• Set up into the wind
• Stall through the break
• Enter a full cross-controlled
to develop stall into spin
• Add rudder opposite the rotation
to stop the spin
• Input neutral aileron
• Apply backpressure
• Re-introduce throttle
NOTE: It’s important to work with an
experienced instructor familiar with spins
and the aircraft used for spin training to
learn in a safe environment.
my previous knowledge about spins would
not have been enough.
Before this spin I had also been curious
how long it took for a stall to turn into a spin.
Does a spin occur immediately if a stall isn’t
recovered? How long do you have to recover
a stall before it starts spinning? I didn’t know
because I had never let a stall continue.
Experiencing just one spin answered this
question in a way no textbook had.
It was my turn next. Stalling, entering
the spin, and stopping the spin were all
easy. Pulling out of the dive to keep the airspeed in the green arc? That was a bit
• As the angle of attack increases,
lift decreases, wing stalls
• As stall continues, a wing drops
and nose drops over
• Rotation starts
• Rotation and airspeed reach
maximum stall conditions
• Rotation stops
• Air flow is reestablished across
the wings; stalling condition is
• Air speed begins to build
• Aircraft levels out before speed
is allowed to develop (pilot may
experience additional g’s)
• Resume straight and level flight
trickier. The first time I didn’t apply enough
back-pressure early enough, and our airspeed quickly climbed. Anticipation was
key because the airspeed can get too fast
really quickly when recovering from a spin.
After three or four more stalls and
spins, I started to get the hang of it and was
having an absolute blast. “How do we
make it spin faster?” I asked. “And can we
let it spin longer before recovering?”
“Sure,” Jason said as he smiled and
tightened his seat belt.
The next time I kicked the rudder in
just as it started to stall and let it spin two