This thread is derived from a conversation that was going on the thread "Crashes In the News". The discussion had to do with the ways that aircraft design could be improved to reduce loss-of-control accidents, and specifically to improve the spin characteristic of an aircraft by improving/correcting the fundamental yaw instability of the aircraft's wings, a characteristic that is manifested in a wing's differential induced drag distribution which traditionally creates adverse yaw tendencies with aileron input. Regarding the spin, I had said: Adverse yaw is one of the contributing factors that will drag a stalling wing into a spin. Adverse yaw is a symptom of yaw instability that requires a vertical tail and rudder action to tame. Fix the instability in the wing and a whole host of problems are alleviated, spin tendency among them. IMO, the guys designing tailless flying wing designs should not be the only ones concerned with making a wing that is yaw stable. The common misconception is that spin avoidance is achieved through stall avoidance; no stall, no spin. When you get into the aerodynamics of the situation, it turns out that the spin has much more to do with the yaw instability of the airframe than it has to do with a stall. This is why appropriate rudder authority can be used to prevent a stalled airplane from spinning (or force it into one if applied inappropriately). IMO, a plane should be able to stall and maintain full control authority without risk of spinning. The stall is a very useful maneuver when not rendered unsafe by unstable design, and it's a great way to dissipate energy (far more effective than spoilers or speed brakes). So, fix the adverse yaw, and you'll likely fix the spin problem as well. I need to say likely, because it is possible to correct adverse yaw without improving spin characteristics. The Ercoupe with interconnected rudders and ailerons is an example of this. Free the elevator travel enough to stall the Ercoupe and it could easily spin. Frise ailerons are another commonly applied method for reducing the 'apparent' adverse yaw of a wing, but that will do little for improving the spin tendency. The adverse yaw should be corrected by favorably differentiating the induced drag profiles of the left and right wings to coordinate yaw with roll. A Boeing engineer once said to me, "Nothing is harder to fix than something that almost works. Management's position is that it almost works, so don't change anything... just fix it.". My reply was that it is even harder to fix something that works most of the time. That is the modern airplane. Most of the time it works as intended, but occasionally it spins and kills everyone onboard. I think it's time to try changing that situation. Consider this thread a place to brainstorm and discuss methods to make better and safer flying airplanes through better aerodynamics. The goal is to break the mold, do aircraft control better than it has historically been done, even if it means making planes that look different to do it.