Would you rather start learning to fly in a C152 or C172?

[deville_guy]

Hi guys,

I am planning on starting my flight training shortly and the trainig school I will most likely be going through, RQAC, offers the option of either trainig for your GFPT in a C152 or C172. Now since while training for the PPL I would be flying the C172, would it be better to learn in it right from the start? I went up for a TIF the other day in a 152 and the instructor said it would be a good thing learning in a 172 from the start. So guys, please tell me your thoughts regarding this. I loo kfoward to hearing from you!

Regards,

Chris

[Led Zep]

Can't really do a spot of aerobatics in a 172!
I learnt to fly in a 152 and wouldn't change anything. If money is an issue, they are cheaper and I found the 152 a lot harder to fly well and it was tricker to make a decent landing in. :}

[prop-wash]

Chris,
I personally would recommend a C152 (or any two seat basic trainer) in the first instance unless comfort is needed, i.e. you are a person of size. It is cheaper to learn to fly and certainly requires a little more finesse than a C172. I am sure your instructor would rather be in a C172, and maybe this is why you were advised to do it. Once you have completed your GFPT, then is a good time to convert to a four seater, take your mates for a fly and then go on with your PPL. At least you will then begin to get experience in different aircraft. Not a particularly huge leap to go to a C172, so no real need to get the experience of flying it during your GFPT.
Cheers, P-W

[mingalababya]

IMHO, starting in a C152 is ideal as you'll be learning the basics of handling an aircraft from scratch. I noticed a difference when going from 152 to 172 (and also from 172 to 172RG) with the amount of load required for banking and yawing. The less the load, the easier for you to develop your handling skills and technique. Also, IMHO, crosswind landing techniques are better learnt in a lighter aircraft.
Just my two pesos, worth.

[pall]

The C152 is an easier and more nimble AC to fly. I learned in one and found it to be very forgiving and predictable. The C172 takes more skill to manage. Especially to land when lightly loaded and in low wind.

The transition from C152 - C172 is no big deal if you do it later when your handling skills are more advanced. Transition to LOW WING AC is easier again.

The C172 is a fussy AC requiring more finesse. Trying to master its requirements right from the outset would be enough to set back any student. I am sure it is more time efficient to transition C152 - C172 later on.:cool:

[deville_guy]

Thanks for your reply guys. Yes I think I will go for learning in the C152, thanks to your thoughts and also the fact that I need all the help I can get financially wise to do my training. Feel free to keep posting if you like. Thanks again,

Chris

[Ratshit]

Do your ab initio in the C152, and your X-countries in the C172!

Best of both worlds.

R:cool:

[downwind]

start on the 152 then when you have got the GFPT then got tto the PA28/C172 then for the cpl something like an arrow. learn the basics 1st on the 152, it will teach you to really make a good x-wind landing, and is quite touchy on the controls. learn and master the basic stuff first on older equipment then when you have got confidence go to the new stuff

[Ratshit]

"The C172 is a fussy AC requiring more finesse"



Pall

You're just mess'in with us, aren't you?

I gotta bunch of hours in both types and, IMHO, the 152 requires significantly more deft (now there's a nice word) touch than the 172.

R:cool:

[kookabat]

Navs in a 152... soooooooo slow!!!

[haughtney1]

1 up (1 POB) Id have to agree a 172 requires more finesse....750hrs 172 300hrs 150/152 exp talking.:ok:

[Spodman]

C150 or C172? Both suck, every time you want to look at something there's a wing in the way. Electric flaps are for shirt-lifters also.

[scrambler]

I agree with those well above, C 150 for the GFPT and C 172 for your cross country.

SPODMAN:- I see from your profile that you fly a C150

[Spodman]

Thanks Scrambler, I'll change it now, should read "flew C150, flys P28A"

[Roger Standby]

hey Spodman, what about electric fuel pumps?

[Led Zep]

hey Spodman, what about electric fuel pumps?

They're for shirt-lifters who fly low-wings. :} :} :} :}

[Over and gout]

1 up (1 POB) Id have to agree a 172 requires more finesse....750hrs 172 300hrs 150/152 exp talking.:ok:


Agreed!:ok:

[Wheeler]

Sometimes 172's are recommended by 'big' instructors. With two moderately large people and a sniff of fuel, the 152 usually ends up overloaded. - Very inconvenient when the last person has very kindly filled the tanks. That's possibly why Cessna don't make 152's any more and the 'big' 172's are selling well to the 'big' American flight schools, who no doubt have lots of 'big' (mac?) instructors and students these days, which may not have been the case back in the late 70's when the 152 was in its heyday. - Still by far the better trainer though.

[inthefluffystuff]

Pall
Me tinks you have had a problem in a 172 "more finesse" ? tin buckets are all easy!!! give some of the old birds a go and you guy's might not have been flying at all for quite awhile.!!!!!!!!!!:p

[mattyj]

I wouldn't call myself an expert..(about 700 172 time) but I always get the feeling that with a bigger aircraft if you stuff a manouver up it is harder to get it back (before the instructor notices). Like loosing altitude in turns. (probably got something to do with inertia)

[4SPOOLED]

I went from 152 to 172rg......what a gutless peice of S#&T

Loved the 152, a tad slow getting to and from your field, but with the added benifits of aero's you can have a heap of fun!

At the end of the day if you fly a 172 it will take you longer to complete your GFPT and ultimatly cost you more money....

For your PPL training a 172 would be good and as soon as you complete your PPL do your CSU and Retract in a gutless cutless (172RG) and fly something like a M201 182 etc....

[WannaBeBiggles]

I agree with everyone re: 152 GFPT then 172.

The one thing people haven't mentioned, is that the 152 is a little more touchy when stalling and is much easier to coax a wing drop out of her, rather than the good ol' poropsing a 172 will do most of the time. (depending on config of course!)

[pall]

Don't get me wrong folks, I love both AC. C152 is more responsive and nimble. C172 a bit more of a slug to fly. More input at slow speeds to effect changes. More stable thought with its extra weight. As a low time pilot it took me a while to get it right landing a C172.

Low wings are definitely easier to fly. They are less efficient though. For the same horsepower the climb out is slower and more fuel used. Can't lift as much weight as well.

Lets be honest though, as longer as we are flying who cares what it is.:p

[4SPOOLED]

Low wings are definitely easier to fly. They are less efficient though. For the same horsepower the climb out is slower and more fuel used. Can't lift as much weight as well.
Lets be honest though, as longer as we are flying who cares what it is.:p

If a low wing was less efficient you would see boeing and airbus with high wing configs.

Think of say a M201 vs a 172rg.... or even a 210

m201 MTOW 1245kg 200bhp 1000fpm climb rate (i usually achieve more like 1500fpm but it will still climb at this rate almost to 6000ft)

C172rg MTOW 1202kg 180BHP 800fpm climb rate (usually more like 300-500fpm)

C210 MTOW 1723kg 300BHP 950fpm climb rate (soon as im over 3000ft its more like 300-400fpm and when full loaded.......eeeek)

High wings are better for scenic's and rough strips, farms with fences etc or reversing the ute up to the door to unload.....low ings are not as practicle for these purposes but are faster, easier to land and usually more fuel efficient.

[haughtney1]

Gawd..I have to jump in here....4 spooled/Pall, sorry guys, you are both talking out your arses regarding a/c efficiency:=

Think for a second......aerofoil type? Thrust line? all the drag factors? Prop types? various engine degredation issues? not to mention how old and generally bent the Oz GA fleet is.
You are comparing apples with oranges...high wing/low wing is but 1 part of the design, and plays only a small part in the overall efficiency of the design.

[4SPOOLED]

And all your arguements come into the basic fact of low vs wing high wing!!

I stated the facts of several types i fly which are from the pilot op manual which take into account aircraft from factory, i then added what i personally see from them.

Generally the a/c are only rated for a few prop types anyway, so most are similar in general behaviour.

[M.25]

Would you rather start learning to fly in a C152 or C172?

I would definitely go for the cheapest option. When you walk out the door with 170hrs and a fresh CPL no employer is going to give a ****e whether you did your abinitio in a 152 or 172. They are both basic trainers. Save your money for something a little more useful, like a couple of 210 hours or a night rating. I can think of many better ways to blow the money than on some leg room for your instructor.

[tinpis]

:confused: A 172 and a 150 have handling characteristics that are noticable?

[tlf]

:confused: A 172 and a 150 have handling characteristics that are noticable?

yeah I'm with you.
A 172 requires finesse?
My cat could probably land a 172

[Jarule]

G'day Deville,
You really have to look at where you want to be when you have finished your flying training. How easily you pick up the quirks of the particular A/C you are flying depends on how well your instructor explains them.

If all you want is a CPL and 150 hours then fly the slowest A/C you can find . You will have plenty of time to learn the quirks of complex A/C later.

If you want to get your PPL and fly for fun for example. Some friends of mine learnt in a Robin and could perform basic aerobatics to an excellent standard even before attaining their restricted licence (the aim is not to do it in the minimum number of hours CASA states but to learn competency and have fun). They now have PPl's and are entering aerobatic comp's. We see so many pilots gain a ppl or even their restricted licence then give up aviation because they don't know what to do with it.

Set yourself a goal that will keep you flying. Have fun, enjoy the flying, whatever you fly.