525 AOA vane looks like a small flying wing that rotates. All the AOA indicators tie into the same AOA system.

Our's is cone shaped

This is what I have about the 550 AOA system:

If you watch the AOA in the Salina video it appears to be working. I have not referenced it thus far.

My normal preference is to carry a LITTLE more speed with a LITTLE steeper descent which gives me options and keeps me in front of the power curve on piston twins. I then quickly bleed the speed across the fence with the steeper flare. It seems to be working well in the Citation, but maybe its not the “right” approach. I definitely would do it differently if trying to land very short. I do like having some margin considering time to spool up.

Does it matter so long as you hit your numbers and AOA at touchdown?

I thought the aim was at Vref at runway threshold (~50 ft AGL?), then power levers to flight idle and touch down somewhat under Vref at the touchdown marker 1000 ft down the runway.

At least, the landing performance charts seems to imply that since they specify Vref at 50 ft, idle thrust.

Mike C.

We have power off in the vids and you can see speed bleed below REF in the “flare”. My current thought process matches yours Mike. REF at the fence-ish. Considering the AOA was nailed at touchdown, I’m likely just a touch fast? It “feels” right for the load but the jet is new to me.

I’ve got a friend that flys a 501. He swears by the .6 on the AOA. Wouldn’t this be the same for different winds, weights?

What was the master caution at touch down?

I unlocked the TRs before the nose wheel was down. The procedure is to touch mains, push the yoke forward to hold down the nose, THEN unlock TRs, then activate.

They don’t apply reverse until you pull them back, but unlocking early is incorrect and throws the MC.

Activating reverse with yoke back can cause a tail strike.

0.6 AOA is vref and is the same for all conditions.

Discovered an interesting issue today related to Garmin avionics and aircraft leasing. Similar to a APG issue I posted about.

Dry leasing creates a situation where there are multiple parties with operational control and, indeed, situations where you may be in operational control of multiple airplanes but not simultaneously. Conventional software pricing models may not consider leasing nuances very well.

With APG I acquired their excellent software and use it on three different citations I fly. I never operate more than one aircraft at a time. The three airplane make up one airplane for me. APG wanted to charge me for three. It’s great software but 3x is a tad pricey. I brought it to their attention and they adjusted my price to a single aircraft.

Flash forward to today. Owner of the Citation replaces the KLN90B with a GTN750/650 combo. Perfect. I have been flying the aircraft for the last 30 days. Database update comes due. The aircraft is on my flyGarmin account but I don’t have access to databases only the owner. Hmmm. I call Garmin support. They offer a one time update and load it on my FlyGarmin account. 10 minutes later it is downloaded to MY Garmin Pilot. I upload and launch.

Now more databases are due. Turns out I have three options. 1) wait until I get to home base (30 more days) and have owner deal with it 2) log out of my flyGarmin account and Garmin Pilot. Log into the owner’s accounts (security no no) and it uses a seat license which the owner may not have available. Download databases. Update. Log back out of owners account. Deactivate the seat license. Log back into my GP. Painful painful painful.

Or I could remove the database cards and use the PC which, oh damn, is 2,000 miles away. Even more painful.

What needs to happen is to allow every pilot / operator of the aircraft to have access to that N numbers databases through their own GP and flyGarmin. Pretty certain the databases only work on specific serial numbers so where is the risk?

I am sure like APG, Garmin simply hadn’t encountered this situation. Emailed Trek. Certain he will deliver.

Maybe I am missing something. But I am sure this type of issue will pop up in other situations. Different “ownership” models require re-evaluation of pricing models.

I suggest getting the FS510 and having your Ipod/Iphone with Garmin Pilot. You can easily sign in and out of different FlyGarmin accounts.Makes all the updating a breeze on the road and at home. You still need access from the owner but it's through GP on the Ipod/Iphone.
No cards or laptops to deal with.

Sorry if I wasn’t clear. It has a 510. Owner has no more seat licenses. I try to sign in on his account and there are no seats available. Uses all three. So now what?

A laptop that stays with the plane?

Seriously? No.

I mean it would work but consider 1) weight 2) making sure it charges 3) cost 4) finding high speed internet 5) damage risk. Etc

Way too complex.