Unfortunately, accident records show occurrences in which  pilots intentionally ignored spin restrictions. Despite the  installation of placards prohibiting intentional spins in  these airplanes, some pilots and even some flight instructors  attempt to justify the maneuver, rationalizing that the spin  restriction results from a “technicality” in the airworthiness  standards. They believe that if the airplane was spin tested  during its certification process, no problem should result  from demonstrating or practicing spins.  Such pilots overlook the fact that certification of a normal  category airplane only requires the airplane to recover from  a one-turn spin in not more than one additional turn or  three seconds, whichever takes longer. In other words, the  airplane may never be in a fully developed spin. Therefore,  in airplanes placarded against spins, there is absolutely  no assurance that recovery from a fully developed spin is  possible under any circumstances. The pilot of an airplane  placarded against intentional spins should assume that the  airplane could become uncontrollable in a spin. Weight and Balance Requirements Related to Spins Upset Prevention and Recovery  Unusual Attitudes Versus Upsets Common Errors Given the upset definition, there are a few key distinctions  between an unusual attitude and an upset. First, an upset  includes stall events where unusual attitude training typically  does not. Second, an upset can include overspeeds or other  inappropriate speeds for a given flight condition, which is  also not considered part of unusual attitude training. Finally,  an upset has defined parameters; an unusual attitude does not.  For example, for training purposes an instructor could place  the airplane in a 30° bank with a nose up pitch attitude of 15°  and ask the student to recover and that would be considered  (Note: The reference to inappropriate airspeeds describes  a number of undesired aircraft states, including stalls.  However, stalls are directly related to AOA, not airspeed.) Common errors in the performance of intentional spins are: As discussed at the beginning of this chapter, the term “upset”  is inclusive of unusual attitudes. An upset is defined as an  event that unintentionally exceeds the parameters normally  experienced in flight or training. These parameters are:  In airplanes that are approved for spins, compliance with  weight and balance requirements is important for safe  performance and recovery from the spin maneuver. Pilots  must be aware that even minor weight or balance changes  can affect the airplane’s spin recovery characteristics. Such  changes can either degrade or enhance the spin maneuver  and/or recovery characteristics. For example, the addition of  weight in the aft baggage compartment, or additional fuel,  may still permit the airplane to be operated within CG, but  could seriously affect the spin and recovery characteristics. An airplane that may be difficult to spin intentionally in the  utility category (restricted aft CG and reduced weight) could  have less resistance to spin entry in the normal category  (less restricted aft CG and increased weight). This situation  arises from the airplane’s ability to generate a higher AOA.  An airplane that is approved for spins in the utility category  but loaded in accordance with the normal category may not  recover from a spin that is allowed to progress beyond one turn. An unusual attitude is commonly referenced as an unintended  or unexpected attitude in instrument flight. These unusual  attitudes are introduced to a pilot during student pilot training  as part of basic attitude instrument flying and continue to be  trained and tested as part of certification for an instrument  rating, aircraft type rating, and an airline transport pilot  certificate. A pilot is taught the conditions or situations  that could cause an unusual attitude, with focus on how to  recognize one, and how to recover from one. 4-17 • Failure to apply full rudder pressure (to the stops) in  the desired spin direction during spin entry • Failure to apply and maintain full up-elevator pressure  during spin entry, resulting in a spiral • Failure to achieve a fully-stalled condition prior to  spin entry • Failure to apply full rudder (to the stops) briskly  against the spin during recovery • Pitch attitude greater than 25°, nose up • Pitch attitude greater than 10°, nose down • Bank angle greater than 45° • Within the above parameters, but flying at airspeeds  inappropriate for the conditions.  • Failure to apply sufficient forward-elevator during  recovery • Waiting for rotation to stop before applying forward  elevator • Failure to neutralize the rudder after rotation stops,  possibly resulting in a secondary spin • Slow and overly cautious control movements during  recovery • Excessive back elevator pressure after rotation stops,  possibly resulting in secondary stall • Insufficient back elevator pressure during recovery  resulting in excessive airspeed