DylanAviation

I recently received the following email. I think it is a great question. You can decide about my answer.

Jim, I just read this article on spins: www.aopa.org/training/articles/2010/100603spins.html?WT.adv=adv1
Not sure if you had a chance to read it, but I found it very interesting that he advocates a four step recovery. His process includes neutralizing rudder and stick, but does not call for full outside rudder as I have always read. As someone who has never even been in a spin, but has read about them, everything I have read seems to be different than what this article says. I thought I’d ask you what your take on it was?

Glad you asked John, actually I was live in the audience at Sun n Fun to hear Bill Finagin make his presentation on Spinning a Pitts. I really enjoyed Bill's presentation, and it made perfect sense to me.

First, if Bill Finagin says so, you should believe it. He showed film that supported his opinion and let the "evidence" speak for itself. I think his primary purpose was to explain how "good pilots" continue to spin Pitts airplanes into the ground. His proven recovery technique is presented as a failsafe method to recover a Pitts from a fully developed spin. (note - developed spin in a Pitts.) The challenge of recovering from a fully developed spin is the high energy developed by the spinning airplane and the probability of pilot disorientation, particularly in a Pitts where the difference between an upright and inverted spin might not be apparent.

An airplane spins because the wing stalls and then the airplane yaws. All airplanes have different spin and recovery characteristics, and every spin in a given airplane can be different. Spin recovery procedure must stop the yaw and reduce the angle of attack to un-stall the wing. Generally spin recovery experts agree
• the first step is to get the power off.
• The pilot must unload the elevator (neutral stick position).
• Rudder controls yaw, and hence rudder opposite to the direction of spin will stop the rotation.

Before spinning any aircraft, read the POH and get instruction from an instructor experienced in spin and upset recovery.

Bill emphasizes the importance of yaw during a spin, and suggests the misuse of rudder can be problematic during recovery from a developed spin.
• Out spin rudder for an upright spin is in spin rudder for the inverted spin.
• Failure to release rudder can induce a secondary spin.
I think Bill’s experience suggests the proposition that I often espouse. The pilot should allow the airplane to correct its attitude and fly – hence, Bill Finagin suggests the best practice to recover from a high energy, fully developed spin in a Pitts is to get the power off and unload - move elevator, ailerons and rudder to neutral. His experience in a Pitts is testimony that the procedure works.

I think the established procedure of power off, neutral ailerons, opposite rudder and neutral elevator is still good advise for the typical general aviation pilot. A pilot that enters an inadvertent spin needs to recognize the spin immediately and recover as quickly as possible. In practice the use of “opposite rudder” will promote the application of “top rudder” which is important in restoring the wings level attitude after the spin has been stopped.