Houman

Well that is what Foreflight support has told me, I think it will be great. I'm probably installing a flightstream in the Rocket next month and at the same time having the required cables for an ADSB-out transponder put in place so that I can add that in later without the hassle of re-cabling and more avionics shop time...

I would be very interested in that. I usually calculate my TAS during cruise using my E6B, it's part of my routine. What I usually don't do is check my TAS during descent. Am I wrong to think that as long as I'm in the green Arc which is under 175 KIAS for me, in a normal descent ( I usually aim for 500 fpm, max 1000 fpm ), I should be well below any TAS excess danger levels ? I will try to calculate my TAS during decent next time and see !!! I always watch my speed and engine temps during descent, to make sure I fly within the numbers, if I really have to, I can always bring out the speed brakes to slow down while keeping the engine warm... but usually at 500 fpm, it is very smooth and never had problems with this... I appreciate all the knowledge here, reading this accident report hit close to home and is a good learning experience of what not to do...

Yep, Doing my IFR to be able to go higher and really try this thing, but still within limits... Vne is in Indicated since it is on the dial and true is relative to your altitude and tempeature, so obviously KTAS with a KIAS of 195 KIAS at 5000 feet is very very different from one at FL240....

The 240 knots speed is Indicated speed, right?, not ground Speed, I have been as fast as 237 knots in ground speed in my Rocket. It was shilling reading the full report, as a Rocket Owner, I know how damn fast this plane goes, and that is why I always start my power reduction several minutes before starting my descent, if not it is really easy to be in the yellow arc and even tugged against the VNE without much effort. Most of the time in cruise I'm very close to the yellow arc as you can see on the picture below, this is going with a 70% engine power setting, if I dial it down to 65%, then I'm about 5 knots or a bit more from the yellow arc... I think getting more transition training time and maybe an IR rating would have potentially helped save this pilot's life, something I'm doing now..

really good story, mine resembled yours, I was married to someone that was scared of dangerous or risky stuff, did'nt let me by a jetski so a plane was not even a consideration. 1 month after my divorce a new jetski was at my cottage house and a bit later I started my fight training. I have a 9 year old son in shared custody, and he loves flying with me. Every time we go to the hanger just to do something on the plane, he hugs the fuselage and says I love you to the Rocket, have gone to so many places with him and made so much memory with him. My ex is kind of jeoulous that we do so much things together with my son...

Well you fly trough area 51 often ???

Erik, my understanding from the ForeFlight support response is that you will have exactly that with Foreflight 7.3, where you can exchange flight plan with the panel GPS trough FlightStream, but your ForeFlight continues to get ADSB traffic and Weather trough Stratus... Not sure if Garmin will do the same eventually if they want to keep up with Foreflight

Yeah I was reading that yesterday, it seemd odd, are they testing some new stealth aircraft ??? if so, why not do it in the military desert area ???

Well here is an interesting response from ForeFlight Support ( the are just amazing, since they are all pilots as well ) : "Here's some follow-up information regarding the FlightStream and Stratus working together (FFM=ForeFlight Mobile): The FS210 uses BlueTooth and the Stratus 2S uses wireless. Both may be connected at the same time. With 7.2, FFM with the FS210 supports using GDL88 for ADSB weather and traffic, pressure altitude, GPS position, and AHRS. Since you do not have a GDL88, your configuration with a FS210 would not include the ADSB weather and traffic. With 7.3 of FFM (available soon) , support for flightplan exchange is added. You can simultaneously obtain weather and traffic from your Stratus 2S via the wireless and the other functions from the Bluetooth/FS210. When you upgrades\ to a GDL88, you will no longer need the Stratus 2S other than as a backup. Currently with 7.3, the ADSB weather and traffic needs to come from the GDL88 as a single source when there is a GDL88 available." I think on his last phrase, he ment to say currently with 7.2,...

Are they installed instead of the speakers, if it would just be that it would be amazing... if not, may I ask how much was the installation ???

Yep, and with a GTN 650 or 750... Anyone with that kind of setup in the north-east ???

Well I don't have ADSB-out yet, my ADSB-in is the Stratus 2S for Traffic and Weather and that only works with ForeFlight... So my question was if I install the FlightStream 210, will I be able to use Garmin Pilot for my route planning and transfers to GTN and still use ForeFlight with my Stratus 2S for weather and traffic. I see now on the compatibility list they have flight transfer with ForeFlight, but again, will Foreflight work with my Stratus if it is getting its GPS position through the GTN and its bluetooth connection with the FlightStream... I think I will ask the question to Appaero or ForeFlight, they might have more info on it.

I have asked but have not gotten any answer, I'm looking into installing FlightStream 210 as well, but I guess will use 2 different IPAD's, one for my Garmin Pilot and the other with ForeFlight, it is very cumbersome when alone in the plane, but only do that in cruise mode with A/P on, so not soo bad...

On my side I found a business that fills O2 for clinics and other medical related establishments, they charge me 27 can$ to fill my E size tank, takes about 10 min and it's on my way home from work. Very very convenient and its medical grade O2... I know it doesn’t make any difference for me, but still I heard it is less dry than the welders O2. I looked and added up the costs of having my own refilling station and it would all cost me a bit shy of 1 AMU because of Canadian laws, at that price I can fill my E tank more than 35 times at the Medical O2 place just to break even with the installation and that is not counting the O2 itself in the refill station that needs to be filled again... Not really worth it when you can get it that cheap and easy, but I have paid 60 or even 70$ at other airports, but still worth it if you need to climb to get on top of weather !!!

That is so true, I was coming back from Hershey PA couple of weeks ago and weather was not so great, I could hear on the radio everyone deviating left or right, I decided to just climb, you could hear other small planes at or below 12000 having to deviate more and more to get out of weather, but with my Rocket at 17500 feet, I had no difficulty staying there in perfect weather VFR ott. I used cannulas for me and mask for my son at that altitude and crank the O2 to FL210 level even if we were close to FL180. We had both our pulse oximeters on all the time and looked at it every 30 seconds to minutes, it helps when you are properly equipped. Spend a bit more money and get oximeters with alarms on it, so that it rings pretty loud when you are under 90% on O2.... Also use O2 as much as you want, it costs me under 30$ to get my E bottle filled, and when I use O2 on a flight, I feel so much less tired and more in shape when it comes to landing, instead of fly at 10000 or 12000 and not using O2 at all…

That is true that it looks a lot like my GTN 650, but I was using ForeFlight long before Garmin Pilot or the GTN, so since as humans we are all creators of habits, it`s not always easy to get used to something else.

Good luck with the sale Sled, when is the next MooneyCaravan clinic in the north-east ???

Good question, I just hope Foreflight comes out with it's full bi-directional transfer with Garmin products soon. I personally don't like Garmin pilot that much, I got a 3 month subscription just to try it and find it much less intuitive and somewhat cumbersom... Waiting before spending 2 amu for the flight stream 210...

I have a 1979 M20K and I think they sound different, weill I think, I will listen more carefully on next flight...

Sane here, have had the GTN 650 for more than a year and not once used the knob for entry, just for volume and changing from com to nav display...

That's alot of GPS for 1 plane I guess I see 2 430 and another portable ???

Do you mean the data ID field under the com or nav ?, I got that with my GTN 650 after the latest software/firmeware upgrade (5.13 I think ) from Garmin. The upgrade is free, but can only be done by a Garmin authorized dealer, so your avioncs guys probably, Mine charged about 150$ for it, including paper work and all... It is well worth it, specially that you don't need to put the trailing 0 when puting a frequency before you can hit enter...

I know but have never used it. Since I have my many ipad on the yoke, with my friendly Foreflight and Startus and E6B always , it is was I use to calculate my true air speed, rate of descend and other stuff, usually nothing much to do in cruise beside looking outside, looking at my EDM and 650 and IPAD...

It depends; I got the GTN 650 and doing my IFR now. If I had to redo it again, I would spend the 5K more and get the 750. Just having your plates on the GTN and some of the extra stuff is very nice. If you add ADSB-out/in later on as we have to, then seeing weather and traffic on the bigger screen is much nicer. I'm glad to have the GTN 650 since I had nothing as ways of GPS in this plane when I bought it, but I should have gone for the 750... The 5K difference is not that much in the long term... P.S I believe the Jeppesen subscription is more expensive for the 750 since you get more on it, it costs about 800$ for my 650 including maps, safe taxi and obstacle... Just my opinion !!!

I usually calculate for 500 FPM descent. I use my nice sportys E6B calculator on my IPAD during cruise, it asks me what altitude I am, what altitude I want to descend to ( usually a bit higher than pattern altitude or approche altitude depending on what approch I'm trying to shoot )... then I count how many miles before there I need to start descending to have that 500 fpm. I have tried the 1000 fpm, but my temps either get too cold or I get too much into the yellow arc for my comfort. I agree a minute is always 60 seconds, but if I go by what my GTN 650 says as for ETA, it dos'nt work, since as I gain speed, my eta reduces faster than normal time... I usually start my power reduction a good 5 to 7 minutes before starting descent. that gives me time to reduce at least 2 or 3 MP from 31 MP before starting to descend, so keeps my speed in control... I guess there are many ways of doing, I have tried this now for more than 75h on this plane, it may be too conservative and it might take me longer to get to my destination, but it is stable and really easy on the engine according to an instructor that taught me this... specially if you are running 2200 RPM on the descent. I'm open to trying different ways, as long as it is easier on my engine and for me to plan !!!