So if you do find yourself in an inverted flat spin, how do you recover? Previous poster mentioned importance of pulling power, but then what? Opposite rudder and back stick?
I don't expect to find myself in this position, but good to know nevertheless.
This is a very complex subject. Without training, anything discussed on this subject on an internet forum is purely academic. First, there is nothing special about an inverted flat spin compared to an upright flat spin. Flat spins seem to have this special status in the minds of many pilots as scary, dangerous things. They could be in some airplanes. Some airplanes you don't want to spin in ANY fashion. In most purpose-built aerobatic airplanes, flat spins are just another spin mode to be familiar and comfortable with. In most aerobatic airplanes, spins can only be forced flat with power and opposite aileron. Most will not simply go flat on their own (or remain flat without power) if you're out doing normal power off spins. There are some airplanes that can, though. We don't even know about all of them, because most non-aerobatic airplanes have not been thoroughly spin tested. Google "Tipsy Nipper Flat Spin" for an interesting video and story.
Here's the problem with understanding flat spin characteristics - how many aircraft types have truly been fully spin tested? Many of you have spin tested your RV during Phase 1 right? Have you really? Have you really spin tested your airplane across the entire spin matrix, across the entire aerobatic W&B envelope? I've never heard of or read anyone's report on spin testing E/AB's - RVs, Rockets, Stardusters, Skybolts, Acrosports, Mustangs, Thorps, etc. across the entire spin matrix (normal, flat, accelerated, and crossover spins from both upright and inverted). I've also never read about the efficacy of standard spin recovery technique, or that of one of the two emergency recovery techniques across the entire spin matrix. I'm not saying anyone is doing anything wrong, I'm just making a point. Pitts characteristics are well known. So are most purpose-built acro planes - Extras, MX, Edge, Sukhoi, etc. There's only one way to know these characteristics in YOUR specific airplane if a knowledge base doesn't exist. Are you qualified to be a spin test pilot? I have a feeling that RVs will recover a power-on flat spin simply by pulling power off and neutralizing all controls. But I've never tried it. I've never heard from anyone who has. I don't even know if an RV will DO a flat spin in the first place, or if it will fly out when power is applied. In the context of aerobatic airplanes, flat spins can only be done upright with left rudder (and right aileron and power) or inverted with right rudder (and right aileron and power). This is because in this context, flat spins are gyroscopic maneuvers, and the gyroscopic pitch up only works in one direction. Otherwise, it will be a pitch down effect, which is counter to a flat spin. This assumes Lycoming-turning engines.
Some airplanes with very benign basic power-off, neutral aileron spin characteristics can dramatically change with aileron and/or power effects. I've got a good bit of time in a Clipped J-3. Popped out of a "normal" spin almost instantly. Applying outspin aileron alone during the spin dramatically reduced rudder authority and greatly increased the time it took to recover the spin. I didn't even try to flatten it further with power.
A previous poster stated that you will not be able to recover a flat spin unless you pull power off. This is not necessarily true. It depends on the airplane. The Pitts will recover a flat spin more quickly by leaving power on than by removing it. This assumes the spin was done intentionally, and you have practiced flat spin recovery to known and predictable outcomes. But power on is a bad technique for recovering accidental spins.
If you find yourself in ANY accidental spin (upright, inverted, flat, etc. doesn't matter), your best bet is to invoke one of three accepted spin recovery techniques. All involve pulling power off first, and this is very important. Standard spin recovery is 'PARE'. I think most know about this. Power off, Ailerons neutral, Rudder opposite, Elevator forward (to a degree). This is
active spin recovery technique, and works in most airplanes that will actually recover a spin. Then there are two recognized
emergency recovery techniques designed to minimize or eliminate the need for the pilot to maintain the situational awareness required for PARE. One is the Beggs-Muller technique and other is the neutral control technique. These two emergency techniques are generally only discussed in the aerobatic community where pilots may find themselves in accidental departures of the type that can cause confusion about whether the spin is upright or inverted, or left or right. If your first crossover spin is by accident, and by yourself, don't count on grasping the situation and dealing with it properly. Training is very important. BTW, the two emergency techniques are not guaranteed to work in all aerobatic airplanes in all spin modes. Gene Beggs writes about certain airplanes in certain spin modes that will not recover using the hands-off technique. I'm sure there are others. No guarantees without testing.
Now for those who actually read through this whole rambling mess, or even looked at the 'Tipsy Nipper' situation referenced above, I will note that generally speaking, flat spin recovery is aided by applying in-spin aileron (left aileron for a left rudder flat spin). However, if you find yourself in a flat spin, in an airplane that
requires in-spin aileron to recover, then you are probably doing aerobatics, or doing spins in an airplane you shouldn't be doing that in. My mention of in-spin aileron is purely academic.
For anyone who has aerobatic interests and has only done basic plain vanilla upright spins, spending a day with Bill Finagin in his Pitts (Annapolis, MD) may be the most enlightening and worthwhile (but intense) flight training you'll ever receive.
