ChristianGodin

I have the same airplane 77J. I don't plan. I just make a check when I have to. Approx, Insurance is 1900$, annual 2500$, miscelanious repair every year 2000$ plus gaz. No reserve for engine or big repair. Engine has 250 hours since overall, instrument has been updated and the paint is one year old. I am flying approx. 100 hours per year.

I am flying a 201. I have never flown any other type of Mooney. When I am in downwind I slow down to 130 knots approx. and then put the grear down. If I don't put the gear down, the airplane does not slow down unless I would reduce the trottle excessivly. How come this does not wake up every one that forget to put the gear down? I am asking because I want to know what could happen to me that I don't realised! Also does any other type of Mooney react differently, I mean slow down easily even if gears aren't down so that one could more easily forget the gears?

Does anyone know something about the GWX68 or the new GWX70. Can it be install on a Mooney? Is it up to the more expensive device?

Does any member from canada has gone through importing an airplane from us to canada? I ham looking to buy a model dated 1995 and younger an import it in Canada (Quebec). - Is it possible to do it myself or a lot preferable to go through a broker? - What are their fees normally for a $ 200 000 airplane? - On top of provincial and federal taxes what should I budget as miscellaneous importing expenses? Thank you

I leave in Montreal, Canada. my J is allways in a heated hangar. I have the same problem. Stain on the passenger side and smell in the cockpit. My APP tells me I don't have to do anything before it leak. For those that when through, is it better reseal or bladder? And what is the average cost?

My partner in our mooney has a Mirage 2010.. It is a big step up from the mooney. 200$ per month is really under estimated but it is the natural step up after our mooney. Next is a turbine. He (my partner) is looking to trade it for a Pilatus. Make sence to me... I will appreciated it. Especially because I will fly that next step up without having to spend a whole lot for it... Go for the next step...

A quick precision A DA for an LPV in Canada is as follow as an exemple: 400 (312) 1 Which meen: 400 MS, 312 AGL, 1 mile of visibility In us a DA for an LPV, as an exemple, I see: 835/60 509(500-1 1/4) I would say 835 MSL, 509 AGL, 1 1/4 mile of visibility. What does the /60 and the 500 stand for? Thank You

Thank You Is a LNAV/VNAV a precision or a non precision approch?

A few questions for the pros. I am kind of mixt up with LNAV LNAV/VNAV and LPV 1) How can I see directly on my 430 if it is WAAS? 2) if my 430 is WASS, am I allowed to do a LPV? 3) LNAV VS LNAV/VNAV: How do I see the difference on my 430. For both approch I get a glide slop on the 430? Thank You

For the raft, one of the FBO rent some at KFPR. Don't remember which one. Also Survival product inc. at 954-966-7329.

Hello, Anyone could tell me if there is a ways to get the tops of the cloud for a specific area in the State? In Canada, you go to nav canada, at the following adress, clik on: "Graphic FA", and you get a good idea of the tops and the freezing level. Is there anything comparable for the US at some website? http://www.plandevol.navcanada.ca/cgi-bin/CreePage.pl?Langue=anglais&NoSession=NS_Inconnu&Page=forecast-observation&TypeDoc=html

It's only the Encore that is allowed to be FIKI. The other 252 can not be. Am I right?

It's nice to have.... There is a cost to "it's nice to have"; of course. That is what aviation is all about. This is the way I am tinking. Remove all the "it's nice to have" and I stop flying. The cost of a 252 compare to a 201 seems to be not more than 2.5 gallons an hour plus 2 to 3000$ per year in maintnance plus TBO at 1800 hours. These are "nice to have" that I can affort; more than a brand new Garmin 500 or aspen stuff... There is things that I will remember. Cloud top in winter goes far up; I was not experimented enough to know that. I gess that in mid season like mid fall, it is probably still in the range of a 252. Am I right? Also this last post says that there is days that you don't take off. But there is still days with 2 to 3000 feet layers that without turbo (and TKS) one gets less options in case of miss reading the forecast. This is enough for me to make my choice. I am trying to use the airplane for work as much as I can to justified the investment - also tax wise. I do accept some mandat at 3 to 400 miles that I would not accept otherwise. I just love to work when it involved flying a few hours during the week. I just hate when I have to drive. Thank You all of you...

Since I never own a turbo Mooney TKS equiped, no I don't realised the cost of inadvertand. I know that is probably 50 to 70% more than the 201. Also the purchase price is pretty much the same; 50 to 70% more. My understanding of the answers that I get from Mooney Spacer is to forget flying IFR in season other than summer here in the north east. But I am not convinced. Often I take off and to be on top all the way I have to climb through a layer of 3000 feet with 2000 under to get out in case of whatever, than climbing in clear air for 12000 feet to be on top all the way and get back down VFR at the destination. Does it make sence or am I unaware of unplanned possible situation? Also with long range thanks, one can fly on top away from potential icing area in case of unplanned situation.

Good tips... I will do that for sure. I read that TKS is a plus but does not raised your chance of taking of less replacing experience. What about turbo to stay on top on a long trip to cross high cloud and decend in clear air?

I am flying a 201 in Montreal, Canada (North East). I fly mainly VFR, marginal VFR and "light IFR". Since I am leaving in the North East, the icing season start early in the fall and finishes late in may. It scares my to take just to take of when the freezing level il low. I am thinking of having TKS, of course not to volontarily enter in icing condition but as a security. On on the otherside even if there is low terrain wherever I go, a turbo to stay out of cloud would be nice. I dont need to go that fast and I don't like to spend a lot on gaz - in Canada gaz is more expensive, approx. 8$/gallons at cheap places. We sees a few 201 on the market equiped with TKS and a lot of redondancies. An airplane cheap to run. My other choice (the one I stick coming back) would be a 252 or encore still cheap on gaz with more on maintnance. I know that it is a classic question but I'd like to hear from the experience IFR flying single engine pilot if my thinking is on the notch or ridiculus. Thank You

First week of november

Is your airplane still for sale? What is your crusing speed on this tks equiped 201? Thamk You

Thanks I am flying down from Montreal, Canada.

I have never landed at a class B airport. I need to pick someone up there. I will be coming in IFR. Anyone knows that airport. Is it very busy? Is there any fees? Should I land at a nearby class D airport instead and ask the person to take a cab? Thank You

I have been flying a friend's 201 for the last 2 years approximatively 200 hrs with 120 VFR an the last 80 hrs were IFR. I am getting ready to move up. My need is not for speed since I have enough with the 201. Commun legs are 150 to 300 miles. I am from Canada and I am flying in spring summer and fall. I use the aiplane mainly for fun with some trip to meet customers (which could raise in the future). I prefer flying over the weather and I am scare to death of ice. In the 201 at 4000 feet I start loosing climbing power. My budget is around 200 000$. I feel like an Encore with tks would do the job. Anyone has any thoughts?

I stop by the mecanic shop "Griffen Aviation Service" at the airport of Hyannis, Massachuset. The problem was, indeed, a foule spark plug and the injecter of the same cylinder that was partly block. Thank You all. N.B.: These guys at Griffin gave me a very good service.

I was flying at 7000 feet, and MP was 21 approx., RPM 24 and FF 9.5. Then I raised te FF at 11 and EGT remained pretty much the same. When I started the decent, the airspeed raised and the EGT raised to 1490 for cynlinder no. 2.

I will check the mags in the air and get back. On the ground it does ron smothly. Indeed EGT and CHT are both higher then the other. I am away from home. Is it safe to fly like this I have two 3 hours leg to do in the next days. Thank You

Hello, I have a 201 and the egt/cgt are indicating as follow: 1. 1126. 331 2. 1411 365 3. 1047. 335 4. 1087. 314 Does any one could tell me how I should interpret the high EGT on cylinder no. 2. Thank You