i prefer a more realistic spin entry as it would be in real life with a bunch of cross control to initiate the spin. so nose high with power and a bunch of right aileron to keep the nose from going left instead of left rudder. this is how actual real life spins happen most of the time when low time pilots do slow flight with not enough right rudder to keep the wings level and use all right aileron instead. also i know of pilots who died doing spins because the person who taught them did not show them what happens after the third turn. This is so important because if you only do 1 or 2 turn spins the airplane will recover by itself if you just let go of the controls . they will think the airplane always recovers like this if you do at least a 3 turn spin and show them how different the recovery is after number 3 it enters what is called a steady state spin where it won't stop spinning when you release the sontrols. you must push forward with no hesitation with considerable force to get both wings flying again. someone could easily be killed ifthey have never been shown how important this is to know.
When is Vx or Vy appropriate? Cool and good power, but why chance engine failure at Vx or Vy when thousands of feet of runway remain. Why give up cruise climb airspeed that allows safe low altitude maneuvering when no obstructions exist at Erie? Good takeoff, but with 13 engine failures in 17,000 hours I think about zoom reserve airspeed. When too low to recover from inadvertent stall, maneuvering airspeed and not altitude is life. Nice landing. Takeoff at Telluride is a more normal pitch attitude. DA had demanded that lower pitch attitude. Good down drainage egress. DA and many other conditions can put us in a bind at high pitch attitude while too low to recover from inadvertent stall. Default level in low ground effect acceleration on long runways can manage energy in a way that will help with those many conditions. Crop dusting and pipeline patrol with a 200' waiver put me daily and hourly at too low an altitude for stall not to be fatal. Cruise maneuvering airspeed following level in low ground effect in the crop field or default level in low ground effect on takeoff or cruise airspeed at 200' AGL on pipelines made all those forced landing safe events. I was always able to maneuver to a suitable landing zone and only damaged my Cobra shot down in Vietnam and a couple of piston Ag airplanes. You have a really nice airplane and are doing a really nice normal job of flying it. Think heat and DA and load and gusts and downdrafts and updrafts and ground effect and down drainage egress and what does the airplane want to do in a turn that makes it impossible to stall itself. Think Wolfgang and Stick and Rudder and old crop dusters who have survived. Again good job.
Great video, enjoyed it a lot. Great instructor, giving relaxed confidence. Just one observation. Slightly worried about the Cessna seat movements. We had a pilot have his seat slide rearwards in the U.K. on climb out, he couldn’t reach his rudder pedals, plane ended up stalling and spun in, sadly with loss of life. Be worth getting the seats checked. Keep up the good work.
Piper arrow is just poo, cheaply made and still slower than a Grumman tiger with 20 less hp. What dogs. You want to go somewhere on 180-200hp arrow is nowhere to be found
Howdy enjoy your videos…I’m at BDU in a Mooney M20J and wondering if you’d be open to connecting offline? Looking for a flying buddy in the area and seems like we might have some things in common. Thx!
Don’t want to be that guy but…..intentional spins in a normal or utility category aircraft are prohibited. What you are accidentally teaching is how to intentionally NOT comply with regulation. And you should never do these without a parachute. But most civilian trained pilots never know what they don’t know.
Thank you for the amazing video Quick question 🙋🏻♂️ Can any GA visit KTEX? Or do you need mountain experience etc? Whats the altitude you guys flew there?
Anyone can visit, no mountain experience is formally required to my knowledge. The go around situation in s tough though, so know the conditions before getting the in their! Best of luck and be safe!
Sorry that is completely the WRONG way to teach/demonstrate a spin entry for purposes of spin recognition and avoidance (and subsequent recovery of course). Spin entry method used in training should always be off a slow over-ruddered (ie stalled skidding) gliding turn: THE WAY IT HAPPENS IN REAL LIFE!! As the Tiger Moth instructors used to drum into their students " don't stall and skid in a gliding turn, or for sure you'll crash and burn". This can also be turned into a good entry into a spiral dive by simply relaxing the back pressure on the elevator a little as the incipient spin transitions to the full spin, thereby providing a good demonstration of the differentiation of a spin from a spiral dive....critical of course for the recovery method to be applied.
I inadvertently spun a C-152 during power-on stall practice. Fortunately my instructor was there, because I panicked. I did NOT recognize what had happened. He calmly explained what was going on and how to recover. At this point in time, actual spin training was not in the syllabus. They TOLD us about it the first week of ground school, but all that information got overshadowed by everything else that I had to learn. Later, while practicing power on stalls solo, I accidentally spun the aircraft again. This time, I knew what to do, and I felt like I had all day to get over it. Had I not had that happen to me earlier, I think I would’ve died. I wholeheartedly urge flight schools to go out and do actual spins so that the student can recognize them and know what to do. Talking about it in a classroom does not cut it.
Great video mate Life is spending time doing something that you love with someone that you love And no better way that flying a wonderful aircraft in a beautiful landscape Godspeed mate.
Guess you can say that all your flying from now on will be downhill. In the 80s I drove up from Denver to visit LXV and talk to the airport operators. Their stories about hunters flying in with overloaded airplanes and expecting to fuel up and take off again were enlightening. Front Range has certainly filled in since I took pilot training there in the 90s. Keep it safe and please stay out of helicopters landing off airport at night.
Ironic if it is the same aircraft that you mentioned, but FBO manager at KTDW has a Bonnaza with tail number N11CE I don’t know if he or previous owner did that on purpose
@@mohlenair Thank you both for the education on watching it, it means a lot to see this! I hope and pray you both always make it home "on a wing and a prayer". God Bless you both! 😊🙏
In the USA only spin avoidance can be taught in a normal C.152 Deliberate spinning is only permitted in the Aerobat version. No i don't know what would break first and I have no intention of finding out. Better idea is to find a school that has aircraft that can be spun, like the Piper PA38 Tomahawk.
@@davidmotter5140 I read the rules, back in 1990, and the only deliberatly spinable version of the C152 was the Aerobat version, built in France and scarce in the USA. That's why I bought a Piper PA38 Tomahawk instead.
I cut the power, wings level, and pulled back , I was beyond looking straight At the ground. If I had pushed forward I would have gone totally inverted
In Canada, it's not on the ppl check ride but you're required to have an instructor attest that you've successfully recovered from a spin at least once.
