Mark,

So far as I know you are correct.

The accident in 1990 at the South Wales Gliding club, Usk was a deliberate
spin where the Chief Flying instructor in the front seat was coaching
(training) a candidate for an assistant instructor rating. The spin was
therefore a deliberate spin for training purposes. The BGA
Instructors' Manual first published in 1994 states "There is no requirement
for these spins to be noticeably close to the ground, so their training
value is not compromised if they are completed very high".

The accident on 18th January 2004 at The Soaring Center, Husbands Bosworth
is still being investigated, and all I know is rumour.

These accidents apart, none of the Puchacz spin accidents was a deliberate
spin for training or any other purpose.

I have been having a fair amount of correspondence off-board, and none of us
can recall a fatal accident, other than above, involving a deliberate spin
for training purposes dual. However we can recall many spin accidents solo
both fatal and lucky not to be, where it seems likely that faulty or
inadequate training was a factor. This is why the low level spin entry
exercises were introduced.

Of course, this type of training depends for safety on careful selection and
good training and checking of instructors, including good supervision in the
clubs. We pay a lot of attention to this, and the BGA (to which the
government authorities are happy to delegate instructor training,
certification, renewal etc.) keep a tight control on this. How are these
things done in the U.S.A.?

I will repeat the quote from the Manual (copy & paste is easy):

If you read the BGA Instructors' Manual (Second edition), the relevant
section is "Section 5" with two chapters, "18 Stalling" and "19 Spinning and
Spiral Dives".

In chapter 19 on page 19-3 it says under the heading:

"ADVICE TO INSTRUCTORS

"In the initial stages of spin training, continuous spins of two or three
turns are mainly to allow the trainee time to study the characteristics of
the spin and give confidence that the recovery action from a stabilised spin
is effective. There is no requirement for these spins to be noticeably
close to the ground, so their training value is not compromised if they are
completed very high. The majority of spin training will then involve brief
spins of about a half a turn with the primary aim of recognising the
circumstances in which the spin can occur, correctly identifying the
spin/spiral dive, and practising the correct recovery action.

"As this training progresses, it is necessary to introduce brief spins where
the ground is noticeably close. This is to ensure that the trainee will
take the correct recovery action even when the nose is down and the ground
approaching. A very experienced instructor flying a docile two seater in
ideal conditions may be prepared to initiate a brief spin from 800'. A
less docile two seater with a less experienced instructor, or less than
ideal conditions, should raise the minimum height considerably."

That is just the first two paragraphs of quite a long explanation.

W.J. (Bill) Dean (U.K.).
Remove "ic" to reply.


"Mark Stevens" wrote in
message ...

Bill,

So if I may summarise briefly - of the five accidents with Puch's where
we're fairly certain of the causes only one occurred during spin avoidance
training. If my memory is correct was that not the one with two
instructors on board?

Can you summarise or comment on any other two seater accidents with
serious injury or fatalities that were spin related in any way in that
time period? I'm stretching to think of some..

Mark