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Bob Turner Active member Aug 26, No idea what happened. Not even sure they were spinning, but the aircraft was dedicated to the required spin stuff for the CFI rating. And I am way far from being an expert, although I teach spin entries and recoveries. I think the most I have ever done is three turns - once - in my J So do these things tighten up if one decides to go for a ten turn spin? Is there any possibility of flattening out if the guy in back is heavy?
Folks come by my hangar for comment, and I have none, save that I think more than one turn is too much for most of us. And I do eight slow rolls a week, so unusual flight is not something I totally avoid. Curious about this myself. I've done some spin entire with my plane but never wound it up.
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Bob Turner Active member Aug 28, Spins typically do not tighten up in one or two turns. I see no need to teach fully established multiple turn spins. Just get in, let the student see the rotation with the aircraft more or less vertical, then get out.
Most inadvertent stall-spin situations would be handled that way - hauling back on the stick for a couple turns while you wonder what to do would surely be fatal. I do not know if the Citabria goes flat after a bunch of turns if aft loaded. I do know a Cub will do that.
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Bob Turner Active member Oct 2, So I have not stopped looking at this. One thing he does stress is a standard way out - power, ailerons, rudder, and only then elevator. My one turn spins do not generally require such rigor. But his point is well taken. One quoted test pilot stated that any airplane can get into an unrecoverable spin.
Nevertheless, given the potential of this technology, combined with FDM, to significantly improve safety, the Board believes that no effort should be spared to overcome these obstacles. In February , TC supported the recommendation and planned to draft an advisory circular to describe recommended practices regarding FDM programs. However, TC has not produced an advisory circular, and its revised proposed activity is to prepare an issue paper and revisit the risk assessment on FDM. However, until the focus group reaches conclusions as to the challenges and benefits associated with the installation of lightweight multi-function recording devices in small aircraft, and TC provides the TSB with its plan of action moving forward following those conclusions, it is unclear when or how the safety deficiency identified in Recommendation A will be addressed.
Stalls, spins, and safety ( edition) | Open Library
Therefore, the response to Recommendation A was assessed as Unable to Assess. While TC has proposed some further study of the safety issue, no concrete actions are being taken to address the TSB recommendation. The TSB is therefore concerned that this could lead to protracted delays as observed on numerous other recommendations. The Watchlist identifies the key safety issues that need to be addressed to make Canada's transportation system even safer. This Watchlist issue was addressed in the TSB investigation report on an accident that occurred in May The report highlighted the need for TC to adapt its approach to regulatory oversight to the competence of the operator.
Consequently, in the conclusion of Aviation Investigation Report A13H , this Watchlist issue was formalized in the following recommendations to the Department of Transport:. Alaska Life We Alaskans. Arts and Entertainment Books. Special Sections Holiday Gift Guide. Events Best of Alaska. Contests Creative Writing Contest. A test pilot's look at stall spin training Author: Share on Google Plus.