To make some sailplanes spin easily for training purposes or demonstrations, a spin kit is available from the manufacturer. For this reason, at weights above the maximum for the normal category, these airplanes are not subjected to spin testing and, as a consequence, can only be type certificated in the restricted category. However, with the agriculture hopper full these airplanes are not intended to be spun, and recovery is unlikely. Successful demonstration of the one-turn spin does not get an airplane approved for intentional spinning. With a small number of airplane types the FAA has made a finding of equivalent level of safety (ELOS) so that demonstration of a one-turn spin is not necessary.

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The Tweets emergency recovery procedure was to slam the control stick full forward and hold it there. During this period many of the new generation fighter pilots were coming from Air Training Command and had extensive experience flying the Cessna T-37. Adverse yaw from the downward deflected right aileron was more powerful than rudder and recovery occurred quickly. For example, when spinning to the left, place the control stick full left, or with the direction of rotation. During mock dog-fights, or air combat maneuvering, it had become vogue by some instructors with no combat experience to allow an encounter to degenerate into a slow speed contest. The airplane crashed, still at full power and full nose down elevators, in an inverted flat spin.

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Yet in the broader context of allowable spin behavior, known spin dynamics, and consistent actions by the pilot, a range of normal spin characteristics becomes evident in these spins-approved airplanes. In the case of Tomahawk N9431T, right spins appeared to be smooth and steady throughout, while left spins appeared to oscillate mildly before settling into a slightly steeper attitude between two and three turns. I have performed in excess of 26,200 spins in more than 160 different spins-approved, single-engine airplanes, representing a dozen different low-wing types and nine different types each of high-wing and biplane airplanes. All of the airplanes-including Tomahawk N9431T-behaved similarly during the spin departure and ensuing recovery. In addition to the data collected above, I have at times performed spin entries from left skidded turns in each of these airplanes. Spinning with full power applied in Cessna 704JH slowed the rate of descent 10 percent compared to its idle power spins, thus allowing one additional turn to be accomplished in 1000 feet.