Ok folks - 170 hours and looking to get to next step- IFR. Looking to do it in a 1977 Skyhawk XP (complex and high perf) Should I? If so, why or why not. My reasons - a lot less scheduling conflicts in a club full of trainees and I want to consider a personal purchase next year and wan tto build hours for insurance rates then.
Instrument rating in a Skyhawk XP 200hp
- Thread starter Zikeli5
- Start date
- Joined
- Mar 10, 2013
- Messages
- 19,987
- Location
- Oakland, CA
- Display Name
Display name:
Bro do you even lift
yes.
/thread.
/thread.
cameronbm
Pre-takeoff checklist
While the Hawk's 195 HP make for spritely performance, to qualify as high performance, make sure it has the 210 HP STC or is one of the Reims Rockets and don't the wheels need to fold up for it to qualify as complex. Minor nits I'm sure. Regardless, it would be a good platform to get an instrument rating
Nothing wrong with doing it in a HawkXP. Nothing especially plus or minus compared with other aircraft. Aside from the genera use of the constant speed prop, which should be a 1-lesson transition, target instrument approach speeds and configurations won't be much different than a standard 172. Your stated reasons - availability and a planned purchase of one - are the best plusses I can think of.
But just to be clear, there are two flavors of the XP - those derated to 195 HP and those with the full 210 HP available (although with a max continuous power limitation). As @cameronbm indicated, only the latter meets the definition of high performance and neither meets the definition of complex.
Jim Carpenter
Line Up and Wait
The XP would meet the complex definition if on floats.
I've got a bit of time in a 195hp XP (wheels), very nice, especially at higher density altitudes. And the 6-cylinder engine is smoother than 4-cylinder 172s. Should be a great platform for IFR training.
I've got a bit of time in a 195hp XP (wheels), very nice, especially at higher density altitudes. And the 6-cylinder engine is smoother than 4-cylinder 172s. Should be a great platform for IFR training.
MauleSkinner
Touchdown! Greaser!
Yeah, but that particular one is rougher than a cob at idle.
bonefishpete
Pre-takeoff checklist
- Joined
- Nov 10, 2024
- Messages
- 136
- Display Name
Display name:
Bonefishpete
Six cylinders instead of four. Buying look at C172 180 hp O-360 conversion. Better cheaper engine, parts availability.
Last edited:
Yes, this has the larger engine upgrade to 200 hp STC 210 HP upgrade
It's the same engine in both. The difference is the max prop RPM. 2800 in the 210 HP model and 2550 or 2600 (depending on year) in the 195 HP model.
Constant Speed Prop
Nothing. Unless, as @Jim Carpenter mentioned earlier, it's on floats.
Nope. It's got flaps and cs prop. Need retractable....unless it's on floats.
61.1 covers this
"Complex airplane means an airplane that has a retractable landing gear, flaps, and a controllable pitch propeller, including airplanes equipped with an engine control system consisting of a digital computer and associated accessories for controlling the engine and propeller, such as a full authority digital engine control; or, in the case of a seaplane, flaps and a controllable pitch propeller, including seaplanes equipped with an engine control system consisting of a digital computer and associated accessories for controlling the engine and propeller, such as a full authority digital engine control."
Last edited:
flyingpreacher
Line Up and Wait
§ 61.1(b)
Complex airplane means an airplane that has a retractable landing gear, flaps, and a controllable pitch propeller, including airplanes equipped with an engine control system consisting of a digital computer and associated accessories for controlling the engine and propeller, such as a full authority digital engine control; or, in the case of a seaplane, flaps and a controllable pitch propeller, including seaplanes equipped with an engine control system consisting of a digital computer and associated accessories for controlling the engine and propeller, such as a full authority digital engine control.
The FADEC inclusion is for planes like Cirruses (Cirri?) that the FADEC controls the CS prop. You aren’t doing anything, but it still counts. Obviously, Cirrus aircraft aren’t retractable, so they still don’t count as complex.
Complex airplane means an airplane that has a retractable landing gear, flaps, and a controllable pitch propeller, including airplanes equipped with an engine control system consisting of a digital computer and associated accessories for controlling the engine and propeller, such as a full authority digital engine control; or, in the case of a seaplane, flaps and a controllable pitch propeller, including seaplanes equipped with an engine control system consisting of a digital computer and associated accessories for controlling the engine and propeller, such as a full authority digital engine control.
The FADEC inclusion is for planes like Cirruses (Cirri?) that the FADEC controls the CS prop. You aren’t doing anything, but it still counts. Obviously, Cirrus aircraft aren’t retractable, so they still don’t count as complex.