Avoiding the Stall/Spin

Accident

GLIDING FEDERATION OF AUSTRALIA

Introduction
 The stall/spin accident has been with us since
the days of the Wright brothers.
 In the early days, the terrifying "tailspin" was
shrouded in mystery; thus a high frequency of
this type of accident was understandable.
 Today, even though the spin is well
understood, we are still plagued with
stall/spin accidents.
Introduction

However, if today's breed of pilot

understands the spin, why do we still
have so many stall/spin accidents?
Perhaps the answer lies in stall/spin
awareness and training - or rather the
lack of it.
Introduction
 The purpose of this lecture is
threefold:
1. Alert pilots to the stall/spin hazard and
the in-flight situations which lead to stalls
and spins;
2. Explain the dynamics of the spin and spin
recovery; and
3. Teach the most effective method of spin
prevention-stall awareness.
What is a Spin?
 A spin is a
manoeuvre during
which the glider
descends rapidly in
a helical movement
about a vertical axis
- the Spin Axis.
What is a Spin?

In some ways the spin resembles a

spiral dive; but there's a fundamental
difference.
What is a Spin?
 Throughout a spiral
dive manoeuvre you
have the glider
under full
aerodynamic
control; you can fly
out at any time.
What is a Spin?

In a spin, the aerodynamic and inertial

forces are in balance - which you have
to upset in order to regain control.
What is a Spin?
 If you have sufficient
altitude at the start
of the spin, fine! But
if not... you may
become a statistic!
What Causes a Spin?

 A spin is caused by two primary

factors:
1. the glider at or beyond the stall angle of
attack; and
2. sideslip or yaw acting on the glider at or
beyond the actual stall point.
The Phases of a Spin

 A spin is divided into two phases:-

1. incipient and steady state.

2. steady state or fully developed spin.

The Incipient Spin

The incipient phase is that portion after

stall when the glider commences a
spin-like motion.
The Incipient Spin

In this phase, the aerodynamic and the

inertial forces have not achieved a
balance.
The Fully Developed Spin

In the fully developed spin, the

aerodynamic and the inertial forces are
in balance.
The Fully Developed Spin

Attitude, angles and motions are

repetitive from turn to turn.
The Fully Developed Spin

In a spin, the view looking out of the

cockpit is generally a steep, nose-down
attitude, with a yawing/rolling motion
about the spin axis.
The Fully Developed Spin

The airspeed is near stall airspeed.

The Fully Developed Spin

The turn needle is fully deflected in the

direction of the spin.
The Fully Developed Spin

The rate of descent is significant.

The Fully Developed Spin

The "g" force acting on a spinning glider

is essentially One.
The Fully Developed Spin

The spin is a recoverable manoeuvre in

gliders approved for spinning.
The Fully Developed Spin

Recovery does require altitude.

The Fully Developed Spin
The Fully Developed Spin
Terminology

Gravity, lift, thrust and drag are terms

that are familiar to you.
You also know the three axes of flight:
roll, pitch and yaw.
To understand a spin, there are some
other terms that you should be familiar
with:
Relative airflow
The speed and direction of the air that
is approaching the glider.

The velocity of the relative airflow and

the airspeed of the glider are equal and
opposite to each other.
Angle of attack

The angle formed by the relative airflow

and the chord-line of the airfoil.
Adverse yaw

If you are near stall angle of attack and

a wing drops, and you attempt to raise it
by applying aileron alone, the aileron
going down will increase the lift on the
wing.
Adverse yaw
 This increased lift
increases the
induced drag
causing a yaw
toward the down
wing - this is
adverse yaw.
Adverse yaw

The down wing, with an increase in

total drag, becomes more stalled,
producing even more roll and
contributing to autorotation.
Adverse yaw

To prevent autorotation you must

eliminate any slipping or turning input at
the point of stall. Co-ordination of
aileron and rudder is the key.
When Are Spins Likely?

Stall/spin is obviously more threatening

under certain conditions such as low
altitude.
When Are Spins Likely?

Potential stall/spin situations are part of

virtually every flight you make.
When Are Spins Likely?

During your pre-flight inspection,

ensure that the cockpit loading does not
cause the centre of gravity limits to be
exceeded.
When Are Spins Likely?

With insufficient ballast the C.G. will

move aft of its proper location and you'll
find that a steep climb may produce a
departure stall.
When Are Spins Likely?

Even at altitude, an aft C.G. loading

may result in your not having enough
forward stick available to lower the
angle of attack sufficiently to ensure
stall/spin recovery.
When Are Spins Likely?

The solution, plan ahead-don't get

trapped. If you find yourself in a
potential spin situation and recognise it
- lower the nose and regain speed!
The Launch

Takeoffs have stall/spin potential.

Just after leaving the ground and during
the initial climb, a launch failure can be
disturbing.
The Launch

Your instinct is to try to turn back. But if

you do, you may well set up a stall/spin
entry.
If this occurs at low height recovery
may be impossible.
The Launch

The solution is to lower the nose

immediately to attain your safe speed
near the ground, thereby preventing a
stall or loss of control.
The Launch

It's always better to make an

unscheduled outlanding under control
than to stall, spin and crash out of
control.
Landings

When landing you may encounter a

crosswind that makes you overshoot
the turn onto final.
If you use excessive rudder pressure to
turn the glider onto final whilst holding
off bank, a slight increase in back
elevator pressure may cause a stall.
Landings

The solution, plan ahead - don't get

trapped.
If you find yourself in such a situation
and recognise it - lower the nose and
regain speed!
Landings

If you are undershooting on final

approach you may instinctively want to
apply back pressure-try to hold the
glider in the air.
The safe thing is to maintain your
approach speed closely (at least 1.5Vs)
as you look for a possible touchdown
spot.
Landings

Flying in the circuit or on short final, at

400 to 500 feet above the surface, is no
place to enter a spin that requires 400
or so feet for recovery after you apply
control forces.
Spin Recovery
 There are four classic steps for recovering
from a spin.
1. Apply rudder opposite to the direction of the spin.
2. Neutralise the ailerons.
3. As the rotation begins to stop, ease the elevator
control forward to reduce the angle of attack and
break the stall.
4. As rotation stops, centralise the rudder and
recover from the ensuing dive in the normal
manner.
Spin Recovery

 The best way to learn about a spin and

spin recovery is by practice.
Stall Awareness

The most effective spin prevention is

stall awareness.
To be specific there are five cues that
can warn you of an impending stall.
Stall Awareness

Vision is one. But its usefulness is

limited to watching for a change of
attitude.
Stall Awareness

Hearing can give you another cue. The

sounds related to flight will increase as
your speed increases, as you know.
But if a stall is impending, the sounds
lessen.
Stall Awareness

The third sign is Kinesthesis - muscle

sense - the response of your body to
the glider's changes of direction and
speed. You can feel it. If you haven't
already done so, you can develop the
ability.
Stall Awareness

The fourth cue is the feeling of control

pressures. As speed is reduced,
control resistance to pressure becomes
less and less. You can move the
controls farther and farther without a
corresponding change in glider attitude.
Also, onset of airframe buffet may
indicate the approach of a stall.
Stall Awareness

Last, but not least! Your flight

instruments. The airspeed indicator
warns you of impending stall, and
indicates the actual stall.
Stall Awareness -
Summary
Your sight, hearing and feeling are the
means by which stall awareness
enables you to sense an impending
stall.
Stall Awareness -
Summary
You can lose your awareness very
quickly if your attention is lessened or
lost by distraction - the major cause of
inadvertent stalls.
Stall Awareness -
Summary
Anything that takes your attention away
from your number one responsibility,
FLYING THE GLIDER, may lead to a
stall.
How do you prevent
distraction?
Develop a good scan pattern. You
must keep your attention moving back
and forth between flying the glider, the
instruments and outside references.
How do you prevent
distraction?
Remember the cardinal rule of flying:
 Aviate (i.e., fly the aeroplane);

 Navigate; and

 Communicate.
How to handle the stall

The first step is to positively reduce the

angle of attack - generally by lowering
the nose;
How to handle the stall

The second step is to regain flying

speed; and
How to handle the stall

Third, co-ordinate your controls to

regain full aerodynamic control of the
glider.
Know your glider
 At height, practice flying at minimum
controllable airspeed and find out
about:-
1. Your glider’s attitude versus airspeed
produced;
2. The trim required;
3. The effectiveness of controls; and
4. The effects of flap extension and
retraction (if fitted).
Know your glider

 Practice at minimum controllable

airspeed will sharpen your stall
avoidance ability.
Summary

You may not be able to avoid a

stall/spin threat, but you should be able
to avoid the condition by recognising it
before it becomes a problem.
Summary

To increase your confidence, take

some spin practice with an instructor in
a glider that has been approved for
intentional spinning.
Summary

Become proficient in flight at minimum

controllable airspeed and re-acquaint
yourself with how your glider reacts in
stall recovery.
Summary

The key to the stall/spin problem is Stall

Awareness. Know the warning signs,
respond to them and go ahead and do
what you have to do.
Summary

Remember: - no stall - no spin!

A presentation by

Christopher Thorpe
Chief Flying Instructor
Beaufort Gliding Club