@WiredForFlight @Av8rdan Do you have alternates that you can switch to?

@LouisIngenthron @Av8rdan yeah we have 2 more C-172N and 3 C-172S (we also have 2 C-152). One student I def will want to keep on the N models has he is close to his test. The other will have to make the call. Availability of the two remaining 172Ns will be tighter.

@WiredForFlight @LouisIngenthron Sam what is the main diff between N and S models of your 172s from a CFI perspective?

@Av8rdan @LouisIngenthron 172N is carbureted and 160HP vs fuel injected and 180HP. So there are a few flows that are different and power settings are different. The 180HP has more get up and go and climb performance.

@WiredForFlight Copy that thanks for the education. Having had settings and speeds drilled into my skull by my CFII during IFR training, I could see how a move to the S from an N would add an unexpected wrinkle to a student’s learning curve.

@Av8rdan yeah especially how close he is to the test. But even if we had to it would not take long to change the flows a little.

@LouisIngenthron @WiredForFlight
Just checked the history tab on metar-taf.com and it was zero knots of wind at 1255P, TV station article said the plane flipped at 1250P.

@Av8rdan @WiredForFlight Now I'm trying to figure out how that's even possible to do from the taxiway on the ground with no appreciable wind... Taking a turn way too fast and tight maybe?

@LouisIngenthron Yeah no idea. Takes a bit of work to put a Skyhawk on its head with no wind. If it was on a runway, I could just see simple loss of control as the plane ganed speed and boom, off in the ditch. But taxiing out? I was taught to taxi “just a tad faster than a brisk walk” and that worked even in crosswinds.

@Av8rdan Yeah, I was thinking maybe a hard bounce and a "Jesus take the yoke" before I read it was on a taxiway, but even that's a bit far-fetched.

@LouisIngenthron I guess we may find out what happened at some point. I know a guy.

Sierra Alpha Mike