"Peter R." wrote in message
...
Gig 601XL Builder wr.giacona@coxDOTnet wrote:

"xyzzy" wrote in message
...
Newps wrote:

Besides currency, there's initial checkout. I.e, the need for several
dozen members who are current and checked out in Warriors, to have to do
a
one-time club checkout in the 172 (most likely a written quiz and 3-5
hours of dual) in order to get back the availability they had when it
was
an all-Warrior fleet. You may think it's trivial to transition from one
to the other, and I would agree, but for insurance purposes the club may
need to require more.



If you are current in a Warrior and anybody REQUIRES 3-5 hours checkout
in a
Skyhawk they are just making money off you.

I think the pertinent question is what model 172 requires this 3-5 hour
checkout?

A fuel injected 172 does not require priming on a normal day. Ever sit
and
watch unfamiliar pilots try to start a 172SP? Prime, grind, grind,
grind,
grind pause grind, grind, grind, grind pause grind, grind, grind.

How many seconds should a 172's starter be engaged before a cool-down time
is needed? How many minutes should one wait to attempt a restart?
Mixture lever in or out when attempting to start?

The flight school where I trained actually had a CFII (not from that
school) recently get "stuck" at a nearby airport because he could not
start
a 2003 C172SP equipped with a new battery, new starter, and full fuel. He
killed the battery trying to start it! Upon speaking to the flight
school
manager, he claimed that the aircraft and maintenance were to fault, not
him. The flight school sent maintenance and a CFII to the airport to
recharge the battery and rescue this person (who, somehow convinced the
school he didn't need a complete checkout). The aircraft fired right up.

What about the new 172s equipped with Garmin G1000 flight displays that
are
beginning to appear at US flight schools? You will need probably a
minimum of 10 hours of check-out time to fly one of those.

I have about 450 hours in a C172SP and I would probably need a couple of
hours of instruction/flying just to become familiar with carb heat usage
if
I hypothetically needed to rent an older C172 model.



Since the OP did say they were buying older model 172's the G1000 is a none
issue as far as this thread is concerned. Both of the other items your
mentioned could easily be covered in a pilot orientation meeting followed a
1 hour MAX check ride. In that case if the check pilot saw that the checkee
had a problem it would be easy have them not sign off and give the further
instruction as needed.

And Peter if it would really take you a couple of hours of flight time to
figure out how to use the carb heat I have to ask... How long did it take
you to solo?