Posted on 06/25/2006 5:47:21 PM PDT by GoldCountryRedneck
Typically you assume liability doubles the cost on a light aircraft. The cost to cert by FAR23 is on the order of $10M.
If it ain't broke, no need to fix it.
S**t happens. Even so...the 172 holds the best GA-fleet safety record.
'Course -- "The safest of all airplanes is the Piper Cub. It can only slightly kill you!" *
* = a quote but I can't recall the writer...
~GCR~
yah, but the ones that are left would burn 10 gal. an hour.
not the ashtrys in the 56 version - one of the few design flaws. The fuel lines in the support coluns used to drip into them.
He didn't crash in the 172, it was the Beechcraft Bonanza..
I learned in a 172, the power-on stalls sorta got to me... the p factor put us in a spin and I hurled all over :)
My parents have owned V-tailed Bonanzas for close to twenty years now. The Bonanza is a very safe, well built, and easy airplane to fly. They simply don't suffer fools or professionals who lack the time to remain proficient yet choose to fly single pilot IFR..
**I was aware of the Mooney/Porsche conversion a few years back....but hadn't heard that it had been tried in the 172!**
The conversion efforts began in Germany, of course (the early 1980s, IIRC), in some european production AC, and the C172. The US efforts began with the Mooney in the mid-80s. The FAA approved STC for the Cessna 172 was performed over a 3 yr span in the late 80s.
Before even building the prototype, Porsche had a C182 converted, but it could only be regarded as 'experimental', because of a variety of systems that were installed in a fashion that the Feds didn't approve of for production. For one, there was a raised console that contained the electric fuel pumps. Because Porsche used electronic fuel injection they figured they might as well use electronic distributors instead of magnetos. To satisfy the Feds, Porsche had to install dual alternators/regulators and batteries, with crossover wiring/circuitbreaker ability to keep one complete system going (should you lose a batt on one sytem and a alt on the other, you could still operate as normal).
On the C172 a lot was crammed beneath the floor: 1/2 in fuel lines replaced the 3/8 ones throughout (they would not fit behind the stock plastic pillar trim), two fuel pumps, fuel filter, dual wiring harnesses back to the dual regulator/battery compartment. You see, with the longer engine assy some weight had to be shoved behind the baggage area. And that wasn't enough, a lead weight (about 10#, I think) was bolted on top of the hor. stab. underneath the ver. stab. I can't remember the exact weight gain of the conversion, but it was more than 80#.
**Ya' oughta get yourself current again.**
I haven't given up. My license is just comotose for now.
Youngest still in college, and the wife went back to school as well !!!$$$$$$$$$$!!
I miss it some, and in the meantime try to watch the barn swallows when I can. Our yard is almost 2 acres, and they put on an awesome, fast moving, low level airshow. Their hyper-agility is so impressive.
A couple of day ago I was standing in the middle of their main bug hunting route, one zigzagged toward me, about ankle high, when less than 10 ft away, it pulled up just missing the top of my head. The annoying horsefly that was buzzing around me was gone right then. It was a neat experience.
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