BRS and descent rate

Aircraft need to be tuned, like pianos. The angles of the wings, the flight
control surfaces, the cable tensions, and lots of other things can be
adjusted. It's a time consuming process and not a legal airworthiness item
so its rare for school and rental planes. The planes you are flying could
be fixed but it would come off the FBO's bottom line. OTH, maybe it's good
for students to learn to deal with wing drop. (Ingrain in your mind not to
use the yoke. Step briskly on the top rudder pedal "If you think you will
die, step on the sky.")

The significant difference between the 152 and the 172 is that the 152 will
flip over in an eyeblink with clumsy rudder usage but you would really have
to work at it to flip a Skyhawk.

I've heard a lot of reports of the new Cessnas being delivered terribly
rigged but they have probably gotten on top of that by now.

Little things can make a big difference. Our plane used to fly terribly.
Full right rudder trim all the time and you would still have your foot cramp
up after half an hour trying to keep the ball centered. On climbout, you
would have the pedal all the way to the firewall. Interestingly, when I
agitated to get it fixed, the board and a number of experienced pilots in
the club said, "Fix what? So, you need a little rudder, big deal."

We eventually got a new shop and a new maintenance officer (me). Our new
guy knew more than just how to take broken things out and put new ones in
like the pictures in the book. He replaced the little $100 piece of metal
that centers and aligns the nose gear. It was offset in flight and working
like a rudder right there behind in the prop blast. With a couple other
minor tweaks, it was a totally new airplane.

The difference was astounding. It was like going from a beat up old car
with misaligned suspension and a low tire to a well set up sports car.
Looking back, I can't believe I horsed that thing around the sky as long as
I did. Until you've flow a really well rigged plane, you have no idea how
enjoyable and sensual it can be.

--
Roger Long

"Scott Lowrey" wrote in message
news:JeCmc.43813$kh4.2295957@attbi_s52...
Roger Long wrote:

This may be a 172 characteristic and I would only do it in a plane I
knew to
break cleanly without wing drop.

Y'know, what's up with that? I've had a few harrowing wing drops and,
although I've largely gotten past my stall fear, I'm starting to wonder
why coordinated flight doesn't necessarily guarantee a straight ahead
break.

After one particular "oh ****" incident early in my training, I've paid
close attention to the ball when practicing stalls to avoid dropping a
wing. But some planes (I've only flown 152's and 172's) just seem to
say, "Nice job keeping the ball centered; now watch me roll over! Yee
ha!"

I've asked various instructors about this and they just say, "Yeah this
one tends to do that." Hmm.

I know not all vehicles are created equal and there are other factors
like wind, turbulence, airframe wear, etc. Maybe it's the older
Cessna's? I haven't seen this with the newer S and R models.

-Scott