ppl pa38 or cessna 152??
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Join Date: Dec 2010
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after all these replies in which i am very great-full, im again struggling to chose a aircraft
i am going to Liverpool airport on Sunday so i can see what they would recommend and possible try both out...
i am going to Liverpool airport on Sunday so i can see what they would recommend and possible try both out...
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A and C "post #5", and Mad Jock "post #9" have provided excellent advice.
Don't select a trainer becasue it has a reputation of being easy to fly, select one which will challenge you a little. In terms of challenging you a little, the Tomahawk is a bit better that the 152. It demands being properly flown, but rewards you well when you do. I flew two different Tomahawks for many hours out of a 1600 foot turf runway, for more than a year. Though it demanded proper technique, it was very rewarding. They are not as good as the highwing aircraft in rough, short runways, or in confined areas (snowbanks).
The 152 is fine, but if you are proficient in a Tomahawk, you will be better prepared to transition to other types more quickly.
If you end up with the 152, and can choose between 152, and 150, take the 150 over the 152. It will do everything the 152 will do, and you'll have better opportunity to practice short/soft field landings with the greater flap extension available.
As said, take instruction in Tomahawk and 152/150, and with the same intructor if you can arrange it.
Don't select a trainer becasue it has a reputation of being easy to fly, select one which will challenge you a little. In terms of challenging you a little, the Tomahawk is a bit better that the 152. It demands being properly flown, but rewards you well when you do. I flew two different Tomahawks for many hours out of a 1600 foot turf runway, for more than a year. Though it demanded proper technique, it was very rewarding. They are not as good as the highwing aircraft in rough, short runways, or in confined areas (snowbanks).
The 152 is fine, but if you are proficient in a Tomahawk, you will be better prepared to transition to other types more quickly.
If you end up with the 152, and can choose between 152, and 150, take the 150 over the 152. It will do everything the 152 will do, and you'll have better opportunity to practice short/soft field landings with the greater flap extension available.
As said, take instruction in Tomahawk and 152/150, and with the same intructor if you can arrange it.
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IO540's comments about the PA38 have some basis in truth but I think that it is likely that he was flying a very badly maintaned example, the fuel filler caps are standard Piper and should take in no more water tha any other Piper filler cap.
The trim is spring bias but had the trim clutch been maintaned?
The trim is spring bias but had the trim clutch been maintaned?
I've reasonable hours in each, and on net would go for the PA38 to learn in, but there's nothing wrong with either.
Why pick the PA38?
- It's a little harder to fly accurately, so tends to teach better handling habits
- View out is excellent
- It has two fuel tanks so teaches fuel management, whereas the Cessna only has one, so it's just on/off.
- Stalling is whilst safe, less benign than the Cessna - I think that this makes for a more useful learning environment.
- They tend to be a bit less popular in most flying clubs, so the availability should be a bit better.
- A little more shoulder room.
- No pre-flight climbing on ladders to check the fuel.
If in doubt however, toss a coin - learning to fly in either should be a good experience.
G
Why pick the PA38?
- It's a little harder to fly accurately, so tends to teach better handling habits
- View out is excellent
- It has two fuel tanks so teaches fuel management, whereas the Cessna only has one, so it's just on/off.
- Stalling is whilst safe, less benign than the Cessna - I think that this makes for a more useful learning environment.
- They tend to be a bit less popular in most flying clubs, so the availability should be a bit better.
- A little more shoulder room.
- No pre-flight climbing on ladders to check the fuel.
If in doubt however, toss a coin - learning to fly in either should be a good experience.
G
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The idea of getting a PPL is to learn to fly and fly from A to B (unless you want to do aeros, etc). It is not to throw money at becoming a better pilot in the abstract.
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hi guys
been down to liverpool today had a chat with a few clubs and instructors and have gone with Liverpool flying club,
i have also gone with the PA-38 and done a quick trial lesson in to, thanks for all the advice its been greatly absorbed............
ill keep your posted on my progress
been down to liverpool today had a chat with a few clubs and instructors and have gone with Liverpool flying club,
i have also gone with the PA-38 and done a quick trial lesson in to, thanks for all the advice its been greatly absorbed............
ill keep your posted on my progress
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Personally I think you have made the right choice with aircraft type. I don't know anything about the school.
Enjoy and let me be the first instructor to tell you to get the sodding exams done!!!!! and have you got a bloody medical yet?
Enjoy and let me be the first instructor to tell you to get the sodding exams done!!!!! and have you got a bloody medical yet?
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Have fun Ash.
Your instructor will be demonstrating the sensitiviy in pitch control the Tomahawk has while on the takeoff ground roll, and how it varies with airspeed. Unlike the C 152, the high tail of the Tomahawk has it out of the prop wash, and thus it responds only to airspeed, as opposed to propwash earlier in the takeoff roll. This is perfectly fine (other on really rough ground) as long as you are prepared for it, and don't get a "pilot induced ocsillation" going.
A gentle touch on the controls, and a keen eye for the attitude of the aircraft on the ground at all times, will keep you in good form....
Your instructor will be demonstrating the sensitiviy in pitch control the Tomahawk has while on the takeoff ground roll, and how it varies with airspeed. Unlike the C 152, the high tail of the Tomahawk has it out of the prop wash, and thus it responds only to airspeed, as opposed to propwash earlier in the takeoff roll. This is perfectly fine (other on really rough ground) as long as you are prepared for it, and don't get a "pilot induced ocsillation" going.
A gentle touch on the controls, and a keen eye for the attitude of the aircraft on the ground at all times, will keep you in good form....
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Quote:
- No pre-flight climbing on ladders to check the fuel.
Some Cessnas have a step so the ladder isn't needed.
- No pre-flight climbing on ladders to check the fuel.
Some Cessnas have a step so the ladder isn't needed.
