Mooney in Oz

Fuel consumption is much higher in a turbine, particularly the PT-6. Fuel capacity is limited in a Mooney.

Isn't the SR-20 powered by a Lyc I0-360?

Don't need to. Just keep pressing the PROC smart key and go through the instrument approach selections until you come across the approach and IAF you wish to conduct. Easy peasy. It might be an idea to download the IFD app onto your iPad (if you have one) from iTunes and practice the buttonology for yourself before any subsequent IPC tests. It's free and a good training tool. You can download your Jepp data when the app is open so you have the latest approaches and change between the 540 and 440 as it does both..

Hello Cliff. I hope you are well. I saw Irish rock band U2's B757 parked at Sydney airport for a couple of days last weekend as part of their Oz visit. The aircraft had 'U2 The Joshua Tree Tour 2017' with a tree in the background painted on both sides and a red tree on the tail against a dark background. The aircraft is registered in Malta. Bill Gates also used to own one. The B757 is not an aircraft to be messed with if too close when landing behind one. It reportedly has nasty wake turbulence characteristics due to a very efficient supercritical wing design.

I'm blown away by his recovery in just 9 months and the determination to perform a final jump. I hope his two injured colleagues recovery time is as good. Always love seeing a good news thread. Thanks for sharing, Richard.

Imagine the result using that technique to land a Mooney?

Thanks for the correction Mike. It was a G500 or G600 Txi touchscreen. The original post has been edited.

I have seen the G500/600 Txi screen powered up and the clarity is brilliant to say the least. I'm sure it is mostly touch screen which could make it difficult in turbulence. This problem does not exist with the G3X. One of the features I like about my IFD's is the choice of button usage when in turbulence vs the GTN navigators.

...and flap position. Been there and done that. Very easy to leave flaps in the takeoff position, particularly if momentarily distracted and not notice it until the accidental overspeed when levelling off soon after takeoff. After takeoff checklist (read from the IFD440): 'Gear up, Flaps 0, Boost pump off.' Works for me.

Wise words. Always listen to mother's advice. I would love to run but can't as I underwent right knee replacement surgery 2 years ago, so I do the next best thing - bought a treadmill, elevate it to its highest level and make the speed a fast walk. I soon reach a high heart rate with an excellent workout to both legs. I do this as high intensity interval training (HiiTs) for 30 minutes and at 63, I feel fantastic at the end. Exercise is a must. I plan to fly my Mooney as long as my medical permits.

PS Engineering 8000BT.

Congratulations on your new acquisition, Derek. Please remember never to practice in air manual gear extension due to unforeseen repercussions. You can safely do this each annual whilst your Mooney is on jacks. Show us some more pics when able.

Thanks Anthony. Always a pleasure to read your posts.

This news is so devastating and not what I expected given the snippets of positive updates. My sincere condolences.

Please tell us about that one? I've never heard of it.

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.

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.

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.

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.

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.

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.

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.

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.

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.

See the below track depiction from Flight Radar 24. The sudden stop is sobering. https://www.flightradar24.com/data/aircraft/vh-dju#222accba