N1026F

The gear and flap switches are about a two feet apart on the Ovation2. There's difference between cognitive confusion and whatever caused me to use take off clean up procedure and landing clean up procedure. My habit will change to remove runway clean up upon touchdown, because the fact is, that I will do anything to avoid this from ever happening again short of giving up flying itself or going to...(gasp!)...fixed gear.

This was preventable. It was a beautiful landing except that last part...then it got expensive. Where: San Antonio, Texas (KSAT). Runway 31L (The 8000 ft. one...) When: Saturday February 23, 2013, 11:15 a.m. What: Pilot Induced Gear Collapse. (beyond embarrassing) How: This is the interesting part and why I felt I should share the details of this event. The winds were calm so I decided that I would use full flaps. With 630 hours of flight time, 602 being in Mooneys flown on the coast of Texas, I have the partial flap landing pretty much figured out. (I seldom, if ever use runways less than 3000 ft.) Nonetheless, I developed the practice of moving the flaps on roll out to place more weight on the wheels and reduce float. On this unfortunate day, due to the perceived excessive float, as soon as I felt the tires touch the runway, I reached over to pull the flaps up...only..I didn't hit the flap switch...I pulled the gear switch out sufficient to unlock the gear, then apparently let it go---but too late. The 2004 Ovation2 set its belly on the runway gently and slid a couple hundred feet in a long arc to the right edge of 31L. The 3 blade scimitar prop came to a stop with one curled blade sticking straight up. I heard tower calmly request the aircraft holding short at 31L to turn 180 degrees, taxi via Alpha to Runway 4 and hold short. The plane came to rest pointing directly at the emergency response vehicles garage so when I saw the big green emergency vehicles coming at us, I snapped out of my 'oh crap' mode, turned to my wife and told her we needed to exit the plane so that they's know we we alright. Now, Iv'e told my daughter, as she has grown up, that the best thing to bring to a bad situation is a good attitude. I saw nothing but the best from KSAT airport operations from the moment they showed up to the point where we moved to plane to Cutter Aviation via a helicopter dolly and a large crane. The FAA investigator (FSDO), Mr. Richard Tarwater was the picture of thoroughness, courtesy and professionalism as I chewed up the lion's share of his afternoon.(He did his due diligence, as required, by checking all required pilot and plane certifications.) Because the gear was in the down position when the plane came to rest, I really wasn't sure that I had hit it or the flap switch. When Mr. Tarwater and I went back out to the plane (there was a 1.5 hr wait for the crane) to get some certification documentation, I noticed that the flap switch was still in the full down position and pointed that out to him. He noted that the gear breaker switch was out, even though the gear lever was down. Keeping an open mind, he said, "well, the FAA mechanics will sort it out." Nice guy, but I pretty much had it figured out: I pulled the gear switch out, but not up, at the point where the tires were barely touching (still in the full-flap float) but there was still enough airspeed going into the pito tube and insufficient weight on the mains to trigger these gear safety interlocks. In other words, there was a very narrow window of opportunity to screw things up, but I managed to do it with perfect timing. Hard lesson: I've seen other Mooney drivers comment on this site that taking flaps up reduces float and increases control. Unless your Johnson-bar equipped, I offer my unsolicited advice: don't touch any thing but power and radios until you come to a stop. Make landing practice to a full stop (rather than touch and go's). For reasons that even neuroscientists probably don't fully understand, my take-off sequence of gear-up-flaps-up crossed into my landing sequence. Maybe it won't happen to you. Maybe you can make a very strong argument that I made a boneheaded mistake and you won't, even with your similar practices. And you may be right to all of the above. I offer this only to those who can appreciate that my mistake caused serious property damage and it was entirely preventable. Phoenix Insurance and Dugosh will take it from here. ...now I've got to make some phone calls to engine rebuilders. Any suggestions?

okay...I'm kind of confused: fuel smell in cabin good? or bad? and how strong does the smell have to be before I have to fly with the extinguisher in my lap or tell my passengers to not smoke during the flight?

Understand the basics of leaning at altitude and enriching the mixture at lower altitudes. Then understand that on any given day, the density altitude on takeoff and cruise will require you to adjust your mixture in cruise to obtain the most efficient power/ efficiency profile. The best pragmatic solution is a quality engine monitor; the flip down cheat sheet is a very rough solution.

Clever!

I talked to Medeco re: buying new keys. They said I didn't own the registration number on the keys to my 2004 Ovation2--Mooney does. I called Mooney support and left a message hoping that there was some long-winded bureaucratic form-intensive method to obtain ownership, or official authority, to purchase a duplicate key for my plane. My only comfort after no return call: any potential thief will have to hot-wire it, and just like us, nail the numbers on short final. Downside: I haven't figured out how to hot wire it if necessary...yet.

Hey Ed, why is Camguard so expensive?!?

In cruise, the plane should be level and coordinated (no slip). That will almost always involve some crab unless there is no relative wind at cruise altitude (a freaky and unrealistic phenomenon only found in POMs).

Call Edison at Wetwingologists, he'll give you the straight poop on it...

Contact Don Maxwell in Longview. If he doesn't handle it, he'll know the best bang for the buck in the region with the least negative feedback.

Ball cap. Better yet: AOPA cap. Best yet: Mooney logo cap. Maybe, sticky removable tint screen from Pep Boys for dusk and dawn...

Pick the least expensive fix and diagnostic first. After the same thing happened to me, I replaced the micro-switch ($300.00+) then found out it was the breaker switch to the warning light--much cheaper.

I'm in agreement with Jim and 601RX: you probably don't have standing as a "potential buyer". Unless your bank will finance knowing the situation (...doubtful). At any rate, the next step would be to contact the receiver, trustee or successor in interest, and get a waiver of lien or serve them (Federal District Ct.) and obtain an order from a federal judge, that removes the cloud on the title. I'd search locally for an aviation attorney or maritime attorney on the defense side of the bar; an injury attorney won't be interested in transactional work. That being stated, AOPA legal probably has a form...

...be sure to find out whether sales tax will be applied in your state. Sometimes if you buy from an individual you don't pay sales taxes if it comes from out of state. Just check. I recently had to cut a check to Gov. Perry for 14k---3yrs post purchase (no penalties).

Lawsuit! Class-action! Punitive Damages! You've heard it all. But as a trial attorney that would sue the company that manufacturers my own plane if due regard for safety were delayed and caused a foreseeable and preventable injury or death, I will tell you with absolute certainty-- a company that steps up and grounds it's own fleet without regard to anything the bean-counters have to say is a company that no jury will never vilify. Attorneys have a duty, as fiduciaries, to "diligently pursue the interests of their clients without regard to personal attacks or interests." I won't engage in a battle of wits with those of you that would enter the field unarmed and assault my duties to folks that have lost loved ones, so please understand the anticipated silence forthcoming. However, this courageous AD proves to our community what we know in our guts when we fly, inspect, and truly get to know our aircraft; in a day where the the best personal aircraft ever produced stands with baited breath for an economic return to viability in production, we know, that the people in Kerrville believe in us and the integrity of their aircraft beyond any short term profits or temporary image in a 24 hour news cycle. If other companies acted so quickly, and with the real " big picture" in sight (human lives) you'd run out of product liability attorneys (aka "safety lawyers") faster than a Mooney chews up runway when flown by a Bonanza pilot. Just my .02...

Adjust the door ASAP. It scares passengers when that happens: some may actually believe they'll be "sucked out." Congratulations on doing your job of flying the plane. Over time, it's sure to happen in the future; now you can calmly laugh it off and tell the right seat that you've flown it like that before! I actually asked my CFI to let me fly with the door open during flight before my solo because I'd read the distraction could lead to gear up landings and worse. It came in handy one day during an intro flight with friends prior to a long trip...we were IMC immediately after take off and I said "wow, that's kinda loud but we're gonna have more fresh air than usual, the plane is designed to fly fine with the door ajar...". Again, good job "flying the plane!"

This is not a major modification nor are these lights a required safety item. The log entry was made pursuant to CFR 14.91. I'll ask the A&P and the A&P examiner if more was needed if I see them this weekend. The FAA examiner owns the shop where I get things done and I'm upgrading the landing/taxi lights this weekend to Whelen LEDs ( a safety item)--hopefully, I can supply the full panoply of CFRs and regs to put minds at peace.

Yes. That may seem shocking, but unequivocally YES! Arbitration clauses are typically hidden in the "fine print" of a contract drafted by a business entity at the inception of a transaction. At this point, the consumer (or employee in a hire and fire at will state like Texas) is optimistic about a new purchase of service or employment. The business entity, if experienced, invokes the statement that the transaction involves "interstate commerce" and therefore the Federal Arbitration Act applies. The state may have it's own arbitration legislation but Federal law trumps state law so that's all but irrelevant. The agreement further binds the signors to arbitration through a paid membership, typically through the American Arbitration Association. The list of arbitrators within a geographical region typically stays the same for a long period of time and the inherent bias in those arbitrators seeking further employment through the arbitration association continued business is apparent in the results. The mechanics of selecting an arbitrator work like this: 1) plaintiff files suit and gets compelled to arbitrate by defense counsel enforcing the arbitration through contract. 2) A list of potential arbitrators is sent to plaintiff's counsel. 3) If no evidence of "evident partiality" is apparent, then the selection must be made from the list accompanied by the arbitrators resume's. 4) I have been involved in multiple arbitrations and have never seen a list that included a colleague that represents good ol' working people or small business like me. Look at it this way: if there was a consumer or employee arbitration association and every defendant had to submit to it for "justice," what would the defendant

... a man with nothing to lose is a person you walk away from. Quickly.

Meguiar's makes a clear plastic polish and cleaner that work very well. If you can't find it at an auto store, I'd look at an auto paint store. They come in little flask-like bottles. I haven't had to use it on anything other than the wing tank mounted gas level indicators so far. Worked very quickly and efficiently. Keeping the plane out of the sun or covered will keep the poly from "solarizing" a bit longer, as well.

Seriously? so you submit that if omeone gets rear ended by granny with full insurance as opposed by by a major trucking company - a plaintiff and their representation would not dig a bit deeper....???

TEXAS LAW:

Quote: maropers That's assuming that the ensuing lawsuit is blind to how deep the pockets are - for some twisted reason fair compensation goes right out the window when it's perceived that the defendant has deep pockets. It all goes to the mentality that those who have more are have to pay more. I think the fundamental problem is more the greed that raises it's ugly head - and a company that needs to protect itself against that greed.

It may be that there's an even better LED mini bayonette light that will put out more light. Follow that link and poke around, there's quite a few more options out there now...

Quote: orangemtl The best Mooney is the one you can afford to buy. If you have the plane that you intend to keep indefinitely, then the upgrades that you choose (GPS, paint, interior, performance upgrades) are worth it. Resale is important: but, like the crash in real estate values in the past 5 years, it only matters if you're in a house that you want/need to sell. If you're in your permanent home (on the ground or aloft), then 'tart' it up to match your needs and desires. Life is short: enjoy it.