wise(at)txc.net.au
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 Posted: Mon Jan 12, 2009 9:21 pm Post subject: Re Spins Yak 52 |
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I was fortunate to own a half share in a Yak 52 and had some very good
aerobatic guys help sharpen my aero's.
Please let me say that I do not consider myself as a know-all pilot dude,
and want to simply add and share my experience re spins and a 52.
To accidentally get into a flat spin, and in particular, a inverted
accelerating flat spin was a situation that I never wanted to find myself
in.
So what if screwed up and fell off the top of a stall turn and ended up in a
inverted spin.
I decided to speak to a guy here in Australia that runs a school teaching
aerobatics and emergency recovery techniques from unusual attitudes.
We spent one whole evening discussing stalls of all forms and flight
envelopes and so on. What happens when we lose the relative air and at what
angle and so on.
We also explored the theory of the Beggs Meuller spin recovery techniques.
There were about 12 of us that attended that evening and it was worth every
single cent.
So to the practical side the next day. I was asked what I was particularly
interested in doing and expressed my interest in flat spin recovery
including accelerating inverted flat spin.
Up we went and the guy had a play with the 52 and then asked me to
demonstrate a few various aerobatic maneuvers including a spin to the left
and a spin to the right.
We then climbed to about 6500 over the gulf and the man put the 52 into a
inverted spin and demonstrated the B&M recovery technique.
Back to 6500 and I was asked to recover the 52 from a accelerating inverted
spin applying the B&M recovery technique.
I had to do that a number of times and then applying the same techniques,
recover from various nasty spins.
Please believe me, I have no intentions or desire to perform these maneuvers
at any stage, and undertook this instruction so as gain a better
understanding and to be able to hopefully help myself should I ever
advertently get into trouble.
Many of us where skeptical of the Beggs Meuller spin recovery techniques.
Unfounded skepticism as it works for a conventional type of aircraft every
time.
It worked for the 52, CJ6, Pitts, RV6 and I think for the Chipmunk that was
also there.
Please remember. Height is safety.
At 4000 ft and 90 knots we increased the power, increased the angle of bank
and went into a steep turn and pulled backstick and it let go rather
viciously.
We did this at circuit speed with it all hanging out and let the speed drop
off a tad, pulled a little too much backstick whilst in a bank and ended up
in strife.
Had that been at circuit height, we would have been in deep trouble.
Much like pulling too much backstick on the top of a loop, it will flick.
Some of this is common knowledge, but it sure brings one back to earth when
someone demonstrates this and what happens when we lose the relative air, in
any situation.
Thanks and cheers,
Chris Wise.
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