donkaye, MCFI

That's the way I do it, with the exception that my mp is 15" and I bring the prop back to 2000 RPM. Prop returns to full forward after on slope and proper speed in preparation of a go around.

A couple of points: 1. If you "chirp" on touchdown, you touched down too fast. You should be able to "roll" the wheels on. 2. Starting the flare at 50" is way, way, way too high. That indicates to me you are going too fast. If you were at the correct speed and started to flare at 50" you would stall the plane by 30' above the ground. You should always be able to see the runway ahead; even as you touch down. Proper flare height is a height such that once you start the flare you are constantly raising the nose and bleeding off speed at such a rate that you "roll" the wheels on as the stall warning goes off and you can see at least 2 centerline stripes ahead of you if the runway has centerline striping. 2. Leadville is at 9,934 feet and the runway length is 6,400 feet. When I was last there they had cross stripes at the 25, 50, and 75 percent of runway length. Book says the Bravo should be off the ground within 1,300 feet at gross weight at 10,000 feet standard conditions. I took off with a DA of over 13,000 feet in the afternoon at gross weight and was off the ground in 1,500 feet. Check your book ROC to makes sure your engine/prop combination meets book and is not "tired" before going into high DA airports. 3. With the AOA, approach speeds higher than about 73 knots at gross landing weight is too fast in nominal conditions. Today at mid weight 68 knots was indicated at mid weight. It will be slightly below 65 knots at light weight. I haven't tried that yet with the AOA. Without an AOA your landing speeds in the long body airplane should be between 75 at gross landing weight and 65 with one hour of fuel and one person on board. (Acclaim, Bravo, Ovations) 4. Yes, I have speed brakes and "pop" them every time on touch down. They are effective on touch down and become less so as you slow down. 5. Fallbrook was uncomfortable at 2,100 feet. I didn't have an AOA at that time (15 years ago). I let the owner out to watch the slope I flew and attitude at the flare as I flew the approach. I was a little fast and was at the edge of a skid to stop, if I remember correctly. I don't remember whether I let him try one, but I think I did. It would be interesting to try it with an AOA now. The airport is on a knoll and is a little like landing on an aircraft carrier, but not as severe as Catalina or Sedona. 6. I had one student who was based at Palo Alto. It took me 30 hours with him before i would sign him off because you really need to be on speed EVERY time and he wasn't. He leased his plane to a flying club and ended up with several prop strikes because non Mooney instructors were allowed to check people out in the airplane. Palo Alto is much easier than most short fields because there is almost always a 10 knot headwind at the airport. If I think of any other tips, I'll post them.

Ground roll for the Bravo at sea level in standard conditions is 1200 feet. You either landed with a tailwind or were coming in waaaaay too fast to burn up that kind of runway. I don't have the 4 puck brakes and can easily stop in 800 feet--or less at 1.2 Vso.

L52, Oceano is 2360 feet. With no significant crosswind and correct speed, that airport should not be any problem. Sea level ground roll for the Ovation is 1,000 in standard conditions. I would highly recommend an AOA to be comfortably able to shave off 5 knots from book speed. The best I've done with the Ovation was the 2100 foot airport at Fallbrook, California. Too short for the average Ovation pilot in my opinion.

Thanks, Tim. At present there is not one other thing I could think of that I would want to put in the plane. The KLN90B manual was one of the best written manuals I have ever read. Too bad BK had absolutely no vision with regards GA, so now Garmin has all of their talent.

I loved my KLN90B and it provided me with years of dependable service all across the US. Being a second generation GPS it also provided me the opportunity to really learn about GPS approaches because most of the approach work needed to be accomplished by the pilot. After I upgraded my panel as a result of a failure of the Bendix King EFIS 40 and their ridiculous $17,000 repair estimate, I bought into the latest technology with the Garmin GTN series. With the exception of the D/T 4 page and better VNAV capability, the new navigators are light years ahead of the KLN90B in capability, especially approach capability. With GPSS much, much more time becomes available for the pilot of oversee the safety of the flight--also known as situational awareness.

As mentioned, if you don't have the equipment to fly an approach, you can't file it unless the field is VFR. It is the same as filing an airport without an approach. In such a case you must file an alternate. Today, there are many airports that only have GPS approaches. If you are going to do some serious IFR flying, I think its important to save up the money to buy a WAAS panel mounted GPS. In many cases now LPV approaches can be flown either to ILS minimums or within 50' of those minimums. Additionally the situational awareness of the newer equipment makes flying an approach seem as simple as walking--effortless.

For curiosity only, why is this unit being sold?

Does the Stratus have a TargetTrend feature? If not then the GDL 39D would be the order of the day for the most situational traffic awareness used in conjunction with Garmin Pilot.

The MVP-50, with the exception of not providing Fuel to Destination, is the most outstanding engine monitor (and much more) out there. The decision to use it in my panel was one of the best decisions I made in my panel upgrade.

From the Pilot Guide of the GTN 750: "Terrain Proximity - This is the standard Terrain function and refers to the display of the relative terrain elevations on the moving map. No aural alerts of any type are provided by a Terrain Proximity configuration." ​If you have a G500 you can get some terrain alerting. The best cheapest method is to feed a Garmin handheld signal into your audio panel.

It's here:

If you are transferring to a certified unit you have to actively make the transfer. This is shown in a Garmin Video.

I bought the Flight Stream 210 just because I was adding the AOA and thought it would be a good time to save some installation money by doing them at the same time. I really never expected to use it much. I find its AI to work very well, although I think they have labeled their Sky Mode and Ground Mode backwards, but I could be wrong. It seems to disagree with that on the G500. The flight plan updating is instantaneous with changes made on the 750 immediately showing up on the iPad for confirmation. I've controlled the GDL 69A XM Radio from it easily, and the traffic information is more informative than that in the 750 in that it gives total targets tracking and what they are; Active, ADS-B, ADS-R, and TIS. Mine is mounted in the avionics bay behind the luggage compartment and I have had no issue whatsoever in connectivity. Additionally, Shirley seems to enjoy watching all the traffic with it on her lap. It's a great addition to the cockpit.

My understanding is that the Jepp Nav Database is only required if you want to transfer Arrival and Departure procedures between units. Flight plans without these procedures should transfer normally.

Personally, I really like the Garmin Pilot App. Just like getting used to a glass cockpit it might take a little time, but the app is really very good , and if you are used to the GTN 750, it is even easier to pick up.

Garmin Pilot says to UPLOAD SIDS AND STARS you need matching databases meaning the purchase of the Jepp Nav database subscription.

The Flight Stream 210 is a small Gateway box to allow transfers of information from other Garmin Products. It can be connected to a GTN or GNS (GPS Position Source for the iPad) and GDL 88 ( Active and/or ADS-B traffic and weather to the iPad ) and GDL 69A (XM weather and XM Radio to the iPad). Additionally it has a build in AHARS so you get attitude information on the iPad. Frankly I like Garmin Pilot. Its icons mimic the operation of the GTN series of navigators. You are confused about the Jeppesen product. You need the $100 subscription to Jeppesen Nav database to be able to have SIDS, and Stars available. Approaches do not require the Jepp Nav Database.

I had the 7000B for many years and loved it. The interface to the GTN 750 made the GMA 35 more useful to me when I upgraded my panel. The 450 wasn't out at the time. Regarding the Bose A20, certainly it is not an audio panel, but I have plugged in either a 796 or an iPod or iPad for music input with no intermediary amplifier and got great sound. Also the 3 position switch allowed for Karaoke or "mute on communication". I got a Y connector so one person could mute while the other could keep Karaoke mode. Yes, it requires a one wire connection, no BT. That's never been an issue for me or my students when on a long cross country.

Without naming a specific audio panel or one with BT the Bose A20 allows muting individually and tremendous flexibility when moving from airplane to airplane and taking your music along as either XM on the 796 or equivalent or plugging in music from another source. As far as audio panels go, I really like the GMA 35 or GMA 350, but many seem to like the newer PMA 450, an audio panel I haven't tried yet.

You're right. The 210 only acts as a conduit. It has not receivers. It conduits, through bluetooth, data from the GDL 69/A, the GDL 88, and a GTN and puts that data on the iPad.

Flight Stream, AOA or both, Larry?

I installed it, but have not had much time to use it. It is not just a mirror. There are menu items on the iPad that let you enable various functions. You can overly traffic and one type of weather. It is independent of what you have on the GTN 750. The flight plans can be made to sync. Nothing you do on the 750 other than transfer flight plans is mirrored on the iPad. The data flows in via bluetooth and you select what you want. The unit also uses the accurate GPS position of the GTN for a position source. Additionally you have an AHRS for attitude that shows up on the iPad. In some regards you get more detailed ADS-B information than is given in the GTN 750 Total targets broken down as ADS-B, ADS-R, TIS-B, TCAS Targets. Also complete information in FIS-B weather. For me it was worth it, since I was putting in the AOA at the same time, so the labor was just a little more.

The stall horn sounds the same as it did before, as it should at the same AOA. At 1.2 Vso the stall horn does not sound on approach until the end of the flare. I normally won't fly the approach at 1.2 Vso, No need with a runway of at least 2700 feet. A comfortable approach speed is the donut at 1.3 Vso with the speed varying with the weight.

I don't like it coming on too early. It doesn't in mine. It come on 5 knots above stall. Regarding the AOA, it also gives you an audible warning as you are approaching the donut. Today, before I took my airplane in to the avionics shop to try and get the AP to function the way I think it ought to function, I flew a test of the Altitude Preselect and returned to San Jose. It was glass smooth so I just approached with the upper half of the donut showing. This is 1.2 Vso in my plane. The pitch attitude was quite a bit higher than I had been flying for 22 years and the approach speed with full fuel and only me on board turned out to be a surprising 68 knots, a speed I never would have flown without the AOA. The landing was perfect and very short, but the comfort level was 100%. I had to taxi up to the first turnoff. I am definitely becoming attached to the AOA, much more so than I would have thought.