Jcmtl

That’s funny. I was having issues with pigeons on my patio at home and started shooting them with an airsoft gun. They didn’t die but the word probably spread in the pigeon community and now almost no birds land here.

No just prop, engine can run “on condition”.

Canada doesn’t either, and i think that Canada and the US represent the vast majority of GA in the world but could be wrong.

I actually had a similar issue. Aircraft was in canada outside of annual. FSDO (nearest one to where the aircraft was physically located) refused to issue the ferry permit and said that the ferry permit should be issued by the canadian authority since the aircraft was going to be flown within canada. It was easier to fly in the IA which is what i did and he signed off the plane without me having to move it.

Wow, i was not far away in the vintage camping area when i heard a loud thump, saw black smoke, and a minute later 2 firetrucks rushing towards the area. Everyone was speculating as to what happened. I never expected a mooney on the ground to be a casualty. Glad you and your family are ok. i found it a little weird that the organizers never actually announced what happened. I thought for sure during the airshow they would say something.

I am from montreal and have done the trip to and from the US at least a dozen times. Like some have said, do not fly into CYUL, landing fees in the hundreds of dollars. I would clear customs either in Cornwall CYCC, Bromont CZBM or Mirabel CYMX. Call the canpass number and let them give you some options but those are the ones i use. If CYHU is an option for customs, go there and leave your plane there at the Pascan FBO. Someone mentioned something about not saying Mooney Nxxxx, I say Mooney Nxxx all the time and they are not phased by it. In fact, they will ask you what type you are flying and that just saves some time. Some people speak french on the radio in quebec which i find to be completely ridiculous given that lots of pilots on the radio can't understand it. Other than that, flying in Canada is virtually identical to flying in the states. If flying into an uncontrolled field, the pattern entry procedure is different. In terms of xpndr, only mode c is required, nothing else. When you land, you call the same canpass number (you don't need to be a canpass member, but that phone number is for all ga arrivals) and tell them you've landed, that's literally it. Going back to the US is the most annoying part. Filing eapis, calling customs at least 2 hours before, making an appointment, advising if the time changes, etc... Edit: just realized you said you are flying for work, if work is paying your landing fee then by all means, go to CYUL and spend $$$ parking at one of the FBOs there.

it says that CANPASS - private aircraft is not discontinued so i think you are fine.

I lean based exclusively on CHT, which I try to keep in the 340 range (for no particular reason other than it sounds like a good number). In the winter it means I can fly WOT, 2400 rpm and lean pretty much immediately after takeoff, and even then, the temps struggle to stay above 300. In the summer, I am also WOT - 2400 rpm and only start leaning once the CHTs start dropping which really depends on OAT. In other words yes, I lean at power settings above 75% without any issues (yet).

My tail was full of bird shit yesterday and i also decided to tackle this problem. I noticed i had a bird nest in the tail which i guess keeps the birds coming back. I cleaned that out (even found three eggs) and got a pool noodle to block the access. I got one of those pressurized garden sprayers to clean the mess and that worked great. Im hoping that without the ability to set up a nest the birds will go shit on someone else’s plane.

I agree with everything @carusoam said above. I have a C and i’m in Canada so i know all about cold starting and flying in oats around -20c. Other than preheating, you don’t really need to do anything else. I flew a few days ago and it was -18c and the oil temp stayed in the green the whole flight. CHTs were struggling to stay in the 300s and the cabin was absolutely freezing. Not sure you can do anything about that other than simply not flying in temps that cold.

I think that's the nature of doing work on an airplane. I also redid the panel last year and also had issues with the pitot static system come up requiring some new parts. Ended up spending about 10 thousand more than the initial quote. I'd say you should ask for a detailed invoice and scrutinize every hour of work in there to make sure you aren't being double billed or billed for something that should be repaired by them under warranty. Maybe you can save a few thousand. Other than that, as others have said, take your business elsewhere if you aren't happy. I should also add that you don't need to deal with an MSC for avionics work. A good mechanic with experience can work on any airplane.

I’d set 30-40 aside for the engine. Another 30-40 for avionics, interior, and the inevitable maintenance issues that pop up in that first year post hibernation. For example, pitot static leak, fuel drain leak, scat tubes needing replacing, badly rigged, rusted or broken engine control cables, water leaks around the door or windshield, etc… this is without a paint job or fixing any corrosion issues.

Maybe someone can correct me but weren’t 1969 and 1970 the “cost cutting” years ie. non flush rivets on the wings, etc? is the engine 3000 smoh? i think id pay 35k and prepared to spend 70k bringing the plane back to life

At my field there is a mechanic that works out of his truck and drives over to the plane. I supply the oil and filter, he does it for $50. I dont even have to be there. He texts me when it’s done.

In canada it’s common to mention your position relative to everyone in a pattern at an uncontrolled field (maybe it’s the same in the states?). if i was the 152 i would have said i was turning base/final, and that i was number 1 and possibly would have told/ suggested to the guy on the long straight in to join the pattern the correct way ie 45 degree downwind or overhead the field and joining downwind that way. The fast guy wouldn’t have risked his life mowing down a slower guy on short final. Nobody should be going straight in at an uncontrolled field unless theyre sure nobody else is in the pattern.