AGGRAVATED SPIN RECOVERY
DEMONSTRATION
It is important
to note that not all aircraft are recoverable from a spin. The vast
majority of large aircraft become inertially locked in a developed
spin and are unrecoverable without a drag chute or other test-flight
spin recovery devices (if recoverable at all). Although APS takes
you through all upsets, stall variations and spin conditions, the
focus of the program is to recognize and avoid these situations from
the beginning. In this case, the entire spin condition could have
been avoid had the initial stall been recovered from or avoided in
the first place. A single engine certified normal or utility
category aircraft must only demonstrate recoverability from a
one-turn spin. After that, all bets are off unless the aircraft is
approved for spins and loaded in accordance with the POH.
An aggravated upright spin is
an upright spin that does not have the controls in the
following conventional power-off upright spin positions:
-
Power - Idle
-
Controls (in an
upright spin to the left)
-
Ailerons - Neutral
-
Rudder - Full Left
-
Elevator - Full
Aft
This is the type of spin
condition that is typically taught during commercial FAA flight
training.
VIDEO DEMONSTRATION
DESCRIPTION:
In the aggravated spin recovery video
demonstration below, the controls are deflected as follows prior to
the spin recovery technique being applied:
-
Ailerons - Out-Spin (full
right aileron)
-
Elevator - Full
Forward
-
Power - Full (in a left
spin, with a right turning propeller, adding full power to the
developed spin will flatten the spin due to gyroscopic effect -
this means the nose will rise up towards the horizon)
This results in one of the
most severe upright accelerated flat spin conditions attainable in
an aircraft.
NOTE: In this particular
clip, Manfred (the APS Trainee), was concerned with hurting his back
so the recovery is limited to 2-G. Typically, when recovery is
initiated, the amount of G commanded will be the maximum available
within the operating envelope of the aircraft. This means the pilot
should command a G-loading to remain slightly below the lift-limit
of the aircraft (i.e. do not command sufficient after stick/yoke
movement to generate a secondary stall) up to maneuvering speed (Va)
and then, if applicable, not command a G-loading greater than the
Limit Load of the aircraft above Va if the airspeed is allowed to
increase beyond Va during the recovery phase. The aircraft type
typically simulated at APS is a normal category aircraft with a
positive G limitation of + 3.8 Gs.
The trainee in
this video has received 2-hours of ground instruction on spins and
spin recovery procedure prior to the in-flight demonstration. He has
also completed one hour of in-flight instruction on the practical
application of the Spin Recovery Procedure. The rate of delivery of
the recovery steps during the maneuver is the speed at which they
should be applied to effectively recover in this particular scenario
in the Extra 300L to minimize altitude loss.
LINK TO APS SPIN RECOVERY GUIDE
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