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Important safety equipment, such as stall/spin recovery parachutes, which generally are not installed on production aircraft, are used during testing and certification of aircraft for spins and spin recovery. If an aircraft has not been certified for spin recovery, it should be assumed that spins are not recoverable and are unsafe in that aircraft. At low altitude, spin recovery may also be impossible before impacting terrain, making low and slow aircraft especially vulnerable to spin-related accidents.

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The increase in lateral flow across the vertical stabilizer/rudder brings it to its critical angle of attack stalling it. The converse, however, may not be true at all—many cases exist where Beggs/Mueller fails to recover the airplane from the spin, but NASA Standard/PARE terminates the spin. In an upright spin, both roll and yaw are in the same direction, but an inverted spin is composed of opposing roll and yaw. Sometimes a roll input is applied in the direction opposite of the rudder (i.e., a cross-control). Spin-entry procedures vary with the type and model of aircraft being flown but there are general procedures applicable to most aircraft. Also, before their initial certifications, both airplane and glider instructors need a logbook endorsement of proficiency in spin training which, under Federal Aviation Regulations 61.183(i), may be given by another instructor.

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Before we jump into the spin recovery steps, let’s take a quick look at what’s happening in a spin. If you are setting a scenario with the intention of entering a spin, follow the manufacturer’s recommendations with regards to prohibition of intentional spins with flaps extended. Students should be competent in recovery from a full spin while avoiding a secondary stall, excessive airspeed, or excessive altitude loss. Pilots at all skill levels should be aware of the increased risk of entering into an inadvertent stall, spin or spiral dive while performing tasks that are secondary to controlling the aircraft. An evaluation of stall/spin accidents in Canada showed that the pilot is eight times more likely to be killed or seriously injured turning back than landing straight ahead. If the aircraft is allowed to stall at this point, the inside wing will stall first and a spin will develop.

One common scenario that can lead to an unintentional spin is a skidding uncoordinated turn toward the runway during the landing sequence. The difference in lift between the two wings causes the aircraft to roll, and the difference in drag causes the aircraft to continue yawing. The wing that stalls first drops, increasing its angle of attack and deepening the stall. Many types of airplanes spin only if the pilot simultaneously yaws and stalls the airplane (intentionally or unintentionally). Spins are characterized by high angle of attack, an airspeed below the stall on at least one wing and a shallow descent.

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The simplest way to resolve the Tomahawk issue would be to spot-check the spin behavior of a number of airplanes here in the U.S. Some Tomahawks may indeed behave outside the realm of normally-expected spin behavior, in which case it is highly likely that those characteristics would be deemed unacceptable vis–vis certification standards; or, Either those making the allegations may lack a thorough understanding of stall/spin dynamics and/or stall/spin certification requirements; Aviation authorities in New Zealand, for instance, reported that the Tomahawk exhibited totally conventional stall and spin behavior; yet, flight testing of the Tomahawk in both Australia and Sweden reported that the airplanes did not comply with Part 23 certification standards.

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