Accelerated spin in unexpected direction at low altitude

On 7/2/2018 11:28 AM, Jonathan St. Cloud wrote:
Snip... The only time I have been in an over the top spin was
in one particular 2-32 only from a slip to the left. Allow this particular
2-32 to get slow in a left slip and over the top you went. Would not do it
from a slip to the right and I had always been thought that an aircraft
will not stall from a slip. Unfortunately this glider is not with use any
more and I have not been able to get any other 2-32 to do an over the top
spin entry from a slip.

If this was not N232PC, for a long time (until the early '90s?), my club had
a(nother?) 2-32 that would do the same thing...a quite eye-pleasing orange and
yellow as I recall. Memory says it was eventually sold to the (last)
Calistoga operation.

It also routinely/'abruptly' dropped the left wing whenever stalled.
Amazingly(?) - so far as I was ever aware - it was never damaged as a result
of either trait during the club's ownership. Yes, every club pilot checked out
in it was thoroughly briefed/exposed-to both 'quirks' prior to solo signoff...

Bob W.

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Bob, N232PC is my N number for a ASW27

Cliff Hilty (CH) ASW 27 formerly Paul Cordell's hence the PC

I'm not in favor of making a fetish of full spin and recovery. I worry that emphasis on holding the stick all the way back through a full turn builds the worst possible muscle memory.

Yes,it's worthwhile demonstrating at altitude, but the ground will most likely get in the way of a recovery from a spin out of a turn to base or final. That's where we lose friends. Shears and other nastinesses lurk at low level.

I put a higher priority on recognition of and immediate recovery from an incipient spin.

On Mon, 02 Jul 2018 21:08:21 -0700, George Haeh wrote:

I'm not in favor of making a fetish of full spin and recovery. I worry
that emphasis on holding the stick all the way back through a full turn
builds the worst possible muscle memory.

Yes,it's worthwhile demonstrating at altitude, but the ground will most
likely get in the way of a recovery from a spin out of a turn to base or
final. That's where we lose friends. Shears and other nastinesses lurk
at low level.

I put a higher priority on recognition of and immediate recovery from an
incipient spin.

With respect, accelerated spin entry is a bit different because one
moment you aren't spinning and then suddenly you are. I've had one or two
'interesting' departures:

- While I had an early ASW-20 it departed twice without warning from a
thermalling turn - at least I didn't notice any buffet, etc and wasn't
all that slow (45 kts, 40 degree bank), but both times I'd recovered
within 1/4 of a turn, admittedly 35kts faster and 300 ft lower. These
were both into-turn spins.

- Puchacz 1. In one of the spin practice flights our club insists on at
the start of the season and with plenty of height, I tried a recovery
method that was supposed to minimise height loss. That didn't work: all
that happened was that the Puch did a snap reversal of spin
direction. Not a problem: I saw the reversal happen (remarkably
fast), swapped the applied rudder and came out of the spin without any
problems.

- Puchacz 2. Another annual spin practice. This time the instructor
promised me a treat if we were still high after completing the stall
and spin exercise. We were, so he had me set up a thermal-like turn
(this was a cold, overcast day), at 45kts and a 40 degree bank. Then,
he had me snap the stick back centrally and hold it. The Puch pitched
up, did half a wing-over and spun off the top - IIRC it was an
over-the-top entry, but regardless it was immediately spinning - no
hesitation! Again no problem: I recovered within half a turn at most.


--
Martin | martin at
Gregorie | gregorie dot org

On Monday, July 2, 2018 at 2:26:21 PM UTC-7, wrote:
Bob, N232PC is my N number for a ASW27

Cliff Hilty (CH) ASW 27 formerly Paul Cordell's hence the PC

N numbers can change over the lifetime of an airframe, at least in the US.
New owner? They can apply for a new random or personally chosen (registration) N-number. The only number that remains with the machine throughout its life is the factory serial number. And sometimes, if there is a damage incident -- major components from one wreck might make it onto the other parts of another airframe. Hence a fuselage wtih one serial number and a wing or elevator with a differing serial number. Changes of that significance would hopefully be reflected in the maintenance logs.

Seen this in person,
Cindy B

My bad, mine is 272PC. New to me last August. I have reserved 272CH but not sure its worth the effort to change it

Cliff Hilty (CH) ASW27

On Wednesday, July 4, 2018 at 10:30:55 AM UTC-7, wrote:
My bad, mine is 272PC. New to me last August. I have reserved 272CH but not sure its worth the effort to change it

Cliff Hilty (CH) ASW27

I wasn't going to say anything