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Get one of these. 4-seat aerobatic tourer. Yak 18T.

Do what I do - just buy a new airplane about every 2-4 years or so and make sure you lose money on each one! ;)

Weight loss is 80% diet, at least. You can't go to the gym and lose weight eating the same stuff you ate before. In fact, you don't need the gym at all to lose weight. So change that first hand in whichever way that best subscribes to your convictions: Keto, Vegan, Vegetarian, Intermittent...

If you plan to get a 61.75 FAA license issued on behalf of your foreign one, make sure you book a time at FSDO to pick it up and also to do a BFR, otherwise you can't fly.

I've had numerous Volvo's over the year being a Swede. I'm probably biased. I've had an Amazon, 142, 145, 242, 245 when I was young. I had two 965's in a row - "the executive wagons" - loved them. Then we got a 2007 XC90 and although I found it ugly as sin, it was a good car. Volvo's have never...

Basically, if you want "cheap" turbines (and no, there is no such thing, of course), you want to run Garrett engines. Not only do they have 20% less fuel burn than PT6's, they have 5400hr TBO vs 3600hr TBO for the PT6's. Yes, the hot sections cost a bit more and can't be done on the wing, but...

Congrats! Now fly a lot!

You can find a lot cheaper turbines than that: https://www.controller.com/listings/aircraft/for-sale/20853657/1977-commander-690b

I think it just looks that way. The intended path of flight is probably from the left to the right in frame (from above the letter "V" towards the "e" or the "1"), so it's spinning/keeling in towards the right, but because it's now descending as well, it looks like it's going backwards.

You lose money on every single one. And totally worth it!:)

A T&B instrument can be a very valuable backup. As a point of interest (but slight thread drift in this case) is that you can actually fly level on it alone by using the Stark 1-2-3 method (named after Howard Stark who invented it): 1. Center turn indicator with rudder only. By using rudder...

No, you can see it all on the Turn Coordinator if you want to. If you step on the ball and center it, and the Turn Coordinator shows anything but level, you're in a turn. Most likely into the dead engine. They're rate-of-turn instruments, but not wings level instruments necessarily. You'll have...

No, you'll see it on the ball on the Turn Coordinator/Turn-and-Slip. Step on the ball and it will inform you which engine is dead unless you haven't detected it on the engine instruments. BTW, the Turn Coordinator is one of the most important for IFR flying and often not given the importance it...

Put one in and love it. Very intuitive.

Escrow is the only way. I've used AirTitle/Powell for all my airplanes - they're great. With an escrow your buyers don't know your bank info. Money comes into escrow and until all parties are happy, everything is signed, then money gets released and transfer happens.

Cirri do nothing for me. I must be immune to their charms because they arouse zero desire in me. But I have to give them them my full respect for not only changing aviation, but singlehandedly bringing new pilots into it. They've done a tremendous job of capturing the imagination of new pilots...

PT6's are recommended to fly pretty hot to avoid deposits on blades. Not sure if that recommendation is there for TPE331's. I would assume they behave similarly.

I see about the same fuel burn on the old Commander with - 1's. 420lbs/hr doing about 245-250kts at 17000ft. Probably drop to 380lbs/hr up higher, but I haven't been up there yet.

I use Zep Foaming Glass Cleaner. It's safe on plexiglass. Homedepot has it. Not expensive. https://www.homedepot.com/p/ZEP-19-oz-Foaming-Glass-Cleaner-ZUFGC19/203759590

You still doing just basic instrument flying? Or actually flying routes? Because for me, it got much more interesting when the challenges stacked up - reading back the clearances, arrival procedures, actually flying the IR routes, fixes, approaches etc. That's still fun and it's what I enjoy...