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FLIGHT TESTING METHODOLOGY AND

PROCEDURE OF SPIN CHARACTERISTIC ON
BASIC TRAINING AIRCRAFT
CONFERENCE PAPER OCTOBER 2011

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FLIGHT TESTING METHODOLOGY AND PROCEDURE OF SPIN CHARACTERISTIC

ON BASIC TRAINING AIRCRAFT
SLAAN PEKMEZOVI
Technical Test Centre, Belgrade, vazduhoplovi@toc.vs.rs
MIROSLAV JOVANOVI
Technical Test Centre, Belgrade, vazduhoplovi@toc.vs.rs
ZORAN ILI
Technical Test Centre, Belgrade, vazduhoplovi@toc.vs.rs

Abstract: This article describes methodology and procedures of measuring and calculating aeroplane spin
characteristics during flight tests. Measuring spinning characteristics was simultaneously done by equipment build in
plane and opto-theodolites from the ground. Spinning characteristics is calculated from date obtain from both systems,
with aim to satisfy certification request for basic training aircraft
Key words: aircraft, flight test, measure, spin.
spin characteristics:
1. Angle of attack:
o Erect spin for >0
o Inverted spin for <0
2. Direction of airplane rotating:
o Left spin- airplane rotating to the left-hand wing
panel.
o Right spin- airplane rotating to the right-hand
wing panel
3. Mean angle of attack (attitude):
o extremely steep spin: <400;
o steep spin: 400<<600;
o flat spin: >600.
4. Variation spin characteristics (mean values
parameters of airplane motion) from turn to turn:
o equilibrium (steady) spin: mean values angle rate
p, q, r, pitch angle , roll angle , etc. repeatable
from turn to turn;
o no steady spin: mean values angle rate p, q, r,
pitch angle , roll angle , do not repeatable
from turn to turn.
5. Airplane parameter variation relative to mean values
during a turn:
o smooth spin: instant values p, q, r, pitch angle ,
roll angle of are close to mean values;
o oscillatory spin: instant values of p, q, r, pitch angle
, roll angle differ notably from mean values.
6. Ability of the airplane to maintain equilibrium spin at
fixed settings of control devices for a certain time
interval:

1. INTRODUCTION
There is probably no other type of flight-testing which
requires a more comprehensive and logical build-up
program than initial spin testing. This is due to frequently
unpredictable and disorienting post-stall aircraft
characteristics, sometimes-unanticipated spin modes and
the requirement for a rapid pilot analysis of the situation
and initiation of immediate corrective action. All tactical
and training aircraft require thorough spin testing and
although a spin has no value as a combat tactic, the
military pilot must have confidence that the aircraft can
be successfully recovered from any uncontrolled flight
maneuver, which may be reasonably encountered. An
airplane that cannot be consistently recovered after an
accelerated stall or a spin probably will not be flown to its
utmost tactical capability. For these reasons, spin test
programs must be conducted to demonstrate that the test
aircraft can be satisfactorily recovered from post-stall
gyrations, as well as incipient and steady state spins with
reasonable and consistent piloting techniques under all
conditions in which such motions are likely to be
encountered during the aircrafts service operations.
Spin is a sustained auto rotation motion of an airplane at
high positive (or negative) angles of attack (AOA) above
the stall angle of attack (s); caused by interaction of
aerodynamic and inertia forces and moments. The fullydeveloped (steady) spin is attained when the spiral
trajectory has become vertical and the spin characteristics
are approximately repeatable from turn to turn.
Classification of spin modes is made depend on different
128

o stable spin: the airplane maintains spin

parameters;
o unstable spin: the airplane naturally declines
from initial spin parameters.

2.2 Measuring Equipment

Measuring equipment which was used for this testing
consist of:
Telemetry system,
Optotheodolite system and
Data acquisition system.

In picture 1 is present position of aircraft in spin in

relation of main axis of rotation.

The nature of spin tests makes it mandatory that certain

known critical items be monitored continually by
engineering personnel on the ground; therefore, telemetry
(from the safety viewpoint alone) is a firm requirement
for spin testing.
For this testing was used PCM/FM telemetry system
LORAL for real time data processing, test control, and a
data processing system for post flight analysis. This
system includes both airborne data acquisition part and
ground telemetry system

Picture 1: Position of aircraft in spin in relation of main

axis of rotation

2. EXPERIMENTAL DETAIL
2.1 Research Aeroplane
Flight testing methodology and procedure was applied to
prototype I of airplane LASTA-95 with purpose to
investigate their spin characteristics. The Lasta is new
generation primary and basic trainer, developed to
provide high teaching effectiveness and easy transition to
any advanced training aircraft. Its purpose is for: basic
flying, figure flying, navigation flying, basic elements of
night flying, category II instrumental flight, basic
elements of gunning, rocketing and bombing (GRB) and
light close air support of counterinsurgency operations
and area patrol/light attack missions.
The LASTA is powered by the Lycoming AEIO-540L1B5D piston engine with maximum power of 220 kW.
Also, LASTA is equiped with propeller HARTZELL HCC2YR-4CF/FC 8475-6, which diameter is 1.98 m and
maximum RPM 2700. The structure of LASTA is all
metal. The construction of fuselage is semi-monocoque
with integral vertical stabilizer, ventral and truss type
engine support. The wings have two spars.

Picture 3: Ground telemetry station

Purpose of using optotheodolite system in this kind of
testing is for tracking tested aeroplane in the air,
computation of object coordinates (x, y, z) in function of
time and recording measured data.
Used optotheodolite system was produced by Swiss
factory CONTRAVES. Configuration of this system is
two theodolites with theodolite stations positioned at a
relative distance from 2 km
This system use two measuring metod:
laser method (better accuracy at larger distance, only
one theodolite is needed)
triangulation method (completely passive, better
accuracy at smaller distance, more then one point can
be measured)
For this testing was used triangulation method because it
was necesary to measure more than one point.

Picture 2: Prototype I of airplane LASTA-95

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4. CARRYING OUT SPIN FLIGHT TESTS

The spin flight tests are expected:
to identify all possible spin modes,
to work out procedure for airplane recovery from a
all possible spin modes,
to evaluate dependence of spinning motion and
recovery on airplane configuration, weight
distribution (including center-of-gravity position and
moments of inertia).
The test should cover development and features of spin
when entered
at various altitudes and flight modes,
at speeds from the minimum to the maximum,
at or without sideslip,
lateral control stick position in spin Pro-spin and
Anti-spin and
recovery.

Picture 4: CONTRAVES optotheodolite system

For acquisition data from sensor and probe during flight
testing we used multi-function airborne acquisition
system MFAS-AE1. Multi-function airborne acquisition
system MFAS-AE1 was developed in Military Technical
Institute in arkovo.

Because of everything we said above, we must define

conditions for spin flight tests. The initial altitude for
entering spin during flight tests must be such that the pilot
be capable of trying at least twice to recover the airplane
from a spin without resorting to anti-spin devices, in our
case Hi=3000m. The spin should be entered at speeds
exceeding Vmin by 10-20 km/h, in our case Vi=120, 130,
140 km/h. Also, the testing was done for clean and
landing configuration, and both for forward and
backward center of gravity.
To improve safety of the flight testing, in first time the
airplane was equipped with anti-spin parachutes (ASP).
The anti-spin parachutes is engaged by the pilot who has a
special control panel in the crew deck.

Picture 5: Multi-function airborne acquisition system

MFAS-AE1
For this kind of testing it was necessery to measure
following parameters of flight:
Control surface positions (l, m, n),
Roll, Pitch, Yaw rate (p, q, r),
Euler's angles (, , ) and
Normal acceleration in direction of main axis
(ax, ay, az).

3. CALCULATION THE PARAMETERS OF

SPIN
On the basis of recording parameters of flight, we can
calculate main parameters of spin with next algorithm:
Number of spin turn

Picture 6: Anti-spin parachutes

Testing was realize through three phase of development
spin :
entry spin,
incipient spin,
steady state spin.

A spin turn is defined as a 360 change in heading. One

of methods which is used to resolve the spin count is
integration of the resultant spin rate .
2=p2+q2+r2

(1)

Angle of attack

=/2+
(2)
Radius of rotation c.g. of airplane around spin axis

4. PROCESSING AND ANALIZING DATA

ax= - cos * (9,81*sin + 2R cos )

2

az= 9,81*cos - R sin

To initiate spin, we used a few procedure. We established

that the best way to initiate spin was to fully pulled pitch
control stick, and after approximately 1 sec. moved pedals
simultaneously to the side of the spin motion planned.
The task at the first stage of testing was to perform no
more than one turn of left-hand and right-hand spin while

(3)
(4)

130

A spin turn is defined as a 360 change in heading. With

method of integration resultant spin rate , we calculate
how many turn is nessesery from initiation of recovery
control application to stopping rotation. Also, we
calculate altitude loss in the course of recovery from a
spin and altitude loss after recovery from a spin in the
course of recovery from a post-stall diving, to the time
instant of setting the airplane for level flight. The result
are presented on pictures 9, 10, 11. We can see that
requirements are satisfied.

keeping the roll control stick at neutral. When the process

and recovery was successful, then the experiment was
extended to perform six turns of left-hand and right-hand
spin, with increment of half turn.

l, m, n [o]

Right-hand spin- developed with 6 turn

40
m

30

20

10

0
3195

3200

3205

3210

3215

3220

Right hand spin

late to recovery to stoping rotation

3225

-10

(turn)

-20
1,5

-30

-40
t [s]

Picture 7:Control surface positions l, m, n in fullydeveloped spin

0,5

0
0

p, q, r [o/s]

7
(turn)

Right-hand spin- developed with 6 turn

300
p

Picture 9: Number of neccesery turn to stop rotation

250

200

150

Right hand spin

late to recovery to stoping rotation

100

H (m)

200

50

0
3195

150
3200

3205

3210

3215

3220

3225

-50
100

-100
t [s]

50

Picture 8: Roll, pitch and yaw rate in fully-developed

spin

0
0

7
(turn)

The first characteristic which we analyzed was

development of roll, pitch and yaw rate in spin in function
of time. In picture 8, on first look we can see that spin is
very oscillatory, and after three turn became fullydeveloped (steady).

Picture 10: Altitude loss in the course of recovery from a

spin

Right hand spin

late to recovery to return to level flight

Next very important characteristic which we analyzed

was spin recovery technique.A satisfactory spin recovery
is usually defined for this class of airplane as one that is
accomplished within one and half turns from initiation of
recovery control application. The procedure required for
spin recovery should not involve unusual or difficult pilot
techniques and the spin recovery must be consistent and
repeatable. It is preferable that only the primary flight
controls be used for spin recovery.

H (m)

500

400

300

200

100

We concluded that best recovery technique is to move

pedals fully against rotation Anti-spin, while keeping
the roll control stick at the neutral position; after some
time of approximately 1s, set the pitch control stick to the
neutral position or the position that corresponds to
straight level flight at angle of attack. With rotation
terminated, set the pedals to neutral.

0
0

(turn)

Picture 11: Altitude loss after recovery from a spin to the

time of setting the airplane for level flight

131

For calculation radius of rotation c.g. of airplane around

spin axis we used two method. The first method is
analytical and the radius of rotation is calculated from
normal acceleration in direction of x and z axis.
Algorithm is presented in equation (3) and (4).
The results calculate from equation (3) and (4) are
presented on picture 12. From picture 12 we can see that
results calculate from equation (3) and (4) are very
different.
The second metod for calculation radius of rotation
around c.g. of airplane is from data registered with
optotheodolite system. The results are presented on
picture 13.

Picture 12: Radius of rotation calculate from ax and az

Picture 13: Trajectory projection of characteristics point in horizontal plane

developed (steady) because the spin characteristics
became approximately repeatable from turn to turn.

The results calculate from equation (4) are in accordance

with results from optotheodolite system. Because of that
the radius of rotation calculate from equation (4) is
reliable and its value is R2,75m.

Radius of rotation center of gravity around spin axis is

R2,75m. Reliable method for calculation radius of
rotation is analytical way from normal acceleration in
direction of z axis (equation 4).

5. CONCLUSION
We concluded that primary flight controls are enought
and very effective for satisfactory spin recovery from any
spin mode. A satisfactory spin recovery for any spin mode
is accomplished within 0.8 turns from initiation of
recovery control application. For this class of airplane
requirement is one and half turns.

REFERENCES
[1] Charles A. Sewell, Raymond D. Whipple, "Initial
spin tests", Grumman Aerospace Corporation,
Bethpage Long Island, 1972.
[2] H. Paul Stough III, Daniel J. DiCarlo, James M.
Patton, "Flight Investigation of Stall, Spin and
Recovery Characteristics of a Low-Wing, SingleEngine, T-Ta
[3] il Light Airplane", NASA Technical Paper 2427, May
1985.
[4] "Stability and control flight test techniques", USAF
test pilot school, 1977.

The best recovery technique is to move pedals fully

against rotation Anti-spin, while keeping the roll
control stick at the neutral position; after some time of
approximately 1s, set the pitch control stick to the neutral
position or the position that corresponds to straight level
flight at angle of attack. With rotation terminated, set the
pedals to neutral.
Airplane LASTA has very oscillatory spin, because its
parameters roll rate and pitch rate varied relative to mean
values during a turns. After three turns spin became fully-

132