Every now and then there are some people who try to innovate in this space. Example: The guys from corsairpower (https://corsairpower.com/) who put a marine engine in a Cessna 172. However, it seems like they get stuck because of small market size, regulations and incumbents who don't want the status quo to change.

Don't forget that the incumbents will fight to keep regulatory barriers high.

I'd read this blog post.

If you're not directly involved in the maintenance, I am skeptical. For example, many flying clubs only exist because they have members who are A&Ps / IAs, who maintain the plane in consideration of membership. That's a workaround for the problem I'm presenting. I won't say it's impossible, but it's increasingly difficult and location-dependent.

what's the club buy in and annual fee? I instruct out of a 150 and $125/hr is the cheapest I can justify charging.

Well, you'll probably get your wish in the US anyway. I just paid $50 for a 2 inch square vacuum pump cover that should have cost $5. I have oil hoses that I would like to replace, but the $750 price tag (up $200 in six months) is giving me pause— replace, hope for the best, or hang it up and stop flying?

Like it or not, more force will definitely raise costs, but it'll also push folks from category one to categories two and three. Or they'll just ignore the regs and begin a normalization of deviance.

[0] https://www.aircraftspruce.com/catalog/eppages/superior08-11...

So right now, A&Ps make about 120-150 per hour, and they have the skills to get hired at dealerships where the hourly is above 200. There are not enough A&Ps.

I understand the logic you're using when you say you're happy that the standards are high. What you don't understand is how many A&Ps pencil whip annuals, or overlook corrosion or other safety issues all the time. They are overworked, and spend their time focused on a lot of box checking things that do not matter much and not enough time focusing on the things that do.

Let me make it clearer. If you used the same standards for your car, you'd have to get it fully reinspected every year and fix everything. A little corrosion on your hubcaps? Replace all of them (at 20x the cost you're used to). A chip in your windshield (replace the entire windshield at 10x the cost). Etc etc.

Source: I am studying for the A&P and I own a Cessna 182. The regs really do need to change for smaller certificated aircraft (such as changing annuals to semi-annuals). Look up Mike Busch and his videos on what reforms should look like.

I just had my plane in for an annual. No significant issues. Took 5 months. My plane was in the shop for 5 months. Remember, this is required ANNUALLY. That's how bad the shortage is right now. It's bad enough that I'm willing to take 6 months off work to go __become__ an A&P so I don't need to deal with them anymore.

The vast majority of GA crashes are pilot error directly or indirectly (taking off without fuel is "technically" a mechanical issue but really pilot failure).

Equipment failure is pretty low on list.

There's a saying among pilots that on a twin piston (which the 421 is) the second engine is there to get you to the crash site faster.