IFR Procedures (Foreflight/GNS430W/Flight Stream)

[timfwalsh01]

Folks,

I am going to start IFR training in a couple of months.  I am trying to develop good cockpit flow for my Velocity.

I am looking into a Flight Stream 210, which passes flight planning to/from my GNS-430W via Blue Tooth to Foreflight. It also passes AHRS/GPS data to Foreflight with Synthetic Vision.

I believe the GNS-430W using Flight Stream and Foreflight is a great back up to my already installed two Skyviews.  I am 2020 compliant using the XPNDR-261, and GNS430W (anyone need a XPNDR-262 !).

I have the Dynon Wifi installed, and I also have ADSB-470 (I also have the ADSB-472 - not installed – waiting for resolution).  I receive both traffic and Weather from ADSB-470 on Foreflight, via Dynon Wifi.  (Foreflight does not advertise the Weather capability coming from ADSB-470, they do not support, but they do not block).

I like the Weather/Approach charts on Ipad.

My Question – can Foreflight receive both Wifi and Blue Tooth data at the same time? I have asked Foreflight.

Once I have the cockpit flow/procedures established, I plan to video in flight IFR training for the Dynon community. 

Thanks  Tim

 

[jabarr]

Can’t answer your question.  I do have an opinion that I’m sure will be argued by some.  I would suggest that, if you are just starting your IFR training, forget about all the bells and whistles for now.  Learn the basics first.  All those goodies may not work all the time and it’s best to have a solid understanding of the basic procedures before integrating the extras. 
Sorry that I bring this up because it doesn’t address your question, but it’s a trend that disturbs me as I’ve seen many that favor all the doodads that drive us away from the basics.
Good luck in your training— it’s the most important ticket you’ll ever get.

 

[thibault]

Tim,

Congrats on starting your IFR adventure!

Have to concur about concentrating on the basics before worrying about the advanced cockpit electronics.  Knowing attitude flying, that is, how to hand fly constant airspeed level, or climbing/descending turns etc. with precision is paramount.  Knowing what power settings produce the desired results is also part of that.  Learning a good instrument scan is vital to being successful with the above.

35 years of GA instrument flying without an EFIS made the transition to glass easier for me, but there is a huge amount of buttonology to learn to use all the new functionality effectively.  Worry about and learn that part later.

Now, after 10 years behind Dynon and GNS430W all is well, but still learning something new every flight.  Good luck.

 

[thibault]

Just noticed that you will be doing your instrument training in a Velocity.  Do you have a CFII who is highly proficient in Velocity A/C?  If not, what I said about learning attitude flying in the earlier post will be even tougher.  Usually the instructor will be able to coach you in all the A/C peculiarities needed for good instrument flying.

If they are not proficient in your A/C model, then you will have to teach them first!

 

[GalinHdz]

Tim,

Congrats on starting your IFR adventure!

Have to concur about concentrating on the basics before worrying about the advanced cockpit electronics.  Knowing attitude flying, that is, how to hand fly constant airspeed level, or climbing/descending turns etc. with precision is paramount.  Knowing what power settings produce the desired results is also part of that.  Learning a good instrument scan is vital to being successful with the above.

Learn to aviate IFR first. This is what will keep you alive. And yes, you can use the "fancy electronics" to learn how to aviate IFR. After you get "comfortable" aviating under the hood then you can use more of the "fancy electronics" to reduce your navigation workload.

It doesn't matter what kind of instruments you use if you don't remember to aviate, navigate, communicate IN THAT ORDER!

 

[timfwalsh01]

Guys,

Thanks for the responses.  I agree basics are critical.  Also after flying for 35 years, and still a low time pilot with about 1,200 hours, I am learning allot!!

I also want to take advantage of technology to make flying safer, not use it as a crutch.

I have also been an IFR student for a couple of years.  I am an annal Army guy very concerned about safety, and working smarter.  Like no longer cross tuning VORs with head in the cockpit, and able to utilize GPS to instantly know where I am.

Knowing the Wx enroute, and at my destination is an awesome capability that Dynon brings to the market. 

My friends are literary the best military instructor pilots in the US.  They are helping me with my IFR training and discipline. They do not have this type of technology in their planes (except F22).  Hence my desire to know specs, while on the ground.

I respect and appreciate your input.  Thanks  Tim

 

[Jrskygod]

Tim I have basically your same combination in my plane. I use my 10 " skyview 1/2 for PFD and 1/2 for moving map. I use my 7' Skyview which is adjacent to the 10" for engine instruments. I use my FS 210 for flight plan transfer primarily bi directional to the 430W and Ipad using forflight. That function works well. I use the Ipad to display the approach plates and other mapping functions. I use a D1 for my end all everything has gone to heck backup. I've been flying this setup for a little over two years and it works for me. I've been instrument rated for many years and have flown several different small aircraft both single and multi engine IFR in the past. The advice you have been given is pertinent and excellent. The fewer gizmos you have to mess with and learn the better until you have a good foundation built. At this point what you dont know you just dont know. You have to have the buttonology and menu structure of the 430 and skyview down pat before adding more buttons to push. There is no more hopeless feeling than be given a runway change and a different approach than anticipated at the last minute by a hurried controller whom is dealing with an overload condition or maybe an aircraft accident on the runway and getting the button pushing out of sequence on the navigator and screwing everything up. That do over button is just not there when you need it the most. Practice those kind of scenarios over and over they are important. I have found that when I am most under pressure going back directly to the 430 buttons and dials works best for me. Trying to use the ipad while being bumped around in the clouds is no fun and takes too much time away from flying the plane and managing the navigator.

Oh! one other thing - can't do bluetooth and wifi at same time, or at least I can't. When I have both skyview (wifi) and 430 (bluetooth) communicating at the same time with the ipad, the ipad always sends the flight plan change to Skyview and not to the 430. I have tried everywhich way to solve this issue but have not been able to. Maybe someone smarter than me can tell us how to do it because I would certainly like for it to work that way.