donkaye

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.

To see the value of an AOA all one has to do is go up, slow to about 100 knots, bank 30°, and load the wing with back pressure until you hear the stall warning. Then look at the speed that the stall warning comes on. As most people know from their initial flight training, it will be significantly higher than in level flight, since the stall speed increases as the square root of the load factor. The AOA will show you immediately the developing problem independent of the airspeed indicator, whose level flight stall indication is now incorrect.

I think you are doing a disservice to our community by criticizing the use of an AOA. First of all they are not that expensive. In addition to providing a more accurate way of determining approach speeds at various weights, CG position and DA, it also allows quick determination of Vx, Vy, maximum endurance, maximum range, Vg, and especially the ability of avoid accelerated stalls. While accelerated stalls are not a usual occurrence, an inadvertent one could be deadly and has lead to many an accident. I can only recommend putting one in and using it. Only Phil Verghese and I have put one in so far as I know. Both of us are flight instructors and I think I speak for Phil, too, when I say we are very glad to have this additional tool. I attended a seminar in Oshkosh last summer where a number of Universities discussed using them in their flight programs.

With all the airspeed charts for various weights and conditions on the jets (at least the Citations that I have flown) it sounds like you wouldn't need it. We don't have all those charts compiled for the Mooney. Do you "need" an AOA for the Mooney? No. But airspeed can vary up up to 15 knots for various weights in the Mooney. I used to do gross calculations for landing weight and adjust my approach speed accordingly. I don't do that any more. I check the donut look at the speed and fly that speed while monitoring the donut. The donut is set for 1.3 Vso. I feel very comfortable flying 1.2 Vso (the upper half of the donut) in smooth conditions. The pitch attitude is a bit higher than I have taught in the past, and of course, more power is required, since you are behind the power curve a little more. The difference is close to 6 knots. This makes for a significant difference in landing distances. Could I do this before? Yes, but not with the accuracy and comfort level that I have now for all weights between heavy and light. However, if you want to continue with guesstimates, that's certainly up to you. It worked for me for 22 years.

There's another opening on the other side for that battery removal.

Thanks for the information on how to upload pictures. These 2 show the Alpha Systems Interface box mounted vertically and the Valkyrie HUD on the Glareshield. The Flight Stream 210 is mounted in front of the item with the Cable marked KAA15, but you can't see it in this photo. I'll take a picture of it when I go to the plane.

You're doing the best thing by installing it with the upgrade. The 210 was not available when I did my upgrade. so the install was quite a bit more expensive. We installed it on the avionics rack in the back because there was only a short run to the GDL 69A and GDL 88. The tough one was running it forward to the GTN 750, but I did the install with the installation of the Alpha Systems AOA, and the interface box was also installed in the rear. I'd attached a picture of it but Mooneyspace is not at all as convenient as Beechtalk for quickly adding an attachment. If it is, maybe someone can tell me how to do it without having to load the pictures in a special area first, something I don't want to do. I can't emphasize enough the benefit of the AOA!!!

Not to hijack this thread, but I really like my AOA. I had it installed just after Phil's and Phil assisted me with my Calibration, since he had already done his. You can land on a dime with it.

Notwithstanding some of the comments of those who made a thoughtful decision for them to buy a non WAAS G1000 Mooney, in my opinion, you would be making a big mistake to buy such a Mooney. At the very least wait until next year and see if Mooney comes up with an upgrade solution, then discount the price of the airplane by the amount of the upgrade cost. The difference between WAAS and non WAAS is usually nearly 400' for the difference between an LPV and LNAV approach. This is significant. Here in California, often in the winter time in the Valley you would be able to get in with an LPV approach and not with an LNAV approach. Also, ADS-B traffic, especially with Garmin Target Trend, is unbelievably beneficial right now. I just wouldn't want to buy an airplane whose ability to be converted is not completely clear and with the ability to do so resting outside of your control.

I refuse to do any ferrying or cross country flying without Oxygen. You need a pulse Oximeter to check your O2 saturation level. It should be above 94%, preferably above 96%. I can just about guarantee you that if you are a flat lander flying at 9-10 thousand feet without O2 it will be much lower. This leads to headaches, fatigue, and then poor judgment.

I wouldn't touch the plane with a 10 foot pole! That steel I beam was stressed to 9.5G during a Mooney Company stress test before the jig failed. Imagine the force to cause it to bend.

I was referring to the GX Bravo which finished production before the WAAS G1000 were available. Definitely new hardware and paperwork. I don't believe the new Acclaims have ADS-B yet. I'm sure with Mooney up and running again in time they will go back and fix the problem. but new expensive hardware will be required for WAAS and additional hardware for ADS-B. Only Mooney can fix the problem, since the airplanes were certified by Mooney with this product.

So called?????

I've had mine for 22 years. 30K per year for 100 hours per year is pretty close. If not in the North, TKS not necessary and costs a lot to maintain. I like 2.5 hours trips so if you are anything like me FORGET ONE WITH THE LONG RANGE TANKS. You never really know how much fuel you have in the plane. With the standard 89 gallons the plane is a 2 person, full fuel, and full baggage airplane, so unless you fly alone the long rage tanks are a waste, especially if you have TKS, too. DON'T buy a G1000 airplane. The WAAS upgrade path is non existent at present. When you do buy the plane make sure you get good Mooney specific instruction from a person well versed in the Bravo.

I've upgraded my Bravo with nearly every conceivable piece of avionics out there and I have much less than that amount in the plane. I suspect your plan is not a viable one.

1. Easy on the ears (8'/second). 2. Approximately 3° slope; same as the ILS. 3. Nominal slope below which an engine out aim point will not be met. 4. Simplifies descent rate mental calculation.