No, that was long before 2. 4 ,1997, even you should know that. In 1997 I didn't know the difference between a patch aerial and a cabbage patch. It was a BVM T33 with drooped leading edges on the inboard section, later corrected after it was identified as the problem and cause of its spinning problem, which caused the loss of several other T33s as I was told at Wroughton. Later BVM T33s had that corrected, the cusp removed, to create a more progressive stall so that the root stalled first, a desirable characteristic on any aeroplane, model or full size. Ralph Ploenes experienced the same problem and fitted his T33 with "combs" on the root to try and improve matters.

After several inadvertent spins, despite the addition of root section stall strips and raised ailerons to create some washout on my T33 the flight on which it was lost, was , in any case , going to be its last. Too many inadvertent spins.

Aerodynamics and the theory of the causes spinning and autorotation are obviously not your forte!

Anytime you want to discuss spinning, the effects of the A/B ratios (My T33 had a high concentration of mass, a JPX plus stainless steel tank in the fuselage) and the of conservation of angular momentum on spin recovery give me a call !

Been there, done that on real jets, as an RAF QFI. No PhD, Bob Klenke , but a most thorough training at CFS where we put classroom theory into practice in the air.

D.