Why don’t American Pilots do Spin training?
ฝัง
- เผยแพร่เมื่อ 2 มี.ค. 2023
- First time Spinning melts an instrument rated commercial pilot’s mind :)
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In this episode, Jason shoots some great B-Roll of what was honestly not planned to be an episode. I took Chris (an American instrument rated commercial pilot) for his first exposure to Spins (and initial #Aerobatics ).
In Canada, our initial training covers spins (I actually did spins in a glider before going solo).
We captured some great stuff and decided to share from Chris’ point of view.
Jason does Digital Marketing for longtime supporters of the channel, Infinite Flight. He uses Infinite Flight and ForeFlight to brief trips like this one, especially when there will be a high workload into a new place. On this trip, we visited Sporty’s Pilot Shop to meet up with Jon Ostrower and Thomas and Dwight Nield of Yawman Flight. Yawman is coming to market this year with their gamepad specifically designed for flight simulators, the Arrow. The Yawman crew demoed the Arrow using Infinite Flight, X-Plane, and MSFS2020. Future episodes will cover the IFR #Flying to get there, and show more of the Yawman Arrow.
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FLIGHT CHOPS DISCLAIMER:
I am a "weekend warrior" private pilot, I fly for fun with no intentions of going commercial. I have had my PPL for over 15 years, but still consider each flight a learning experience - I generally take detailed notes after each flight to remind myself what went well or what I could do to improve.... Having GoPro cameras to record flights like this is invaluable. I find these self analysis videos very helpful in my constant quest to improve, and am happy to share. Feedback is invited; however, please keep it positive.
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My first spin was accidental, at 9 hours, on my second solo flight. I was practicing slow flight and next thing I knew I was looking at the ground. I was pulling back hard on the yoke (a C172) with nothing happening. A couple of months before, I had read a book entitled Stick and Rudder (1944) by Wolfgang Langewiesche that repeatedly hammered in the spin recovery sequence (PARE=Power off. Ailerons neutral. Opposite Rudder, Elevator forward). After 3 rotations, I remember thinking to myself, "I'm in a spin!" I pulled the power off and was literally standing on opposite rudder. I was still pulling back with all my might on the yoke when the plane stopped rotating. I was still in a stall and it took everything I had to overcome my pulling back on the controls. Once I did, I came out of the stall and I leveled off. It was only then I realized that I still had full flaps in. I cleaned up the plane and flew back to the airport. I told the FBO operator what had happened and he thought that I might have had a cross control accident. Personally, I think I didn't "step on the ball" and allowed the stall/spin to occur.
Why? Because the FAA saw that more people were dying in spin training accidents than in spins "in the wild". So they shifted from mandatory spin training to focusing on spin avoidance.
I've always had a phobia about falling so wasn't a fan of stalls, but after doing spins I felt like King Kong. It really improves your confidence knowing that it is something you have seen and gotten out of. After a while it's no big deal, at least in a single engine training a/c.
Im so grateful to my instructor who taught me spins in a Blanik Glider. I remember thermalling up to about 5500, and my instructor was like "Ok, so we discussed how to do these a few times, but im gonna do one first. Follow along." I was so confident, so ready... and then next thing I know im on a flying tilta-hurl spinning towards the ground. Turns out, you can say the F word all you want, it doesnt stop the rotation XD!!! After that he asked if I was ok.. I took a deep breath, and said "ok, yep, yep yepyepyepyepey, my turn, lets get it over with." --> One of the best skills I ever learned! really helps with slow flight stall recognition, and as a glider pilot its a great skill to know since we generally perform very tight, very slow air-speed turns when thermaling.
This was good. In a lot of spin training, the instructor pulls the nose way up and stomps on the rudder near the stall. This is not the spin that kills you. At altitude, I simulate getting slow on base because you're distracted by something on the runway. You get to the extended center line and you don't want to bank too steep because you're close to the ground so you 'help' the turn along by adding bottom rudder and.... over she goes. Then I say to the student "if we'd been at 400 feet, we be dead by now". Use your trim so you're less likely to change speed if you get distracted and always stay coordinated.
I did spin recovery training on my 4th flight. I was lucky in that my introduction to flying was in an old De Havilland Chipmunk with current or ex RAF pilots. I was in the Air Cadets in the 80's so when we were taught to fly it was more a lesson in how to handle an aircraft & it's systems, going straight through introductive 60degree turns into doing stalls and recoveries by the end of 1st flight. Aerobatics of increasing difficulties on the next 2, then the spins, all the time gaining instrument reading experience with the required eyes outside the cockpit workload. The best experience a young teenager could do legally is been thrown about in the sky with a parachute strapped to your backside. Then before my 17th birthday I did my glider solo, a 5 day intense tuition course that was significantly more classroom focused than fun but just as enjoyable, especially the bit where I was viewing an English Electric Lightning passing R-L below us
When I was going for my private pilots, I had about 12 hours. I was solo over the practice area of Broward County, out of North Perry. There was an area below that was the Sportatorium and there was a drag strip out there. I was practicing turning and departure stalls. I had read about spins and how to recover and decided I would never spin an aircraft so pass on and read about something else. Just as I was attempting a turning and departure stall, there was a race ready to begin of two rail dragsters. I was climbing to the right while I was watching the race to the left. I crossed controlled the plane into a spin. With 12 hours, this was a major emergency. Well, I pulled back on the power and stopped the rotation. Pulled out of the spin, leveled off, and uncontrollably shook for quite a while I flew back to North Perry Airport, picked up my instructor Jerry Shephard, and told him we were going up and spin the aircraft until I felt comfortable with it. That was many years ago but thank you Shephard Aviation for all you did for me.
Just finished my CPL Steve, had to do a bunch spins to get through that. I can recall taking people out in the 150 I rented years ago to do spins as a Private Pilot. They shouldn’t be scary, they should be understood and managed!
I did spin training for my private ticket in a 172 in the 80’s. I thought it was very valuable in taming the fear and showing how benign recovery would be at altitude. (And how it is so fatal close to the ground!). I would highly endorse it as part of primary flight training…
The paint scheme and graphics on your plane look so good. Seems to me, adding so many sponsor and brand style logos would be aesthetically risky but you (your designer) did an outstanding job with proportions and each location.
UK G.A doesn't generally do spin training for the same reason they don't in the states, however for UK Glider pilots spin training is mandatory, as the chances of spinning whilst in a tight thermal are high! My glider flying has served me well in my SEP flying, I highly recommend gliding training for all G.A pilots 👍
Received my SEL in 1985. My instructor was an advocate of “flying the airplane out of any unusual attitudes”. So, I took his loop, spin, roll add on training after my SEL check ride. Best training for new pilot. It gave me confidence and knowing what would happen if you are not paying attention…Great vid!
I'll echo what others have said and say that I'm really impressed with how attentive you were to your passenger. You explained everything really well can constantly asked for his feedback. I know you probably aren't headed down this career path, but you'd make a good instructor! Your love of flying and aerobatics is evident in the way you approach presenting new things to a passenger. It was also neat to see how totally comfortable and in control you were of the airplane and maneuvers. You've come a long way!
Back in the day, spin recovery was mandatory for every student pilot. The P factor at full throttle really ripped that 152 around. The satisfaction of losing less and less altitude with every attempt was very satisfying. Rudder is your friend. Thank you, Sawyer Aviation!
Spins are not fearsome, they are fun. Just don’t want to get into one turning base to final.
I understand not wanting a CFI who is not current in spins to do spin training but personally, I would get a CFI who IS current in spin recovery to do the training. In the late 70's, before I soloed, my CFI asked how I felt about doing spins and spin recovery. I told him I wanted to do this before I soloed. His comment was, "You are aware the FAA no longer requires it". I told him that maybe the FAA didn't require it but I did! Upon hearing that, this guy was like a kid in a candy store. It was, great, let's go! For the next hour+ all we did was spins and spin recovery. It was great training and I would do it again with a well qualified CFI. Was I comfortable with it? YES! Especially since my CFI was a current F4 pilot in the KNG so I knew he was not only current but very proficient with this aspect of flight training. With me, what really hit home with this training is how fast you can loose 900' altitude in a spin! You really don't have time to think about what to do if you screw up and get into a spin. You need to immediately recognize it to the point that reaction and recovery is an automatic response.
I was really impressed by how you instructed Chris, building from simple manoeuvrers that introduced G progressively to more challenging ones where ground and sky swapped places! By the time the spin was demonstrated, Chris will have been far more comfortable with unfamiliar situations and able to understand and get more benefit from the spin. A really excellent and helpful lesson, and very enjoyable to watch too!
Steve, Great episode. I got my license at Sporty's a few years ago. It was great seeing the home field. I know that practice area well, the Ohio River and the Lake there are very familiar. I know what you mean about being able to do an episode on just dealing with the traffic there. I thought nothing of there being 5 planes in the pattern. We'd often have to wait for 2 or 3 planes to land before we could take off. I remember one time I was doing pattern work and a helicopter crossed at midfield at 500 feet...below me, That was wild. You got very used to dealing, safely, with lots of traffic. My favorite story, though, is from then was my instructor and I were waiting for a plane to clear Runway 4 so we could take it and do a take off. The plane decided to use the whole runway which meant some extra waiting but we understood. Then the plane got on the radio and said "Clermont County Airport Traffic Advisory, there is a cat on the runway!" There was a slight pause and then someone got on frequency and said "Meow!" We just busted up laughing!
Steve, get yourself some ginger gum, made by Seaband. You'll find it where they sell motion sickness aids at the drugstore. Ginger will settle a motion induced nauseated stomach incredibly fast. It's amazing how quickly it takes the edge off after one too many maneuvers. It literally takes seconds once they swallow the ginger flavor in the gum. Bring it with you when taking others on the RV roller coaster ride. You'll still want to knock it off when they say "uncle", but it'll make the ride back to the airport much less anxious for everyone. Give it a try. Nice video by the way. I always try to talk people into upset training, with very poor follow through most times.
Thanks for your channel first of all. Im an avid fan. At WSMR (White Sands Missile Range) we had a small flying club. Our chief instructor was also a stunt pilot instructor, and whereas most flight schools did not encourage doing power on and power off stalls and spins, Wade did insist on this instruction. It didn't take long to learn actually, after of course the first few times where you over correct and spin in the opposite direction... and I was thankful for the instruction. Of course we always practiced at a safe altitude. After mastering spin recovery everything else was pretty much a piece of cake, in regards to flying. Flying C-150's and Piper Cubs didn't really give you many options, but Wade did wing overs and managed to pull perhaps a couple of G's at times. He was a great instructor.