Holy Spin training batman...

Was I the only person who spent most of the video screaming "SPIN IT YOU SISSY" at the screen? He does one good entry and one halfway passable one, each for like half a turn at most. The rest is all mushing along and OMGZing at the fancy G1000 that plane doesn't need.
 
Boris Badenov said:
Was I the only person who spent most of the video screaming "SPIN IT YOU SISSY" at the screen? He does one good entry and one halfway passable one, each for like half a turn at most. The rest is all mushing along and OMGZing at the fancy G1000 that plane doesn't need.
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LOL - I kept pushing my left foot to the floor, and pulling my hand all the way to my chest an kinda grunting... wishing I could see outside, and wondering why I wasn't watching a video like this one... http://www.youtube.com/watch?v=9uhp8o5gBVo&NR=1 or this one http://www.youtube.com/watch?v=VfY5ki0CF9s or http://www.youtube.com/watch?v=h2rm7n9Vz3c&feature=related
 
Boris Badenov said:
Was I the only person who spent most of the video screaming "SPIN IT YOU SISSY" at the screen? He does one good entry and one halfway passable one, each for like half a turn at most. The rest is all mushing along and OMGZing at the fancy G1000 that plane doesn't need.
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My wife is tired of hearing my sermon on why 172s don't need all that crap. :) And no, you weren't the only one.
 
scott_l said:
Oooo he exceeded Vne
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THAT and the fact that he recovered from the nose low attitude while still in a bank. And yes I kept making rudder/elevator movements and wondering when his pansy ass was going to actually spin the airplane. "ooo look, the transponder switches to ground mode below XX knots, that's cool!"
 
Maddog1974 said:
THAT and the fact that he recovered from the nose low attitude while still in a bank. And yes I kept making rudder/elevator movements and wondering when his pansy ass was going to actually spin the airplane. "ooo look, the transponder switches to ground mode below XX knots, that's cool!"
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That must be a civil thing. We used to teach to begin the pull as soon as you are less than 90 bank, while you continue the roll towards 0 bank. Are there asymmetric g issues?
 
If you follow the link to youtube, the video description explains that the purpose of the video is to demonstrate how the G1000 behaves in a spin. Aside from the transponder obsession and that fact that those maneuvers barely qualified as spins, I found the video to be helpful. I have plenty of G1000 experience, but I've never spun a G1000 equipped airplane.
 
Not sure if it is asymmetric g load, but I was taught and I teach my students to level the wings then begin the pull to straight and level. Reduces the amount of load factor, plus our aircraft can't take the G-loads military aircraft are capable of withstanding.

Bear with me, I'm thinking aloud.

I thought I had a good answer but now that I think about it I am not sure I do. At first my thought was no, not an A-metric g load issue. Once the rotation of the spin is stopped the aircraft will typically be in a nose low and possibly banked attitude, right? At that point, for a C-172, several things need to happen to right the aircraft. Power reduction will be one to reduce the acceleration if it was not reduced during the recovery from the spin. Rudder force reduced from the opposite to stop the spin and the "ball" centered using the rudder. Wings level to reduce the loading on the wings and then gradual pull to nose level, gradual doesn't mean slow, just controlled to reduce the risk of loading the wing.

At the point of recovery, if the aircraft is coordinated then the load should be evenly distributed, right? So, I think no, no asymmetrical g load issues. But I may be wrong, someone else could chime in anytime.

The issue is the extra load from bank, high airspeed, and then recovery from the nose low attitude. At least that is what i teach my knuckle heads.

Aww hell, i had to google assymmetric g load to make sure I thought I knew what I was talking about.......And I might not, i might need help with this one, of course even a blind squirrel finds a nut every once in awhile!
 
Boris Badenov said:
Was I the only person who spent most of the video screaming "SPIN IT YOU SISSY" at the screen? He does one good entry and one halfway passable one, each for like half a turn at most. The rest is all mushing along and OMGZing at the fancy G1000 that plane doesn't need.
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Dont understand why he did not keep the aileron neutral and slammed in the rudder?
 
The spin demonstration for my PPL was 3 complete turns (was still required back in the stone age then). For my CFI spin endorsement, we never did more than a quarter turn.
 
Old Dominion Flyer said:
If you follow the link to youtube, the video description explains that the purpose of the video is to demonstrate how the G1000 behaves in a spin. Aside from the transponder obsession and that fact that those maneuvers barely qualified as spins, I found the video to be helpful. I have plenty of G1000 experience, but I've never spun a G1000 equipped airplane.
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There's at least one 141 school I know of that only allows spinning their G1000 airplanes, and prohibits it in the round dial ones. Supposedly, spins aren't good for the gyros, and the only gyros the G1000 has are in the back up instruments (although the KAP140's do have a turn coordinator hidden behind the MFD panel)
 
Maddog1974 said:
THAT and the fact that he recovered from the nose low attitude while still in a bank. And yes I kept making rudder/elevator movements and wondering when his pansy ass was going to actually spin the airplane. "ooo look, the transponder switches to ground mode below XX knots, that's cool!"
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I kept screaming, "Power off, wings level, then nose up!"
 
I never had a hard time spinning a skyhawk..any model....the moment you feel the buffet...full Left or right rudder and pull back on the control column to your chest...spin...recover
 
Aren't you suppose to be looking outside and not inside the airplane? The instruments aren't going to save you unless it is instrument training.
 
Maddog1974 said:
Not sure if it is asymmetric g load, but I was taught and I teach my students to level the wings then begin the pull to straight and level. Reduces the amount of load factor, plus our aircraft can't take the G-loads military aircraft are capable of withstanding.

Bear with me, I'm thinking aloud.

I thought I had a good answer but now that I think about it I am not sure I do. At first my thought was no, not an A-metric g load issue. Once the rotation of the spin is stopped the aircraft will typically be in a nose low and possibly banked attitude, right? At that point, for a C-172, several things need to happen to right the aircraft. Power reduction will be one to reduce the acceleration if it was not reduced during the recovery from the spin. Rudder force reduced from the opposite to stop the spin and the "ball" centered using the rudder. Wings level to reduce the loading on the wings and then gradual pull to nose level, gradual doesn't mean slow, just controlled to reduce the risk of loading the wing.

At the point of recovery, if the aircraft is coordinated then the load should be evenly distributed, right? So, I think no, no asymmetrical g load issues. But I may be wrong, someone else could chime in anytime.

The issue is the extra load from bank, high airspeed, and then recovery from the nose low attitude. At least that is what i teach my knuckle heads.

Aww hell, i had to google assymmetric g load to make sure I thought I knew what I was talking about.......And I might not, i might need help with this one, of course even a blind squirrel finds a nut every once in awhile!
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No worries, I was just curious. In the small trainers I used to fly (see my avatar) we would begin the pull before wings level, and continue to make aileron inputs to roll towards 0 bank while simultaneously beginning the pull. That way the nose was tracking at least somewhat in the up direction just that little bit earlier. Of course, the nose would move up best if you were wings level, but it would still move up some as long as you were less than 90 degrees of bank. That was the thinking, anyway.

Of course, you're right about the G limits. We were limited to 7 g's, and something like 4.7 or 4.8 (forget off the top of my head) if we were "asymmetric." In other words, if you were pulling and rolling at the same time. Even the 4.7 asymmetric limit is probably above the limiting g for a C172, though.
 
fish314 said:
No worries, I was just curious. In the small trainers I used to fly (see my avatar) we would begin the pull before wings level, and continue to make aileron inputs to roll towards 0 bank while simultaneously beginning the pull. That way the nose was tracking at least somewhat in the up direction just that little bit earlier. Of course, the nose would move up best if you were wings level, but it would still move up some as long as you were less than 90 degrees of bank. That was the thinking, anyway.

Of course, you're right about the G limits. We were limited to 7 g's, and something like 4.7 or 4.8 (forget off the top of my head) if we were "asymmetric." In other words, if you were pulling and rolling at the same time. Even the 4.7 asymmetric limit is probably above the limiting g for a C172, though.
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4.7 is 0.9 above the C172's symmetric load limit. :D
 
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