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Finally a post that sums it up properly.

No it does not depend on this. Any flyable W&B condition still places the CG ahead of the center of lift. Otherwise the airplane would be divergent in pitch and unstable/unflyable. All airplanes loaded within spec seek the airspeed they're trimmed for regardless of power setting. This is basic...

All you folks who think the airplane will stall in the OP's scenario, is this too scary for you to actually try and see for yourself?

This seems like an odd thing to be arguing about when most here fly and can actually go try it and see what happens. Hint, you will not lose airspeed or stall lol.

It seems there are still lots of pilots who think an airplane losing power on climbout is the same as a car losing power going uphill.

Both you guys are pretty much right, but since there are literally zero qualifications required in order to "teach" aerobatics, potential students should ask around (even on forums) for instructor recommendations. Aerobatics is a very small community and the quality instructors are generally...

I and many others strongly disagree. Pilots who are experienced, comfortable, and competent with spins aren't the ones who fly fearfully and skid turns at low altitude. They have a comfort level and awareness that puts them in a position to be more likely to never NEED to use those spin recovery...

You can do this every time if you slip with the rudder to the floor and manage the approach from there. Cessnas slip like crap but it's still some extra glidepath control. Handy if you have to do this in an emergency and can't afford to come up short.

There are quite a few here with Eagle time, which of course is irrelevant for doing pre-buy inspections.

Pilot runs out of gas and stalls the airplane and mentions skills and experience were involved. :rolleyes:

Ever flown a Giles? :D

Disagree. I think you're mostly talking about rolls. If you have terrible level roll technique, the Decathlon will show more deviation, but the same deviations and slop will be seen in a Pitts to a lesser degree. But the easy way to roll is just pitch up a little and throw the stick over for a...

Well an MX-S would be the airplane for comparison with an F1 car. It has three times the performance of a Pitts S-2A. The S-2A two up is hardly a beast of a machine with the 4-cylinder engine. Roll rate is modest as Pitts' go and it's actually a decent aerobatic trainer. What all this 'ideal...

Budd doesn't teach acro, just Pitts pattern work. If you google "IAC aerobatic schools" you'll find a list that can get you started. Not all listings are up to date, some may no longer be in operation. Just start somewhere. Despite what some may think, you don't need to fly with a "famous" name...

It's not difficult with experience and practice. Extended time in a slip down final is good for giving student pilots time practice the inputs, but with more experience you can graduate past this beginner technique and avoid unnecessary work and passenger discomfort. What the wind is doing...

Now they're spoiling the fun of all the would-be modders. ;)

Yeah I wonder why nobody has converted an RV to a high wing.... o_O

What type of a canopy "improvement"?? You can already get both sliders and tipovers from Vans. To have a new canopy blown and fitted to a new frame an mechanism (for what purpose??) is an extreme undertaking. And there have been a couple people who built an RV with retracts, and guess...

If you have short legs I can see your calf touching the 7A/9A tower. I never even noticed it when I once flew a 7A.

Funny I thought the back of an -8 was about the roomiest most comfy rear pit of anything I've been in...as tandems go, and I'm well over 6 ft. tall. I'd much rather ride around back there than smushed shoulder-to-shoulder in an RV-6/7/9.