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Society of Aviation and Flight EducatorsSociety of Aviation and Flight Educators
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The following presentation has been donated to the SAFE Library for The following presentation has been donated to the SAFE Library for educational use by SAFE Members. Permission for any other use must be educational use by SAFE Members. Permission for any other use must be coordinated directly with the author: [email protected], 805-218-0161coordinated directly with the author: [email protected], 805-218-0161
– SlipsSlips = lower stall / spin potential = lower stall / spin potentialQuickTime™ and a
decompressorare needed to see this picture.
Myth #4Myth #4
If you inadvertently stall or If you inadvertently stall or spin, just let go of the controlsspin, just let go of the controls
– Auto-recovery may sometimes Auto-recovery may sometimes
occur in the early stagesoccur in the early stages
– Later in the process or under Later in the process or under
different conditions, however, this different conditions, however, this
may not result in recovery at allmay not result in recovery at allQuickTime™ and a
decompressorare needed to see this picture.
Myth #4Myth #4
– Letting go during a surprise stall /Letting go during a surprise stall /
spin is spin is notnot a natural instinct a natural instinct
– Clutching the stick or yoke is a Clutching the stick or yoke is a
more common reactionmore common reaction
QuickTime™ and a decompressor
are needed to see this picture.
Myth #4Myth #4
– Majority of stall / spin accidents occur Majority of stall / spin accidents occur
at or below traffic pattern altitude at or below traffic pattern altitude
– More altitude may be lost comparedMore altitude may be lost compared
to prompt application of recovery to prompt application of recovery
controlscontrols
QuickTime™ and a decompressor
are needed to see this picture.
Myth #5Myth #5
During recovery from upright During recovery from upright spins, the elevator control spins, the elevator control should not be moved forward should not be moved forward until rotation ceasesuntil rotation ceases
– Stems from misinterpretation of Stems from misinterpretation of
recovery in some cases, but may recovery in some cases, but may
notnot
be sufficient by itself in other be sufficient by itself in other
casescases QuickTime™ and a
decompressorare needed to see this picture.
Myth #5Myth #5
– Don’tDon’t rely on opposite rudder alone rely on opposite rudder alone
– Expect full opposite rudder followedExpect full opposite rudder followed
by forward elevator to stop spinningby forward elevator to stop spinning
QuickTime™ and a decompressor
are needed to see this picture.
Myth #6Myth #6
During spins, the slip / skid During spins, the slip / skid indicator shows spin directionindicator shows spin direction
– The slip / skid ball is The slip / skid ball is unreliableunreliable
when spinningwhen spinning
QuickTime™ and a decompressor
are needed to see this picture.
Myth #6Myth #6
QuickTime™ and a decompressor
are needed to see this picture.
Myth #6Myth #6
QuickTime™ and a decompressor
are needed to see this picture.
Myth #7Myth #7
The longer an airplane stays The longer an airplane stays in a spin, the more airspeed it in a spin, the more airspeed it gains and the faster it rotatesgains and the faster it rotates
– High Drag maneuverHigh Drag maneuver
– Airspeed stabilizes at a low & Airspeed stabilizes at a low &
constant valueconstant value
– Rate of rotation eventually Rate of rotation eventually
stabilizesstabilizes QuickTime™ and a
decompressorare needed to see this picture.
Myth #8Myth #8
The longer an airplane stays The longer an airplane stays in a spin, the greater the in a spin, the greater the chance of structural damagechance of structural damage – Upright spins are about one-Upright spins are about one-gg
– Significant Significant gg could be imposed could be imposed
during pullout during pullout
– Pilot must manage Pilot must manage gg to stay to stay
within design limitswithin design limitsQuickTime™ and a
decompressorare needed to see this picture.
Myth #9Myth #9
Since most accidental spins Since most accidental spins occur too low for recovery, spin occur too low for recovery, spin trainingtrainingis a useless exerciseis a useless exercise
– Typical stall / spin accident not a Typical stall / spin accident not a
sudden, random eventsudden, random event
– Largely a Largely a pilot-driven processpilot-driven processQuickTime™ and a
decompressorare needed to see this picture.
Myth #9Myth #9
– Stall / spins have warning signsStall / spins have warning signs
– Scenario-based training provides Scenario-based training provides
awareness & skill to preventawareness & skill to prevent
accidental spins accidental spins in the first placein the first place
QuickTime™ and a decompressor
are needed to see this picture.
Myth #10Myth #10
Pilots with more experience Pilots with more experience are better at avoiding fatal are better at avoiding fatal stall / spins than pilots with stall / spins than pilots with less experienceless experience
– Student pilots = 15% of pilot Student pilots = 15% of pilot
populationpopulation
– Involved in only 4% percent of Involved in only 4% percent of
fatal stall / spins (better than fatal stall / spins (better than
ATPs!)ATPs!)QuickTime™ and a
decompressorare needed to see this picture.
Myth #10Myth #10
– Private & commercial pilots = Private & commercial pilots =
61% of pilot population61% of pilot population
– Involved in 83% of fatal stall / Involved in 83% of fatal stall /
spinsspins
QuickTime™ and a decompressor
are needed to see this picture.
Myth #11Myth #11
As a whole, flight instructors As a whole, flight instructors are well qualified to teach are well qualified to teach stalls and spinsstalls and spins – CFIs tend not to be well trained in CFIs tend not to be well trained in
stall / spin dynamicsstall / spin dynamics
– CFIs tend not to have sufficient CFIs tend not to have sufficient
hands-on experience to conduct hands-on experience to conduct