It would be a pleasant change if this thread wasn’t strictly for bend over government stooges who only know how to troll.
...only on the Internet. He obviously doesn't know much about aircraft much less how to fly one. FWIW, the AA77 hijackers made a rookie mistake in diving their plane, it came in too low and they had to pull up to avoid impacting the ground in front of the Pentagon.
That's what it looked like to me.. I got to fly with the pilot of a Golden Eagle several times a week for 18 years. What fun.. I never tired of it.
Well then, like myself and Max, you are a certified and bonafide airplane pilot. Excuse me while I laugh. It amused me your notion to insult me was to speak of the piper cub. My first instructed ride was in the Piper Tomahawk which is a 2 place low power private plane.
The Traumahawk! Watching that t-tail flop around in a spin is scary! Personally, I think you two got off on the wrong foot; I think Margot mistook you for a 9/11 Truther and you and I both know that's not correct.
When I got my pilots license, the FAA sent to pilots reports on aircraft crashes. And they would examine the causes once the NTSB was finished with their work. it is useful for pilots to stay up on such crashes for the valuable lessons one learns. But our training as others told you was not to be certified as an airframe mechanic.
Piper does not allow spin training in the Tomahawk. She always is on the wrong foot so that is nothing new. LOL A Tomahawk is limited by it's low hp engine and being 2 places. When i decided to carry my then teen daughter with me flying,. i switched to the Piper Warrior then the the Piper Archer. From that to the Mooney 201. Some love spin recovery but Piper is not that hard to pull out of a spin if one gets into one. Even the Warrior and Archer, the instructor cautioned me not to spin them.
I have always tried to get my passenger in front more comfortable by showing them a bit about best flying procedures. If nobody else is there as a qualified pilot, at least you can ease them into some things trying to save them and you at the same time. But they are not qualified pilots.
Now it's all online. Example: https://www.ntsb.gov/_layouts/ntsb....?queryId=9ecffc40-0918-4e77-bc93-644cae3917df
I trained in 1980 and placards were inside the aircraft even then. I flew almost brand new equipment.
There'd been problems with the "Traumahawk" from the beginning in 1977. Sad that they don't even teach spins anymore. https://www.aopa.org/news-and-media/all-news/1997/february/pilot/tomahawk-safety-review All aircraft have reputations. For some they take years to evolve, while for others the reputations develop quickly. From the beginning the Piper PA-38 Tomahawk attracted attention. When it was introduced in 1977, it looked different from any other two-place trainer; and it flew differently. It didn't take long for the airplane to get a reputation. The handling characteristics stemmed from a relatively new airfoil known as the GAW-1, which is quite efficient but in certain configurations has rather abrupt stall and spin qualities. Additionally, the PA-38 was one of the first light airplanes to sport a T-tail. Both of these items cause the Tomahawk to fly a little differently than other light trainers. https://airfactsjournal.com/2017/03/what-about-those-spins/ Piper designed the PA-38 Tomahawk to have more active spin characteristics than the Cessna 150/152. The company said flight instructors wanted a better platform for spins. The Tomahawk was a fine spinner, too, and the recovery took a brisk application of anti-spin controls. Most pilots learned not to look back at the T-tail in a spin because the Tomahawk would wag its little tail in a spin. This was early lore and I made a point of spinning one and looking back at the tail. The motion was not as dramatic as some had described it but it was definitely there. I only looked once.
FWIW, before the FAA made spins an "aerobatic maneuver", upon being introduced to my in-laws I took each up on a flight in our flying club's C-150 Commuter. The FIL was a little trepidatious but the MIL was much gamer. I asked her if she wanted to see a spin....and then showed her one once she said yes. Just a couple turns. She talked about it for years.
The instruction at the time was how to ensure one did not spin one. The instructor never told me that story but it could be totally correct. I spent the majority of my time flying the Archer.
That's the standard now. For awhile, it was optional then, IIRC, it was banned unless in an aerobatic aircraft with parachutes (or a BRS). I think the logic was that more people were being injured or killed in spin training than in actual accidental spins.
Best done in an aerobatic certified aircraft. I did scare one fight instructor taking off at Truckee Airport and he was visibly worried. I told him to please take it easy. And things worked out wonderful. But his point was well made and heeded by me at the time.
Why was he worried? I'd been doing stalls and spins for years and hundreds of flights when I started taking taildragger lessons in an Aeronca Chief 11AC. We never intentionally spun it but those older planes will drop a wing on you in a heartbeat when stalled. I learned to stay on the rudders at all times in any taildragger. We had a clipped-wing Cub for several years and that spun nicely but still dropped a wing upon stalling. Recovery was easy. Soloing the "War Chief". Before I took it up, Bob, the instructor said "If you wreck it, you'll pay for it, right?" "Yes sir!". It wasn't a problem. Shiteating grin after my final landing:
