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Zenith may be a little slower in cruise, but has a much lower stall speed (which can help from a safety perspective). Zenith has the option of BRS if that's your thing.

Although you always hear about the rusted out engines on the internet, it's been my personal experience that it's not a given. Especially for Continentals; the cam is not overhead and stays better lubricated. My current engine was overhauled after sitting for 12 years and had not a spot of...

Hi all, Looking at a plane engine that was overhauled by the above shop, just wondering if anyone has an experience with his work. Seems like a smaller shop but does offer a 2 year warranty.

The more I read of this thread (and the OP's responses), the more I think the FAA knows exactly what they are doing with their cutoffs for procedures... Confirmation bias: "the tendency to interpret new evidence as confirmation of one's existing beliefs or theories."

Your numbers look good. One major caveat though... this is based on flying 140-150 hours per year, which is possible, but quite unlikely. I hope you prove us wrong. Most hobbyists will do 75-100 in a great flying year. You'll notice that if you do the math at half the hours, the cost for you...

Looking for an MX300. Let me know if you have one and your asking price.

The thumb trick they teach you in the Sportys course was all I needed to easily figure out any entry, I'd highly recommend it

Congrats and good luck with your airplane, I hope it is as trouble free as my 150 has been. Be sure to sign up for the 150/152 club, it is WELL worth the membership price.

Looks good to me!

None of this makes any sense. A 150 cannot climb with full 40 of flaps - that is why in the 152 they limited flaps to 25 degrees. Regardless of DA or how heavily loaded. It's also why I only use 25 of flaps on normal landings - if the flaps fail, a go around is not an option. 400 foot grass...

No way would I pay $38K for a C-150 that hasn't flown regularly in 5 years. The issue with these 50 year old airplanes is that if they sit, stuff degrades. So when you start flying it regularly a LOT of little stuff will break. My first 150 was a '67 model that I owned from 2014-2017 and it had...

Exactly, the answer to the question is simple - follow the POH, which follows the physics/math. Look at the percentage of Cessna 150 accidents attributable to carb ice, then decide if it's "worth it" or not to pull the knob when the power is less than 55%.

I know I'm conservative, but I only fly at night if it is a clear night with a full-ish moon and I am within gliding distance to an airport. This is one instance where a BRS would be really nice to have as an emergency backup.

Might want to double check your math there

Paul's videos are great, and this one is a good reminder. This accident case study from ASI is another important lesson: I know many would get on the Cirrus pilot for violating basic aircraft control principles, but if I got twisted and turned that many times by ATC I'd probably get pretty...

Great PIREP, appreciate you sharing! As much as I love the new instruments, $425 for an overhaul of a gyro is still much less than the $2000+install minimum for the AV-30/Garmins.

There is debate about whether landing lights need PMA, and for those who are comfortable without it, I know a guy who is very happy with his Aerolite LED. Brighter and cheaper than Prometheus.

Curious if this is something that could be prevented with a 500 hour IRAN

I'm not the OP, but I can see a lot of reasons why BM imposes a lot more liability than acting as an AME. Especially if the OP is an anesthesiologist by trade, not primary care.

My volume is definitely lower since BasicMed. However, some of my prior class 3 guys come to me for BasicMed now. IMO, do it because you want to help pilots fly and enjoy it... there's no money to be made (and that's coming from FM, not anesthesia)