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</div><div>Amen! 1+</div><div>
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</div><div>Maximum during certification is 3 turns. Beyond that, you're a test pilot. Some trainers can get nasty above 3 turns. I knew a guy who got into a spin in a Tomahawk with a student of his. They couldn't recover, a barn broke their fall. His face looked like a jigsaw puzzle from all the plexi cuts. If that barn hadn't been there....,</div>

The Traumahawk has a requirement for specific training for spin recovery in that air frame due to its unique recovery technique, something to do with the T-tail configuration I believe.

I got my PPL in 1969. We did a lot of stall work prior to the checkride. Departure stalls, approach stalls, accelerated stalls, aggravated cross-control stalls, and so on. One time, we were doing approach stalls and getting into a cross-control situation when the airplane stalled, rolled over the top, went slightly inverted and then into an upright spin. I recovered just as the airplane started into the spin part. We spend the 1-1/2 hour lesson doing all kinds of stalls, and this one just capped it off. It was quite an exciting day.

After I got my ticket, we went out and did actual spins, with a conventional entry: throttle off, slow down and hold altitude until the stall break, and then smoothly add rudder as the nose came through the horizon, holding full-aft stick and neutral ailerons. After three turns, add opposite rudder to stop the turn, and relax the back pressure to come out of the stall. Watch the speed on recovery. This was all in a Citabria, which has very nice stall and spin handling. Nothing outrageous.

To answer the OP, I received spin training at about 40 hrs. We went up in a '46 7AC Champ and did them every way, different entries, etc. But the airport I trained at is kinda unique in that respect.
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Interesting...I've never heard that before. Of course I've only spun a Cub and Champ, and in the Champ (with instructor) we finished the lesson with an 8 turn spin. Other than a sensation of speeding up, recovery wasn't any different or harder.

Every plane is different.
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</div><div>Look into certification of aircraft, eye-opening. </div><div>Art Scholl, legendary aerobatic champion, died doing spins in his Pitts filming for 'Top Gun'. </div>

Yes, spins can be deadly and should be treated with respect. I never went beyond two turns with my students, as it doesn't teach you anything new or more useful other than sometimes you need to hold the recovery longer to get it to stop. The problem is when it is fully into the spin bad things can and have happened. You will learn what it feels like when the plane is in the right (really wrong) situation to spin, what it feels like to actually enter into the spin, and how to automatically make the correct inputs to recover (or even better, prevent the spin) without going past one or two rotations. I personally think spin entry and recovery, as well as full stall maneuvers, are a vital part of primary training, but should never be taken lightly.

Wow, thanks guys. Learned something new. <div>
</div><div>I didn't know that about Art Scholl. Very sad.</div><div>
</div><div>I agree with you, cfircav8r, that there's really no reason to go beyond 2 turns. Unless you're an aerobatic pilot and know you and your airplane can take it, it does seem pretty foolish. </div><div>
</div><div>Sounds to me like I need to get serious about spins. After being scared of power-on stalls in training and then doing spins to learn recovery techniques, and then no longer being scared, I think I discount the monster too much.</div><div>
</div><div>Guess that's what you get for being a 100hr pilot!</div>

IMO power-on stalls are some of the most unrealistic training maneuvers ever. You, the instructor and the plane with a half-bag of gas. You wind up at a crazy pitch attitude with that '***?' Look on both your faces waiting for something to happen. <div>Better to get near gross weight with some more gas and, if using a 4-seater, an extra bod in back to get the CG off the forward limit. Then go to altitude and start with steep turns to get the feel of it. You'll run out of performance much quicker and find out what really happens. You'll be surprised at the results. </div><div>Don't do full spins in an unapproved aircraft. Some are approved when operated in the Utility category, usually this means at reduced weight. </div><div>If using an unapproved plane, well, there's a lot of good reasons it's unapproved. You don't know if someone in its past did one of those 8+spin maneuvers and overstressed something.  </div><div>
</div><div>I picked up a C-310 on a night repo years ago, flew it<span style="-webkit-tap-highlight-color: rgba(26, 26, 26, 0.292969); -webkit-composition-fill-color: rgba(175, 192, 227, 0.230469); -webkit-composition-frame-color: rgba(77, 128, 180, 0.230469); "> </span><span style="-webkit-tap-highlight-color: rgba(26, 26, 26, 0.292969); -webkit-composition-fill-color: rgba(175, 192, 227, 0.230469); -webkit-composition-frame-color: rgba(77, 128, 180, 0.230469); ">1.5 hours</span> to the owners location. Parked it about 2am, went home. The owner, an aircraft dealer, called hollering about 'What did you do to it?' </div><div>I had preflighted it with a good flashlight, all seemed ok. The plane was gloss black with gold trim, ugh. What I couldn't see because of the black paint at night were some ripples in the fuselage skin behind the wing. The airplane had probably been oversped, possibly in a graveyard spiral, and during the recovery sustained the damage. </div><div>The airplane was parted out, the dealer had to sue the deadbeat to cover the loss. </div><div>So be careful, as your Mom may have said, 'You don't know where that thing's been'.  [8D]</div>

There were only a select few Cessna 150's and 152's available to me that I would spin. Most were just a little to sketchy in normal flight much less a spin. I also would not spin cherokees even though technically they were allowed within set CG/weight ranges. The Warriors are not allowed, as I understand it they were not spun due to fears of the new wing potentially blanking out the tail so they never even tried to spin it. That is just what I remember hearing, but I never researched it. Again they are a very useful learning tool, but you need to be very confident with the airplane and pilot, and don't push your luck.

P.S. Eddie I know what you mean about other peoples planes. I flew into a little airport just south of Memphis to pick up a Warrior for a new lease back for the school. I left late in the afternoon and flew IMC for the first 3 hrs of the flight. At the end of the flight I was picking up what I thought was moisture on the windshield about 10 miles out. By the time I landed the whole left side of the airplane was covered in oil and I had just under 2 qts. of oil left. Turns out a push rod bent suddenly at the end of the flight and broke the seal on the pushrod tube allowing oil to start pouring out. Had it happened in the middle of the flight I would have been in solid IMC at night with no engine. I shudder to think.[:@]

When spinning the C-150 to the right after the second turn it realy gets quick and tight .

My father gave me spin training in 1962 in one of his Champs he used for instructing .
For a while I used my Sterman to teach spin training in and a Super Cub .
Personally I think anyone who flys should take some training.
I have now hung up my wings but every now and then I will fly in our old Cessna 140 and i just love it.
And the 140 spins well and recovers well.

Three VS 20 spin rotations. There were some older A/C that were not recoverable after about 10-15 turns. (This was in the late 60's or early 70's.)