How long should you keep flying in 152?

[wuberoo]

If you have access to a 152 for training for myself, how long do you keep flying it until you should kick over to something bigger? The intent is to ultimately get all my ratings, etc. using this plane as long as possible.

 

[Jedi_Cheese]

Is it equipped for IFR (can you do a VOR check easily, does it have a glideslope, and does it have a clock)? If so, just keep flying it until you need to get your commercial.

The airplane for your ratings is unimportant. My only concern with a 152 is that it can be bumpy in turbulence and thus could be a little hard to get your instrument in it (I'm not saying impossible by any means).

 

[Lynxman]

More than likely it is the cheapest plane you will fly. Price is the name of the game in this industry. Fly the doors off of that thing until you have to step up to an RG for your commercial. Ditto on using it for your instrument if you can. If your goal is to do this for a living one day you need to keep the cost as low as possible since you're not going to be making a lot of money when you first start off. In hindsight if I would have done this I figure I could have saved easily 3-5 grand just by staying in the 152. That's your multi-engine rating right there in savings.

 

[nosehair]

Ditto, and even if it doesn't have a glideslope or adf, you can still do at least half, if not 3/4's of your IR in a 152 with 1 vor only.

 

[Lynxman]

You know I guess what I would do is Private in the 152, basic instrument scan and holds in the 152 then finish the rest off in a GPS equipped 172, just so that you can get some experience using a variety of different equipment. Once you get the instrument get right back in the 152 and fly some serious cross countries in that 152 especially if the 152 is instrument. Pick places with high ceilings and file so you fly in the clouds and get some good actual experience. Once you get to around 235 hours TT hop in the RG and knock out the commercial. Then hop right into the CFI once thats complete you can start making some money. Save a week and go and grab that Comm ME rating and be done. You should know by then what your next steps are.

 

[satpak77]

I would wait till 2500 Hours PIC until moving to a "heavy" 182, etc

 

[Lynxman]

I thought it wasn't considered heavy until you step up to the 206?

 

[satpak77]

I thought it wasn't considered heavy until you step up to the 206?

Indeed yes. A recent interpretation was passed down by FAA Chief Counsel on that. Something dealing with 6 pax capacity and oxygen requirements at all stations if the aircraft could do above 10K.

good catch

 

[Lynxman]

Hey I try. What constitutes a heavy twin. Is it the Baron or 310?

 

[mattaxelrod]

Actually, if you wait long enough you probably won't even need to move to the RG to knock off your commercial. Looks like the FAA will be changing the requirements--don't know what the timetable is, but I understand it's imminent.

 

[Lynxman]

Well that's somewhat good news. It's hard these days to find rental RG's. I had to use a T210 for mine!

 

[satpak77]

the way I understand it is the Baron will be considered Heavy due to total HP being more than 500 (300 a side) AND rearward facing passenger seats AND ability to fly above 10K

I think if all PAX seats are loaded AND above 10K is flight planned, two pilots are going to be required

 

[Lynxman]

lmao too funny

 

[avbug]

What constitutes a heavy twin. Is it the Baron or 310?

On the first flight of my line training as a new hire, we were told by ground to hold, then turn onto a taxiway behind a 757 and follow it to the runway.

"Roger," said the captain. "Follow the light twin."

We were in a B747.

I found it amusing. It's all relative, but then, who cares? The hardest part of flying is paying for it. If one can get the initial training done in a 152, then do it. If one can manage it in a 310, then do that.

I learned to fly in a J-3 cub.

 

[great cornholio]

Do as much as you can in the 152 to keep the cost down. You should def do all of your pvt in the 152. If the 152 you have can do IFR then do your instrument in the 152. Do all of the cross country time needed for any rating in a 152. When going for your commercial go ahead and get the basic concepts of the new maneuvers down in the 152 first then practice those in the RG to fine tune it for the checkride. Get your CFI in the 152. If able get your CFII in the 152. Use the money you make from CFIing to pay for you multi and MEI.

Only use the bigger planes when you absolutely have to. You may have to use a 172 for the IFR stuff since most 152s are VFR only. Also it is nice to get used to different equipment found in the planes so a 172 with a IFR GPS would be nice to know how to use. Sometimes you feel like going places and taking more than one other person. I also advise that you get checked out in a few different planes. That way you can get a well rounded idea of whats out there in GA land. For the most part GA planes fly basically the same, but there are minor differences. Its been years since I learned to fly but I do know in the early days I liked Cessnas more than Pipers...I can't remember the exact reason though...

Anyways sorry for the long rant. Do as much stuff as you can in the 152 to save money. Go ahead and get checked out in the other stuff the FBO has. The main reasons to get checked out in other stuff is so that you have a more well rounded idea of flying. If the 152 goes down for mx and you still feel like flying you can fly one of the other types. If you get bored with the 152 and just want to change it up a bit so you won't lose your motivation.

 

[DUATS]

On the first flight of my line training as a new hire, we were told by ground to hold, then turn onto a taxiway behind a 757 and follow it to the runway.

"Roger," said the captain. "Follow the light twin."

We were in a B747.

I once flew with a guy who insisted on calling Citations "the Cessna product" on the radio. Irratated more than a few X drivers!

 

[DUATS]

If the 152 is IFR certified (don't forget that includes altimeter, pitot static system and transponder), you could fly everything in it up to your commercial. Since RG rentals are hard to find and expensive, you might consider doing your initial commercial in a light twin. (Ten of the 20 hours for that could still be done in the 152.) The single commercial add-on can then be completed without a complex single.

Of course, you could just stick with the private single unless you plan to flight instruct or fly a Caravan.

 

[pilotyip]

1200 hours, then get COMM/MEL/INST and you are in line for 135 IFR PIC, The hiring boom is coming and there will be lots of those jobs.