Welcome to Spin Training!

I’m a retired AF fighter pilot (USAF Academy Class of ’78) who loves fun flying and teaching others to be better pilots. I use a Czech Zlin 242L fully aerobatic (+6/-3 g) airplane with a 200 hp Lycoming fuel-injected, inverted oil system engine for the training. My goal is to provide you first-hand experience in both spin recovery and spin prevent procedures so that you’ll never have to use these procedures for real.

Stall/Spin accidents are the most fatal type of all GA accidents. Therefore, it is in your best interest to understand all aspects of stalls/spins so as to improve your life expectancy. The best way to learn is from experience – hands-on, visual, real life training. But just like riding a bike for the first time without training wheels, you were glad to have your Dad holding on to the seat until you got the hang of it. Well my job is to keep you safe just like your Dad. Safety is the key to this program and there are no dumb questions - period.

All flights will be flown with parachutes and it is your responsibility to understand your equipment. Training will be provided and you will be required to sign off on this training. Ensure you know how to work your harness, canopy jettison, and your parachute before flying. Again, safety is key but preparedness is wisdom! My assistant will help you with getting in and out of the plane and ensure your harness is on correctly. We will be doing engine running pilot exchanges – please always stay behind the wing line and watch your step getting in and especially out (your gyros will be turning!!)

The Zlin 242L is perhaps the easiest airplane in the world to fly and I will try to let you fly as much as possible. You will not be responsible for any checks or need to know numbers for the aircraft (with the exception of best climb speed of 68 KIAS). I want you to learn but also have fun so I’ve included procedures for the loop and aileron roll which will be done if time/fuel permits and your performance in spin training is satisfactory. The priority is spin training and not aerobatics but on future trips if I have openings I will gladly do aerobatic training as well.

The flight profile will be as follows:

STTO Aircraft handling/power-on stall Rudder exercise Dart maneuver (stall exercise) Spin Demo Spin Student Spin Prevent Aerobatics (time/fuel permitting) RTB

I look forward to providing you the most important training you can ever receive - training that can save your life!

Gary Frith Aces Up Aviation Chief Pilot Common Student Errors – Spin Training (when you’re done with your initial training you’ll see why they’re ‘common’)

Spin Entry 1. Failure to place the throttle to Idle 2. Failure to apply full rudder or full backstick during entry (this will prolong the spin entry and results in more altitude loss) 3. Failure to start spin recovery controls in a timely manner

Spin Recovery 1. Failure to confirm spin direction (turn needle) and applying wrong rudder 2. Failure to apply full opposite rudder 3. Failure to move stick forward briskly during recovery (Note: This is the MOST important step in spin recovery – if the stick is moved forward slowly, it can allow the rotation rate to increase and cause sufficient centrifugal forces which prevent the aircraft from entering a ‘recovery cone’ and thus not stop spinning. I’ve had one student reach full forward stick and we were still spinning at a 40 degree nose low attitude and very fast rate – not something I let students do anymore!!) 4. Moving the stick too far forward and causing major negative G’s during recovery (remember the stick need not go full forward on the recovery but I rather feel some negative G than not recover from the spin – so err on the forward side) 5. Failure to neutralize the rudder before dive recovery (Note: this is the most common student error – over half of initial trainees will do this – the way to fix is chair fly the procedures – stick forward, rudder neutral simultaneously – the rudder is not effectively slowing the spin rate at the slow relative speed but once the spin stops and you are accelerating straight down it quickly becomes effective and if you still have it in full, you will be flying sideways as demonstrated in the rudder exercise!! PS – I will not let you recovery from the dive until the rudder is neutralized – why? – because if you pull just a mite too hard, ie stall, you are in an opposite spin before you can blink your eyes) 6. Pulling to hard in the dive recovery and causing secondary stalls

Aileron Roll 1. Failure to get entry airspeed before initiating the roll 2. Failure to start with the nose approximately 20 degrees nose high 3. Failure to UNLOAD the wings before you start the roll 4. Failure to use full aileron during the roll 5. Failure to use rudder and coordinate the roll

Loop 1. Failure to get entry airspeed before starting your pull 2. Failure to keep constant nose track throughout the maneuver 3. Pulling too hard or not hard enough at start of maneuver (3.8 g optimum) 4. Failure to maintain wings level throughout the maneuver 5. Failure to maintain coordinated flight (need right rudder as A/C slows) 6. Failure to maintain groundtrack

All Spin and Aerobatic Flights 1. Failure to keep your ‘cookies’ – (Note: sick bags in the side pocket by your feet!!) SPIN TRAINING

1. Intentional Spin Entry: All spin training will start with a demo by the instructor.

1.1 Before entering any intentional spin, do the pre-spin checks and climb to 4000’ AGL minimum. Use Max power during the initial part of the pull-up for spin entry. Retard the power to idle at or before first stall indication. Establish a nose-high pitch attitude of 15 to 50 degrees.

1.2 At the first stall indication, slowly and smoothly apply back stick and rudder in the desired direction of the spin. When the aircraft begins to stall, move the stick at a rate that will maintain a constant pitch attitude until the stick is all the way back. Apply rudder at a rate so full rudder occurs simultaneously with the full back stick. Make sure you use full travel of the stick and rudder and hold the controls firmly against the stops with ailerons neutral.

1.3 As soon as the aircraft has progressed into an incipient spin, proceed with the spin recovery procedure. Do not wait for the spin to reach steady-state; this only results in excessive loss of altitude.

1.4 Physically recheck that the throttle is in idle.

1.5 Smoothly apply full rudder opposite the direction of the spin (opposite the turn needle) and hold. This slows the rotation rate to its lowest level but may not be noticeable by first time students.

1.6 Immediately following the rudder input, move the control stick briskly forward of neutral keeping the ailerons centered. Expect spin rotation to increase as the nose is lowered, but upon recovery, spin rotation will abruptly cease with the aircraft in a steep, nose-low attitude (normally straight down). Neutralize controls and recover from the ensuing dive. Failure to neutralize the rudder before recovery from the dive will result in a minimum of very uncoordinated flight and worse case, when combined with a secondary stall, in a snap spin in the opposite direction.

SPIN PREVENT TRAINING

Spin Prevent Training is done to practice realistic procedures should an incipient spin develop for whatever reason. The easiest way to ‘prevent’ a spin is to remove one of the required items for a spin to occur – that is to remove the wing stall and fly yourself out of the incipient spin entry. This is done by applying aggressive forward stick to break the stall and flying the aircraft back to a wings level attitude. Entry for spin prevent training is the same as spin training. When the aircraft enters into the incipient spin, smoothly apply forward stick to break the stall and recover the aircraft. This procedure will normally work all the way up to one full turn of a spin entry. Should it fail to recover the aircraft, proceed with the spin recovery procedures. AEROBATICS

2.1. Performing Aerobatic Maneuvers. Aerobatic maneuvers help you develop and perfect your technique for operating an aircraft to obtain maximum flight performance. These maneuvers are smoothly executed and explore the entire performance envelope of the aircraft. You will learn aerobatic maneuvers to help you develop a more sensitive feel for the aircraft and to improve your ability to coordinate the flight controls and remain oriented, regardless of attitude. You will also learn to put the aircraft where you want it. Learning to perform aerobatics skillfully will increase your confidence, familiarize you with all attitudes of flight, and increase your ability to fly an aircraft throughout a wide performance range. Aerobatics will also teach you to feel at ease when your body is oriented at any angle. You will realize that you can think, plan, observe, and perform as easily inverted as upright.

2.1.1. Training emphasis is on smoothness and proper nose track during the maneuver rather than on meeting exact entry parameters. Do your part to prevent loss of consciousness (LOC) episodes by avoiding unexpected, rapid, or abrupt control inputs when you are flying the aircraft.

2.1.2. You should normally use the specified entry parameters for aerobatic maneuvers, but you may make small adjustments to entry airspeeds and power settings when this would enhance energy planning or expedite the profile flow.

2.1.3. Continually strive for precision when flying these maneuvers. Normally, your left hand is on the throttle and your right hand is on the control stick. Avoid the use of a two- handed stick technique to maintain a wings level attitude. Conscientious practice of these maneuvers will pay big dividends in providing knowledge of control pressures, timing, and planning, all of which are necessary for precision flying. The minimum altitude for entry or recovery from aerobatic maneuvers is 1,500 feet above the terrain.

2.1.4. Before performing these maneuvers, ensure loose equipment is stowed and clear the area. If flown in a series, you do not have to check these items between individual maneuvers. Ensure the area is clear, and attain the entry airspeed for the maneuver.

2.2. Increased G Maneuvering. During aerobatic flying you will perform maneuvers at different and ever-changing G levels. This is especially true of any maneuver that starts with extreme nose-down attitude at low airspeed and transitions to increasing airspeeds and higher G loads, such as nose-low recoveries, over-the-top maneuvers, and split-S maneuvers. To maintain maximum alertness and avoid grayout, blackout, or loss of consciousness during aerobatic flight, an effective anti-G strain is essential.

2.2.1. Anti-G Straining Maneuver (AGSM). It is important to start the AGSM before the onset of the G forces and maintain the strain throughout the period of increased G loading. The amount of strain required will vary with the amount of applied G force. When encountering high G situations, all elements of the AGSM are required. During an AGSM, anticipation of the necessary strain, full muscle contraction, and constant breathing cycles become vital. Lower G situations will still require all elements of a full AGSM, but at a lower level of strain intensity. The instructor will provide guidance on how to properly accomplish the AGSM and will ensure you can perform it properly. 2.2.1.1. Accomplish the AGSM by firmly contracting muscles of the legs, abdomen, and chest. As the amount of Gs increases, you will need to increase the intensity of the strain and try to exhale through a closed airway. Continue to strain and simultaneously breathe approximately every 2 to 3 seconds. Think about the AGSM as a continuum. As the amount of Gs increases and you increase the intensity of the strain, pay careful attention to proper breathing techniques. It is important not to hold the strain too long without breathing because this will reduce G tolerance. If grayout occurs at the onset of G forces, application of the AGSM may not eliminate the grayout. If altitude and (or) airspeed are not critical, return to one G flight, reapply the anti-G strain, and then continue maneuvering. Use caution not to exceed aircraft limits or your personal G-limit for the particular day.

2.2.1.2. Remember, while flying aerobatic maneuvers you will be exposed to different G levels. By anticipating these Gs early and performing the AGSM properly, you may avoid grayout, blackout, and loss of consciousness.

2.3. G-Awareness Exercise. Perform a G awareness exercise before flying any maneuver that may result in increased Gs. The G-awareness exercise should be a level or descending turn using maximum power. Begin the maneuver with sufficient airspeed to reach 4 Gs. G onset should be slow and smooth, allowing sufficient time to evaluate the effectiveness of your AGSM and determine your G tolerance. Increase Gs to approximately 4 Gs and maintain for several seconds in order to allow full cardiovascular response. If you begin to grayout during the maneuver, return to one G flight, reevaluate your strain, and then slowly and smoothly reenter the G-awareness exercise.

2.4. Energy Maneuvering. A good knowledge of energy planning will enhance your ability to use time, fuel, and an assigned altitude block. Total energy is a combination of altitude and airspeed; one can be traded for the other. To trade altitude for airspeed, lower the nose and set maximum power. A commonly used reference is the canopy bow on the horizon. Using this reference and maximum power, you can accelerate to entry airspeeds efficiently and quickly. One effective way to trade airspeed for altitude is to use maximum power and approximately 15 nose high with wings level. The ideal energy level occurs near the top of the altitude block at 100 knots. You can perform any aerobatic maneuver from this energy level. Plan your maneuvers to flow from one to another. All over-the-top maneuvers and the split S are energy-losing maneuvers. Energy- gaining/neutral maneuvers include the aileron roll, lazy eight, barrel roll and chandelle.

2.5. Aileron Roll. The aileron roll is a coordinated 360 roll done in either direction. Adjust the throttle to Max and attain the entry airspeed of 97 knots minimum. Smoothly raise the nose to 10 to 20 pitch attitude, relax backpressure, and initiate the roll by applying full aileron and coordinated rudder pressure. After the aircraft begins the roll, continue coordinated control pressure to maintain the desired rate of roll. Make no attempt to keep the nose on a point. As you approach the wings level attitude, gradually release aileron and rudder pressure to ensure a smooth coordinated return to wings level. TABLE Summary of Entry Airspeeds and Power Settings for Aerobatics

Maneuver Airspeed (KIAS) Power Setting 1 Loop 130 MAX 2 Aileron Roll 97 Min MAX 3 Split S 86 Max Max* 4 Chandelle 100-130 MAX 5 Barrel Roll 100 MAX 6 Cloverleaf 130 MAX 7 Lazy Eight 100 MAX 8 Immelmann 130 Min MAX 9 Cuban Eight 130 MAX * Most Split S’s are performed in idle or low power settings. In the Zlin we will maintain Max power to minimize engine shock temperatures and avoid having to make throttle changes between maneuvers.

2.6. Loop. The loop is a 360 turn in the vertical plane. Since it is executed in a single plane, the elevator is the principle control surface used. The ailerons and rudder are used for coordination and directional control. The objective of the maneuver is to maintain a constant nose track.

2.6.1. To remain oriented, select a road or section line for a ground reference. Align the aircraft with the reference, and keep them aligned throughout the loop. Adjust the throttle to Max, and attain the entry airspeed of 130 knots by lowering the nose to accelerate.

2.6.2. Once reaching 130 knots, increase backpressure to pull the nose up at a constant rate. If you pull up too fast, you may exceed the G limits. If your initial pull-up is too slow, your airspeed will be slow over the top and you may stall. Centrifugal force will cause you to feel a definite seat pressure. Use this seat pressure (initially about 3-4 Gs on the accelerometer) to determine the correct rate of movement of the nose (for example, if there is very little seat pressure, your pull-up is too slow). Maintain the initial rate of nose movement throughout the maneuver by adjusting backpressure. As airspeed is depleted in the pull-up, less backpressure is required to maintain a constant rate of nose movement. Increased right rudder is required as airspeed decreases. A good rule of thumb is to increase right rudder anytime you see sky during an over-the-top maneuver. Use aileron and rudder pressure to keep the wings level throughout the maneuver and maintain ground track. Optimum Gs for a loop in the Zlin is 3.8 Gs.

2.6.3. When you can no longer see the horizon ahead, look at the wingtips and keep them equidistant from the horizon. After passing the vertical flight position, tilt your head back and watch for the horizon to appear. Use the horizon to maintain a wings level attitude. Locate the reference on the ground that you used to begin the maneuver.

2.6.4. As the inverted position is attained, release some backpressure in order to maintain a constant rate of nose movement. Use aileron pressure as needed to keep the wings level. As the nose passes through the horizon and the aircraft reenters a dive, increase backpressure to return to the level-flight attitude. Throughout the last half of the maneuver, use the ground reference to maintain the desired vertical plane. It is not necessary to complete the maneuver at entry altitude or airspeed.