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I owned a 1968 Cherokee 140 with 160 power upgrade for 14 years. It was a nice bird but under powered on warm days or at high density altitude. I have cruised it as high as 12,500 in the summer but it took a long time to get there. It will make 7500 or 8500 but lack of power is noticeable...

I did not know that. I owned a 1968 PA 28-140. It did not have a baggage door and I assumed the 180 body was longer in that area to accommodate it. My old bird also had the trim crank on the ceiling. It was a good bird and I enjoyed owning and flying it.

The 140 is slightly shorter and lighter than the 160/180 airframe which includes a baggage door not on the 140.

Just a quick note: I disagree that for under 100 hrs per year you are better off renting. While from a cost only standpoint that is technically true, renting requires scheduled access to an airplane that earns its living renting to anyone everyday. Owning your own plane means unlimited access...

If it was me, I would be pricing engine overhauls to see where the real value is. If your local mechanic can do a decent overhaul for 15k then you get a nice bird AND a like new engine for only 3k more. If he needs 20k then the cost is more but it still may be worth it by the time you sell it...

Being an owner is a lot different than renting or flying for the military. There are many aspects to consider. How many in your family? How many are you going to fly with? How far are you planning to go and how fast or how slow is acceptable? Do you need 2, 4, or 6 seats? How often will...

Liberty is expanding their aviation program in every way. They recently acquired New London Airport and intend to open an aviation maintenence program based there. They are looking to stay on the top end of the aviation schools. I am sure they have their faults, but any business that is...

Brad Congratulations on buying your bird while you are a student pilot! That's what I did in 2004 and bought a 1968 Cherokee 140. I have not regretted it. Being an aircraft owner is different than being a renter. It is a whole new way of looking at flying! Good luck.

I often fly a VFR trip that can cross class B (or go around with added distance) near the end of the trip. A flight briefer once advised me to file an IFR flight plan, noting in the comments that I was flying VFR instead. Why? He told me an IFR flight plan is available for ATC to look at any...

My typical trip is 375 NM with a 10-20 kt headwind, which I complete in 3.25 hours or less on 26 gallons of fuel. Cruising at 150 would only save me about 15 minutes, but I'd burn 32-34 gallons instead. That's what my old Cherokee burned in 4 hours with no headwind. I am happy with my bird...

You all are correct, I am flying LOP at 60% power. 8 gph LOP X 15 = 120 hp / 200 = 60 % power. At this power setting it is impossible to damage my engine with improper leaning. I chose this power setting for that reason. I can cruise faster at a higher fuel burn, but I mostly choose not to...

For those of you wanting more information about Turbo charging In general practice, in the diesel engine world practically all of the commercial engines are turbocharged. Typical boost ranges from 60 to 66 inches of Mercury And at that pressure the temperature of the air is around 300 to 330°F...

One thing that may be overlooked in the other comments is intake air heating due to TC efficiency. The more added pressure the turbo makes, the more added heat of air compression plus the added heat of turbo efficiency. For example, let's say the air pressure would rise 50°F from air...

I have a 64 Mooney M20E and I love it. I have about $70k in it after 4 annuals and some upgrades. I cruise LOP 140 TAS at 8 GPH at 10k altitude. 4 hours is about 34-36 gallons used and about 540 NM without wind. I routinely fly 375 NM with 10-20 kt headwinds in 3.3 hours +/- and 26 gal of...

Shannon Airport KEZF in Fredericksburg VA has a grass runway and a paved runway. JLS Aviation has a flight school there. Most of the techniques you use on grass can and will be taught on pavement because it is easier on the airframe, then transition to grass is a minor change. Hope this helps.

The short answer to your question is Yes this is plausible. My inadequate research says your carburetor is likely a bendix stromberg PS5C. You can download a free PS carburetor manual at CSOBeech.com. This carburetor controls fuel for idle to about 25%, cruise to about 65%, and full power to...

Don't spend too much time on a single question if you are not sure of the answer. Try to answer all the questions you are confident with first. Get all the easy ones first. Then go back and take a second look at the harder ones. Answer all of them that you can, then review all the questions...

One more thing about Jacobson Flare. If you are on a 4° glide path, then for every 1 foot vertical drop, the airplane moves forward 14.3 feet, or about 14:1 ratio. On a 3° glide that becomes 19.1 feet, or about 19:1. Using this principle makes it easier to fine-tune when to flare with more...

Have you looked at the Jacobson Flare? I ran across it in the mid 2000s. At that time Mr. Jacobson had it available as a PDF download of about 16 or so pages that explained the theory, the math, and the practical applications. I learned it and applied the principles to my Cherokee and it...

Before I did my check ride I had a few different instructors before being assigned to Lee Ragsdale, the chief instructor at the flight school. He took me out for an evaluation and at the end of had a list of about 10 areas he wanted to work on. He asked how I felt about that and while I was...