Jump to content


Basic Member
  • Posts

  • Joined

  • Last visited

  • Days Won


redbaron1982 last won the day on January 9

redbaron1982 had the most liked content!

Profile Information

  • Reg #
  • Model

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

redbaron1982's Achievements


Enthusiast (6/14)

  • One Year In
  • Reacting Well
  • Collaborator
  • One Month Later
  • Week One Done

Recent Badges



  1. 14 CFR § 91.175 (c) Operation below DA/DH or MDA. Except as provided in § 91.176 of this chapter, where a DA/DH or MDA is applicable, no pilot may operate an aircraft, except a military aircraft of the United States, below the authorized MDA or continue an approach below the authorized DA/DH unless: (1) The aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers, and for operations conducted under part 121 or part 135 unless that descent rate will allow touchdown to occur within the touchdown zone of the runway of intended landing; (2) The flight visibility is not less than the visibility prescribed in the standard instrument approach being used; and (3) Except for a Category II or Category III approach where any necessary visual reference requirements are specified by the Administrator, at least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot: Busting a MDA without the three requirements is ilegal, I think that's quite clear. Now, regarding DA/DH, I have my doubts also, the reg says: "...or continue an approach below the authorized DA/DH unless..." So, I can interpret that I can descend down to DH, at that point I must make the call wether to land or not. If the three requirements are not met I must chose not to land. So I abort the approach and go missed, at the DH. Again, I'm taking the decision and interrupting (i.e. no continuing) the approach at the DA/DH, not lower than that. But as I set the power, arrest the descend and start to climb I will go below DA/DH. Is that ilegal? From the reg perpsective, doesn't sound like it is. Now, is it smart? Probably not. Anyway, I think the guy that originated this thread (meaning not the OP but the guy that tangled his Mooney in the power lines) was not in this technicalities, but doing thing much worse than this. If you will, the reg starts by saying: (b) Authorized DA/DH or MDA. For the purpose of this section, when the approach procedure being used provides for and requires the use of a DA/DH or MDA, the authorized DA/DH or MDA is the highest of the following: (1) The DA/DH or MDA prescribed by the approach procedure. (2) The DA/DH or MDA prescribed for the pilot in command. (3) The DA/DH or MDA appropriate for the aircraft equipment available and used during the approach. I would argue that the pilot in command was proficient enough to even start the approach, as he was not familiar with the waypoints of the approach (get confused between BEGKA and BECKA), was not able to follow a heading, and sound to be far behind the airplane.
  2. I don't need excuses if I want to buy one, I just wanted to know if this would be a good addon to the toolbox I'm trying to put together. So far I think I'm going to focus on getting some good quality manual tools, taking into consideration not getting a traditional screwdriver set but having a set of bits from say Wera. Eventually I can add a gyro screwdriver to my set for things like inspection panels, cowling, etc.
  3. Hey offtopic but related, I assumed that most of nuts, bolts, etc in a Mooney are SAE no? No or few metric stuff, right?
  4. Hey all, thanks a lot for the reply's. I was more concerned about if the tool would fit in the tight spaces, but I totally agree that power tools tend to strip up screws, so maybe better to avoid them at least in the aircraft. I liked the idea of the gyro screwdriver, I have seen that and was curious about how "natural" it feld. That my be an option, although it still breaks the "romantic" idea of not using manual tools in an aircraft that was assembled with manual tools and lot's of dedication.
  5. I don't know how it's in other regions but here in Houston area is not common for ATC to "assign" IFR altitudes to VFR aircrafts under flight following. It is really intriguing this accident, hopefully we will learn what happened. From my understand this is clearly not an engine failure. The aircraft crashed inside the airport perimeter. It seems they were in an area that, even if not making the runway because of an engine failure/fuel starvation, they were able to land short, in the grass, with a much better outcome. Although I don't trust ADS-B data this close to the ground, in the last minute there seems to be a climb from 500ft to 800ft. Maybe they saw something in the runway and they tried to execute a go-around that ended up catastrophically? I feel really sorry for Candi's loss. On the up side, let's think that Rae passed away doing what he loved, much better than passing away in an elderly care facility, at least in my view of seeing life.
  6. It was not one year, it was 6 months. One year was from the moment until I did the prebuy and immediately the annual after it until now. The part it the aft stub wing spar. The factory is already finishing it, so shouldn't take much longer.
  7. I'm trying to put together a set of tools to keep in the hangar for when I get my airplane back from the shop. I was looking at Makita's ratchet wrench and the 90° screwdriver as well. Are they good? I'm not asking much about the brand but if they are useful for work in tight spaces in a Mooney. PS: I was sure there was a post about tools, I search for it but couldn't find it. If there is one and any of you has the link at hand please share it. Thanks.
  8. I'm following the advice of the best Mooney shop in the US.
  9. It seems that Carl has passed away sadly. https://www.bostonglobe.com/2022/12/03/metro/police-identify-pilot-killed-falmouth-plane-crash-wife-hospitalized-with-serious-injuries/
  10. I totally understand the OP feeling. I have owned a Mooney M20J for 1 year now and haven't got to fly it yet, annual of hell, Mooney taking 6 months to produce a spare part, MSC that are a complete ripoff, etc. The GA ecosystem seems broken. I'm not saying that everything is bad, but there is a lot of things that are messed up. Some I think are fixable, many others no, unless the industry really turns around, what I don't think is going to happen. I sometimes think that we should come up with a system that could help us stay as "safe" (not only physically but financially as well) as possible. What are your thoughts in having a crowd source system for: Reviewing/evaluating GA shops and part sellers. Having helpful resources in a organized/centralized way for pre buy inspections, general maintenance, etc. Many times I think of starting myself something like that, just for the fun of it, but I don't know if it would gain traction. Also, something I would really like is to be able to be able to get certified as a AP+IA. Being able to maintain our airplanes would be a huge benefit for saving money and time, not always, but in a lot of cases.
  11. Just wondering who's going to pay for al the mess he did. Insurance goes so far for liability. I doubt that his insurance had a limit so high to cover all the expenses out of this. Has to be multimillion dollar damage we're are talking about here. How this works out?
  12. Not even load the approach in the 430, because he would have had the waypoints right there if he would have loaded the approach. It's really very strange, it would really insightful for the guy to show up and explain what happened. In the 911 audio, near the end you can hear him saying "I'm sorry. I shouldn't have descent that low" or something along those lines.
  13. Was the guy even IFR rated? Or was he incapacitated? It's shocking how sloppy he was even with simple indications from ATC.
  14. A 3 degree GS (as it's shown in the approach plate) is around 300ft per nm. That makes around 320ft at 1.22sm. Considering that this path cross the threshold at 40ft, you're talking about 520 (TDZE) + 40 (TCH) + 320 (GS) = 880 MSL at 1.22sm. That's if your are right in the center. I understand that LPV has same sensitivity when close to the runway as ILS. A full scape deviation is 0.7. In that case, right at full scale deviation below GS, we are talking about 520 (TDZE) + 40 (TCH) + 230 (GS@2.3 degrees) = 790MSL.
  15. This story is amazing, I heard about it a couple of year ago, when I didn't know what a Mooney was. Is truly amazing. A lot of luck, but also a great airplane!
  • Create New...

Important Information

We have placed cookies on your device to help make this website better. You can adjust your cookie settings, otherwise we'll assume you're okay to continue.