Q: C-152 spin characteristics

"Bertie the Bunyip" wrote in message
.. .
"Peter Dohm" wrote in
:


"gatt" wrote in message
...

"Jim Macklin" wrote in message

I recommend Kershner's instructor and aerobatic texts. Bill
Kershner probably did more spins in a C 150 teach than
anybody else.

I just read his spin chapter this weekend. I guess I know
everything I need to know about spins for now, but, yeow, that would
be a lot of information to throw at a PPL student before spin
training. Useful illustrations, though. 'I only read them-ar books
fer the pitchers.'


-c

I'm sorry to step back in and respond so late, but there is a point
that needs a little emphasis.

At the time that I demanded a little spin training, I had already read
"Stick and Rudder" plus a lot of Kershner's work. Even so, that first
spin entry seemed to take a couple of milliseconds--after which the
ground seemed to rotate so fast that I still am not sure which
direction we were turning! The point being that preparation on the
ground is essential for understanding; but hopelessly incomplete.

However, after a couple of more spins, the entry seemed quite lazy and
the rotation still was faster than a Merry-Go-Round; but certainly not
exciting. After a couple of spins after that, things had slowed down
so much that there were multiple opportunities to recover in the first
90 degrees--some of them with less than 50 feet of altitude loss and
very little change of direction.

As discussed in another thread, I failed to take the spin training to
the next level--which is the entry from an accellerated stall. I have
forgotten exactly why, but vaguely recall that the instructor who was
so confident in teaching normal spins was not eager to have a student
demonstrate accellerated stalls--especially where that would lead to
an accellerated spin entry. To tell the truth, at the time, that
seemed to be just a little over the top to me as well; and absolutely
no one that I knew advocated such a thing. (As an aside, much as
today, the FAA was on one of their big safety pushes--and even some of
the good ol' boys claimed that they never flew any way other than
"straight and level" when they were on the ground.)

The point of all this is that, when I return to flying, I will
immediately extend the stall and spin training into the accellerated
entry area; because that is where most of the stall-spin accidents
really begin--and I fully expect that things will seem to speed up
again (quite radically) for the first few times in each direction.
After that, I will also do them solo--because the airplane handles
just a little differently when it has an eccentric load.



Well, I self taught the accelerated ones sometime shortly after getting
my private. They're no big deal, its the stall and entry itself that's
of interest , of course, as I'm sure you already know. the break is
usualy sharper and rotation begins with a bit more enrgy, depending on
how energetically you are manuevering when the stall occurs. Well worth
doing.
There are a number of points where a spin is likely during
aerobatics.Around the top of a loop, botched hammerhead and botched
immelman being three prime candidates. No biggy any of them and they can
be stopped before they start if you can learn to read the wing.


Bertie



That's pretty much what I expect, and well worth practicing ASAP at a safe
altitude.

Peter