maules.com wrote:A1, the M5 is the model that gets the upgross kit to wing root attach taking it from 2300lb to 2500lb for not much cost in parts but 25-33hr labour.
The 2500lb gwt becomes 2750lb gwt when on floats as with M6, MX7, M7. Take the 100lb gear off, add the 350lb of floats and useful load is aprox the same. The M5 is a tad lighter than the M6 and the M7. My M7-235 has 1000lbs useful on stock tyres.
The 'C' wide aluminium gear is wider like a C180/185 so won't fit on pickup truck trails and is 55lbs heavier than stock oleo gear.
The M9 begins life as 2800lb gwt on wheels.

Great info for sure Jeremy. The M7 I work on has 860 lbs useful but is on 35s and extended gear.
Maules are a fine plane. Working under the panel really sucks, but theres things that suck on all planes.
My biggest beef is the customer service. I've had very very bad service in the last 9 months. I wouldn't want anyone to be treated this way and honestly can't reccomend the company to anyone currently. No matter how good the plane is.

Sounds like you have a decent amount of money budgeted, but...

From the sounds of it you only really need high performance for cross country speed, which also sounds like a relatively small portion of your overall usage. By the time you add floats, and skis, and address all the squawks that are inevitable with a new-to-you airplane, you might find yourself squeezed a lot tighter that you suspect. Frankly I don't know how anyone who isn't working an airplane can afford to run three different types of landing gear, but I'm financially conservative.

There's a VERY big financial step-up from a Cessna 170 class airplane to a Cessna 180 class airplane. Acquisition cost, insurance, fuel, and engine maintenance are all a LOT more on a 180 series. If you're doing any sort of training or pleasure flying rather than just pure transportation, those costs really add up.

I'd look real close at a slower, cheaper aircraft that sacrifices something on the cross country speed end of things, but does everything else you need, for a whole lot less money. Call me silly, but I've never met anyone who was overextended on a airplane, or a boat, or a house, or a business loan, that didn't regret the hell out of it. 'Course it all seemed like a good idea at the time...

If your pockets continue to be deep after purchase, then a 180/185 is hard to beat, but don't delude yourself about the costs you're going to incur to keep them running.

Hammer hit the nail; the ongoing "care & feeding" is a bigger factor then the initial purchase, regardless of make or model. Honesty is your best friend, stay focused on how you will use it the majority of the time. I think anyone who's acquired an airplane has been faced with all the same questions you are asking yourself, credit to you for asking. Some have chosen wisely others wish they'd done different, be HONEST on your needs vs wants. Listening to the others (as you are doing), balance their suggestions against your wants vs needs, keep it real and ownership will be everything you hoped it would be. For that trip out to Winterpeg; it won't be a straight line even if only just to access services, fuel etc. I can't think of any GA aircraft configured as you described that would even come close to the required range with reasonable safety margins, even if your already at the south end of Hudson Bay or even James Bay.

For the "once a year" trip somewhere (Winterpeg) buy a ticket with the funds you saved in operating costs while flying a simpler airplane for the majority of the time.

Mapleflt

DeltaRomeo, you're welcome to use the info if its useful. Tho' not very detailed.

" I think I'll copy and paste that into the Maule knowledge base article "

I'm just guessing, because it's not clear from what the OP has said, whether he's a pilot yet or not. But if not yet a pilot, I know that there are those who will disagree, but my recommendation is learn to fly first, then look for a suitable airplane.

When I was instructing, the FBOs I worked for had a number of student starts that didn't finish. Sometimes they soloed, sometimes they'd gone on their solo cross countries, but for one reason or another, chose to quit. Sometimes it was money, sometimes time, but sometimes it was something else, and seldom did they share their reasons. Buying an airplane, and then discovering that you really don't like to fly (heresy, I know!) would be a real bummer.

The other recommendation I usually make is to buy an airplane with 2/3 or less of your available airplane funds. Too often, the cost of maintenance and repairs isn't considered, but they are or can be significant.

I was partnered in 3 different airplanes, starting in 1975. The first one, a 70 Skylane, had few maintenance issues the entire time we owned it. The new TR182 we traded the Skylane in on in 1979 was a maintenance hog--I spent much of my flying time in it, going to Casper to have it worked on under warranty. Once the warranty was off, it was really costly--annuals were more than twice the cost of the 182's, for example. The T210, pretty close to the last one made, for the short time (8 months) I remained in the partnership, had no unscheduled maintenance.

My current airplane had a so-called bullet proof Lycoming O-360 with 960 hours on it--and it threw a rod at 975 hours. $30,000 later, I had a newly made engine and a bunch of other upgrades, and the last 14 years have been relatively benign--the most expensive things in the maintenance/repair department were a re-rigging several years ago (about $4,000) and a new exhaust system and cylinder repair a couple of years ago (about $5,000). Most of the other expenses have been panel upgrades, some upholstery issues, tires, battery, etc., although I've spent a lot on those.

Cary

To some comments and all

I already have ppl (private pilot for my US friends) and seaplane rating. I got the ratings when I was 18, now I am 22.

For my budget for the plane ( maintenance included) is really high on a yearly basis. Let's just say I make allot of overtime and have housing provided. I will fly allot once I got my plane. 50k per year budget to fly, more to pay off the loan if I can, but probably will.

My cross country flying for the plane will be about 60% flying to go fishing and 40% cross country. It's always cold and windy to so I can sacrifice some super stol for the cross country ( not that it matters with the options I am looking at)

Since the comments to look at Maules I have looked hard at them and found between the mx-7 and the 180 there is minor differences. Similar useful load, speed, but slightly lower fuel burn. Big difference is 4 doors vd 2 and metal vs skin on frame and parts. The maule weight is less than a 180 which makes up for the other differences in gross. The m-7 with 235 has less load as the engine is significantly more (from what I can tell). I haven't seen many mx7's for sale so will need to see what I can buy if I go that way.

One thing I 100% agree with is using mogas. We get it all shipped up by ship when the ice is gone ( not yet, July 30) so it is comparable price of most gas stations wheras 100LL is 350/55 gal drum. So that will get plugged into my choices.

All maintenance will happen down south on my vacations. I think next step will be talking to mechanics down south, talk to owners of each and do some flying.

Also I will be doing all switching to floats to skis and back (if I am allowed to of course) with a loader. I know the odd mechanic who would likely be happy to crank a wrench for a fly in fishing trip the odd time.

Northernflier

Nunavutflier wrote:To some comments and all

I already have ppl (private pilot for my US friends) and seaplane rating. I got the ratings when I was 18, now I am 22.

For my budget for the plane ( maintenance included) is really high on a yearly basis. Let's just say I make allot of overtime and have housing provided. I will fly allot once I got my plane. 50k per year budget to fly, more to pay off the loan if I can, but probably will.

My cross country flying for the plane will be about 60% flying to go fishing and 40% cross country. It's always cold and windy to so I can sacrifice some super stol for the cross country ( not that it matters with the options I am looking at)

Since the comments to look at Maules I have looked hard at them and found between the mx-7 and the 180 there is minor differences. Similar useful load, speed, but slightly lower fuel burn. Big difference is 4 doors vd 2 and metal vs skin on frame and parts. The maule weight is less than a 180 which makes up for the other differences in gross. The m-7 with 235 has less load as the engine is significantly more (from what I can tell). I haven't seen many mx7's for sale so will need to see what I can buy if I go that way.

One thing I 100% agree with is using mogas. We get it all shipped up by ship when the ice is gone ( not yet, July 30) so it is comparable price of most gas stations wheras 100LL is 350/55 gal drum. So that will get plugged into my choices.

All maintenance will happen down south on my vacations. I think next step will be talking to mechanics down south, talk to owners of each and do some flying.

Also I will be doing all switching to floats to skis and back (if I am allowed to of course) with a loader. I know the odd mechanic who would likely be happy to crank a wrench for a fly in fishing trip the odd time.

Northernflier

No problem for you to do the float/ski/wheel swap, but you do need a mechanic to sign it off as soon as you disconnect the brake lines.
As for MoGas, you are stuck with the B4B5 derivitave of 0-540 if you choose to go the 235HP Maule route. Any fuel injected models are out of the picture for sure. Narrows the available aircraft a bit.

Importing an aircraft can go well, but can turn bad very quickly. Paper work is a big deal, and STCs even more important. Any 337s or field approvals don't count. So try to find a Canadian plane if possible. Less headache that way.
Feel free to PM if you have any questions.