This subject came up in a recent post on our sub, and it’s worth a stand-alone discussion here. Loss of control inflight (LOC-I) remains one of the leading causes of accidents in aviation. Of the 965 accidents involving non-commercial fixed-wing aircraft reported in the latest Richard McSpadden report, 13% were LOC-I. From my experience giving checkrides, this statistic is not surprising. Many applicants are uncomfortable with slow flight and stalls and lack practical experience in Upset Prevention and Recovery Training (UPRT). Spin recoveries are theoretical exercises for most private or commercial pilots, who rarely, if ever, execute recovery procedures in an actual aircraft.

To make matters worse, the spin training requirements for CFIs are laughable. Many CFIs complete just 4 or 5 left-hand, idle-power spins and recoveries during training and often have no exposure to aggravated spins, accelerated spins, or other "extreme" upsets. Since most of this training occurs in utility-category aircraft, more dynamic upsets cannot be safely demonstrated. With regulations not requiring further experience, CFI applicants simply check the box and move on.

While this discussion may have a limited audience, any engagement on this topic is worthwhile. If it inspires even a few pilots to pursue more training and better understand the different reasons for in-flight upsets, it’s a win. Feel free to ask questions—I’m not claiming to be an expert in all things UPRT, but there are plenty of knowledgeable people in this community who can chime in. The more understanding we have, the better off we’ll all be.

Low-Altitude Spins: A Leading Cause of Fatal Accidents

While base-to-final stalls are frequently discussed, statistically, the most common LOC-I incidents occur just after takeoff. According to the latest report, there were 42 LOC-I incidents during the descent/approach phase and 53 during takeoff/departure. While takeoff/departure incidents are generally less deadly than landing stalls, they deserve just as much attention because of the associated risks. Admittedly, not all LOC-I events involve spins, but all are upsets linked to aerodynamics and human factors.

Spins, Spirals, and Spinning into Spirals

The Spin:

Spins are often misunderstood as being difficult to recover from, a misconception perpetuated by Hollywood and general misunderstandings about stalls and spins. A key distinction to remember is that a spin is characterized by a stable airspeed slightly below stall speed, while a spiral will show increasing airspeed. Many pilots undergoing spin training inadvertently enter spirals without realizing it, mistaking the increasing airspeed for part of a spin. This misunderstanding can lead to improper recovery actions and increased risk. Here are the basics:

Spin Recovery Steps: These are outlined in AC 61-67C, Stall and Spin Awareness Training (an excellent resource for any pilot, especially instructors):

1. Close the throttle completely.
2. Neutralize the ailerons.
3. Determine the direction of the spin and apply full opposite rudder.
4. Move the elevator control briskly forward to neutral or slightly beyond.
5. Neutralize the rudder as the spin stops.
6. Gradually apply aft elevator to return to level flight.

Why Do Pilots Struggle?

Startle Factor: The incipient phase of a spin often involves the aircraft exceeding 90 degrees of bank—sometimes reaching full inversion. Many pilots have never experienced this attitude and become startled. Instincts can then work against them. Seeing the ground fill the windscreen, a pilot might pull back on the elevator or add full power—actions counterproductive to recovery. Many GA aircraft recover from spins naturally when controls are neutralized, so when a spin results in a crash, it often means the pilot maintained pro-spin inputs or was too low for recovery.

Spirals: A High-Speed Threat

Even a botched spin recovery can lead to a spiral. Most light aircraft are inherently stable and may exit a spin on their own, but the nose-down attitude and high bank angle can initiate a spiral.

The spiral mode is an autorotation mode similar to a spin. The center of rotation is close to the centerline of the airplane but the airplane is not stalled. Many airplanes and gliders will not spin at forward CG locations but will spiral. Many airplanes will enter a spin but the spin will become more vertical and degenerate into a spiral. It is important to note that when the spin transitions into the spiral the airspeed will increase as the nose goes down to near vertical. The side forces on the airplane build very rapidly and recovery must be effected immediately before exceeding the structural limits of the airplane. Release the back pressure on the stick (yoke), neutralize the rudder and recover from the steep dive. As in stall and spin recovery, avoid abrupt or excessive elevator inputs that could lead to a secondary stall.

(Source: AC 61-67C)

The Spiral:

• Once the bank angle exceeds 30 degrees, over-banking tendencies increase.
• The nose drops as the vertical component of lift decreases.
• Airspeed and bank angle both increase, tightening the spiral.

The recovery procedures for a spiral are essentially the same as for a spin. However, because airspeed is much higher in a spiral, maintaining coordination when rolling wings level and applying forward pressure is critical. The high airspeed will result in a significant horizontal component of lift, and when rolling out quickly, this horizontal component will rapidly transition into vertical lift, increasing the load factor. Since the airspeed will likely be above Va, the risk of overstressing the aircraft is high. More forward pressure on the elevator may be necessary to prevent excessive load factors during recovery.

Unlike spins, spirals require active intervention to stop. Left unchecked, spirals almost always result in ground impact or structural failure.

Practical Steps for Pilots

1. Master Rudder Usage: Use more rudder during stall recoveries. Pilots tend to use too much aileron and not enough rudder during stall recoveries, especially power-on stalls. This is by far the number one mistake I see on checkrides. Go up and practice stalls until you can consistently recover from a full-break stall without using any aileron. You will find that the rudder is much more effective at low speeds. At the same time, you will be conditioning yourself to use less aileron and more rudder during low-speed flight. This practice will build better control and coordination, especially during critical phases of flight.

2. Practice Slow Flight: Master the minimum maneuvering airspeed demonstration outlined in the CFI ACS (Area of Operation X, Task B). Fly at the edge of the operating envelope, transitioning between configurations and entering full stalls. AC 61-67C has an excellent slow flight exercise on page 9 that pilots can use. I strongly encourage all pilots to review that section specifically, as the maneuvers and exercises it outlines are highly effective. Additionally, consider practicing the “falling leaf” exercise to maintain wings level using only rudder inputs during a full stall.

3. We Need to Be More Comfortable in Upsets: If you find yourself experiencing anxiety when a wing drops suddenly during a power-on stall, you need more training. That anxiety can lead to panic, and panic often makes us act quickly and incorrectly. The exercises described above will help reduce anxiety and fear during upsets. However, the best medicine is actual spin training—more importantly, spin training with someone who is skilled and confident in teaching spins. You should do enough spins that you can comfortably count the rotations while monitoring your airspeed indicator, VSI, and altimeter, as well as an outside reference point. Practice recovering from spins to a specified heading within ±20 degrees and an altitude within ±200 feet. Setting these objective goals for spin recovery forces you to remain calm, maintain situational awareness, and focus during the maneuver. Trust me, it’s easier than it sounds, and you’ll find the practice both fun and rewarding.

4. Upset Prevention and Recovery Training (UPRT): UPRT is the best way to prepare for these scenarios. Understanding the dynamics of spins, spirals, and high-speed upsets, combined with hands-on recovery training, can make you a much safer pilot. Unfortunately, true UPRT needs to be accomplished in a fully aerobatic-category aircraft rather than the utility-category 172 many pilots get their spin training in. This means you will need to go out and seek the training yourself from one of the many providers out there. Believe me, it is worth the effort and money. UPRT is hands-down the best money you can spend when it comes to additional training or ratings. Developing comfort with spins and upsets, along with precise recovery skills, will not only make you safer but also significantly increase your confidence as a pilot.

Conclusion

LOC-I remains a significant threat in aviation, but it is manageable with proper training and awareness. By understanding the dynamics of spins, spirals, and high-speed upsets—and by pursuing hands-on recovery training—pilots can greatly reduce the risks. The effort and cost of UPRT are small prices to pay for the confidence and skill it provides. The goal is simple: prevent upsets, and recover effectively when they occur.

I encourage everyone to participate in the discussion by voting on a poll I'll post alongside this article. Let us know if you:

1. Have never received spin training in an aircraft.
2. Have received spin training but only accomplished 4-5 left-hand spins.
3. Have attended UPRT and feel confident in your skills.
4. Have not received spin training but plan to.
5. Have completed advanced spin training, including more than 5 spins or multiple flights.

Additionally, I invite you to share detailed comments about your recommendations for spin training programs, your own experiences—good or bad—with spin training, or even your thoughts on whether my assessment of the topic aligns with your perspective. I hope we can have a good discussion here and maybe inspire a few of you to seek additional training!

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