Narrative:

Mr. X asked me to fly with him while he flew his mooney bravo to show it to 2 potential partners. They met us at this aircraft at XA30. Mr X did not have a flight plan in mind so I suggested we fly up to the mountains to demonstrate the climb ability of the bravo. Plan was agreed upon by mr X. I had verified we were meeting weight and balance requirements prior to the flight. While he was PIC for this flight, I wanted to make sure the flight could be made safely. Since I had trained mr X for his private pilot and we were working on his instrument rating I knew he was very careful to check WX and NOTAMS prior to each flight. He is very proficient at using checklists during all phases of aircraft operation. The flight leaving ZZZ1 was uneventful. We proceeded west to the mountains climbing to 7500 ft. He then decided to fly to ZZZ descending to pattern altitude entering an extended 45 degrees to runway. We all listened to the AWOS-3 (121.2) which indicated the wind to be 270 degrees at 5 KTS. Traffic in the pattern, a C172, was landing on runway 19. At that time there was no indication on the AWOS of any partial closure of the runway. I was seated in the right seat and did not have the runway in view on downwind or left base as this is a low wing plane. Mr X set flaps, turned to final, and slowed to a final approach speed of 80 KTS. At no time did any of the 4 pilots on board observe the temporary runway closure markings on final. He flared over the numbers and made a beautiful landing. Because this aircraft sits 6 degrees nose up on level ground, landing requires a greater than 6 degree nose up attitude to avoid touching the nosewheel on touchdown. The nose of the aircraft obscured the runway straight ahead of the aircraft until he lightly lowered the nosewheel onto the runway. As he later explained, he did not check NOTAMS on ZZZ before the flight as he had not decided on a destination. It was his belief that he had the entire length of the runway to complete the landing. A 2 or 3 second delay occurred before braking, I believe, because he was caught by surprise that he only had half or less of the 6200 ft runway to stop the mooney. Heavy braking occurred at this time. Because it appeared that we were not going to stop before reaching the vertical cone barriers, mr X steered the plane between the temporary barriers and came to a stop about 10 ft beyond these barriers. No damage was observed to any of these barriers or to the rough heavy canvas yellow X placed on the centerline next to the barriers. The tires did not blow out until after crossing the yellow canvas X. The tires started to make a skidding sound after going over this X. The left main failed first shortly followed by the right resulting in a slow 90 degree uncommanded turn to the left. In all, he did an excellent job of handling the aircraft resulting in only the replacement of the 2 main tires. In a conversation with the airport manager who observed the local aircraft maintenance company tow the airplane from the runway, I asked if it was normal practice to place temporary runway closures in the remarks of the AWOS-3 for his airport. He indicated yes, but he had not that morning because he had been in a meeting. He indicated, however, that it had been posted on the written NOTAMS. I checked with the local FSS that evening after returning the aircraft back to ZZZ1 with new tires, but there was no longer any NOTAM for ZZZ for that day showing on his monitor. Lessons learned: even if you are not the PIC and not conducting a lesson, if you are a flight instructor, always check NOTAMS of airports which may be selected for landing. Never assume the pilot has done this, no matter how often you have observed him do it in the past. As a flight instructor you can be considered the senior pilot overseeing every flight you make. Be very vigilant of the entire runway environment at all times looking for the unusual. The temporary runway end barriers consisting of approximately 4-6 small orange narrow vertical cones were widely spaced on either side of the centerline of the 150 ft runway width leaving a break between them large enough for an aircraft with a 36 ft wing span to easily fit through. This is noteworthy because they were not observed by any of the pilots on board prior to landing. Never assume that temporary runway closures of any sort will be included in the AWOS for an airport even when it had been done in the past. Never allow a passenger to continue asking questions and making comments on the pilot's landing abilities once entering the traffic pattern. This distraction caused me to divide my attention between answering his questions and observing the runway environment and mr X stated later that he also was distraction by the non-stop talking by this passenger.

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Original NASA ASRS Text

Title: AN M20B DEMO FLT LANDS ON A SHORTENED RWY AND BLOWS BOTH MAIN TIRES IN ATTEMPTING TO STOP BEFORE SUFFERING A RWY EXCURSION AT ZZZ, US.

Narrative: MR. X ASKED ME TO FLY WITH HIM WHILE HE FLEW HIS MOONEY BRAVO TO SHOW IT TO 2 POTENTIAL PARTNERS. THEY MET US AT THIS ACFT AT XA30. MR X DID NOT HAVE A FLT PLAN IN MIND SO I SUGGESTED WE FLY UP TO THE MOUNTAINS TO DEMONSTRATE THE CLB ABILITY OF THE BRAVO. PLAN WAS AGREED UPON BY MR X. I HAD VERIFIED WE WERE MEETING WT AND BAL REQUIREMENTS PRIOR TO THE FLT. WHILE HE WAS PIC FOR THIS FLT, I WANTED TO MAKE SURE THE FLT COULD BE MADE SAFELY. SINCE I HAD TRAINED MR X FOR HIS PVT PILOT AND WE WERE WORKING ON HIS INST RATING I KNEW HE WAS VERY CAREFUL TO CHK WX AND NOTAMS PRIOR TO EACH FLT. HE IS VERY PROFICIENT AT USING CHKLISTS DURING ALL PHASES OF AIRCRAFT OP. THE FLT LEAVING ZZZ1 WAS UNEVENTFUL. WE PROCEEDED W TO THE MOUNTAINS CLBING TO 7500 FT. HE THEN DECIDED TO FLY TO ZZZ DSNDING TO PATTERN ALT ENTERING AN EXTENDED 45 DEGS TO RWY. WE ALL LISTENED TO THE AWOS-3 (121.2) WHICH INDICATED THE WIND TO BE 270 DEGS AT 5 KTS. TFC IN THE PATTERN, A C172, WAS LNDG ON RWY 19. AT THAT TIME THERE WAS NO INDICATION ON THE AWOS OF ANY PARTIAL CLOSURE OF THE RWY. I WAS SEATED IN THE R SEAT AND DID NOT HAVE THE RWY IN VIEW ON DOWNWIND OR L BASE AS THIS IS A LOW WING PLANE. MR X SET FLAPS, TURNED TO FINAL, AND SLOWED TO A FINAL APCH SPD OF 80 KTS. AT NO TIME DID ANY OF THE 4 PLTS ON BOARD OBSERVE THE TEMPORARY RWY CLOSURE MARKINGS ON FINAL. HE FLARED OVER THE NUMBERS AND MADE A BEAUTIFUL LNDG. BECAUSE THIS ACFT SITS 6 DEGS NOSE UP ON LEVEL GND, LNDG REQUIRES A GREATER THAN 6 DEG NOSE UP ATTITUDE TO AVOID TOUCHING THE NOSEWHEEL ON TOUCHDOWN. THE NOSE OF THE ACFT OBSCURED THE RWY STRAIGHT AHEAD OF THE ACFT UNTIL HE LIGHTLY LOWERED THE NOSEWHEEL ONTO THE RWY. AS HE LATER EXPLAINED, HE DID NOT CHK NOTAMS ON ZZZ BEFORE THE FLT AS HE HAD NOT DECIDED ON A DEST. IT WAS HIS BELIEF THAT HE HAD THE ENTIRE LENGTH OF THE RWY TO COMPLETE THE LNDG. A 2 OR 3 SECOND DELAY OCCURRED BEFORE BRAKING, I BELIEVE, BECAUSE HE WAS CAUGHT BY SURPRISE THAT HE ONLY HAD HALF OR LESS OF THE 6200 FT RWY TO STOP THE MOONEY. HVY BRAKING OCCURRED AT THIS TIME. BECAUSE IT APPEARED THAT WE WERE NOT GOING TO STOP BEFORE REACHING THE VERTICAL CONE BARRIERS, MR X STEERED THE PLANE BTWN THE TEMPORARY BARRIERS AND CAME TO A STOP ABOUT 10 FT BEYOND THESE BARRIERS. NO DAMAGE WAS OBSERVED TO ANY OF THESE BARRIERS OR TO THE ROUGH HVY CANVAS YELLOW X PLACED ON THE CTRLINE NEXT TO THE BARRIERS. THE TIRES DID NOT BLOW OUT UNTIL AFTER XING THE YELLOW CANVAS X. THE TIRES STARTED TO MAKE A SKIDDING SOUND AFTER GOING OVER THIS X. THE L MAIN FAILED FIRST SHORTLY FOLLOWED BY THE R RESULTING IN A SLOW 90 DEG UNCOMMANDED TURN TO THE L. IN ALL, HE DID AN EXCELLENT JOB OF HANDLING THE ACFT RESULTING IN ONLY THE REPLACEMENT OF THE 2 MAIN TIRES. IN A CONVERSATION WITH THE ARPT MGR WHO OBSERVED THE LOCAL ACFT MAINT COMPANY TOW THE AIRPLANE FROM THE RWY, I ASKED IF IT WAS NORMAL PRACTICE TO PLACE TEMPORARY RWY CLOSURES IN THE REMARKS OF THE AWOS-3 FOR HIS AIRPORT. HE INDICATED YES, BUT HE HAD NOT THAT MORNING BECAUSE HE HAD BEEN IN A MEETING. HE INDICATED, HOWEVER, THAT IT HAD BEEN POSTED ON THE WRITTEN NOTAMS. I CHKED WITH THE LOCAL FSS THAT EVENING AFTER RETURNING THE ACFT BACK TO ZZZ1 WITH NEW TIRES, BUT THERE WAS NO LONGER ANY NOTAM FOR ZZZ FOR THAT DAY SHOWING ON HIS MONITOR. LESSONS LEARNED: EVEN IF YOU ARE NOT THE PIC AND NOT CONDUCTING A LESSON, IF YOU ARE A FLT INSTRUCTOR, ALWAYS CHK NOTAMS OF ARPTS WHICH MAY BE SELECTED FOR LNDG. NEVER ASSUME THE PLT HAS DONE THIS, NO MATTER HOW OFTEN YOU HAVE OBSERVED HIM DO IT IN THE PAST. AS A FLT INSTRUCTOR YOU CAN BE CONSIDERED THE SENIOR PLT OVERSEEING EVERY FLT YOU MAKE. BE VERY VIGILANT OF THE ENTIRE RWY ENVIRONMENT AT ALL TIMES LOOKING FOR THE UNUSUAL. THE TEMPORARY RWY END BARRIERS CONSISTING OF APPROX 4-6 SMALL ORANGE NARROW VERT CONES WERE WIDELY SPACED ON EITHER SIDE OF THE CTRLINE OF THE 150 FT RWY WIDTH LEAVING A BREAK BTWN THEM LARGE ENOUGH FOR AN ACFT WITH A 36 FT WING SPAN TO EASILY FIT THROUGH. THIS IS NOTEWORTHY BECAUSE THEY WERE NOT OBSERVED BY ANY OF THE PLTS ON BOARD PRIOR TO LNDG. NEVER ASSUME THAT TEMPORARY RWY CLOSURES OF ANY SORT WILL BE INCLUDED IN THE AWOS FOR AN ARPT EVEN WHEN IT HAD BEEN DONE IN THE PAST. NEVER ALLOW A PAX TO CONTINUE ASKING QUESTIONS AND MAKING COMMENTS ON THE PLT'S LNDG ABILITIES ONCE ENTERING THE TFC PATTERN. THIS DISTR CAUSED ME TO DIVIDE MY ATTN BTWN ANSWERING HIS QUESTIONS AND OBSERVING THE RWY ENVIRONMENT AND MR X STATED LATER THAT HE ALSO WAS DISTR BY THE NON-STOP TALKING BY THIS PAX.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.