In article , lefty133
@bellsouth.net says...
"Ron Wanttaja" wrote in message
news
On Sun, 15 Oct 2006 16:23:36 -0400, Stubby
wrote:

I just got back from my spin training for my CFI....

Yup. Should be a requirement before PPL.

I believe it was required long ago, perhaps 30 years. I had a bit of
spin work in the glider. It might be required. It was fun!

Yeah, was eliminated in the late '60s, I think. Basic reason, IIRC, is
that the
number of casualties that occurred during training were thought to be
about
equal to the additional spin fatalities if training WEREN'T required.
Since
most stall/spin accidents occur at very low altitudes (the base-to-final
turn,
usually) the FAA decided to emphasize stall recognition/avoidance,
instead.

True "spin" accidents (those that occur at high enough altitudes to
recover and
not associated with any physical problem with the airplane) are quite
rare.
Canada still requires spin training, and I understand their stall/spin
accident
rate is about the same as the US.

Ron Wanttaja

Back in the early '80s, spin training was not required and was only
marginally available. When I demanded it, after getting a little too close
for comfort on a final turn in the PA-38 Tomohawk, I had to interview more
than one additional instructor before I found one who was comfortable doing
spins.

IMHO the important point was that, once I was comfortable about the spin
entry, it was almost ridiculously easy to fly away from an incipient spin in
the C-150M and C-152. After getting over the initial discomfort, I found
that recovery during the first half turn used very little altitude and
recovering on point after 2 or 3 turns became easy. Both Cessna models
recovered very sharply on command and could have easily been flown away from
a spin entry at below 300 feet.

At that time, I was unable to find an instructor who was comfortable in the
PA-38. It remains my opinion that they simply lacked training and
experience with the aircraft; and therefore believed the scare stories which
circulated. It certainly was no less controllable, and had no less rudder
authority during a stall. Remember that there still a lot of pilots who
believe that turning a twin toward an inoperative engine is less safe than
"Russian Roulette" with 2 cartridges in the ol' wheel-gun.

I think the problem probably lies with an instructor that doesn't mind
the physical sense of spinning in a Traumahawk

(that's the trouble I had). BTW, I got an instructor to put the a/c in
a spin and recover under the hood - on one session. My recoverys were a
bit steep (I *tried* to allow for the instrument lag, honest!) But I'm
really glad I did that exercise.

--
Duncan