雖然Stall Turn可以有好多變化, 但玩得多都會覺得悶...

Spin比Stall Turn困難少少, 因為做得好唔好係同機體及Settings有直接關係, 每一款機種嘅特性都唔同, 唯有多作試驗才可找出最適合嘅配搭...

以下篇文章, 解釋得相當詳細...

SPINS
To spin or not to spin? That's a good question. Most planes will spin, but some are a lot easier to spin than others. Several factors affect an aircraft's ability to spin, but for a conventional plane, you can generally reduce them to CG (balance) and surface throws. Some aircraft don't recover easily from spins; in fact, some don't recover at all! So, before you start to spin your pride and joy, please follow the designer's set-up instructions carefully. A spin occurs when an aircraft is stalled then autorotates around its CG toward earth at a constant speed. If the speed builds, the aircraft doesn't stall, it spirals. Some airplanes spin in a fairly nose-down attitude, others in a flatter attitude. Many spin at about a 45-degree angle.

YOUR FIRST SPIN
Let's assume that you've set up your aircraft properly. Now climb to plenty of altitude (200 feet or more), point the nose into the wind, and cut the power to idle. You may want to climb slightly, as this helps to slow the aircraft more rapidly. As you slow down, you'll need an increasing amount of up-elevator to maintain altitude - until either the aircraft stalls or you run out of elevator and the aircraft mushes down, i.e., the airplane is still flying, but it's descending with the nose slightly down and full up-elevator. If it mushes, this means you haven't stalled, so it won't spin.

There are two adjustments you can make to help the airplane spin. Either add more elevator throw, or move the CG aft, i.e., toward the tail. I usually start by adding elevator throw in small increments until the plane stalls or becomes too pitch-sensitive at high speed. If your elevator is as sensitive as you like it and it still won't stall, try adding tail weight gradually. Eventually, with enough elevator and tail weight, your plane should stall. Remember, too much tail weight can mean disaster, so be careful.

Not all airplanes behave the same way after they've stalled. Some drop wingtips first and enter unprovoked spins. To recover, you must "unstall" the wing (I'll discuss this later). When your plane is near a stall, its air speed is low; under these conditions, rudder is the most powerful control. For example, you can use it to help your plane overcome a left-dropping wing so that it drops the right wing and enters into a right turning spin.

HERE WE GO
Now that you can stall the aircraft properly, you're ready to enter the spin. At the moment of stall, as the nose falls past the horizon, apply full rudder and aileron in the same direction, and maintain the full up-elevator. Generally, left-turning spins are easier to enter than right-turning spins because the engine's torque can assist.

If the plane spun as defined, great! If not, you probably need more rudder throw. Don't be shy; go to high rate and add rudder until your plane spins properly. In some planes, I've found that additional aileron can help as well. (Contrary to what some people claim, it can really make the difference.) There's a fairly small margin between an aerobatic setup and instability, so make changes to your aircraft gradually.

NOW WHAT?
To recover from a spin, simply let go of the controls, and the autorotation should stop. The nose will point toward the ground, and air speed will be very low because the plane has just recovered from a stalled condition. At the moment of recovery, speed will consequently increase, but don't immediately pull up-elevator, or you may accidentally start another stall/spin. Let the air speed build slightly, and then carefully apply up-elevator to recover from the dive.

If you let go of the controls and the spin continues, you have a real problem. Before you give up, try some down-elevator and, if you can remember, rudder that's opposite to the rotation of the spin. That should do it. If it doesn't, hold down-elevator and opposite rudder, and add some power. If these methods don't work, start planning to repair your pride and joy. You gave it your best shot! The good news is, if it's in a true spin, it will descend fairly slowly, which can minimize the damage.

VARIATIONS
The spin you've just read about is an "inside spin from upright." An outside spin from upright requires down-elevator at the stall point (along with full opposing rudder and aileron), so that the plane will "pitch through" the horizon and keep going until it's in an inverted position. It will then be in an inverted spin. The spin entry is described as "outside" because it requires down-elevator to perform (just like an outside loop).

Your plane should be able to perform these other interesting spin variations with the same setup that enables it to do a conventional spin. If it can't, carefully adjust your aircraft as noted above, but also keep in mind that not all aircraft can perform all maneuvers.

INVERTED SPINS
This time, approach from inverted, and stall as you did from upright, but use down-elevator to stall. Once the plane has stalled, add full rudder, opposite aileron and full down-elevator. Recovery is the same as in an upright spin, except you'll recover to inverted using down-elevator. It's often easier to enter an inverted spin, but it can also be more difficult to recover from one, so beware. Also, if you must apply rudder to get out of an inverted spin, apply it in the same direction as the spin.

FLAT SPINS
Flat spins are really fun to do and watch, but your plane often must be set up on the edge of instability to perform a true flat spin. A flat spin is "more developed," i.e., the plane rotates and descends more slowly, and its angle in relation to the horizon is flatter. Some planes will develop flat spins from conventional spins after a few turns, but they generally must be coaxed. (I've also found that it's easier to flat-spin from inverted than from upright.) To coax your plane into a flat spin, enter a spin, then try to remove aileron input slowly, or even add opposite aileron. A plane I recently flew required opposite aileron and then a slow application of down-elevator to coax it into a flat spin, but it was a beautiful flat spin! Sometimes you have to experiment to find the right combination. A very important note: flat spins can be extremely difficult to recover from, so perform your first ones with plenty of altitude.

KNIFE-EDGE
The unusual-looking knife-edge spin is becoming more popular. Basically, instead of spinning around the nose, the plane spins around a wing tip. I've found that the easiest way to enter this maneuver is after you've established a conventional spin. Then, simply apply opposite rudder. On some planes, it only seems to work from inverted, but one thing is for sure: you'll lose altitude very rapidly, so start with plenty of height! You can also change the type of spin as you perform it, e.g., upright to inverted to knife-edge. Just remember the recovery technique you'll need to get out of your fancy spin!