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Every retract has its maintenance issues. Comanche has a 1000hr AD $5AMU (which is fine, I don’t mind the gear being rebuilt every 10yrs) but it’s a great system. Electric gear with the mooney Johnson bar emergency extension setup. My buddy does have a manual C-Model Mooney and has to do all...

1960 Comanche 250. Did you go to Central Mo State University? Just curious

How about a Commander 1000? Low acquisition cost, good long range and short range block times, fuel efficient TPE-331 twin turboprop, all wx capabilities, and easy to squeeze into small fields. Not sure about what kind of “equipment” needs to be hauled but the Commanders have a huge baggage area...

They do but nowhere in the manual does it talk about a straight in RNAV approach.

I know the suspend trick but on my approach this last Monday, it never suspended and caused me to quickly hit the next leg segment. This does not arm the approach and you have no glide path until the FAF. There has to be some way to load a straight in and not have to stare at the 480 for a...

The 480 is a whole different animal. I love it except for this one issue. You’d think you could select a simple straight in button, or delete the hold. Nope, you always have to do the hold.

So once the 480 has the approach loaded, you highlight the IAF and hit fly/next leg button?

I have been using the 480 for years and feel pretty comfortable with it except for one, potentially dangerous scenario. On an RNAV approach that DOES NOT have T-fixes, the 480 always wants you to fly the hold. Regardless if you are perfectly lined up for a straight in. My work around has been to...

I found that under the pilots seat works great. Two quick release metal straps bolted to an aluminum plate, exactly how a fire extinguisher would be mounted. The regulator pops out just between your legs so it’s very easy to adjust flow and check connections. 99% of the time I don’t have the...

Why are avionics shops so bad with quality control and customer service? I feel like it’s because they have a year backlogs and just don’t give a ****. When my plane got out of a big avionics upgrade, it looked like ****. I was shaking because I was so ****ed and just wanted to get the plane out...

I love the Diamond and have a couple hundred hours in the 40 but I’d have to say the Arrow is a better plane in this situation. As others have said, newer composite planes are not necessarily cheaper to maintain. Any hangar rash or minor damage, the arrow will be cheaper. Also, a $120k Arrow...

Thunder Mustang, Titan T-51 V8, and Stewart S-51 are the only ones that are coming to mind. The Titan would need the “speed wing” with all the fuel options to hit your range though. Needless to say, they are all hot machines with very “experimental” power plants.

Look at the Commander 112TCA. There are two or three for sale right now. Better performance than a straight 112 and close enough performance to a 114. It has a unique TO-360 (so not fuel injected) but the plane still hauls 950lbs, so the same as a M20J. Granted my Comanche will smoke those...

LightStream! If you have great credit and an good income they will approve you. You’ll have the cash in the same day and it’s almost too easy. So easy, in fact, that I almost impulse bought a Cessna 310 (that also came with a second parts plane). I needed to act quick and Lightstream was the...

I’ll throw my plane in the mix, Comanche 250. Faster than a 114 and about 5-10kts slower than the Viking. 1200lb useful makes it a true 4seat, full fuel machine. Cabin is a lot wider than then BSV and only a couple inches narrower than the 114. I would try to set up a partnership since you are...

I’ll play since my income is public knowledge. Age: 38 Current Plane: Comanche 250 Partnership: yes 1/2owner Price to play: $50k plus $35k in upgrades Monthly: Hangar $405 split, plane is paid off and split all maintenance down the middle Hourly: just used fuel Gross income: good enough to...

I come back to this plane a lot. I love the tandem seating and a turbo Rotax that burns Mogas. A tricycle, retractable gear would keep commonality with my other plane. A lot of the composite two seaters coming out of Europe are crazy expensive. This checks the same boxes but at a lower price...

LightStream if you have excellent credit. I think their aircraft rates are in the low 4%. Not sure about how much you need but I believe if it’s under $100k you can get approved and have the money in the same day. A year or two ago I had an old friend’s 310D hit the market with a spare aircraft...

Yep, since all placard stuff is in MPH I wanted to keep it all legal. I would prefer KTS but really it’s just a number who’s value doesn’t mean much. I do have Ground Speed setup in knots though. Pretty sure when I asked the shop, they said, “nope, needs to stay what the plane was certified in”...

Actually they sold over 5 times more 400s than the TC. 148 400s were built over a 4yr span vs 26 260TC over a 2yr run. I bet the 260TC would’ve eventually outsold but the factory was lost in 1972. I’ve only seen two of the Turbos for sale over the last 8-10yrs, super rare.