Spinning a C-150

jrh

jrh

Well-Known Member
While flying in a C-150 this afternoon, I tried to demonstrate spin entries and recoveries to a student. Unfortunately, I couldn't get it to spin. It would only drop a wing and go into a spiral dive.

My entry configuration was with flaps up, power at idle, ailerons neutral, and then smoothly bringing the yoke full aft, just like I would do to demo a power off stall. As I felt the buffet, right before the stall break, I firmly and quickly applied full left rudder.

The wing would drop and nose yaw to the left, just like a spin entry, but within half a turn, the airspeed would pick up and it would turn into a spiral dive.

I tried four times, with slightly different techniques, such as power slightly above idle, or being more agressive with left rudder on the entry, but it would never spin. I wound up using the demos as a lesson on how difficult it is to get into a true spin, as well as the difference in recovery between a spin and spiral dive.

Is there a secret to consistently getting a 150 to spin? Do they have different characteristics than a 152? I must admit, I only have about 10 or 15 hours in 150s, but ten times that much in 152s.

I've done numerous spins in a C-152 Aerobat and it always seemed to spin more easily.

What's the secret?
 
Did you try keeping the yoke all the way back? If the AOA comes back down, you exit the stall, and that'll kill a spin real quick. Never done it in a C-150, but in the Citabria, it's stick ALL the way back and kick opposite rudder and aieleron.
 
Yep, I was careful about that.

Maybe there's a bit of cable stretch in this particular aircraft that doesn't allow for precise elevator control?
 
go the other direction. some like left, some like right.

cross the controls, rather than just keeping the yoke neutral.

give a quick shot of power nearing the stall.

demo it from a skid.

get a better plane than a 150.
 
I have done multiple spin demos in C-150s - I've never been able to sustain more than 2 rotations but the trick to entering is leaving the power in full and keeping full opposite aileron and rudder deflection.
 
This will spin most 150/2s:

1) Flaps up, power idle.
2) Maintain level flight.
3) When airspeed hits 45, pull full aft on the yoke and HOLD it, push full left rudder and HOLD it, give a shot of power and immediatly back to idle.

Should get at least 1.5 turns out of most, as soon as you relax the controls it'll stop usually. Some spin much better than others too.
 
Can't speak for the 152, but in the 172 it's a lot easier if you you treat the setup just like a power on/departure stall and kick in full left rudder when you feel the buffet. I keep it going at full power until I start to become inverted, then slowly retard the throttle to idle while while maintaing firm back pressure.
 
I'll share a little scret with you when spining a C150/152. I had the same problems; it may spin or only spin in one direction.

You need to be just a bit more aggressive with the airplane. You are doing everything right though. Go through your pre-manuever check list (inverted L). Carb heat on and reduce the power slowly while increasing back pressure. Once you get around 40 knots or so leave just a small amount of power in, pull back all the way farily quick on the yoke and jam in rudder in the direction you want to get the aircraft to spin and make sure that yoke is in your chest. Do this quickly and you should have no problem spinning or at least getting it to enter the incipient stage.

The good thing about the aircraft not spining is you can use this as an example to your students. Most of the time they are nervous when you are trying to show them a spin and they are scarred that they may get into one. However, show them how hard it is even to get the airplane just to spin or that it even wants to roll out on its own before you even do much and that can help to alleviate some of their fears.
 
iI guess what I forgot to say too was that many of these light trainers do not want to spin or are very hard to get them into a spin. This is because of the stabilities that are built into the aircraft. However, this is not true for all trainiers and aircraft as there are some models that just need to be looked at wrong and they will spin.
 
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