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Flight school aircraft are dogs, so if you fly them slow I guess that means you're walking it. Weird term your flight school invented.

One of the many beauties of tailwheel airplanes is that you can so easily spin them around at the hold short line looking for traffic. Dope moment on the Aeronca pilot, but no biggie. Some people act as if having to go around on short final due to a runway incursion is the most grievous...

No idea what you're trying to say here. You previously said the point isn't to learn how to spin and recover and that it's only about being able to teach the concepts. I do not agree with that. You can learn to regurgitate spin concepts to a student without ever seeing a spin from inside an...

Of course it's spin training. Your average CFI candidate has never done spins prior to the endorsement flights. The FAA says it is in AC 61-67C in addition to stating it's to demonstrate instructional proficiency. It's both. Why say it's not? 301. SPIN TRAINING AND PARACHUTES. a. Section...

I don't disagree, but I was specifically responding to the previous comment asking why learn spin recovery in an aerobatic airplane when it won't be precisely the same as teaching or encountering spins in a 172. My comment wasn't directed at the reverse situation you describe. But almost any...

Spin recovery is spin recovery. It's kinda like saying don't learn stalls in a Cherokee because a 172 behaves differently. Sorta, but not really. The basics still apply. Aerobatic airplanes are just better for demonstrating the full envelope of spin characteristics, flat, accelerated, etc. in...

Suggest visiting visiting these folks not far from you. Pitts S-2A available for spin/upset training. Much better airplane for spin training than a 172. http://reigleairport.com/instruction.htm

Opposite aileron has been a pro-spin but flattening input in every airplane I've ever spun simply due to the increased AOA on the inside wing that's already stalled deeper than the outside. Why would this not apply to the 172 as well?

Not ignoring anything. I just happen to actually have a lot of perspective on aerobatic training and it just doesn't take very long. You can also choose how far you want to take it. Slipping in some acro time here and there isn't going to make any difference, which is what YOU are ignoring. Too...

In a perfect world I agree. But like mandatory spin training IMO it's just not practical to implement safely and cost effectively. Too few qualified airplanes and instructors. I credit the OP for being interested and doing it. And for the naysayers, do it while you have the time, money, and...

oops sorry! :D

Yes student pilots can compete but they are required to have a CFI-rated safety pilot.

OP, hope you don't have any plans to go on a ski trip or anything for a few days before you pass your checkride. POA will descend and proclaim irrevocable distraction and harm to your PPL training. :rolleyes:

What non-acro folks may not understand is that full dual aerobatic training only takes a handful of hours to accomplish. Its purpose is just to get you safe to perform the basics on your own and to be able to recover any spin mode. Its purpose is not to output a highly refined and skilled acro...

Flying acro and the checkride prep/PTS stuff are unrelated. Two different things that can coexist just fine if you have the time and money. First learning turns around a point, etc. has no bearing on learning loops, rolls, hammers, spins, etc. WWII era pilots learned basic acro during primary...

I converted one about 10 yrs ago. After phase I testing, there was no practice area, which should be typical these days. Without a limited practice area, the program letter is just something you have to file, but which doesn't actually mean anything since you are not actually limited to flying...

"Program letter" being coincidental language, and an entirely different process, intent, and form compared to the EE Program Letter originally brought up here. Not sure why you bring it up for EAB. It really means squat for EE. Just mentioning that things have changed for the EE category...

Not all, only EE, and I mentioned they were required for EE but since they are effectively irrelevant in reality, my point was that there will be no violations handed down based on a "deviation" from the program letter.

The EE category hasn't worked this way for years. The warbird community was able to get rid of the limited practice area which means you can basically go wherever you want. Ops limits are similar to EAB category aircraft. The Program Letter process is still in place as a holdover, but it's just...

No it won't. You have an airplane, go try it. Trim for climbout, take your hand off the yoke and pull the power off and watch what happens. Pilots only stall in this case because they actively ADD aft elevator to attempt to hold the climb attitude after the engine failure. You do not have to...