Conversion from PA28 to Cessna 152
Me too ............
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Pace
I got the 10 hour conversion course crap from the insurance company and we told them we would take all our business away if they insisted apon this condition but did look a lot more carefully at the named pilots.
They backed down quite quickly......... After all it's just another fixed gear SEP with the option of landing by parachute.
They backed down quite quickly......... After all it's just another fixed gear SEP with the option of landing by parachute.
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'There's a Tomahawk at Goodwood' ... and there it should stay ... on the ground! Only kidding 
When I set about trying to gain my PPL in USA (hmmm) I started flying the C-152 but hated how twitchy it was. I struggled to land it, but not sure if that was due to poor instruction. I still hadn't gone solo at 20 hours
. I changed to the PA-28 (Cadet) and within 4 hours (2 flights) i'd gone solo. I said that i'd never fly the 152 again.
A few years ago (due to cost mainly) I decided to try flying the 152 again. Ive flown it ever since! Not flown since Feb 2013 (due to having a baby and studying for my ATPL ), but am looking forward to getting back in the saddle in summer ... in a 152
When I set about trying to gain my PPL in USA (hmmm) I started flying the C-152 but hated how twitchy it was. I struggled to land it, but not sure if that was due to poor instruction. I still hadn't gone solo at 20 hours
. I changed to the PA-28 (Cadet) and within 4 hours (2 flights) i'd gone solo. I said that i'd never fly the 152 again.A few years ago (due to cost mainly) I decided to try flying the 152 again. Ive flown it ever since! Not flown since Feb 2013 (due to having a baby and studying for my ATPL ), but am looking forward to getting back in the saddle in summer ... in a 152
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I recently went the other way from 152/172 to a PA28-181.
Differences:
The two doors below the wing is much easier when you keep forgetting stuff in the flight bag for the walk around.
You will dent your head on a 152's wing, and the flaps on a 172.
Inspection of gear, fuel, brakes and wing is much easier on the Cessna.
The 152/172 landing gear is not directly connected to the rudder. It's via a bungee/spring system. I find I use a lot more differential brakes on the Cessnas.
The stall warning is mechanical in the Cessna.
No static-drain port on the Cessna. No alt-static at all in the 152.
Electric flaps are nice (Doesn't look like a ruddy great hand-brake to passengers), but don't give you the same control-feel as in the Piper.
The 152's fuel switch is either on or off. 1 less thing to worry about.
In flying, the 152 is lighter, less wing loading. It's less stable, but more nimble. I find it more fun, but probably not the passengers.
The 152, loaded in utility category, is spin approved. Have fun.
(If you know what you're doing, legal requirements, etc. etc.)
The tube-steel gears on the Cessnas will result in bounces rather than thumps if you land it a little hard. The Piper makes a crap pilot like me seem like a genius at landing. I'll still bounce the Cessnas on occasion, but my only "thump" landing in the Piper was the first one. All of the rest have been "greasers" and I don't know why. (well, I do, some low wing, ground effect, etc. etc., but I never really "felt" the difference. I just flew them.)
All of that having been said:
FLY THE AIRPLANE. All of these differences are minor, and the airplane tells you what it wants from you. I've flown the a few Cessna types, this Piper, and a few tail draggers and in the end, they're all airplanes and the fly very similarly. Switching between types is a great way to learn to feel the airplane.
Differences:
The two doors below the wing is much easier when you keep forgetting stuff in the flight bag for the walk around.
You will dent your head on a 152's wing, and the flaps on a 172.
Inspection of gear, fuel, brakes and wing is much easier on the Cessna.
The 152/172 landing gear is not directly connected to the rudder. It's via a bungee/spring system. I find I use a lot more differential brakes on the Cessnas.
The stall warning is mechanical in the Cessna.
No static-drain port on the Cessna. No alt-static at all in the 152.
Electric flaps are nice (Doesn't look like a ruddy great hand-brake to passengers), but don't give you the same control-feel as in the Piper.
The 152's fuel switch is either on or off. 1 less thing to worry about.
In flying, the 152 is lighter, less wing loading. It's less stable, but more nimble. I find it more fun, but probably not the passengers.
The 152, loaded in utility category, is spin approved. Have fun.
(If you know what you're doing, legal requirements, etc. etc.)The tube-steel gears on the Cessnas will result in bounces rather than thumps if you land it a little hard. The Piper makes a crap pilot like me seem like a genius at landing. I'll still bounce the Cessnas on occasion, but my only "thump" landing in the Piper was the first one. All of the rest have been "greasers" and I don't know why. (well, I do, some low wing, ground effect, etc. etc., but I never really "felt" the difference. I just flew them.)
All of that having been said:
FLY THE AIRPLANE. All of these differences are minor, and the airplane tells you what it wants from you. I've flown the a few Cessna types, this Piper, and a few tail draggers and in the end, they're all airplanes and the fly very similarly. Switching between types is a great way to learn to feel the airplane.
- That might actually warrant some 'conversion' 
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Apologies for the thread hijack (not that it matters since the OP seems MIA) but could anyone elaborate on what to expect going from a PA28-161 to a C172? I basically managed to book some 172 time this upcoming weekend & for the better part of my hourbuilding stint, I have been flying the PA28 (DA40 & Grob115 too) religiously. Fancied a change of type so decide to add the C172 to my resume... any advice/hints/tips will be much appreciated prior to my checkout come Saturday??? 
any advice/hints/tips
The fuel guages are almost useless, so be sure you have a step ladder and a dipstick to check the tanks before you fly.
The 172 flies much like a Warrior, except that use of the rudder is more important to maitian balance.The speeds for most things are very similar. The big thing you will notice is the complete lack of visibility into the turn, so have a good look before turning.
The stall can be a surprise, after the other aircraft yoiu are used to. Expect quite a hefty wing drop at the stall in the approach config. especially if you forget to prevent yaw with the rudder.
On landing, the back pressure on the controls to hold the landing attitude will seem huge with just two in the front, so be sure you are trimmed properly on the approch, and at the right speed at the threshold.
Be sure to practce a couple of 'go arounds' from full flap approaches, as this produces a large pitch up that you have to resist, at the same time as retracting the flap to 20
MJ
Last edited by Mach Jump; 1st Apr 2014 at 22:53.
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Understood MJ,
I just been consulting Google & so far managed to gather some insightful materials (checklist/notes) on the C172, all generic stuff ofcourse but yes I will be sure to thumb through the POH & get acquainted with the WB figures that are more 'specific' to the aircraft I'll be checking out in. Many thanks for the golden nuggets dropped in your posts regarding stall/landing tips! Ha! yea that high wing is going to take slight getting used to after flying low winged ships all this time
I just been consulting Google & so far managed to gather some insightful materials (checklist/notes) on the C172, all generic stuff ofcourse but yes I will be sure to thumb through the POH & get acquainted with the WB figures that are more 'specific' to the aircraft I'll be checking out in. Many thanks for the golden nuggets dropped in your posts regarding stall/landing tips! Ha! yea that high wing is going to take slight getting used to after flying low winged ships all this time
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You don't need a ladder to get on the strut of a 172. There's a step on the side of the nose and a step on the strut. You only need one for the 177 and bigger Cessnas.
Read what I wrote earlier about the rudder/nose-wheel connection.
Make sure the flap-switch on the 172 isn't sticky. In some cases, you can let go of the switch but the flaps keep going down. Not a good thing if you're low, slow, and have no throttle.
While on the topic of flaps, older models with 40 degree barn-door flaps will let you stop-and-drop the airplane. Fantastic stuff. Just don't try to climb like that.
Still on the topic of flaps, the placards on the 172 say to avoid slips with the flaps down. It's not a huge deal. It causes a weird airflow over the elevators that makes them pulse against you, but you maintain elevator control despite the weirdness. If you need to slip it with flaps, do it. But try to plan around it.
What Mach Jump said about the flare is right. LOTS of back pressure. And on the go-around, LOTS of forward pressure. I like to trim for about 75. Trimming for a lower speed = more forward pressure on the go-around.
Read what I wrote earlier about the rudder/nose-wheel connection.
Make sure the flap-switch on the 172 isn't sticky. In some cases, you can let go of the switch but the flaps keep going down. Not a good thing if you're low, slow, and have no throttle.
While on the topic of flaps, older models with 40 degree barn-door flaps will let you stop-and-drop the airplane. Fantastic stuff. Just don't try to climb like that.
Still on the topic of flaps, the placards on the 172 say to avoid slips with the flaps down. It's not a huge deal. It causes a weird airflow over the elevators that makes them pulse against you, but you maintain elevator control despite the weirdness. If you need to slip it with flaps, do it. But try to plan around it.
What Mach Jump said about the flare is right. LOTS of back pressure. And on the go-around, LOTS of forward pressure. I like to trim for about 75. Trimming for a lower speed = more forward pressure on the go-around.
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Quote...
''He could have also paid a lot more of his hard earned cash than he needed to by now converting from a Ford fiesta to a Volkswagen polo.''
I've just converted from a Ford Focus to a Honda Civic, and have still to find out how the Sat-Nav or Voice Commands work...
''He could have also paid a lot more of his hard earned cash than he needed to by now converting from a Ford fiesta to a Volkswagen polo.''
I've just converted from a Ford Focus to a Honda Civic, and have still to find out how the Sat-Nav or Voice Commands work...
You don't need a ladder to get on the strut of a 172. There's a step on the side of the nose and a step on the strut. You only need one for the 177 and bigger Cessnas.
...the placards on the 172 say to avoid slips with the flaps down. It's not a huge deal. 
With so much flap, it's hard to imagine a situation where you would need to sideslip.
MJ
Last edited by Mach Jump; 2nd Apr 2014 at 14:22. Reason: Spelling
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The step and handle kit was an optional extra on the strutted Cessnas
Best to stick with the placards.
As for slipping causing ASI errors, yes, but every slip does. And they're fun. There's no reason to avoid slipping in general.
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Best to stick with the placards.
If flap settings greater than 20° are used in sideslips with full rudder deflection, some elevator oscillation may be felt at normal approach speeds. However, this does not affect control of the airplane.
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Mack jump
Quote -Best to stick with the placards. The effect of airflow over the tail varies with loading and speed. Sideslipping can also affect the ASI reading. On poorly maintained examples, it can also push the flaps sideways far enough to restrict the ailerons.
I guess the flaps moving sideways was one of the reason that Cessna introduced the SID's checks
I guess the flaps moving sideways was one of the reason that Cessna introduced the SID's checks
The placard doesn't say you can't sideslip with flaps. The POH says...
I have played around with sideslipping cessnas with flap a lot for 'fun' when I was younger, and experienced both the sudden onset of quite severe pitching oscillations and aileron restriction. As slam says, ASI variation can be a feature of sideslipping in general, but seemed to me to be more evident on the 172.
I guess the flaps moving sideways was one of the reason that Cessna introduced the SID's checks
Just remebered a big plus for the Cessnas. They are a lot nicer to get in and out of when it's pxxxxxg with rain!
MJ
Last edited by Mach Jump; 2nd Apr 2014 at 18:10.
Two points to remember when switching from the PA28 to C152.
Don't stand on the wing to get in, and don't wear a baseball hat around the flap trailing edge. You won't see it coming. The rest is easy.
Don't stand on the wing to get in, and don't wear a baseball hat around the flap trailing edge. You won't see it coming. The rest is easy.