The Cessna 172
Join Date: Aug 2005
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Hey Guys,
I currently fly the Cessna 150/152's and want to take the step up to the Cessna 172.
Whats your opinion on the Cessna 172's handling and the overall feel of the aircraft? Is it much more difficult than the 150's/152's?
Feedback greatly appreciated.
Information Delta
I currently fly the Cessna 150/152's and want to take the step up to the Cessna 172.
Whats your opinion on the Cessna 172's handling and the overall feel of the aircraft? Is it much more difficult than the 150's/152's?
Feedback greatly appreciated.
Information Delta
First impressions -
1) Much more roomy than a C152. I actually found it a bit disconcerting to start with - I'm 6' 2" and a C152 is rather cosy for me. Moving into a 172 I found the more traditional "driving" position unnatural and ended up moving the chair forward so I was as close to the controls as I was in the 152 !! I'll get used to it eventually......
2) Keep an eye out when taxying, as it's bigger !!!
3) The nose sits a lot lower than the C152, giving more vis, but it's deceiving on approach. You can feel you're coming in too steeply quite easily.
4) Requires more of an effort to control and you do notice the additional weight on the yoke in the climb. I got used to it quickly, though
5) Flys and handles nicely. As a general guide, I was told to add 5kts to the C152 speeds.
6) I found it requires quite a bit more rudder than the C152
7) I was advised NOT to use 40 degree flaps on final - be interested to hear other peoples opinions on that.
Can't think of anything else at the mo. It's not that difficult to master when you've learnt in a C152. I also preferred it to a PA28.
Join Date: May 2007
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I was advised NOT to use 40 degree flaps on final - be interested to hear other peoples opinions on that.
What I can say is that for standard approaches we use 20 degrees of flap. Anything more than that seems to be used only in specific conditions as a kind of contingency measure. I sometimes go up to 40 on PFLs (usually when I have screwed up and am overshooting
). My instructor likes to have me do power on stalls with 40 degrees as the wing drop can be more dramatic. The first time I did that I nearly soiled myself
Join Date: Oct 2005
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There shouldn't be any significant wing drop with the 172 during power on or power off stalls. That's a rudder issue. Reduce power if necessary during the recovery, but it shouldn't be necessary.
Pitch change shouldn't be dramatic, either. Many instructors wrongfully make it so, frightening their students, but recovery is as simple as a few ounces less back pressure on the yoke, and a degree change in pitch. If an instructor is introducing the airplane or the maneuver with dramatic changes, the instructor is doing you a disservice.
Pitch change shouldn't be dramatic, either. Many instructors wrongfully make it so, frightening their students, but recovery is as simple as a few ounces less back pressure on the yoke, and a degree change in pitch. If an instructor is introducing the airplane or the maneuver with dramatic changes, the instructor is doing you a disservice.
Join Date: Jun 2006
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The 172 is a little bit more difficult to get slower. Landing on a short field with obstacles with 150/152 is no problem, just use flaps to reduse the speed. This is not so easy with the bigger one, reducing the altitude and speed at once is tricky. It simply requires a precize flying.
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Join Date: Apr 2008
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Wasn't expecting so many replies!
Thanks for all your different views on the C-172, just to clarify for some I will be flying the C-172N.
As I am relatively low hours (I have about 70hrs logged), the C-172 seems quite a big but manageable aircraft. I've got my first lesson booked in a Cessna 172 in about 2 weeks time, I'm really looking forward to it, should be good fun!
Thanks for all your feedback
Information Delta
Thanks for all your different views on the C-172, just to clarify for some I will be flying the C-172N.
As I am relatively low hours (I have about 70hrs logged), the C-172 seems quite a big but manageable aircraft. I've got my first lesson booked in a Cessna 172 in about 2 weeks time, I'm really looking forward to it, should be good fun!
Thanks for all your feedback
Information Delta
Join Date: Aug 2002
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Just in the process of converting to a 172. Have about 100 hours on a 152 and converted to a PA28 in around three hours.
Personally I find the 172 quite different from the 152 and PA28. Certainly seems a big beast and at the moment precision, consistant landings are still eluding me. A slight complication is that I am doing this in France and my Flying Instructor's lack of English and my poor but improving French isnt helping.
I have had two different instructors and one uses flap 30 and the other flap 40 for landings. This particular aircraft has a flap up/down control with an associated meter to indicate the actual flap position. Its a distraction to have to glance at the meter to check the actual flap progress.
Quite a significant back pull is needed for the initial flare (less if trimmed correctly) but once the flare is intiated, I find it necessary to reduce the pull back to check the flare and then increase it again to keep the nose wheel up. A sort of two stage movement.
Landing into a strong headwind can be challenging as the AC seems to want to float for ever. Its all down to experience or in my case lack of it. Its really hard for someone who has hundreds of hours on a particular type to transfer this to a novice on type, in a few hours.
I have really grown to like this super bus, and I will sort it!
Personally I find the 172 quite different from the 152 and PA28. Certainly seems a big beast and at the moment precision, consistant landings are still eluding me. A slight complication is that I am doing this in France and my Flying Instructor's lack of English and my poor but improving French isnt helping.
I have had two different instructors and one uses flap 30 and the other flap 40 for landings. This particular aircraft has a flap up/down control with an associated meter to indicate the actual flap position. Its a distraction to have to glance at the meter to check the actual flap progress.
Quite a significant back pull is needed for the initial flare (less if trimmed correctly) but once the flare is intiated, I find it necessary to reduce the pull back to check the flare and then increase it again to keep the nose wheel up. A sort of two stage movement.
Landing into a strong headwind can be challenging as the AC seems to want to float for ever. Its all down to experience or in my case lack of it. Its really hard for someone who has hundreds of hours on a particular type to transfer this to a novice on type, in a few hours.
I have really grown to like this super bus, and I will sort it!
Join Date: Feb 2006
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'Converting' to a 172
First thing I did after getting my brown wallet was get checked out in a 172 after doing all my training in a 150/152's.
3 landings (no flap,normal and glide),a PFL,stalls (clean,flap and base turn at a safe height of course).Just over an hour,job done.
I reckon it was probably easier doing it just after my training as I felt more up to speed with the manouevres required.
Seems best not to get too hung up on this as it behaves very similar to its smaller brother ( just add 5kts)
Nose/horizon aspect a lot lower than a 152 can seem a bit odd at first (as mentioned earlier)
Found mastering landing a Cherokee took a little longer mind.
I like the 172 and is my preferred choice between 150/Cherokee/Warrior.
Relax and enjoy yourself.To me flying is flying whether you have an FI next to you or not and you can still take a passenger ( or 2 smaller ones but not really young children) while you are 'converting'.In fact we took my lad as the instructor thought it is a good idea to get checked out in a loaded a/c rather than a very light one.
MM
3 landings (no flap,normal and glide),a PFL,stalls (clean,flap and base turn at a safe height of course).Just over an hour,job done.
I reckon it was probably easier doing it just after my training as I felt more up to speed with the manouevres required.
Seems best not to get too hung up on this as it behaves very similar to its smaller brother ( just add 5kts)
Nose/horizon aspect a lot lower than a 152 can seem a bit odd at first (as mentioned earlier)
Found mastering landing a Cherokee took a little longer mind.
I like the 172 and is my preferred choice between 150/Cherokee/Warrior.
Relax and enjoy yourself.To me flying is flying whether you have an FI next to you or not and you can still take a passenger ( or 2 smaller ones but not really young children) while you are 'converting'.In fact we took my lad as the instructor thought it is a good idea to get checked out in a loaded a/c rather than a very light one.
MM
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modelman,
My instructor also says that it's better to convert in a loaded aircraft to get the feel of the extra weight in the back.
What is the C172 like when flying solo? When i'm alone in a 150 the climb rate is quite good, so in a 172 is it even greater?, i'd imagine so.
Thanks for all your feedback once again.
Information Delta
My instructor also says that it's better to convert in a loaded aircraft to get the feel of the extra weight in the back.
What is the C172 like when flying solo? When i'm alone in a 150 the climb rate is quite good, so in a 172 is it even greater?, i'd imagine so.
Thanks for all your feedback once again.
Information Delta
Join Date: Feb 2006
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Cessna 172 Solo
I've never flown a 172 solo as I will always pick something smaller (cheaper) when on my own.
I imagine that the climb rate will be similar when solo as the 172 is a lot heavier but there are so many variables (engine size/condition/prop type etc)
I don't know where you fly but hopefully it has a longish runway so you can concentrate on landing smoothly rather than in a short distance.Once you have got the hang of putting it down,get an instructor to help you with your short field work.
Although I am a low hours PPL,I find the 172 very forgiving and doesn't seem to have any real issues.
Might pay you to sit in the a/c to really familiarise yourself with the controls and the flap control 'gate'.Always worth a visit to the airfield on those unflyable days.
MM
I imagine that the climb rate will be similar when solo as the 172 is a lot heavier but there are so many variables (engine size/condition/prop type etc)
I don't know where you fly but hopefully it has a longish runway so you can concentrate on landing smoothly rather than in a short distance.Once you have got the hang of putting it down,get an instructor to help you with your short field work.
Although I am a low hours PPL,I find the 172 very forgiving and doesn't seem to have any real issues.
Might pay you to sit in the a/c to really familiarise yourself with the controls and the flap control 'gate'.Always worth a visit to the airfield on those unflyable days.
MM
