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Exactly, which leads me back to waiting for this years snowfall-collapsed hangar roofs and the resulting good used engines for sale

You dont have to be married to that engine. If funds are tight, shop for a used engine

also don't fall for the idea that the mooney manual gear is perfect. The only way to get the gear down is with that big bar and there have been cases of it breaking off in your hand. There is no perfect retractable gear, only different flavors of issues.

sorry to be blunt but if another ~10 hours of training is make or break than it's irrelevant, you aren't going to be flying anywhere regardless Just get the PPL if you want to fly someplace. There's a reason the recreational license was a flop

for front seaters, if the comanche has been retrofitted with a 1-piece windshield that curves over the top, it's pretty much a wash. For back seaters the bo is significantly better both for windows and for footroom. The comanche is wide, it's wider than any of the other choices except the...

Any of the puppy mills using seminoles. You should be able to do it in a weekend.

If you're already wedded to the idea of a mooney then don't sit in a comanche. There won't be any going back to brand M

really though,for the right homebuilder this could be a deal. Lots of hardware,pulleys,tube fittings,instruments,switches and CB's. Maybe even use the cowling.

backyard playhouse for the kids

Right. As far as I can tell, the thread is about reconfiguring the airplane while moving at high speed in close proximity to obstacles, and the associated debate about whether or not one should check to verify that the airplane is configured correctly for flight during this process, or just take...

Everybody's got their own technique and that's fine, but you might want to consider that many people consider touching the flap lever while rolling, to be very risky. It's when we start touching controls automatically without thinking, that planes wind up sitting on their belly on the runway.

it allows more repetitions. If counting landings is the goal, I'll give you that. Whether or not that represents quicker learning is debatable. I've never met a strident proponent of T&G's who has ever actually tried to teach without them. Meantime the students of CFI's who avoid them, seem to...

no, it's not common but the consequences are severe. Lightning strikes are not common either but i still don't swing a golf club during a thunderstorm.

maybe a minor rephrasing is in order. People who have money, got that way because they have this sort of philosophy.

I've never done a T&G other than as part of a rejected landing scenario, never for "landing practice". Maybe that's why it took me more than 300 hours to solo. I guess I'm just not the pilot that you are.

I've always thought that intentional T&G's were a foolish and unnecessary risk. A friend of mine didn't agree, until he died when he got split flaps on his comanche. Maybe he agrees now, then again maybe not, he was pretty stubborn. But being a coward, if i was going to do such a thing I'd sure...

I'd guess you don't fly much with all that negativity. I use my non-g-tolerant, un-maneuverable death trap to make nearly-weekly trips across 3 states between our home and farm. I find it to be comfortable, reliable, safe transportation that enables us to live in a place that offers better...

I'd like to have an airframe chute. I'd also like to have a pair of turbine engines and a pro-pilot on my payroll sitting next to me. None of those things make the grade for my personal cost-benefit analysis for air travel.

I've averaged one engine shutdown for every ~1200 hours. ~half of those were precautionary shutdowns.

Steven, you'd probably know. Are there (or were there) and NDB/DME stations in the US ?