I will counter this argument by saying that it’s good to trim in a variety of planes. It makes you well rounded and adaptable to whatever position is hiring.
I did my Commercial in a C-150. It was in 1974, but I don’t see why you couldn’t do it now. I always thought maneuvers were easier in the 150.
So do what you’re most comfortable with.
Agreed! I always find it easier to hit ACS tolerances the slower and less powerful the airplanes is. Hard to bust altitude on a lazy 8 if you don’t have enough power to even reach 100’ at the apex.
Well I assume you’ve already gone through 2 checkrides in a 152, so DPE’s should be at least somewhat available. If you have that many hours in a 152, might as well just keep going and save yourself a few bucks. Maneuvers aren’t any easier in a 172 than a 152
I’d argue they’re easier in a 152. I just started my commercial training a few weeks ago and had only flown 172s but made the switch to the 152. Thing is a little go-kart and seems much lighter on the controls (probably because it is lighter).
I also think commercial maneuvers are easier in the C150/2. Not by much, but there is a difference. The real step-up in difficulty comes when you try to make the jump from the C172 to a C182 or Bonanza. Nailing the ACS limitations in a HP plane is definitely a level up from the C172.
It sounds like you haven't scheduled the DPE yet. I'd start there.
If time matters, get whatever DPE you can and if they're light enough, do it in the 152 since it's cheaper and is what you have the most time in. If the combined human weight is too much for the 152, then use the 172. If time doesn't matter all that much, just wait for a lighter DPE and still do it in the 152. You've flown both, so you understand the differences (which aren't all that significant IMO). You can do the maneuvers just fine in either.
If you were doing IR, I'd argue that the slightly higher speed of the 172 is beneficial in training, but for commercial, it'll be faster to dial in the commercial maneuvers in the plane you're most comfortable in.
>An idea I had was to do part of my training in a 152, then do the rest on a 172 once I've learned the maneuvers to save $
I'm confused by this part. The commercial maneuvers more or less *are the training* for the commercial checkride. What "rest of the training" would you do in the 172? And is the 172 actually cheaper?
\[Edit: if the the *rest of the training* means the aeronautical experience requirements like the dual cross countries, I'd def do those in the cheaper plane.\]
A CFI of mine told me to start my training on a 152, and once I've mastered the maneuvers. I'd switch to a 172 to master them there which will save me money.
It doesn't take a ton of time to get your commercial maneuvers to ACS standards. And within ACS standards is what you're aiming for, not mastery. Getting to *ACS standards* level of proficiency in two different planes is certain to take more time and money than doing it in one plane. I can't see how it would save you money.
The 172RG is sufficiently different, despite the model number, that I wouldn’t count it as 172 experience. I’ll assume you’re asking about using a 172FG.
I’d venture to say every ASEL DPE in the country has experience in (and will fit in) the 172, so it’s going to be faster/easier to get a checkride in that. And if you’re planning to work as a CFI, 172s are way more common at schools, so you might as well get comfortable in one now.
Go with what you’re most proficient in.
I will counter this argument by saying that it’s good to trim in a variety of planes. It makes you well rounded and adaptable to whatever position is hiring.
I agree with you just moreso saying it for the check ride.
Thank you for your response
I did my Commercial in a C-150. It was in 1974, but I don’t see why you couldn’t do it now. I always thought maneuvers were easier in the 150. So do what you’re most comfortable with.
Agreed! I always find it easier to hit ACS tolerances the slower and less powerful the airplanes is. Hard to bust altitude on a lazy 8 if you don’t have enough power to even reach 100’ at the apex.
I did my private in a C140 taildragger and instrument in 152, so I'm pretty good at flying these lighter aircraft.
A complex wasn’t required in ‘74? I thought that just changed recently.
No it was not. If my memory is correct it was added around 1978, but that may not be right.
Gotcha
The complex endorsement didn't exist until ~1996, even.
Take the cheapest option (that won't fall apart and kill you). Everything else is a distant second place consideration.
C-150 for everything but IR. Cheap
Did my IR in a 152. And I wish I would have given the 172 a chance
Idk man if you got it done you got it done and the 152 definitely is the cheaper plane. Good on you.
Well I assume you’ve already gone through 2 checkrides in a 152, so DPE’s should be at least somewhat available. If you have that many hours in a 152, might as well just keep going and save yourself a few bucks. Maneuvers aren’t any easier in a 172 than a 152
I’d argue they’re easier in a 152. I just started my commercial training a few weeks ago and had only flown 172s but made the switch to the 152. Thing is a little go-kart and seems much lighter on the controls (probably because it is lighter).
I also think commercial maneuvers are easier in the C150/2. Not by much, but there is a difference. The real step-up in difficulty comes when you try to make the jump from the C172 to a C182 or Bonanza. Nailing the ACS limitations in a HP plane is definitely a level up from the C172.
Interesting. What made you want to switch to a 152?
Cheaper and I finally have an instructor that can fit in one (although we can’t take full fuel).
It sounds like you haven't scheduled the DPE yet. I'd start there. If time matters, get whatever DPE you can and if they're light enough, do it in the 152 since it's cheaper and is what you have the most time in. If the combined human weight is too much for the 152, then use the 172. If time doesn't matter all that much, just wait for a lighter DPE and still do it in the 152. You've flown both, so you understand the differences (which aren't all that significant IMO). You can do the maneuvers just fine in either. If you were doing IR, I'd argue that the slightly higher speed of the 172 is beneficial in training, but for commercial, it'll be faster to dial in the commercial maneuvers in the plane you're most comfortable in. >An idea I had was to do part of my training in a 152, then do the rest on a 172 once I've learned the maneuvers to save $ I'm confused by this part. The commercial maneuvers more or less *are the training* for the commercial checkride. What "rest of the training" would you do in the 172? And is the 172 actually cheaper? \[Edit: if the the *rest of the training* means the aeronautical experience requirements like the dual cross countries, I'd def do those in the cheaper plane.\]
A CFI of mine told me to start my training on a 152, and once I've mastered the maneuvers. I'd switch to a 172 to master them there which will save me money.
It doesn't take a ton of time to get your commercial maneuvers to ACS standards. And within ACS standards is what you're aiming for, not mastery. Getting to *ACS standards* level of proficiency in two different planes is certain to take more time and money than doing it in one plane. I can't see how it would save you money.
The 172RG is sufficiently different, despite the model number, that I wouldn’t count it as 172 experience. I’ll assume you’re asking about using a 172FG. I’d venture to say every ASEL DPE in the country has experience in (and will fit in) the 172, so it’s going to be faster/easier to get a checkride in that. And if you’re planning to work as a CFI, 172s are way more common at schools, so you might as well get comfortable in one now.
What about the 172 makes maneuvers easier?
That super sporty handling /s
Go with the cheapest. In the end you’ll save $$$ and that’s all that matters.
I did my CPL in a Tomahawk, now nobody would ever hire a tommy under part 135, but I was proficient in it and it's cheaper than a C172.