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FLIGHT INSTRUCTOR'S MANUAL

87

  Any tendency to relax on the controls after the spin is in progress will result in a sloppy spin and in many cases will completely stop the spin and also a sloppy spiral to replace it. In other aircraft it may allow bad spins to develop and seriously hinder recovery.
Insist that the student hold his controls firmly in full spin position until recovery is desired and then to place them smoothly and positively in neutral for the recovery. During this elementary instruction the instructor should not insist on a definite spin technique as regards the entry since the primary purpose is the development of "spin feel" and trained reaction for recovery for use in recovery from an accidental spin. It is obvious that any accidental spin will not be the result of any trained entry technique. 
  The student should be impressed with the fact that all spins are the result of a sever shall being allowed to develop and the the ability to promptly detect the loss of speed which results in such a stall and correct it will prevent the spin. Care must betaken that this does not result in a fear of stalls or spins, but rather it stimulates the appreciation and fixation of the relationship of the maneuvers as they develop, with particular reference to the loss of speed.
  It is also important that the student note and appreciate the loss of altitude during the approach to the stall which precedes the spin, as well as such loss in the spin itself.
  The knowledge and appreciation will be valuable when accuracy landings are being given later. During these the student will be forced to give his attention to his objective rather than to the actual maneuvering of the airplane. Since these necessarily require practice and maneuvers in progressive proximity to the ground, the appreciation of this altitude loss is important should the student be tempted to try to stretch a glide or make too sharp a turn in attempt at correcting some error in judgement
  It is well to note that spins are the easiest of accomplishment of all the acrobatic maneuvers and, in addition, cause no excessive strain on the airplane when properly performed without power and when the ship is eased out of the resulting dive at the proper time and rate of recovery. 
  All commercial aircraft, except the larger and heavier types, are thoroughly spin tested before they are eligible for a type certificate. These tests require that the airplane recover of its own accord, with controls in neutral, within a turn and a half after a six-turn spin. During the tests which are conducted both to the right and to the left, it is required that the airplane be loaded in its most unfavorable C.G. condition. 
  However, some of these conditions are fairly critical and any deviation from the load as specified in the placard for the ship, or any rigging changes in the ship may cause slower recovery. it is therefore important that the rigging of any ship to be used for spins be in accordance with the original specifications and that the load distribution be as specified in the load placard. It is particularly important that the baggage compartments, usually in the rear of the aircraft, not be overloaded.