Cessna 152 or Tomahawk
Thread Starter
Join Date: Jul 2005
Location: On the ground, looking skyward
Age: 39
Posts: 66
Likes: 0
Received 0 Likes
on
0 Posts
at one of the schools, all of the planes have their own little problems (im not going to mention which aircraft because that'll name the school pretty much), like on one of the aircraft, the right seat doesnt go back, on one of them the fuel cut off lever is jammed in 'on' (which i beleive is covered in another topic somewhere), whilst the other school all the planes seem to be ship shape, dont get me wrong the school with the 'problem' aircraft seems professional enough, but i just felt so pressured in taking like 3 lessons a week when my budget can only stretch to 2 now and again, i went for one lesson, loved it (to which then my rover metro (with a ruptured head gasket) wouldnt start, the instructor give me a push start whilst i managed to bump the car in 2nd lol, I think i will fly with this second school for a couple of lessons, and maybe go with the other one.
Also, despite me liking this instructor, the guy i was originally scheduled in for was 40 minutes late (despite me being 35 minutes early), so in the end te aforementioned guy took me.
Comments?
Cheers
Also, despite me liking this instructor, the guy i was originally scheduled in for was 40 minutes late (despite me being 35 minutes early), so in the end te aforementioned guy took me.
Comments?
Cheers
If there are little things that make you uncomfortable or just P you off then they could eventually become big things. Certainly don't ever let anyone pressure you to fly when you don't want to - whatever the reason.
But, as I've said before, you ain't marrying them you're just hiring an aircraft and instructor at an hour a time. If you don't like the way it's going then buy your next hour elsewhere.
Good luck.
But, as I've said before, you ain't marrying them you're just hiring an aircraft and instructor at an hour a time. If you don't like the way it's going then buy your next hour elsewhere.
Good luck.
Join Date: May 2001
Location: Lancs, UK
Posts: 129
Likes: 0
Received 0 Likes
on
0 Posts
As mad_jock said, the PA38 stall is okay if you use the rudder pedals for what they're intended for. Making sure you're nowhere near the MAOW is important though. My first stall was in an overweight aircraft and it was dire! After that, my instructor was very careful to make sure we had half tanks or less before trying it again.
I got used to the trimmer and found that the constant adjustment needed became automatic. Not only does the seat adjust, it rises as it goes forward and drops as it goes back. My wife (4' 11") can see out and reach the pedals, and I'm too far back and too low on the furthest back position. (I'm 6' 2").
The PA 28 is much more stable, but not quite as much fun, but that too has some nasty habits. I was very glad that the instructor who gave me a checkout in the PA 28-151 demonstrated what happens when you dump all the flap in one go at 4000'!
I got used to the trimmer and found that the constant adjustment needed became automatic. Not only does the seat adjust, it rises as it goes forward and drops as it goes back. My wife (4' 11") can see out and reach the pedals, and I'm too far back and too low on the furthest back position. (I'm 6' 2").
The PA 28 is much more stable, but not quite as much fun, but that too has some nasty habits. I was very glad that the instructor who gave me a checkout in the PA 28-151 demonstrated what happens when you dump all the flap in one go at 4000'!
Está servira para distraerle.
Well now; I am 6ft 2ins and weigh 95kgs. Good looking as well !
I never had any trouble fitting into a C152 or, for that matter, a Tomohawk' on both of which I have a considerable amount of instructing time.
I don't think that this Piper is an aeroplane. It's a little balsa wood look alike cooked up by Piper to satisfy the demented lusts of US instructors some thirty years ago when spinning was meant to be hell. It killed a lot of them in the beginning before Piper amended the POH to indicate that the spin recovery was a non-standard one. That might have changed now but then, as far as I know, spinning is no longer required for the UK PPL.
It really is a horrid little piece of tin and extremely uncomfortable in hot weather, if there is ever to be any in England this summer.
I used to fly the Tomohawk in Johannesburg as well. 5,500ft pa and +35c. A true non performer. Spent more time winging it to the GF than we ever had spare to spend demonstrating the excercises of the day.
All that said; the best advice is to go for the right school and the right instructor. But in my never so humble opinion, if you are going to fly a Tomohawk solo you absolutely must be confident in spin and incipient spin recovery. Turns on to Finals with flap, low power and carb heat can lead to a rapid eruption of collywobbles unless you are fluent with the nasty little thing.
Cessna 150/152 also can have a most unfriendly wing drop in a slipped or turning stall - particularly if at high power. Most a/c do so not much that's too surprisingly different between the PA38 & C150/152. However...
I much prefer the Cessna. I think I can help make a better pilot in it that in the Piper. Not that I can't help someone be a good pilot in a Tommy. I just prefer the handling qualities of Cessnas. Nothing more than a personal preference really although I believe I can justify my preference well enough. Others prefer the PA38, some the PA28 etc etc.
The real nub of the matter is: Which instructor and which school suits your personality better? Any competent instructor can teach in either.
I much prefer the Cessna. I think I can help make a better pilot in it that in the Piper. Not that I can't help someone be a good pilot in a Tommy. I just prefer the handling qualities of Cessnas. Nothing more than a personal preference really although I believe I can justify my preference well enough. Others prefer the PA38, some the PA28 etc etc.
The real nub of the matter is: Which instructor and which school suits your personality better? Any competent instructor can teach in either.
Join Date: May 2001
Posts: 10,815
Likes: 0
Received 0 Likes
on
0 Posts
The real nub of the matter is: Which instructor and which school suits your personality better? Any competent instructor can teach in either.
MJ
Join Date: Mar 2004
Location: Australia
Posts: 11
Likes: 0
Received 0 Likes
on
0 Posts
All other things being equal you might like to consider what potential employers are operating. When you hit the "hour building" phase most single engine piston operators will be flying Cessna's, and to get your foot in the door 100 hours on a Cessna may just be an advantage over 100 hours on a low wing Piper.
Personally, I found the high wing aircraft better when learning to navigate and was also much better for passengers (and pilot) to see out.
By far the most important considerations are that you choose a flying school that has people you like, well maintained aircraft and a number of aircraft types that you can advance on. No doubt when you have flown some time in either a C152 or Tomahawk you will be looking for some added performance and complication.
Personally, I found the high wing aircraft better when learning to navigate and was also much better for passengers (and pilot) to see out.
By far the most important considerations are that you choose a flying school that has people you like, well maintained aircraft and a number of aircraft types that you can advance on. No doubt when you have flown some time in either a C152 or Tomahawk you will be looking for some added performance and complication.
