If you got a real spam can, could you fly to work from home?

Heck NO! too much BIG traffic at Hartsfield ATL, even at full speed a cessna 150 would slow everyone else down, and then I could be half way home by the time I waited in line to take off.....

Now If I could just land on the apron in front of the hangars that would be different!

That is a real sweet 150!!
Tried and true.......buy, fly then upgrade.......can't do it any cheaper than that!

And.......as for "well hung"........

I always wondered what was under a kilt, not really...

I have been talking to Mama I think she feels the same way, time to get on with it and start having some fun.

...............

When I learned to fly a spam can, I had never flown before and had just short of 10 hours lessons before I went solo... that was in a Grumman AA1.... the Cessna is easier to fly than a Grumman. I reckon Scott would be able to do all of the flying with the instructor beside him after 2 hours.... once he gets the concept of stall speed, the right speeds for climb out and approach, I reckon he would be signed off for solo by 5-7 hours.... then he can just fly solo and further lessons with the instructor to get his hours up.....

fun would start first lesson and much cheaper in his own plane and, in his own back yard...

..................

I need good cross country experience, right now that would be the cheapest easiest way to do it, plus you can go more places with a PPL than a sport pilot. I still want a 2 seat gyro but that will have to wait.

Scott,

You should have no problem getting an airplane PPL. You already know how to fly something, you're used to being in the air, you have more general aircraft knowledge than most people who start out...
Most people have to first get over the sensation of being airborne. "Oh SHIT, we're really flying!", "Why is it bouncing around like this?", and dreading the day the instructor makes them solo.
I think it would be a walk in the park for you.

I would recommend taking time off from work and knocking out the dual as quickly as you can. Then with your own plane at your own strip you can solo at your own pace and not have to wait on anyone. That's why it took me a year to solo. Having an available plane, instructor, and good weather match up with my weird work schedule was a pain in the butt, and I was always rusty from the last lesson. I think I had 41 hours of dual before I got cut loose! 2 steps forward and 1 step back.
If you bought that 150 with a fresh annual, you could get your dual and solo hours in, do the checkride, and sell it with 6 months left on the annual!

Because of the huge flaps on a 150 and its light weight, they actually fly a bit like a gyro (except they can stall) .... but when doing touch and go's with full flaps, once you land and roll a bit, you have to dump some flaps from 40 to 10 or so (on the ground).... otherwise you get off the ground again taking off with 40 degrees flaps it flies a bit like a gyro when it is just getting behind the power curve.... very nose down and at full power hardly any climb rate and no acceleration .... put it this way, if you get airborne with full flaps, you know very quickly

So, you just have to get gyro stuff out of your head, keep above the stall speed, have the flaps and the trim where they should be at the right time.... We used to do 3 touch and go's on each pass.. so would land 40 degree flaps close to the start of the runway, quickly go to 10 degrees climb off, trim, select 40 degrees of flaps, trim for approach, land, back to 10 degree flaps, power on, climb, trim, level, back to 40 degree flaps and so on....

Also, things like the flaps, if you do do a go around and have 40 degrees on, you don't dump all the flaps at once, get rid of 10 degrees at a time and get rid of the hot air real quick .....

When the instructor wanted to be a pain in the butt and keep you real busy, we might squeeze in 4 touch and go's and he would make you do hot air and electric fuel pump for descent (in case go around), flaps to 40, touch down, fuel pump off hot air off, flaps back to 10 degrees, hot air back on, fuel pump back on, lift off, hot air off and so on... in between each touch and go got pretty busy, but learned to do stuff quick

We also would go to re trim and he would hold the trim and say "it's broken... do without it" .... or you would go to put the flaps up or down and he would say..."its broken" and you had to complete the task with 40 degrees flaps or a landing with 10 degrees only or no flaps.... (I hate flapless landings) .... his other pet tricks was to put his feet on the rudder pedals and effectively jam them on center, or off center and you couldn't have the rudder pedals back until short final.... or he would stop the yolk turning so you had to do without the ailerons and just use rudder and elevator until short final.... and a few times had to land with the trim wheel with him ghosting the elevator

It was always very nerve wracking when he would look away and cover his mouth and say something to the tower but I couldn't hear what.... you never knew WHAT was suddenly going to be unavailable

My point is, there is alot of stuff that has to be, or should be done in order... quickly.... and not much time to think. You have to be one step ahead in a spam can, got to remember the aux fuel pump, hot air use... but it is fun to learn and once proficient, it is just downright awesome.... I know you will like it...

....................

With aircraft I've started to realize it's not either / or. It's only about enough money to have lots of them........
Unfortunately a little harder than having more than one car, or more than one bike.

get in touch with Dana Linn. He is an A&P now and is horse(plane) trading all the time.. He probably knows where all the deals are and what condition the aircraft is in.