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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 |
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Cessna 152 spin integrity
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 |
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Cessna 152 spin integrity
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 |
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Cessna 152 spin integrity
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Cessna 152 spin integrity
On Jan 26, 2:11*am, Bertie the Bunyip wrote:
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Cessna 152 spin integrity
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 |
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Cessna 152 spin integrity
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. |
#8
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Cessna 152 spin integrity
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 |
#9
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Cessna 152 spin integrity
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/ |
#10
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Cessna 152 spin integrity
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. |
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