Mooney in Oz

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?

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.

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.

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.

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 .

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.

You are as much the PIC on the ground as in the air. Good decision.

My mistake. Although I have both, I sometimes get the two mixed up. Thanks Lance and apology to @bradp.

The Avidyne AXP340 is a rebranded PS Engineering PMA8000BT, but I understand what you mean.

I bought the Mini 5 and pencil on the weekend. Pencil works great!