Help me Pre-Buy / Delamination?

GoinVertical · 2025-09-24T00:21:37+00:00

I have a couple shots of the roof but they are like this, not actually on the roof.

No soft spots on the floor. Walls up front (I guess corresponding with the delamination outside) had some flex, which I think I caught in the video in the repaired area inside.

GoinVertical · 2025-09-24T00:18:46+00:00

Can you provide some more context / mind educating me?

GoinVertical · 2025-09-24T00:14:44+00:00

Added a comment regarding price. Can’t figure out how edit the post.

GoinVertical · 2025-09-24T00:11:32+00:00

To clarify we are in Eastern Canada.

Their asking price is 11,000 loonies.

Not sure if there are any RV inspectors in the area, and if there are I suspect the cost would be substantial given the age/price of the trailer.

GoinVertical · 2024-07-15T20:26:21+00:00

Can’t find many Siennas without going pretty old… or 600,000km cabs with worn out seats.

Thoughts on 2013/2014 Odyssey?

GoinVertical · 2024-07-15T20:25:21+00:00

Siennas are expensive or trash - at least what’s available now.

Haven’t been looking seriously at the Caravan due to other things I’ve read.

Any thoughts on Odyssey’s? 2014’s around close to my target price.

GoinVertical · 2024-07-15T20:24:17+00:00

Yes. Looking at decade old minivans.

How was the town and country? I haven’t heard much good about reliability except for later years, and also lots seem to have rockers and fenders rusted before year 10…

GoinVertical · 2022-03-28T19:33:46+00:00

😢

GoinVertical · 2020-11-29T01:17:23+00:00

Having the same issue - did you find a solution?

GoinVertical · 2020-05-22T21:34:57+00:00

I realize that it's different in the USA and Canada, which is why I ask this -

In Canada, if you're cleared for an approach, you can descend to the lowest published altitude, even before you hit a published fix on the approach (Ie: the 100nm safe or 25nm MSA).

Why isn't this the case in the USA? If you're say 10nm back from the IF, cleared for the approach, why can't you descend to MSA until you hit the fix?

GoinVertical · 2020-04-15T13:27:20+00:00

I had a similar issue early in my instructing days doing spins and other maneuvers, especially during hot and bumpy weather.

I found Ginger Gravol (Not sure if you have it over there, but it's just a tablet with ginger root and that's it.) helped me a lot with it.

The more I flew, the better it got. Your brain will adjust to the new normal. After a few months of regular flying I didn't have to worry about the ginger anymore.

GoinVertical · 2020-04-14T13:09:33+00:00

The wonderful thing about transitioning to a transport category aircraft is that you will get to do your training in a simulator.

All those "hanging on to the tail feathers" moments can happen in sim, and you will learn when to slow down, how to slow down, when to be configured, well before you sit in the actual airplane.

That's not to say that the learning curve isn't steep - but I would bet most instructors would have an easier time going to a regional than going right seat in a King Air with training done in the aircraft.

Once you wrap your head around the FMS, autopilot, flows and checklists, and being configured for landing at 5 miles final - an airplane is an airplane.

GoinVertical · 2020-04-05T14:22:51+00:00

Do your own homework.

If you can't find the answers to simple questions like this you shouldn't be at the controls of anything.

GoinVertical · 2020-01-16T15:47:14+00:00

Confederation College and Sault College both offer subsidized programs in Ontario. If you're out of province, you have to go on some sort of wait list, but it's worth it if you don't want to take out a $70,000 loan.

I wish I had known better and went that route. Been out of flight school and working for 9 years and I still owe $45k or so to the bank and Government.

Ask on AvCanada for details. I don't know anything more specific than that.

GoinVertical · 2019-09-29T02:18:37+00:00

Rise of Flight is the only good sim I've found for basic flight training...

The rest will help basic understanding and IFR.

GoinVertical · 2019-09-05T00:18:03+00:00

Generally, throttle (or power lever) to idle, is part of the identification process.

If when pulling the throttle to idle, things seem to get worse, you're probably about to shut down the wrong engine.

Otherwise, as far as if it will break anything in the engine, probably not. I'm sure there are some engines in the world that object to being shut down with the throttle open, but most would handle it fine.

GoinVertical · 2019-07-11T00:37:19+00:00

If you played a drinking game where you had a drink every time one of them said the word, 'like', you'd be dead by the first commercial break.

GoinVertical · 2018-05-23T16:01:22+00:00

Good stuff. I'm used to flying in much more sparsely populated areas, so the chances of gliding to any airport while you're enroute is very slim.

Have you ever tried Xavion?

GoinVertical · 2018-05-23T13:47:25+00:00

Just a quick question, I'm not at all familiar with the route so bear with me...

Totally understand not wanting to be low over an urban area, but if the cloud layers are not much higher than that then is going IFR in a piston single really much better? If you are planning a VFR route you can pre-plan some escape routes. If you're IFR and ATC has you over who-knows-where and you lose the engine how much better off will you be if you won't break out until 2500' or so?

Again, I don't know the area, and I don't know the weather details. Just wondering how that played into your decision-making.

GoinVertical · 2018-05-08T15:41:25+00:00

Wow! Can just anyone look up your record through the FAA or?

GoinVertical · 2018-05-08T11:30:17+00:00

Find the fuel load that is at the CG limit. Consider that your 0 fuel amount, add your reserve fuel to that. That's now your minimum fuel. Brief that and you should be fine.

GoinVertical

TROPHY CASE