fen YF ARMY AIR FORCES. a LAL. , MATERIEL SOOEDR COWARD EEE MEMORANDUM REPORT ON Airplane, AAP Ho, bb 3u55 1 Report of Spin Teets Tee purpose of this report is to submit res the Poo, airpiane, ALF Bo, W355, B 1 Deve 1, Introduction: tests were comiuctea st the request of the Aircraft Laboratory, sion. s were made totaling approximately 2 hourc, flying tine. On the second flight the pilot beiled out after fail- frog a left spin, power on entry. A copy of the acciient re- port is atta: 2, Airplane Configuretion: The groct weight of the airplane at take-off was 8205 pounds with i of MAC. This inclused full fuel ani oil, 185 pounds f bellast for ammnition in the wing and 75 pounds of ballest far emmuni- the nose, ‘The airplane was equipped with wing gune end a three-bladed ts propeller, Diameter 11 feet, 7 inches, Anti-spin chutes were installed on the upper surface of each wing tip. 3. Spin Cherecteristice: ‘& Bight Spins (Power-off, straight aheed entry). ‘Twelve spine to the right of from two to five turns were made, Bech spin wes entered from a power-off glide, full right rudder end right aileron being applied as the airplane approached the stall, The sirplane seemed to doe half enap roll before entering the spin. ; : hb! WWilaircraftper re. +a od wes a pronounced longitudinal oscillation during the spin, the nose of the sirplane traveling from about “5 degrees above the hori- zon to sbout 80 degrees below, The rate of rotation was irregular being quite Passed sbove the horizon ani accelerating repidly as the nose re was @ teniency for the spin to tighten and the todinel to become more violent as the spin progressed. All control forces were heavy during the spin. The raider remained about neutral but buffeted violently during the spin, Spins with the stick full back and with full right, fall left, and neutrel ailerons had no noticeable effect on the spim charac~ teristics. The only effective control surface wes the elevator. Approximstely 5000 feet wes required to do five turns ani about 1500 feet for recovery. Hecovery could be mie in 3/4 to 1 turn. The best recovery technique seemai to be the simitaneons epplication of full left raiier ani neutralizing the stick. During the recovery there is & to stall and re-enter the spin. The application of power did not eid the recovery. 2, Bight Spins (Power-on, right turn entry), ‘ho spins were made to the right froma pover on etell ina right turn at approximately 150 MPH eni 2 1/2 to 3 g acceleration, Power was retarded imediately after entering the spin, fhe resultant spin vas ®@ similar to the other right spins ad recovery wes easily made. c. Left Spins (Power-off, streight ahead entry). Seven spins to the left of from two to five turns were maie, These spins were similer to those made to the right with the exception that recovery was not quite as positive es in the right spin, imately 5000 feet were lost in a five turn spin and 1500 to 2000 feet required for recovery. Control forces were heavy during the spins end os in the right spin the best recovery technique was the sim ultaneous application of right roiier end neutralizing the stick, @. Left Spins (Power-on left turn entry). One left spin was made froma stell ina left turn at approxi- mately 150 MPH eni 21/2 to 3 g acceleration. The airplane entered the spin quickly and it was immediately spparent that this spin was of an entirely different nature, The airplane spun smoothly with no longitudinal oscille- tions and only moderate ruider buffeting, ‘The spin was extremely flat, it is estimated that the nose was about 20 degrees below the horizon, The rate of rotation was fester than all previous spine, Recovery was attempted at 1 1/2 to 2 turns vith no success, All the controls were heavy but had no effect on the airplane, By violently pumping the elevator the nose could be made to drop slightly bat would soon return to the original position. Ailerone and rudder were entirely ineffective as was the throttle, The epin was started at 18,500 e feet, at about 11,000 feet the right spin cute was opened but hed no effect in stopping the spin. At #pproximately 4000 feet the right door was jettieoned ash! "and the pilot bailed out. The airplane continued to spin and crasned about siles cvuth of Mright Field. ander any circumstances. roll usuall- enis in >Ply opposite rudder is entered. vent an accelerated it is recommenied tnat current 30 5; as above. 2. It is recommeniei that pilots be instruct: if they have not recovered from a spin within safe <1: of recovery technique. 3. itis recommended that tes of spin recovery cuutes and any recovery. e conducted to cleteraine the value fevices desigzed to aid in spin incl. - 1 LOM, 22 July oly To: Chicf, Flight Section Subj: Accident Report we eel HARBURTON, Colcuisl 4.0. otfpproved ty SiNEST Ke hier acorn 6 test" gon