ohdub

I suspect you already know, but in case you don't, WestJet flies to Kitchener. That to me would seem easier and probably cheaper than renting a car to drive across the country?

In the last year or two, most of the approaches in my area have had the circling minimums removed from the approaches. I assume it's because of the unnecessary risk when the other runways have approaches as well.

I guess it doesn't in that case, but closest I've been to another, better equipped airport while departing is 16nm, which isn't much help if you have a serious issue on departure in a single engine aircraft.

I'm not an instructor, so this is just my own experience/observations. As for limits, I don't take off if I can't land back on the same runway, whether that's ceiling, visibility or crosswind, so I would say my crosswind takeoff limit is the same as my crosswind landing limit. I have found that on the takeoff roll, aileron input into the wind makes a big difference, if I don't use enough, I really notice the airplane skidding and weather cocking. If the crosswind is strong, I still have a fair bit of aileron into the wind up to rotation speed. Steve

I'll second the recommendation to use Tri-City Aero in Kitchener. I've been taking my J there for almost 7 years now, they do great work. You'll find the owner, Clarence ( @M20Doc ) , is very active in this forum, in fact he recently replied to your post. As for your radios, I don't know if there is an avionics shop in London, but I always go to Brant Aero in Brantford for avionics work, they are excellent too. Steve

Assuming he was talking about my windows, he told me that my windshield and pilot side window had obviously been replaced at some point and that an incorrect type of sealant had been used. My other windows had the factory sealant.

Was that mine, or was someone else as unlucky as me?

While that diagram is not specific about it, my interpretation would be that the blue arrows would be acceptable entries to the circuit at airports with FSS advisory service. I could be wrong, but I don't know of any Canadian pilot that would consider joining the downwind on a 45 at an airport without a tower or FSS, and I've never heard any instructor mention it as an option for joining the circuit. Steve

It's disappointing, but are we surprised?

I've only used a 2 person Aerox with oxi-saver cannulas in my J, so I can't compare it to anything else, but it works and I don't find it difficult to use.

It never gets to 1,300, once it starts I pull the throttle back and it never goes over 1,000 RPM.

For mine I've found that what works every time is to shut down with the throttle at 1,300 RPM. When I start cranking, I slowly advance the mixture until it starts-usually with the mixture about 1/4 to 1/2 the way in. I don't know why that works for me and that other suggested techniques don't? But that's what I do now and it never fails.

I fly over to Aircraft Spruce (Canadian location), it's a 15 minute flight away. Steve

My experience with ATC zero - Toronto ATC with airspace bordering Cleveland Center and 2 TRACONs. When a TRACON that isn't 24 hour goes to ATC zero, Center takes over the airspace as they do on midnight shifts. They are trained and current on working the airspace. When a TRACON that is 24 hour, or the Centre itself goes ATC zero, the airspace is closed to IFR traffic as there is no one else trained and current on working the airspace. We experienced this regularly during the first part of the pandemic, we'd regularly get notifications that a particular center would be ATC zero for several hours during the midnight shift and if we had any aircraft that would be transiting during those hours, we had to reroute them. Aircraft that were destined to the affected center would have to divert and wait for the airspace to open again. Steve

I have no doubt this was a difficult and disappointing decision to have to make, but I do believe it was the correct one. I look forward to attending again in the future! Steve

I think Oasis Aero in Willmar would be a good place to do it.

I'm another lover of the IFDs, I've had a 440 for almost 6 years I think--got it within a few months of certification. I think it's way better than the GNS's and I found it very easy to transition to the IFD. I read the pilot guide and played with the simulator for a bit and had no trouble. I've never used a GTN so I can't compare.

I have not had this happen. I hope that they are able to fix it for you quickly! Steve

My Mooney is the first and only plane I've ever owned. So no, you're not crazy to consider a Mooney as your first airplane. They are great airplanes and I've never regretted the purchase. Steve

Ads just returned for me as well. My profile shows me as a supporter so I should be paid up, but I don't remember how long ago that was?

I have a mini on the yoke running the IFD100 app and a second mini on a knee board running Foreflight.

Don't you own a Mite?

Mine is wired to the main.

I'm not aware of any here in Canada.

I'm happy with mine. It is wired to the gps, so perhaps that is why mine works well.