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182 U.S. CIVIL AERONAUTICS AUTHORITY renews the confidence of the pilot both in his airplane and in his own ability. It is a great tension eliminator. Even older pilots experience periods when tension develops for some reason. Spin practice will usually eliminate this immediately. Modern spin technique, as explained by professional test pilots, requires that the controls be held very firmly in the spin position until recovery is desired, and then reversed sharply. In some cases, it is considered beneficial, or preferable, to lead with the rudder. The resultant dive should be held to the minimum for safety and control and pull out must be smooth if excessive loads are not to be built up during this period. As stated before, as a general rule, the student should never be allowed to use ailerons to aid in the spin entry, during the spin, or to assist in the recovery. Some of the possibilities of such use, if allowed indiscriminately with all types of aircraft, are described in the following along with a discussion of other spin characteristics and emergency measures to be used when the aircraft does not respond properly. The importance of correct rigging and loading is again mentioned for emphasis. This discussion is primarily for the information of the instructor and although the student should be given this information eventually, he should not be burdened with it until he has a better basis for understanding, which will come after any instruction he receives in the advanced and aerobatic maneuvers. Due to numerous variables that occur in aircraft design, and the complex aerodynamic forces that are set up during spins, a complete explanation of the subject would be out of place here. The same airplane may develop different types of spins develop different types of spins depending upon the method of entry, control positions and movements, the load distribution, and other conditions. However, a great majority of airplanes will react uniformly, though in varying degree, to certain control forces when they are applied, and a thorough understanding of these will increase the safety of pilots when engaged in spins. In order to spin an airplane, it is first necessary to stall it and then apply rudder in the direction in which it is desired to spin, while the stall is continuously maintained with full "up" elevators. As soon as the turn is started in the manner, the inner wing becomes almost completely stalled while the outer wing retains a portion of its lift. This results in what is basically a nose-down roll caused by the lifting wing, combined with a certain amount of yaw. When aileron is applied during the maneuver, it has been found that in the great majority of cases the spin will be affected as follows, assuming the elevators and rudder are held firmly in the full-spin position: (a) Crossing ailerons (i.e., moving the stick toward the outside of the spin thus depressing the inner aileron) will result in a faster spin. (b) Aileron with the spin (i.e., stick toward the inner side) will result in a slower rate of rotation. (c) Recovery can be made more rapidly by moving the stick toward the inside of the spin, while down elevator and opposite rudder are being applied. (d) Spin tunnel experience indicated that the aileron effects are generally greater and more consistent with monoplanes than with
