I don't own a plane, but I am happy to rent

[iWantWings]

Until the day I buy an airplane (not likely), I'll be satisfied - in fact happy - to rent.

I fly too few hours per year (in a few months it will have been 1 year since i got my SEL PP certificate) to consider getting - and maintaining - an airplane. So, the few times I fly, I rent from the local flight school.

While renting I have the chance to fly "different" airplanes. Okay, so these are all SEL, same category and class, but for a total newbie like myself they are "different":

Carburated Cessna 172 (type N from around 1977-1978).
The school has about 4 of these, 3 of which i've flown. They have their own "character" and quirks, but mainly fly the same.

Cessna 162 Skycatcher.
The only LSA the school has; it's like a go kart, or a kyte on steroids. The most "nimble" and probably most fun airplane I've flown thus far. It's also my introduction to the glass cockpit with its G300 in MFD and PFD.

Fuel injected Cessna 172 SP.
The school has one from 2000 with steam guages and a second from 2006 with G1000. Never flown the G1000 one: this thing has a 2-axis auto pilot and air conditioning! I haven't yet checked what the useful load is (im guessing even with the 180hp O-360, all the bells and whistles must reduce it). Instead, I like the steam-guage 172S from 2000. The O-360 is really nice: not only is the power more noticeable in most phases of flight compared to the O-320 in the C172N, but it is really smooth throught the RPM range. When i take my kids along, this will be my first choice.

The school does require a 90-day period to remain "current" (i know thaT isnt't an FAA req, but likely an insurance req for the school). It doesn't bother me, but it does surprise me that there is a separate "currency" period for the carburated C172N and the fuel injected C172S with steam guages.

anyhow, many things considered, renting works all right for me. My most important factor in renting is not the aircraft selection, not even the cost, but the maintenance practices - and i can't say i really know how to guage that very well. But so far, so good and kudos to the maintenance dudes who respond to any notice.

 

[Brad Z]

No need to justify; renting has its place, particularly if you found a good outfit to rent from. Problem is, most flight schools have rental policies that discourage practical use of the airplane for travel. For the first ten years of my flying, I rented, up until I joined a flying club.

The school does require a 90-day period to remain "current" (i know thaT isnt't an FAA req, but likely an insurance req for the school). It doesn't bother me, but it does surprise me that there is a separate "currency" period for the carburated C172N and the fuel injected C172S with steam guages.

So if you're current in the S model, they want you to do a checkout if you end up renting one of the Ns because the S model is down for mx? That's rather unfortunate.

 

[CT Arrow]

I think I can speak for all owners who have at one time or another said to ourselves, "We must be nuts to own" due to cost, maintenance,,,

You are very fortunate to have a rental fleet available to you that sounds like it is very good condition. The local FBO where I am based is still renting the same crappy 152's I did my training in 12 years ago. Well over 10,000 hours, same ratty interior, crappy antiquated instruments and paint that is flaking off. Yea, it's that bad!

You look at stuff like that and owning isn't so bad after all.

 

[C182P]

Renting is fine; it gives you aircraft to fly that is less constrained by inevitable maintenance issues (since you're renting from a fleet), with the trade-off of leaving more money in your pocket (if you don't rent enough to financially justify buying).

Personally, I own. While there are clear advantages if I were to rent instead, there are also disadvantages. I don't fly enough to make the financial side pay off by owning, but I'm fortunate to be able to squeak by with that. Plus, when I first mentioned to my wife that I was thinking about buying, her response was something like "you don't spend money on anything else, so you should do that" -- I wasn't about to let that opportunity pass (even if it was just a thinly disguised justification for her to buy more shoes) .

 

[frfly172]

Being an owner who leaves his plane in Fla for the fall and winter ,I am happy to rent and look for good quality planes to rent.Most flying is for the $100 hamburg ,gives me the opportunity to rent different aircraft.

 

[bnt83]

About the only things I really miss about renting/borrowing vs owning:

1. NO SCRAMBLE - I can preflight, clean, adjust fuel load and organize MY airplane the day BEFORE a flight so it's sitting comfy in MY private hangar ready to go.

2. The airplane stays MUCH cleaner. I'm picky about windows.

 

[eman1200]

Being an owner who leaves his plane in Fla for the fall and winter ,I am happy to rent.....

ron, you could always leave your plane with me in Charlotte for the fall and winter

 

[rbridges]

No need to justify; renting has its place,

Especially if you don't fly much and there is always a plane available.

 

[GCA319]

Until the day I buy an airplane (not likely), I'll be satisfied - in fact happy - to rent.

I fly too few hours per year (in a few months it will have been 1 year since i got my SEL PP certificate) to consider getting - and maintaining - an airplane. So, the few times I fly, I rent from the local flight school.

While renting I have the chance to fly "different" airplanes. Okay, so these are all SEL, same category and class, but for a total newbie like myself they are "different":

Carburated Cessna 172 (type N from around 1977-1978).
The school has about 4 of these, 3 of which i've flown. They have their own "character" and quirks, but mainly fly the same.

Cessna 162 Skycatcher.
The only LSA the school has; it's like a go kart, or a kyte on steroids. The most "nimble" and probably most fun airplane I've flown thus far. It's also my introduction to the glass cockpit with its G300 in MFD and PFD.

Fuel injected Cessna 172 SP.
The school has one from 2000 with steam guages and a second from 2006 with G1000. Never flown the G1000 one: this thing has a 2-axis auto pilot and air conditioning! I haven't yet checked what the useful load is (im guessing even with the 180hp O-360, all the bells and whistles must reduce it). Instead, I like the steam-guage 172S from 2000. The O-360 is really nice: not only is the power more noticeable in most phases of flight compared to the O-320 in the C172N, but it is really smooth throught the RPM range. When i take my kids along, this will be my first choice.

The school does require a 90-day period to remain "current" (i know thaT isnt't an FAA req, but likely an insurance req for the school). It doesn't bother me, but it does surprise me that there is a separate "currency" period for the carburated C172N and the fuel injected C172S with steam guages.

anyhow, many things considered, renting works all right for me. My most important factor in renting is not the aircraft selection, not even the cost, but the maintenance practices - and i can't say i really know how to guage that very well. But so far, so good and kudos to the maintenance dudes who respond to any notice.

Because the two planes are sooo different..

 

[Skylane81E]

Because the two planes are sooo different..

Never underestimate the skill of pilots to turn minor differences into an accident, those policies are written for the lowest demominator.

 

[charris911]

Until the day I buy an airplane (not likely), I'll be satisfied - in fact happy - to rent.

I fly too few hours per year (in a few months it will have been 1 year since i got my SEL PP certificate) to consider getting - and maintaining - an airplane. So, the few times I fly, I rent from the local flight school.

While renting I have the chance to fly "different" airplanes. Okay, so these are all SEL, same category and class, but for a total newbie like myself they are "different":

Carburated Cessna 172 (type N from around 1977-1978).
The school has about 4 of these, 3 of which i've flown. They have their own "character" and quirks, but mainly fly the same.

Cessna 162 Skycatcher.
The only LSA the school has; it's like a go kart, or a kyte on steroids. The most "nimble" and probably most fun airplane I've flown thus far. It's also my introduction to the glass cockpit with its G300 in MFD and PFD.

Fuel injected Cessna 172 SP.
The school has one from 2000 with steam guages and a second from 2006 with G1000. Never flown the G1000 one: this thing has a 2-axis auto pilot and air conditioning! I haven't yet checked what the useful load is (im guessing even with the 180hp O-360, all the bells and whistles must reduce it). Instead, I like the steam-guage 172S from 2000. The O-360 is really nice: not only is the power more noticeable in most phases of flight compared to the O-320 in the C172N, but it is really smooth throught the RPM range. When i take my kids along, this will be my first choice.

The school does require a 90-day period to remain "current" (i know thaT isnt't an FAA req, but likely an insurance req for the school). It doesn't bother me, but it does surprise me that there is a separate "currency" period for the carburated C172N and the fuel injected C172S with steam guages.

anyhow, many things considered, renting works all right for me. My most important factor in renting is not the aircraft selection, not even the cost, but the maintenance practices - and i can't say i really know how to guage that very well. But so far, so good and kudos to the maintenance dudes who respond to any notice.

Checked-out in a rented C162 a few months ago. Have to agree very fun plane to fly!!! I prefer the plane, now. Great panel, feels good coming off the runway. Took my wife to San Antonio (from Houston) for the weekend and we took just a small overnight bag, but perfect for what we needed, quick climb-out.

 

[MAKG1]

So if you're current in the S model, they want you to do a checkout if you end up renting one of the Ns because the S model is down for mx? That's rather unfortunate.

Seems pointless, too. The reverse direction is slightly less pointless. I don't see how actually flying the aircraft is relevant to knowing where all the d**n fuel drains are, and how to prime the engine. Aside from that, and avionics differences that are all over the map anyway on a 172N, they fly the same.

The thing you get out of currency on first is the landing sight picture, followed by control feel. Those are the same for 172Ns and 172SPs. Both aircraft can be landed safely with the master (and hence ALL the avionics) turned off.

My club wanted me to get training in starting a fuel injected engine before signing me off on the 172SPs. My 177RG checkout took care of that. I've never had a 172SP checkout (nor a 172RG checkout for that matter).

 

[jspilot]

Until the day I buy an airplane (not likely), I'll be satisfied - in fact happy - to rent.

I fly too few hours per year (in a few months it will have been 1 year since i got my SEL PP certificate) to consider getting - and maintaining - an airplane. So, the few times I fly, I rent from the local flight school.

While renting I have the chance to fly "different" airplanes. Okay, so these are all SEL, same category and class, but for a total newbie like myself they are "different":

Carburated Cessna 172 (type N from around 1977-1978).
The school has about 4 of these, 3 of which i've flown. They have their own "character" and quirks, but mainly fly the same.

Cessna 162 Skycatcher.
The only LSA the school has; it's like a go kart, or a kyte on steroids. The most "nimble" and probably most fun airplane I've flown thus far. It's also my introduction to the glass cockpit with its G300 in MFD and PFD.

Fuel injected Cessna 172 SP.
The school has one from 2000 with steam guages and a second from 2006 with G1000. Never flown the G1000 one: this thing has a 2-axis auto pilot and air conditioning! I haven't yet checked what the useful load is (im guessing even with the 180hp O-360, all the bells and whistles must reduce it). Instead, I like the steam-guage 172S from 2000. The O-360 is really nice: not only is the power more noticeable in most phases of flight compared to the O-320 in the C172N, but it is really smooth throught the RPM range. When i take my kids along, this will be my first choice.

The school does require a 90-day period to remain "current" (i know thaT isnt't an FAA req, but likely an insurance req for the school). It doesn't bother me, but it does surprise me that there is a separate "currency" period for the carburated C172N and the fuel injected C172S with steam guages.

anyhow, many things considered, renting works all right for me. My most important factor in renting is not the aircraft selection, not even the cost, but the maintenance practices - and i can't say i really know how to guage that very well. But so far, so good and kudos to the maintenance dudes who respond to any notice.

Seems we are in very similar places in terms of what is available when we rent. I try and fly once a week during the summer and every other week during the winter so I get about 50 or so hours a year. I'm lucky that my place where I rent from is also the same school I took lessons from. It works perfectly for me because during the summer I am off during the week( the benefits of being a school teacher) and can fly during those times when everyone else is working and the usual 3 hour blocks they rent the plane for during the busier times does not really apply. I can fly 4 really nice 172's from 1998-2000 and one 1970's 152. That's all I need to keep my flying fun and safe!

I'd love to own a plane one day and maybe I will but for now, the joys of just showing up and flying and then leaving without having to worry about the maintenance or other fees is fine by me!

 

[GCA319]

Never underestimate the skill of pilots to turn minor differences into an accident, those policies are written for the lowest demominator.

I think Injected 172s should have a separate checkout from their carburated counterparts, but separate currency requirements are a bit over the top. Even for the 20 hour per year fair weather flyer.

 

[iWantWings]

So if you're current in the S model, they want you to do a checkout if you end up renting one of the Ns because the S model is down for mx? That's rather unfortunate.

Yes, that would be the case. And it isn't a matter of just being checked out once, but the renter must continue flying that plane (as in S model or N model) at least once every 90 days. Otherwise, in theory, the automated scheduling application would not allow the renter to reserve the plane for a solo flight requiring instead that a CFI also be reserved to re-instantiate the checkout.

I don't mind a one-time checkout on the fule injected C172 S, given i had never started one (although i knew the procedure well from reading the POH), so I had no issues with having to do a one time checkout with an instructor. Not a bad thing to do, for me anyways.

 

[iWantWings]

I think I can speak for all owners who have at one time or another said to ourselves, "We must be nuts to own" due to cost, maintenance,,,

You are very fortunate to have a rental fleet available to you that sounds like it is very good condition. The local FBO where I am based is still renting the same crappy 152's I did my training in 12 years ago. Well over 10,000 hours, same ratty interior, crappy antiquated instruments and paint that is flaking off. Yea, it's that bad!

You look at stuff like that and owning isn't so bad after all.

It impresses me that those old 152 with as many hours you mentioned continue to fly, and at least the pre-flight and run-up checks continue to pass (if barely).

Yes, owning surely gives you the advantage of knowning well what is 'under the hood' and then the owner can make a better go/no-go descission.

when renting, i'm kind of limited to what i see or don't see in the pre-flight, run-up and word of mouth.

 

[iWantWings]

About the only things I really miss about renting/borrowing vs owning:

1. NO SCRAMBLE - I can preflight, clean, adjust fuel load and organize MY airplane the day BEFORE a flight so it's sitting comfy in MY private hangar ready to go.

2. The airplane stays MUCH cleaner. I'm picky about windows.

speaking of clean windows - i once didn't notice/bother to clean the windows on a rental and, when it came down to land at sunset, i seriously could see nothing but a large fireball (the setting sun) difrected in the plastic windshiled. I hated myself for not having cleaned the windows before takeoff.

And yet nother time when renting, i didn't think of checking the cokpit for 'insects'. I ended up returning for landing in a very abbreviated pattern after being buzzed by bees (or wasps?) just as i was taking off.

(some time ago when the flight school had a different name/operator).

Minor issues with renting and pilot that was not being as careful as should have been.

 

[iWantWings]

Checked-out in a rented C162 a few months ago. Have to agree very fun plane to fly!!! I prefer the plane, now. Great panel, feels good coming off the runway. Took my wife to San Antonio (from Houston) for the weekend and we took just a small overnight bag, but perfect for what we needed, quick climb-out.

Fun, isn't it? I noticed the climb rate as well - to get that 70 knott on takeoff I must hold an unusually-high nose pitch. Nice visibility too.

 

[iWantWings]

Seems pointless, too. The reverse direction is slightly less pointless. I don't see how actually flying the aircraft is relevant to knowing where all the d**n fuel drains are, and how to prime the engine. Aside from that, and avionics differences that are all over the map anyway on a 172N, they fly the same.

The thing you get out of currency on first is the landing sight picture, followed by control feel. Those are the same for 172Ns and 172SPs. Both aircraft can be landed safely with the master (and hence ALL the avionics) turned off.

My club wanted me to get training in starting a fuel injected engine before signing me off on the 172SPs. My 177RG checkout took care of that. I've never had a 172SP checkout (nor a 172RG checkout for that matter).

You're surely right about flying 172Ns and 172Sps - they fly the same. The effects of the 180hp O-360 are evident over the O-320, but there isn't enough to get one in trouble by never having flown one before. It's sort of common sense in a way, just don't fall behind the plane with the somewhat more powerful engine... I dind't mind the need to do a checkout, however. It was a one time thing and now it's done

 

[iWantWings]

I'd love to own a plane one day and maybe I will but for now, the joys of just showing up and flying and then leaving without having to worry about the maintenance or other fees is fine by me!

I share your thought. I'd sometimes hear the school owner having to deal with maintenance issues on various aircraft, sometimes in the same timeframe. Almost always something to do on older aicraft.

I'm glad I don't have to manage and pay for that myself (but it does make me do prelights more thoroughly on following flights).

 

[iWantWings]

I think Injected 172s should have a separate checkout from their carburated counterparts, but separate currency requirements are a bit over the top. Even for the 20 hour per year fair weather flyer.

Yes, that's what think as well. A one-time checkout/instruction, great. Continued school-imposed separate currency for C172 N and C172S, not sure about that.

I'll be flying the 172S more often than the N type, so i guess at least once in 90 days i'll have to fly the N type - not a big deal - just have to remember that carb heat.

 

[MAKG1]

Yes, that's what think as well. A one-time checkout/instruction, great. Continued school-imposed separate currency for C172 N and C172S, not sure about that.

I'll be flying the 172S more often than the N type, so i guess at least once in 90 days i'll have to fly the N type - not a big deal - just have to remember that carb heat.

I don't think I've ever seen that.

My own club lumps all 172/177/182 currency together, which seems a little excessive (the sight picture in the 177 is different enough that you can think you're not climbing well when you actually are, and pitch a bit high). They also lump all PA28 currency together. But I guess no one ever accused insurance of making sense.

 

[Ghery]

My club requires 5 hours in model for the 182 before solo. Where you got those 5 hours isn't important. Once and you're done.

The Arrow (insurance) requires that you fly at least 3 hours in a 180 day period, or get an instructor's signoff again. That, after meeting the 10 hours in model requirement (again, source not important).

The 172s? Go fly. You got a PP-ASEL, that's good enough. I learned in our C-172N (with the 180 hp engine), so no big deal there. We're on our second #2 C-172, this time a C-182P. I looked at the POH, noted the differences (less power than the N) and went flying. Did the same with the C-172H we had before that. The biggest difference I've seen between different versions of the 172 is the flap control. I haven't flown one old enough to have a Johnson bar, but the electric controls have varied. Just have to note what the one you are flying has and adapt to it. W&B is different with different planes, but you already knew that.

I understand FBOs wanting you to fly often enough, but a different checkout for different versions of a 172? That does not make any sense to me.

 

[MAKG1]

It's unusual that there is NO checkout requirement, not even one that's done trivially by active users.

Would I really be able to show up in Olympia and fly a 172 with no checkout, never having even seen any part of Olympia except for I-5?

For the Arrow, does currency require 3 hours in PA28 or 3 hours in an Arrow? Piper considers the "model" to be PA28. It's a lot easier to get Warrior time....and as I said earlier, insurance requirements don't always make sense.

I think in most places, when you train in an aircraft, you get checked out pretty fast in the airplane you train in.

 

[us AAirways]

Renting sucks. I'd rather not fly at all then rent.

 

[Ghery]

It's unusual that there is NO checkout requirement, not even one that's done trivially by active users.

Would I really be able to show up in Olympia and fly a 172 with no checkout, never having even seen any part of Olympia except for I-5?

For the Arrow, does currency require 3 hours in PA28 or 3 hours in an Arrow? Piper considers the "model" to be PA28. It's a lot easier to get Warrior time....and as I said earlier, insurance requirements don't always make sense.

I think in most places, when you train in an aircraft, you get checked out pretty fast in the airplane you train in.

No, you couldn't just show up in Olympia and fly any of our club planes. Must be a member to do that.

For the Arrow it's 3 hours in an Arrow (ours, not someone else's). I think they want to make sure that you remember to lower the gear for landing and that you know what to do if you don't get three green lights. Last time I flew it with an instructor I finally got tired of her games with the light switch and swatted her hand anytime she got near it. I think that was the end of that check-out.

 

[NineThreeKilo]

I think Injected 172s should have a separate checkout from their carburated counterparts, but separate currency requirements are a bit over the top. Even for the 20 hour per year fair weather flyer.

Yep, a 172 is a 172, even more so for VFR use.


OP, should rent a piper PA28 for kicks one of these days!

 

[iWantWings]

Yep, a 172 is a 172, even more so for VFR use.


OP, should rent a piper PA28 for kicks one of these days!

You know what, I might just do that

Not long ago the school made available for rent a 1979 Piper Archer II (pa28-181), 180hp, 960lb useful load. I think I just realized the trainers I've been checked out to fly are all high-wing Cessnas

Maybe it's time to break the monotony so i might just take up your advice. not sure what to expect, other than a more pronounced ground effect, fuel fed by pump, and i could actually see the runway when turning in the pattern. Other than that, should be just much like a one-door, O-360 banger C172?

edit:
oh, i just checked and the pa28 even has a/c ;-)
school also has another lowwing debonair b33 beechcraft, but that's for when i grow up i guess.