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![]() Even after about 150 hrs, I do not have the nerve to do spins on my own because I do not understand them well enough. I am comfortable with stalls and unusual attitude recoveries of the kind that are tested on the PPL test but have never done spins with an instructor. If you are "comfortable" with stalls and unusual attitudes and don't understand spins, I would suggest that you get some spin training or at I am comfortable with stalls and slow flight in any configuration for the cessna 150 and comfortable with the unusual attitudes my instructor taught me for the check-ride. Basically they were just two kinds taught - one where we end up in a steep dive and another one where we end up "on top" close to a stall. I was tested on both on the checkride. Besides these I am sure there is a lot of other stuff I have no idea about which is why I mentioned that I am "comfortable with unusual attitude recoveries tested on the PPL test". Maybe these aren't even considered unusual attitudes, I don't know. It wasn't meant to mean that I feel comfortable if the airplane suddenly flipped over for e.g. What kind of unusual attitude recoveries are usually taught beyond the PPL? least a better understanding of spins immediately. Feeling "comfortable" with unusual attitudes without a corresponding knowledge of spins can be an extremely dangerous combination. I would suggest strongly that you immediately begin feeling less "comfortable" with unusual attitudes, or get some basic spin recovery training as soon as possible. These two items are inseparable. I do understand what causes a spin and how we enter one but not the general aerodynamics behind it and I have not done one with an instructor yet, I plan to some time. With the general level of comfort I have with stalls and slow flight, I don't have that much fear of stalling inadvertently and spinning. Of course I could be naive in thinking that but that's what I feel. |
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Generally speaking, when you can fly consistently close to the left edge
of the envelope and both anticipate what the airplane will be doing 3 seconds from "now", then either stop or allow whatever that is from happening as the mood suits you, and recover whatever you allow to happen with the airplane under your complete control throughout this procedure, you are THEN allowed to feel you have BEGUN to understand unusual attitude to the extent where you may BEGIN the process of feeling "comfortable" while in this area of flight. I didn't quite get the general connection between slow flight and unusual attitudes here. Obviously learning to fly on the back side of the power curve is important to understanding stalls and spin entries but I thought unusual attitudes can be on either side of the power curve. No doubt high power slow flight with a pronounced nose high situation is an unusual attitude scenario but I thought it was one of many. In general I associate unusual attitudes with things like how to recover from a situation where the airplane has flipped over in turbulence for example. In general I have never been taught to consider that only high angle of attack scenarios can be unusual attitude scenarios. I hope I have made this point clear enough. Remember the Henriques basic rule of flying 101 :-) The moment you begin to feel "comfortable" while flying an airplane, note what you are doing at that instant and practice it for awhile :-)) I agree, I think the Killing Zone book makes this point too. Probably one of the reasons why the killing zone only begins at 70 hrs or so, when people start to feel complacent about their abilities. |
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