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You are correct. It is not. I have passing knowledge of Comanche maintenance and AD's.

Actually, they were in development at the same time. The first 104 Comanches were all 180's. After just a few months, the 250's were being delivered. If the 180's are underpowered, so are all of the 1,000's of Arrows.

The internet is wrong in this case, and many, many others.

One of the most persistent, and damaging, propaganda put out on the internet about buying airplanes to have an annual inspection done -- or conditional in the case of an experimental -- prior to buying the plane. The notion is complete bunk when it comes to complex aircraft and mostly bunk when...

Sandy Rand in Cumberland, WI, Brian Addis, St. Paul, Barbara Mack, Anoka.

I am born and raised in Minnesota. I mention that so you know what crazy tribe I come from. Moved to Sonoma County in 1991 and left it in 2017. I am back in Minnesota. I have traipsed all over California for business and pleasure and flown over all of it. Parts of it are so conservative...

A 180 Comanche is in your price range and will out perform an Arrow. You might find a 250 with a higher time motor and slightly dated avionics at close to that price, but they are fairly rare. Parts are not a problem if you know where to look. Very good community of mutual support and...

I didn't realize they were still in business. I thought they disappeared years ago.

I have it on good authority, (someone involved with Jack Brown's) that it was one of their airplanes and he believes there are four fatalities.

I can't imagine that commercial airline passengers would be keen on a shackled criminal onboard. I wonder how many seats they could have to buy to keep passengers out of reach of the perp.

I love me an autopilot for droning along in cruise. But once I get myself set up for the approach, the autopilot comes off. I used to hand fly 310's for night cargo runs. I was about 35 years younger. I don't think I have it in me to do that anymore, night after night.

Flying approaches is too much fun to let the autopilot do it, IMO.

My go-to. Have used this and its predecessor for 30+ years. https://www.milwaukeetool.com/Products/Power-Tools/Fastening/2101-22

I have always maintained that the FAA was missing the boat in focusing on certifying aircraft instead of the pilot. I flew night cargo back in the 80's in the Upper Midwest in "deiced" C-310's. I am well aware of their limitations. I survived it.

You make the assumption that something involving the FAA is straight-forward and intuitive.:) Actually, FIKI certification is about aircraft certification, not directly about operations. It backs into operations as newer aircraft that are produced at some point after the introduction of FIKI...

Didn't the FAA issue an AD prohibiting flight into known ice on the Twin Cessnas that did not have the FIKI certification? IIRC, the Twin Cessna's only had FIKI as an option starting with the 1978 models.

My guess, from experience, is that the best case scenario is that the FSDO does nothing. Worst case is they start crawling over your plane, find stuff they think is wrong, and then don't do anything to the other guy.

Replacing a tire that didn't need replacing was beyond the pale. Did he do a retraction check? I don't bother if the tire is new, but will on a recap. Jacking the plane completely and running a gear check would add 20m, but even so, I would have a hard time seeing more than 2 hours. 1.5-1.7...

Go back and read the old Aviation Consumer articles from 1983 or thereabouts. The statistic that seems conclusive is that the V-tail came apart much, much more often than the straight tail Bonanzas. Having seen bent tails and installed the fix, I can say that the V-tail after the B model, was...

The transmission extends the flaps. Air loads and springs retract them. If the motor is getting that hot on the ground, you either have significant resistance in the system, which I think unlikely, or the transmission is going south on you. Webco in Newton, KS, or ComancheGear, in Naples, FL...