Steve Dawson

You never mentioned what your mission is. If a lot of your hours will be flying for breakfast or hamburger runs the J would probably be the best If you have to get somewhere for a meeting or back home were weather or terrain is a factor and there's only a few hamburger runs the M might work. The other consideration would be cargo area and useful load. On my J I can put in two full sized suitcases and a golf bag but it's packed. I haven't any experience with the Bravo but they have more room and a little more useful load.

Do you still have the micro generators on? How much does that hurt your speed? Is it rigged properly?

Thanks guys. Those were the answers I was looking for unfortunately

Did you notice any noise reduction with the 1/4" over the original glass?

Bet they still have smiles on their faces too.

Ken, how is the noise level in the P337 compared to a J or K?

Hey Tom, Great meeting you last week and love your plane. If anyone has a chance to see Tom's plane in person, it's a great example of craftsmanship and clever adaption of "things"

Thanks Nate for publishing this book. I bought it online and read it within a week. Hopefully I'll never have to use the information and techniques you give. Steve

I put mine on after 4 years without it and I maybe lost 1/2 knot. I really like having the step back now. Just makes it easy to get in and out.

I believe Brant Aero installed one in a Mooney a year or two ago. You could give them a call to see who's aircraft it went into and find out if there were any problems. Talk to Dan or Pat Field. BTW the Canadian dollar is at a great exchange rate for US customers if you needed an installation. (519) 753-7022

Great write up jlunseth. Thanks for the information

Congratulations

Glad to hear your both alright

Hi Yves The following was quoted directly Clarence 's post however it's missing now. Not sure how it wound up in yours "Thanks Yves you can post that now" i had no intention of drawing you in to this. Thanks for pointing out the CARs regulation Steve

Thanks Yves, can you post that Just asking you to prove your statements for the specific details and not your opinion. You're the one that gets all upset. I found I was wrong and admitted it. But I try not to make statements I know nothing about. I'll let Bill know as well as Chris the airport manger that you're acting up again and start looking for another hangar. Answer three more questions though, how many mooney customers did you have 5 years ago and how many of them stayed with you and why did they leave? Mooney would probably like to know too. The other thing, don't go into my hangar without my permission again.

Clarence come on. You were only guessing and just like your IFR information you were listening to your hangar buddies because you've never taken these courses. BTW did you delete then change your previous posts to make it look like you know what you're talking about. Especially after I asked you and Yves to post the actual regs? Seems I was the one to actually post the regulations. Have you done this falsifying of documents somewhere before perhaps? By the way , and tell me if I'm wrong (and prove it) but isn't it Transport Canada Aviation that looks after CARs and not the Ministry of Transportation as you mentioned before or I should find this in CARs 600 or 700 as you also stated? I believe that the Ministry (provincial Government) may look after sea planes when they've landed because they're considered a watercraft but I'll be the first to admit that I haven't researched this and only heard it from an informed pilot. Did you change your previous post? Do aircraft mechanics have to take ethics courses and swear to them?

I know it makes sense but it's the government. I remember this question from a few years ago when I was doing some training so that's why I questioned it and Clarence. Ok Yves I had to actually find out myself because of some of the fictitious statements on here so that's why I asked for actual quoted specifics in regulations and not from someone's hangar buddy or some hearsay. It's actually under CARs 401.26, .30 and 401.47 Division VI — Private Pilot Licence Aeroplanes — Privileges 401.26 The holder of a private pilot licence — aeroplane may act as (a) pilot-in-command or co-pilot of an aeroplane of a class and type in respect of which the licence is endorsed with ratings; (b) pilot-in-command of an ultra-light aeroplane; and (c) pilot-in-command or co-pilot of any aircraft for the sole purpose of the holder’s flight training or flight test where (i) in the case of flight training, (A) it is conducted under the direction and supervision of a flight instructor qualified in accordance with section 425.21 of the Personnel Licensing and Training Standards respecting Flight Training, and (B) no passenger is carried on board, and (ii) in the case of a flight test, (A) it is conducted in accordance with section 401.15, and (B) no passenger is carried on board. As vague as it is I stand corrected on this. As far as the other information on take off and landing minimums I was right.

I feel you're right Andrew more training is good. I'd still like to see what Yves has found too.

Clarence here's the CAR's reference. 421.46. It's easy to find. There's nothing in there that states that to obtain your IR you have to have a night rating. As far as what a general aviation pilot with an IR can fly in it's under the CAPs. Just clearing things up. If you can't prove what you say don't say it. Better yet get an IR. I'll help you if you want.

Show me Clarence specifically where you can't fly to the standards I mentioned under just an IFR ticket. I've done it legally a few times. I'd have to check but I believe that flying down to the CAT ll and lll minimums the aircraft company has to be approved by TC the aircraft has to be equipped properly and the pilot (even a commercial rated) has to be trained. Prove it by referencing a TC document.

Can you show me where in the CAR that it states that you can't fly at night if IFR or that you have to have the night endorsement? As far as the visual reference In Canada with an IFR rating you can depart with 1/2 mile vis and land at a minimum of 1/2 mile and 200' if your plane's equipment properly or even lower if properly equipped aircraft and trained. Then from takeoff to landing you can be in IMC the complete distance between. My apologies to Amillet for my contribution to the thread drift.

Hi Yves I'm curious too. I've never seen it in the requirements to obtain your IFR ticket or any restrictions after you have one. Ask them to quote the actual regulation. Steve

Yves That doesn't tell you if a person with an IFR endorsement only can't fly at night. It only tells you that you can fly at night with the minimum endorsements as shown in 401.42 then add the night rating. Also under the requirements of IFR there isn't anything restricting night flying nor a provision for testing or specific questions on the exam. I know you can use your night instrument training hours towards your IFR training. Steve

Very sorry to hear about your client.

This isn't correct. You can fly at night once you have your IFR even though you haven't your VFR night rating however you still have to do 5 take off and landings within the previous 6 months before you take passengers