Hi gaRCfield,

Great fun isn't it!!

Now if you really want to enjoy and challenge yourself try a glider, (sail plane to those about to vote in the USA). One flight in a glider and you will know the truth that the fan in front of a powered aircraft is only there to keep the pilot cool.

Cheers,

Colin

Free interactive online study guide- Interactive FAA tests

http://www.sportys.com/

Sportys is awesome! Even after all those years, I still have "Hi, I'm Dick Collins" stuck in my head.

And yes, gliders are very fun as well. Get a day with a high atmospheric lapse rate and you can stay up for hours.......and burn NO expensive gas!

Except the ride up to altitude.

I too, have had the aviation bug for years. I even worked as an A&P (airframe and powerplant mechanic) apprentice for about a year after graduating high school, as well as logged a bit of stick time with a CFI (certified flight instructor). Though I was out of aviation for about 5 years and had enlisted in the Army as a computer tech, I'm working my way back in to the aviation field 'cause I miss it so much by taking an A&P class through Embry Riddle Worldwide while I was overseas. A couple of health issues are holding me back from working towards my ticket (as well as other things).

I say that if you want it and can do it, go for at least a private ticket. Even if you don't use it for a while, it doesn't technically expire (the medical does though), and all that is needed to regain your flying privilege is to regain your currency. If my memory serves me correctly, all it takes to regain currency is 3 take offs and 3 landings in an aircraft that you have been checked off in. IE, if you trained in a Cessna 172, flew a Cessna 172 for a year, then took a 4 year break from flying you could get your medical, make 3 take offs and 3 landings, and you'd be legal to fly again. It may not be the smartest thing to do, you might want a couple of hours of dual instruction to regain familiarity after that long before getting your currency back. Don't quote me, as I'm no expert, that's just how I remember reading/hearing the requirements.

Anyway, aviation is a lifelong love. I learned this from my mother's late stepfather, who was a retired Air Force Major who flew F-86 Sabre's and B-47's, heck, he was even a Thunderbird before retiring and moving on to an airline career, followed by an FAA career. He's the one who instilled the love of aviation in me.

Happy flying, no matter what type of flying it is.

Yeah, I'm going to do what I can to get a license this upcoming year. Someone earlier said I should take the chance while I have it, and that's been resonating with me. I'm going to fly another time just to make sure it's something I really want to do, but to me it just makes so much sense as someone who wants to be designing airplane (components) in the near future. Would you buy a plane designed by someone who didn't fly?

My good friend Bill W. knows I can justify just about anything

As a private pilot you have to take a biannual (every other year) review with a CFI. If you haven't flown in 4 years then you have to complete the biannual review before you can legally fly.

The 3 take-off's and landings requirement is if you haven't flown in 30 days, you need to do 3 take-off and landing to become current and can carry passengers, and the same for night flight if you haven't flow at night in 30 days.

When you get into classes of aircraft things get more complicated - say you're checked out in a Beech Bonanza. Since the Bonanza is a high performance plane (over 200 hp, constant speed prop and retracts) you can fly any high performance single with retracts and legally carry passengers that doesn't require a type rating, but also fly lower performance singles like a C-172. If you fly a plane like I soloed in, a Cessna C-205 (260 hp, constant speed prop, fixed gear) you can also high performance singles with fixed gear and also lower performance singles like a C-172, Archer, Warrior, etc, but need a retract checkout. Now if you fly only something like a C-172 then you can only fly lower performance planes (up to 200 hp, fixed pitch prop and fixed gear).

Hogflyer

And the insurance had no problem with that? I know legally you could learn in just about anything with a single engine, but I figured the insurance would have a BIG problem with anything beyond an under 200 hp fixed prop w/ fixed gear.

The flying is the easiest, most enjoyable part of flight training. The ground school is where the work is at. Radio, navigation, "management" of the airport control systems, etc. But, it's worth it. If you decide that is what you want to do, commit to it and go for it.

Insurance is a different issue. He was just talking FAA regs. I used to fly a twin turbo-prop and a C-206 for a company but I wasn't allowed to fly their C-182 until I got the required checkout in the plane. Insurance-insurance-insurance. I had also been previously checked out on many other "complex" singles but the insurance companies don't care about all that.

Hey, sorry if I missed it somewhere but what kind of plane was it? My aunt's dad is going to take me up in his Piper Cherokee after he does his annual inspection on it, I will probably help him do it. He was an FAA crash investigator for his entire career, name a famous commercial accident, he probably worked it.

gaRCfield didn't specifically say so but from the comment in post #23 I'm thinking it was a C-150 or C-152.

Hmm, can't believe I left that out! Cessna 150 - it was SMALL! If my I didn't know my buddy to be cautious, and a plane inspector, I might not have gotten in the thing! But I'm sure glad I did

100 HP, 4 cyl Lycoming engine, 1600 gross weight, and I think 1250 flying weight.

He just bought a Piper Cherokee and it should be ready this weekend, so maybe I'll get a chance to co-pilot that one =) Golly this is fun!

It's one or the other. Either is gutless with a fat instructor and topped off tanks on a warm day.

The 150 had a 100HP continental, and the 152 a 110 HP lycoming.

I hear you on the insurance, thats more regulating than the faa now it seems.
I still say go for it do it while you can

the reason why the FAA or Transport Canada in my case isnt as "strict" on regs is cause FAA only will change a rule if alot of people crash or get killed operating in given conditions. the insurance company will loose alot of money over a small incident. so they "raise the bar" so to speak in order to prevent any possibility of an accident or occurance. personally Transport Canada (or FAA) minimums are too much like operating on a shoe string to me. i like to exceed the minimums.

If you want to learn to fly, try to get involved with a club that has well maintained aircraft. I did that when I started out. I even swapped some maintenance work (avionics) for flight time. My club had everything from C-150 through turbocharged Cherokees that were full IFR and even light twins so it was a great deal. Clubs CAN greatly reduce costs. Most clubs will also have good instructors amongst the membership.

Yeah this club has the 150 to use, and my buddy who just moved here is a mechanic and there are plans to really beef up this plane (he trades work for free flight time). $25/hour running time, and about $20/hour for fuel.
That's right, it was a continental. All the other planes I saw in the hangar had the Lycoming engines; never actually looked at the one in the 150.