INADVERTENT SPIN RECOVERY GUIDE
Upright or Inverted
Consolidating, simplifying
and prioritizing the rudimentary spin recovery
actions yields the general, spin recovery procedure.
The preferred rudder-then-elevator sequence
is included as well. As listed, the procedure
is designed to achieve optimum anti-spin effect
and is consistent with recommendations based
on years of detailed spin research (the bold
quotations indicate the verbal statements required
during the actual recovery while airborne):
- “Power” – Idle
- “Ailerons” – Neutral (and Flaps
Up) – {when in doubt, Control Stick – “Release”}
- “Rudder” – Full Opposite
- “Elevator” – Through Neutral
HOLD THESE INPUTS UNTIL ROTATION
STOPS, THEN:
- “Rudder – Neutral”
- Elevator – “Recover” to Straight
and Level or a Climbing Attitude
The first letter in each of
the four primary recovery inputs spells out
the acronym, PARE (pronounced “pair”).
PARE is a convenient memory aid that points
the way to spin recovery. The PARE format mimics
the most docile spin configuration possible,
affording the greatest response to recovery
inputs. Errant control inputs that may aggravate
the spin are avoided in the process. As a mental
checklist, it forces you to focus on the appropriate
recovery actions. Calling each item out loud
also tends to reinforce the physical inputs.
The recovery process begins
at the nose of the airplane and systematically
moves aft to the tail. Perform the items in
the checklist sequentially. As soon as one item
is completed, the next one is initiated, and
so on until the primary controls have been positioned
according to PARE. The second step, Ailerons
– Neutral (and Flaps Up), prepares the wing
for Normal Flight. Rudder – Full Opposite means
“opposite to the direction of yaw,” using the
spin direction cues if necessary. Spin Direction
cues are as follows:
- “Turn Coordinator”: Step on the
high wing or opposite direction of the needle
– depending upon specific aircraft instrumentation
- “Go with the Flow” by Isolating
Visual Yaw: Change your field of vision
by sighting straight down the nose of the
airplane. This action isolates the yaw component
of the spin. Force yourself to look beyond
the nose, observing the ground movement
below; the ground will appear to “flow”
past the nose like water in a river. In
a left spin, for instance, the ground moves
in a blur to the right; so, step on the
right rudder for recovery
- “Heavy Rudder” sample the rudder
pedals, feeling for the one that offers
the most resistance. Press the heavier one
all the way to the control stop. Unless
you have a lot of experience spinning a
particular airplane, this technique may
be the most difficult of the three to implement
during an unintentional spin.
The crucial rudder-then-elevator
sequence appears twice; first to stop the spin,
then after rotation has ceased. Reversing the
order of these two inputs can aggravate the
situation dramatically. It’s also important
to exercise control over your elevator input
– when spinning stops, stop moving the elevator.
This summary details the physical
and verbal spin recovery procedure expected
during your spin training with APS Emergency
Maneuver Training. Refer to our site online
for more spin course information.
Techniques and considerations
listed on this page should not be interpreted
as over-riding or replacing recovery techniques
listed in your Aircraft Operating Instructions
(The above outline is paraphrased
in accordance with “Emergency Maneuver Training:
Controlling Your Airplane During a Crisis,”
by Rich Stowell)
APS's Training Recommendations:
What is your best defense in
aircraft unusual attitude or upset conditions?
- First, attempt to avoid conditions
that can induce unusual attitudes in
the first place. Steer clear of thunderstorms
and wake turbulence. Avoid IMC or flight
into low visibility conditions if not properly
certificated and trained. Avoid distractions.
- Second, get the proper training.
According to an article in AW&ST (May
8, 1995 issue): "Training should include
flights in aerobatic aircraft to practice
recovery techniques because no simulator
can model the disorientation of actually
being upside down... recurrent training
every two years, with time in an actual
aircraft, would be a good start." Regardless
of the aircraft that you fly, proper training
will enable you to learn to react decisively
in a high-pressure environment, and to learn
proper recovery techniques to avoid a "panic"
response that could worsen the situation.
- Contact an APS - Emergency Maneuver Training
representative. Certainly, we would
like to take this opportunity to recommend
our program at APS which offers three course layouts to choose from. Please
give us a call a 1-866-359-4273 and ask
to speak with a flight training specialist
or submit this online
form for more information today!
Get this training somewhere.
The life you save may be more than just your
own.
Join the APS Training Newsletter
"The
APS Emergency Maneuver Training program
is far more comprehensive than the
majority of 'other' courses offered
out there. In my opinion, the equipment
used by APS and the experience level
of its instructors are especially
well-suited to the corporate and airline
training market."
Rich
Stowell - NAFI Master CFI - Aerobatic
Author: Emergency Maneuver Training:
Controlling Your Airplane During a
Crisis |
|
|
