N9201A

An excellent take-off planning practice: http://www.donkaye.com/donkaye.com/Single_Engine_Preflight_Briefing.html

Regarding 60 degree bank stall speeds, remember, that is in LEVEL FLIGHT! The reason stall speeds increase in a steep bank is G-loading increasing the aircraft's weight; unloading the wing counteracts this. Airspeed means nothing without G-loading - at 1G, your stall speed is unchanged whether in level flight or a 90 degree bank (of course you can exceed the critical angle of attack in any attitude, including a steep dive). Trying to maintain level flight with not enough power while ALSO turning is what causes accidents like the chilling stall-spin captured above. DON'T try it. IMHO, pointing the nose at the ground (as suggested above) will rarely kill you; pulling back on the yoke (even subconsciously) while trying to stretch a glide WILL. Ask yourself: What stall/spin accident would have come out worse if the pilot had simply trimmed the airplane for slowest RATE of descent (usually trim max aft) and left pitch ALONE? Remember a stall/spin is CAUSED by the PILOT. If we can CAUSE it, we can AVOID it. Let's train ourselves to push forward, trim for best glide/best rate of descent, and leave pitch ALONE. Think about this fact: If our airframes can protect us (assuming proper belt use) in a 9G frontal impact, one doesn't need a runway or even a long field; one needs to put the airplane into a small zone -- maybe even only a few fuselage lengths -- at as SLOW a speed as possible AND under control. Let the airframe absorb the energy, and save your life. Think softest/least hazardous first, then cheapest, and only last most convenient. Way too many people die trying to get the insurance company's airplane safely back to the runway and total it anyway, at the cost of their lives. All of the scuttlebutt regarding no good emergency landing options reminds me the importance of identifying said options BEFORE taking off; if they don't exist (we have all flown out of a field like that sometime) understand that BEFORE you take the runway, and have your course of action planned. That sudden silence of engine failure is not the time to be contemplating landing options. In most of these cases, the pilots would have made an acceptable alternate had they planned it in advance; alternatively, don't let a controller take the option away with intersection take-offs or hurried take off clearances and the like. "Unable" is a powerful tool, use it.

carusoam - Please email me at n9201a@yahoo.com. We have a Caravan board member in NJ, as well as some experienced formators in that area. There is also an active B2Osh group some of our guys have flown with. Larry

I see you are from New Jersey. We have a growing contingent of formation pilots in the Northeast, when you are interested perhaps we can have you make contact with them and get out and try it.

So, when do we get you to fly with us?

Nice pics...why not post them to the Caravan shutterfly photo-sharing site, so Caravaners can look for their birds and families? Thanks.

Robert thank you for sharing what has to have been a stressful and difficult experience. Good luck getting everything back together and back in the air soon!

Thanks for posting this very useful information. Everyone should try it and get comfortable with their aircraft's particular characteristics and performance. There are obviously many variables (two v. three-blade, long-body v. C, pilot technique) but perhaps the biggest one is wind! Personally I have found slips to be extremely useful descent tool that is really underutilized by most pilots. Perhaps that is due to stall-spin concerns or the lack of basic stick-and-rudder skills, but watch some landings at your airport and see how many pilots will land long and fast when a little slip would have gotten them down softly and slowly much earlier on the runway. Practice them at altitude as many have written about above, then arrive with plenty of extra altitude; besides adjusting bank angles, carrying a little top rudder if a spiraling descent can add an eye-opening amount of drag, which will certainly increase sink rates. Personally if I've got an engine out and am fortunate enough to arrive very high I am not worried about what kind of pattern I am flying or my ground-based references in relation to what I think my ground track should be: using fixed points on the ground ("half-mile" etc.) will only work when the wind is EXACTLY the same as when I rehearsed it. While altitude loss may be a constant if your technique is perfect, the wind differences over 6,000 or 7,000 feet may affect ground track, which is what we've got to be planning for because we only have one chance to get it right (I did remember to look or ground cues as to what the wind is doing in all of this, right?). Some say the best strategy is simply set up for least sink rate, which is NOT the same as best glide, but gives you the most TIME aloft. Slower than best glide, in many aircraft it is reached at idle by simply trimming full nose-up, then leave pitch alone (obviously if you start turning, accept the increased rate of descent for the turn rate, DON'T touch the pitch). This buys time to troubleshoot, watch the landing site, and potentially declare an emergency if you or your passengers have time. When you've got the runway made, be high, but dump everything and slip as aggressively as you have to. The key is the last few hundred feet to the runway (various publications set different "windows" and techniques), but ultimately it comes down to having complete mastery and comfort level to be able to hit your safe touchdown spot at the right speed every time. Everyone doing these drills deserves kudos for doing that practice that we all need to develop and maintain this proficiency. Of course, the good corollary to Murphy's Law is you won't be called upon to exercise the emergency skills on which you're current and proficient.

Certainly if one is flying other aircraft, the failure to extend takeoff flaps can have much more serious considerations. But our flaps are easy enough (compared to swept-wing equipment) to confirm status visually. I have heard the "SOP 100% to prevent omission" argument used against leaning on the ground, too. Ultimately, each of us is PIC and does what works for each of us individually. I like to practice short/soft and max rate TOs and landings regularly, so I mix up my flying and configurations enough where that argument doesn't make sense for me. When I need the flaps/short performance, I certainly want to have it! I'm always surprised at how few people try reduced power takeoffs until one is forced upon them when they find themselves at a high-elevation field; the distances used are significantly different enough to open one's eyes. I really believe if more of us did this at low-elevation fields, there'd be fewer hot-high-heavy takeoff and landing incidents. I once had my flaps rendered inop, which turned out to be the microswitch (accessible through the belly panel) being sticky. A little WD40 cleared it up, and others have told me jiggling the flaps worked. I was glad the flaps were stuck "up", so it did not interfere with my trip.

Hey fantom, thanks for the kind words...

Every Caravaner (and crew) for the last two years has received the type of plastic tag Yves posted above, with name, home airport, type and reg number. Those pilots "christened" with callsigns also have those added, there is a space below one's name. We try to wear them at all Mooney-related events. Everyone in the Caravan is incentivized to wear them around other Caravaners, as there can be "penalties" for forgetting/losing one's name tag. Fostering and maintaining the Mooney camaraderie is one of the main reasons our organization determined to invest in permanent, wearable tags that can be used year-round.

Anyone interested in getting photos of their aircraft in flight should DEFINITELY attend a Caravan clinic or practice session. Check out mooneycaravan.shutterfly.com and click on any of the previous events/practice sessions to see many, many of our Mooneys in flight. The truth is getting plenty of shots of your bird in flight is the a great -- but not the best -- reason to try flying formation (the first being the awesome stick-and-rudder piloting skills one builds). There are some terrific videos also, including one of Ned Gravel (who posted above) holding a steady no. 2 wingman position in the Caravan's all-Canada element touching down perfectly after the purple dot on 36L at OSH. That said, formation flying should NOT be attempted without thorough understanding of the concepts, briefing by all involved, and preferably an experienced "safety" in the right seat who will help keep you focused on the right sight picture. Take a look at our own Dave Martens' excellent tome that is garnering kudos from the entire formation flying community, available for FREE and downloadable on the Mooney Caravan website (www.mooneycaravan.com). Try it, you'll love it! No one who has tried it has not so far...

Do both. Learn the differences, and be proficient with our aircraft in multiple configurations. The truth is there is no "one" answer; what works best on a short/soft, "obstacle-y" environment may not be best in a gusty, big runway scenario. We've developed quite a bit of experience in the Mooney Caravan flying everything from Cs to Bravos together and no-flaps, 70 knot takeoffs work great ... after much consternation over "no flap" takeoffs from those in the "no reason not to" camp. They're always converted once they've tried it and seen others do it. But let's not get started on the "no flaps landing" debate ...!

No the leaning I am talking about is ground-leaning. My experimentation has not yielded smooth running LOP on my IO360, but I understand that others have had success. My CHTs rarely get to 370 and I NEVER permit them to exceed 380. My IA reamed one cylinder's valve guides but only after replacing the jug, a completely unnecessary expense. My hangar is quite a taxi from the landing zone, so I suppose oil could cook but I don't know what else I could do than the ten-minute idle taxi to hangar that I have now. Thanks for your thoughts.

The air mattress/reverse vacuum bag trick is a good one. One year I brought a portable power source and while inside my tent the air pump blowing up the air mattress had drawn some attention -- when I emerged my neighbors asked whether I had been vacuuming my tent!

The ink was not dry on my type certificate when I was asked to right-seat a Westwind that needed to go a short distance away. The captain, a very, very experienced and senior guy with literally more than two dozen type ratings (I'm not kidding, I've never before or since seen a certificate like that) was flying while I handled checklists and comms. My usual nervousness on flying with this icon was eased somewhat by his congratulations on my new rating; in between commands he shared some tips I'd find useful (in his unique, grizzled way). I'd just acknowledged our descent clearance as he began to ease the nose down. Just after I called "10,000 feet" he smoothly pitched the nose up about 30 degrees and began rolling -- and didn't stop until we had completed 360 degrees, at which point he eased the nose back down and set us up for our long visual final. I was dumbstruck and mute the whole time, and we followed the usual sterile cockpit routine the whole way down through landing and taxi. It was a beautiful maneuver, positive Gs the whole way around and if I'd had my eyes closed I would never have known we weren't straight and level. He never uttered a word or otherwise acknowledged what he had done. At about 90 degrees into the roll, the guys in the cabin realized what he was doing and began whooping it up as they realized what Ol' Grumpy was doing. One of them told me later that he had half a cup of FBO coffee in a foam cup and had lost not a drop of it; we both thought of the Hoover video. To my knowledge no one ever asked him about it; for my part, I just assumed it was his "victory roll" salute to my successful check-ride and half-felt like I had imagined it. My takeaways: (1) Yes, maybe most anything CAN be rolled, but (2) not by ME! All three of the other pilots aboard recognized the skill, precision and experience that enabled him to make that maneuver look so easy. The rest of us would do well to save the aerobatics for the Citabria or Pitts - and wear a chute! Oh yes, and I guess (3) you can be old AND bold, but your odds are better if you're bold only on occasion and when the situation favors you!

Have a 201 with a mid-time engine, engine analyzer, PowerFlo, only run ROP (mine doesn't seem to like LOP, no GAMI-jectors), lean aggressively on ground. I had one cylinder (no. 2) consistently fouling on runup, would always clear up before take-off. Switching to fine-wire plugs in that cylinder didn't help, still recurred. Then on a trip no. 2 EGT began to climb beyond normal disparity, engine running rough. Smoothed out just as I began to divert so I continued and mechanics at destination could not duplicate, home IA opined via phone some deposits had fouled and then come loose. Upon returning to base, checked valves and discovered one sticking exhaust valve. Bottom line? The "fouled plug" ... wasn't. Next time I get out of ordinary readings when I know I've been leaning aggressively I will look at this FIRST.

For anyone thinking about coming in Saturday or Sunday--Saturday will be the Caravan arrival which will be followed by plenty of Mooney socializing and post-flight camaraderie. All are welcome. Sunday is the Caravan BBQ which is open to all and one of the best dining bargains in Oshkosh! Come on over!

For anyone flying in the Caravan, we have nifty permanent nametags that are magnetized and can be worn on your hat or shirt. I wear mine all Airventure as I've found it a great way to meet others interested in Mooneys. I also find wearing previous years' Caravan shirts helpful as well for the same reason. As of last year, every Caravan registrant also gets a cap. So if you like Mooney swag, it's one more reason to join the Caravan! Finally, this year is the first year that the Caravan will have our own tent in the North 40 that will also host a BBQ Sunday evening, an "Ask the Experts" panel presentation Tuesday afternoon, and be a social gathering spot for Mooney pilots in the North 40 during the week. There are also two Mooney-focused panels on Monday and Wednesday at Airventure Forums. So should be plenty of chances to connect with other Mooniacs.

Hey Dave, speaking for the Caravan, we don't need five minutes. Just want to get the websites out there -- www.mooneycaravan.com and share your pictures at www.mooneycaravan.shutterfly.com -- and answer questions about our awesome all-formation format that has led to an uptick in participation and year-round flying, even for those who cannot make OSH. Thanks for putting this on - the Mooney community is lucky to have you and the energy you have added to our ranks. See you in a couple weeks!

Which Arrow (Hershey bar or taper wing) makes some difference, as does turbo and t-tail variants, but across the board my PA28 v. Mooney thoughts that haven't been mentioned above: - Ground handling edge to PA28 if you fly in/out of unimproved strips (better prop clearance, more tolerant gear). - More mechanics familiar with PA28, access slightly better (only matters if there's no Mooney expertise near you). - PA28s far, far more forgiving of sloppy handling in all regimes. PA28 hobby-horse stall is far milder than Mooney wing break; pilots who have flown their whole lives just thumping the nose down when the mains touch are in for a nasty and potentially expensive shock if they do that in a Mooney. - PA28 luggage bay may be easier to access for some who do not want to lift and lower bags, PA28 door opening is larger. In any other way - range (many Arrows have 50-gal tanks in addition to slower per gal burned), speed, useful load, performance-per-dollar, handling, structural integrity (compare construction and wing spars), Mooneys outshine an equivalently-powered PA28. People who comment on interior size or space need to take a tape measure to both, or spend a few hours flying both. There's nothing wrong with the Cherokees, they're great birds. Many Mooney owners have owned one...before they moved up to their Mooney!

From why Mooniacs are so friendly to subtleties for us to remember next time we're in Europe -- point about great people on here and interesting conversations made!

How is it going Mr. Young? We are still hoping to see you in Madison this July!

A big difference between driving and flying is that at some level, EVERYONE drives or is exposed to driving. Efforts to legislate it out of existence are unlikely -- at least until the self-driving Google car has convinced a lot more people. Unfortunately guys like this reinforce the negative perceptions many in the general public have about private flying. So we all pay a price; the positive traction gained by every Young Eagle or Angel Flight is set back by DBs like this guy. One never wants to criticize a fellow aviator, but it would be easy to make an exception for this indefensible behavior.

I invite everyone contemplating going to JUST GO!! I had been flying more than 20 years and owned one or another airplane for most of that time. But I kept finding reasons to put it off: Work, kids, blah blah blah. I finally went in 2005 and discovered a place where an aviation nut like me isn't "off" at all. In fact, there are hundreds, thousands, of people just like me who are content to talk about, look at, and listen to airplanes all day long -- and for days in a row. I only wish I'd just gone years before, and have not missed a summer since. Those of you flying yourselves, I suggest the Mooney Caravan -- LOTS better than the Fisk arrival! Much improved over previous years, as are the other mass arrivals, and a truly fun bunch of committed Mooney pilots who I am now happy to have as friends. If you can't make it this year, at least come by the BBQ, one of the various Caravan-sponsored forums (one each Monday and Wednesday on the fairgrounds and one in the North 40), or give us a shout and find out more. Airventure has to be experienced to be understood; words cannot describe the "buzz" you feel there. Since 2008, I have met plenty of people like me who were glad they finally just went; I've never had anyone tell me "I should have stayed home." My $0.02...