About 1960 when they figured out that having the CG in front of the mains provided more stability, easier loading, and better visibility while taxing. I don’t want to get into the tail wheel vs Bose wheel argument, but anyone that wants a comfortable plane has a Bose wheel. How many airliners, business jets, turboprops, or even general aviation planes that are single engine have tailwheels? None.

Yes, great plane. Wife wanted more baggage room and a parachute.

$30k more, less useful load, need to be over 11k to see any real speed benefit, more maintenance, more fuel burn. In my TR182 it was somewhat underpowered at 235HP and needed the turbo to make higher HP above 6-7k. This plane makes 310HP and still makes 200HP at 11k which is plenty. If I was flying the Rockies a lot or high density altitude I would buy the turbo, but for the majority of my trips I am flying at a 1500 DA and my highest obstacles entities are 7k or less.

@@baronpilot2bb good to know, thanks.

@@baronpilot2bb seems like this plane will suit you well. enjoy it.

The Entega PFD/MFD can be problematic and they are &8k each flat rate rebuild or warranty for $2500 per year. They would be the only thing I would replace as the center stack is the best you can get and is only 6 years old. If I thought the Entegra was more reliable I would leave it because I really like the way it works.

Guessing 220ktas

Fuel pressure will work with your engine as will MP as well. This plane has fuel and manifold pressure on the Dynon. Dynon makes sensors for yours as well.

Good question. The problem with automation is that it can fail and must have multiple backups, especially with having only one engine. Unlike a car, you run airplane engines at a fixed power setting for the duration of the flight. There are no stop signs, other planes in the way to slow down for, etc, so you use the indication technology to set an ideal mixture and it stays that way since you are not changing power settings. Turbos are a good addition and I considered installing one. The problem is cost first at around $30k to properly design and install and then you also increase maintenance cost. The benefit of a turbo in a plane like the RV-14 is non existent below 8k ft and really only becomes a good advantage above 14k ft. The 14 with a 210 HP IO-390 will initially climb at 2k FPM and will still maintain nearly 1k per minute at 10K ft. The idea of a 14 is to have a plane that performs well in all categories - climb, top speed, short field, handling. When you install anti-ice, turbos, etc you change the weight and other dynamics that take away from the original intent of the plane. If you want ultimate speed you buy a Lancair IV-P. If you want ultimate short field you buy a Carbon Cub. If you want something in the middle you buy a RV.

Autopilot is built into the g3x. The 6(0 is a GPS navigator.

You don't want the complications of Cessna retracts unless you REALLY have a need. But a 182 is quite a machine. So is the Mooney, just tighter.

That's indicated airspeed.

@@wangfury yeah… exactly.