Ok, whiff, if you would please explain the steps to get a nice spin entry in a decathlon, I'd appreciate it. I've tried it several ways and haven't quite got the best one yet. Remember I have a 3 bladed MT prop which I wonder if that makes a difference.
Jean - so I looked at the IAC database and you averaged 8's on your spins...so I don't think you need much help.
It's been a long time since I've spun a Super D, but I've coached/criqued them from the ground. Most bad spin entries in any airplane result from letting the airplane sink during the entry, and ruddering too early in an attempt to get the rotation started without the airplane wallowing for too long before rotating steadily.
The main thing I've found that helps is to not let the airplane settle while approaching the stall. In fact, it's best to climb very slightly into the stall. The judges won't notice and you'll enter more cleanly because your airspeed will be slower which gives you less forward trajectory during the entry. As you approach the stall, watch the altimeter and try to get it to climb very slightly as you work the stick back to the stall. Hold a slight amount of rudder in the direction you want to spin as you're approaching the stall. At the very first indication of the stall buffet or stall, quickly but smoothly apply full rudder, with full aft stick following an instant later. You should reach the stall buffet before the stick hits the stop. If your timing was good, the nose should simultaneously drop, yaw, and roll into the spin. Don't worry if it happens slowly, as long as it happens, and the spin doesn't actually stop in the first half.
Not much should be different with the MT. The main thing the MT will do over metal when spinning is to make the behavior of the airplane more symmetrical between left and right spins. The incipient spin will likely be slightly more oscillatory to the left with the metal prop (it is in the Pitts). The MT should make for a more even left spin entry. The gyroscopics of the metal prop while yawing left try to pitch the nose up during rotation. There's very little gyro effect with the MT. Spins to the right are typically smoother and more nose-down (once developed) with a metal prop.
Practice spins both directions and see which way works the best when it doesn't matter which way you spin. But remember you should be able to do them equally well in both directions. Crosswinds and your ground reference lines will influence which way is best to spin during any given flight. The crosswind issue applies to 1-1/4 spins.
This goes against everything spin training instructors teach, but you can actually apply power during the recovery to get a cleaner, quicker, and crisper stop while establishing a vertical downline faster with less altitude loss than if you waited until the downline was set before re-applying power.
Of course, this power-on technique is completely inappropriate as emergency spin recovery technique, but competition spins are a very different concept...they are about perfect situational awareness, known outcomes, and precision control over the airplane - none of which matters when you're simply trying to keep from drilling a hole in the ground after spinning accidentally. Emergency spin recovery should
always be power off. But this power-on technique is really not very important. It's something to keep in mind if you want to try some advanced techniques and get the most out of your airplane. Proceed with caution.
