who has spun a 172?

[Andrew_VT]

Google is great...

>>With a styling concession to the times, the rounded, art-deco tail of the 170B disappeared to be replaced with a more severe, rectilinear unit more representative of the 1950's. The era of the tail fin was upon us.

>>The C-172 evolved slowly over the years with most of the styling changes coming one at a time. The square tail, for instance, disappeared in 1960 with the introduction of the 172A. The new swept tail is slightly different than what we see today, because the fuselage shape remained the same. The older fastback fuselage had enough side area that a dorsal fin wasn't needed. When the fuselage was cut down for the "Omnivision" rear windows in 1963 with the 172D, the engineers had to compensate for the loss in side area by attaching a dorsal fin. That became the tail most recognized by the Pepsi Generation.

So... ignore what I said I thought was the reason the older cessnas seem to spin better.

 

[seagull]

C-150 spins better than a 152, more elevator authority.

 

[CoffeeIcePapers]

C-150 spins better than a 152, more elevator authority.

I thought the only difference between a 150 and 152 was the engine?. I may be wrong...

 

[seagull]

I thought the only difference between a 150 and 152 was the engine?. I may be wrong...

You are! Elevator authority, flaps, engine, several other things a bit less significant. I don't recall them all now, but they were outlined when the 152 was introduced in about 1977.

 

[Blackhawk]

as long as there aren't people in the backseat.

NOT quite true. Depending on the fuel load and model, you can be outside the utility category with two people in a 172. Normal category= no spins. Utility=spins. Same in the 152. There have been a few accidents where 152s have been spun while loaded in the normal category and could not be recovered. Maybe the same for the 172, but I have not heard of any.

 

[MidlifeFlyer]

No, I mean every 172 I have flown has been in the normal category.

You might check again. I don't know whether it's universal, but there are definitely many 172s that may operate in the the utility category and are approved for spins. If you have one with a POH or have a PIM for one, check the expanded normal procedures section. You'll see a section for spins. I can't say all, but you will see that spins are approved in at least some.

I did my CFI-required spin training in a 172. It acts as others described it - you have to force it to spin instead of spiral and recovery is a non-event. Basic PARE for the method.

 

[Blip16]

You might check again. I don't know whether it's universal, but there are definitely many 172s that may operate in the the utility category and are approved for spins. If you have one with a POH or have a PIM for one, check the expanded normal procedures section. You'll see a section for spins. I can't say all, but you will see that spins are approved in at least some.

I did my CFI-required spin training in a 172. It acts as others described it - you have to force it to spin instead of spiral and recovery is a non-event. Basic PARE for the method.

so in order to keep it in a spin you need to keep it uncordinated and full back i take it?

 

[SIUav8er]

basically a 172 will come out of a spin all by itself if you let go of the controls! not something to teach, but it really will recover all by itself. the airplane just doesnt want to spin.

i like to do spins to the left starting with a little adition of power and full left aileron upon entering the stall, that way you have a little torque to aid in the rotation.

 

[CoffeeIcePapers]

NOT quite true. Depending on the fuel load and model, you can be outside the utility category with two people in a 172. Normal category= no spins. Utility=spins. Same in the 152. There have been a few accidents where 152s have been spun while loaded in the normal category and could not be recovered. Maybe the same for the 172, but I have not heard of any.

I think he was referring to the restriction Cessna put on some placards that explicitly prohibits spins with the rear seat occupied. It probably has to do with the aft CG loading.

 

[MidlifeFlyer]

so in order to keep it in a spin you need to keep it uncordinated and full back i take it?

yeah, pretty much.

 

[Ian_J]

No, I mean every 172 I have flown has been in the normal category.

Every one that I have seen has a section on the weight and balance envelope that is for utility, just have to be in it. Also, limitations section for peeps in the back seats.

Interesting... I'll have to check that.

EDIT: My bad... you guys are absolutely right! Never noticed that before.

You might check again. I don't know whether it's universal, but there are definitely many 172s that may operate in the the utility category and are approved for spins. If you have one with a POH or have a PIM for one, check the expanded normal procedures section. You'll see a section for spins. I can't say all, but you will see that spins are approved in at least some.

:sitaware:

 

[MSNFlyer]

I did my spin training in a 172N. Two of us in the front (about 390lbs.), nothing in the back and about 12 gallons of gas put us in the util category. We kept about 2000 rpm right up to the stall, full left rudder with full aft elevator and it entered the spin quite nicely. Three full turns and then the power came back to idle, right rudder and relieving the back pressure got us out of the spin in about 3 seconds. Slowly getting us out of the dive didn't take us much in the yellow arc by the end--about 1,500' of altitude loss I believe and a lot of fun!:yup:

 

[SmitteyB]

I did my spin training in a 172N. Two of us in the front (about 390lbs.), nothing in the back and about 12 gallons of gas put us in the util category. We kept about 2000 rpm right up to the stall, full left rudder with full aft elevator and it entered the spin quite nicely. Three full turns and then the power came back to idle, right rudder and relieving the back pressure got us out of the spin in about 3 seconds. Slowly getting us out of the dive didn't take us much in the yellow arc by the end--about 1,500' of altitude loss I believe and a lot of fun!:yup:

12 Gallons total?

 

[Blip16]

wow, me and my student can go with 32gal of gas and we weigh in at 430 total

 

[flyguy]

I had a student spin me in a 172 yesterday while attempting a power on stall. It recovers quite nicely. I took the controls at the incipient phase and all I did was pull power to idle, neutarize the ailerons and it recovered before a full turn. This student needs some serious work on his coordination.

 

[DirectTo]

Did my spin endorsement today for my upcoming CFII checkride. I was amazed how much the 172 wants to recover on its own. You have to keep the yoke pulled to your chest and keep the rudder in or it just won't rotate. Good to know that students really couldn't spin one into the ground unless they really tried.

 

[MidlifeFlyer]

I had a student spin me in a 172 yesterday while attempting a power on stall. It recovers quite nicely. I took the controls at the incipient phase and all I did was pull power to idle, neutarize the ailerons and it recovered before a full turn. This student needs some serious work on his coordination.

I had that exact same thing happen with a very good student a couple of years ago. We did an exercise that same morning.

 

[MidlifeFlyer]

Did my spin endorsement today for my upcoming CFII checkride. I was amazed how much the 172 wants to recover on its own. You have to keep the yoke pulled to your chest and keep the rudder in or it just won't rotate. Good to know that students really couldn't spin one into the ground unless they really tried.

There are still two problems.

Whether it becomes a spin or a spiral, there is going to be that loss of altitude. And if it happens on that base-to-final turn at 200-500 AGL....

If it happens during practice at altitude,will the student =let it= recover on it's own or do something to prevent recovery?

 

[Blackhawk]

wow, me and my student can go with 32gal of gas and we weigh in at 430 total

Depends on the model. I've flown S models that with two people you are limited to about 13 gallons of gas to stay within the utility range. Even then your arm is at the aft limit for utility.

 

[flyguy]

Depends on the model. I've flown S models that with two people you are limited to about 13 gallons of gas to stay within the utility range. Even then your arm is at the aft limit for utility.

In the R model, if you have full fuel, sometimes a back seat passenger might put you over max gross. I don't even think its possible to get in the utility category with an empty back seat, 2 light pilots, and full fuel. You'd need half tanks even with a light load. I still don't understand why Cessna thinks its necessary to carry 6 hours of fuel in a 172. Who's bladder can last that long?