Volzalum

The main problem with the RV10 for Mooney fans is the Vne is 200 kts TAS (not indicated airspeed) due to wing flutter. Most Mooney fans would want to go faster in the EAB than allowed in an RV10.

I personally believe that there are fewer younger pilots because many of our younger generations have been over prescribed medications (add, etc,) and or reportable medical treatments. For those potential pilots, the hoops that they have to jump through to get the initial 3rd class medical are too expensive for them. If we ever get to a time where the FAA itself is not involved in the certification of private pilots (basic med still currently requires an initial 3rd class), then I think there will be many more pilots. Reform is needed as much as new aircraft.

Not quite correct. The original experimental builder that holds the repairman certificate can do basically anything to the plane including the yearly condition inspection. A subsequent buyer can do everything except the yearly condition inspection. So a subsequent buyer can put whatever engine they want in, they just have to get a condition inspection each year. For experimentals, it’s not called an annual airworthiness inspection.

Here is the link to the place that makes the moose engines. They have the engines, PSRU, ignition, etc listed. http://www.moosemods.com/moose-ls3-performance-mods.html

The moose airplane has at least one flying with the ls3.

Note that the Mako and Barracuda are not the IV/IV-P successors. The Evolution is. Lancair rebadged under Evolution and sold the "Lancair" name for the other kit builds. https://www.evolutionaircraft.com The Evolution Piston is more closely matched to the Acclaim Ultra. No prices are evident on the webpages, but they claim 1500 hour build times.

It looks like he is wearing a parachute on his back too.

That makes considerably more sense than a "requirement" to get the engine overhauled at TBO even if running well.

Is it just behind the terminal insulation (against the box) on the white wire adjacent to the beige wire that is loose?

What would really interest me would be: 1) Keep Retractable 2) More space 3) Diesel/Jet-A burning Engine 4) No Speed loss 5) Allowance for Both FIKI and AC 6) 4 passenger with 200 lbs baggage with Full Fuel payload 7) Option for a BRS (not a standard included item but available if desired) 8) Price <600K The new retractable DA-50 *may* check off some of these boxes when they release their specs but will probably cost double (or more) the number 8.

I have not done the research, but with all of this off topic (this thread is factory closed) Cirrus vs Mooney talk, what are the overall fleet accident/survivability numbers, per flying year, percentages? In the history how many Mooneys were built (Can even start with metal instead of wood wing)? When was first Mooney built (number if years the fleet has been flying)? How many Cirrus? When did first Cirrus built (shorter number of years)? How many Mooney Accidents (Accidents per year average, Accidents per plane)? How many Cirrus Accidents (Accidents per year average, Accidents per plane)? How many fatalities from the Mooney accidents (per year, per plane, per accident)? How many from Cirrus accidents (per year, per plane, per accident)?

I know a lot on here don't like high wing, but I wish someone would buy the stallion rights from Martin Hollman's widow and get it certified. a high wing six seater with full fuel payload of 1100 lbs that hits 200+ KTAS on 14 gph. ... https://www.aircraftdesigns.com/design/stallion/specifications/ Add a high wing to the model line and keep the speed advantage over the competitors.

Wonder if there is interest from Textron (since they cancelled the Columbia) in getting back into the low wing market again. They'd be back in front with the fastest again, and have the retractable which was what many of the prospective Columbia pilots wanted. Plus they would get all of the non-mooney capability in the plant to use for their other work.

Hopefully this is not the beginning of the end.