I'm looking for the opportunity to jump in a flight training soon.
But I don't know which aircraft will be okay for me wanting to be hired without long waiting.

As being a foreigner, I don't really know much about aviation market in Canada.
Does it impact on my early flying career?
I don't want to waste any dollar and minute as an international student without PR.

So what will be happened if i choose C152 which is cheapest basic option?
I think I might be functional as an instructor(if I choose to be) but because of my lack of experience of other types, will I not able to get a job easily such as air-taxi or commuter?

Thank you for reading this, and I'll take any of answers.

In hind sight, I would have flown the cheapest plane possible. There is no difference when it comes to that first job.

Easy. Do the cheapest option.

During your CPL get a checkout on the others and fly maybe 10 hours. It will make you a better pilot to fly different types.

What Bede said...

Are you tall? A C150/C152 will start getting cramped if you are over 6'/180 cm.
If not, as said here, go for the cheapest option.

Adam Oke wrote: ↑Thu Apr 28, 2022 4:15 am In hind sight, I would have flown the cheapest plane possible. There is no difference when it comes to that first job.

Thank you. *sigh* I'm so relieved!! Haha

Bede wrote: ↑Thu Apr 28, 2022 5:36 am Easy. Do the cheapest option.

During your CPL get a checkout on the others and fly maybe 10 hours. It will make you a better pilot to fly different types.

Thank you so much. I think I found the way. Have a good day!!

ICUP wrote: ↑Thu Apr 28, 2022 4:04 pm Are you tall? A C150/C152 will start getting cramped if you are over 6'/180 cm.
If not, as said here, go for the cheapest option.

Thanks. I'm 170cm so I think it'll be perfect. I'm so excited

PilotDAR wrote: ↑Thu Apr 28, 2022 5:39 am What Bede said...

Thanks for supporting the idea. I can't wait to take a fly

A C150/C152 will start getting cramped if you are over 6'/180 cm.

I don't agree. Clyde Cessna and Dwayne Wallace were both well over 6' tall, so Cessna's always accommodated tall occupants. I'm 6' 3", and flew my 150 for 34 years, never feeling cramped - in height. In width.... Well, Clyde and Dwayne were also slender... Heavier people maybe closer to each other than they'd like in a 150.

I'm a hair under 6ft. Once I'm in a 150 it's comfy. Getting in/out was a little more difficult than a 172 but not much.

Planes are planes. Hours are hours. Money is money.

I'm 6'1"/185 cm and can pour myself in to a 152 if I put my mind to it. Fun little plane.

...laura

There was a guy at the flight school back in the day who insisted on doing everything in the solitary 172s model that was available. Net result - he paid more than I did and flew less, I was done sooner and got the jump on my career start which to this day has paid dividends.

Not once have I ever had anyone ask me what, where and types I did for basic training. All most operators care about is that you have the required licensing, the minimum time and a good humble head on your shoulders.

In retrospect the one thing I would have done differently is buy a decent 152 for all th solo and time building.

In retrospect the one thing I would have done differently is buy a decent 152 for all the solo and time building.

That's what I did, then I kept it for 34 years, until it was lost in a hangar fire last summer. I had 3100 hours in that plane, and had no plan to ever give it up...

If I needed bigger, or faster, I borrowed or rented. It was only the desire to take off from the water which lead me to own a second plane.

yepivedonethat wrote: ↑Sun May 01, 2022 10:30 am In retrospect the one thing I would have done differently is buy a decent 152 for all th solo and time building.

That can work but it's also risky. I have seen pilots needing a major repair somewhere in there.

From my experience, building 200 hours vs renting is about breakeven. If you can partner up, you'll save money.

Not on your list of planes, but in 1995, I bought myself a 1980 Warrior, did my flight training on it, flew myself around frequently as a student, then Private pilot, got my commercial on the warrior, and sold it in 2000. Buying your own plane to train on is a wonderful way to go if you can.

WANP wrote: ↑Thu May 05, 2022 9:28 am Not on your list of planes, but in 1995, I bought myself a 1980 Warrior, did my flight training on it, flew myself around frequently as a student, then Private pilot, got my commercial on the warrior, and sold it in 2000. Buying your own plane to train on is a wonderful way to go if you can.

How did you manage the compulsory spin training for the PPL, and the spin training and exercise on the CPL flight test, given the Warrior isn't approved for intentional spins?

photofly wrote: ↑Thu May 05, 2022 9:36 am

WANP wrote: ↑Thu May 05, 2022 9:28 am Not on your list of planes, but in 1995, I bought myself a 1980 Warrior, did my flight training on it, flew myself around frequently as a student, then Private pilot, got my commercial on the warrior, and sold it in 2000. Buying your own plane to train on is a wonderful way to go if you can.

How did you manage the compulsory spin training for the PPL, and the spin training and exercise on the CPL flight test, given the Warrior isn't approved for intentional spins?

Borrowed a plane for the flight test, but a Warrior actually spins just fine, and recoveries are a non-event.

Let me add this.
In Yellowknife during the 1990s, not every rule may have been followed by pilots.

So… you’re recommending the warrior to the OP, or not?

a Warrior actually spins just fine, and recoveries are a non-event.

Hmmm, the Warriors I'm familiar with are placarded:

"...SPINS ARE PROHIBITED FOR NORMAL AND UTILITY CATEGORY."

Which doesn't leave much room for doubt as to their approved maneuvering limitations. This would be a situation where a wise pilot would read and abide by the limitations placard in the cockpit, rather than a quasi anonymous post read on the internet!

I am aware that some PA-28's are approved for intentional spinning, the best way to know for sure is to read the limitations placard. I very certainly would not present yourself for a flight test for which spinning is a required maneuver, in a "spins prohibited" airplane. It makes you look rather unprofessional. It is funny to see the quizzical expressions on the examiner's face when you propose to spin a "spins prohibited" plane, but then not so funny to see that the examiner is suddenly checking a box on a form which you would rather not have been checked!

Understanding the maneuver limits of the plane you're flying is one of the piloting and licensing requirements.

I bought a Cherokee for my flight training. It worked out well, lovely little plane with no bad habits to train in. I put 350 hours on it and sold it when I was ready to move on. I did have to do my spin training in a 150 because none of the local instructors had ever spun a Cherokee and were not comfortable with it at the time. After completing my license I had a wonderful mentor show me how it spins. Spin entry/recovery then became part of my personal recurrency exercises & even demonstrated it to others. It was an early Hersey bar, rated for up to 6 turns in the POH.