GeeBee

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.

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.

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.

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. \

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.

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.

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.

I am one month and one week after the order date.

First of all, with regard to non-WAAS G1000, Garmin did not say they had no more GIA-63W units. They said they would not make them anymore. They are in stock. The upgrade kit is in stock at Garmin. I just bought one this month. Second with regard to the NXi upgrade, I think it will happen, but it will be a while. If you look at Garmin's project list, they are going from King Air down. The first SE they are doing is the PA-46. I suspect Mooney will be one of the last. Starting with the higher priced machines makes sense. I suspect it will be long enough that a WAAS upgrade to a legacy G1000 is worthwhile. If you don't upgrade to WAAS however it is not a big deal. Yeah you can't do an LPV approach. Look at the approach charts for most GPS approaches. The difference between an LNAV and an LPV in most, not all, but most is 100'. How often has that made a difference to you? I suspect unless you are in a scheduled operation, rarely. I can even show you an approach where the LNAV minimum is lower than the LPV (KMTN RWY 33). Second restriction is not be able to file to a GPS destination AND alternate. Again, how often does that raise its ugly head? Depends on your home base. Me, a little more but not a lot. My issue is the way my home airport is laid out, people hit the GS antenna a lot so you have to the LPV to get really low. As to the Bravo, like the machine but it is different, requires a thorough understanding of its operation and it is a tad thirsty which is why I opted for a normally aspirated Continental. If you get a good price, you can buy a fair amount of fuel and accounting for present value of money, may be a good buy.

Yes, and on August 7 they said, "shipping today". Then he told me they really got slammed by Osh Kosh. OK....but I ordered it two and a half weeks before Osh Kosh.. Called them yesterday, "shipping today". Just got notice they have not even handed the box to UPS, just prepared a shipping label. I don't mind it taking time, just tell me the truth. If Mooney stuff takes longer, they should say that on their website or when you order the product. Bottom line, be honest with your customer. Learned a long time ago as an airline pilot, don't BS your customer. Tell them the truth, tell them the whole truth and if it is your fault...own up to it. People can handle the truth better than they can handle a lie.

I have to say, Redline is the most frustrating and incompetent people to work with I have encountered in a while. I ordered a Sidewinder July 8. The website says allow 2 to 3 weeks lead time. I still have not received it despite be assured on August 7 and August 14 that "it is shipping today". If I was not so far in, I would cancel the order. Worse, they wasted no time charging my AMEX on July 9 rather than when it shipped. I can say nothing good about their customer no service.

She did look like "Broomhilda" even had a mole on her hook nose. She used to roll out to the runway with her students in the back of one of her many E-2 Taylorcrafts with her compact out powdering her face with door open and the prop blast going! She had a stock C-150 Aerobat and she took the word "Aerobat" seriously. She would do airshows with it and I did not know a C-150 could do those things, aerobatic version or not. If she was down on you she could cut you down to size and chop you up faster than Benihana! If you learned to fly from her, consider yourself truly fortunate.

Ameilia Reid, aka "Broomhilda". A force of nature and one of the best sticks I have ever encountered. RIP.

Thank you Victor. I was just in Oz and I even stopped and looked at an Ovation 3 outside of Brisbane (although that was not the purpose of my trip). Had a great time and finally got to hold a Koala which was a lot of fun! As a matter of fact I told my wife when I repaint this airplane in a few years I want "Mooney Red" instead of the maroon.

Thank you and to answer your question directly about IFR in a Super Cub. The only IFR capable SC is the original PA-18. This is because it is certified under CAR 3 so all you have to do is add the equipment required my 91.205 (d) and you are good to go. Newer interpretations such as the CubCrafters Top Cub, X-Cub etc are all FAR 23 certs and their TCDS prohibits IFR operations no matter the equipment. Second it is only good for busting overcasts and warm weather IFR etc because you have no pitot heat and no STC available to remedy that fact. Finally you need an airplane that flies good and straight because you have to use the "Adidas Autopilot" a lot and because there is no autopilot so you get pretty busy on approach. Have your iPad mounted right in front!

Thank you all for the warm welcome. Since you asked for pictures, here you go

I have been a "lurker" here for about the last 6 months as I considered a Mooney purchase. I want to thank Mooneyspace.com for their generous and open door policy of allowing people to look in on subjects posted. It has been of great benefit in my airplane search. I am proud to say I am the new owner of N192JK, a 2005 Ovation as of 2023 UTC yesterday. She is currently located at Don Maxwell's shop undergoing a pre-sale, now an annual and a WAAS upgrade. Thanks to this forum I was able to select Don Maxwell as my preferred place to perform the pre-buy and I have had the honor to meet both Don and Paul who are real gentlemen and have been most helpful. I will be basing out of KGVL as I live on Lake Lanier My previous airplane was a PA18-160 Super Cub rebuilt by Cub Crafters. It was probably one of the few IFR certified Cubs around and had an Aspen 1000, Garmin 420W and a Lynx ADS-B unit. I loved the airplane but my mission has changed to a need for reliable and fast transport up and down the Eastern seaboard. In my search I needed good avionics and TKS. I wanted to avoid turbo charging, preferring horsepower and displacement. I don't really want to be sucking on a tube all that much in search of performance. It came down to an early to mid 90's Bonanza or a 2000 something Mooney. Since my wife and I are not tall people and it is usually just the two of us I concluded the Mooney was the best airplane for the buck and (shhhh), it will blow the doors off a Bonanza. I have flown a lot of Beech products, even worked for a Beech dealer and I love their airplanes but if you have to write the checks........ A little about my aviation self. I am coming up on my 50th year since solo at KRHV. I have about 29,000 hours. About 8000 in GA aircraft of all kinds from C-150's too biz jets. I have been a CFI-I, a Chief Instructor with examining authority, a Line Check Airman and a Part 135 Chief Pilot. I recently retired off the Airbus A330 after a near 40 year career. Aviation has been my life and passion all my life and being a pilot is the only thing I have ever wanted to be since early childhood. This Mooney will most likely be my last airplane and I hope it will be the best! I look forward to learning from you fine folks here. You all have been very helpful in getting me to this point in my "Mooney experience"!