C152 vs pa28 costco gas station hours saturday

Thats the differnce, the PA28 is bigger and more comfortable and I would say that for training, that is its only advantage. The nice thing about the 152 is that you learn to fly in it, the PA28 is a nice stable aeroplance the practically lands itself. Average gas prices by state current it has a docile stall and is a good GH platform from an easy point of view. The C152 is a much better training aircraft because it is affected by things like adverse aileron yaw, has a clear stall (and may flick into an incipient spin if mishandled or bent, this is a good thing by the way). It goes slowly so you have plenty of time to think about things and it is simple inside, not like these new warrior iiis with overcomplicated COM/gpss. Vacation fuel cost calculator the biggest advantage of the C152 is that it is CHEAP.


You can get your PPL on the 152 and then get checked out on the PA28 for a lot less than it will cost you to do your PPL in the PA28. If funds are limited then I think the 152 should be your choice. Afterall very few people get their license in the minimum time required.

I dont like to seem like a killjoy but you should never extrapolate beyond the published figures to establish whether a cofg is within limits. One should also consider that if you are flying outside the published envelope then you are now a test pilot as the aircraft is not certified to fly in this regime. Same goes for performance charts, never extrapolate above the published figures.

The first thing the AAIB will do after an accident is a weight and balance calculation, read a few reports and you will see that this is often given prominence. Find out how much gas will cost on a trip should you be outside the WB envelope then this will be cited in the accident report. The insurance company will not be impressed either and although they may pay out on the hull insurance to the owner, they may well come after you for the money. Every school I’ve been a member of has a pilot order book and in that the onus is on you to do a WB prior to flight if you are hiring it. If you are learning to fly in a 152 then it is your instructors responsibility, if you are taking a test then it is the examiners responsibility, to ensure that the aircraft is correctly loaded prior to flight. As part of my previous schools booking out procedure I would have to authorise a hirer to fly having checked their logbook and license, we quite often stopped people going in pa28s 4 up with full fuel (normally we’d swap them into an aircraft with less fuel), most had forgotten how to do WB so didn’t bother.

Also, please do not ever take what the fuel gauges say as being anything other than an indication that there is an electrical current flowing through the pointer mechanism if they show above empty. They are not reliable and the only true way to know fuel on board is to use a known fuel burn figure and time (eg 30 litres per hour) and subtract it from the amount you know you started with (eg PA28 tabs 130 litres). Gas cost for trip there are still too many instances of aircraft running out of fuel inflight, the CAA have said that they will prosecute each one for negligence now (I don’t know whether that is actually happening).

The rules get broken all the time in aviation but you should always remember at the end of the day the responsibility lies with the pilot-in-command. Which rules get broken and to what extend is up to him and if it goes wrong buck passing is not an option. I’ve made questionable decisions (in a questioned in court type way) before but I’m aware that I was the one making the decision, I didn’t get caught so everything is OK, isn’t it? Flying outside the weight and balance envelope (where you are required to be inside it) is just as illegal as flying outside your 90 day rule, or inside class A airspace without a clearance or breaking any of the myriad rules we have to abide by. Gas heating cost calculator uk arguably it is also dangerous, which is probably why it is one of the first things checked following an accident. During the investigation of the concorde crash at CDG it was discovered that the aircraft was above its regulated take-off weight (a max takeoff weight for all intents and purposes), had the pilots followed the rules then the accident may never happened.

If you plan to go flying where performance maybe an issue then you always have the option of informing the club/school/owner beforehand that you might want the fuel at half tanks. That way they can make arrangements to have the aircraft the way you want it. In my former existance this was standard practice and prominent notes were made to ensure compliance with a hirers’ request. Gas cost trip planner if we got it wrong then we did empty the tanks, at our expense.

David – your’s are obviously better maintained than mine were!! I picked up an aircraft from maintenence which had been in to have the fuel gauges fixed. At first sight they looked OK, however I was baffled to find after my electrics on walkround that they read full (they had read 1/2 tanks at initial power on which checked with the visual inspection). As I switched the electrics off I found the indicated level decreasing. Only plane I’ve flown where if you were low on gas, switching the pitot heat on would cure your problem 😀

Having read the eyesight requirements for the NPPL pretty closely (ha ha!), my understanding is that the NPPL has two levels, both based on DVLA requirements: group 2 which is broadly equivalent to HGV standards, but without the need for a certain standard of uncorrected vision. How to figure out fuel cost per mile group 2 gives you unrestricted NPPL licence privileges. There is also group 1, which is the same as for car driving. A group 1 medical gives you ‘restricted’ NPPL privileges, which basically amounts to no passengers unless (as you rightly surmise) that passenger is a qualified checked out pilot who is classed as a ‘safety pilot’ and is briefed as such before departure.

However, according to the ‘small print’, (doing my best to quote from memory) ‘monocular pilots (which within the bounds of these standards I believe I am) should initially be assessed to group 1. Later this may be elevated to group 2 after an operational assessment by a flying instructor arranged by the CAA. This is because it has been proven that monocularity is not a bar to safe flying’. So I take this to mean that after getting my license (in the very distant future if the money lasts that long), I can take another test which if I pass will mean I can take non-piloting passengers.