N9201A

“without thinking answered no honestly and then the questions started.” A ramp check is like a traffic stop. The cop/inspector has a reason for the question, s/he’s not being social. NEVER start answering questions without thinking. “I’m sure the information you need is in my logbooks, which are not with me. Can I get back to you?” is never a bad response. Then stick with it, it’s not a memory test and anything you say WILL be used against you, so why play the game? Too bad he caught you off guard. “I'm gonna call AOPA and find out what i should do.” Talk to an AOPA Pilot Protection panel counsel, they’ll have someone in your area, hopefully someone who knows the FSDO and maybe even has experience with the inspector. “I'm sure others have done this too.” Of course...I know a guy who confessed to his friend he was “out of annual, too” after a ramp check. Thanks to his “friend” repeating the admission, his 90-day suspension was bumped to a one-year one. So be careful what you share in a public forum, there are some FAA inspectors who read MS too. And “what about Bob” isn’t a defense...save it for certain news networks and politicians. “I wasn't flying and i wasn't endangering anyone. It's paperwork.” This is like “it’s 75 in a 60, big deal” or “it’s a stupid stop sign and no one was around.” Anyone who’s written a traffic ticket, please chime in on your take on that reaction from a violator...but in my experience, that’s exactly the WRONG mindset to demonstrate to any regulator...including any reading MS. I’d suggest getting good advice, following it without sharing any unhelpful facts publicly, and demonstrating a pro-compliance mindset, including preventing future slips (calendaring key dates, working to stay current through WINGS program, etc.). You’ve (inadvertently perhaps, but still) “fessed up,” now is the time to take responsibility, not minimize (even if it’s what you really think), and demonstrate that you’ve learned and the lapse you had will not reoccur. Sorry you got tagged but odds are - just like driving - we will all get a “ticket,” a ramp check or the dreaded “call this number” radio call if we fly enough. Having thought through how to respond in advance - just like an engine out - reduces the stress and facilitated crisp execution when it occurs. Good luck, hope to read about a positive outcome.

Glad you’re OK Bob. The Yukon tossed on top of the Audi reminds us how strong those things can get! Glad it missed the Vampire... Sent from my iPad using Tapatalk

+1. I'm betting there is a correlation between that and changing the cap O-rings annually.

If you were safe, you told the Cessna on final what you were doing, and he agreed, sounds like a nonevent. He probably didn't want to inconvenience you by extending your downwind then slowly gaining on him at 80 knots. Sent from my iPhone using Tapatalk

Wonder how the Cessna pilot on final liked it?

For three quarters of a million bucks, you'd think someone could've spelled "reference" correctly!! Uh, spell-check?

Perhaps CAPS would have made a positive difference here, but seems unlikely: "Cirrus recommends a minimum deployment height of 580 feet in the latest-generation SR22." Source: http://www.flyingmag.com/how-it-works-brs-aircraft-parachute But pulling the handle would certainly have prevented CD from following Hoover's advice to fly it as far into the crash as possible, as he mentions he used what control authority remained (rudder).

Orionflt wrote: "In my career in the Navy I have had tower offer intersection take offs numerous times, normally we would accept them and go with out recalculating takeoff performance. we took what we already knew and made a decision." This is an important statement from which we GA pilots can glean an key "ounce of prevention" ALL of us can apply to our own flying. The intersections are as certain and known to us as the runway length. BEFORE stepping to your aircraft, you know what your approximate takeoff distance will be (based on load, temp, DA, etc.). Use this to do two things: 1. Determine a known "abort" point at which "if I am not rotating at takeoff speed, I ABORT" - and STICK TO IT! 2. Determine (using above info) whether you can accept an intersection takeoff and, if so, which ones - and what your abort point is based on that intersection take-off. Remember safety > convenience. I think of this when considering a change in plan; I have found that having a solid, safe plan makes me more resistant to changing it unless it enhances safety. Tower requests like intersection takeoff, "expedite," LAHS, etc. are often not a problem, and we all want to play nice. But if I am surprised by them and haven't thought it through, expect at least a "standby please" while I think about it.

Glad you and your family are OK. Thanks for sharing your experience, it can't be easy. Best wishes for everyone's speedy recovery. Sent from my iPhone using Tapatalk

(Yeah, we walked away from that “parallel parking” job wearing nothing but lap belts.) All adds up. Well done! When the machine fails, it's all about sacrificing it as needed to save the humans. Would that any one of us to whom this unfortunate event occurs does as well.

Depends on how big are the people. For couples whose combined gross weight is less than 300 lbs, a J works great. I've found baggage to be the limiting factor there. But then again our time machines do permit us to turn a weekend drive into a day trip.

Awesome video, thanks for sharing. Next time you're in SoCal drop a line, Rocket.

And even where it isn't as fast, a J will usually have longer legs...on an apples-to-apples basis (stock tanks, equivalent vintage). So total trip time will often be less. I have found though that my willingness to fly those long legs has faded over the years.

Now THAT is a dedicated CFI!! "I could hear his voice in my ear...because he was glued to the wing!" Sent from my iPhone using Tapatalk

+1. Works every time. Physics. I believe. Sent from my iPad using Tapatalk

Collins is methodical, smart, and IMHO usually correct. He got it right in 1993, AND he is still right in 2017! Perhaps the drive WAS more dangerous in the 1940s, with no seat belts, anti-lock brakes, no crash testing and drinking and driving being acceptable. But, hey, the "drive v. fly" myth dies hard! Like every myth, we WANT to believe! So, what's next? Downwind turn, anyone? The "step"? "Oversquare" operations? Maybe "no-flap" landings in a Mooney?

Perhaps people were focused on getting their loved ones and home contents out of danger. As in the case of an engine out, it's the insurance company's airplane, and focus on preserving lives.

Seems like an easy way to turn something underutilized and expensive to maintain into quick cash. But then, where I grew up, some local "businessmen" regarded arson as a form of "community redevelopment." I'm just sayin' ...

I want to say it was Richard Collins who wrote a piece discussing Cirri safety, and how the chute made no difference initially and may have made things worse as the attitude was "I can always pull the chute." While subjective, my own observations during those dark times was that was exactly the mentality of many a Cirrus pilot, leading to some accidents where the chute was no help, like CFIT, including the high-profile one in NYC. It's great that they've improved their record and underscores that the most important safety "feature" -- as well as most potentially dangerous thing -- in any aircraft is the human at the controls. I read how many people think Cirrus kills Mooney in the marketplace "because of the chute," and perhaps that is the reason for new pilot sales or sales in the hundreds. But Mooney sales are in the single digits. Am I really the only person who wouldn't base my purchase decision solely on the a chute? And if there are even a few dozen new airplane buyers who think like me, why isn't Mooney selling to them?

Arrive KPTV Thursday October 19, fly Friday October 20 through Sunday October 22. Interested? Go to http://www.mooneycaravan.com/training for more information. If you have never flown form before, as the above "training" site says, show up having (1) read the Caravan Formation Guide and (2) watched the "ground training" video. Ride with an experienced pilot to see what it looks like, and watch the application of the basic principals you've read and watched. Then you'll be able to get up with a safety pilot and practice for yourself. This is hosted by the Grumman HepCats, and open to all. Last year our gracious Grumman hosts flew with Barons, Bonanzas, and Mooneys. Pic below, video at this link: https://youtu.be/meSjcL2teKI

Yes, Maggie is definitely Jolie's bird (on the left).

I'm sorry you guys are struggling through this but really appreciate you puzzling it all out. Now if only someone has an EI instead of JPI unit... Sent from my iPad using Tapatalk

Huge change is availability of information, as you're discovering. You should be able to obtain FAA records. Check title, and use the AOPA or another escrow service to safeguard your funds. Control the pre-buy and define what that means, as there is no set definition. But you want the mechanic working for you, and skeptical. That can be done by prepaying the shop an agreed-upon fee. Like Reagan said, trust, but verify. And like virginity, credibility is only lost once. If you catch a lie, walk away! There are too many solid aircraft and sellers to monkey around with any squishiness. Good luck Rick.

Hmmm. I was wondering how to participate in some flour-bombing tactical stuff with my J. That "through-to-the-cabin" hole might let me convert my nose gear doors to bomb bay doors. Is there an STC on that? Sent from my iPhone using Tapatalk

I was hoping you'd join us this year as well! Numbers - This year we had 56 qualified registrants. This means they demonstrated proficiency recently and paid their registration. We lose some folks every year due to mechanicals, real life or weather, and that remained true this year. There were also numerous qualified "regulars" (I would estimate 8-12) that opted out this year for health, family or work conflicts. We have had double-digit growth year over year, and almost doubled in size since the first all-form group (2012). Next year I am sure we will have more as well. So many requirements? Not at all, at least once you meet the ones you need to meet anyway just to take off: Medical (easier with Basic Med), aircraft, BFR/currency, weather...but those apply to ANY flight. Yes, you DO need to get to a clinic. But we manage to get people up who are "geographically challenged." Your region is now rich with formation talent! PM me and I will put you in touch with a regional leader (NJ, right?) who can help get you set up. As far as experience, don't be deterred. While we have some military pilots, most of us are GA-only. But we have had 100-200 hour private pilots show up and be safe to execute two-ship basic Caravan maneuvers after 2-3 flights. Then they can get out and practice ... all you need to formate is another like-minded pilot! So no, there can NEVER be enough formators in my book. No one who masters basic skills becomes a worse pilot or a less safe one. Once you do, you will also learn your aircraft more. And you will have more free time for flying because you will no longer argue on MS about all our Mooney "old wives' tales" (can't land/takeoff no flaps, can't fly final at 90, have to go to 2500 in climb blah blah blah) because you'll have debunked them yourself. See you in 2018?