Have you experienced an unintentional stall/spin before?

While practicing stalls prior to getting my pilots license, I spun the schools 172. I recovered after one turn and promptly returned to FDK. Keep the ball centered!!!!
 
On my checkride, was told to do minimum controllable airspeed, it was a turbulent, bumpy day. I got the stall horn going, then hit a bump, boom, the nose drops. I recovered, all the while he's looking at me. I ignored him, finished the recovery, turned to him and said, "Sorry I stalled it, can I try again" He said "sure", nailed it the second time, finished the check ride and got my ticket. I thought for sure I had flunked.


Edit: it was just a stall, I've never spun an airplane, although I want to try it this year with an instructor.
 
falconkidding said:
I don't think you can in a 172 or pa28. You can yank the yokes all the way back put in full rudder and they just kinda mush down. Theres one cherokee i can get to spin to the right pretty good sometimes but i'm pretty sure its an airframe issue cause it requires left rudder in a power on stall...
Wish I had access to something that would snap into a spin if people weren't coordinated.

No matter how badly a student has done a stall the most i've every seen happen is the plane will fall to the left and lose 30 degrees heading.
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172 will stall and spin just fine if you use lots of power in the stall.
 
Never unintentionally. CFI demonstrated a spin and recovery in a 150 back when I was a student. We tried to spin the glider in the UK in 2011 and had no luck, just stalled it.
 
Never happened to me, but it did nearly happen as a passenger.

Margy's instructor was a pragmatic guy. People train in 172s with just them and an instructor so they never get it loaded to gross. Of course, the first thing they likely do is load up the plane with three friends and go flying after they get their license. So Buzz likes to have the student fly the plane loaded up at least once before he signs then off. Well, one day he is giving a stage check to another instructor's student. Margy and I are standing around so Buzz recruits us to be human ballast.

Everything is fine until we're heading down the runway and the student rotates the plane and keeps going as the student decides to demonstrate a departure stall on departure. I grab Margy as I'm sure this is the end. It was at this point I heard what I term the CFI Death Scream which is the sound the instructor makes when he is in fear of dying. He's shouting "Get the nose down. If you drop this on its tail we're all gonna die" while pushing against the student.
 
Happened to me today as a 7-hour student pilot. Doing a power off stall but did not push in the yoke after stall. Held it close to my chest, increased throttle trying to recover the speed and turned the aileron trying to level the wing. Unintentionally left spinned for 1-2 turns in the cessna 150, my instructor recovered for us and I was out of mind when that happened. Lesson learned is I need to ask for detail instructions of how to proceed an unknown maneuver step by step instead of just take the plane and proceed. Also will try to learn a correct stall and spin next time. Good experience looking straight down at the ground but prefer not happen unintentionally in the future... My instructor said that it was the first unintentional spin in his pilot career, thank him for recovering it for us on time and thank God we survived...
 
James331 said:
Tried to do a full stall in a PC-12 once in a sim, I’d wager someone who didn’t have proper spin training would have turned out poorly
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Be aware that most sims don’t have real fidelity in a stall or departure scenario. Thats why most sim training is done as a approach to a stall only.
 
Not exactly unintentional, but one of the things I like to do to feel out a new plane is to go up high and deliberately fly sloppy, slow skidding turns, stall out of a slip, uncoordinated turning departure stalls, etc... the kinds of things that lead to an unintentional spin if you're not paying attention. If it falls into a spin as it does sometimes, no sweat, plenty of altitude to recover. I just recover after a half turn or so. It's a great way to learn just where the plane's limits are.

But do it with an instructor first if you're not experienced in spins and spin recoveries.
 
Lowflynjack said:
Another 140 pilot told him the plane was so docile you can put in full aileron and full rudder and you'll be fine.
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In a 120 (and I assume 140), you run out of rudder long before you run out of aileron in a forward slip.
In my current ride, (Merlin GT - also has no flaps) you run out of stick before you run out of rudder.

No big deal.
 
midwestpa24 said:
Had a 172 enter the incipient phase of a spin while practicing stalls with a student. He unintentionally yawed the airplane at exactly the wrong moment. I in my cool and calm instructor voice "...I have the airplane."
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I have watched a couple pilots do it, one was a student pilot, the other was a private pilot doing a flight review. We had a Champ that had a really benign entry. We were doing slow flight and the left left wing slowly started to drop as the pilot adds right aileron, of course this makes it just drop faster and the nose starts to drop so they pull all the way back on the stick. And there we are in a stalled left spiral (spin) with the stick full right aileron and full up Aileron. Both pilots did the same thing they said "Brian, what do I do" my response was "push forward on the stick". When they did so the ailerons and elevator both started working again and we came right out of the spin.

Brian
CFIIG/ASEL
 
falconkidding said:
I don't think you can in a 172 or pa28. You can yank the yokes all the way back put in full rudder and they just kinda mush down. Theres one cherokee i can get to spin to the right pretty good sometimes but i'm pretty sure its an airframe issue cause it requires left rudder in a power on stall...
Wish I had access to something that would snap into a spin if people weren't coordinated.

No matter how badly a student has done a stall the most i've every seen happen is the plane will fall to the left and lose 30 degrees heading.
Click to expand...
I haven't unintentionally spun a 172, nor intentionally, but the only aerobatic maneuver the Skyhawk is placarded for is spins.

On a side note, the last time I was practicing accelerated stalls, I was faster on the rudder pedals than my instructor and put in just enough rudder to level the wings.
 
brcase said:
I have watched a couple pilots do it, one was a student pilot, the other was a private pilot doing a flight review. We had a Champ that had a really benign entry. We were doing slow flight and the left left wing slowly started to drop as the pilot adds right aileron, of course this makes it just drop faster and the nose starts to drop so they pull all the way back on the stick. And there we are in a stalled left spiral (spin) with the stick full right aileron and full up Aileron. Both pilots did the same thing they said "Brian, what do I do" my response was "push forward on the stick". When they did so the ailerons and elevator both started working again and we came right out of the spin.

Brian
CFIIG/ASEL
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Here's an inside the cockpit view ... the look on the student's face says a lot:

Power on Stall Develops Into a Spin
 
Daleandee said:
Here's an inside the cockpit view ... the look on the student's face says a lot:

Power on Stall Develops Into a Spin
Click to expand...
I found watching his control inputs telling. Full opposite Aileron and it continues to descent to the right. I thought it broke pretty softly, often they will break and roll a lot faster, especially with the opposite aileron. But maybe normal with no flaps and no rudder to help it break. Flaps would make it break faster. Watching the instructors control inputs was interesting also, It looked to me like the instructor release just enough back pressure to break the stall and let it pull out with building up to much speed. , he also initially reduced the power back to idle, you can briefly see his hand near the throttle and the and see the RPM change of the prop in the video.

Pulling the throttle back after the break was the lesson I taught myself on one of my early solo flights, it recover much faster with much less G-'s once the power is pulled back.

I am sure there are more interesting details to see in the video.

Brian
CFIIG/aSEL
 
Yes.

Initial training in a C-210 for that wonderful cancelled check flying job. We were doing flight at minimum controllable airspeed when I noticed the A/S creeping up, so I increased angle of attack. At the same time we hit a really rough patch of turbulence when the left wing fell out. Down we went into a left spin. Power to idle, Aileron neutral, Rudder full opposite of the spin rotation, Elevator forward to break the stall, level off and power back up. All quicker than it took to read. The company instructor said good job, let's go home now...:lol:

What I enjoy about spins is seeing that one point on the ground that appears to be the point where whole world is spinning around.

And you are right, 210s are NOT approved for spins.
 
Yes, I was practicing chandelles. What I learned was not to be heavy handed when executing maneuvers that force you to operate at the edge of the envelope. I also learned to expect them when doing maneuvers like that.
 
Not an unusual event when practicing acro, especially when learning new combinations of figures. Some maneuvers are more susceptible than others. Hammerheads are a common one, because you are fully deflecting rudder. If you hold the upline a bit too long and it slides instead of pivoting, some aircraft can whip into a spin without warning. I'm told high performance monoplanes are more susceptible to this. A friend of mine died practicing for an airshow in his Edge 540, and I believe this was the cause.

Immelmans are another maneuver where this commonly happens, especially with low performance aircraft. If entry speed is slow or initial pull up is not aggressive enough, you will finish the half loop and half roll well below stall speed. If you roll out level at 40mph and try to keep the nose up too aggressively, it will stall with no buffet. If ball not centered, wing will drop and aircraft will yaw and roll in same direction, the classic sign of an incipient spin. Fortunately it is easy to recognize, and in most low performance aircraft just easing off the elevator will stop it. Immelmans are fantastic slow flight practice.
 
It's more likely to happen at approach speeds close to the ground where you have a strong visual illusion if fixated on your ground track that can cause you to get uncoordinated. In those cases the ones who have experienced it probably aren't here to answer.
 
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