N9453V

Thanks! In Canada, there's a number of key phraseology differences... Instead of "climb and maintain..." or "descend and maintain..." you'll often hear "re-cleared..." Instead of "descend, pilot's discretion..." you'll hear "when ready, descend..." Instead of "line up and wait..." you'll hear "at the threshold, line up and wait..." Instead of "radar contact..." you'll hear "radar identified..." They like saying "check that" instead of "roger that" and of course decimal instead of point. I try to use their phraseology when flying there, but sometimes I forget... Thank you! Ugh, parking has become a nightmare at Springbank, I'm sorry to hear the pricing went up again... There aren't many good options near Calgary especially if you want a 5000ft runway and an ILS... Thanks! I can't help talking fast on the radio... far too much time spent flying into class B airports and busy airspace (SFO/LAX/NYC)... My first time flying into Hay River, NT, the CARS operator (basically a weather reporter and not ATC) asked me to speak slowly since he wasn't used to fast talking pilots... I should post that video actually. -Andrew

I've been there a few times since my reply way back from 2011. Curfew from 2300 to 0645. Landing fee doubles from 2200 to 2300. Ferry runs from 0515 to 0007. Landing fee for pistons is $14.70 (they'll send you a bill in the mail): https://www.portstoronto.com/Airport/For-Pilots/Landing-Fees.aspx Porter FBO was $35/night last I was there. That may have changed, so call to check: https://www.flyporter.com/About/Porter-FBO?culture=en-CA If you're staying longer, you may want to consider Buttonville airport and renting a car, it's much cheaper: http://www.torontoairways.com/private-jet-aircraft/ Let me know if you have any other questions. -Andrew

Actually, it is: http://www.cbsa-asfc.gc.ca/do-rb/offices-bureaux/651-eng.html The smaller AOE's which can accommodate up to 15 pax appear on another list on the CBSA website: http://www.cbsa-asfc.gc.ca/do-rb/services/aoe15-eng.html I also highly recommend CANPASS: http://www.cbsa-asfc.gc.ca/prog/canpass/privateair-eng.html At YYC, the minimum landing fee is now $92.50 CAD (http://www.yyc.com/Portals/0/Tariff%20January%202016.pdf) in addition to the $10 NAV CANADA terminal fee. Esso's AVGAS tank needed replacement and they opted not to replace it, so Shell (now Signature/Landmark) is the only provider of AVGAS. Their ramp fee if you take less than 200 litres is $135 CAD. So you're looking at $250 CAD after tax for one landing. -Andrew

I fly to Springbank regularly from the Seattle area. I use Executive Flight Centre (http://www.executiveflightcentre.com/Springbank#ad-image-0). Last time I was there (January), it was $35/night CAD, with the first night waived with fuel. Fuel price was $1.92/L CAD (GST included). I'd suggest you give them a call. If you haven't flown to Canada before, ensure you have the CBP Decal, comply with eAPIS and have both the FCC Restricted Radiotelephone Operator Permit and FCC Aircraft Radio Station License. Springbank is a CANPASS only airport (so you need to be a CANPASS member to clear customs there); if you decide not to join, you'd likely want to clear customs at Lethbridge. I'd avoid Calgary International at all costs. With landing fees and ramp fees, a single landing would be around $300 CAD. Let me know if you have more questions. Edit: Here is a video I did a while back about landing there: -Andrew

Thanks everyone! It was a great trip and I highly recommend it. Oscar, that was actually one of the DC-3's, but I did see the C-46 at CYZF. Eldon, I did this trip over a month ago, so back in the Seattle area now. I frequently travel to CYBW, but haven't been to Edmonton since they closed CYXD. -Andrew

Landing at CYBW (Calgary/Springbank, AB), CYQU (Grande Prairie, AB), CYHY (Hay River, NT), CYYE (Fort Nelson, BC), CYXY (Whitehorse, YT), PAOR (Northway, AK), PAGK (Gulkana, AK), PAMR (Anchorage/Merrill, AK), PAWD (Seward, AK) and PAUN (Unalakleet, AK). http://youtu.be/h1Ykmb3heW8

201er, You don't need an instrument rating to FILE IFR, only to act as PIC of an aircraft operating IFR or in IMC conditions. The dispatchers filing IFR flight plans for airlines don't need an instrument rating. -Andrew

Bob Davis, at Davis Aircraft in BTR helped me maintain my Mooney for many years when I lived in Baton Rouge. His number is 225-413-3319. His hangar is located in the back corner of the NW T-hangars. If you need a Mooney Service Center, then Don Maxwell at GGG in Longview, TX would be my recommendation. -Andrew

Whenever I flew into MIA, I was always assigned a SID but never ended up flying it since I was vectored. -Andrew

My goal is about 300 this year. I need 1500 total for my ATP by the end of July 2016 so about 360 hours to go and 25 multi. -Andrew

Thanks, you're correct that it's not mandatory to read back the altimeter setting, however, the AIM recommends reading back altitude assignments (which are predicated on having the correct altimeter setting) and numbers, so I always do in US airspace. Canada is different, however, they seem to discourage reading back anything more than clearances and hold short instructions. AIM 4-4-7. b. ATC Clearance/Instruction Readback. Pilots of airborne aircraft should read back those parts of ATC clearances and instructions containing altitude assignments, vectors, or runway assignments as a means of mutual verification. The read back of the “numbers" serves as a double check between pilots and controllers and reduces the kinds of communications errors that occur when a number is either “misheard" or is incorrect. -Andrew

Flying at dusk from HYI (San Marcos) to SAT (San Antonio International) in a Mooney M-20 with ATC audio. For the best experience, turn audio and captions on. http://youtu.be/J6WKZ4xVL_4

That's true, but if you're there for a week, it's $300 at OPF and around $157 at MIA (including the difference in fuel price). -Andrew

Per Don Maxwell on the Mooney Ambassadors Facebook page, "All built in Kerrville, flown, disassembled and shipped to China a crew was sent over to assemble it." Mooney has spent millions on the facility in Kerrville and have stated that at this point M20 manufacturing will remain at ERV and M10 manufacturing will be at CNO. -Andrew

Thanks, 52H. Yah, I've had the same experience in Florida. Just like in the video, I'm almost always offered a vector before I even request it. The controllers are great and work around the weather. -Andrew

Thanks, Yves. To answer your questions: I used Landmark Aviation (the only FBO at MIA). I was the only single-engine piston on the ramp, but they treated me great as always and honored my fuel discount (I use them extensively at SAT and other airports around the US). I paid a $26 landing fee, $5 security fee and $15/night. They had a $40 ramp fee for a Mooney, but waived it with 7 gallons of gas (since the gas is about $3 more than at other airports.. around $9/gal if I recall, it ends up being equivalent to about a $21 ramp fee). Since the overnight parking was about the same as HWO or TMB, I paid about $52 to land at MIA, cheaper than landing and parking at YVR. I was originally going to use OPF (Opa Locka) but the cheapest quote I got for overnight ramp parking was $50/night, so MIA was much cheaper and it was the closest airport to my destination. MIA is a very easy airport to get into and out of because of the 3 runways. Most airliners use 12 or 8R during east flow and 30 or 26L during west flow, so you can expect 8L/12R. It's an easy taxi to Landmark when you turn right after exiting 8L. I've also used FLL (Fort Lauderdale International) and it was much more congested due to the single runway when I was in there. -Andrew

Approach and departure from MIA (Miami International) in a Mooney M-20 with ATC audio. Approach: LOC/DME 8L, Departure: 8L with vectors around weather. http://youtu.be/C9suhWNIj1U

Hi Carl, If you can't find anyone closer to Minden, I may be able to help you out. I've done a lot of ferry flying from coast to coast and have about 800 hours of Mooney time (including other E's). I'm based out of Seattle at the moment. Feel free to email me: n9453v@gmail.com -Andrew

I've used John and Martha for everything from Private to ATP. My lowest score was 93% on the ATP written. They are by far the best. -Andrew

Around 250-300/yr in my G model and around 50-100 in other airplanes. -Andrew

Mooney has invested millions in upgrades at ERV, I think it's very unlikely that they'd do this if they had plans to close ERV. Also, the M10 is positioned as a trainer and entry level plane, they need something for those pilots to upgrade to. -Andrew

Gary, while you are correct that night flying does have its risks, they can be managed and it can be very safe and enjoyable. When you landed on the taxiway by mistake, was it lit? I thought all taxiway lights were blue. Looking at my logbook, of the 1087 hours from the last time I updated it, 191.5 (almost 18%) were at night. I love night flying and thankfully I've never had an incident. Personally, I do the following to manage risk: 1) Almost all flights are on an IFR flight plan or those that are VFR are operated as if they were IFR. 2) If going into an unfamiliar airport, I will generally fly an instrument approach if conditions are VMC. 3) I try very hard to avoid airports without a VASI, PAPI or ILS/LPV approach and if possible I pick larger airports with ALFS-2 or similar approach lighting. 4) I try to only use runways of at least 4000ft or more. -Andrew

As much as I prefer metal airplanes, with the 4000+ hours of labor, they just can't build a metal Mooney at a price point that makes sense for the training and entry level market. When I look at the M10, I see a lot in common with the M20 and I see it as a great way to attract new pilots who may train in the M10 and then buy an M20. Cessna doesn't make a lot of money selling 172's, but pilots who train in a 172 may some day buy a Caravan or a Citation since they know and trust the Cessna brand. They aren't going to make everyone happy, but I'd much rather see Mooney building and selling both M10's and M20's than go back to a mothballed factory with 11 employees keeping it going. -Andrew

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