BFTS JP Syllabus
Gentleman Aviator
And not just QFIs! To redress the balance, I can remember verbatim the entire debrief of one of my sorties on the Whirlwind at Valley - chasing drums around Holyhead harbour whilst in manual throttle. 
I admit it wasn't very good at all and (fortunately!) helped guarantee that my future career was on SH!
After the silent walk in from the aircraft (never a good sign), QHI takes me into small debriefing cubicle - about the size of a Photo-booth. He: tall and thin. Me: well, neither.
QHI: "Well - it wasn't bad enough to chop you! ....... (dramatic pause) ...... it wasn't even quite bad enough to re-fly the trip ........... (further dramatic pause) .........but it was f
in' awful!"
End of debrief - he then carried on to brief and authorise the solo trip (no manual throttle on solos!)
I admit it wasn't very good at all and (fortunately!) helped guarantee that my future career was on SH!
After the silent walk in from the aircraft (never a good sign), QHI takes me into small debriefing cubicle - about the size of a Photo-booth. He: tall and thin. Me: well, neither.
QHI: "Well - it wasn't bad enough to chop you! ....... (dramatic pause) ...... it wasn't even quite bad enough to re-fly the trip ........... (further dramatic pause) .........but it was f
in' awful!"End of debrief - he then carried on to brief and authorise the solo trip (no manual throttle on solos!)
Instructional Technique
We were doing spinning in a JP4. The first action for spin recovery was to check the turn needle before applying opposite rudder (copes with the inverted spin case). On the fifth very good recovery when the student had yet again not done that, I leant over, and jabbing the T&S at every word said "Look at the f***ing turn needle" At this point the glass broke jamming the needle hard over. He never forgot again. Not an approved CFS IT method.
Avoid imitations
Join Date: Nov 2000
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Surely the first action for spin recovery was to close the throttle?
Spin recovery
Early spinning was done from a stall with the throttle closed. Only later would one spin by pulling hard into the buffet in a steep turn or loop when it could flick any way into a partial control spin.
Quite a few JPs were lost spinning.
Incidentally the same student was flying with another instructor when the solution to non recovery was found. They spun down from 25000 taking all the appropriate actions and were still spinning at 3000. As the instructor tried to get in a Mayday call to say the were ejecting it finally recovered. A/C was taken to Hunting who fitted a spin chute and had to use it on the first test flight. Problem was assymetric fuel in tips.
Quite a few JPs were lost spinning.
Incidentally the same student was flying with another instructor when the solution to non recovery was found. They spun down from 25000 taking all the appropriate actions and were still spinning at 3000. As the instructor tried to get in a Mayday call to say the were ejecting it finally recovered. A/C was taken to Hunting who fitted a spin chute and had to use it on the first test flight. Problem was assymetric fuel in tips.
Avoid imitations
Join Date: Nov 2000
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Don't you know how high you are?
Which is why the first action was:
"Check Height"
Closely followed by: "Check Throttle closed".
I once got myself into an inadvertant prolonged spin as a JP3 student (in retrospect probably a flick into an inverted spin at full throttle), from a cocked up vertical aerobatic manoeuvre. This was followed by "some confusion" on my part because recovery from that hadn't been shown to me. I then further cocked things up by forgetting to centralise the rudder when the now erect spin stopped, so it spun the other way. I bust the abandonment height by quite a lot (the latter was 5,000 feet... I think, but it's been 35 years since). I do know I got down to well below 2,000 feet and only noticed / thought about it as I climbed back up through it.
I was told in my debrief that I should have pulled the Y&B handle at 5,000 feet. Last thing on my mind, TBH.
Ref the commment in a previous post re the student not checking direction of spin before recovery. I remember this happening to me on a 30 hr check at Acklington in 63 - when the instructor banged the T&S the glass broke and the instrument flew apart, but I don't think I was also the student in a spin from 25k. Therefore this type of breakage must have happened more than once. Still it was difficult to carry out the check for direction when you had put it into the spin in the first place, and your left/right foot was extended in the direction of the spin. Eventually we (students) learnt to say the words but as an basic instructor today, I wonder how many students really look to see which way the aircraft is spinning before applying opposite rudder.
