johnh wrote:
I know “stall” (décrochage) because every time I fly AF I ask the pilot if he knows how to recover them…
Oh, very good..LOL!!!
johnh wrote:
but the time spent planning them is way more than the number of flight hours. Not sure how many of those I’ll have the energy for.
As mentioned, staying within France keeps the planning to a minimum and still allows for lots of flying on up to 3 hour trips from Cannes.
You would not embark on the trans-atlantic flight until the wx is very good all the way.
OK, substitute Goose Bay for Narsassauq… speaking as one of the very few people who have flown commercial to Goose Bay. We were on a BA flight SFO-LHR and we did a medical diversion there. After we landed the captain came on and said in his very British voice “Welcome to Goose Bay. A first time for all of us, I’m sure”. Then we sat there for two hours while they no doubt dealt with a mountain of paperwork. Quite what medical condition means you’d be better of in Goose Bay than waiting a bit longer to go somewhere that might have, like, a hospital, is hard to imagine.
Although I agree with much of what skydriller has written about small French aerodromes I would point out that many are busier on a Wednesday afternoon than they are at weekends.
johnh wrote:
I know “stall” (décrochage) because every time I fly AF I ask the pilot if he knows how to recover them…
:)
You would not embark on the trans-atlantic flight until the wx is very good all the way.
With IFR, the preflight aspects are quick nowadays. What takes time, as ever, is checking out the airports. Only a % of European airports can be just flown to, with absolutely no checking beforehand, but once you know how some place works then it is pretty easy.
I used to write for the PPL/IR mag too, years ago. I think they like interesting reports, not ones which just went smoothly, on which there is little to write about 
Thanks guys! Keep it coming! Not sure a 4-person ferry flight is really practical though… and think of the hotel (and beer) bills when we all get stuck in Narsassauq for a month.
Luckily I do speak fluent French, though there are a few aviation terms I’m not sure of. I know “stall” (décrochage) because every time I fly AF I ask the pilot if he knows how to recover them…
My US situation is that now I have a green card (permanent resident) though I didn’t when I bought the plane, and the non-citizen corporate ownership thing has generally worked OK. But I’ll be relinquishing my GC on return, having figured all the tax angles it’s the best thing to do. So if I want to keep an N-reg, it does have to be through a trust.
I really don’t know what kind of flying I’ll do in France. Even here I spend way more time staying current and having fun on local flights than I do actually going somewhere. I’ve read quite a few trip reports in the PPL-IR mag and they look like lots of fun, but the time spent planning them is way more than the number of flight hours. Not sure how many of those I’ll have the energy for.
For the moment my thoughts are to keep 96S on the line at a club here for a while after I return so I can figure things out based on actual knowledge and experience. If that works out of course.
172driver wrote:
Or 3 ???
Or 4? that reminds me of a dutch Arrow I spotted at LFAT carrying 4 captains with uniforms doing some serious training
chflyer wrote:
or 2?
Or 3 
???
With 4 on board just fly the trip westbound (or attach the turtle pack to the roof). :)
