StParkin

Can you elaborate? From my (admittedly limited) reading, it looks like the major costs to import would be: 1) Cost to ferry the airplane to me, though I think this would apply to a Canadian registered aircraft as well. Something in the Pacific Northwest (Seattle/Portland for instance) would seem an easier feat than getting a plane over from say Ontario. 2) Import cost. From my reading, the cost for a new registration and the import fees shouldn't be more than about $2000-3000 and then maybe $2000 to have the new registration letters applied to airplane. 3) Taxes. My understanding is I would have to pay 5% GST at border crossing then 7% PST to BC if the plane comes from the US. However, sale of used aircraft is taxed at 12% PST by BC so the taxes seem to be a wash. 4) It sounds like there needs to be the equivalent of an annual inspection by a Canadian mechanic prior to issuing an Canadian airworthiness certificate, even if the plane is "in annual" following inspection by US mechanic. Presumably, major squawks would be dealt with in the negotiations during the pre-buy so hopefully no surprises however. I assume this inspection would also cost about $2-3000? There is obviously the extra hassle of having to get new registration, extra inspections, and the time all of this will take. But from the cost side of things, I understand it may be something like a $6-8000 difference between buying a Canadian registered aircraft? Does that seem in the ballpark? If so, it seems like it may be worth the expense to significantly open up the options for available aircraft. Might save that much in a year of ownership if I could find a great plane in the US rather than having to choose from the much more limited Canadian supply (that often seem to be the older models with less avionics upgrades - you seem to have one of the unicorn MSE's in Canada). Thanks again everyone, this is all extremely helpful info!

Good points. I am in Vancouver and ice is a very frequent problem in the winter here. I think a FIKI Encore would be the dream but will depend on availability and how much I can save in the next 1-2 years. I have also been looking at the MSE. Good to hear the J is able to get to altitudes to be able to cross the Rockies, but I've heard the climb really slows down after about 10-12k feet? There don't seem to be many Mooney's at the airport I fly out of (Boundary Bay), so if you ever find yourself in the lower mainland with an hour to spare I would love to take a look at your plane!

Thanks everyone, that is super helpful information. It sounds like there are a number of small improvements to the 252 over the 231 (higher critical altitude and thus slightly better performance, easier engine management, 28V electrical, dual alternators, infinitely adjustable cowl flaps) that justify it's higher cost. A few people talking about the possibility of upgrading a 252 to an Encore. From prior topics on the subject on this forum I got the sense that there was uncertainly about what exactly is required, whether parts for the conversion are readily available, and who is comfortable to sign off on the upgrade. Is that the case? Any updated info on cost for the upgrade? Thanks again. This forum is a great resource with a bunch of very knowledgable members!

Hello all, I am planning to make my first aircraft purchase in the next couple years and am mostly looking at the M20J vs M20K models. I live on the west coast of Canada so there are large mountains going anywhere east, hence considering a turbocharger. I have read about all the benefits of the upgrades that the 252 has compared to the 231, but the low useful load with that model gives me some pause. An Encore would be ideal but they don't seem to come to market all that often and when they do they come with quite a cost premium. So, my question is whether there is substantial differences in performance and engine management between a 231 that has a wastegate/intercooler compared to a 252? I understand there are other differences (28V electrical, second alternator, etc) but I am just referring to engine performance and management. Is there a reason the 252 continues to seem to be so coveted despite the fact that many 231's now have WG/IC installed? Thanks!

Hey everyone, Long time lurker, first time poster. I have been researching the purchase of a plane for years and will hopefully be able to make it a reality in the not too distant future. I am very interested in the Mooney lineup and have read a lot on the different models. This forum has been a great resource, thanks! My mission would be lots of local flights of 100nm or less with occasional (5-7x/year) longer cross country flights of around 5-600nm. I live in Vancouver Canada (so essentially the Pacific Northwest). I would love to make flights up and down the west coast but also have family one province over to the east. This would involve a flight over the Rockies. MEA for victor airways along that route are around 17000ft, but there are GPS routes slightly further south with MEAs of 13500ft so flights would have to be at a minimum of 14-15000ft depending on direction. Given this profile, how badly would you think a turbo is needed? It seems like it would be pushing it for an M20J but what about an Ovation. Ceiling is advertised at 20000ft. Is it reasonable to expect to safely be able to get up to 16-17000ft near gross weight with reasonable climb rates? Or would a turbo be the way to go? I’d appreciate any thoughts! Thanks in advance.