secret advice

absolutely. best i can tell, so many instructors and students got
mashed that they took spin training out . having said that, it's on
my list for very soon. probably the next couple of weeks.

dan

Yeah, they took spin training out. Teach you how to recover before
agravating the stall into a spin.

So here I am doing one of my last solo practice runs before the check
ride. Well, it *was* a tired old bird (C152) that had just gotten a new
rebuilt (20 hours). T/O Departure stall practice and I got the plane
*out of coordinated flight*, firewalled the throttle just as I dropped
the nose.

Flash of blue/white, sudden stars and then Green, Brown, Grey, Green,
Black, Brown.... and upside down (or so it seemed) and I had a headache
(bashed my head on the door frame).

Boy was I glad my father talked me though spin recovery years earlier.
Boy was I glad I had read the book on standard spin recovery. Recovered
at 3/4 turn, thottle off and 135Knotts (145 is VNE) at start of pull
out. Level at 1100AGL, had started at about 2300AGL.

I had to fly around for about 30 minutes just to calm down so I could
land.

I think spin training needs to be done, if nothing more than while on
the ground explaining what you have to do to survive to talk about it.
Later,
Steve.T
PP ASEL/Instrument

wrote in message oups.com...
Yeah, they took spin training out. Teach you how to recover before
agravating the stall into a spin.

snip
I think spin training needs to be done, if nothing more than while on
the ground explaining what you have to do to survive to talk about it.
Later,
Steve.T
PP ASEL/Instrument


We used to teach everyone spin entry and recovery even though it was not in the PP requirements. The chief pilot
insisted on it and we all agreed it should be done...

"houstondan" wrote in message
oups.com...
ok...as to flying c-150/172 type aircraft, what can you do, really,
that's fun and won't hurt the airframe? at 80mph, can you really hurt
the machine with full control deflection? i guess that's what i'm
asking ... how much can you "yank and bank" these things before bad
things happen? i can get a real good feel for the slow flight
characteristics by trying it at altitude. a can't think of any way to
test airframe without testing to destruction....mine. exactly how do
you do those rolls???

i know i'm begging to hear a lot of "never do that", well-meaning
warnings but there has to be some tribal wisdom on "how much can you
do?"


dan

Flight instruction isn't that expensive compared to the value of your butt
or the damage a dished roll can do to an airplane. Find a CFI within a
reasonable distance who'll show you how to do a roll in a Citabria or
Decathlon. An hour of instruction should be all it takes. Afterwards, if
you're dumb enough to do that stuff in your Cessna (I hope it is yours, as
it would be a really ****ty thing to do with someone elses (or a rental)
airplane), at least you'll have reduced your chances of hurting yourself.

KB

Here is some secret advice -
Go ask an instructor to show you.

Don't tell anyone

Tony
--

Tony Roberts
PP-ASEL
VFR OTT
Night
Cessna 172H C-GICE



In article .com,
"houstondan" wrote:

ok...as to flying c-150/172 type aircraft, what can you do, really,
that's fun and won't hurt the airframe? at 80mph, can you really hurt
the machine with full control deflection? i guess that's what i'm
asking ... how much can you "yank and bank" these things before bad
things happen? i can get a real good feel for the slow flight
characteristics by trying it at altitude. a can't think of any way to
test airframe without testing to destruction....mine. exactly how do
you do those rolls???

i know i'm begging to hear a lot of "never do that", well-meaning
warnings but there has to be some tribal wisdom on "how much can you
do?"


dan