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A few other things that pop to mind: When you are cleared for an approach, altitude is your discretion (unless a restriction is issued). So if you are not yet established on the approach, you may use the MSA to descend lower if you wish. We do not use the climb/descend via the SID/STAR phraseology. If you do fly into YUL you will get an RNAV STAR, all altitudes will be assigned by ATC, and you are to meet any published restrictions consistent with your cleared altitude. For example on a STAR, if a restriction is approaching that is below your cleared altitude, you remain at your cleared altitude, don't descend below your cleared altitude because of a STAR restriction. If ATC clears you lower and it's too close to the restriction for you to be able to make it, just let them know. Same idea applies to SIDs Steve

When I fly in the US, towers never seem to issue me a SID. I'm Canada, expect towers to issue you a SID if you are departing IFR. As a controller here in Canada, probably the most common mistake I see US GA pilots make when flying IFR is they blow the SID, I'm guessing it's that you're not used to getting them. Your cleared altitude on departure is listed in the SID along with heading/route to fly - don't climb to flight planned altitude and turn on course, fly the SID until cleared otherwise. As others have mentioned, if you go into a non-towered airport, the 45 to downwind is not an accepted way of entering the traffic pattern in Canada. Either cross mid field at circuit altitude and join mid downwind, or if it doesn't conflict with other traffic you can enter direct into the downwind. I've never flown into YUL, the fees are expensive, so unless it's right where you need to be for work and work is paying the bill, I think St. Hubert would be a better choice and they have customs there. Have a great trip, Montreal is fun, I'm going there tomorrow. Be sure to visit the old city, it's like being in Europe. Steve

Don't do that, we need you here (in Ontario)!

So true @carusoam, hopefully I'll see you this fall in Tampa! Steve

Thanks for all your hard work making the Mooney Summit what it is Rick! To answer your questions: Event Scheduling - I think 3 days rather that 2 is better, but it being Sunday-Monday, rather than Friday -Sunday didn't really make any difference to me. Registration Process - Simple! Communication from Mooney Summit Board of Directors - Excellent! Arrival handling by ATC - I wasn't looking forward to the published VFR arrival procedure to be honest. As it turned out it was raining when I arrived and ATC gave me the RNAV approach without any delay so that was great. I did do the VFR departure to pick up my IFR when I left and I didn't love being low over a built up area single engine, but ATC did give me a clearance right away and did get me a bit higher fairly quickly. In this regard, I much prefer KECP over KTPF. Arrival handling by FBO - It was probably my mistake, but I had thought that the instructions had said to bring your own chocks OR tie downs. I brought tie downs, but they had no place for me to tie down. This is another plus for ECP, they have tie downs. Airport Day Venue and Facilities at KTPF - No complaints, it was great. Airport Day Lunch - can't say I remember what I had lol Airport Day Vendor Presence - Very good, really appreciated the free O2 fill from Aerox! Airport Day Roundtable Discussions - Lots of interesting topics Airport Day Reception BBQ - delicious! Hotel accommodations - convenient location. Seminar Venue and Facilities - Tampa Theater - Cool building! Seminar Presentations and Presenters - Excellent as always! Banquet food and venue - good was good, but it would have been better if there were tables Online Silent Auction - got outbid again Do you feel you got value for your registration fee? - Absolutely! Summit VIII was my 4th Summit and I'm really looking forward to the next one. Steve

I'm looking forward it, hopefully I'll be able to make it!

Glad it worked out and it was a pleasure meeting you Frank @Frank9512! Steve

https://www.aboutamazon.com/news/company-news/amazon-closing-amazonsmile-to-focus-its-philanthropic-giving-to-programs-with-greater-impact

I have an AV-30, it works very well for me and I do fly IFR. I kept my vacuum AI as a backup, I like that it isn't dependant on the electrical system, battery life or software. If there is a chance you'll eventually upgrade your autopilot to a GFC500, then a Garmin AI would make sense. Steve

That's true. It was an overcast winter day when I flew it so it was fine. I used to fly gliders about 30 years ago and I do remember that being quite hot on a sunny summer day.

Takeoff roll felt like it was about 200', I'm sure it was more that that, but the acceleration was way more than in my J. Climb rate was over 2,000fpm. It felt very agile, visibility with the bubble canopy is of course outstanding. The turn radius on the ground is ridiculous, it pretty much just pivots in place, which would be very helpful at my home airport that has really narrow taxiways that are closer to the runway than they should be. Overall just a really fun, fast efficient airplane that is just as comfortable flying IFR as it is doing aerobatics.

I flew my friend's RV 14 yesterday, all I can say is wow!

He promises me that he will put out an episode soon of that trip. There has been too much else he's filmed that has been time sensitive and the Mooney Summit trip has stayed on the backburner. I reminded him that that was 4 1/2 years ago

I flew a few practice approaches today in my Mooney with Flight Chops as my safety pilot. Then we took his RV14 out and I got to fly it a bit. What an awesome airplane!

I think my shortest flight was KFFA-KMQI. 6NM.

I have a vague recollection that the IFDs can't read a USB stick that is larger than 16GB. I might be misremembering though. And as someone else mentioned it must be formatted to FAT32.

The local police helicopters here get hit regularly with lasers. Using their infrared cameras they often get arrests. One evening a few years ago we had multiple reports of laser strikes from CYYZ arrivals, I had one of the police helicopters on my frequency and I vectored him to the area of the reports. The offender was caught and the video from the helicopter of the whole event was shown on the news the next evening. Sadly it didn't result in any decrease in laser attacks. Steve

@M20Doc just put a new one on my plane last week. He could tell you what to use.

I really enjoyed your presentation Oscar!

What's your Max gross, 2,740 or 2,900? I have mine that was removed when I increased my gross weight to 2,900. So if yours is 2,740 I have the right airspeed indicator for you. Steve

Perhaps it's different here in Canada, I'm not certain, but I think we're are required here to have one.

Mine is also mounted in a bracket on the floor behind my seat.

I thought it was required? I've never flown an airplane that didn't have one (except for gliders).

I had the NGT9000 installed a few years ago for the purpose of having active traffic. I didn't initially have the diversity activated as I knew that it was simply a software unlock as the active traffic requires the top antenna. Last year I decided to get the diversity turned on, even though it's not yet required here in Canada, for two reasons. 1. As @Jerry 5TJ mentions it's better than an ELT should the unthinkable happen, and 2. I felt that broadcasting out the top as well would better allow other ads-b in aircraft to see me when they are above me and shielded from my bottom antenna (no TIS-B here). Since you're already in the shop and have everything pulled apart, have the top antenna put in now rather than pull it all apart again later. You can put off activating the diversity if you don't want to spend that money now, or since the diversity software unlock isn't that much compared with what you're spending on everything else, get that done now for the above reasons. my 2 cents Steve

What power setting and fuel flow are you using to get the 135KTAS? Steve