spins from coordinated flight

Can you depart and spin from coordinated flight?  Specifically a
coordinated 
climbing turn?

Several weeks ago I chimed in on an otherwise awful thread suggesting that

if the ball was in the center
the airplane would not spin.   One of the posters 
(Dan_Thomas_nospam@[EMAIL PROTECTED]
) responded that the difference
in relative wind between the inside/outside wing during a climbing turn 
would result in an assymetrical stall
and wing drop even in coordinated flight.   He had several 
Canadian/Australian citations to back it up.

He posted summaries of them originally and my apologies for
re-constructing 
them:

Full power stalls in a balanced climbing turn tend to result in the outer 
wing stalling first, because of the higher aoa of the outer wing, with a 
fairly fast wing and nose drop (particularly so if the propeller torque 
effect is such that it reinforces the roll away from the original
direction 
of turn and the aircraft is a high wing configuration) and likely to
result 
in a stall/spin situation that any pilot lacking spin recovery experience 
may find difficult to deal with. If the climbing turn is being made with 
excessive bottom rudder then the lower wing might stall first with the 
consequent roll into the turn flicking the aircraft over. Recovery from a 
stall in a climbing turn is much the same as any other stall - ease the 
control column forward to about the neutral position, stop any yaw, level 
the wings and keep the power on.

http://www.auf.asn.au/groundschool/umodule11.html#climb_turns

When the aircraft stalls in a climbing turn, the high wing is at a greater

angle of attack than the low wing and therefore stalls first, which
results 
in a rolling motion toward the high wing, creating asymmetric lift and
drag. 
The down-going wing will stall further as a result of less lift and more 
drag than the up-going wing. A deeper stall, generated by aft C of G, will

aggravate these asymmetries, increasing aircraft rolling and yawing
moments 
into the down-going wing. In addition, the aft C of G reduces the distance

from the C of G to the centre of pressure of the vertical fin, thus
reducing 
directional control authority, making recovery more difficult

http://www.tsb.gc.ca/en/re****ts/air/1994/a94o0316/a94o0316.asp?print_view=1

In a climbing turn, the outside or upgoing wing is meeting the relative
wind 
at a slightly higher angle of attack than the lower wing.   If we pull on 
the column to the stalling bite, then the upgoing wing will reach it 
first...The upgoing wing suddenly drops and the wing falls away from the 
original direction of turn.

http://www.casa.gov.au/fsa/2000/sep/FSA34-35.pdf

The Trans****t Canada Guidelines on Stall Training and Spin Awareness 
specifically requires demonstrations in coordinated climbing turns:
http://www.tc.gc.ca/civilaviation/general/Flttrain/TP13747/stalltrain.htm


I would have thought that the hamfisted chandelles I perform would have 
flirted with disaster if this were the case.  However while I have had to 
demonstrate accellerated stalls from 20 degree banks, I cannot recall
having 
to deliberately stall the airplane from a climbing turn.

My question to uunet is; can you spin from coordinated flight?  
Regardless 
the previous dialog did get me thinking:

The convergence of insufficient right rudder and a slipping turn, the left

turning tendencies and the
assymetrical stall could gang up on our hapless pilot resulting in a quick

snap and
spin during a climbing right turn away from obstacles in the departure
path.

Regards
Todd

-- 
"Instrument flying, I had concluded, is an unnatural act, probably 
punishable by God."
--Gordon Baxter