Pinecone

It is not that a Mooney is hard to land, it is that is not quite the same as other aircraft. Airspeed control is much more critical. That is why you want a Mooney experienced instructor to transition you. And while you fly the Warrior, work on nailing your speeds in the pattern. If you can fly the Warrior to precise speeds, you will have no problem with landing a Mooney.

Actually had a deer jump over a race car (sport racer type, not production based) at my home track.

There was an ad a number of years ago that had a person soldering a board. They were holding the soldering iron like a pencil. NOT on the handle.

Only if you can increase the load. With fixed load (fixed pitch) cranking up the torque increases the RPM. Electric motors make maximum torque at 0 RPM. That is why freight trains are diesel electric. No way, without a massive gear ratio would a IC engine be able to make a train move. Steam also makes good torque at 0 RPM. But any fixed pitch prop is going to be a compromise, no matter what powers it. If you run 1500 for take off and 2000 for cruise, you are giving up massive amounts of take off performance if you are fixed pitch.

I don't use much polysufide, but I have used a good bit of polyurethane mastics (3M5200). You can help the curing by misting it with water as mentioned earlier.

But to change the power without changing the RPM you need to change the load. Which means variable pitch for an airplane

I bought a Mac's insulate cowl cover. I placed the order online and heard NOTHING from them. And then one day, it showed up. I later find out, there is an option to have a oil door flap. I would have loved to have had this, but did not see it on the page to order. Nice cover, but NO communications from the company.

DUH, of course. Under a certain former President (know for a blue dress incident) they removed food and fuel from the inflation calculations. And what is a large part of what people spend? Food and auto fuel. Just look at food costs over the last couple of years. Both in the grocery store and restaurants,

Not sure if they will discount that. They are taking a chance that they can sell your 750 for a high enough price. I did have them upgrade my 650 to an Xi last fall. AWESOME version and very nice people at the Sarasota branch. They even worked on my autopilot and got me out the same day.

In the case of cars, and probably part of the equation with airplanes is that the have more "stuff" now. A car in 1973 had a carb and a distributor with a single coil. Manual windows and door locks, and AM radio, heater, maybe AC. Cloth or vinyl seats, steel wheels. And shocks that were good for maybe 20K miles. A modern car has electronic fuel injection with all sorts of sensors and catalytic converters (price those). Individual coil packs, power windows, power remote door locks, AM/FM/Sirius XM/BT/USB/.... radios, automatic climate control, leather interiors, alloy wheels, and the shocks last for over 100K miles. All that "stuff" costs money. That $17,000 172 came with a single nav/comm and a transponder, MAYBE with Mode C. Maybe an ADF.And cloth seats. The new one is G1000 with fuel nav/comm and GPS, glass panels, ADSB out (and maybe in), and leather interior.

Funny. I did my PP in an AA-5B Tiger.

Funny. I did my PP in an AA-5B Tiger.

Thanks.

That is pretty much true for most chemicals. Only thing to watch is that some do not take well to being frozen, so just a fridge for them.

I have never heard of a slaved DG slaving to the mag compass.

Hmm, we have several Cirrus's in T-hangars at my field. $1,000,000 airplane with 15% down is $6200 to $8200 per month according to AOPA calculator. So $74K to $98K. Flying 100 hours per year, would be around 1500 gallons of fuel, so around $9000. Even with insurance at $20,000, that is still a good bit less than $200K. And that $200K gets you 25 hours. Yes, the jet is faster, but by the time you factor ground time and such, not 4 times faster block to block. And you are limited in the fields you can operate off. But interestly, the lower end charter market seems to be going Vision Jet. Single pilot, and can operate out of smaller fields.

But not equal to the ones on the market at the time.

I agree that some of them are on this path. But there are a large number of older folks that always wanted to fly, but kids and college and work interfered. And now they are at a point where they have the time and money.

Heck, my military IFR flying was a single nav. In the A-10 we did have multiple comms. No ADF, no GPS, no INS, no autopilot. We did have a mini back ADI.

Investment Tax Credit. They were leveraging that tax credit. Plus, what were 40 year old aircraft back then? Cubs, Taylor Crafts, the odd Beech Staggerwing. There just WEREN'T old airplanes.

IMO, that is the BIG thing. Unless your instructor has time INSTRUCTING in a Mooney, they would not be the best choice. If here is not a well qualified MOONEY experienced instructor available, finish your training in the Warrior and then spend time with a Mooney instructor. Otherwise, I would do it in the Mooney.

Not saying it was liquid. But a house and nearing retirement with a 401, a million is not that much.

A few things. 1) If there are no small piston aircraft, where are the pilots for all those turbine aircraft coming from? Other than military trained, every pilot of a PC-12, Lear, Gulfstream, A320, 777 started in light piston singles. 2) I saw a post on BT that there are 22 MILLION millionaires in the US. That is a pretty large market. 3) As I mentioned in another post, my local FBO has 3x 172 and about 5 instructors and is adding another 172. They built 3 rows of brand new T-hangars about 3 years ago, and are about to break ground for another row, and designed the layout to add 2 more after that. 4) BMW started the high end delivery model over 20 years ago. Making it special, reinforcing that you are buying a high end vehicle.

Hmm, my local flight school is adding a plane and instructors to keep with the number of students. Doesn't sound like no one can afford to fly. And in the late 70s through the early 90s, there was 1 - 2 planes and 1 - 2 instructors. One of the really big things that killed GA aircraft sales was the removal of the Investment Tax Credit. That was a 10% tax CREDIT on a business purchase. So buy $100,000 airplane, get a tax CREDIT of $10,000. Also changes in Sub S corp rules that meant there had to be the possibility of a profit and showing a profit every so many years.

Long term, about the same price, assuming your 750 can be sold for near what you paid for it.