Stalling — Page 191, Lesson 228

We're starting a fresh topic now: the stall, and more specifically, the spin recovery procedure. This is a critical emergency procedure, so I want you to think of it as a checklist you must be able to execute from memory, with precision. The text opens with a vital caveat: this is a general recovery procedure for erect spins. An erect spin is the "normal" spin, where the aircraft is in a nose-down, steeply banked attitude. The absolute first rule is that you must always refer to the Flight Manual for the particular aircraft you're flying and follow the manufacturer's recommendations. This general procedure is your baseline, but the manufacturer's data is the final authority. Let's walk through the steps. The first action is to move the throttle or throttles to idle. This does three things: it minimizes altitude loss, it reduces the possibility of a flat spin developing—that's a dangerous spin where the nose stays high and the aircraft descends almost flat—and it eliminates possible asymmetric thrust in multi-engine aeroplanes. Asymmetric thrust means one engine is producing more thrust than the other, which would worsen the spin. The text also warns that in single-engine aeroplanes, engine torque and gyroscopic propeller effect can increase the angle of attack or the rate of rotation, aggravating the spin. So cutting power removes these aggravating factors. Step two: neutralize the ailerons. Aileron position is often a contributory factor to flat spins, or to higher rotation rates in normal spins. So you bring the ailerons to their neutral, centered position. Step three is critical: apply full rudder against the spin. The spin direction is most reliably determined from the turn co-ordinator. Now, a key warning here: do not use the ball in the slip indicator. Its indications are not reliable during a spin and may be affected by its location within the flight deck. So trust the turn co-ordinator, not the ball. Step four: move the elevator control briskly to approximately the neutral position. Some aircraft merely require a relaxation of back pressure, while others require full forward pitch control travel. So the exact amount varies, but the action is brisk. Now, here's an important note: the above four items—throttle to idle, ailerons neutral, full opposite rudder, and elevator to neutral—can be accomplished simultaneously. You don't have to sequence them; you can do them all at once. Step five: hold the recommended control positions until rotation stops. You maintain that input until the spin rotation ceases. Step six is where it gets subtle: as rotation stops, neutralize the rudder. If you maintain rudder deflection after rotation stops, the aircraft may enter a spin in the other direction! So you must neutralize the rudder the moment rotation stops. Step seven: recover from the resulting dive with gradual back pressure on the pitch control. And here we have two critical warnings. First, pulling too hard could trigger a secondary stall, or exceed the limit load factor and damage the aircraft structure. Second, recovering too slowly from the dive could allow the aeroplane to exceed its airspeed limits, particularly in aerodynamically clean aeroplanes—those with retracted gear and flaps, which accelerate quickly. The text then ties back: avoiding excessive speed build-up during recovery is another reason for closing the throttles during spin recovery. So the idle throttle isn't just about the spin itself; it's also about preventing overspeed in the dive. Finally, step c: add power as you resume normal flight, being careful to observe power and RPM limitations. So once you're out of the dive and back to level flight, you reapply power, but you must respect the engine's limits. Let me show you a diagram of this recovery sequence so you can visualize the control inputs and the aircraft's attitude through each phase. So to summarize the whole sequence: idle power, ailerons neutral, full opposite rudder, elevator to neutral—all simultaneously—hold until rotation stops, neutralize rudder, recover from the dive with gradual back pressure, then add power within limits. That's the complete spin recovery procedure.