HOW can we do it better given the equipment we have, and the constraints of the typical FTU?
Good question. I guess I should write another article for
www.pittspecials.com/articles.html
Ok. First thing to realize is that you don't have a problem
with spins - that's just a symptom of the real, underlying
problem.
What you have a problem with, is the correct use of the
rudder.
This ain't your fault. Well-meaning people (remember, the
path to Hell is paved with good intentions) have tried to
improve safety by putting the little tire at the front of the
airplane, and by limiting crosswind components.
While an FTU with only nosewheel aircraft and 5 knot
crosswind components might look on paper as if it
is promoting safety, it actually isn't.
Such an FTU is actually producing an inferior product,
which goes on to have aircraft handling accidents
after the product (student) leaves the FTU. This
conveniently allows the FTU to have a "good safety
record".
As you might imagine, I'm pretty horrified by such
a craven and self-serving approach to training - make
yourself look good by producing inferior students who
have a high accident rate. This is the Puppy Mill Way.
Personally, I refuse to do ab initio training on nosewheel
aircraft. I insist that my students only fly tailwheel aircraft,
and as many different tailwheel types as possible. This
approach quickly develops very highly skilled students.
But we all know that this simply isn't possible - I am
a cranky old museum exhibit. Got that.
So, what can you do, if you are a young flight instructor
at a big city FTU, with too much product in your hair, to
teach your students about the rudder?
Easy.
Start up upper air work. In your nosewheel trainer, climb
up to 3,000 AGL, do a HASEL check and slow the aircraft
down to the bottom of the power curve (speed for flight
for endurance), with 20 degrees of flap selected. This is
NOT slow flight. This is nothing scary. Some power will
be required to maintain altitude, and the flap is to get the
nose down. We need to see over the nose.
Start the demo by putting your feet flat on the floor, and
vigorously rolling the aircraft back and forth. This will
show the adverse yaw - you bank right, the nose goes
left. You bank left, the nose goes right. This adverse yaw
is typically not present (as much) at higher speeds.
Look over the nose, and try to gently roll the aircraft back
and forth, initially from only 10 degrees bank either side,
and try to keep the center of the nose from moving on
the horizon. You will find that you will need to use some
rudder with the aileron to overcome the adverse yaw. As
you get better, increase the bank and the rate of change
of bank until you are rolling back and forth quickly from
30 degrees of bank either side, with the nose nailed on
some distant object (a lake, or town, or cloud). Some
people erroneously call this "Dutch Roll" which it is not.
This exercise teaches the valuable lesson that as you
slow down, aileron starts to cause you trouble, which
needs to be controlled with the rudder. Now to apply
that exercise.
Back up to 4000 AGL. HASEL check. With 20 degrees
of flap and 1250 RPM, stall the aircraft and immediately
recover. Avoid excessive nose-high attitude upon
entry - put the nose slightly above the horizon, and
allow the airspeed to decay slowly. Recover at the
first sign of the stall.
DO NOT PICK UP A FALLING WING WITH AILERON.
Even if you tell people not to, they still will. Recover
with opposite rudder and by relaxing back pressure
on the stick or control column, to reduce the AOA.
Do another stall in the same configuration, but this
time, the objective is to keep the stick/yoke all the
way back, and keep the aircraft fully stalled. Do
NOT try to pick up a falling with with aileron - instead,
use opposite rudder to "walk" the aircraft down in
the full stall. This is called the falling leaf. When you
bank exceeds 20 degrees, you have lost control and
the exercise is terminated - relax the control column
to reduce the AOA and recover. You do not want to
spin with flaps.
As your skill as using the rudder develops, you can
eventually maintain wings-level flight in a fully developed
stall, using the rudders to control yaw. This is a really
good skill to develop, and can be done in either a nosewheel
or tailwheel aircraft. Just watch your altimeter - knock
it off at 2000 AGL.
After doing these two upper-airwork exercises - rolls
around a point, and the falling leaf - it's time to go back
to the airport. Make it interesting for the student by
asking him to descend at 500 fpm with 120 mph. Then
maintain the 500 fpm descent and slow to 100 mph. Etc.
Back in the circuit, fly a normal approach. But on short
final, just before touchdown, drop a wing into whichever
direction the crosswind component might be from, and
touch down on the upwind main only. Full aileron over
to bank the aircraft into the crosswind (ever if there
isn't any) and a bit of forward stick and power, to keep
the aircraft rolling down the runway on only the upwind
main. If you slow down, the aircraft will sit down and
put the downwind main on the ground, and that's ok.
Add power, overshoot, and do it again. If there is no
crosswind at all, put the other main on the ground.
One-wheel landings are a perfectly normal part of
a wheel landing in a taildragger in a crosswind, and
can actually be done in a nosewheel aircraft, too.
If you practice and develop proficiency at these three
exercises - rolls around a point, the falling leaf, and
the one-wheel landing - you will develop considerably
more skill at the correct use of the rudder, which comes
in handy any time you need to precisely control the
aircraft at slow speeds - like during a stall, a spin, or
a crosswind takeoff or landing.
. The structural strength of the stab was obviously greatly reduced and the cause was a solo spin recovery which was allowed to turn into a spiral dive followed by a high speed, high Gee pull out. 
