text: attack is capable of producing pro-spin mo- 
  ments of considerable magnitude which con- 
  to the self-sustaining nature of the 
  tribute 
  spin. Also, the large distributed mass of the 
  fuselage in rolling-yawing rotation contributes 
  to inertia moments which flatten the spin and 
  place the aircraft at extreme angles of attack. 
  
  excessive angles of attack. Of course, a low 
  speed airplane could be: designed to be spin- 
  proof by making it stallproof. By limiting 
  the amount of control deflection, the airplane 
  may not have the longitudinal control power 
  to trim to maximum lift angle of attack. Such 
  a provision may be possible for certain light 
  planes and commercial aircraft but would 
  create an unrealistic and impractical limita- 
  tion on the utility of a military airplane. 
  
  The spin recovery of the modern high speed 
  
  airplane involves principles which are similar 
  to those of the spin recovery of the conven- 
  tional airplane. However, the nature of the 
  spin for the modern configuration may involve 
  specific differences in technique necessary to 
  reduce the sideslip and angle of attack. The 
  use of opposite rudder to control the sideslip 
  and effect recovery will depend on the effective- 
  ness of the rudder when the airplane is in the 
  spin. At high positive angles of attack and 
  high sideslip the rudder effectiveness may be 
  reduced and additional anti-spin moments must 
  be provided for rapid recovery. The deflection 
  of ailerons into the spin reduces the autorota- 
  tion rolling moment and can produce adverse 
  to aid the rudder yawing moment in 
  yaw 
  effecting recovery. 