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GeeBee last won the day on August 11

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  1. So is the map states you have landed in or states you have landed in with your Mooney?
  2. Very sound advice. Here is the thing about engines. It does not matter if it has 50 SMOH or 5000. When you buy a used airplane, be prepared to drop an engine in it unless it is a fresh factory reman or new and has a warranty. I've seen some very low time engines be POS because of corrosion, poor overhaul, poor break in etc. I've seen some high timers run and run. Sure you inspect, compression check, oil analysis, borescope but the reality is you don't know until you run it for a while. There is a C-182 on my field that was purchased with 100 SMOH. After another 50 hours it shook like a wet dog and you couldn't fly it without the cowl flaps fully open. Case bolts were coming loose. The owner threw in the towel and sent it out for overhaul. Bad hardware, questionable torque work etc. and this was by a well known and supposedly reputable shop. As far as avionics, paint and upholstery go, you got two choices, what can you live with or what you want and when. Then budget accordingly. Bottom line to a used airplane. Make sure it has good "bones" i.e. no corrosion or bends, be in a position to drop in an engine and if you don't consider yourself lucky, budget for everything else now or in the future. Price accordingly. The price you come up with may not buy that airplane.
  3. We have a winner! And the Vso of a Ovation or Acclaim is 59, so add another 5 to the problem.
  4. Actually I was misled three times. First on their website where they say "2 or 3 weeks" lead time. Second, after one month on August 7 when I called. Next on August 13 when I called again and told it was going to ship that day. It shipped finally, two days later. I don't mind bad news, just tell me the truth so I can make intelligent decisions. I think hypertech has the right idea. Order through Spruce.
  5. Think about this. You are at KTRK zero wind or maybe pick a little tail wind say two knots, what is your ground speed? 66 if you touch down precisely, precisely at Vso. If not it is higher. So you're hydroplaning for a while.
  6. I cannot speak to Mooneys, but I had a set of VGs on my PA-18 SuperCub. Compared to a non VG PA-18 the airplane was a monster. It would not stall power off. Slow flight you could zero the airspeed indicator (a lot of guys install helicopter airspeed indicators). I could go full flaps, level MCA and accelerate it a little bit to get it to stall. When it did stall, I could hold it in the stall and have full aileron control to the stops. Because of the aileron control, and the tail strake, the airplane could not be spun. I worked hard, and tried every trick in the book, power burst etc and it would never spin. On take off, I just got the tail up and pulled, it flew. On the top end it was no slower than a regular PA-18 but then again you are talking USA 35B airfoil with a top end of 85 knots. I can personally attest to slower stall speeds and better handling at low speeds because the energy over the ailerons is amazing. That is the reason why it "feels" solid in a Mooney is the energy over the ailerons. Does it make the airplane slow on the top end? Answer is it depends, both on the wing and the VG. When the FAA made Bill Lear put them on the original Lear Jet it slowed the airplane 10 knots. Lear was so mad he went out to the prototype with a hammer and knocked them all off, then flew the airplane. The FAA was unimpressed and required them anyway. I would guess on a Mooney it might make a very slight difference on the top end, but not a lot. Drag rise is not that much compared to a jet.
  7. fr8Dog62. You're close we will have to meet up for lunch. at 57Alpha at KFQD! It is a hoot!
  8. The crash was not a Mooney either. However the question was about overshoots, running off the runway. Can happen a lot of ways. The hydroplaning speed of a Mooney is about 63 knots which means you have a distinct chance you are hydroplaning on touchdown even in a Mooney.
  9. Yep damp will freeze over very fast vs wet because of the latent heat of water. And you pointed to two problems we in GA face and that is poor condition reports and the lack of grooved runways. I am sure Jes gave you the correct report, but not the current report and I never understood why with all the automated weather equipment, ASOS and such we have that it did not include a runway temp reading. If that damp runway had been grooved it also would have been much better for you, slower to freeze over, better cornering forces on the tires, better friction coefficient.
  10. One of the things I used to emphasize when teaching in jets is touching down on the mark, and getting the speed broke down to 80 knots quickly. It is essential in all operations and especially short or wet. That said, I can tell you that you can do everything right and still come to grief. I have landed on wet runways and had all main wheels go to "release" on the anti-skid because the hydroplaning was so severe it detected "locked wheel" condition. No matter how hard you press on the brake pedals, no matter what setting you have on the auto brakes, the airplane is not going to stop under those circumstances. Your only hope is the thrust reversers get the speed broken down fast enough your tires penetrate the viscous surface since hydroplaning speed is the square root of the tire pressure times 9. I was checking out a new guy once into Chicago Midway. He did a prefect landing, actually touched down 25' before the mark nice and firm which is what you want to break the viscous layer. We had the exact landing distance calculated for the runway by our dispatch, at our exact current weight and it was based on wet numbers which provided another 15% margin, so all in all we had a 30% margin. On touch down with "Maximum" auto brakes set, every wheel went into "release". I had the "kid" go full reverse thrust while I raised up and wedged myself between the seat back and the brakes with grunting and cursing. We stopped with about 50' to spare.
  11. Thanks for the tip. I will go over and lurk on the BT site. As far as the link goes, that is a data base issue, not a hardware issue and if you notice it affects not just G1000, but GNS and GTN units as well. Data base issues are common and usually fixed quickly because it is a coding issue, not a hardware problem. Happens to the big boys too. \
  12. Restricted Forum but that said, the reason why it is not in the data base can be a lot of things. The Jeppesen data base seems to have more than the FliteCharts. Why? I don't know.
  13. If you don't have a glide path angle defined in the data base, you shoot a standard LNAV approach and you fly it like any other non precision approach.
  14. If they don't have them in stock, I just wrote a big check for nothing and a box of rocks from Garmin just arrived at the shop. No, I am comparing a WAAS LPV approach to an LNAV approach. As I said, it is usually only a 100 or 200 feet and the times that will make a difference is rare in occasional use. As I said, everyone's situation is different. Your situation may require WAAS. How often is your airport below LNAV minimums? I will tell you this, I know of several airlines taking delivery of brand new wide bodies, with WAAS equipped FMS and their operations specifications do not include LPV approaches? Why? Not worth the money to train and certify. Their calculation is LNAV minimums are good enough. Now you can say yeah but they go to ILS airports and you would be correct. Except they take the time and money to train and certify for CATIII ILS approaches. Now the number of times I have shot an actual CATIII (that is the wx was severe enough to require it) in a 40 year career is maybe 20? I've seen a lot of CAT II or CAT I to minimums but real CATIII is rare. For the last 15 I was flying into London, Amsterdam, Stockholm etc. The airlines do a very tight business case for everything they do and it does not take a lot of diverts to sell an approach and still LPV is a hard sell.
  15. I am one month and one week after the order date.