Newsgroups: rec.aviation.student
Subject: Re: Stall Question
From: jbolinger@lintek.com (J L Bolinger)
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In article <6v04uv$j9k$1@nnrp1.dejanews.com>, rstowell@west.net says...
>
>In article <6uup1h$2k8$1@nnrp1.dejanews.com>,
>  up_in_the_air@my-dejanews.com wrote:
>> Ok, you guys are starting to make me nervous.  I fly a 172 and am one ride
>> short of getting my ticket.  Until this thread, I was never too concerned
>> about inadvertant spins but now I'm starting to get a little anxious.  I was
>> always under the impression that it is difficult to spin a 172.  I don't
>> think I'm ever near stall speed on my turn to final, but I suppose there 
will

I find that I have to _work_ at stalling a 172.  Even then, the first few
times I tried I actually missed the stall---didn't feel it at all until
my instructor pointed it out.


>> be a day when I am.  From what you're saying I could spin the plane with
>> almost no warning if I happen to be slightly out of coordination?  I would
>> think that if there was that much risk my instructor should have spent more
>> time on it.  Can someone give me a little perspective here?
>>
>> Thanks
>>
>> Michael Rogers
>>
>> I'm not afraid of what I know,
>> it's what I don't know that scares me....
>
>Don't be nervous--be energized to gain additional experience in high AOA
>flight!
>
>A couple of comments:  First, it's generally difficult to spin a 172 when
>lightly loaded at forward cg's (as you probably are loaded during training).
>However, it becomes progressively easier to enter a spin given the same
>pro-spin conditions as the c.g. moves aft (as the airplane probably will be
>with all seats occupied).
>
>Second, I strongly recommend the day after you pass your checkride that you
>grab your instructor and two of your friends and get a good checkout in the
>172, with the airplane fully loaded and with the c.g. at the back of its
>envelope--it's a different airplane at the other end of its envelope from
>where you've likely been doing your training.
>
>Third, it's a false belief created by the contrived stall training environment
>that leads pilots to the conclusion that "I'm ever near stall speed on my turn
>to final." The reality is this:
>
>We learn to do stalls essentially at one airspeed, in one attitude. But the
>airplane has many stall speeds, and can stall in any attitude! Remember: Stall
>speed is related to weight (i.e.: g-load) -- most pilots practice stalls only
>while under 1-g conditions. If you're not at 1-g (i.e.: you're in a turn), the
>airplane is not going to stall at that "familiar" stall speed -- it will stall
>at a *higher* speed.
>
>

My CFI had me do turning climb stalls.  Does anyone else do this.  So long
as you stay coordinate they are actually more fun than straight stalls, in
my opinion.  (talking c172 here)

