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| I believe in the principle of Due Process  |
I had a Mooney Encore (nee 252) that had 1100+ lbs useful load. 300 lbs of gas, 4 seats and baggage, and 220 knots on 12.7 gph at up to FL250. Of course, some say you don’t sit in a Mooney as much as wear it. I thought this was the finest single engine 4 place there was. Like all Mooneys, you had to observe the book speeds, or it got pretty exciting. Luckily, I have enough willpower to control the driving ambition that rages within me. When you had the votes, we did things your way. Now, we have the votes and you will be doing things our way. This lesson in political reality from Lyndon B. Johnson "Some things are apparent. Where government moves in, community retreats, civil society disintegrates and our ability to control our own destiny atrophies. The result is: families under siege; war in the streets; unapologetic expropriation of property; the precipitous decline of the rule of law; the rapid rise of corruption; the loss of civility and the triumph of deceit. The result is a debased, debauched culture which finds moral depravity entertaining and virtue contemptible." - Justice Janice Rogers Brown | |||
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The commanche comes in 180 hp, 260 hp, and 400 hp versions. The registration on this aircraft shows a turbocharged Lycoming TIO-540, which would be the 260 hp version, turbonormalized (maintains sea level power for rated horsepower). No point guessing on the weight or balance at this point. The fuel load is unknown, as is the weight of the passengers and their seating arrangement, or baggage, so it's all speculation and guesswork. Six seats, of course, doesn't make it a six seat airplane. Hot day, a six seat airplane may really be a two seat airplane. What caught my attention at the time was the fact that they departed in a single engine piston airplane at night. They went down in a golf course...a location notable for it's long, open grassy surfaces. Landing on them in the daylight should never be a problem. Night changes everything. The pilot and passengers were all young, inexperienced. Without knowing anything more about the flight, from weight and balance to mechanical status, the poor judgement to depart and fly to Vegas in the dark, rather than exercising a bit better judgement and leaving in the daylight, says a lot. It's hard to make forced landings at night. Over much of that routing, it's a black hole, too, especially in the area of the Grand Canyon (a bit later on their route of flight). That means it's an instrument flight, regardless of visibility and cloud cover, and that means one had best be up to speed on instrument flight or flight by reference to instruments...which have limited redundancy (or none in most cases) in light airplanes...which is one more reason not to make that flight at night. | |||
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There were social media videos posted by Phx New Times from pre flight and what appeared to be initial take off and it appeared that this was one big rolling party...loud music, lots of commotion and generally not a good atmosphere for a plane to depart under at night. http://www.phoenixnewtimes.com...plane-crash-10318820 I have flown out of there numerous times. You depart over a road than a dam/berm with gold course on otger side. There are no large trees but by the looks of the crash site they found one. Dangerous combo of overloaded, inexperience and not taking shit seriously? | |||
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I haven't flown anything in a long time...but anytime you have 6 adults in a nominally "6 seat" general aviation plane for anything other than an almost no fuel trip around the pattern..."Danger Will Robinson!." The gross weight/empty weight math doesn't work with any decent fuel load on board never mind luggage and weight & balance. “People have to really suffer before they can risk doing what they love.” –Chuck Palahnuik Be harder to kill: https://preparefit.ck.page | |||
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You left out the 250 hp. Just over 2,500 of the 250 hp were built, as opposed to only around 1,000 of the 260 hp models (including both normally aspirated and turbocharged). There were also 300 hp and 380 hp prototypes built, but these did not enter production. הרחפת שלי מלאה בצלופחים | |||
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You're right, though I was lumping those together, as to me they're the same thing. Much like a 150 hp v. 160 hp 172. Or a 152 v. 152 II, etc. The commanche is a stiff wing airplane; I never cared for them much as they don't ride well in turbulence, in my opinion. I've flown various singles and the twin commanche. They're relatively speedy, but at a cost. I've never worked on one that didn't have messed up screws on the cowling. I don't know what it is about the commanche, but people seem to stick PK screws where they ought not, and it's not uncommon to find three or four different types of screws with messed up threads, tinnermans tossed in as cheap fixes to busted nutplates, etc. More on the singles than on the twins. I've flown out of SDL quite a bit, mostly in Lears, Sabreliners, Piaggios, King Airs, Twin and Turbo Commanders, etc, and was based there on and off in a LR35 years ago. Departing to the north goes from bright lights to relative darkness fairly quickly, and it can produce some visual illusions, especially as one should transition to instruments just after takeoff. It's a possibility here. | |||
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