large rudder inputs at the buffet are asking for a spin to start. The time to level the wings are when they are completely unstalled, i.e. when all the buffet has gone, even if one wing has droppped significantly.
[This message has been edited by Dan Winterland (edited 24 June 2001).]
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WWW, you must be a brave man!!
I recently had a discussion with my CFI about spinning. (He started flying with Wilbur and Orville so I trust his opinion!) He related to me what happened at the last instructor seminar he attended.
A gentleman from the CAA asked how many people taught spinning despite it no longer being mandatory. Most people put their hands up. He then asked how many people recovered after 2 turns. Most kept their hands up. Then how many kept it in for 3 turns. Fewer people responded this time. Finally he asked how many kept it in for more than 3 turns. A die-hard few kept their hands up. At this He said "Well you lot are all test pilots, The CAA only certifies upto 3 turns, no more." Cue much coughing and shuffling of feet.
Just enjoy the spinning Jungly, the sense of achievement after going through something so (initially) terrifying is fantastic, you hopefully will realise that spinning is actually quite fun. I remember being a sweating wreck before my first spin now I actually look forward to doing it. (Well it's alot more fun than teaching Effects of Controls part 1!!)
I recently had a discussion with my CFI about spinning. (He started flying with Wilbur and Orville so I trust his opinion!) He related to me what happened at the last instructor seminar he attended.
A gentleman from the CAA asked how many people taught spinning despite it no longer being mandatory. Most people put their hands up. He then asked how many people recovered after 2 turns. Most kept their hands up. Then how many kept it in for 3 turns. Fewer people responded this time. Finally he asked how many kept it in for more than 3 turns. A die-hard few kept their hands up. At this He said "Well you lot are all test pilots, The CAA only certifies upto 3 turns, no more." Cue much coughing and shuffling of feet.
Just enjoy the spinning Jungly, the sense of achievement after going through something so (initially) terrifying is fantastic, you hopefully will realise that spinning is actually quite fun. I remember being a sweating wreck before my first spin now I actually look forward to doing it. (Well it's alot more fun than teaching Effects of Controls part 1!!)
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Jolly Tall
I was taught almost the same as you except for one notable exception, which was raised by John Farley and relates to the application of rudder before elevator.
Imagine an aeroplane in a spinning attitude and take a mental snapshot of it from the side. Mines a C152, nose down pretty convincingly (about 45deg in my mind) and yawing and rolling and my one is stabilised in pitch cause I'm not smart enough to imagine too much.
The relative airflow superimposed onto the picture is about 10deg forward of vertical, going up. Now zoom in on the tail section.
With the c/c forward, the elevator blankets the airflow from reaching most of the rudder, only a little bit right at the bottom is actually effective to stop the rotation of the spin. This as we know is an important part of the recovery as we need to get the RAF straight on to the airframe as much as possible.
If however you hold the c/c back, the elevator is up. This allows the air to cover a greater portion of the rudder, so it is more effective and we can stop the rotation quicker, therefore recovering quicker.
I remember trying this in the C152 I was doing my aerobatics rating in and either way it tended to recover pretty well straight away, although there was about a quarter turn more if I did elevator first. The manual for the C152 says full opposite rudder, PAUSE (it is actually emphasised in the book), THEN check forward.
Then I started flying the Tiger Moth, tried the same thing, with an instructor of course, and it didn't stop within another 3/4 of turn
so I hauled the stick back to uncover the rudder and hey presto, the rotation stopped 1/4 turn later, check forward and away we go again. The flight manual says
Section Three: Emergency Procedures.
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So you figure out how to best recover in the type you are in, or you don't bother learning from your own mistakes and you learn from ours or others'. Note, the principles described above apply to aircraft with low tailpanes/elevators, not to Traumahawks, Seminoles (you weren't actually spinning them were you JF?, just stalling?) or Galaxies, BAe146s etc. Although they would be spectacular to watch. From a distance.
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Confident, cocky, lazy, dead.
I was taught almost the same as you except for one notable exception, which was raised by John Farley and relates to the application of rudder before elevator.
Imagine an aeroplane in a spinning attitude and take a mental snapshot of it from the side. Mines a C152, nose down pretty convincingly (about 45deg in my mind) and yawing and rolling and my one is stabilised in pitch cause I'm not smart enough to imagine too much.
The relative airflow superimposed onto the picture is about 10deg forward of vertical, going up. Now zoom in on the tail section.
With the c/c forward, the elevator blankets the airflow from reaching most of the rudder, only a little bit right at the bottom is actually effective to stop the rotation of the spin. This as we know is an important part of the recovery as we need to get the RAF straight on to the airframe as much as possible.
If however you hold the c/c back, the elevator is up. This allows the air to cover a greater portion of the rudder, so it is more effective and we can stop the rotation quicker, therefore recovering quicker.
I remember trying this in the C152 I was doing my aerobatics rating in and either way it tended to recover pretty well straight away, although there was about a quarter turn more if I did elevator first. The manual for the C152 says full opposite rudder, PAUSE (it is actually emphasised in the book), THEN check forward.
Then I started flying the Tiger Moth, tried the same thing, with an instructor of course, and it didn't stop within another 3/4 of turn
so I hauled the stick back to uncover the rudder and hey presto, the rotation stopped 1/4 turn later, check forward and away we go again. The flight manual says Section Three: Emergency Procedures.
This page intentionally left blank.
So you figure out how to best recover in the type you are in, or you don't bother learning from your own mistakes and you learn from ours or others'. Note, the principles described above apply to aircraft with low tailpanes/elevators, not to Traumahawks, Seminoles (you weren't actually spinning them were you JF?, just stalling?) or Galaxies, BAe146s etc. Although they would be spectacular to watch. From a distance.
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Confident, cocky, lazy, dead.
Guest
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Say Again slowly - well I used to do more than 3 turn spins in Bulldogs but I take your point on CAA certification. Interestingly on my CAA FI course we spun PA38's for more than 3 turns which kind of suggested it was OK to me.
The type I referred to in my original post above is Italian and in Italian military service as a basic trainer. They certify it for unlimited spins. I *know* that it doesn't make any difference as it wore a G registration at the time BUT as *I* was signing people off for the type conversion *I* wanted to make sure they could handle its sprightly performance, highish performace wing, snappy stall and neutral spin characteristics.
The aeroplane could bite and for PPL's often with no more than 100hrs TT it was an enticing but potentially dangerous proposition after a diet of Warriors and C152's.
Indeed it once entered an inadvertent spin from a full flap power on stall exercise that I was demonstrating. This was diconcerting.
I was absolutley NOT happy to sign off a PPL on this aircraft when it had bitten me AND they had NEVER done a spin in their lives. It wasn't spin approved by the UK CAA.
So what would you have done? In the real world that is? Refused to sign people off for the aircraft - another FI would have done so. Sign them off without spinning it - I hate funerals.
WWW
The type I referred to in my original post above is Italian and in Italian military service as a basic trainer. They certify it for unlimited spins. I *know* that it doesn't make any difference as it wore a G registration at the time BUT as *I* was signing people off for the type conversion *I* wanted to make sure they could handle its sprightly performance, highish performace wing, snappy stall and neutral spin characteristics.
The aeroplane could bite and for PPL's often with no more than 100hrs TT it was an enticing but potentially dangerous proposition after a diet of Warriors and C152's.
Indeed it once entered an inadvertent spin from a full flap power on stall exercise that I was demonstrating. This was diconcerting.
I was absolutley NOT happy to sign off a PPL on this aircraft when it had bitten me AND they had NEVER done a spin in their lives. It wasn't spin approved by the UK CAA.
So what would you have done? In the real world that is? Refused to sign people off for the aircraft - another FI would have done so. Sign them off without spinning it - I hate funerals.
WWW
Guest
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I'm yet another sufferer of the dreaded "spinnophobia": as a result of a rather unnerving incident in the C152 (?) Aerobat my instructor and I span: it had a vicious left-handed tendency that the engineers couldn't resolve. I simply froze as the nose sliced through the horizon and the resulting view of the ground made me freeze. *Not* the best of reactions, I appreciate!
The funny thing is, I have no problem whatsoever with stalling, of any sort, or aeros (the wonders of aerobatting the Bulldog - ahh! the memories). But when it comes to the spin, I sh!t myself, liberall and in all directions.
I *really* do want to do some spins, if only so that I know I won't freeze in that one possible time it happens for real. But it can be really difficult to overcome a fear reaction like that. I'll have to try a Slingsby or summat, when I get the chance, civvie or otherwise.
Any advice, short of that already given?
-tacc
The funny thing is, I have no problem whatsoever with stalling, of any sort, or aeros (the wonders of aerobatting the Bulldog - ahh! the memories). But when it comes to the spin, I sh!t myself, liberall and in all directions.
I *really* do want to do some spins, if only so that I know I won't freeze in that one possible time it happens for real. But it can be really difficult to overcome a fear reaction like that. I'll have to try a Slingsby or summat, when I get the chance, civvie or otherwise.
Any advice, short of that already given?
-tacc