T45 Spin Testing

This video occurred during the flight testing phase for the T45.
(from Global security)
In 1988, following extensive preliminary flight-test evaluations by the Navy at the Patuxent River Naval Air Station in Maryland, the Navy cited several major deficiencies in the T-45. The deficiencies included high approach speed, slow engine thrust response, and longitudinal and lateral stability deficiencies. McDonnell Douglas and British Aerospace developed candidate solutions and recommended approaches to resolve these issues.
The stall characteristics of the initial T-45 configuration were judged to be unacceptable by the Navy on the basis of a severe wing-drop behavior at the stall and high approach speeds (aggravated by the increased weight required to strengthen the airframe for carrier operations). During the Navy’s flight evaluations, the wing drop was so severe that uncommanded roll motions often exceeded 90 deg. The T-45 Program subsequently adopted a wing redesign, which incorporated wing leading-edge slats. The slats virtually eliminated the wing-drop tendency and lowered the carrier-approach speed to a more acceptable value.
Flight-test experience with the British Hawk aircraft had indicated that the aircraft was very reluctant to spin and that attempts to intentionally spin the aircraft usually resulted in a spiral with rapidly increasing airspeed. Flight tests of the T-45 subsequently verified that during spin attempts, airspeed rapidly increased, and stabilized spins could not be obtained. As a result of this spin resistant behavior, the T-45 is not used for spin training (The T-2 and TA-4 had been used for spin training).