B, over at "In the middle of the Right". He's taking lessons.
The primary trainer seems to mostly be a Cessna 150, which, between the 1950s and the 1990s, was the J-3 of the day. Probably more people got their license in 150s (and 152s) than any other aircraft type combined.
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Nice, I was primed to start in a C-152 with my first instructor (who was about 85lbs, soaking wet), but she got a job as a Chief Pilot at a school in Arizona so I had to get another instructor. I picked well, but his shoulders and mine made a 152 a misery, so I did almost all my time in a 172. After that, I found the Archer II a joy to fly, and then used my money for other purposes (sigh).
I accrued 61 hours 'training' [lot of solo joyriding/sightseeing] in 150s and 152s but never got the PPL. Cramped and slow with bad vis even compared to a 172 but still flying around up in the sky, even if it looks and smells like a rent-a-wreck.
Mauser Aviation at Rio Linda Airport (L36), 2625x42 feet, stay below 1200' to avoid McClellan traffic, make right pattern on 17 to avoid the school-what the army might call 'valuable training'.
https://skyvector.com/airport/L36/Rio-Linda-Airport
Talks about doing stalls. I wonder if they're the sissy stalls (there's the approach to burble, time to recover...) in the current syllabus or the manly stalls we did in the '60s (wait for the break, be sure you're good and stalled, kick the rudder to stop the turn, and start releasing back pressure).
Or, another way to put it, nowadays they do power on stalls (I think they even call it "approach to stall") like we used to do approach stalls, except with not as much break.
Apologies if I've misread aviation things in a while.
LRod
ZJX, ORD, ZAU retired
Pretty much wait for a full stall. Wait. Push the nose over and add right rudder and advance power.
Also power-on stalls, which are more fun.
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