Changing from Warrior to 152?
Joined: Jun 2003
Posts: 110
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From: Middle England
Bose-x
"A current SEP pilot should be able to fly any other similar SEP with little effort."
Oh, so going from a C152 to say a Tiger Moth or fast VP taildragger wouldn't take you more than just a couple of circuits then? That I would like to see!
"A current SEP pilot should be able to fly any other similar SEP with little effort."
Oh, so going from a C152 to say a Tiger Moth or fast VP taildragger wouldn't take you more than just a couple of circuits then? That I would like to see!
Joined: Mar 2000
Posts: 3,130
Likes: 17
From: U.K.
I wouldn't classify a C152 or a Mooney as a "similar" SEP type. I don't think Bose is either.
Going from a 150 to a PA28 isn't difficult. It just takes a bit of practice and a good read of the manuals.
I jump between them upto 6 times a day and I've never had any problems.
Going from a 150 to a PA28 isn't difficult. It just takes a bit of practice and a good read of the manuals.
I jump between them upto 6 times a day and I've never had any problems.
Joined: May 2006
Posts: 31
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From: Staines, Middlesex
Originally Posted by EGBKFLYER
676 - totally unbreakable MAIN gear - I have seen four nose gear failures in my time and there are many more in the accident reports! All PIO on landing...
Joined: Aug 2000
Posts: 1,856
Likes: 75
From: uk
Arrestahook,
How could you possibly consider a C152 to be "similar" to a Tiger Moth? Similar means any aircraft with fixed pitch, tricycle u/c weighing less than 5700kg and with similar glide performance. eg. a DA40 would presumably be different to a C172 if you want to land in short fields (even the DA40 demo pilot had to go around at EGHA a few weeks ago).
How could you possibly consider a C152 to be "similar" to a Tiger Moth? Similar means any aircraft with fixed pitch, tricycle u/c weighing less than 5700kg and with similar glide performance. eg. a DA40 would presumably be different to a C172 if you want to land in short fields (even the DA40 demo pilot had to go around at EGHA a few weeks ago).
Joined: Mar 2000
Posts: 3,130
Likes: 17
From: U.K.
Speedbird, a blown seal or nitrogen loss results in the oleo being "flat", when the nose gear collapses, it's the entire strut giving way leading to the nose of the a/c contacting the ground causing the prop to get bashed.
It's usually caused by people approaching at too high a speed and forcing the a/c down onto the nose wheel instead of going around or holding it in the flare. A very common and expensive occurance!
It's usually caused by people approaching at too high a speed and forcing the a/c down onto the nose wheel instead of going around or holding it in the flare. A very common and expensive occurance!
Joined: Sep 2003
Posts: 0
Likes: 0
From: UK,Twighlight Zone
Originally Posted by Arrestahook
OK my apologies for the oversight of the word "similar" - but I don't believe any conversion can be successfully achieved in a "couple of circuits"!!
Thats 'co you have a vested interest buddy.......
As pointed out I was referring to the standard spam cam rides not the exotic hotships oe classics. Of course a moth requires a level of expertise as would something like the Pitts (even Instructors manage to spread the under carriage............
)And if you are going to quote me quote the correct text!!!
<I have never taken more than a couple of circuits to get the feel of another SEP>
And none of the checkouts you signed me off on took that long....
Intelligent Idiot
Joined: Oct 2005
Posts: 182
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From: Cleethorpes, UK
Late jump in for me here (as usual) but before starting out on my course, I trialled in both the Cessna and the PA28.
The Cessna was the cheaper option @ £95 per hour but the warrior was the more comfortable aircraft for me so even though I am now paying £20 per hour more, I am happy with my decision.
The Cessna was the cheaper option @ £95 per hour but the warrior was the more comfortable aircraft for me so even though I am now paying £20 per hour more, I am happy with my decision.
Thread Starter
Joined: Jul 2006
Posts: 12
Likes: 0
From: Buckinghamshire
The message I keep hearing through this thread is the PA28 is a bit more expensive to hire and run but is overall the more robust, and roomier and altogether nicer to fly.
The low wing also makes spotting other aircraft easier generally.
The low wing also makes spotting other aircraft easier generally.
Thread Starter
Joined: Jul 2006
Posts: 12
Likes: 0
From: Buckinghamshire
What is the comparative running costs of these 2 aircraft?
It sounds like hire costs might be 15% higher for the PA28. Anything else need considering?
What would (say) a 20% share in each a/c cost?
It sounds like hire costs might be 15% higher for the PA28. Anything else need considering?
What would (say) a 20% share in each a/c cost?
Couldonlyaffordafiver
Joined: Dec 2000
Posts: 1,934
Likes: 0
From: The Twilight Zone near 30W
"A current SEP pilot should be able to fly any other similar SEP with little effort."
Oh, so going from a C152 to say a Tiger Moth or fast VP taildragger wouldn't take you more than just a couple of circuits then? That I would like to see!
Oh, so going from a C152 to say a Tiger Moth or fast VP taildragger wouldn't take you more than just a couple of circuits then? That I would like to see!
C172
PA28 (fixed gear, fixed prop)
AA5A
AA5B
TB9/10
Beagle Pup
T-67A
IMHO, none of the above should require more than a couple of hours for an average PPL to assimilate to from a C152. As soon as you bring taildraggers, retractables or wobbly props into the equation, things start to change.
Joined: Oct 2004
Posts: 911
Likes: 43
From: Bournemouth UK
My 2p worth
I was trained on PA28 and have c150 hours on them. I recently checked out on a C172 Diesel. I loved the 172, being able to look straight down is great and I also found the 172 really easy to fly, it's so forgiving and doesn't even get nasty in a full stall, it's lovely. As Bose X said, all that was required was a trip out of the zone, stalls, steep turns, PFL and back in for flapless, glide and normal approach. My landings weren't as nice as I would like, but I'm sure that I'll sort them out once I've done a few.
To give you an idea of cost difference, Solent School of flying charge £140 for the C172, £145 for a Cherokee 140 and £150 for a warrior (all exc VAT).
If I could only fly 1 type then it would be the PA28 because of the greater load capacity, but I just love the 7 hours endurance, no carb icing, no mixture and great visibility of the C172 diesel.
SW
I was trained on PA28 and have c150 hours on them. I recently checked out on a C172 Diesel. I loved the 172, being able to look straight down is great and I also found the 172 really easy to fly, it's so forgiving and doesn't even get nasty in a full stall, it's lovely. As Bose X said, all that was required was a trip out of the zone, stalls, steep turns, PFL and back in for flapless, glide and normal approach. My landings weren't as nice as I would like, but I'm sure that I'll sort them out once I've done a few.
To give you an idea of cost difference, Solent School of flying charge £140 for the C172, £145 for a Cherokee 140 and £150 for a warrior (all exc VAT).
If I could only fly 1 type then it would be the PA28 because of the greater load capacity, but I just love the 7 hours endurance, no carb icing, no mixture and great visibility of the C172 diesel.
SW
