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Thus for timed events, the entry sequence was rudder-elevator-timer; the recovery sequence was timer-rudder-elevator. ResultsSpins were performed to the left and to the right while flying solo in six different spins-approved airplanes. In fact, the literature clearly leads pilots to believe that the Tomahawk should display typical stall/spin characteristics. The spin recovery actions published by Piper for the Tomahawk mirror NASA Standard recommendations.

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With the aircraft now under control, Parke climbed, made another approach, and landed safely. In an effort to neutralize the forces pinning him against the right side of the cockpit, he applied full right rudder, and the aircraft leveled out 50 feet (15 m) above the ground. Parke attempted to recover from the spin by increasing engine speed, pulling back on the stick, and turning into the spin, with no effect.

When the centre of gravity was further aft, the spin was flatter, and the recovery was less reliable. The U.S. National Aeronautics and Space Administration (NASA) has defined four different modes of spinning, defined by the angle of attack of the airflow on the wing. Taken to its extreme, this can result in an uncoordinated turn with sufficient angle of attack to cause the aircraft to stall. The spin characteristics diagram shown in this section is typical of an aircraft with moderate or high aspect ratio and little or no sweepback which leads to spin motion which is primarily rolling with moderate yaw.

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In an aerobatic aeroplane or a trainer withtrue spinning characteristics, the spin will stabilise after aturn or two. Theaeroplane rotates due to the differential lift of the wingsbecause there is yaw, the faster wing is developing more lift andso rotates upwards, at the same time the nose is yawing in thesame direction. The Cessna 152 will spin for one turn andthen it enters a spiral dive, so one turn is all this author doeswith a student! The aeroplane inverts and enters a spin. There are two ways to enter the spin in aCessna 152, you either flick/snap the aeroplane in, or you enterwith some power.

Note that in Cessna 704JH spinning with full power, the rate of rotation was nearly 14 percent faster while the altitude loss per turn was nearly 22 percent less compared to its idle-power spins. The number of turns required for recovery from a three-turn spin varied from turn in the Citabria up to one full turn in the Decathlon; the Tomahawk required turn. The number of turns required for recovery from a one-turn spin varied from 1/8 turn in the Cessna 150, Citabria and T-34, to turn in the Tomahawk. The altitude loss during a one-turn spin and recovery ranged from 475 feet in the Cessna 150 to 900 feet in the Pitts S-2B; the Tomahawk required 650 feet.