Mooney in Oz

I suspect if Fred encountered a high level of turbulence or undershoot sheer then full power would have been maintained, provided the engine was developing power. Is there any available information on the position of the prop post impact?

If mine has been shutdown for longer than about 20-30 minutes, I fully open the throttle, give it a quick half a second boost pump squirt of fuel, close the throttle then do a normal start. This method generally works for me provided I don’t over do it with the boost pump.

Piper Aztec comes to mind.

Absolutely correct. Blancolirio's latest video features this particular accident (he starts with 'Well, here we go again' in reference to reporting for the 4th time this year a fatal accident involving an open door), which included an excerpt from the SIMCOM C340 training manual that states, "Should a nose baggage door open during takeoff, it is not like that contact with the propeller would occur, nor should any unusual handling qualities be evidenced. If this emergency should occur during the takeoff roll and sufficient runway remains to safely abort, the airplane should be slowed and stopped. If this emergency should occur after takeoff and/or insufficient runway remains to safely abort, airspeed should be maintained below 120KIAS and return to the airport for landing should be made as soon as practical." Further information in the training manual indicates the C340 has robust rear door locking mechanisms due to the aircraft being pressurised. Earlier I edited this post adding that a mate of mine who used to own a C340 told me he thought an open nose door will affect controllability. In case anyone noticed the edit, after viewing the video I removed the edit from the post back to what I originally wrote.

Hi Barney, I had also had a shock absorber the same as yours on the nose wheel of my J when I bought it 24 years ago. My Mooney was looked after in those days by Hamish Ramsay (who has since retired) at YWGT and I recall him suggesting he remove it as Cfidave suggested, Mooney considered it to serve no useful purpose and authorised the removal if desired, so that is what Hamish did. I forgot about it until I just read your thread.

….and it continues to happen. The following is a link to a C340 accident on Sunday at KDWH resulting in 2 fatalities where preliminary info suggests a door opened shortly after takeoff. The only access door into the interior of a C340 is at the rear pilot side of the cabin, a 2-door clamshell design with a small upper door on top and a large lower door below that are secured together when closed. I don’t know whether the upper or lower door let go or whether either would induce a controllability problem, unless the upper door let go and struck the horizontal or vertical stab. Back in the day during a high speed descent in a Piper Chieftain (PA-350) that has a similar rear door setup to a C340, the lower door unlatched (due to a faulty locking mechanism) and fully opened. I had no controllability problem and neither the door hinge nor the door itself were damaged. When open, the lower door is secured on both sides by covered strong cables that also act similar to handrail supports when entering or leaving the cabin. Apart from the noise, it was a nonevent. I was glad I had no pax on board.

The tunnel colours and lights of the city are like magic.

https://asn.flightsafety.org/wikibase/546751 Reported as lack of fuel. Looks like it used to be a nice Porsche Mooney.

I know of a similar incident that had the same result, but it was not caused by a PIO. A pilot landed on a grass strip in his J and during the roll out, the nose wheel ran over a small divot that caused the nose wheel to collapse. The cause was found to be an out of rig nose wheel.

Yes, you are correct, however one of the media links included info I in part mentioned was according to the fire department a landing gear malfunction. The FD may have derived that info from the pilot himself. According to the fire department, the plane landed on its nose after a landing gear malfunction. Given nose wheel failures are rare, I agree a PIO is most likely what happened.

https://asn.flightsafety.org/wikibase/546065 Since when did a Mooney become a twin jet Challenger? - Citing Virginia State Police, Potomac Local reported that the Bombardier CL-600 twin-engine plane slid about 200 to 300 feet on the runway. The pilot, a 47-year-old from Washington, D.C., was the only person on board. On a more serious note, it is reported as a gear malfunction with no injuries.

It looks as though you are doing well with your landings, which is a good thing as many new Mooney pilots tend to land too fast that can result in more than a bad hair day. You may already may be aware, but be mindful of harsh brake application as older Mooney brakes tend to be sensitive if applied too hard that can result in flat spotted tyres. Congrats and enjoy the ride.

To get you into the mindset, for every takeoff it helps if you train yourself to expect an engine failure just before applying full power. Most important to know your minimum altitude before attempting the return. If fields are available ahead then that would be my first choice.

I’m so sorry to read the predicament that you are in Ryan. I have the D3000 Bendix magnetos and only once in 24 years has the impulse coupling needed maintenance. I have no mechanical or electrical knowledge and I hope this doesn’t sound silly, but is there any chance the magnetos may be the cause? I ask this question as from what I’ve seen on this forum, Slick magnetos don’t exactly have a stellar reputation.

Avidyne does the same.