Mooney down

[Jim Peace]

Anyone we know?

http://m.tucsonnewsnow.com/tusconnewsnow/db/330662/content/2knrpx3G

Edited December 27, 2015 by Jim Peace

[gsengle]

http://flightaware.com/resources/registration/N6811V

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[MyNameIsNobody]

Glad to hear they made it...Here's to a speedy recovery.

[carqwik]

Local news in PHX says the incident occurred at 1:30PM...Single runway is aligned 3/21 although there's a pretty significant slope downhill on Rwy 21 of 1.6%.  Winds were blowing strong this afternoon in AZ...but temps were cool.  KOLS is at 3900'.

KOLS 262054Z AUTO 32011G26KT 10SM CLR 06/M13 A2986 RMK AO2 PK WND 32026/2040 SLP095 T00611133 58012
KOLS 261954Z AUTO 34011G19KT 10SM FEW065 06/M12 A2987 RMK AO2 SLP099 T00611122

[cliffy]

AZ weather was dog crap today. Went from KTUS to KPGA today Had steady 35 to 45 kt headwinds at 9500  Had to go west to KPRC then north to Page due to snow and lennies at 12.000' south of KFLG  Lowest lennies I've ever seen. Wind was howling!  7 degrees F at 9500. Other than the constant wind the only actual weather was Mt Hamilton (KFLG) south to Payson. Heavy snow down to the ground. TUS had 20+ winds so Nogals was probably a rough one also. Hope for fast recovery.

[mike_elliott]

If anyone knows how to contact the pilot's family or has any other contact info, please let me know so that the Mooney Summit's Bill Gilliland foundation can reach out to them to offer support and assistance.

We have the owner's name and address off of the FAA registry

TAMAYAMA MITSUO

 

Thanks

mike AT aviating.com

three one seven, 371 4164

 

[kortopates]

The owner of the plane owns a flight school, Pacific Rim Aviation in CA and the F model is part of the schools fleet. Thus till they release the name of the pilot there is not much to go on other than a 57 year old pilot - male or female (article said both!)  

[mike_elliott]

Thanks Paul. If you find out anything, please let me or my wife know so we can reach out to them and offer the kindness of the generous mooney community both with financial help and crisis intervention

[kortopates]

Mike, According to this report, the pilot was the indeed Mitsuo Tamayama, owner  of the plane and flight school. See: http://www.kathrynsreport.com/2015/12/incident-occurred-december-26-2015-at_42.html

From the pictures in the above article, you'll see they cut the top of the cabin off to get people out.

Phone numbers for the school are on their website at: http://www.pacificrimaviation.com/ 

[mike_elliott]

2 minutes ago, kortopates said:

Mike, According to this report, the pilot was the indeed Mitsuo Tamayama, owner  of the plane and flight school. See: http://www.kathrynsreport.com/2015/12/incident-occurred-december-26-2015-at_42.html

From the pictures in the above article, you'll see they cut the top of the cabin off to get people out.

Phone numbers for the school are on their website at: http://www.pacificrimaviation.com/ 

Thank you sir

[co2bruce]

4 passengers leaving on a 680 mile journey, I hope they weren't over gross. I fly a long body, not sure what the useful load is on an F model. I've taken off at gross from an airport at 4000 agl, with shifting gusty winds and the performance was way different than I expected. I will go as far as to say " I was lucky the ground dropped off sharply at the end of the runway"

[Marauder]

4 passengers leaving on a 680 mile journey, I hope they weren't over gross. I fly a long body, not sure what the useful load is on an F model. I've taken off at gross from an airport at 4000 agl, with shifting gusty winds and the performance was way different than I expected. I will go as far as to say " I was lucky the ground dropped off sharply at the end of the runway"

An average equipped F will have a useful load of 950 to 1060 lbs depending on equipment. If he has wet wings, he will have 566 to 676 lbs. of "in the plane" carrying capability.

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[mike_elliott]

7 minutes ago, co2bruce said:

4 passengers leaving on a 680 mile journey, I hope they weren't over gross. I fly a long body, not sure what the useful load is on an F model. I've taken off at gross from an airport at 4000 agl, with shifting gusty winds and the performance was way different than I expected. I will go as far as to say " I was lucky the ground dropped off sharply at the end of the runway"

My F when I owned it had just shy of1100# UL, or full fuel load of about 700#. With full fuel, it could easily go 680 nm, but I couldn't, and still cant.

[Browncbr1]

According to the flightaware data in the link, that's actually a G model.  It says 180hp.  

[Bob_Belville]

5 minutes ago, Browncbr1 said:

According to the flightaware data in the link, that's actually a G model.  It says 180hp.  

you can't trust FA for model or engine. Or quite a bit else beyond registration #, owner, serial #...

[cbarry]

Registration says its a 1971 F model.  Regardless, I'm glad to hear of no fatalities.  Since it appears the pilot suffered the worst of the injuries, this makes a strong case for shoulder harnesses at least to help reduce the blow to one's head on impact.   He may have had them installed, but I don't think the factory installed them until later models.  This is useful equipment even after a proper W&B and performance check has been made prior to takeoff.

[N601RX]

According to news reports the Sheriff reported that the FAA Investigator said the plane was overweight.

[Piloto]

The  engine valve covers on the pictures are those of an IO-360 engine, thus 200 HP M20F. 

José

[Bob_Belville]

8 hours ago, Browncbr1 said:

According to the flightaware data in the link, that's actually a G model.  It says 180hp.  

Beginning in 1971 Mooney revised their serial number convention to include a code for the model in the aircraft serial number. 

20-#### indicates a M20C (There were 9 "Rangers" built that year: ser. #s 20-0001 thru 20-009)

21- M20E 

22- M20F (the accident plane is serial 22-0003)

(I suspect 23- would be a M20G but there were no Gs produced after 1970)

24- M20J

25- M20K

26- M20L

27- M20M

29- M20R

30- M20S

http://www.mooneyevents.com/chrono.htm

 

[Yetti]

12 hours ago, cbarry said:

Registration says its a 1971 F model.  Regardless, I'm glad to hear of no fatalities.  Since it appears the pilot suffered the worst of the injuries, this makes a strong case for shoulder harnesses at least to help reduce the blow to one's head on impact.   He may have had them installed, but I don't think the factory installed them until later models.  This is useful equipment even after a proper W&B and performance check has been made prior to takeoff.

My understanding is that FAA finds lots of shoulder harness equipped planes with injuries to the left side of the head.   I have thought of keeping a bike helmet in the plane incase of off field landings.  Or maybe all landings and takeoffs.

[DXB]

4 minutes ago, Yetti said:

My understanding is that FAA finds lots of shoulder harness equipped planes with injuries to the left side of the head.   I have thought of keeping a bike helmet in the plane incase of off field landings.  Or maybe all landings and takeoffs.

I've considered this too.  My ski helmet seems to ok over my clarity alofts but would be uncomfortably hot in the summer.   Harder to implement when you have passengers though.   

[jetdriven]

1 hour ago, Yetti said:

My understanding is that FAA finds lots of shoulder harness equipped planes with injuries to the left side of the head.   I have thought of keeping a bike helmet in the plane incase of off field landings.  Or maybe all landings and takeoffs.

Iv never head of this, have a source? 

I see a lot of people who dont wear the shoulder harness at anything approaching tight, and your body flexes a lot during a collision

[Yetti]

The purpose of this study was to analyze patterns of injuries sustained by pilots involved in fatal general aviation (GA) airplane accidents. Detailed information on the pattern and nature of injuries was retrieved from the Federal Aviation Administration’s autopsy database for pilots involved in fatal GA airplane accidents from 1996 to 1999. A review of 559 autopsies revealed that blunt trauma was the primary cause of death in 86.0% (N=481) of the autopsies. The most commonly occurring bony injuries were fracture of the ribs (72.3%), skull (55.1%), facial bones (49.4%), tibia (37.9%) and pelvis (36.0%). Common organ injuries included laceration of the liver (48.1%), lung (37.6%) heart (35.6%), and spleen (30.1%), and hemorrhage of the brain (33.3%) and lung (32.9%). A fractured larynx was observed in 14.7% of the cases, a finding that has not been reported in literature until now. It was observed that individuals who sustained brain hemorrhage were also more likely to have fractures of the facial bones rather than skull fractures.

[Yetti]

Autopsy data from individual aviation crashes have long been used in aviation safety research in the form of case reports and case series studies. Injuries sustained from aviation crashes, however, have not been well documented at a national level. This study examines the injury patterns for persons who died in aviation crashes in the United States and the implications for preventive strategies. Death certificate data for all aviation-related fatalities for the years 1980 (n = 1,543) and 1990 (n = 1.011) were obtained from the National Center for Health Statistics. The immediate cause of death and all injury diagnoses recorded on the death certificates were analyzed in relation to year of injury, crash category, and type of victim. Despite a 34% reduction in the number of aviation-related fatalities between 1980 and 1990, injury patterns were fairly stable. Multiple injuries were listed as the immediate cause of death in 42% of the fatalities, followed by head injury (22%); internal injury of thorax, abdomen, or pelvis (12%); burns (4%); and drowning (3%). Head injuries were most common among children. The majority (86%) died at the scene or were dead on arrival at the hospital. Eighteen percent of the victims were reported to have sustained a single injury, with head injury being the cause of death in nearly a third of these fatalities. Blunt injuries resulting from deceleration forces, in particular head injury, are still the most important hazard threatening occupants' survival in aviation crashes. To further reduce aviation-related fatalities requires more effective restraint systems and other improvements in aircraft design.

[Yetti]

http://www.ntsb.gov/safety/safety-studies/Documents/SS1101.pdf

 

The hard part is going to be the injuries with shoulder harness vs. without.   In the motorcycle world there is a diagram of a head and where the most injuries occur.   Caused me to go to a full face helmet.