Converting to a larger aircraft
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Converting to a larger aircraft
I'm aware there are many threads on reasons for converting from say a 152 to a 172, or a PA-28, and the reasons why people prefer low-wing, or high wing, but i'm really asking how long it generally takes to convert from a 152 to a larger aircraft.
Still can't decide whether to move onto the PA-28 or 172, but thats another matter!
Still can't decide whether to move onto the PA-28 or 172, but thats another matter!
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If by larger aircraft you are talking about a PA28-140 or a 172 from a C150 then I would think that 2 to 3 hours would be about right, depending on your skill level. Having trained on PA28s I was checked out on a 172 with just over an hour's flight. Going high wing to low may be slightly longer as you have more ground effect to contend with in low wing than high, which arguably makes accurate approach speed rather more critical.
Anything much bigger than this and you are likely to need a VP prop sign off
Anything much bigger than this and you are likely to need a VP prop sign off
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Generally it doesn't even take 2 hours
I learned on a 152 and going onto an Archer III took be exactly 1hour 15mins... checked the logbook there, and this was after about 65hours TT and about 4 months after my test, about 2 months ago actually.
It's not hard at all if you're current, especially since the 152 is a much more sensative aircraft thats "easy to fly but hard to fly well" as they say.
Generally its just a case of a few stalls to see the charachteristics, steep turns, a PFL to see the glide charachteristics, and familiarisation with autopilot and GPS (which tbh you should read up on while on the ground as well as making sure you've gone through the checklist etc and know whats going to be coming up in your checkout)
I spent about 3 hours or so just sitting in the Archer III learning the position of things and you definently need to drill into yourself that tanks need to be changed etc
All in all its a fairly simple process, learning to land wasn't a challenge atall, basically just a case of having the instructor there to prevent you damaging the thing while you suss out the different feeling etc!
I learned on a 152 and going onto an Archer III took be exactly 1hour 15mins... checked the logbook there, and this was after about 65hours TT and about 4 months after my test, about 2 months ago actually.
It's not hard at all if you're current, especially since the 152 is a much more sensative aircraft thats "easy to fly but hard to fly well" as they say.
Generally its just a case of a few stalls to see the charachteristics, steep turns, a PFL to see the glide charachteristics, and familiarisation with autopilot and GPS (which tbh you should read up on while on the ground as well as making sure you've gone through the checklist etc and know whats going to be coming up in your checkout)
I spent about 3 hours or so just sitting in the Archer III learning the position of things and you definently need to drill into yourself that tanks need to be changed etc
All in all its a fairly simple process, learning to land wasn't a challenge atall, basically just a case of having the instructor there to prevent you damaging the thing while you suss out the different feeling etc!
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It can be as little as an hour (some will claim to have done it in minutes). It helps if you can familiarise yourself with the panel layout and any variations in equipment, specifically radios, transponder, trim controls etc before you fly the aircraft. Note additional equiment such as autopilot, panel GPS etc that you may not be familiar with from the 152.
The rest of the process is handling differences and getting used to an increase in speed. A diiference of 20 knots can increase your workload if you are not prepared for it. If you opt for the PA 28 pay special attention to the fuel selector location and management of same in flight.
If carrying pax in the rear take a flight at max weight with an instructor to experience the difference and remember that some fields you got into and out of with the 152 will be off limits for a heavily laden PA 28 on a hot day.
Otherwise enjoy and best of luck
The rest of the process is handling differences and getting used to an increase in speed. A diiference of 20 knots can increase your workload if you are not prepared for it. If you opt for the PA 28 pay special attention to the fuel selector location and management of same in flight.
If carrying pax in the rear take a flight at max weight with an instructor to experience the difference and remember that some fields you got into and out of with the 152 will be off limits for a heavily laden PA 28 on a hot day.
Otherwise enjoy and best of luck
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I think the question on whether to change can depend on the type of flying you do. If you regularly fly with anoher person or wish to take an additional passenger then the C172 or PA28 makes sense. Equally if the additional airspeed is meaningful it might be worthwhile.
I went from PA38 to PA28 - very straightforward. Then from a PA28 to an Icaraus C42 microlight, couple of hours but straightforward. I went back to the PA28 and that was curiously harder, getting back to a much heavier aircraft took a while, especially PFLs.
But, I think once you've flown a few different types and you've built up a reasonable number of hours, a check out on a different type becomes easier as you are more confident and better able to simply fly it by the numbers.
I went from PA38 to PA28 - very straightforward. Then from a PA28 to an Icaraus C42 microlight, couple of hours but straightforward. I went back to the PA28 and that was curiously harder, getting back to a much heavier aircraft took a while, especially PFLs.
But, I think once you've flown a few different types and you've built up a reasonable number of hours, a check out on a different type becomes easier as you are more confident and better able to simply fly it by the numbers.
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Do spend some quality time with the POH before your conversion flight, to learn the fuel/electric/hydraulic system, walkaround, emergency procedures, V-speeds, W&B parameters, typical climb/cruise/descend performance, take-off and landing distances and such, and compare it all to the aircraft you already know.
