wiguy

I don’t own a Mooney, sorry. With the plane I do own I have 2 main entry doors and a cargo door. They all hinge against the airflow, as most do. Back when I had my Cherokee I unlatched a door just after takeoff while the son was flying. With most any plane I’ve known, an unsecured door is almost a non-event. It’s a distraction for the most part, yes, there are exceptions. . There is no reason to RUSH for a landing. With the ads feed he looked a little tight turning final, with a casual look.

Some mention of a door coming open during takeoff!? https://archive.liveatc.net/ksgj/KSGJ1-Twr-Mar-25-2024-1530Z.mp3 https://globe.adsbexchange.com/?icao=a54438&lat=29.963&lon=-81.358&zoom=13.2&showTrace=2024-03-25&timestamp=1711381992 The audio starts just before 20 minutes.

I don’t have it right here, but I looked up historical metars for a few hours after this accident timeframe. As is often the case, by 3-4 hours the weather was MUCH better, to scattered. Besides me looking it up, it should of been evident on the day of the accident by looking at surrounding TAFs. On top of that it was a 1:30 or so flight to N WI, who cares if one leaves at 1:00 in the afternoon. Even if the flight was perfectly executed, one has fewer options flying above a 500’ OVC layer, should a problem develop. I heard ‘recency of experience’ mentioned, not sure how it may of played a role. With regard to potential ‘spacial disorientation’(not saying it was present), one mitigator is a wings level climb(AS ABLE) before the turn on course. With terrain not a factor, even if after departure ‘cleared on course’, establish in the wings level climb 1st, then a gentle turn to get started. Of course 30 AOB at 400’ AGL should be doable, I’m just relating how to stay well inside the envelope. Last item, this type of accident is as disheartening to me as anyone. After the fact there’s no way to turn back the clock, sorry. Over decades the idea of analysis of the accident is to learn and hopefully break a similar chain lining up in the future.

Yes, if the selected tank was out of fuel, after 50 minutes of flight, not good. With the weather as it was, one would want ample fuel. I didn’t see an amount mentioned in the other side, just ‘lines empty’. Of all the things one considers or checks before a flight, can’t think of anything more basic than sufficient fuel.

A week or so ago. http://www.kathrynsreport.com/2022/03/mooney-m20k-n252ca-incident-occurred.html https://es.flightaware.com/live/flight/N252CA

I looked at a plane once that had a 30 year old original engine. The seller thought it was worth more because no one messed with the factory engine. The price went from $125k to $82 after two more years. Had it been priced in the $90’s I would of bought it, I had already moved on. It was actually the family selling after the owner/flyer unexpectedly died, lots of emotion tied with it too.

The cause of that MN crash is very unlikely to be a ‘wing spar failure’. As planes go, it was newer than many. One could take a brand new plane & induce wing failure if that was the goal. The wings folding is more likely to be attributed to severe airframe over stress.

Yep, I’m thinking Juan is on the correct track, tragic as it may be. Hey, that’s one of my favorite birds, the Tree Swallow, sure sign of Spring.

Glad it went well, max flexibility is key. With college it really helps to be not real far away, I know, not always part of the plan.

I’d be checking 1st, then only going to places that are open.

Yes, peeve of mine. My fuel cans are older or modified, can’t stand most ‘mandated’ types. I’ve never seen so much fuel spilled. I guess they make sense to a cubicle worker who never uses one.

We had a serious GNC-355 discussion, I’m also getting the duel G-5’s. The budget is the reason. My best radio is a very late model kx-155, works fine. I know, some things make sense once the panel is laid bare. I’ll have to cross the radio failure bridge when I come to it. The work is being done by my maintenance & avionics shop, new 406 ELT too, along with annual.

I just put $$ down today for a GPS-175 & 2 G5’s. My current radios are ok, we shall see, and evaluate. My directional gyro has never been optimal, I like that attitude G5 too.

In the last handful of months I saw one fuel cap at the gas pump, another on the ground near the hold short area.

If that radar picture shown above is fairly accurate, not a good place to be. I didn’t listen to the tapes, usually don’t care to. The one point, though it may not apply here, is early mention to ATC about an expected/desired deviation ahead. With a little extra time, usually more options are available. Later in the process, one may be more boxed in. Any suggestions from ATC are just that, suggestions or paths of previous flights. That may or may not work for you. Talking to ATC, IFR flight plan, whatever, landing short or diverting is always in the toolbox.