Slow flight and stalling
• A spin is a stable condition of flight where the
aircraft is in autorotation which causes a pitching
moment and results in the aircraft following a
spiral path at a steady rate of descent
Definition • During a spin the aircraft will be rotating about all 3
axes until recovery is initiated by the pilot.
Brief recap of
concepts
• Reducing airspeed
• High nose angle
Symptom • Sloppy controls
• Quiet cockpit
s of the • Stall warning 5-10kts before the
approachi stall(buzzer/light)
• Buffet if stall warning is ignored
ng stall (more pronounced with flap down
and power on)
• STALL: height loss and nose drops
Buffet of the tail control surfaces
Stall warning
Aircraft Pitches nose down
Characteris
tics in the Aircraft sinks
stall Low variable IAS
ROD
Tendency for wing to drop
recovery
Release the excess back
pressure to decrease AOA
Smoothly apply full power and
accelerate to Vy or Vx
Ease out of the stall, maintain
Vy/Vx
Flaps away in stages to optimum
Positive climb, after takeoff
checks
Factors Affecting the Nature of Stall
Power (With Power = Higher stalling angle)
Configuration Changes (Flaps = Lower stall speed)
Aspect Ratio (Low aspect ratio = Higher stalling angles)
Slipstream (With slipstream = Higher stalling angle)
Wing Area (Fowler Flaps = Lower stall speed)
Load Factor (Higher load factor = Higher stall speed)
Weight (Higher weight = Higher stall speed)
Abrupt Control (Might results in a Wing Drop)
Movements
Uncoordinated Flight (Might results in a Wing Drop)
Center of Gravity (Forward = Good for recovery, Aft = Bad for Recovery)
Ice / Frost (Increases stalling angle)
Wing Tip Stalling:
Wing tips not effected by propeller
Propeller slipstream
slipstream
or flaps.
Higher AoA and will stall first.
Wing flaps
Incipient Spin / Autorotation
RA
F
RAF
Rising Wing
AoA Decreased
RA
F
RAF
Down-going Wing
AoA Increased
Autorotation (like the stall) is dependent on AOA
Happens when one CL/
Autorotation:
of our wings drop CD
while the aircraft
is stalled!!
AoA
Unstalled Stalled
Roll Yaw Roll Yaw
The spin
Difference between a spiral and a
spin
• SPIRAL DIVE • SPIN
• WINGS STALLED, ONE MORE
• WINGS NOT STALLED
DEEPLY THAN OTHER
• SECONDARY EFFECTS OF YAW-
• AUTOROTATION
ROLL-YAW-ROLL
• HIGH INITIAL ACCELERATION
• INCREASED ACCELERATION
THEN STEADY ROD
• INCREASED AIRSPEED
• STEADY AIRSPEED
• SPIRAL PATH
• HELICAL PATH
Forces in a spin
Gyroscopic Aerodynamic
forces forces
Gyroscopic
forces
Rigidity (ability of a gyro to maintain its
axis aligned with a fixed point in space)
• Speed of rotation
• Mass of gyro
• Distance of the mass from the
axis of rotation
Precession (When a force is applied to a
spinning gyro, the force acts at a point 90°
from the point where the force has been
applied)
Any mass rotating about an axis!
eg. Wheel
Properties
1. Rigidity 2. Precession
The ability of a gyro to When a force is applied to a
maintain its axis aligned gyroscope, it acts 90º to the
with a fixed point in space; point of application in the
direction of the spin;
1. Speed;
2. Mass;
3. Mass Distribution;
The aircraft
as a
gyroscope
• A gyro (Gyro in the rolling plane)
• B gyro (Gyro in the pitching
plane)
• C gyro – biggest force (Gyro in the
yawing plane)
Aircraft Gyros
1. Roll (A–Gyro) 2. Pitch (B–Gyro) 3. Pitch (C–Gyro)
This is the biggest gyro
due to the mass
distribution;
Drag
Incipient Spin
CPF CFF
Full Spin
Weight
During the spin the aircraft follows a
spiral descent path…this is not a spiral dive,
because the aircraft is stalled.
Characteristics of a normal spin
01 02 03 04 05
Aircraft rolling to and Auto-pitching Aircraft is in a stalled High rate of descend. Positive G
yawing towards towards canopy, due condition – slow,
stalled wing. (Aircraft to CP movement and fluctuating airspeed.
skidding and rolling) gyroscopic effect of
yawing and rolling.
Instrument indications in a spin
Max rate of turn on the
Low airspeed, fluctuating
turn co-coordinator in the
around the stalling speed.
direction of yaw (spin).
Inclinometer shows skid. High rate of descent
(Ball opposite direction to confirmed on the VSI and
that of the spin) altimeter.
Instrument Indications
Low airspeed, fluctuating
around the stalling speed.
Max rate of turn on the turn High rate of descent
co-coordinator in the confirmed on the VSI
direction of yaw (spin). and altimeter.
Inclinometer shows skid. (Ball opposite
direction to that of the spin)
Developed spin
• After 4-6 turns the aircraft settles into a steady rate of
descend and rotation
Requirements to continue the
spin
Keep aircraft Keep Rolling Keep Yawing Anything which
Stalled (Pro into turn (Pro into turn (Pro will stop the
Spin) Spin) Spin) spin = Anti Spin
Aircraft Gyros
1. Roll (A–Gyro) 2. Pitch (B–Gyro) 3. Pitch (C–Gyro)
This is the biggest gyro
due to the mass distribution;
Inertial Moments:
Roll (A–Gyro)
A–Gyro + Pitch = Yaw A–Gyro + Yaw = Pitch
PRO SPIN ANTI SPIN
Inertial
Aerodynamic
Moments
Plane Pro Anti Pro Anti •Pro-Spin: Moment helping the
Roll spin;
Pitch
A+ •Anti-Spin: Moment
Yaw Pitch stopping/preventing a
spin;
Pro-Spin: Moment helping the spin;
Anti-Spin: Moment stopping/preventing a
spin;
Inertial
Aerodynamic
Moments
Plane Pro Anti Pro Anti
Roll
Pitch A + Yaw
Yaw A + Pitch
Inertial Moments:
Pitch (B-Gyro)
B-Gyro + Roll = Yaw B-Gyro + Yaw = Roll
ANTI SPIN PRO SPIN
Inertial
Aerodynamic
Moments
Plane Pro Anti Pro Anti
•Pro-Spin: Moment helping the
Roll B + Yaw spin;
A+
Pitch Yaw
A+ B+ •Anti-Spin: Moment
Yaw Pitch Roll stopping/preventing a
spin;
Inertial Moments:
Yaw (C-gyro)
C-Gyro + Yaw = Roll C-Gyro + Roll = Pitch
ANTI SPIN PRO SPIN
Pro-Spin: Moment helping the spin;
Anti-Spin: Moment stopping/preventing a
spin;
Inertial
Aerodynamic
Moments
Plane Pro Anti Pro Anti
Roll B + Yaw C + Pitch
Pitch C + Roll A + Yaw
Yaw A + Pitch B + Roll
Aerodynamic Moments:
Roll:
Side Slip:
Sideslip = Yaw into spin
PRO SPIN
Aerodynamic Moments:
Roll:
Wing Speed:
ρ 2
LIFT = ½ CL V S
Wing Speed = Roll into spin
PRO SPIN
Aerodynamic Moments:
Roll:
AoA Difference:
Outer Wing Inner Wing
Unstalled Stalled
AoA Difference = Roll into spin
PRO SPIN
Inertial
Aerodynamic
Moments
Plane Pro Anti Pro Anti
Side Slip
•Pro-Spin: Moment helping the spin;
Roll B + Yaw C + Pitch
•Anti-Spin: Moment stopping/preventing a
spin;
Pitch C + Roll A + Yaw
Yaw A + Pitch B + Roll
Pro-Spin: Moment helping the spin;
Anti-Spin: Moment stopping/preventing a
spin;
Inertial Moments Aerodynamic
Plane Pro Anti Pro Anti
Side Slip
Wing Speed
Roll B + Yaw C + Pitch
Pitch C + Roll A + Yaw
Yaw A + Pitch B + Roll
Pro-Spin: Moment helping the spin;
Anti-Spin: Moment stopping/preventing a
spin;
Inertial Moments Aerodynamic
Plane Pro Anti Pro Anti
Side Slip
Wing Speed
Roll B + Yaw C + Pitch
AoA Diff
Pitch C + Roll A + Yaw
Yaw A + Pitch B + Roll
Pro-Spin: Moment helping the spin;
Anti-Spin: Moment stopping/preventing a
spin;
Inertial Moments Aerodynamic
Plane Pro Anti Pro Anti
Side Slip
Wing Speed
Roll B + Yaw C + Pitch
AoA Diff
Autorotation
Pitch C + Roll A + Yaw
Yaw A + Pitch B + Roll
Aerodynamic Moments:
Pitch:
During a spin the nose wants to pitch up, but
this is prevented by our static
stability;
4 2
50% Increase
4 100% Increase
2 2
Static Stability = Nose Down Pitch
ANTI SPIN
Pro-Spin: Moment helping the spin;
Anti-Spin: Moment stopping/preventing a
spin;
Inertial Moments Aerodynamic
Plane Pro Anti Pro Anti
Side Slip
Wing Speed
Roll B + Yaw C + Pitch
AoA Diff
Autorotation
Static
Pitch C + Roll A + Yaw
Stability
Yaw A + Pitch B + Roll
Aerodynamic Moments:
Yaw:
During a spin the aircraft yaws into the spin
direction, but this is prevented by our static
stability;
Static Stability = Yaw Prevention
ANTI SPIN
Inertial
•Pro-Spin: Moment helping the spin; Aerodynamic
Moments
•Anti-Spin: Moment stopping/preventing a Plane Pro Anti Pro Anti
spin; Side Slip
C+ Wing Speed
Roll B + Yaw
Pitch AoA Diff
Autorotation
Static
Pitch C + Roll A + Yaw
Stability
A+ Static
Yaw Pitch
B + Roll
Stability
Pro-Spin: Moment helping the spin;
Anti-Spin: Moment stopping/preventing a
spin;
Inertial Moments Aerodynamic
Plane Pro Anti Pro Anti
Side Slip
Wing Speed
Roll B + Yaw C + Pitch
AoA Diff
Autorotation
Static
Pitch C + Roll A + Yaw
Stability
Static
Yaw A + Pitch B + Roll Autorotation
Stability
b/A Ratio
Over all effect of A gyro is anti spin
Over all effect of B gyro is pro spin
C gyro is the strongest so we need to look what over all effect it has on our aircraft
C + A = Pro spin C + B = Anti spin
So which has the greater effect on C? A or B?
That's why we have the B/A Ratio
b/a Ratio
1 2 3 4
C + A = pro spin C + B = Anti spin If the B/A ratio > 1 then aircraft is If the B/A ratio < 1 then aircraft is However designer put in a safety
anti spin pro spin factor and only certify an aircraft
for spinning if the B/A ratio > 1.3
• 2 crew
• Back seat + baggage empty
• 2000lbs
• Half tanks
• Utility category
Factors affecting the spin
Power: Increase in power, spin rate would increase, due
to the slipstream effect, thus radius would decrease
Weight: Increase in weight will result in lower spin rate,
thus increase in radius
Configuration: Increase in configuration cause a decrease
in spin rate, thus increase in radius
Effect of Power
• The application of power during a spin has a pitch up effect; this tends
to keep the aircraft at a stalled AoA. (Pro –spin)
• But power will increase the airflow over the tail surfaces and make
them more effective for recovery.
• To ensure the best spin recovery, it is important to follow the
procedures in the Pilots Manual.
Effect of Flaps
• Incipient stage will be more aggressive due to increased lift from
unstalled wing.
• Flaps reduce stalling angle of aircraft.
• Aircraft will spin with a steeper nose down attitude.
Effect of CoG Position
• Forward CoG
• aids in spin recovery.
• Aft CoG
• flattens the spin, giving less control effectiveness for recovery.
Flying the spin
Air exercise
Height Selection of safety height:
Airframe (Clean stall or Lndg Config)
Security (Harnesses tight and locked, no lose objects in cockpit)
Engine (No large imbalance, engine controls are set for max power)
Location (Clear from: build up areas, large open waters, high ground and cloud. Are still in the GFA.)
Lookout (Inspection Turn: Clear of aircraft)
Aircraft Handling Considerations
• Never stall into sun.
• Trim – aircraft must be trimmed for straight and level flight at FINAL recovery
speed. DO NOT re-trim at lower IAS.
• Do not pull the aircraft nose, to hard up, during the recovery, you may induce a
secondary “G” stall.
• Nose position during recovery (rough guide) 4”.
• Use rudder instead of aileron to prevent yaw and roll.
Engine Handling Considerations
• Mixture rich for high recovery power.
• Pitch fine for maximum power.
• Use of throttle – steady, positive movements – NO sudden, jerky
movements.
• Use of Carburettor Heating. Clear icing (if any) before exercise. Do not
use during exercise, unless demonstrating prolonged stall.
• Normal power off stall entry.
• Just prior to initial buffet:
Intentional • Full hard rudder
• Elevator full aft
entry • Aileron neutral
• Hold rudder and elevator fully applied and
aileron neutral.
• Throttle closed.
• Full opposite rudder to the direction of the spin (anti-spin
moment).
• Progressive forward moment of the control column to unstall
the wings (anti-spin moment).
recovery • Once the spin stops, centralize the rudders to prevent a spin in
the opposite direction.
• Ease gently out of the dive. Harsh use of the elevators at a high
speed may induce structural aircraft damage or cause a high
speed stall to develop.
• Only apply power once the nose cuts above the horizon
• CAA doesn’t require a fully developed spin for
the PPL
• In Gauteng we are high DA and don’t have lot
of excess altitude
• We will not allow more than 3 rotations in a
Important spin during training
notes • Aircraft must be in the utility category
• Not all aircraft are certified or capable of doing
intentional spins
• NEVER do spins with flaps extended
• Most training aircraft will recover on their own
given enough altitude and correct loading
