Teleboarding

"taichiskiing" wrote in message
...
On May 9, 8:13 am, "Stuart" wrote:
"taichiskiing" wrote in message
...

.....
Of course, thanks for the "civil conversation," and am glad that you
have got something out of it; as I appreciate it, me too, thanks.


IS

Say, did you ever do any spin training with your students in the 172? How
did you find it?

I have done spins in my aerobatic flying, as well as demonstrated it
in my flight instructor test flight, but have not done it with a
student.

Actually, I liked to spin the airplane every once in a while, kind of
fun (and it is the only legal aerobatic maneuver in general aviation),
which took some boredom out of "straight and level" flight.
Nevertheless, when I did solo spin the first time, I was really
scared. It took me at least 30 minutes boring hole in the sky before I
summoned up enough courage to do it, however, after I plunged in and
recovered it, it was all thrill.

I've figured that you must be a pilot too, how's the flying goes in
northern Rockies? Must be very beautiful. Be safe, take care.


IS

Must be quite thrilling to do stuff like that. I bet even a small Cessna can
get going "down the fall line" pretty fast in a spin

On May 9, 11:45 am, "Stuart" wrote:
"taichiskiing" wrote in message

...
On May 9, 8:13 am, "Stuart" wrote:
"taichiskiing" wrote in message
...

.....
Of course, thanks for the "civil conversation," and am glad that you
have got something out of it; as I appreciate it, me too, thanks.


IS

Say, did you ever do any spin training with your students in the 172? How
did you find it?

I have done spins in my aerobatic flying, as well as demonstrated it
in my flight instructor test flight, but have not done it with a
student.

Actually, I liked to spin the airplane every once in a while, kind of
fun (and it is the only legal aerobatic maneuver in general aviation),
which took some boredom out of "straight and level" flight.
Nevertheless, when I did solo spin the first time, I was really
scared. It took me at least 30 minutes boring hole in the sky before I
summoned up enough courage to do it, however, after I plunged in and
recovered it, it was all thrill.

I've figured that you must be a pilot too, how's the flying goes in
northern Rockies? Must be very beautiful. Be safe, take care.


IS

Must be quite thrilling to do stuff like that. I bet even a small Cessna can
get going "down the fall line" pretty fast in a spin

"Down the fall line fast" wasn't really the problem, we usually
recovered it at least 500 ft above ground; the problem was the
spinning ground that was quite disorienting.

Another interesting experience I had with spin was one day I was out
with another flight instructor who was going to check me out on spin
recovery in a Cessna 150 before one of my check-rides. With a heavy
load--that instructor was fairly heavy--on a hot summer afternoon and
Colorado Springs' high altitude, the little Cessna was barely
climbing. It took us at least 20 minutes to climb to 3000 ft above
ground to do our spins. After a couple of spins, we were down to the
bottom and we had to do that tedious climb again, suck. But this time,
the other instructor spotted some eagles were soaring near by, so he
told me to fly with those eagles, which I did, alas, we were climbing
at 750 ft/min and reached to our maneuver altitude in just a few
minutes, so we did that yo-yo up and down a couple of more times, fun,
and that day I learned how to soar with eagles to find thermals; that
was really thrilling.


IS

On May 9, 2:50*pm, taichiskiing
wrote:
On May 9, 11:45 am, "Stuart" wrote:



"taichiskiing" wrote in message

....
On May 9, 8:13 am, "Stuart" wrote:
"taichiskiing" wrote in message
....

.....
Of course, thanks for the "civil conversation," and am glad that you
have got something out of it; as I appreciate it, me too, thanks.


IS

Say, did you ever do any spin training with your students in the 172? How
did you find it?

I have done spins in my aerobatic flying, as well as demonstrated it
in my flight instructor test flight, but have not done it with a
student.

Actually, I liked to spin the airplane every once in a while, kind of
fun (and it is the only legal aerobatic maneuver in general aviation),
which took some boredom out of "straight and level" flight.
Nevertheless, when I did solo spin the first time, I was really
scared. It took me at least 30 minutes boring hole in the sky before I
summoned up enough courage to do it, however, after I plunged in and
recovered it, it was all thrill.

I've figured that you must be a pilot too, how's the flying goes in
northern Rockies? Must be very beautiful. Be safe, take care.


IS

Must be quite thrilling to do stuff like that. I bet even a small Cessna can
get going "down the fall line" pretty fast in a spin

"Down the fall line fast" wasn't really the problem, we usually
recovered it at least 500 ft above ground; the problem was the
spinning ground that was quite disorienting.

Another interesting experience I had with spin was one day I was out
with another flight instructor who was going to check me out on spin
recovery in a Cessna 150 before one of my check-rides. With a heavy
load--that instructor was fairly heavy--on a hot summer afternoon and
Colorado Springs' high altitude, the little Cessna was barely
climbing. It took us at least 20 minutes to climb to 3000 ft above
ground to do our spins. After a couple of spins, we were down to the
bottom and we had to do that tedious climb again, suck. But this time,
the other instructor spotted some eagles were soaring near by, so he
told me to fly with those eagles, which I did, alas, we were climbing
at 750 ft/min and reached to our maneuver altitude in just a few
minutes, so we did that yo-yo up and down a couple of more times, fun,
and that day I learned how to soar with eagles to find thermals; that
was really thrilling.


IS

When flying straight and level at 100 knots, how much lift do the
wings
of a Cessna 150 provide?

On May 8, 5:31*pm, "Bob F" wrote:

Both of these guys are laughingly guilty of accusing others of exhibiting the
faults that they themselves display most strongly.

With that one you hit the nail on the head. And it is that type of
response I try to bring out with my posts.

"taichiskiing" wrote in message
...
On May 9, 11:45 am, "Stuart" wrote:
"taichiskiing" wrote in message

...
On May 9, 8:13 am, "Stuart" wrote:
"taichiskiing" wrote in message
...

.....
Of course, thanks for the "civil conversation," and am glad that you
have got something out of it; as I appreciate it, me too, thanks.


IS

Say, did you ever do any spin training with your students in the 172?
How
did you find it?

I have done spins in my aerobatic flying, as well as demonstrated it
in my flight instructor test flight, but have not done it with a
student.

Actually, I liked to spin the airplane every once in a while, kind of
fun (and it is the only legal aerobatic maneuver in general aviation),
which took some boredom out of "straight and level" flight.
Nevertheless, when I did solo spin the first time, I was really
scared. It took me at least 30 minutes boring hole in the sky before I
summoned up enough courage to do it, however, after I plunged in and
recovered it, it was all thrill.

I've figured that you must be a pilot too, how's the flying goes in
northern Rockies? Must be very beautiful. Be safe, take care.


IS

Must be quite thrilling to do stuff like that. I bet even a small Cessna
can
get going "down the fall line" pretty fast in a spin

"Down the fall line fast" wasn't really the problem, we usually
recovered it at least 500 ft above ground; the problem was the
spinning ground that was quite disorienting.

Another interesting experience I had with spin was one day I was out
with another flight instructor who was going to check me out on spin
recovery in a Cessna 150 before one of my check-rides. With a heavy
load--that instructor was fairly heavy--on a hot summer afternoon and
Colorado Springs' high altitude, the little Cessna was barely
climbing. It took us at least 20 minutes to climb to 3000 ft above
ground to do our spins. After a couple of spins, we were down to the
bottom and we had to do that tedious climb again, suck. But this time,
the other instructor spotted some eagles were soaring near by, so he
told me to fly with those eagles, which I did, alas, we were climbing
at 750 ft/min and reached to our maneuver altitude in just a few
minutes, so we did that yo-yo up and down a couple of more times, fun,
and that day I learned how to soar with eagles to find thermals; that
was really thrilling.

Minimum recovery altitude of 500' ? Cutting it bit close aren't you?
Some flying schools go with a minimum of 2000' Most go to 3000...

"taichiskiing" wrote in message
...
On May 9, 11:45 am, "Stuart" wrote:
"taichiskiing" wrote in message

...
On May 9, 8:13 am, "Stuart" wrote:
"taichiskiing" wrote in message
...

.....
Of course, thanks for the "civil conversation," and am glad that you
have got something out of it; as I appreciate it, me too, thanks.


IS

Say, did you ever do any spin training with your students in the 172?
How
did you find it?

I have done spins in my aerobatic flying, as well as demonstrated it
in my flight instructor test flight, but have not done it with a
student.

Actually, I liked to spin the airplane every once in a while, kind of
fun (and it is the only legal aerobatic maneuver in general aviation),
which took some boredom out of "straight and level" flight.
Nevertheless, when I did solo spin the first time, I was really
scared. It took me at least 30 minutes boring hole in the sky before I
summoned up enough courage to do it, however, after I plunged in and
recovered it, it was all thrill.

I've figured that you must be a pilot too, how's the flying goes in
northern Rockies? Must be very beautiful. Be safe, take care.


IS

Must be quite thrilling to do stuff like that. I bet even a small Cessna
can
get going "down the fall line" pretty fast in a spin

"Down the fall line fast" wasn't really the problem, we usually
recovered it at least 500 ft above ground; the problem was the
spinning ground that was quite disorienting.

Another interesting experience I had with spin was one day I was out
with another flight instructor who was going to check me out on spin
recovery in a Cessna 150 before one of my check-rides. With a heavy
load--that instructor was fairly heavy--on a hot summer afternoon and
Colorado Springs' high altitude, the little Cessna was barely
climbing. It took us at least 20 minutes to climb to 3000 ft above
ground to do our spins. After a couple of spins, we were down to the
bottom and we had to do that tedious climb again, suck. But this time,
the other instructor spotted some eagles were soaring near by, so he
told me to fly with those eagles, which I did, alas, we were climbing
at 750 ft/min and reached to our maneuver altitude in just a few
minutes, so we did that yo-yo up and down a couple of more times, fun,
and that day I learned how to soar with eagles to find thermals; that
was really thrilling.

OK Let's see if you are really a pilot or not. You won't be able to google
the answers.

T&G in the 172. Prelanding checklist.
Propellor control full foreward or full back? Why?
Carb heat on or off? Why?

If you leave carb heat incorrectly set after you apply full power for
takeoff what happens?










IS

On May 9, 3:00 pm, Richard Henry wrote:

When flying straight and level at 100 knots, how much
lift do the wings of a Cessna 150 provide?

At the "straight and level," the wings produce lift equal to the gross
of the airplane flying weight. Why? You think you know a better
answer?

On May 9, 10:18 pm, "Stuart" wrote:
"taichiskiing" wrote in message
...

Must be quite thrilling to do stuff like that. I bet even a small Cessna
can
get going "down the fall line" pretty fast in a spin

"Down the fall line fast" wasn't really the problem, we usually
recovered it at least 500 ft above ground; the problem was the
spinning ground that was quite disorienting.

Another interesting experience I had with spin was one day I was out
with another flight instructor who was going to check me out on spin
recovery in a Cessna 150 before one of my check-rides. With a heavy
load--that instructor was fairly heavy--on a hot summer afternoon and
Colorado Springs' high altitude, the little Cessna was barely
climbing. It took us at least 20 minutes to climb to 3000 ft above
ground to do our spins. After a couple of spins, we were down to the
bottom and we had to do that tedious climb again, suck. But this time,
the other instructor spotted some eagles were soaring near by, so he
told me to fly with those eagles, which I did, alas, we were climbing
at 750 ft/min and reached to our maneuver altitude in just a few
minutes, so we did that yo-yo up and down a couple of more times, fun,
and that day I learned how to soar with eagles to find thermals; that
was really thrilling.

OK Let's see if you are really a pilot or not. You won't be able to google
the answers.

T&G in the 172. Prelanding checklist.
Propellor control full foreward or full back? Why?
Carb heat on or off? Why?

If you leave carb heat incorrectly set after you apply full power for
takeoff what happens?

You are talking about the airplane operating procedures, not flying,
and I am no longer current on the airplanes. If I remember correctly,
most of Cessna 172 [I flew] have fixed landing gears and a fixed pitch
propeller, only on a few high end 172RG have the retractable landing
gears and constant speed prop. On landing, a constant speed propeller
should be back on the highest pitch and carb heat off, in case if you
need to go around. As carb heat induces heated air which enriches fuel
mixture which reduces engine performance, so it's normally left off on
take off and landing. If you leave it on, the engine may puff and
stall.

"Prelanding checklist," eh? Sounds like a student pilot, are you?


IS

On May 9, 9:12 pm, "Stuart" wrote:

Minimum recovery altitude of 500' ? Cutting it bit close aren't you?
Some flying schools go with a minimum of 2000' Most go to 3000...

Well, that's the bottom of our aerobatic flying envelop.


IS

"taichiskiing" wrote in message
...
On May 9, 10:18 pm, "Stuart" wrote:
"taichiskiing" wrote in message
...

Must be quite thrilling to do stuff like that. I bet even a small
Cessna
can
get going "down the fall line" pretty fast in a spin

"Down the fall line fast" wasn't really the problem, we usually
recovered it at least 500 ft above ground; the problem was the
spinning ground that was quite disorienting.

Another interesting experience I had with spin was one day I was out
with another flight instructor who was going to check me out on spin
recovery in a Cessna 150 before one of my check-rides. With a heavy
load--that instructor was fairly heavy--on a hot summer afternoon and
Colorado Springs' high altitude, the little Cessna was barely
climbing. It took us at least 20 minutes to climb to 3000 ft above
ground to do our spins. After a couple of spins, we were down to the
bottom and we had to do that tedious climb again, suck. But this time,
the other instructor spotted some eagles were soaring near by, so he
told me to fly with those eagles, which I did, alas, we were climbing
at 750 ft/min and reached to our maneuver altitude in just a few
minutes, so we did that yo-yo up and down a couple of more times, fun,
and that day I learned how to soar with eagles to find thermals; that
was really thrilling.

OK Let's see if you are really a pilot or not. You won't be able to
google
the answers.

T&G in the 172. Prelanding checklist.
Propellor control full foreward or full back? Why?
Carb heat on or off? Why?

If you leave carb heat incorrectly set after you apply full power for
takeoff what happens?

You are talking about the airplane operating procedures, not flying,
and I am no longer current on the airplanes. If I remember correctly,
most of Cessna 172 [I flew] have fixed landing gears and a fixed pitch
propeller, only on a few high end 172RG have the retractable landing
gears and constant speed prop. On landing, a constant speed propeller
should be back on the highest pitch and carb heat off, in case if you
need to go around. As carb heat induces heated air which enriches fuel
mixture which reduces engine performance, so it's normally left off on
take off and landing. If you leave it on, the engine may puff and
stall.

"Prelanding checklist," eh? Sounds like a student pilot, are you?

If you are in a landing circuit and are forced to make a missed approach and
you have left carb heat off, on base and short final you may develop carb
ice while on reduced power, thus and have no power available for the go
around, therefore it is mandatory to have the carb heat in the ON position
on landing. Once engine RPM has been established carb heat comes off, but
not for the exact reasons you metioned. The engine will not "puff and stall"
it just doesn't develop full power.
BTW a "stall" is a term used to describe the condition of flight. Pilots
almost never use the term regarding the engine, unlike a motorist. It's an
engine "failure"

I have been an active pilot since 1972. My father ran a flying school from
when I was first born and also started flying as a very loung lad with my
father. I have logged not quite 10K hours in Tiger Moths, Beech Bonanza,
Piper Navajo, Boeing Stearman, Beech Staggerwing, Bellanca Decathlon, Lake
Amphibian, Cessna 180 on wheels/floats, Piper Tri-pacer, Colt, Mooney
Statesman, NA AT6..(Just going by past memory)anyhow that's a partial list
it's early and memery no good. I am current on the turbo Navajo. which is
twin







IS