Mooney in Oz

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About Mooney in Oz

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    Sydney, Australia
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  1. Thank you Alex. I have previously checked mine by hand but I really didn’t know whether the solid feel gave me a false sense of security or if I was kidding myself. That is good to know. BTW, you have a nice looking bird.
  2. Hi there Alex. Firstly, well done to a good outcome and to your wife for staying calm and wanting to start flying lessons. The issue of mags coming loose has happened all too often. Before flying away after the mag removal and reinstallation, is it practical to visibly see for ourselves or attempt to move the mags by hand to check for any looseness or can the fittings be tight by feel but not tight enough? @M20Doc ?
  3. Very much agree with your comment Mike and use of an excellent example. The crash you are referring to occurred just over 4 years ago involving a Taiwanese airline, TransAsia Airways. After takeoff from Taipei airport and climbing through 600 feet the aircraft suffered an uncommanded auto feather to the No.2 engine. The crew mistakenly shut down the No. 1 engine, realised their mistake then attempted to restart No. 2 but by then it was too late as the aircraft stalled, dropped the left wing, which struck a bridge then ended up in the river below. There is dramatic dash cam footage of the bridge collision on YouTube. ATR SOP in this instance is to follow the same procedure as an engine failure after takeoff. Identification of the issue is quite easy as TQ and NP (prop RPM) drop to zero and NH (gas gen) drops and pegs at 73%. All this is displayed on a large centre screen in full view of the crew in the middle of the instrument panel. I’ve actually done this in the ATR sim following this accident as a part of my company’s 6 monthly cyclic training matrix and found it to be a non event when the failure is confirmed, levers are correctly identified and confirmed then actioned, all in a controlled manner.. The theme here is that rushing can kill.
  4. We’ll see what happens when the time comes and I get a solid quote, which is still a long way off. I received the text response today that stated there is no integration with the G3X com display and probably never will be unless Avidyne devotes resources to it. So who knows what will happen there. I look at it as a nice to have rather than a must have and would be happy just changing freqs on the IFD, but we’re all different. i also received a call from the guy who actually did the install and rebuilt that Lancair. He said all other integrations are excellent (his words) and has never seen any offset during testing or the many RNAV approaches he has conducted in that Lancair and still does. When I asked about integration between the Garmin autopilot and the IFD he said they work beautifully together. I hope this helps.
  5. Ballpark was around 30K AUD, which is ~ 21K USD. This was not a detailed quote by any means and our brief telephone discussion did not include com control. Later today I will text the Lancair owner and let you know his answer re com integration, however personally it wouldn't particularly bother me if it didn't and there is no way I would change out the IFDs for a GTN. There are still many questions to be answered, which is another reason why I'm not rushing into it.
  6. Hello Andrew. Yes, the above sentence is correct. At present I have an Aspen EFD1000 Pro, IFD 540/440 and a Stec 55x. Recently, I spoke to my avionics tech who voiced his concern about issues relating to the Stec 3100 since its release fitted to Cessna 300 series aircraft. I know of a C340 here in Oz that has had problems and you may have read the C310 owner's post in one of the Avidyne Forum threads about a multitude of issues he has had. Obviously we don't know about Mooney aircraft as certification is yet to happen. Since the G3X has been released for certified aircraft, including Mooney my way of thinking has changed so I asked his opinion about a G3X, G5, GFC500 and the IFD 540/440. He said that would be a good decision both cost wise and operationally. He also could see no problems with integration involving the IFDs. I know a guy on my airfield who owns a high performance Lancair who has close to that exact same equipment, except that his Garmin autopilot is the equivalent of the GFC500 but for the experimental crowd, I think it's the GMC307. I asked him about integration and he said there is only 1 minor issue and that is a very slight left offset during an RNAV approach on the G3X screen, but the IFD screen indicates perfect tracking during the approach. He also said that Avidyne are aware of this and hope to release a fix if not in the next software update then the following update. Although I've stated my change in thinking, I've also adopted a wait and see approach by not rushing into anything at this stage.
  7. Well done Richard. What method did you use to find the small spot?
  8. John Breda’s ( @M20F-1968 ) highly modified F model is another example of just how stunning the end result can look. You can see a lot of blood, sweat, patience and tears at times went into it. Those of you who have the drive, passion and knowledge to do this then put it into practice , I salute you.
  9. Paul, I think that is a bit unfair when he was advised by two others to request heavy aircraft parking following the rain and probably for good reason. The other Rockets may have or may not have arrived the previous day when perhaps it was or wasn't raining. Regardless, it appears he made his decision based on advice received and his own observation, which to me was a good decision and one that I would have made.
  10. I get your point Bob, but @FloridaMan may have decided to do that if negotiations had failed rather than attempt at what he saw as a real enough risk. Years ago when I visited Kerrville, for the first time I saw a 305 Rocket and the first thing I noticed was the low clearance between the downward prop blade and the ground, so I appreciate his concern as I would be if I owned one of those magnificent machines. I'm very risk averse in my J when it comes to grass parking areas in that it has to look better than average and reasonably level as I won't risk not knowing what is under long grass on an uneven surface whether it is wet or dry. The point I'm trying to make is that as PIC, whether in the air or on the ground a judgement call is frequently required and in this instance, in my view the right judgement call was made as following sensible negotiation, the end result was no prop strike incident.
  11. Thanks for the info. What name did he use here in case he attempts to scam a different unit? Maybe Craig @mooniac58 might consider pinning this one for a short while so as many MSer's as possible get to see it .
  12. For those who regularly fly into airports with parallel runway ops and transport category jets, please be extremely cautious particularly when the other runway's threshold is slightly further away causing arrivals on that runway to be higher than your aircraft and the prevailing wind is from that direction which may result in the wake being carried by the wind and descend into your path. Some years ago at Sydney an A380 on final for 34L almost upended a SAAB 340 on final for 34R at a low altitude. The A380 was slightly in front and about 100 feet higher than the SAAB with a 10 to 20 knot westerly blowing. Very nasty.
  13. You are as much the PIC on the ground as in the air. Good decision.
  14. My mistake. Although I have both, I sometimes get the two mixed up. Thanks Lance and apology to @bradp.
  15. The Avidyne AXP340 is a rebranded PS Engineering PMA8000BT, but I understand what you mean.