All,I'm running into a little bit of a roadblock (airblock?) in my PPL training - there is limited availability of my 1st choice craft (which I really, really like, and so do you) and good availability of my 2nd choice (which is probably ok.)Question is this: Should I continue training in just 1, and run the risk of long between-flight durations (1-2 weeks) or be a little flexible and use both?My feeling is to use both, if for no other reason than I want to get up there.Any thoughts you have are appreciated-thxAndrew

Only my opinion...You fly any and everything you can!!...Do not limit yourself!!! I own a C150,but I welcome the chance to jump into anything I can!! Just MHO..Lou

In your place I'd fly both and continue training without long between-flight durations. Just be aware of and ready for the differences in handling and instrument layout (if any) between the two aircraft. If they are both decent trainer types there shouldn't be much of an issue.What are your first and second choice aircraft anyway?If you haven't already, familiarize yourself with the aircraft guides (there's some good ones from ASA, AFE and Pooleys for most common GA aircraft) or any documentation available for both types, including checklists.

Hmm. Momtchil's question "what are the two aircraft?" is the real important one. Another question: How less often will you fly if you stick to one?As long as it's at least twice/sometimes once a week, I'd say stick to the '1st' choice (one aircraft).

This is a tricky question.. and the biggest factor is you.Some people are just born to be a pilot... aren't phased a bit by subtle differences in their training aircraft. I wasn't one of those pilots. I trained in an Archer, and my brief stint in a C172 probably set my training back a few sessions.When you're still trying to get all that landing stuff to be second nature, it can be confusing when on one day, you're in an airplane that tends to float a little on short final, but not in ground-effect.. and the next day, your in an airplane whose altitude will drop off dramatically below a certain airspeed, but will float like crazy if you carry a few extra knots into the flareFor some people, that diversity is a good thing.. for others, it is not good at all.Here's my advice... Stick with one airplane until you solo.. and then finish your training in anything you're lucky enough to fly.. :(

All,Thanks for the great responses.Choice #1: Diamond DA-20 C1.Choice #2: Piper Warrior PA-28-161Note DA-20 has a Garmin 430... Piper is pretty dated avionics-wise.I also have over 40 hours in a 172, but that was over 10 years ago. Have soloed twice in the 172 (fun story.. see below...) and lots of bad weather the 1st time around meant sometimes 2 weeks between flights.By the way, there are some really good guys at the club - the CFIs - and they are going to work out the scheduling issues. I just hate to miss an opportunity to fly if I don't have to miss it.FWIW:==========================================First solo - January 2000KVAY, South Jersey Regional. No tower. Got there early - a quiet winter morning... when my instructor got there I got a ladder and broom and cleared off the 172. I happen to have brought my video camera (but stupidly did not leave it on for my solo... DUH.) We flew the pattern a few times, I filmed a little of the snow-covered ground.. very pretty. The 26 end of the runway - about the first 100 yards - had a snow drift which made the runway only half as wide! After a few circuits, someone announced takeoff clearance on 8 - the opposite direction, obviously. Well, my instructor (Don) knew the guy and the guy wanted to try GPS approaches on RWY 8, and it wasn't busy - yet - so it wasn't a problem. Since wind wasn't a factor, we swung out to the 45, and approached for 8. After the landing, my instructor asked if I was ready to take it around. I asked him to fly one circuit with me 'cause I'm a big chicken, but also I felt like I wasn't even paying attention to flying.. That may be why I was doing so well that morning. Anyway, once around, and he said to use whichever departure I liked. 26 was it for me - I had just done it way more and was more comfortable. I announced my departure on the hand mic, as the thumbswitch was broken. Odd. Off I went, 500 feet, right climb, thru 850, out to the 45 - I looked to the empty seat next to me, and IT WAS GOOD. And someone announced they were departing runway 26. And someone announced departure on 8. They worked it out quickly. Me: South Jersey Traffic, 172 approaching the 45 for right downwind 26... South Jersey Traffic..." Inbound! Then, I heard Don's buddy again: "South Jersey traffic, anyone mind if I run 8 again for a GPS approach?" I had just done this, so I figured it was the "brave" thing to do... "South Jersey Traffic, Cessna on 45 for two-six, no problem, I'll cut out at the 26 end and go back to the 45." Then... "Uh, hey, whoever that is doing the GPS thing, uh, we're up here at the 26 end, and the traffic is 26, there's a guy behind me. It's two-six." "Traffic at two-six, roger, uh, there's no wind today." So these guys begin bickering, but the guy on 8 takes off. Me: "South Jersey Traffic, 172 downwind for runway 8." Someone: "Uh, 172 on downwind, be advised I think there's a Cub coming in on the 26 approach, looks like a straight-in from here." Yeah, a guy in a Piper Cub - no radio - is coming in, opposite direction! Me: "Ok, South Jersey traffic, 172 on downwind for 8, I'll break off back to the 45." Then, more bickering - two planes ready for departure on 8, two ready for departure on 26, Mr. GPS -somewhere-, and the Cub coming in on 26. So the ground traffic starts arguing about the runway again. I tap my mic a few times, and announce: "South Jersey Traffic, this is the 172 in the pattern. I am on my first solo here. I will be at the 45 for downwind 26 in one minute. Repeat, 45 for downwind runway 26. Thank you." - s i l e n c e - (Very quickly, the two guys on 26 depart.) South Jersey traffic, 172 entering downwind for 26. South Jersey traffic, 172 on base for downwind. South Jersey traffic, 172 on final for 26. GREASE. The first time I heard my instructor during my flight - kinda laughing - "Nice Landing." I shut down and got out. Went inside and he congratulated me. He said I did really well. I apologized for my 15-minute solo. He said it's fine; pilots need to be able to fly the plane with distractions. So we went out to take a picture - another pilot held up my wife's camera - And dropped it right on the solid ice. Oops. Sorry. My instructor, luckily, had a digital camera, and trusted the guy, and there's my picture. My instructor went back inside and I turned around to close up the 172. Then I slipped and fell on my butt.

I'd say it depends on how well you are developing a feel for flying an aircraft and how your confidence is building. When I was learning to fly, I personally felt that long gaps between flights might make it difficult to maintain a good sense of how to use the controls, so I booked block time and had lessons for five days in a row. That seemed to solve the problem for me, however, it is just possible that me worrying about gaps in between lessons potentially being a problem was actually what was an issue that affected my confidence, rather than the gaps themselves, and so block booking might have merely been a placebo effect. Either way though, block booking had the right effect.I suppose there must be student pilots out there who are able to retain that sense of feel regardless of lessons with gaps between them, but I know that, for whatever reason, I was not one of them, and I was like that when learning to drive a car and ride a motorcycle too - block booking lessons for those as well as it happens, which would tend to indicate that is just the way I personally learn things best.The point of me mentioning all that, is that it might be the cause of your concern, and if you spend a bit of time thinking about whether that might be the main issue, or merely an unwarranted concern, I guess you will have your answer with regard to which choice to make.Al

Thanks Al - Besides the fact that I simply am impatient and don't want to wait long periods between flights, I think it may be more of a question of whether using multiple aircraft might be detrimental.That said - I can completely relate to the mental game aspect of it. I don't think it would be a bad thing, necessarily... trying to weigh the trade-offs...cheersAndrew

In that case, I think that ultimately, flying more than one aircraft type might actually be a good thing, so long as they are not desperately different, as it will probably give a you a broader sense of stuff.Keep in mind though, that you might actually find you don't like one type of aircraft over another (I suspect most people kind of fall in love with the first one they pilot). I know that's true for me with one or two aircraft makers, where I didn't like the gap distance between rudder pedals or some such on other aircraft, after getting used to the one I had initially flown.Al

Pardon my French, but I tend to be a cheap a$$. That being said, I think it more detrimental to switch between aircraft as every thing from flying to the cockpit flow is different between each, especially between those two a/c. If you're focused on the differences of the aircraft every time you fly (especially with low time) it's energy that could be spent on the real task at hand, getting that ticket!I finished my private in 50 hours total time. I flew one aircraft during primary--a C152. I knew that airplane inside and out!I finished my instrument in that much time from my first instructional instrument flight to the checkride. *It should have been less*, but I switched from a C172 to PA28-181.... And then back to the 172 during instrument training. I wasted my time and moneyOn the commercial my instructor and I had discussed doing most of the training in the beloved 172, and just getting the 10 hours needed in the C182RG (in theory saving money by spending less time in the more expensive '182). We changed the game plan to exclusively training in the 182RG--maneuvers and all for the sole purpose of avoiding switching aircraft.Maybe you should focus on flying the more readily available, and presumably more affordable Archer? That left over money can be spent taking the family around the patch after checkride day. :(BTW, neat story there. Wish my first solo had been that long!

Flying two types during training Could be good I think. On the other hand though, the other aspect is by splitting your time between equipment types (Especially if they have different avionics) it'll take more time to become totally proficient flying either.I'd learned in the 172SP with NAV II Avionics during primary, but now I'm flying the PA-28-181 Archer II almost exclusively (Inexpensive to operate, overall solid airplane)Many people will tell you these two are so similar - In many ways they are, usually it only takes 2-3 hours for a Licensed Pilot with 172 time to transition to an archer, or vice versa. There are so many little different things though that come to mind that make them two entirely different airplanes to operate though. The theory behind the 172 almost entirely applies to the archer, but characteristics of the archer don't really mach up with the 172 (Vspeeds are nearly the same, as an example, MTOW is basically the same, Similar equipment/operation - The Archer just feels really different to the 172. As Chock said, each airplane has its own little "Qualities". When it comes to actually controlling the two though - they feel really different. The PA-28 has a really heavy feel, the 172 reacts to the slightest control movements where-as the PA-28-181 requires a fairly stiff tug while flying. At low speeds the 172's controls feel very effective - the PA-28 feels a bit un-responsive and slow to respond to pilot control input. the DA-20 is a popular airplane - especially for CFI Spin training. I've never flown the DA-20 but my vibe is that the PA-28 is probably a more "Stable" forgiving platform from what I know of the two types. I guess in the end it's up to you and what you want. I received my license with 39 hours, and I think credibility goes to a few things - training on one type, Training with a very goal oriented instructor who was good at seeing exactly what might need improvement and mixing it in with the following lessons, Being on a curriculum (Part 141), and an ability to not fly for a couple months but be able to pick up on the next lesson and do what I had to do. :). So my recommendation, Look at your past and see if you do Well switching between two environments without much of a hassle what-so-ever (Some people do this well). If you can, then I'd say go for it - If you don't, then I'd say pick an airplane and stick to it until you're done with your PPL, and then after that start doing some exploring in other types.I'm going for my IFR Ticket soon, and I've opted to split between two types - as an example. I want my complex/High power endorsement, as well as my IFR Ticket - So, I can do 10-15 hours in a complex, high performance airplane, and the other 25-30 in something much cheaper - Like the Archer :). Do what fits you best.

Flying two types during training Could be good I think. On the other hand though, the other aspect is by splitting your time between equipment types (Especially if they have different avionics) it'll take more time to become totally proficient flying either.I'd learned in the 172SP with NAV II Avionics during primary, but now I'm flying the PA-28-181 Archer II almost exclusively (Inexpensive to operate, overall solid airplane)Many people will tell you these two are so similar - In many ways they are, usually it only takes 2-3 hours for a Licensed Pilot with 172 time to transition to an archer, or vice versa. There are so many little different things though that come to mind that make them two entirely different airplanes to operate though. The theory behind the 172 almost entirely applies to the archer, but characteristics of the archer don't really mach up with the 172 (Vspeeds are nearly the same, as an example, MTOW is basically the same, Similar equipment/operation - The Archer just feels really different to the 172. As Chock said, each airplane has its own little "Qualities". When it comes to actually controlling the two though - they feel really different. The PA-28 has a really heavy feel, the 172 reacts to the slightest control movements where-as the PA-28-181 requires a fairly stiff tug while flying. At low speeds the 172's controls feel very effective - the PA-28 feels a bit un-responsive and slow to respond to pilot control input. the DA-20 is a popular airplane - especially for CFI Spin training. I've never flown the DA-20 but my vibe is that the PA-28 is probably a more "Stable" forgiving platform from what I know of the two types. I guess in the end it's up to you and what you want. I received my license with 39 hours, and I think credibility goes to a few things - training on one type, Training with a very goal oriented instructor who was good at seeing exactly what might need improvement and mixing it in with the following lessons, Being on a curriculum (Part 141), and an ability to not fly for a couple months but be able to pick up on the next lesson and do what I had to do. :). So my recommendation, Look at your past and see if you do Well switching between two environments without much of a hassle what-so-ever (Some people do this well). If you can, then I'd say go for it - If you don't, then I'd say pick an airplane and stick to it until you're done with your PPL, and then after that start doing some exploring in other types.I received my PPL with 39. something hours. Which is below the Part 65 minimum of 40, and just a few hours above the Part 141 minimum of 35. I've flown with a few instructors at a few other places since then - But I also give credit in training to the school you choose. I know I couldn't have done it as thoroughly and as complete in the shortest amount of time without them (And the Cessna Training kit for that matter, which covers exactly what you need to know - fast)I'm going for my IFR Ticket soon, and I've opted to split between two types - as an example. I want my complex/High power endorsement, as well as my IFR Ticket - So, I can do 10-15 hours in a complex, high performance airplane, and the other 25-30 in something much cheaper - Like the Archer :). Do what fits you best. I'd say focus on primary training though, and once you have the basics set in stone, start focusing on having some fun with it. You'll make a lot of good memories with a PPL in hand.Memories Like................A pet cockatoo at the FBO of an airport in the middle of nowhere on your first hundred dollar hamburger trip :)Go have fun with it, and be safe. If you had fun, followed the law, and you put safety on an altar - everything else is just grey area subject to opinion and personal experience.

Thanks again guys....Well, it's a hard decision - I am going to try to stick with the DA20 for now, and see how scheduling goes. If it really begins to slow me down, I'll see how another aircraft feels.Would miss that Garmin 430 though!cheersAndrew