toto

I'm not sure that I have ever suggested this before, but it might be a case where a high speed taxi or two is a good idea. After aborting takeoff #2 and seeing a good second runup, you could exercise various power settings on the 6000 foot runway without rotating. I think I'm in the camp that would say "if it doesn't feel right, put it to bed and call the mechanic," but a high speed taxi could tell you a lot about how a third takeoff roll would feel - with minimal risk of an emergency. If the high speed taxi still feels wrong, call it a day. (I'm definitely not judging here - just throwing out an idea. You're safe and the airplane isn't bent - that's the best possible outcome under the circumstances.)

+1 A failed mag check for me has only ever been caused by a fouled plug.

Found some discussion on the Kelly mags here: https://www.shortwingpipers.org/forum/archive/index.php/t-8487.html This is just from random Googling, so .. H

+1 I’d love a pirep on these too. I’m due for a 500-hour this year, and I’d be very tempted to go with a new unit if they’re better.

Any chance you could make this the subject line? This could be a great discussion topic but the subject is sort of vague

Interesting, thanks for that. I didn't realize that it was possible to buy new Bendix dual mags today.

On behalf of all dual-mag owners, I hope this isn’t true

It would be better to redirect to Mooneyspace than to have the site throw up an error page.

Yeah it's been that way for years - the site only ever worked on the 'www' subdomain.

You can add on a separate annunciator pretty inexpensively.. something like this https://www.aircraftspruce.com/catalog/inpages/vacuumwarning.php (I have no experience with that particular product, so ymmv - just an example.)

Honestly, this sounds like an experience that more people should have. In a safe environment, VMC with an instructor, you've seen first-hand what happens when an instrument fails. And you're starting to think seriously about personal minimums (including about minimum equipment for instrument flight). I suspect there are quite a few instrument rated pilots flying around in IMC who have never experienced a real equipment failure, and have an inadequate appreciation for how quickly things can go to hell. Doing the debrief in your head, with your instructor, and with others on MS or elsewhere is the right way to go. But don't be too hard on yourself. You'll be a better pilot for having seen this first-hand.

It's been a little while since I used one of these courses, so I don't want to recommend a particular publisher. But I'll just note that there can be a big difference between knowledge courses and test prep courses. If you take a good online knowledge course, you may actually get a lower score on the written but have a better understanding of the material than if you take a pure test prep course. Since it sounds like you're primarily interested in knowledge, go with one of the long-form video publishers.

Yep. The only time I've seen this was after an annual, with finger-tight screws that weren't followed up with a screwdriver.

Right, but capping liability to 18 years for certain claims could have a major impact on the manufacturer’s total exposure.

Back when US single-engine piston production ground to a halt in 1986 or so, manufacturers were saying that ~50% of their cost was liability insurance. That’s my vague recollection, anyway. After the GA Revitalization Act (1996ish) and later, it may well be that labor costs represent a much higher portion of the purchase price.