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Cooperd0g last won the day on October 11 2017

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About Cooperd0g

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  1. Cooperd0g

    Selling the Moonship! 1963 M20D/C

    Message sent.
  2. Cooperd0g

    Virginia Accident

    I have had a few people ask me and yes, I plan to keep flying GA. My wife is very forgiving and understanding. Plus she really enjoys flying and was super excited to have a plane of our own as we had talked about it for years. Right now I will let the insurance settle out and get everything sorted. We also discussed that from now on I will conduct a full brief with her on the plan just as if she was my co-pilot or wingman on a military flight. That way she will know if I'm doing something different and make me justify it. This is our way to mitigate this type of issue from happening again.
  3. Cooperd0g

    Virginia Accident

    Yes, ForeFlight. He didn't seem to have an issue with it.
  4. Cooperd0g

    Virginia Accident

    CG was towards the rear, but within limits.
  5. Cooperd0g

    Virginia Accident

    When I spoke to the insurance claims guy he asked me what happened and I told him. Car insurance still pays if you are at fault. The claims guy said this should all be covered. I will forever have to report this accident and it will likely increase future rates.
  6. Cooperd0g

    Virginia Accident

    I know what you are talking about (ASRS via NASA) and no, I did not. I called the NTSB as soon as I was out of the hospital. A couple of hours later the FAA inspector was already at the scene and I went back to talk with him as both he and the NTSB duty officer had requested I do so. I was told that I did not have to answer any questions if I did not want to, but that is not my way. When I was done the FAA inspector said that because of my candor there would likely not be any regulatory action, but there would most likely be a requirement to fly with a CFI for decision making and stall recovery before I could fly as PIC again. I have a feeling this wouldn't really qualify for that anyway.
  7. Cooperd0g

    Virginia Accident

    I shared the story here because I wanted other people to learn and I didn't want to hide anything. That is they way we do mishap reporting in the Navy. I gave the exact same information to the NTSB duty officer and the FAA inspector at the scene after I was out of the hospital. I showed the FAA inspector all of my flight planning, take off performance data, weight and balance, etc.
  8. Cooperd0g

    Virginia Accident

    You are correct, I should have fully evaluated if I felt that was a good option before changing my plan.
  9. Cooperd0g

    Virginia Accident

    As I mentioned, I planned to back taxi and use all of 19. A person local and familiar with the airport mentioned the option to takeoff 01 with the intersection also as an option. I should have stuck with my original plan. I don't know why I decided to change. Clearly I shouldn't have. It was a lapse in decision making.
  10. Cooperd0g

    Virginia Accident

    I practiced power on and off stalls with a CFI prior to ferrying the Mooney home to Florida. But the sensation is all together different when treetops are in your peripheral vision. We were loaded pretty full, but not quite at gross and definitely not over gross. With the three of us and full fuel we could carry an additional 165 lbs. We were about 80 or so pounds under. We don't always practice flying at, or near, gross so I'm sure that was a factor. I shared here because I do believe it is possible to learn from other's mistakes. I read many of the accident reports and it is difficult to see how I would make the same errors, but there are some that I could see myself making in the right conditions. I let a moment of distraction nearly kill my family.
  11. Cooperd0g

    Virginia Accident

    Yes, the pilot is here. Yes, I recently purchased the aircraft. I flew from Pensacola on Friday and landed at W75 with about 10 gallons remaining. I filled up Saturday morning (54 gallons on board) and was planning to continue to New England. I checked the fuel during preflight as usual and I saw no water. I looked at the windsock as I finished my preflight and it was about 5 knots with a slight crosswind, but favoring 19. My plan was to back taxi and use the full length of 19. I looked at the windsock again as I was about to taxi and it was limp. I don't have a voice recorder so I'm paraphrasing from what I remember. During taxi, Unicom asked me my direction of travel. I said north. Unicom said that the winds were light and variable, not favoring a particular runway, and that no traffic was known to be inbound. He said I could use 01 if I wanted to be closer to course. At this point I was at the one taxi intersection with 01/19 and he said I could take off from there or back taxi and 180. This is where I made my first mistake. The taxiway intersection is not in the middle of the field. It is closer to the approach end of 01. But if you look at the taxiway diagram it is a short runway and the intersection cuts off a significant amount. I allowed this distraction to alter my plan and I elected to takeoff runway 01 from the intersection without fully considering the decision. There are trees not far past the end of the runway. I don't normally climb at Vx, but as I saw the trees I pulled for Vx and made my second mistake. I over-rotated and entered a power on stall. As I was barely over the treetops while I was attempting to correct, but the sight of the trees right beneath me tempered my forward pitch correction and I re-stalled. I lost lift on the left wing, rolling left. I did not have enough control to really pick a spot at that point, but I had enough rudder to keep the nose between the trees. Or I didn't and it was luck. I honestly can't say. It happened pretty fast by that point. I am a Navy pilot and TOPGUN graduate. I have my ATP and CFII. I completed my BFR in a 182 just a couple of weeks before I bought the Mooney. I am meticulous about safety and planning. I used to preach to students about the three things a pilot can never use: fuel in the truck, runway behind you and altitude above you. I frequently talk about complacency as a major cause for accidents, not just in aviation. I want to be clear, I am not attempting to place any blame on the Unicom. However, I allowed that brief conversation to distract me from my very solid plan and change to a very poor one. The left wing sheared off from the tree on the left side. The right wing entered the house with the fuselage and was leaking fuel. Debris from the structure prevented me from being able to open the door enough for escape. Neighbors called 911 and told us to stay put, but fuel was leaking and I wanted us out. A man who happened to be at the airport and getting ready to fly saw everything from my intersection takeoff to stall. He jumped in his truck and found us. He took charge of the group at the house, got the power to the house secured, apparently there was house wiring on or around us, climbed into the house and started pulling debris away so we could get out. This man subsequently held out gear, picked us up from the hospital after we were released, took us to his home and then brought us to a hotel. I am forever in his debt. The footwell crushed around my legs, but I was able to pull them out on my own only with minor abrasions. My plexiglas windshield was shattered and I have some lacerations on my head and bruising on my right arm. My wife was in the back seat next to our 13 month old son, who was in his car seat. My wife has a fair amount of bruising and soreness. My son has minor rash from his car seat restraints. Fortunately the home was unoccupied. We are very fortunate.
  12. Cooperd0g

    Speed Mods

    How are you guys calculating your true air speed?
  13. I don't know, I say get what you want and just plan to do one fuel stop. 160 knots for 800 miles is 5 hours. I would need a range extending piss bottle to do that regularly.
  14. If you lose the 160 knot requirement the my 20C can do it. That is also assuming that fuel is part of your 800 lbs.
  15. Yes, I was thinking of removing the vac system as a weight savings idea.