Mooney in Oz

Looks to me like a departure stall followed by a wing drop and half a cartwheel. Previous mishap back in 1996. https://www.ntsb.gov/_layouts/ntsb.aviation/brief.aspx?ev_id=20001208X06255

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.

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.

Hey Tom, I have a question about the aircraft tracking on the chart page of the MFD on your G3X. Are you able to change it to track up or is this the only orientation available?

For those us who own Avidyne IFD navigators, Avidyne and Jeppesen have collaborated to introduce pricing bundles resulting in the following: https://pilotsupport.avidyne.com/kb/article/353-jeppesen-pricing-for-avidyne-equipment/

Although I said red, mine is more of a burgundy colour but the red seems to come out more in the sunlight. Regardless, yours looks magic. How good is that? I think I know the O3 you saw and if it is the same one, I had a ride in it some years ago. You now have bragging rights as many Australians have never held a Koala. If you need a Mooney instructor or just advice there are some very experienced and highly regarded instructors that participate on MS, two whom I have met (@donkaye& @mike_elliott) - the former I had the privilege to fly with and the latter almost but unable due to a medical issue I had at the time. Both I count as my friends. Again, welcome aboard, you've come to the right place!

From the other side of the Pacific, welcome aboard GeeBee and congrats on acquiring your beautiful new bird! Although perhaps a different red, it looks like I chose your paint scheme about 11 years ago when my J was soon to be repainted.

I don't think so. I emailed Phillips a couple of nights ago regarding the difference between Victory 100AW, Victory 20W50 and whether it replaces any product. I received the following reply: Victory 20W50 is not necessarily a replacement rather its another option that is a multi-grade engine oil that has the Lycoming anti-scuff already added in. The victory 100 AW will still be available for those who want the single grade SAE 50. The X/C Victory 20W50 will work great in the IO-360 and we look forward to keeping you as a customer. Please let me know if you have any further questions. The reason I'm interested is I need a replacement to the defunct Exxon Elite. Aeroshell W100 Plus is expensive on this side of the Pacific and Phillips has good reviews on MS.

Congrats and well done! The IFD's are such a great box. The intuitive features makes IFR flying and approaches so easy to conduct.

A stormscope is a handy tool for the detection of electrical activity, however it has its limitations as not all convection activity will emanate enough electricity to be detectable by the stormscope. Keep a safe distance from any type of convection activity. Happy Birthday Paul!

Man that was shocking to watch. I used the same vocabulary in unison with the man filming when the aircraft struck the fence and berm. Only 4 topics and I have already learnt a fair bit from what I have read, particularly from this thread. I admit to previously not taking much notice of the 50/70 rule, which I will be implementing at every takeoff from now on after viewing the video. I have aborted takeoffs before, but only from a 'seat of the pants' feel. Thanks Pritch for sharing. I also want to thank Craig @mooniac58 and any others who were instrumental in creating this new forum.

Your best resource is your iPad simulator. Practice as much as you can by creating different flight plan and enroute scenarios over and over. It is a an invaluable training tool. Good luck with your mock ride and assessment. Don’t forget to let us know how you go.

I was given the same opinion by two mechanics as Phil advised so I ordered the Barry mounts for my upcoming annual in October. Spruce has both Lord and Barry.

It's good to read you are having much better luck and experience than in the past, Don. About time and well deserved.

There is one in Australia: https://www.casa.gov.au/aircraft-register?search_api_views_fulltext=M22&vh=YVE&field_ar_serial=

Some can, some can’t. @donkaye knows all about this.

You are a very decent human being, Tom. The title you've given this thread says it all.

Turbine - Simple operation, light weight and generally more reliable than pistons but can be biiiiiiiiiig $$$$$$$$'s if sudden, unexpected (or expected) maintenance is required.

Have you checked the programming of the MAP and RPM on the 830? Horse Power Constant (HPC) for your IO360, 200 HP is from memory 120. Someone else feel free to correct if I am wrong. Page 47 in the PG explains the process for both. If you don't have a PG, you'll find the latest here: https://www.jpinstruments.com/wp-content/uploads/2012/06/PG-EDM-730_830-Rev-A-02-JULY-2009.pdf

I love them all!

A wonderful and inspirational read. Thanks for sharing.

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.

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 ?

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.

Well done Richard. What method did you use to find the small spot?