donkaye

I don't find that to be the case. With a nose up attitude of about 8° at touchdown you can and should see at least two centerline strips ahead. If you don't, then you flared too much too soon. It should never be necessary, and is in fact dangerous in my opinion, to look out the side window prior to touchdown. You might not be on centerline and might be drifting. I've flown and taught in all model Mooneys except the D and G and none of them have an obstructed view of the runway at touchdown if flared properly. All Mooneys, and for that matter all airplanes, land the same if flown with a stabilized 3° glideslope and with the proper airspeed +/- 1 knot.

There's a need for both. Each serves unique functions with Garmin Pilot providing briefing and flight plan filing services. Internet access on the 760 is limited to some weather on the ground (IR Satellite, METARS, Radar (Base and Composite Reflectivity, and TAFs), and database downloads from Garmin. Until recently Garmin was making all of its interfaces the same with a Main Menu of Icons. They recently changed the Garmin Pilot interface and eliminated the Menu Page Icons. Instead they have a row of icons along the bottom of the application. This does save an extra tap. Also, the number of icons has increased so it makes it easier to see them all. The 760 is easily viewable in sunlight, where the iPad is not. Also, I like having the 760 on the yoke for quick access to frequencies and data I use frequently. For me the iPad is too big and I prefer the aviation dedicated unit to the iPad, even the mini.

So I checked out the 3D vision on a flight yesterday and it seemed to work as advertised. I just "Caged the Gyro" when in level flight and the Horizon was reset. In turbulence it could be more sensitive than in smooth air. I, also, discovered another upgrade in the 760 I hadn't see before. With Metars available from XM or Fis-B both the headwind and crosswind component to a runway are displayed on the Airport (Waypoint) Page under Runway.

Yes. Having completed the vaccine regimen and waited an additional 3 weeks to build up immunity, I feel comfortable flight instructing again. I still maintain requiring masks in the cockpit and carry a bottle of sanitizer wherever I go.

It looks like the FS210 is compatible with the 760, so it should work for you just like the 796 for attitude. I'll check my internal attitude source to see if mine works. I'm not expecting much, since my unit is not panel mounted, but yoke mounted. Raul, in the final analysis there are just so many other added features to the 760 that when used for awhile, I don't think you would NOT want to go back to the 796. It does take some getting used to, though.

Although I made a checklist for the 796, I never used it, so didn't notice it was missing. Maybe they could add it in a future software update. Regarding the AHARS, I'll have to try the internal one. As you say, it is available externally from a number of sources. I do know the attitude can be reset in flight.

The timers on the GTNs display seconds and can be reached in either a couple of taps or a couple of knob turns with the latest software update to the GTN Xi. When I got my instrument rating a clock was needed to time some approaches from the FAF to the MAP. With today's GPS approaches to most airports in the country, when has there been a need for timing? I think the FARs need to be updated to remove that instrument requirement.

I guess you get what you pay for. It lacks a trim servo, lacks the option for yaw damper servo, follows track instead of heading, can't be used for instrument approaches, requires resetting the Baro at every baro change, and is generally too complicated to operate. I've watched this pilot's review of the Dynon, and thought it, too, if compared to the Garmin G500TXi, was too complicated for general use.

The Aera 796 has been a staple for me for over 10 years (since it came out) both in my airplane and to" normalize" for me the different avionics in all of my student's airplanes. It's been with me on all my ferrying trips and all the teaching I've done over that time frame. It doesn't make sense, but I almost feel guilty about permanently retiring it to where ever old GPSs go when they have outlived their usefulness. The new kid on the block is the Aera 760. I know its been out a year now, but it was only in the last several months that I made the decision to purchase it. Part of the reason for the delay was that it also required the purchase of a GDL series receiver to get traffic, and weather and the GDL size made it inconvenient to place on the glare shield. First I bought the GDL 52 and a cable to enable it to play with the 796. That gave me traffic on the 796, something I didn't have before while teaching in an airplane without a way to get traffic to it. That cable was a monstrosity of wires, but it did work. So now I had the small puck of the original 796, the GDL 52, and a monstrous wiring mess to deal with. So I broke down and ordered the Aera 760 from Pacific Coast Avionics. It was on sale and there was a benefit of buying it in Oregon. I really didn't know what to expect. I had read the manual a couple of times, but until you have it in your hands and actually use it, it's hard to know how you'll feel about it. In the beginning I was a little luke warm about it. The screen was brighter and the menu structure was a takeoff on the GTNs, but getting around on it required a few more touches than were required with the shortcuts available on the 796. Then things started to change, as I began seeing the additional capabilities it had over the 796. For those interested here are some of them: 1. Larger icons and bigger characters. 2. Built in AHARS used with SVT. 3. The name of airports and VORs on the flight plan page instead of just the identifiers. I can't say how many times I had to look up what an identifier name was on previous handhelds. 3. Ability to load departures, airways, arrivals, and full approaches. 4. Ability to load any type of hold on any radial on a waypoint and have it display on the screen as a curved track. 5. Ability to overlay approach charts on the Map page. 6. Ability to load all visual approaches to any airport, just like the GTNs. 7. Show battery power remaining as a percent of total. 8. With MapMX input from the GTN the ability to show curved tracks and holds from the GTN. 9. Lighter weight than the 796. 10. Internet access for weather on the ground. 11. Shows fuel prices. 12. Choice of internet downloads of databases or direct downloads from a computer. 13. Runs cooler than the 796. The icing on the cake occurred last week when I had the 760 hardwired into my plane in conjunction with the GDL 52. I decided to mount the GDL 52 out of the way on the back side window with a suction cup mount. It actually looks good there. So now everything is hardwired including flight plan transfer, Sirius XM weather and Audio, ADS-B Traffic and Weather, with the option of doing the same things with Bluetooth either from the GDL 52 or from the Flight Stream 510 with data from the panel mounted equipment. The Aera 760 and GDL 52 just pop out for easy transfer to any other airplane, mainly student's airplanes. There are reasons for also having an iPad and I do have that, but In the end, for the reasons I have the need for a handheld GPS, the Aera 760 is the best handheld GPS I have ever had.

The best list so far is the Mooney Flyer List, but for my information it can be found at http://www.donkaye.com/Flight_Instruction.html

Freddy, from Mark at Top Gun: Mooney has the part. It costs $115 and its 2 hours labor to replace. It hardly seems worth it to do it yourself.

No.

Meanwhile, after a year and a half into having the Garmin GFC 500, it's the best autopilot I've flown. For a net $19K for the 4 servo model, why would you consider anything less, especially if that anything was vaporware?

Doesn't work on my computer.

I'm just about ready to start logbook number 11. I like the size and color of the ASA "The Standard Pilot Logbook". I only carry the last one with me. Since I need to manipulate the data in all sorts of ways and use a Mac, I wrote a logbook application on 4D a number of years ago. It comes in handy all the time. It does require me to record in both the ASA log and the computer log, but that doesn't take too much time. I am a year behind on totaling the handwritten one, but the 4D database is up to date. So far 6,259 entries.

I edited my original post to: "rate of descent at touchdown".

When actually teaching, I can convince a person to move to my way of thinking through the action of demonstrations, not words alone. On a forum like this, unfortunately, words are the only thing that can be used. Sometimes the certainty that comes through years of experience and expressed through words comes across as arrogance, and for that I apologize. My goal is to make anyone who cares to listen a better pilot by the most appropriate means available.

This is what I think of when I think of trailing link landing gear. With this setup it's almost impossible to have a bad landing.

Partly, but rate of descent at touchdown is what causes bounces. Mooneys don't have trailing link landing gear. They have shock discs that don't damp anything; quite the opposite.

With almost 6,400 hours of teaching most in Mooneys, I couldn't disagree more with your last statement .

Having flown the Citation, but not the T-34B, does it have oleo struts? In my opinion that is a big difference between the Mooney and other airplanes. Those rubber shock discs do make it prone to bouncing much more than those planes whose landing gear are better damped. If not properly taught how to recover from the "Mooney bounce" by an instructor who is very familiar with it, the new Mooney pilot is much more susceptible to a prop strike. So, yes, I think it IS important to have a Mooney specific instructor over one unfamiliar with it traits.

I had the 2nd Moderna shot on Tuesday 2/23. No temperature; not feeling 100% yesterday 2/24. Feeling near 100% 2/25 today. A little soreness in the arm. Shirley had no adverse effect at all to the 2nd shot. In 2 weeks, after immunity builds up, I'll be going back to flight instructing full steam ahead--at last.

Going hand in hand is slope management.

That reality is because the student was not properly trained and I place the blame directly on the flight instructor. If a person truly understands the pitch/power relationship as I teach it, then they understand what primarily and secondarily controls what in any phase of flight, and if they take time out from flying, but have been taught the proper use of that relationship, then they should return to flying with minimum loss of proficiency.

While you do need precision when flying on instruments, the required precision to fly an airplane should be taught at the student level. But, since most instructors haven't been taught properly themselves, they pass on their faulty training to their students.