DXB

Hi - In a couple of weeks I'm going to Montreal for work, very likely filing IFR for the trip there. I'll be new to flying outside the US and have read all the basic regulatory stuff and gotten the necessary docs and customs sticker. What I'm hoping for guidance on: 1) Getting in and out of Montréal-Pierre Elliott Trudeau International smoothly, including any experiences with customs, FBOs, and fees at that particular airport 2) Any gotchas regarding operating in the Canadian airspace system that would throw off a 1200 hr instrument rated private pilot. Many thanks in advance!

Huh. Interesting post. Seems like the original brass color portion of the thread on the OP’s version allows one to measure the ideal depth of the thread. I wonder how that compares to the depth of the thread in the P5000, which is on my plane. I couldn’t find these measurements anywhere- could someone post them?

Does reduced efficiency in filtering <=25 micron particles have any consequence at all for engine wear? I have no idea but I bet someone here knows.

http://griggsaircraft.com/fabrication/mooney_bladders

Agree - recently there no perceptible oil residue in my exhaust, and but #4 was clearly burning a ton due to coked up oil control ring not clearing oil from the combustion chamber. Were any TOP plugs oily? That may be a good hint.

I think so - it was a bit tough to read when 100LL was dripping in my eyeball though

Fixed! thank goodness it was the drain valve and not the nipple of the bladder or some other source. Here’s the part for future reference for bladder owners: F-391-18

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I have the 27.4 gal/ side Griggs bladders in my C. The fuel drain valve on one side just started leaking pretty briskly. I believe the part is distinct from the valves on the factory wet wing. I don’t think it’s sediment holding the valve open - tried to clear it multiple times without success. I suspect the o-ring is toast. Anyone have the right part number to replace the o-ring or the whole valve as necessary? Anything else I might be missing here?

Wow interesting and elegantly simple. Not sure if any downsides to paint bonding? If not, a hotpot in my hangar may be warranted. I use the expensive blue jug of Aero Cosmetics Wash Wax all, which seems mediocre in performance for this task. When the jug runs out this summer, I may switch to pledge or something else in this thread.

I distinctly recall your prior abhorrent experience with that particular MSC, which led me to stop using them.

Lest one think this was a victimless crime, consider the career impact on the millennial marketing dude who recommended sponsoring that buffoon to plug the company's wallets . The wallets themselves actually seem pretty sweet (my free plug here out of pity) https://ridge.com/

What an awesome plane, particularly with the history of Captain Moyer being the previous pilot. I were in the market for a short body again, I would find this plane irresistable.

Apparently power loss happened on takeoff at Central Jersey Regional on Saturday, pilot is ok. Anyone have details? I go in there occasionally because it has cheapest fuel in the area. https://aviation-safety.net/wikibase/312151

Unplug it before it turns on us

What you describe is a striking example of the "argument dilution" effect: the human brain erroneously averages the strength of weak vs. strong evidence in considering a viewpoint rather than weighting each piece of evidence based on strength and then treating them additively. I recently learned about this from a fascinating discussion of this phenomenon on the NPR show Hidden Brain - a transformative insight that I now consider when trying to support any viewpoint or assertion. I suspect good trial lawyers know this stuff intuitively. https://hiddenbrain.org/podcast/less-is-more/

Despite the relatively modest hours (5k) on my 55 year old M20C, one thing that worries me about this geriatric bird is that the spar must be inspected annually for continued airworthiness - seemingly a very reasonable requirement. However, there is a portion of the spar that cannot readily be inspected. There was someone here who stripped his tanks for reseal only to find a corroded spar under the sealant that totaled the airframe. That part of my spar is now hidden by bladders, and I'm sure no one looked under the sealant before they were put in.

That's a pretty good idea. And now with so many folks going with a left Surefly that's good for 2000 hours, just having a spare right mag ready to go may be all that is needed.

Trent continues to fight it further in federal court - the pending case puts the suspension on continued hold and further enhances Trent's profile - and whether he ultimately wins or loses, his skill in monetizing his aviation folk hero status on social media will likely more than offset the expense of protracted litigation. I bet his end game is a US Supreme Court case, not a victory in the next round, which would make us forget him far faster And right or wrong, anyone fighting to emasculate federal bureaucrats through legal channels is a bit of a hero in my book

It seems most likely to lead to nothing, but the FAA and other bureaucracies do inexplicably capricious things at times - for instance look up the ongoing Trent Palmer saga. The NASA (ASRS) Report does provide a nice get out of jail free card for one unintentional, non-criminal screw up every five years. Filing is super easy, can be done within 10 days of the incident, and has no downside at all in your situation: https://asrs.arc.nasa.gov/report/caveat.html?formType=general I've probably filed around 3-4 times over the years for my more significant screw ups that ATC brought to my attention, even though I've never been given a number to call.

A few related thoughts: = file the NASA report ASAP - it will get you off the hook in case of an enforcement action since you didn't do anything willful or egregious - Consider that you have 24 hours to make the call after being given a number- it provides enough time to consult AOPA pilot protection svcs, aviation lawyer etc. - probably advice most important for the pros but still may be relevant here - I've had pretty good luck in the past using my iphone with the engine idling to get my release, though it's not fun. Now that I have a Bose A20, I probably should try to get that configured for phone calls by Bluetooth. - Try to avoid using the cellphone for clearance at a nontowered field whenever possible - make use of RCOs etc. - Nontowered plus IFR usually means it's not busy enough to make using the cell phone a problem. - If its easy VFR and lots of traffic, try to pick up the clearance in the air. - The scenario of no cell coverage PLUS no working ground frequency has come up for me in northern Wisconsin once - That particular mVFR departure into hilly terrain had to be planned very carefully, would not care to repeat.

saw this meme, reminded me of the OP's video

Exactly as I was about to suggest You will love having the close option, as long as you are very disciplined in choosing when not to use it. 2764 is pretty short, but 25ft is very narrow!! It's nice that there aren't obstructions however, and your short field skills will progress much faster than they would have otherwise.

https://www.newscientist.com/article/2370784-japanese-hakuto-r-spacecraft-seems-to-have-crash-landed-on-the-moon/ I think it just crashed - admin probably should move this thread to the safety and accident discussion section, and please be sensitive in your comments - we don't know yet if anyone on the lunar surface was hurt

Hi - If you have them, I'd like to buy: (1) the complete adjustable cowl flap system (I do not need the flaps themselves) - I have a '68 where they were in fixed position and I want to convert them to adjustable. (2) the metal duct tubes on each side that blow air on your feet on each side and are controlled by a butterfly valve near the end (the butterfly valves in mine a broken).