Cessna to Piper
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There was a thread on this just a few weeks ago.
http://www.pprune.org/private-flying...out-piper.html
http://www.pprune.org/private-flying...out-piper.html
Join Date: Jul 2005
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Other than the usual 'clever' remarks like 'read the POH':
- no crossfeed on the Piper, switch tanks at regular intervals
- only one door - PITA getting in and out
- more likely to float if landing too fast
- manual flaps that deploy rapidly, not the gradual Cessna deployment
- as MJ says, if it's one with the trim on the roof then a bit more getting used to
Other than that - a spamcan.
- no crossfeed on the Piper, switch tanks at regular intervals
- only one door - PITA getting in and out
- more likely to float if landing too fast
- manual flaps that deploy rapidly, not the gradual Cessna deployment
- as MJ says, if it's one with the trim on the roof then a bit more getting used to
Other than that - a spamcan.
Join Date: Jan 2011
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I passed my test on the AT3 - a light two seater. I did the 5 hours required by the school to cross-train to a C172. I had a better offer after this and it took me a further 2.5 hours to be cleared for a Warrior. Then a further hour to cover the Cherokee.
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The pipers have only 3 fuel drains to check, unlike the 172 which seemed to have hundreds. And you don't have to climb up a ladder to refuel the plane. Normal low wing / high wing visibility arguments of course 
Join Date: Mar 2012
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Winhern the 172s I fly only have three fuel drains. One under each wing and the engine one. Am I missing some?!?
Last edited by taxistaxing; 24th Nov 2012 at 09:35. Reason: spelling
Join Date: Jun 2012
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Winhern the 172s I fly only have three fuel drains. One under each wing and the engine one. Am I missing some?!?
Join Date: Nov 2001
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OK if you must:
Cessna 172 series, high wing implies better for taking pictures out of the window and no need to worry much about fuel pumps etc. Typically has plunger control for throttle mixture etc. Most have electric flaps. Two doors so getting in and out for the two front seat occupants is fairly straightforward.
Piper pa28, two variants slab wing and taper wing, slab wing means it's old and if a 140 you can spin it and probably has an old morris minor window handle in the roof for trim which takes a bit of getting used to. You need the fuel pump for take off and to swap fuel tanks every half hour. Flaps are a giant hand brake level on the floor. Later and taper wing versions have quadrant for throttle and mixture and trim wheel next to the flap lever. They'll float forever if you don't nail the approach speeds. All have one door on the P2 side.
Cessna 172 series, high wing implies better for taking pictures out of the window and no need to worry much about fuel pumps etc. Typically has plunger control for throttle mixture etc. Most have electric flaps. Two doors so getting in and out for the two front seat occupants is fairly straightforward.
Piper pa28, two variants slab wing and taper wing, slab wing means it's old and if a 140 you can spin it and probably has an old morris minor window handle in the roof for trim which takes a bit of getting used to. You need the fuel pump for take off and to swap fuel tanks every half hour. Flaps are a giant hand brake level on the floor. Later and taper wing versions have quadrant for throttle and mixture and trim wheel next to the flap lever. They'll float forever if you don't nail the approach speeds. All have one door on the P2 side.
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You fly a cessna 172 and 152 and looking at the Piper Cherokee now yet youposted on another thread you only just had your first lesson like 2 days ago? Andknew more than your instructor with under 1 hour of flight time.
We can expect great things from you, possibly be a astronaut next week
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Winhern the 172s I fly only have three fuel drains. One under each wing and the engine one. Am I missing some?!?
All the 172S aircraft I fly at Cambridge have a total of 13 drain points - 5 on each wing, and 3 underneath, but perhaps that's a difference between the 172 and 172S?
All the 172S aircraft I fly at Cambridge have a total of 13 drain points - 5 on each wing, and 3 underneath, but perhaps that's a difference between the 172 and 172S?
Join Date: Mar 2012
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Hmm. I fly the 172p model from the early 80s. I have read on google (after a quick search) that Cessna added more fuel drains to later models, so this may explain it. Is the 172s more modern?
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You fly a cessna 172 and 152 and looking at the Piper Cherokee now yet youposted on another thread you only just had your first lesson like 2 days ago? Andknew more than your instructor with under 1 hour of flight time.
We can expect great things from you, possibly be a astronaut next week
We can expect great things from you, possibly be a astronaut next week
President of the Free World before age 17......
Emperor of the Galaxy before age 18......
Está servira para distraerle.
The Cessna has a Continental engine while the Piper has a Lycoming?
The Continental is perhaps more prone to carb icing especially in a long glide approach. The Continental engine can be more difficult to start when hot, although that's not much of a consideration to be concerned with in Britain.
It is perhaps marginally easier to close the mixture in a Cessna instead of the throttle than it is to make that mistake in a Piper.
The best solution would be to read the handbook and try to remember which aircraft you're flying. It's a struggle for an aspiring dictator of course but then so was Mein Kampf.
The Continental is perhaps more prone to carb icing especially in a long glide approach. The Continental engine can be more difficult to start when hot, although that's not much of a consideration to be concerned with in Britain.
It is perhaps marginally easier to close the mixture in a Cessna instead of the throttle than it is to make that mistake in a Piper.
The best solution would be to read the handbook and try to remember which aircraft you're flying. It's a struggle for an aspiring dictator of course but then so was Mein Kampf.