# Incident 20200508005469I: Mooney M20J, St. Augustine, FL, May 8, 2020

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: May 8, 2020, 12:30 local time
- Place: St. Augustine, FL
- Damage: Minor damage
- Phase of flight: Landing: Touchdown
- Operating rules: General operating rules (Part 91)
- Location: 29.8960° N, 81.3116° W: Placed by OpenAirDocs: center of St. Augustine, FL, within about 6 miles (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=29.8960&lon=-81.3116&mi=10
- Aircraft: N201XP, registered now (https://openairdocs.org/aircraft/N201XP) (OpenAirDocs)
- Registry model: Mooney M20J (registry code 5870219, https://openairdocs.org/model/mooney-m20j) (OpenAirDocs)
- Registry engine: Lycoming I0360 SER A&C (registry code 41511, https://openairdocs.org/engine/lycoming-i0360-ser-a-c) (OpenAirDocs)
- Reported make and model: MOONEY M20J
- Reported engine: LYCOMING I0360 SER A&C
- People aboard: 2
- Fatal injuries: 0
- Other injuries: 0
- Pilot certificates: Private pilot
- Pilot flight hours: 311 total, 5 in this make and model, 5 in the last 90 days
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20200508005469I

## Narrative

As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^.

?DESCRIPTION OF THE DEVIATION;

THE PILOT/PIC WAS PRACTICING TOUCH AND GOES IN THE PATTERN AT ST. AUGUSTINE. HE HAD RECENTLY PURCHASED N201XP-MOONEY-M20J, AND WAS NOT FAMILIAR WITH THE AIRCRAFT AND ASKED A CFI TO JOIN HIM AS A SAFETY PILOT. ON THIS PARTICULAR GO AROUND THEY HAD BRIEFED THEY WOULD LEAVE THE GEAR DOWN TO SAVE WEAR AND TEAR ON RECYCLING. NEITHER PILOT REALIZED THEY PUT THE GEAR UP AFTER TAKEOFF. ATC EXTENDED THE DOWNWIND DUE TO TRAFFIC. THE TOUCH AND GO WAS NOT ROUTINE AND BASED ON THE GUSTY WINDS WHICH SET UP FOR A CROSSWIND LANDING THE CFI TOOK CONTROL AND BEGAN TO TEACH THE CROSSWIND LANDING TECHNIQUE. THE DISTRACTIONS, A NON-NORMAL PATTERN ROUTINE AND THE ASSUMPTION THE GEAR WAS IN THE DOWN POSITION, LED TO THE LACK OF ATTENTION TO FOLLOW AND THUS COMPLETE THE CHECKLISTS.

? CAUSAL AND/OR CONTRIBUTING FACTORS;

DISTRACTIONS - FROM ATC, THE CFI TALKING THROUGHOUT THE PATTERN AND WINDS.

? IF THE ASI DETERMINES THAT ATC ACTIONS OR PROCESSES WERE CONTRIBUTORY TO THE EVENT, THE ASI WILL INCLUDE ?ATC? AND RATIONAL IN BLOCK 18 (THIS INFORMATION IS REVIEWED BY THE ATC QAG);

N/A

? RECOMMENDATIONS FOR SYSTEMIC CORRECTIVE ACTION TO REDUCE RISK OF FUTURE OCCURRENCE;

PIC- RECEIVING ADDITIONAL TRAINING

CFI - RECEIVING REMEDIAL TRAINING. JULY 10, 2019, THIS CFI EXPERIENCED ALMOST THE EXACT SAME SCENARIO WITH ANOTHER STUDENT, IN THE SO11 FSDO.

? ACTION(S) TAKEN TO CORRECT THE PROBLEM AND PREVENT REOCCURRENCE;

PIC HAS BEEN ASSIGNED WING COURSES:

ALC-544 AVOIDING GEAR UP AND GEAR COLLAPSE

ALC-474 DISTRACTION MANAGEMENT AND COCKPIT TECHNIQUES

ALC-419 TRANSITIONING TO OTHER AIRPLANES

CFI- REMEDIAL TRAINING

CONSIDERABLE GROUND TRAINING WILL BE PROVIDED TO COVER WHEN IT IS APPROPRIATE TO TEACH VERSUS BECOMING THE DISTRACTION. CHECKLISTS USAGE WILL BE EXPOUNDED ON AND ALC COURSES-544,474 AND 419. CFI WILL ALSO RECEIVE TRAINING ON PIC AUTHORITY. PRESENTLY HIS MEDICAL IS DENIED AND WHEREAS HE CAN TEACH, HE CANNOT BE  A PIC.

? PTRS RECORD TRANSMITTAL ID NUMBER(S) ASSOCIATED WITH THE EVENT; AND

1712-SO15202008817-DMM

1749-SO15202008819-DMM

1712-SO15202008821-WMS

1749-SO1520200822-WMS

? COMMENTS, TO CAPTURE INFORMATION NOT ALREADY INCLUDED IN THE FORM.

PBR?S WERE SENT VIA EMAIL TO BOTH PILOTS AT THE BEGINNING OF THE INVESTIGATION.

SO11 WAS CONTACTED TO VERIFY WHAT IF ANY CA FOR THE PREVIOUS GEAR UP LANDING BY ^PRIVACY DATA OMITTED^. ^PRIVACY DATA OMITTED^ DID NOT RECEIVE ANY COMPLIANCE ACTION. HE IS QUALIFIED FOR REMEDIAL TRAINING.

From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record.

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