dsimes

After 20 years, C-FPXG needs a new owner. I have recently retired and will be spending time in AZ and Manitoba. Unfortunately, PXG is located in Calgary Alberta, and the partnership will no longer work due to geography. This has been a well maintained aircraft with Mooney Service Centre Annuals and considerable work completed. Contact me at dave.simes@gmail.com , not this forum list, as I rarely check it. $40,000 USD, Specs are on the pdf attached. 480-699-6477, Dave. 1964 Mooney M20E Super 21_PXG Nov 2015 FINAL.pdf

#242 in Calgary. C-FPXG. 17 years now.

I was told this was an 'anti flutter' component. Anyone aeronautic experts out there?

BorealOne, great post. You got it nailed. I've flown PXG into Churchill back when I lived in The Pas, CYQD, but no further north. I've seen Yellowknife and Inuvik in the summer, but I went commercial. Lots of nothing up there. I think it's great that we can show our southern brothers and sisters how versatile our aircraft are. Say hi to Joe and Mikey. Cheers.

My coldest Mooney takeoff was at -34C. Field elevation was 850 asl, but density alt was way below sea level...I dont remember the figure. It quickly warmed up to -20C by about 1000' after a very short takeoff roll. We used to fly practise CASARA missions to -25C, but the real thing had no limits, it was pilot discretion. I never had to make that call. The most important consideration is not the aircraft, but what you will do with yourself overnight waiting for rescue. Days are short when it is that cold. As you saw with the Antarctic with the sad Borek mission, it could be a while. Also, things break when it gets that cold. Gear doesn't work as well, condensation inside instruments adds stress, you can rush your preflight, windscreen will fog up if you dont have a blower, your headset gives you an ice cream headache, does your destination have a hangar, the list goes on. The upside is clear crisp skies, exceptional performance (watch overboost on turbos), no bumps, and no bugs to clean off after. There is also an infinite number of pillowy soft places to land if the fan quits. General rule of thumb, if you see an IRS guy with his hands in his own pockets, it's too cold to fly.

I had this happen to me in flight a couple of years ago. It sounded like 6 badgers fighting over a rabbit! Scared the bejeepers out of me. I had the cable replaced, can't remember where it came from, but also had the tach wired to the extra channel of my EI fuel flow gauge. Works like a champ, and if it ever happens again, I will have redundancy. And it won't scare me as much.

Is this still for sale?

I need one. Can anyone help me out? Sorry, I don't have a part #. 3 days out of annual and it quit. Arrrgh.

How much $ was the cowl closure and what was the labor component? I am in the market for that mod. Thx.

Scottsdale to Calgary, Saturday, April 21,2012. Departed SDL at 7 am to OGDEN (N of Salt Lake City), 3.9 hours, severe clear, very smooth. OGDEN to Great Falls Montana, KGTF, 2.9 hours at 12,500 with O2, moderate turb due to daytime heating and ridges. KGTF to Springbank (CYBW), 2.0 hours, flat, smooth. Landed just after sunset. Customs, phone call and cleared. Total time in air, round trip, 19.8 hours, 2,662 nm. Experience, PRICELESS! Bucket list, check. Ya baby.

Additional note on border crossing and arrival at customs. It would make sense to plan a leg stop near the border, say within 100 miles or so. Take a break, double check your eApis and passports, relax and refile as needed. If you plan to be at destination 15 minutes early, you are still within the window with 30 minutes to spare. Again, you can amend in the air. Finally, I do not think you will go to jail if you are on final and getting close to your filed window.

Re: 15 minute window with border and Customs. It's a 30 minute window...15 on either side, but don't worry about it, as you can update in the air. In fact, ATC (Seattle Ctr?) prompted us a few times if we wanted to update our arrival time. They are real pros. Re: trapped in Calgary till 4 am. Don't feel bad. I've been trapped there for 8 years. Really though...we were loaded up pretty close to gross so we wouldn't have been able to help. Unless you are an 80 pound double amputee. ; - ) Re: Las Vegas airspace. Do not call centre to activate your flight plan until you are well clear of the field, despite the fact that you may have at least 2 radios and a copilot capable of working all of them. It's still biiizzzzyyy. Cheers all and we are really looking forward to putting the compass on N and following it. Golf, DBacks, sunshine will have to wait until next time.

We left Calgary on Friday the 13th at 4 pm after the snow plow cleared out the front of the hangar. Eapis and paperwork was all filed. We poked through the Rockies into the Elk Valley by Elkford, then into the Columbia Valley at Creston, BC. We were bang on our estimated border crossing time and 7 minutes late into KGEG, Spokane, to clear customs. I understand there is a 15 minute window for customs. No problems at the border, still a couple of hours of daylight, so we filed vfr to Boise. Unfortunately, due to a lowering ceiling and darkness, we came up 60 miles short at Council, Idaho, U82. No cell phone service at the airport, no people or terminal at the airport, just a few coyotes. I had a bugger of a time getting sat phone connection, but eventually it came on line. If you have never been to Council and the Starlite Motel, I would recommend it for your bucket list. Saturday morning, into Boise on a clear day for breakfast and fuel, and to plan our next leg to North Las Vegas, KVGT. I will spare the details, but a 450 nm leg turned into 4.7 hours in the air, despite 175+ knot ground speeds. Low ceilings, ridges, Restricted airspace, really turned the leg into an exercise in navigation. My copilot and co-owner did a fantastic job of working the radios and charts and Foreflight (which we are 1000% sold on) and keeping us out of a jam. We landed with 10+ gallons, which was a 0.8 gallon difference on our FS450. For those of you who want to comment on using a fuel flow monitor for fuel consumption, I routinely fly 500+ nm legs and find it to be very accurate. Our final leg plan was from KVGT to Needles to KSDL. Las Vegas airspace is quite complex, and having Colin work the radios was fantastic, especially after almost all day in the saddle. The remainder of the flight was very smooth and uneventful, and landed at Scottsdale just before dark. The scenery was outstanding, the experience immeasurable. ATC was very professional and accommodating. We have a Spot that kept our friends and family informed of our progress, so they didn't worry. 10.9 hours in the air total. Alberta, British Columbia, Washington, Idaho, Nevada, California, Arizona, all in 24 hours. CFPXG performed flawlessly. Our return route will likely be easterly, through Denver, spend the night with my sister at Aurora, KAPA, and finish up on Saturday. Depending on routing, that will be pretty close to 1500 nm. Great experience!

A company called Aerotex did it. I took the old glareshield in and said quite simply, "snaps must be in exactly the same location, and add 2". No pattern. Any upholstery shop should be able to do it.

I just had this completed in Calgary. We bought a PCAS and the old glareshield simply did not have enough room for it. Now I can put a hat, SPOT, charts, whatever. First picture is old and new sitting on the wing: the new glareshield has been extended 2". Second picture gives context to the installation. It is made from a closed cell foam, which is quite rigid, but Aerotex said they would also glue a light gauge plastic backing for more rigidity. Upholstered with CARS FARS compliant burn rated non glare bitchin' material. 200 bones. Heck of a deal and works great.