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I did oil change and decided to fly VFR pattern with hangar neighbour after the rain has stopped: VFR takeoff, ATC called me on downwind to let me know it’s SVFR, on base leg he asked me if I can fly LPV procedure or IFR circling? I told him I already have runway in sight and he cleared me for landing. While taxiing to parking, it was VIS 1sm - 1/2sm with broken < 300ft Lot of things happens in less than 20min

The PT heta failed in flight, it was dead cold when I checked after landing. I will check CBs or wires when I have time and ask for some MooneySpace wisedom Non-event in Mooney, aircraft keeps flying with a small glitch ("gear airspeed/bypass" horn was loud and I had to disable it, Gear = Up and ASI = 0kts is not a desirable aircraft state), the airspeed was alive as I descended to land. A friend had a similar experience in DA42NG (full integrated glass cockpit G1000 and flight envelope protection ESP), he did call it a spectacular recovery !

Flew to Lyon (LFLY), on return trip pilot iced up completely, non event in Mooney with modular avionics that mix of steam gauges +2xG5s. After exiting clouds and ice, I took two pictures to print for kids, “find the 15 differences?”

How do you find motivation to fly? At -5C, I am staying inside I am not touching our hangar doors, I need two mignons to open the hangar and pull the Mooney

Indeed, I have limited use of Starlink but bizarre it changed my family tolerance for longer flying trips, they get some entrainment. It anlso helps with risky trips: diverting with Starlink is non-event as passengers can “book hotels & taxis” well before touchdown. Also in Europe, Starlink is cheap option for en-route weather and traffic, no ADSB FIS and no ADSB TIS yet I managed to hook my family into camping, Starlink when camping is a nice addition. I can also suggest an additional two miracles from camping: * Outin espresso portable machine https://outin.com * Stanley hot water thermos https://eu.stanley1913.com Flying is no longer the same when you can serve tea, coffee, hot chocolate and biscuits with high speed internet, just sayin

Glad the propeller is sorted and you are back in the air. Yes the Alps were gorgeous these days, we spent few days around and it was a blast ! Morzine heliport Annemasse with Mt Blanc Avoriaz above clouds

I am not sure how much weather plays for Mooney dispatch rates in Canada but one advantage of GA trips is having flexibility compared to airlines flights, you can: * Change dates, say stay +/-2 days, * Change destination, say flying somewhere sunny, This flexibility is something one needs to manage and take to their advantage, however, it adds to the “cost of holiday” (cancellation/replanning costs). For “minima”, the usual rule is to have higher planning minima in forecast weather than execution minima in actual weather, you also expect minima at familiar homebase to be different from unfamiliar destination. For typical, 3 days trip you already know if return flight is feasible with some “add-on margin”, worst case fly somewhere else with better odds, the actual weather may deteriorate while you are on trip but this boils down to having enough buffer. For long day trips, one can have +/-2days. Keep in mind that IFR flying usually involve bumpy conditions, so best to offer smooth cruise in sunshine above clouds with max 10min IMC on each side, this would match airliners experience. Avoid continuous cruise in bumpy clouds or winds, especially with pax having motion sickness. Ideally, GA flights should be scenic VFR flights to offer better views than airlines, flying along coastal line, along valley… I echo what Vance mentioned about picking step-overs and destinations for comfort and passenger interest. What is “pilot paradise” for me is “dump with pump” for passengers, kids & wife. So one has to work on “destination” (or at least what to do once there), this takes lot of effort but it’s very rewarding.

Thanks for sharing ! If there is anything I would need to remember is when flying out of trim is to "reduce power" (I used to fly C177 without auto-trim and it's AP used to disconnect in turbulence, leaving one with unpleasant gym session, at least the trim wheel was working not locked or runs away, still unpleasant).

Sad to hear, he was a nice and engaging chap, I never meet him, yet he was a friend !

I was taught the same, I think it's an airline SOP. The funny bit is that I keep reminding myself even when flying cubs & gliders into ATC airports. Just like "3 greens" when putting Mooney landing gear down, there is no way I would get "2 greens" like I had in the Arrow once

We went to visit Xmas market in Amiens LFAY, the flight was the opportunity to see the sun “on-top”. The return flight was at night down to system minima (I discussed our options with wife in case we could not land back in Rouen LFOP: with Starlink booking taxi & hotel at alternates is stress free, however, we did not need it this time as co-pilot spotted runway on 1st approach)

TC route will not work neither for major components (engine or propeller) without Form1 or 8140. The aircraft can be released to service with unapproved data/parts by TC holder but that does not apply to major components even for original design, the same logic apply to STC, as approved data/parts are required for major modifications of design. In theory, TC holder could release the whole aircraft with an experimental propeller if they can show that it still meet TCDS (sort of overhaul/recertification, it’s easy if they have all the data from Hertzell, otherwise they have to mimic it). If you are replacing component like for like, unless it’s TSO or PMA, the used part has to come from certified aircraft or part manufacturer/designer. Sometimes Part145, Inspector, Design office could have the authority to inspect/repair and release but this tend to be limited when it comes to “major components”. I guess no one would be able to inspect/overhaul a propeller/engine and release it? from experimental engine, it needs to be "zero-timed" before getting bolted as certified, there is more to it once you add any layers of AD that would apply to Part21 aircraft (or SB/SL), these could be missing when engine or propeller were in non-Part21 type. If the propeller or engine were originally certified by manufacturers (or originally installed in certified aircraft), one could still show that they were maintained as certified (and operated as certified) while being "temporarily" installed in some experimental aircraft: proper logbook with all annuals sign-offs, AD signoffs...these evidences can show compliance with original TCDS, however, one still need IA or some FSDO to buy this story.... A bit off-topic, are there casese of FAA ADs that are applicable to experimental aircrafts? or experimental parts?

It's mainly "paper" assurance, obviously, there are some corner cases where paper means nothing. In reality, New & certified >> old & experimental, everyone will agree on this New & certified == new & experimental, it's pure liability and paper trail So one can conclure, New & experimental >> old & certified Where it becomes tricky is, Old & certified vs old & experimental? An STC tend to rely on certified approved data for parts as well as approved modification of design. A factory overhaul by the part manufacturer, should get you the former. The paper trail has some value: an aircraft gets priced with large discount the moment one loses it's papers (logbook, history, stc paper...), simply because of the loss of documentation, even if nothing changes in the aircraft.

Good news but I give it less than 1% probability ! Even less than 0.01% as it seems against the trend for new GA aircraft. Beech, ahem Textron, stopped Baron and Bonanza ! I am not sure how much the trend is related to competition from "1M-2M piston with TV screens"? or competition from "200AMU fantastic plastic"? or new MOSAIC rules?

This poll is NOT intended for those hand-starting? (vintage Cubs not Mooneys)