"The Puch continued to flat
spin for another 5 or 6 revolutions. This spin started at 12,000 feet. =
Had it
been initiated at a much lower altitude, we might be investigating yet =
another
Puch-in."
Rather unlkely scenario as you are not taking account of air =
density/Reynolds number.
My experience of extensive spinning in the SZD30 Puchacz is that at =
altitudes in excess of 8,000 feet the spin recovery is prolonged =
regardless of spin characteristics. If "out spin" aileron is applied the =
spin tends to go flat and the rotation apparently decreases. If "in =
spin" aileron is applied the spin goes nose down and appears to increase =
in rate of rotation. Standard recovery action results in both types of =
spin stopping after three to 5 turns - remember that part of the =
recovery procedure is "centralise ailerons".
Below 5,000 feet the SZD30 tends to cease spinning if the back pressure =
on the stick is simply relaxed, i.e. without application of out spin =
rudder.
The difference is nothing to do with C of G position or aircraft =
configuration - it is simple aerodynamics connected to the air density =
decreasing with increasing altitude.=20
When considering the various reports of spinning on this forum how many =
actually take into consideration the altitude at which the exercise was =
undertaken.
Admittedly this does not explain the high?? accident rate but there is =
currently a lack of suitable training gliders in which to undertake spin =
training. The ASK21 has been designed as supposedly unspinnable - try it =
at 10,000 feet - you might be surprised. As said elsewhere how does the =
accident rate in the Puchacz compare to say the Bocian which was another =
excellent aircraft for spin recovery training. The DG505 is one of the =
newer German aircraft that also exhibits good characteristics for spin =
training although be aware of spinning close to the aft C of G.
I have to admit to deliberately spinnIng any aircraft (subject to its =
Cof A limitations) so that I am thoroughly aware of any peculiarites in =
respect of its handling. I would be amiss in not doing so as I would =
then be unable to thoroughly brief any pupils for their first flight in =
these aircraft. I also want to know what the characteristics of the =
aircraft are from a self preservation aspect - at least I will not be =
caught out by inadvertant departure from normal flight due to gusts, =
rotor, etc.