Narrative:

I was flying as an instructor in the right seat of a cirrus SR20 teaching a private pilot student. I set up a base to final situation well over 2;000 ft in the air to demonstrate a cross controlled stall to my student. The aircraft stalled very easily compared to the cessna I had done my recent CFI training in; and as a result the aircraft tried to enter a spin. I immediately reduced power to idle; leveled the wings with the rudder and pushed the elevator full forward to recover before the spin developed. I went from 3;000 ft MSL at the start of the maneuver to a little above 2;600 ft on the recovery. It was my intent to recover the aircraft at the stall horn at the beginning of the maneuver; but became distracted explaining what was happening to the student. I thought that I would be able to fly the maneuver and explain to the student at the same time; because previous aircraft I had flown were all incredibly averse to spinning. The cirrus stalled while still in the white arc in the cross controlled situation when it will usually go three knots below the published stall speed before the nose drops. Several other factors could include fatigue.I can say with confidence that my knowledge of spins has increased. Every spin entry before this point in my training has been in an aircraft certified for spins with an instructor. In this instance the aircraft was not approved for spins and while demonstrating a situation that can lead to spins I let the aircraft go too far and had to recover as the aircraft stalled and attempted to enter a spin.

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Original NASA ASRS Text

Title: A low time instructor pilot lost control of the SR20 while demonstrating a cross controlled stall to a student. He regained control before a spin could develop; losing just 400 FT of altitude.

Narrative: I was flying as an instructor in the right seat of a Cirrus SR20 teaching a private pilot student. I set up a base to final situation well over 2;000 FT in the air to demonstrate a cross controlled stall to my student. The aircraft stalled very easily compared to the Cessna I had done my recent CFI training in; and as a result the aircraft tried to enter a spin. I immediately reduced power to idle; leveled the wings with the rudder and pushed the elevator full forward to recover before the spin developed. I went from 3;000 FT MSL at the start of the maneuver to a little above 2;600 FT on the recovery. It was my intent to recover the aircraft at the stall horn at the beginning of the maneuver; but became distracted explaining what was happening to the student. I thought that I would be able to fly the maneuver and explain to the student at the same time; because previous aircraft I had flown were all incredibly averse to spinning. The Cirrus stalled while still in the white arc in the cross controlled situation when it will usually go three knots below the published stall speed before the nose drops. Several other factors could include fatigue.I can say with confidence that my knowledge of spins has increased. Every spin entry before this point in my training has been in an aircraft certified for spins with an instructor. In this instance the aircraft was not approved for spins and while demonstrating a situation that can lead to spins I let the aircraft go too far and had to recover as the aircraft stalled and attempted to enter a spin.

Data retrieved from NASA's ASRS site as of April 2012 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.