Spinning a C172

[Sc00by2D00]

Took only two tries, but somehow I was able to spin the C172 in Flight Simulator 2020 with an embarrassing recovery

Can you spin a Cessna 172 in Flight Simulator 2020?

Thanks for watching and enjoy.

[pwmacbert]

The military flying club I got my PPL through had a C150 Aerobat. We spun that thing all the time.

Do they even teach spin recover to new students anymore?

[KJKerr]

Was standard training for PPL in Canada.

[MadMac388th]

In the US, they talk about how to do spin recovery, but don’t actually practice it unless you do acrobatics training. The most exciting we get in PPL training is power on and power off stall recoveries. Early in my training I came close to spinning the plane with an uncoordinated stall, but they don’t want you to do it on purpose.

[marccreal]

Did you try to get into a flat spin by applying full opposite aileron?

[Sc00by2D00]

No I did not, unfortunately. I was curious about that too. But it must have been dumb luck because I have tried to enter a spin again and that was the only time I was able to replicate it 100%.

[HugeMercury163]

I had to do two turns of a spin back in the 1970s in my training. Wasn’t a big deal in the mushy C150, but when I switched to their brand new Piper Tomahawk it was, er much more exciting, as it stalled sharply and would spin with a vengeance. Piper modified the wing in the second version, weakening it making spin recovery dodgy, I think there were two fatal accidents in the US, with instructor and student spinning into the ground.

[xNate262x]

Flying since 2013 in the US, and all the way to ATP. Never once spun an airplane… plenty of rolls, though.

I would like to take some actual spin training, though.

[PZL104]

@Sc00by2D00

I have tried to enter a spin again and that was the only time I was able to replicate it 100%.

Nice video

FYI, that’s not a spin, that’s a spiral dive.

During a spin the airspeed doesn’t (signficantly) increase above stall speed and the pitch attitude is flatter.

That’s an important difference, because in a fully developed spin you can safely loose a lot of altitude without the danger of overstressing the aircraft during the recovery.
The aircraft is in a (more or less) stable state of auto rotation.

In a spiral dive on the other hand, speed constantly increases and chances are that the aircraft will break apart, latest at the pull out.

[roketJsquerl]

@PZL104

During a spin the airspeed doesn’t (signficantly) increase above stall speed and the pitch attitude is flatter.

“significantly” is an ambient term, though, and I agree with you in principal. By releasing yoke back pressure and applying top rudder, you’re going to be significantly above stall speed. Although if you pull too abruptly or too soon, a secondary stall can develop, which definitely aggravates the situation. I think you meant by “significantly” to accelerate at a rate putting you in the unenviable position of going past Vne, which is a definite no-no, and will, as you say will overstress the a/c.

[PZL104]

@roketJsquerl

I think you meant by “significantly” to accelerate at a rate putting you in the unenviable position of going past Vne…

No. I’m talking about a developed steady state spin.

On some aircraft the ASI will not increase from its minimum position during the spin and on other aircraft it stabilizes around the stall speed or a few knots above or below.

If the speed continues to increase, the spin has transformed into a spiral dive.

[roketJsquerl]

I’ve done spin training in SEL and gliders, although the instructor in both cases never wanted me to go past two spins before recovery . I’ve never been in an a/c that stays at or near stall speed coming out of the spin during recovery, and without great care the chance of a secondary stall would develop (of which I was never proficient enough to attempt), although it is within a few knots above or below during the actual spin, and if done correctly the speed should not increase significantly, I agree.

[PZL104]

@roketJsquerl

I’ve never been in an a/c that stays at or near stall speed coming out of the spin during recovery…

We are talking about different things.

I’m talking about the steady state autorotation > spin and you are talking about spin recovery.

I agree that the speed increases when initiating the recovery, if not, as you have mentioned, you might enter another spin.

[roketJsquerl]

@roketJsquerl

although it is within a few knots above or below during the actual spin, and if done correctly the speed should not increase significantly, I agree.

I may have put it poorly, but I agree with your point, and I did get off on a tangent on spin recovery. It definitely is a spiral dive if airspeed increases “significantly”.

[Sc00by2D00]

During a spin, the wing is stalled, as you can hear from the stall horn. A spiral dive the wing is not stalled. Remember a wing can stall well above the stall speed depending on various factors.

[PZL104]

The stall warning doesn’t necessarily mean that the wings are stalled and in a spiral dive the wings are (in most cases) semi-stalled.

There’s only one factor which defines stall speed and that’s AoA.

[willisxdc]

@KJKerr @MadMac388th
My son recently got his PPL, here in Canada. I believe he said they practiced “incipient” spins/recovery only.
From the PPL examination guide.

Ex. 12 Stall

A - Power-off

Aim

To recognize indications of the approach to arrival stalls, intentionally enter a full stall and safely execute a positive recovery to normal flight.

Description

At an operationally safe altitude that allows recovery at or above 2,000 feet AGL , or the minimum height recommended by the manufacturer, whichever is higher, the stall manoeuvre will be entered from a power off situation. The examiner will specify the aeroplane configuration for the stall demonstration.

Performance Criteria

Assessment will be based on the candidate’s proficiency to:

1. complete appropriate safety precautions before entering a stall;
2. establish the specified configuration;
3. transition smoothly to a pitch attitude that will induce a stall;
4. recognize and announce the onset of the stall by identifying the stall warning, the first aerodynamic buffeting or decay of control effectiveness;
5. stall the aeroplane;
6. maintain directional control;
7. smoothly recover using control applications in the correct sequence by promptly reducing the angle of attack to break the stall and leveling the wings;
8. avoid a secondary stall and add full power and return to a cruise attitude;
9. return to the altitude, heading and airspeed specified by the examiner.

B - Power-on

Aim

To recognize indications of the approach to departure or overshoot stalls with a high-power setting, but without excessively high nose-up attitudes and intentionally, execute a full stall and execute a positive recovery.

Description

At an operationally safe altitude that allows recovery at or above 2,000 feet AGL or the minimum height recommended by the manufacturer, whichever is higher, one stall manoeuvre will be entered from a power-on situation. The examiner will specify the aeroplane configuration for the stall demonstration.

Note: Candidates should have the proficiency to recover from an unintentional incipient spin, if a spin develops as a result of any stall. Spin recovery training should have been covered in accordance with the Flight Training Manual and the Flight Instructor Guide.

Performance Criteria

Assessment will be based on the candidate’s proficiency to:

1. complete appropriate safety precautions before entering a stall;
2. establish the configuration and power setting as specified by the examiner;
3. transition smoothly to a pitch attitude that will induce a stall;
4. recognize and announce the onset of the stall by identifying the stall warning, the first aerodynamic buffeting or decay of control effectiveness;
5. stall the aeroplane;
6. maintain directional control;
7. smoothly recover using control applications in the correct sequence by promptly reducing the angle of attack to break the stall and leveling the wings;
8. avoid a secondary stall, add full power and return to a cruise attitude;
9. establish an attitude to return to the altitude, heading and airspeed specified by the examiner.*

So no real spin required any more.
Used to be two full turns and the examiner would give a ‘2/4’ if you recovered early.

[flightXtreme418]

First, don’t spin a c172 intentionally. It is not certified for this.

Use the C150 or C152 Aerobat for this. Or better the Cap 10.
But also in these types, don’t try a flat spin. (And don’t follow the advice crossing the rudder/ailerons, there is a bit more to a controled flatspin.)

And for going back to level after stoping rotation: don’t pull so hard. You stall and this doesn’t help at all.

[willisxdc]

From the 172 POH…

SPINS

Intentional spins are approved in this airplane within certain restricted loadings. Spins with baggage loadings or occupied rear seat(s) are not approved.

[SaratogaPilot87]

When I got my PPL in the US spins were no longer part of the regular curriculum and were only talked about at length due to some CFI-Student deaths when practicing.

But we did have a venerable Aerobat and a CFI with plenty of aerobatic exerience so AFTER the PPL I did a few flights with him to practice spins.
Simply because I figured just theory is not good enough. Though the FAA thinking that most stall-spin accidents happen very close to the ground is probably based on statistical facts…base to final turns etc can look quite scary with some folks