Ibra

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)

Indeed, now I try to get into habit of using checklists on types that I don’t fly that often, at least on first flight after a while. Same, I never touched Mooney parking break (I probably did but I don’t remember when ).

Taxi and takeoff with parking break ON in C172, I noticed right before landing doing checks (after 1h of flight). I checked my takeoff roll log on iPad, it was slightly longer: the parking break is not that effective, everyone happy The one thing I forget often before flight is....going to pee

One reason is probably how IFR FPL are distributed to area ATC or sector ATC (ARTCC & TRACON)? If you are using a feeder route fix or airway fix, they should get it If you are using some aiport fix, some of them are not even on area ATC screen (especially, "local waypoints" or "local VOR"). If you are using the airport itself, the coverage should be easy. If you are using some computer navigation fix (CNF) from some Jeppsen database, or you are using some visual point, or you are using radial/distance to VOR/DME. I assume some software is stuck parsing it, let alone distributing to the right ATC A bit off topic on filing flight plans in the correct format, I was stuck after my flight cancelled because someone forced a dodgy flight plan with an odd waypoint (the engineers who would fix it were also stuck by cancelled flights) https://www.bbc.co.uk/news/business-68563068 How comes one FPL can cause such catastrophic failure, apparently, it was a flight that switched to Zulu flight plan (VFR and IFR) after getting a delay, ATC forced the flight plan and the system crashed...

Indeed, I know in US you can get clearance on the ground by phone (“void clearance” as it’s usually a 5min or 10min slot to join controlled airspace via some fix or at vectoring altitude via runway heading). Being able to phone call and get climb on runway heading under IFR (including IMC) from untowered airfields is one of the key difference between US ATC and many other places in Europe (where VFR climb is required while TWR ATC are not around) I am still curious what is the clearance limit in terms of height or altitude for SVFR departure from towered airports? If it’s overcast ceiling, I assume someone under SVFR will be limited to climb at typical IFR vectoring altitude (e.g. MVA/MIA) or IFR procedure altitude (e.g. FAF platform)? or 1000ft bellow these if SVFR is positively separated from IFR above by ATC. This is also the typical ceiling where ATC would allow IFR visual approach or IFR visual departure. So, I would think that is a good ceiling to plan VFR departure when in-flight visibility > 3sm If there are big holes (2sm radius) in the ceiling above, say broken ceiling with 5-7 oktas, then one can climb to top of clouds, fly “on top” with VFR cruise or pickup IFR. So, I would say for VFR departure with in-flight visibility > 3sm: * If I am departing VFR in overcast ceiling with no holes, I would like to have it higher than vectoring MVA (MIA), or FAF altitude of some procedure, or MEA of some nearby airway, this will guarantee IFR pick up. * If I am departing VFR in broken ceiling with big holes and gaps overhead, I can climb VFR irrespective of ceiling. I would be happy to climb in any ceiling, even BKN002 hole will do for VFR. Lot depends on terrain and how to plan a return in case of emergency and if I am familiar with the place, there is no size that fits all. Obviously, on can fly low VFR or low VSFR “contact departure” with ridiculous low ceilings: the "contact departure" does not exist in ATC jargon (unlike "contact approach") but let's give it a name for the shake of this topic, the name is derived from “ground physical contact” not “ground visual contact” as life expectancy tend to shrink a lot with this kind of low flying (even cubs and helicopters gets it wrong !), someone who is IFR rated and IFR equipped tend to climb 1000ft above obstacles and call ATC for IFR clearance ASAP (hitting soft clouds is still better than hitting obstacles).

So technically, you can climb SVFR on top of cloud layer (broken ceiling), fly VFR on-top before picking IFR overhead airport? rather than miles away ! I had situation where SVFR climb overhead airport was refused, only lateral exit was allowed: SVFR clearance was only “cleared to leave zone” (later clarified as not above 1500ft, while I was looking for a climb to 3000ft), so I end up leaving airport zone laterally at 1500ft before climbing VFR and picking IFR (like one does from any uncontrolled airport). How high one can climb on SVFR clearance? assuming there is no separation conflict between IFR/SVFR in the vicinity of airport. Sometimes conditions are far better on top when cloud layer is broken (5-7 oktas) and shallow (500ft-1500ft tick). I did not dare asking for “cancel SVFR” once in the air

Hopefully this helps, it’s in AIP ENR6 https://aip.dfs.de/BasicIFR/2025OCT30/chapter/7a3603080f6ec51d7446e0388eebe313.html This one is from Jun2025, it works for summer, it will gets updated next month with +1000ft in winter for places that are less than 0C, obviously, the chart assumes that the ATC one talk to is “radar dude” not an “airway dude”…. I don’t recall I ever saw “nationwide MVA/MIA chart” published elsewhere, except in Germany (in France and US, they are not published, you can bundle and join terminal vectoring charts but lot of blocks in lower airspace will be missing)

Does one have access to MVA/MIA enroute charts when planning?my understanding few ATC publish them (like en-route frequencies they depends on staffing, coverage, sectors organisations…) Near big airports one has terminal vectoring charts but further away one can assume that at 2000ft agl they are blipping on some radar screen with radio sightline to some low airway base

One curious question, do ATC in US allow SVFR departure with tower ATC followed by IFR pickup from area ATC? say daylight flight and one has the required +1sm visibility in Delta, Charlie, or Bravo airport Assuming the ceiling is broken with plenty of holes, can one climb straight away into Delta, Charlie, Bravo? or they have to leave airport zone “laterally” with SVFR scud run (follow roads under ceiling) before climbing into General Echo airspace? Asking for a friend

Down here in controlled airspace, we need 1500ft ceiling (and 5km visibility) to depart VFR and pick IFR in controlled airports with CTR In TMA, you need ceiling higher than radar altitude (MRVA) or airway altitude (MEA) to pick IFR, especially with Charlie and Alpha airspace (Delta & Echo airspace, ATC allow you to separate visual on IFR climb, however, many countries prohibit visual separation under IFR bellow MRVA). ATC are reluctant to offer SVFR departure in airport CTR and IFR pickup in area TMA as it require teleportation inside clouds and blocks airport capacity. They prefer that you pretend to be VFR when it comes to finding holes inside clouds, however, you need 5km visibility for controlled VFR flights ! In uncontrolled airspace (Golf) when flying sub-140kts machine, you only need 1500m and 10ft ceiling to depart VFR and pick IFR, there is no requirement for ATC clearance to fly in clouds in uncontrolled airspace (just like FAR actually), however, you need clearance to join aairspace and controlled may insist on "VFR join initially", especially from under his radar altitude while not being on published departure. In aircraft with 140kts, you are back to 1500ft ceiling and 5km visibility for VFR departure. The uncontrolled departure may not be relevant in US as Echo airspace starts at 1200ft and down to 700ft near airports. I also understand 140kts limitation is not implemented in US (altough I recall Type Rated aircraft have limitations, at least for VMC/VFR circling) Sorry I am quoting visibility is in metric system, don't shoot me down Sometimes in Europe, the legal pick up depends on ATC procedures, I was told to maintain VFR at 12000ft where the airway started (we were laughing as we were in clouds from 400ft all the way until 11500ft, pure luck). I think 1500ft is a reasonable number, controlled IFR is not supposed to be more restrictive than controlled VFR flight.

Hope all is sorted for the propeller... Definitely up for meet up next year !

Flying over Mt Ventoux on the way back from Corsica, this was right after sunset (before official night)

While ago, I had the site training and checkout but I had to keep landing currency every 6 months. It was a hassle, I was living in London and flying all the way in winter was not possible, driving was a lot of hassle compared to flying. A friend of mine suggested, I can legally fly Super Guépard ULM (unregulated ultralight) and then get a local instructor to do checkout in Jodel or Robin. So I flew in ultralight to get checked by the local school, you have to see the face of the instructor when I told him, I arrived by air I never tried in Mooney, so it’s on my to do list one day, the rules have changed now to make it 9 months, so easy to keep current outside winter and ski season, the airport still deserve lot of respect, the guy in the tower (Yves who does AFIS) used to have an album with hundreds of pictures of incidents and wrecks, especially with faster and heavy turbines.

I switched to 5$ plan for winter but the two monsters in my backseats keeps complaining now they can’t stream videos or download Gigabites, as they have to pre-download videos shortly before flight They think they have tough life I spent all night behind 56k modem waiting to download a 10 pixels videogame (during the day it gets interrupted by phone dial-in)