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Everyone should watch this. May save your life.

This used to be referred to as a "spin out the bottom". A slipping turn will produce a "spin off the top" where the airplane rolls upright, and keeps going into a spin if the stall isn't promptly broken. I used to renew my CFI with checkrides and years ago the examiner mentioned the FAA was calling for coupling stall practice with real-world scenarios. This instructor was doing just that. I like the way he continued the roll, demonstrating the value of aerobatic or at least upset training. Great video.
 
This is an excellent video and good reason why RVers should get some training in basic aerobatics and unusual recovery. Note the difference in recovery procedures. The instructor smoothly rolled through the skidding stall with nominal altitude loss whereas the pilot froze, stopped the roll half-way through, and put the plane in a nose low attitude. Yikes!

Go out and find a good aerobatic instructor and spend some time practicing unusual attitude and spin recovery procedures. Do it to the point where it is second nature. Have some fun and fly safe.
 
And here is a new video that surfaced just a few days ago in Russia of this exact thing happening.

Unfortunate and sad to see this!

https://www.facebook.com/zeev.barnes2/posts/2126558847360275

Wow, that is very sobering. It is easy to think the guy was showing off without the skills needed, but there have been a good number of high time real pilots to spun in that I know of. There was a comment about minimal lost altitude by the instructor. I think he said 800'. Except for downwind, I am not that high when I fly the pattern.

I dont think this takes it off topic, but does this make the rounded pattern for final over the rectangle more or less dangerous? I can argue with myself both positions.
 
Skidding and Slipping Departures from Controlled Flight in an RV

VIDEOS UPDATED. Added higher resolution videos, if available and added some additional examples of cross-controlled stalls in my RV-4.

Here are some clips showing what happens if you stall the airplane in a skid. In a skid, the airplane rapidly departs controlled flight "underneath" when the critical angle of attack is exceeded. There is very limited aerodynamic warning in the form of buffet and nose slice visual cues. The fastest recovery (minimum altitude loss) is to actually keep the roll going after the initial snap roll to an inverted position:

https://drive.google.com/file/d/0B8EIT6g2n8o_dDJWWG90MkhhRXM/view?usp=sharing

During the first demo above, altitude loss is about 400 feet; but that's based on initial entry conditions (level turn) and the fact that I know what's going to happen--much different than accidentally encountering a similar condition in a descending turn. If you read the captions, you'll note I can't do math in public as regards the altitude loss (no excuse)...The bottom line is that a loss-of-control at or below traffic pattern altitude makes recovery problematic at best, which means avoidance is critical (as other folks have wisely pointed out in this thread). Here are a couple more examples. The standby altimeter is visible to the right of the top EFIS, so altitude loss during the maneuver can be noted...but again, the maneuver is begun from a level turn and I’m anticipating auto-rotation:

https://youtu.be/h5OFuQaYs1o

https://youtu.be/tGItkZzTLUE

The next clip shows the view out the rear during a skidding departure in high resolution:

https://youtu.be/4BHcBmQ0aoo

It's an aviation urban legend that you can't depart controlled flight if you stall in a slip--of course you can, but you have to ignore significant aerodynamic warning to do so. In this case, the airplane wratchets as limited dihedral effect starts to roll the airplane at high AOA, warning you that something bad is about to happen with all of that counter aileron applied. In the first example, a sustained wing-rock begins and the airplane eventually rolls counter to direction of the intended turn. In the second and third examples, the airplane fully departs after extensive aerodynamic warning:

https://youtu.be/SD-EiHg2nBk

https://youtu.be/uMEVEZMUDXY

https://youtu.be/RtwS_vXQukk

Here's some high resolution rear cockpit views of a slipping deep stall...

In this example, the airplane departs "over-the-top" after a sustained wing rock develops: https://youtu.be/aqJTLEpE8sY

In this example, the airplane does not depart but remains in a sustained wing-rock/deep stall with full slip input:
https://youtu.be/TL8isXld-oU

If you pay attention to the horizontal stabilizer and elevator in the last two clips, you'll notice the slipping deep-stall and departure induces a noticeable buffeting of the horizontal stabilizer. This has the potential to induce fatigue damage to the structure. This buffet characteristic may be unique to the RV-4, or simply unique to my RV-4; but is the reason that I address this phenomenon in the transition training manual when discussing this type of departure. Cross-controlled stalls are discussed on pp. 336-337. I only fly this maneuver (intentional slipping departure) for test and training demonstration purposes due to the buffet characteristic.

Fly Safe,

Vac
 
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This is a perfect illustration of why I believe that all pilots should learn stall/spins, including inverted spins, and basic aerobatic sequences.

I have done some of the above and continue to take aerobatic lessons. They are worth every single penny and I get better with every single lesson.
 
Thanks again for bring that to everyone?s attention. I just completed 8 hours of transition training with Roy Geer here in N. Texas. Next to aquireing my RV7 it?s the best money I have ever spend. I am a huge believer in transition training and Roy really had me get as comfortable as I could with the full envelope of the airplane. Roy is a great instructor all around. Highly recommended and I would also call him a friend.

Lots more learning to do, glad to be here.
 
If I read and heard correctly, the instructor lost 800' when he knew he was going to execute it and had done it previously. The pilot lost 1200'. I think the point I am taking from this is you cannot recover in time if it happens in the pattern. The only training that is going to help is instruction to not let it happen.

The best aerobatic pilot could not recover quick enough in the pattern. Their training hopefully would have kept them from the situation all together, but there are sure a lot of high time pilots that spin in. No wonder my instructor is always telling me to "keep that ball centered!!"

I agree completely that all pilots should get some training in exactly this situation, but training to keep it from happening is what is going to save your life.
 
UPDATED VIDEOS

Folks,

I updated some of the video links, edited my previous post on page 1 of this thread and added a couple of new examples. Unfortunately, I don't have all of the original videos, so this was the best I could do for resolution with these clips. With the high resolution rear view clips, the tail buffet phenomenon in my RV-4 during a slip/deep-stall should be a bit easier to see.

Fly safe,

Vac
 
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The best way to not let it happen is to understand how and why it happens. That means training on the entire situation at altitude, with the understanding that prevention at low altitude is the name of the game.

What harm does it do you to get complete training? For example, I think getting spin prevention training is all well and good, but it is absolutely not the same thing as full, upright and inverted spin training. And I would argue that someone with full spin training is better equipped to prevent spins at low altitude than someone who received only spin prevention training.
 
Video Added

Found one more video of a cross-controlled, slipping departure from controlled flight and added that to my previous post on page 1 of this thread.

Here it is for quick access: https://youtu.be/RtwS_vXQukk

Fly Safe,

Vac
 
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