Spin training in the 172, PA28, and I'll assume the 152, is not approved in the POH. Stalls are, so is incipient spin. Done stalls, the plane basically recovers by itself... providing I keep the ball centered

Release the yoke/stick, apply rudder, push forward (sometimes briskly), throttle, recover... All the while keeping in mind to avoid a secondary stall

FBO has two Citabria's and a Champion Super Decathalon. Those are approved for spins, though will be awhile before I take one of them up.

It's best I watch WTF I'm doing, keep speed up, be aware of cross control stall on base-final, yada-yada. IOW, I'll try not to be a statistic.

I'll venture a spin at night is very invigorating

(Also, my field is 5050'. Spin training/maneuvers at/above 3'000 AGL. The 152 will *barely* get that high)

Rick

152s are approved.  At least any I ever flew were.  I did my CFI spin training in them.  Oh, what I forgot to mention, my wife absolutely LOVES spins.  Weirdest thing, she has no fear whatsoever.
Do it again, do it again!!  I got sick of them before she did.  On the other hand, my little brother was scared of a bump.  So you just never know what your passenger will like.

No spins in the ole 172 or piper Cherokees that's for sure.  I don't know who did it, but back when I was CFIing, the school's arrow went down for maintenance.  Seems the engine mounts were broken.  The owner was quite certain someone had been doing barrel rolls with it.  Seriously, it wasn't me.

Maybe you had the Aerobat model? I'll look into it.

CFI said we might experience a little turbulence crossing the peaks/valleys on my first mountain flying trip. Didn't bother me in the least. Fly the fooking plane!

But as a pilot, you sorta anticipate/expect burbles when crossing ridges, lakes, clouds, shadows... That, and I'm the one that controls the yoke

Took my sister and nephew (in MN) to WI to visit Larry Lerranth. Sis filled five sic-sacks on the way there :-/

At least she hit the sack. My fellow CFI Steve had a student get sick and opened the window to try and puke out the window. Let your imagination tell you how that worked out

Maybe you had the Aerobat model? I'll look into it.

CFI said we might experience a little turbulence crossing the peaks/valleys on my first mountain flying trip. Didn't bother me in the least. Fly the fooking plane!

But as a pilot, you sorta anticipate/expect burbles when crossing ridges, lakes, clouds, shadows... That, and I'm the one that controls the yoke

Took my sister and nephew (in MN) to WI to visit Larry Lerranth. Sis filled five sic-sacks on the way there :-/

I took my check ride in a 152 Aerobat and my CFI gave me some spin training in it. I few years later I bought an Aeronca 7AC with a STC for a Continental O-200. That was a fun plane to spin.

...No spins in the ole 172 or piper Cherokees that's for sure.  ...

Right    I had fun doing wing-overs in the 140 though 

Maybe you had the Aerobat model? I'll look into it.

CFI said we might experience a little turbulence crossing the peaks/valleys on my first mountain flying trip. Didn't bother me in the least. Fly the fooking plane!

But as a pilot, you sorta anticipate/expect burbles when crossing ridges, lakes, clouds, shadows... That, and I'm the one that controls the yoke

Took my sister and nephew (in MN) to WI to visit Larry Lerranth. Sis filled five sic-sacks on the way there :-/

150, 152 (and obviously the Aerobat models of these) are approved for spins. We were required to get spin qualified prior to first solo in our club (Flying Aces in San Jose) and I did so in our club 150 (5908J). This was back when it was $14.00/hour wet tach.

Also, 172's are approved for spins as along as the weight and balance is within the utility category limits (the rear seats and baggage compartment must be empty).

Dan

150, 152 (and obviously the Aerobat models of these) are approved for spins. ...

My CFII says we could possibly do a few spins in the 152m though not approved by the FBO.  He also said the 152 has a bajillion hours on the airframe, and might need a new empenage after a spin or two. Something about metal fatigue, flexing, yada yada. Who am I to argue?

Got it! Hi-perf endorsement and approval for mountain flying today

Left Longmont (KLMO) in the 182, across Corona pass again, turned south and over Berthound pass. Follow I-70 corridor for a bit, bank left to cross Loveland Pass and onward to Leadville (KLXV). Highest general aviation airport in USA, field is 9934' Even though outside air was around 40F, you HAVE to factor in density altitude also. I shoved the throttle forward on take off, and it seemed as if I could physically push the plane faster down the runway. I trained at altitude, but never ran into this. I suspect my take off roll was in the 3000' range.

Had to make a circle in the Leadville valley to gain altitude to cross Hagerman Pass, then on to Glenwood Springs (KGWS). Glenwood was cool, once you saw it... and landed safely Short airport (3300'), 5900' elevation (remember density altitude), and basically one way in and one way out. No room for a pattern, it's straight in, out the same way, and you can't really see the runway until two miles from the threshold. My landing roll was ~1500', could have done better if I landed RIGHT ON the numbers but wheels hit 200-300' past. Practice.

That's my CFII standing in the MIDDLE of the runway.

Return to KLMO was uneventful, skirted just above Eagle (EGE) airspace ceiling, Kremmling, Granby, then back across Corona.

Three some hours on the Hobbs meter. Would take a very long day if by car/truck, A wee bit less on a scooter.

Rick

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Do we need another Tab/Thread for Air planes?   

We could call it: Props

Pop's Props?

Well, depends on how much interest, I guess.  Another board could be created dealing with those flying machines....

Leadville airport not in a plane but with my brothers and son in 07 (before I had a C14). I'm on the far right.