Mooney in Oz

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About Mooney in Oz

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    Sydney, Australia
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  1. Please tell us about that one? I've never heard of it.
  2. Well, I’ve had my one engine out 11 years ago resulting in a forced landing (inconclusive reason), so I hope that completes my lifetime share. If it happened at night I doubt if I would be around to join in this discussion. For that reason I don’t fly at night SE unless it has to be an early morning departure for a limited time to get home to minimise any risk, plus my Mooney lives at an airfield that does not have runway lighting anyway. The reality is our love of flying has risks and we cannot mitigate against everything. Only yesterday I flew for about 2 hours during a 3.5 hour flight over an unforecast 2,000’ tops and 200’ base with poor viz underneath. That didn’t allow much of a chance to find a suitable site to put down in the event of an engine out. A compromise might be to do some of your required night flying in a simulator or perhaps plan to depart with as much remaining daylight as possible and therefore return in minimal night conditions.
  3. Nice looking bird you have there Matt and I don't mean the girl on your wing. Years ago I regularly flew a 310Q. It was a weapon of an aircraft.
  4. Agree. But after a while you'll come to realise it is just another airplane with much added expense. @KLRDMD did make the switch and he also switched from the Baron back to a single - a V tail Bonanza.
  5. I'm very sorry to read this Don. You would remember I met Dr Bob for the first time at the Mooney Homecoming I attended 10 years ago with you also in attendance. In fact, I'm sure it was you who introduced me to Dr Bob. I know how much of a friend he was to you. Dr Bob was a humble gentleman and I always enjoyed reading his articles in the MAPA Log.
  6. Class D varies but generally to 3500' and up to 25 miles whereas some Class C lower limits can go high into the flight levels.
  7. I stand corrected Jerry as I mistakenly thought it was unique to us over here. Thank you. ATC here will generally not respond to priority unless either of the two terms are used.
  8. It's a miracle that only one was killed. The fire must have taken hold after they were all evacuated. If the father survives, he will have to live with the loss of his 15 year old daughter and the injuries suffered to his other two daughters if they survive. What a horrible few days. RIP.
  9. I wish that rule existed here Andrew. If you are a private pilot, a clearance into Class D airspace appears to be commonly denied if a transport category turboprop or jet aircraft are about to enter the airspace and unless you declare a 'Pan' call (one level below a Mayday emergency) with an operational reason then it is denied. The weird thing is, if two turboprops or jets are entering the airspace at similar times they are both allowed using normal separation standards. Maybe it's not ATC ineptitude, instead it's maybe the idiotic rules they have to work under. The Department of Stupidity runs everything over here.
  10. CASA aren't responsible for aeronautical charges since a restructure years ago when a new corporate government entity was created named AirServices Australia (ASA) that has since taken over the administration of aeronautical charges and matters such as airspace design and ATC. At the end of the day it doesn't matter whether it is CASA or AirServices doing the fee gouging as the Australian Government reaps it all. Jeff and his son departed a small grass airfield from a town called Murwillumbah, which is about 18 nm from Coolangatta (Gold Coast) airport and where I assume the Mooney lived as costs at Coolangatta are exorbitant. Coffs Harbour is surrounded by Class D airspace and tower controlled. It has Class C above that is controlled by ATC at Brisbane Centre. Rumour has it that he was denied clearance to enter Class C and told to contact Coffs tower to transit the Class D zone. If all that is true, perhaps he decided to track inland to avoid the airspace altogether. Also if true, it would all have been recorded.
  11. See the below track depiction from Flight Radar 24. The sudden stop is sobering.
  12. Probably not Tom. The accident aircraft was purchased a few months ago from the previous owner in Western Australia who was the registration holder/operator for the past 10 years. You are probably right. ADSB tracking was suddenly lost at 3,200 feet in an area where the grid lower safe altitude is 6,600 feet in poor weather conditions. I don't think that Mr Hill was an AMPA member Mike. That is so kind of you to offer. Assuming he was not instrument rated, probably unlikely in this case Mike unless he wanted to avoid a landing fee at the destination. Aeronautical user fees are generally not levied toward private VFR flights, although landing or parking fees are, which are administered by the local council authority. Even some private IFR flights are aeronautical fee exempt provided the aircraft is below a certain weight, which covers all Mooneys and does not rack up more than $500 worth of fees in 12 months. Under this amount the fee is waived. This is all the result of privatisation. Fight it tooth and nail while you can. (A conversation for another day).
  13. Looks to me like a departure stall followed by a wing drop and half a cartwheel. Previous mishap back in 1996.
  14. Transport category twin turboprops have a system called 'Takeoff Inhibit' that inhibits any failure that triggers an amber 'Master Caution' warning. It is activated from commencement of the takeoff roll until airborne and gear up selection to prevent crew distraction for failures that are considered not critical during the takeoff phase. The crew will not even be aware of the issue until after takeoff. The red 'Master Warning' event (emergency) device is not inhibited so a rejected takeoff can be accomplished, provided the IAS is less than V1 (commit to fly/takeoff speed). This is performance based to prevent runway overruns with serious consequences. Relating this concept to flying my Mooney out of my home airfield runway that is ~ 3,000 feet long: Upon commencement of the takeoff roll I look at the following - IAS alive, power achieved, all instruments in the green then eyes outside. I use the 50/70 rule (that I learnt on this forum) whereby I'll reject the takeoff before the halfway point if an event warrants a rejection, otherwise after this point I'll continue with the takeoff. This is my personal choice and in no way is meant to be critical toward the pilot involved in this accident.
  15. I’ve had one in my 14 volt J for many years after I had the vac pump removed. It fits snug where the vac pump was and automatically activates in the event of a failure of the main alternator, providing 30 amps of power. I only had to use it once and that was after takeoff when the alternator belt failed and it was more than enough to extend the gear and flaps without having to reduce any load. My mechanic used the Piper Lance STC, which was accepted by the Australian authorities. He also replaced the HiLo Vac annunciator with a Stby Alt annunciator so it illuminates when activated otherwise you more than likely not know the main has failed immediately. It just takes over. Well worth it in my opinion.