N9201A

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N9201A last won the day on September 4 2018

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About N9201A

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  • Gender
    Male
  • Location
    Sunny Southern California ... but we travel!
  • Reg #
    N9201A
  • Model
    1978 M20J

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  1. www.lightspeedaviation.com/events/b2osh-2019/ Enjoyable to watch, great air-to-air footage, some familiar faces...
  2. This was reported on Mooney Caravan website last week: http://www.mooneycaravan.com/news/statementrelatingtoincidentduringmooneycaravantooshkoshxxii21july2019
  3. Control towers maximize safe runway use. The OSH Tower is not the busiest in the world during AirVenture because they hold three runways idle or create some “buffer period.” Mass arrivals are negotiated months in advance with letters of agreement with the FAA. Each arrival Lead is in contact with Tower personnel during the days before and is assigned a specific slot time that must be hit precisely. The controller issues one landing clearance for the whole flight. The controller knows each pilot will do exactly what’s briefed and agreed. Aircraft arriving on Fisk just show up, and the tower may have a slow period or may be jammed. It may have other conflicting traffic or other issues limiting its ability to maximize runway utilization. Fisk arrivals may or may not follow the NOTAM. Each must be specifically controlled (so 60 arriving Fiskers = 60 separate clearances and interactions). I suggest anyone interested speak to a tower controller at OSH and get their perspective. The FAA isn’t working with mass arrivals because it is less efficient — if they didn’t support it, it wouldn’t happen. And they support it for the reasons stated. Look, formation flying isn’t for everyone. Plenty of people opt out of a mass arrival for good reasons. But some imagined inefficiency or negative impact on OSH Tower ain’t close to being among those reasons!!
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  5. Two runways, 36R (two aircraft) and 36L (one aircraft). Each is aiming for (and landing past) the same spot on the runway and taxiing at high speed towards the exit. No worries that the guy in front of you lands short or decelerates, forcing you to go around (if you’re still airborne) or max brake (if you’re already touching down). Try both and decide which fits you best. I rented a house one year below the arrival, and sauntered into the pool with a cool one to watch airplanes with a nearby radio tuned to the controller freq. I left twenty minutes later shaken at the near-misses I saw and how many pilots appeared oblivious to the controllers and other aircraft. Not for me...but to each one’s own.
  6. The Ironworks has a long and well-deserved reputation, but the A10 is on their website by acquisition, they didn’t birth it. Let’s not forget to credit Fairchild Republic. The A10’s lineage includes the P47 and F105, both also pretty effective single-seat ground support aircraft. Of course if trends continue it’ll all be down to one company eventually
  7. Race! Race! Race! Met a K pilot who told me his bird “consistently” beat book. Surprised, but OK...when we flew form, his ASI was “consistently” reading higher than any other plan with whom he flew. As suspected (and verified by multiple GPSs) his ASI was in need of adjustment. There is no definitive altitude at which one prevails over the other, nor can there be with so many variables: temperature, density altitude, gross weights, speed/engine mods, etc. My own experience is Js, Fs and Es will out-accelerate Ks and retain a “smash” advantage to at least the altitudes suggested here (from 6-8,000).
  8. Next time try aerodynamic braking instead—hold the yoke BACK and try to keep the nosewheel off the ground. Steer with rudder. Many of the things that happen in the air are predictable and can be mitigated or avoided completely on the ground. For example, BEFORE you take off, calculate a “go around point” by which, no exceptions, you will add power and go around if you’ve not planted both mains on the runway at a target speed. This calculation should provide adequate takeoff distance with margins under actual conditions, including likely effects of trees near a runway. After you’ve done this, if you’re at or before your go around point with the mains on, you’ve done the calcs and know you’re good to land. No need to stress and force anything. If you’re not, go around and try again. Practicing is great, but not having to exercise your skill to get out of a bind because you kept yourself out of it is much, much more rewarding.
  9. What Anthony said. If there was something off on your CG, how’d you execute a “perfect” fourth landing? Bounces are technique, and usually excess energy. NEVER force the nose down on a Mooney. Nervous passenger, baby on board, trees, short runway ... you had a lot going on in the cockpit. No surprise if it influenced your landing execution. As someone who “Mooney baptized” both kids at 5 weeks, I get it. Either of your baby or your spouse are a huge concern in the cockpit—both is much more than twice the distraction. Try to prevent those distractions and mitigate your risk: Longer runways, no obstacles, develop better energy management, add some tools like mastery of slips, short/soft techniques...and hit the books on the relationship between CG and aerodynamics. With a Mooney-competent CFI, intentionally come in fast to understand how that happens and what to do about it. Sounds like you executed three successful “bounce aborts” so kudos to you. That’s great. Now try to never have another bounce! [emoji41]
  10. THIS!! The ONLY time I’ve got my logbooks in the plane is on the way to/from a checkride. And don’t produce them to the FAA unless/until someone who’s an expert has flyspecked them to catch errors. Everyone makes oversights or errors in paperwork—why let the regulator be the one to catch yours?
  11. “Certificate of completion” ain’t a medical certificate. If a BasicMed holder held a Medical Certificate, s/he wouldn’t be flying on a Basic Med. Just sayin”...