Above posts moved to this original TB10 thread
Mooney_Driver wrote:
This is a bog standard TB10, no idea if it had a yellow arc on RPM. Fact is that the TB10 like any other airplane should use full MTOP for take off, not some club internal setting.
The accident aircraft was a TB10 fitted with a Hoffmann STC’d aftermarket propeller. It should regardless use full power for takeoff, regardless of the propeller. If there were a tach yellow line in relation to the propeller as with an MT the yellow range is specified for “take off power”.
Antonio wrote:
Having said that, noise restrictions should always be second to safety. A pilot, however, is not always entitled to tell the difference between a noise- and a vibration-mandated yellow arc, so both must be treated cautiously, just in case, unless you have certainty. A different matter is whether that entitlement should exist.
This is a bog standard TB10, no idea if it had a yellow arc on RPM. Fact is that the TB10 like any other airplane should use full MTOP for take off, not some club internal setting.
And that pilot knew the area well. So much the more strange that he did not fly over lower terrain which was just to the right of his flightpath.
Lindbergh took the somewhat lower southern route, I’d guess. link
The Ryan monoplane for the San Diego-St. Louis hop carried 250 gallons of gasoline and 20 gallons of lubricating oil. Lindbergh handled the ship with extreme care during the take-off. he taxied for a considerable distance before the ship nosed up. a rapid left turn and Lindbergh headed directly over the city. Escorting him were a squadron of military planes in command of Col. Harry Graham of Rockwell field. Col. Graham reported on returning to the aviation field that Lindbergh was traveling better than 110 miles an hour when he swept over the Cuyamaca mountains heading for the Salton sea
This was VFR at night with no direct forward view, no gyros, no radio, no oxygen.
To get the spirit of StLouis flying at 16kft above the rockies you still need proper RPM, lean of mixture, good pitch control and know how to adjust VY climb speed 
Not to forget to treat that engine like a baby on a night flight…
Antonio wrote:
This is a common problem with an easy solution that small aircraft pilots have used for ever…s-turning. Our 210 probably has better visibility but I always do a little S when approaching a ridge if in doubt. It can be a factor, but it cannot be an excuse…ask Charles Lindbergh in his Ryan monoplane…(OK he probably did not do hill flying in it , but you get the point)
Prior to crossing the Atlantic he flew it from San Diego to St Louis (at night 
) and there is something called the Rocky Mountains on that route. I’m guessing he climbed high and stayed high.
Mooney_Driver wrote:
The view over the front of the airplane with this plane is very restricted
This is a common problem with an easy solution that small aircraft pilots have used for ever…s-turning. Our 210 probably has better visibility but I always do a little S when approaching a ridge if in doubt. It can be a factor, but it cannot be an excuse…ask Charles Lindberg in his Ryan monoplane…(OK he probably did not do hill flying in it , but you get the point)
400fpm climb and even less is perfectly safe for flying in the mountains. 1000fpm will not make you able to outclimb drafts.
@Peter’s archaetypical F-16 will make a difference. For most everything else, situational awareness vs wind, terrain and proper technique as related herein is much more important in the mountains than 400 vs 600 fpm.
Having said that, noise restrictions should always be second to safety. A pilot, however, is not always entitled to tell the difference between a noise- and a vibration-mandated yellow arc, so both must be treated cautiously, just in case, unless you have certainty. A different matter is whether that entitlement should exist.
Well, the aerodrome has been under massive threat by surroundings and I would not be surprised that this habit came from there.
L
Mooney_Driver wrote:
The internal procedure of the flying club used a take off and climb power using 2500 RPM instead of Maximum Take Off Power. Consequently the airplane only climbed with roughly 400 fpm.
I’m not familiar with the Hoffmann propeller fitted to this aircraft under STC but my similar 3-blade MT prop conversion for the same engine family has the tach marked yellow at 2500 rpm, with red starting at 2700 rpm. Correspondence with the manufacturer (between a prior owner of my plane and MT’s founder/owner) in the aircraft file confirms that the yellow line was purely for German noise certification. I can imagine this could very easily be misunderstood and gold plated into “stay below the yellow line”. In the real world, unintended consequences often accompany excess complexity in procedure and/or design.
For me, benefiting from the persistence of a prior owner in ferreting out the info, this background is useful to know when looking for max performance at high takeoff altitude and I don’t generally pay much attention to the yellow line.
