Proper Spin Recovery – MzeroA Flight Training

hey everyone Jason Schappert here of m0 a.com and I have an awesome video for you guys today first a quick disclaimer so we're going up to do spins this is not something I want you to go out and try by yourself truthfully it's not something I want you to go out and try even with just any old CFI here's the scoop you are not legally required to do a spin perform a spin until you want to become a CFI you go private instrument commercial never have to do a spin until you want to become a CFI i know a handful of CFI is out there and i'll raise my hand because i used to be one of those CF eyes that the last time they did a spin was to earn that spin endorsement to become a CF i so when you do decide to go out practice spins and I encourage you and I challenge you to please find a CFI that is spin current and spin proficient because as you're going to see there's a lot more that goes into this we're not just going to go head up to the cockpit and do spins now really spin training for me starts on the ground it starts with doing a proper weight and balance because we need to be in the utility category so I'm figuring out my weight I went flying the day before and I burned off a ton of fuel so we could fit into that utility category and have everything a-okay my pre-flight really goes beyond that pre-flight because I'm getting rid of anything loose you guys know I kind of over prepare for some things I've got three quarts of oil in the airplane I've got my tool kit in the airplane I have all these things I normally fly with but I don't need anything loose flying around or nor do I need the added weight especially the aft weight so let's take all that stuff out I really only want to fly with what's necessary to be legal that's all I want to fly with and the last thing is we need to review our spin recovery procedure because it's one thing to show you video on spins but nobody cares how you spin they care how you recover from a spin and that's what we're going to show today and my good friend and designated pilot examiner Chuck Brown shared this with me it's the par acronym P a are it stands for power back ailerons neutral rudder opposite the spin and elevator down and the elevator down part is sometimes the hardest part to do because you're looking at the ground how could I possibly push the elevator forward more but you have to think I'm in an aggravated stall one wing is stalled more than the other and that's what's causing this spin I have to break the spin I have to break the stall I have to get the airplane flying again you'll see it as we cut to the cockpit PA r e that's the acronym we're going to work through so now that's all complete guys let's go ahead and head to the cockpit alright guys we're up in the cockpit now free maneuver checklist is not a primitive or checklist as well is a little different it's more than just my people's that give off a mixture rich everything looks good here did my clearing turns my clearance also can system looking straight down as to where I'm going to where I'm going to be spinning towards as well little things like that to watch and think about everything's all set with that we're good to go with everything let's go ahead and rock and roll with it I'm going to do it just like we did a few five a month ago with our turning stall video of a start it just like that let's go into a Power on turning stall somebody go ahead I start to pitch the nose up I believe the power kind of where it's out here and I'm gonna do a turn to the right here and we're gonna go up up up and we'll pitch it back you can hear it slower and slower there's the stone horn here it comes here it comes here goes it goes power back let her go ailerons neutral rudder opposite elevator down and recover just like that bring her back up and she's flying again not too Chevy huh I'm get some power in here now get this airplane flying again and I'm go ahead and climb back up now to 7,000 feet imma go ahead and show you another one and talk you through a little bit greater detail welcome back to 7,000 feet let's go ahead and give it another try run into that power power back ailerons neutral rudder opposite elevator down acronym for our spin recovery same kind of procedure guys let's use that power on turn install as an example clear turns already complete check down one more time everything looks good pitching us up starting a little bit of a turn here everything's looking good we're just climbing out here didn't realize we had a little bit of a right turn in there and here it comes and power back ailerons neutral brother opposite elevator down and slowly bring it back up as you can feel those G's about airspeed increases and that's all broken we're flying again I'm giving it some power spins they're not required to do until you actually want to become a flight instructor kinda kind of crazy I think I encourage you I challenge you I do want you to practice spins but I want you to practice them with a CFI who himself or herself is current and spins as well so listen guys any comments you guys have leave me a comment below this video and m0a comm you know you'll get a response from me enjoy the rest of your day and most importantly remember the good pilot is always learning every day guys see ya pass your check ride or I'll pay for it join our number one rated online ground school and participate in live mock check rides an interactive written test prep visit ground school academy.com to learn more

Glenn Chapman


  1. The FAA has erred in removing the spin entry/recovery (it was required until the 1950), fortunately, most pilots train for it & practice them anyway (I did them for fun in 1970's in a C152). If you are a PPL holder and haven't done them to the point of enjoying them then your deficient in your training. (This is with spin rated aircraft only) JMO

  2. Het guys im an a&p,but im starting again on my ppl,im flying for the first time in jun.I left off 18 yrs ago,and I had 60 hrs,but I was always hesitant about spin recovery,when should I have my cfi do this manuvuer for me,right away huh,I want to be a good pilot someday,isnt this the most important element in flying,dont I have to get use to this right away,im scared it trips me out,what does it fgeel like,like the time my instructor david fowler,did violent stalls and we lost 2800 ft,hammer head stall I believe,he was narly,he said he would knock me out if I froze up.then he apolpgized later,after that I never said a word about this kinda thing,yeah I could of beat him up,but I wasd in aeronautical shock,I never fell like that before,im scared of this,but I have to do it,the ground is just to boring,I cant wait in a way,

  3. PPL since 1970, never did a spin, but just bought a supercub and instructor is going to teach spins and recoveries. He uses the P.A.R.E. method also. He calls it "PAIR" not "PAR"

  4. I agree with many of the comments about the spin, or lack thereof.  Those were not spins, but a pro spin input and perhaps a bit of an incipient spin, but most certainly not a developed spin.  Recovery using the PARE is appropriate for developed spins, using appropriate unusual attitude recovery procedures is otherwise  recommended .  Using "push, power, rudder, roll, climb" is the preferred unusual attitude recovery.

  5. In a climbing turn you're actually constantly rolling to the OUTSIDE of the turn to maintain a certain attitude to the horizon. So the outside wing has a higher angle of attack – it should stall first. Result: Over-the-top spin

    Opposite is true of a descending turn. You must constantly bank INTO the turn to follow the spiral -> low wing has higher angle of attack -> low wing stalls first.

  6. Mr. Schappert, have you flown Pipers much? I am currently flying a Piper Warrior, and the stall behaviors (as you may know) are quite different than those of a 172, for example. I was just curious, if you had flown Pipers much, whether the spin process, behavior, and recovery is similar in a Piper Warrior to that of a 172! Thanks so much!

  7. Why elevator down. First reaction would be elevator up to stop the descend…

  8. it looks sooo easy. But in real life i almost pooped my pants, maybe i did actually. Extremely scary experience.

  9. You have to know how to enter and recover a spin for CPL here in Aus. It's not on their check sheet but no approved testing officer will sign you off until you show you can.

  10. Thank you for the PARE acronym and valuable video!   My recent lesson in power on stalls, my initial reaction to the stall was to use Ailerons and that made the stall worse!   My CFI recovered the plane and explained that keeping the plane coordinated and using opposite rudder to recover the spin was the corrective control inputs.  A couple more attempts and I nailed it! Then I found this video and now I can use the PARE acronym as a mnemonic!!!!

  11. I have a working theory here on spins and the endorsement, why is it even still required any more. With the introduction of the new ACS for the PPL, CPL, and now the coveted ATP. Under the new ACS Training curriculum, power on/off stall training is only taken to the sounding of the stall warning horn on steady; which as we all know is approximately 5-10 Knots above stall speed before recovery is made. In this flight attitude yaw will not have a chance to be introduced in my opinion; all of the aggravated conditions will not develop unless the CLEAN BREAK STALL is entered. The incipient spin cannot be entered from an imminent stall in my opinion; which is what the new ACS teaches. Therefore, the student cannot enter the spin unless they introduce top rudder in the direction they wish to spin on purpose. So, that being said the CFI spin endorsement is no longer needed since the student cannot enter a fully developed stall/spin from a imminent stall. This is just one CPL’s opinion and not that of the FAA. Maybe some CFI’s and even Jason himself can comment on this thread and provide some more insight.

  12. I can still remember when my girlfriend got pregnant. Everything changed for me.
    My name my phone number and my address.

  13. I'm still a student pilot and have solo'd and entering the latter part of my training. My CFI is a spin instructor as well. It didn't take much to convince him to incorporate spins and nasty stalls in my training! The above is not a spin per what I've learned. its an incipient spin. NOW in Jason's defense you would want to correct a real life unintentional spin in that stage before it fully developed! The spins I'm learning we have at least 1 full rotation and often 3 rotations before breaking the spin. This is highly valuable! the more you spin the faster it gets and more disorienting it becomes. I strongly recommend you experience that so you know how your body will react! AS A PPL STUDENT with only 25hrs I have told my instructor that I want to do LOTS and LOTS of stalls and spins, not because I have a death wish or am seeking thrills! Because I have a family and children! I want to not just know what to do I want to be programmed to react in the dangerous situations saving precious seconds and perhaps altitude! Fellow students, it is absolutely worth (and I believe should be mandatory) becoming proficient in these! I know many of you will simply just remain in coordinated flight (which I agree with) but stuff happens and when it does I want to be able to react!!!

  14. Last week N727RP, a twin engine turbo, went in close to my house. Someone got a cell phone video of it headed straight down and in a slow spin. All 5 people on board were killed. To my knowledge there's been no official release as to the cause of this accident however it looks like the spin stall. He was probably around 500' AGL flying slow, elevated angle of attack and a luggage for 5, and three ppl. in the back causing the CG to move aft.

  15. HI can you do power ,aleron,elevator ,rudder or any other order ?

  16. I am not a pilot, although I've had flying lessons but never soloed. So I know a little about aerodynamics, but not much about the typical max speed and stress single engined small aircraft can handle.

    It seems that if prior to attempting spin recovery that you remove all extra weight from the aircraft, and lower the amount of fuel in order to put the plane in its optimum condition for being able to recover quickly from a spin, before doing the spin, how well does that prepare you for when a spin happens during "real flight" conditions with baggage, extra passengers atc?
    I understand for initial spin training one would want the planes condition to be light and perfectly balanced so you can learn and practice the correct inputs without any screwey stuff happening to make it less safe than optimum, but once you get the basics down do you continue spin training with heavier fuel loads, baggage or passengers so one can truly recover if it happens under less than optimal conditions? How much altitude is lost typically?

    Since these small planes are not designed to withstand the G forces and speeds of aerobatic planes, how much time might one have to correct the spin before the plane exceeds its nte speeds and G's?
    Thanks for the video lessons! Happy & Safe flying!

  17. Canadians for PPL have to do them, and CPL's on the flight test. USA civilian pilots? NOOOO!! we are afraid of that!!!! Buaaa, buaaaa!!!… Posersssss!!!!

  18. I remember back in my 1st week of private pilot training with my CFI Mike. I was learning power on stalls and I almost went into a spin by not immediately pushing left rudder when the stall broke. Mike and I had previously talked about spins, but as you said, it was not required in my training at that point. He was a really cool young CFI and showed me a few lessons later because I was curious. We went over, power idle, neutral ailerons, full opposite rudder(than turn coordinator is showing), pitch down – to break the spin then recover. It’s really easy, and even on my 1st few tries, I could do it without losing over 500 feet altitude. However, I could very easily see if a spin happened while you were not expecting and specifically set up for recovery; it would be very jarring and scary. You probably would lose 1000 feet before even realizing what was going on. Then, without being specifically prepared, you could lose several thousand more before remembering what was going on, how to recover, then finally recovering.

  19. Spins are fun and confidence building exercise, but I don't think they have utility value. If they happen at low altitude, there is little you can do to recover in time. They key is to prevent spins. Check this video, and see if spin training would have helped this guy. https://www.youtube.com/watch?v=tt9sR-F9RmU

  20. Circa 2004: practicing slow flight with my CFI, North of Romona CA at 7,000, flaps full, maintaining stall speed at for Cessna 172, went into a spin, my CFI took the controls, did everything here but added one step, flaps up. So instead of PARE it became PFARE for us that day.

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