Cessna 152 spin integrity

Things CAN'T be THIS bad....or ARE they!!!!!!

--
Dudley Henriques

They already were in Southeastern Florida c1980, and I doubt that they have
improved.

Peter

Peter Dohm wrote:
Things CAN'T be THIS bad....or ARE they!!!!!!

--
Dudley Henriques

They already were in Southeastern Florida c1980, and I doubt that they have
improved.

Peter



Stand um up and move um out. Kind of gives you that "safe" feeling :-)))

--
Dudley Henriques

On Jan 25, 5:30*pm, Dudley Henriques wrote:
Ricky wrote:
I was watching the 50-something spins done in a 152 on youtube and it
got me thinking;

I seem to remember being taught during commercial training that spins
do not greatly increase G forces on the airplane, is this true?

I also remember being warned "no spin is exactly the same or
predictable, so DON'T do them solo! Was this just a warning from my
school so we wouldn't screw up their gyros or are spins indeed
possibly very dangerous inherently for some reason?

I would like to try some solo next time I'm up just for fun but may
take a willing CFI along (or fellow pilot) just in case.

Would 50-something spins compromise a Cessna 150 or 152's structure?

Another thing I'd be concerned about was getting overly dizzy beyond a
handful of spins.

Ricky

Hi Rick;

I'm not trying to be confrontational here but I notice you are a
commercial pilot. I can't for the life of me rectify why you don't know
the answers to the questions you are asking here. I find it incredulous
that a commercial pilot could go through the process, then pass the
flight test and not know these answers.

--
Dudley Henriques- Hide quoted text -

- Show quoted text -

My commercial was earned almost 20 years ago & I rarely fly now. As I
mentioned my school said "don't spin solo, they're dangerous and
unpredictable." I've never spun but want to now. Over my flying career
I've heard that a 152 has little problem with G loads during spins but
I wanted confirmation.
The part 141 school I went to was a lousy place who used an easy FAA
examiner b/c they're training was so poor. For example my instrument/
commercial ride was a single ILS approach which turned into a
localizer app. when I discovered the inop glideslope, and a trip
around the pattern in the Arrow, all because it was getting dark and
he had a private candidate waiting for his ride.
So, no, I don't know absolutely the danger of spinning a 152 and have
been "taught" different views...which is the purpose of my post. I
guess the knowledge I should have as a commercial pilot is not only
rusty, but was cut way short by the cheap school I chose.

Ricky

Ricky wrote in news:6673c0ef-fe3c-43af-95c3-
:

My commercial was earned almost 20 years ago & I rarely fly now. As I
mentioned my school said "don't spin solo, they're dangerous and
unpredictable." I've never spun but want to now. Over my flying career
I've heard that a 152 has little problem with G loads during spins but
I wanted confirmation.
The part 141 school I went to was a lousy place who used an easy FAA
examiner b/c they're training was so poor. For example my instrument/
commercial ride was a single ILS approach which turned into a
localizer app. when I discovered the inop glideslope, and a trip
around the pattern in the Arrow, all because it was getting dark and
he had a private candidate waiting for his ride.
So, no, I don't know absolutely the danger of spinning a 152 and have
been "taught" different views...which is the purpose of my post. I
guess the knowledge I should have as a commercial pilot is not only
rusty, but was cut way short by the cheap school I chose.


Fairly evident from your earlier posts, but doesn't matter in your case
since you want to fix it!
My suggestion if you want to fix and since you're not hampered by paper
chasing is to go off and learn aerobatics. Find someone who knows what
they're doing to teach you. There are simple five hour introductory courses
if you're strapped for cash or you oculd just do it when able , but if you
have the dough go out and splurge.
No exotics, BTW. Extras and Pitts are too easy and you won't learn as much.
Find a Great Lakes or a Citabria. The tailwheel experience will teach you a
lot as well.


Bertie

On Jan 26, 2:11*am, Bertie the Bunyip wrote:

Ricky wrote in
:

On Jan 26, 2:11*am, Bertie the Bunyip wrote:
.
Find a Great Lakes or a Citabria. The tailwheel experience will teach
you
a
lot as well.

Bertie-

Among the three part 141 schools I went to, Le Tourneau University was
the best. I went there with my commercial / instrument in hand,
preparing to go through CFII, multi & A&P. The high quality, serious
level of instruction at Le Tourneau quickly overwhelmed me as did the
huge expense of this small, private, Christian school. I had to leave
after one semester because I simply couldn't afford it. I was also
quite the irresponsible idiot at the time who'd rather play than
study, so the caliber of instruction at Le Tourneau was something I
could not handle.

I did, however, get my checkout in their Citabria which they used for
tailwheel training and spins for the CFI candidates. We were not
allowed to do aerobatics in the Citabria or fly solo, but it remains
some of the best training and most rewarding flying I've done. The
Citabria was loads of fun and I caught on really fast. In an hour I
was doing it all alone, including wheelies and 3 pointers. Far too
many schools don't offer tailwheel checkouts, at Le Tourneau it was
required for graduation, as was a landing at DFW in an Archer or Arrow
(and the landing fee came out of YOUR pocket). BTW the Warriors,
Archers & Arrows were all air conditioned at Le Tourneau which was
great in the Texas Summer!

The suggestion for aerobatic instruction is well-received and when I
can afford it, I'll do it. My short term plan at the moment is to
finish my A&P and 2 yr. degree, get a job and then jump back into
flight instruction, finishing my flight degree started long ago and
getting my CFII & multi. TSTC has an above-average rating among those
I've talked with so I'm anticipating good instruction. It will take a
while to get up to snuff on my commercial / instrument before
progressing into CFI. There are many places in the DFW area (bit over
an hour drive north) offering aerobatic instruction and I even know
one or two locally.

You said the Pitts was "easy," implying the Citabria was not as easy?
I got the impression in my 10 or so hours in the Citabria that it was
a pretty easy airplane to fly & land. Did you mean it's a bit
challenging for aerobatics, moreso than a Pitts?


Yes, exactly, The Pitts is a lot more difficult to land than the
Citabria. I've only flown two easier taildraggers than a Citabria and
that's the Hatz and the Aeronca Sedan. And mabye a Taylorcraft.

My dad built a Pitts in the 70s and sold it within a year because he
didn't like the way it flew. I was just a wee lad but I seem to
remember his not liking the speed and instability, and he had little
interest in aerobatics. So he took it to a few airshows and won awards
for quality of construction, finish and decor and then sold it after
spending over 5 years building the thing. He really loved working on
planes as much as flying them & was a perfectionist.


Yeah, I've flown two in my early years and found them a handful then,
probably wouldn't find them so much of a handful now, but thye do keep
your attentin on the ground.
The problem with them doing rolls in particualr is all you really have
to do to do a passable roll is slap the sick to the side and it will go
around. Doing them in a Citabria requires you to do everything right or
it's a bi tof a mess. Bipes are better becasue they're stringer and
draggier and if you **** up you have a far greater margin than you would
in a Citabria or Decathlon. That's why I suggested the Great Lakes.



Bertie

TSTC has an above-average rating among those
I've talked with so I'm anticipating good instruction.
...
Ricky

Does TSTC rent planes to anybody but enrolled students of TSTC?

It aggravates me that McGregor is the only place around renting. Up in
Tulsa a 152 rental is 65 an hour wet. At McGregor they've gone up to
90!

Fer Pete's sake ... we need some competion in the HOT.

Ricky wrote:
On Jan 25, 5:30 pm, Dudley Henriques wrote:
Ricky wrote:
I was watching the 50-something spins done in a 152 on youtube and it
got me thinking;
I seem to remember being taught during commercial training that spins
do not greatly increase G forces on the airplane, is this true?
I also remember being warned "no spin is exactly the same or
predictable, so DON'T do them solo! Was this just a warning from my
school so we wouldn't screw up their gyros or are spins indeed
possibly very dangerous inherently for some reason?
I would like to try some solo next time I'm up just for fun but may
take a willing CFI along (or fellow pilot) just in case.
Would 50-something spins compromise a Cessna 150 or 152's structure?
Another thing I'd be concerned about was getting overly dizzy beyond a
handful of spins.
Ricky
Hi Rick;

I'm not trying to be confrontational here but I notice you are a
commercial pilot. I can't for the life of me rectify why you don't know
the answers to the questions you are asking here. I find it incredulous
that a commercial pilot could go through the process, then pass the
flight test and not know these answers.

--
Dudley Henriques- Hide quoted text -

- Show quoted text -

My commercial was earned almost 20 years ago & I rarely fly now. As I
mentioned my school said "don't spin solo, they're dangerous and
unpredictable." I've never spun but want to now. Over my flying career
I've heard that a 152 has little problem with G loads during spins but
I wanted confirmation.
The part 141 school I went to was a lousy place who used an easy FAA
examiner b/c they're training was so poor. For example my instrument/
commercial ride was a single ILS approach which turned into a
localizer app. when I discovered the inop glideslope, and a trip
around the pattern in the Arrow, all because it was getting dark and
he had a private candidate waiting for his ride.
So, no, I don't know absolutely the danger of spinning a 152 and have
been "taught" different views...which is the purpose of my post. I
guess the knowledge I should have as a commercial pilot is not only
rusty, but was cut way short by the cheap school I chose.

Ricky
I would second what the Bunyip has said above. Sign up for a basic
aerobatic course with a qualified instructor. That should bring you not
only up to speed but round out your basic flying as well.
It will probably be the best money you have ever spent for flying, and
the most productive.


--
Dudley Henriques

On Jan 26, 8:04*am, Dudley Henriques wrote:
Ricky wrote:
On Jan 25, 5:30 pm, Dudley Henriques wrote:
Ricky wrote:
I was watching the 50-something spins done in a 152 on youtube and it
got me thinking;
I seem to remember being taught during commercial training that spins
do not greatly increase G forces on the airplane, is this true?
I also remember being warned "no spin is exactly the same or
predictable, so DON'T do them solo! Was this just a warning from my
school so we wouldn't screw up their gyros or are spins indeed
possibly very dangerous inherently for some reason?
I would like to try some solo next time I'm up just for fun but may
take a willing CFI along (or fellow pilot) just in case.
Would 50-something spins compromise a Cessna 150 or 152's structure?
Another thing I'd be concerned about was getting overly dizzy beyond a
handful of spins.
Ricky
Hi Rick;

I'm not trying to be confrontational here but I notice you are a
commercial pilot. I can't for the life of me rectify why you don't know
the answers to the questions you are asking here. I find it incredulous
that a commercial pilot could go through the process, then pass the
flight test and not know these answers.

--
Dudley Henriques- Hide quoted text -

- Show quoted text -

My commercial was earned almost 20 years ago & I rarely fly now. As I
mentioned my school said "don't spin solo, they're dangerous and
unpredictable." I've never spun but want to now. Over my flying career
I've heard that a 152 has little problem with G loads during spins but
I wanted confirmation.
The part 141 school I went to was a lousy place who used an easy FAA
examiner b/c they're training was so poor. For example my instrument/
commercial ride was a single ILS approach which turned into a
localizer app. when I discovered the inop glideslope, and a trip
around the pattern in the Arrow, all because it was getting dark and
he had a private candidate waiting for his ride.
So, no, I don't know absolutely the danger of spinning a 152 and have
been "taught" different views...which is the purpose of my post. I
guess the knowledge I should have as a commercial pilot is not only
rusty, but was cut way short by the cheap school I chose.

Ricky

I would second what the Bunyip has said above. Sign up for a basic
aerobatic course with a qualified instructor. That should bring you not
only up to speed but round out your basic flying as well.
It will probably be the best money you have ever spent for flying, and
the most productive.

--
Dudley Henriques- Hide quoted text -

- Show quoted text -

Yes, better than doing a spin with a random over at McGregor!

Check out University Flying Club, too, they've got an A152 and an
instructor who has been doing aerobatics instruction for many years
(though maybe there's somebody around Waco?)

http://studentorgs.utexas.edu/flying/

So, no, I don't know absolutely the danger of spinning a 152 and have
been "taught" different views...which is the purpose of my post. I
guess the knowledge I should have as a commercial pilot is not only
rusty, but was cut way short by the cheap school I chose.

Ricky- Hide quoted text -

I betcha you could go up and so some spins in the 150 over at
McGregor. I know at least one of the instructors over there does that
on occasion.