N9201A

This was reported on Mooney Caravan website last week: http://www.mooneycaravan.com/news/statementrelatingtoincidentduringmooneycaravantooshkoshxxii21july2019

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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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.

+1

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

Fixed it.

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).

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.

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]

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?

“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”...

Hi Charles, Any practice is good practice, however, ensure you are conversant with OUR material as primacy is important. We will also be using our procedures, which track FFI/FAST. Mike R. is very familiar with ours as well and has flown with us. As I told you when we last communicated, if you are registered, we will ensure you get qualified as long as you (1) read and study the materials, (2) watch the class video, and (3) show up when able before the Caravan ready to practice. I have been slammed on other stuff and unable to organize practice sessions, but May and June open up. Get some practice in and ultimately, if you are registered and demonstrate proficiency (hence why you need to fly with leads from the West Coast, in one of whose sections you will fly to OSH), you will have a slot waiting for you in Madison. If you have questions about the materials, feel free to contact me anytime. Hope to see you soon, Joker

It’s not like it’s their money, or there is a consequence for wasting it. Spend away!

‘78 J, did pre- and post-installation test flights with exhaust as only change (same weight and weather). Documented climb and speed gains consistent with 5-10% more power being developed. Supported by commensurately higher CHTs and fuel burn. Used to fly with a modified F whose owner had the same experience. The climb is more useful than the speed but both improved.

Try formation...you know pretty quickly how your bird matches another. I’ve flown my J with a sneaky fast modified C and a modified F that was as fast as an unmodified early J. It’s easy to see the speed difference between early and late Js, between like year Js and Ks, and see that an E will out-accelerate both initially.

THIS!! That said, assuming grass good shape AND marshaler competent to keep you away from chuckholes/threats, a Rocket is fine on grass. You’ll see plenty of Mooneys on the N40 at OSH. But your AC, your decision.

I hear this all the time (not just with Mooneys). I always ask: “Why?” To date I’ve yet to receive a substantive answer based on real data or verifiable facts. It’s always OWT, inapplicable to NA flat engines, or some opinion-based belief, not objective.

Didn’t you receive a PayPal confirmation of your registration payment?

For me, safety is paramount in ANY aviating. I’ve never been in a brief where anyone critiqued on Blue Angels-type tightness, which would also violate the “no overlap” rule. I wouldn’t fly with any yahoo insisting on such overlap either. Nor have I observed or would permit any encouragement of a newbie to decrease their self-imposed comfort level. Being in the CORRECT position, which is not the same as “close,” IS important. Being where one is supposed to be indicates (1) skill and (2) discipline. These characteristics are essential to safe formation flight...and pretty useful for ALL flying. There are correct and safe positions for traveling as opposed to “parade.” Flying as part of a large group to and from Oshkosh, for example, is a very fun — and less risky — way to get across the country. One always has a friend around, and the whole team benefits from that mutual support.

Overlap is verboten. Think “shoes in shoeboxes” - if the boxes never touch, the shoes never touch. Draw a 3D box around your airplane’s outer boundaries. Imagine a similar box around every other airplane. Now ensure no part of the box around you touches any other box. If the boxes never touch, the items in the box can’t either. Those that formate regularly know that, once your skills progress, closer is easier. But this is also tempered by the above and also by the facts that we have no chutes, restricted vision (compared to a canopied aircraft), most of us aren’t current military formation pilots, and it is supposed to be fun, after all. And it IS!!

Welcome to an extremely fun - and professional - group of pilots. I am always proud to fly with the Texas Wing...Keepin’ It Tight!!

NOW we have the REAL reason! Where is Sam Elliott, THAT will get sales back on track! #Oscarrobbery2019 #Whycanteveryoneinmedialooklikeme?