KR> Cross country planning and a KR
I learned to fly long before GPS was invented and I still know how to plan a flight on paper with a sectional and I would still be comfortable doing it without GPS, but it has been a few years since I have done it. Currently I have Ifly GPS on my tablet so I have legal sectionals and approach plates if needed and I have it on my phone as a backup. My primary GPS I use in the plane is a 496 with XM weather, but I also have a GPS moving map on my GRT EFIS (that I don't always use because it is cumbersome to put flight plans orher than a direct to in it, but it is also my autopilot so doing that more often now) and I have a Garmin GPS155 that is there as a legal approach certified GPS so I can file IFR flight plans without having to go VOR to VOR when I finally finish my IFR rating. I also have an SL30 with the VOR and ILS input to the EFIS. So I have two belts and four pairs of suspenders. I used to plot plans with paper and sectional when I first started using GPS. The reason I stopped doing it is because these days when I fly I almost never know what altitude and winds aloft I will be flying until I am in the air. Sure I could call for weather, and still do, but the altitude and winds aloft I would plan on the ground are almost never what I actually use in the air. Living in Florida there are always lots of clouds and storms around. My plane climbs like a bat out of hell and is efficient up high so I am usually 7-12 thousand feet on top of the clouds. Weather reports you get on the ground normally have base height of layers, but not tops so unless you want to plan a flight at 2,500' with thunderstorms around that you can't see and go around you don't know what altitude you will be at until you climb and look around. I am also covering a lot of ground quickly so I might climb to 14,000' to get over clouds or might descent to 6,000 to get under or might divert around a storm. Can't plan for any of that on the ground. And since I might be making 170 MPG ground speed or might be 230 I usually make my fuel stop decisions in the air also.
KR> Cross country planning and a KR
KR> Cross Country Planning
Forget about the oxygen -- what engine and what size fuel tanks do you have? I'm planning on a VW, but still wondering a bit whether they're reliable enough. Also, are you flying on top of the weather, too? That's how Ken Rand died. He was flying VFR on top and ran out of gas. Mike Taglieri On Aug 18, 2016 4:20 PM, "Mike Stirewalt via KRnet" wrote: > Someone recently described their cross country flight planning technique > as basically looking to see if there's anything in the way between > departure airport and destination, and then hopping in the plane and > going. That's my technique as well. I've never understood what all the > fuss with "flight planning" is about. Our task is to go from A to B. > What could be simpler? Skyvector is free and is as good as it gets for > "glimpse and go" flight planning. I wanted to add to this > conversation/topic the fact that having oxygen for full-time use when > travelling gives us another dimension to work with in avoiding > obstructions between departure and destination, thus making "glimpse and > go" flight planning even simpler than it already is. Flying high lets us > sail right over the top of terminal airspace, no matter how complicated > or busy. Same with Restricted airspace, depending on its ceiling. Same > with mountains and everything else on the ground, including turbulence on > bumpy days. Having a big tank of O2 with a pulse-demand regulator and > Oxymizer cannula opens up the door to all the advantages that come with > altitude. TCA directly ahead? I just ignore them, although I'll monitor > approach and be ready to talk to someone in case the engine decides to > crap out halfway across. Normally though I'd much rather listen to the > engine than to radio yakking. > > I originally put together an oxygen system (eBay for everything - > approximately $100 total) to try and prevent the headaches that I used to > get when going from near sea level to 12.5 or 13.5, especially if I > hadn't flown for awhile. Oxygen did indeed fix that problem. > > Having a big tank with a demand regulator means I can go completely > across the U.S. and back to San Diego and still have oxygen left in the > bottle. The big tank (E size, 24 cu. ft.) minimizes the hassle of > getting it re-filled. I've never had to find an oxygen source when on > the road. I always make it back home and to my familiar (and cheap) dive > shop for refills. The primary factor regarding long duration is the > demand regulator though. With the old constant flow regulators > traditionally used in aviation, O2 would disappear quiickly no matter how > big the tanks were. > > My "E" tank lies along the right side of the fuselage, braced by the > bottom and fuselage side and at the bottom of the tank, a styrofoam > pocket anchored to the bottom of the plane. The tank portrudes forward > through a cut-out on my seatback and it's the seatback that braces the > tank to keep it from coming forward. My baggage compartment insert sits > on top of the tank, providing even more bracing to prevent the tank from > moving. Mounted this way it isn't in the way at all. I've lost no > baggage space. The regulator sits immediately beside my right hip thus > allowing access. It's all very simple and extremely valuable to have. > > * > > So . . . re cross country planning, using oxygen and going high > simplifies things even more and makes flying safer in several ways. > There's less traffic at oxygen altitudes than below them, plus glide > range is much enhanced in case of a mechanical issue. It helps > significantly with fatigue and also improves vision, especially at night. > I could go on and on . . . I love my bottle! > > Mike > KSEE > Laser147 at Juno.com > > > MaxWay2Profit > The Royal Bank of Canada Wants This Video Removed for Good > http://thirdpartyoffers.juno.com/TGL3141/57b6184b9d53184b7f5cst02vuc > > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options >
KR> Cross Country Planning
As far as the VW goes. I have flown behind several. They have basic maintenance requirements but I trust them as much as a Lycoming or Continental. Time between overhaul is significantly (500hrs for a starting point) shorter but as long as they are not overbuilt they will serve you well. With the VW...simple is the watch word. Good crank. High quality cylinders. Accepted and proven carburetors. Magnetos or solid state ignition both work but again...use whats been proven. Fly safe but have fun. Doran On Aug 18, 2016 5:43 PM, "Mike T via KRnet" wrote: > Forget about the oxygen -- what engine and what size fuel tanks do you > have? I'm planning on a VW, but still wondering a bit whether they're > reliable enough. > > Also, are you flying on top of the weather, too? That's how Ken Rand died. > He was flying VFR on top and ran out of gas. > > Mike Taglieri > > On Aug 18, 2016 4:20 PM, "Mike Stirewalt via KRnet" > wrote: > > > Someone recently described their cross country flight planning technique > > as basically looking to see if there's anything in the way between > > departure airport and destination, and then hopping in the plane and > > going. That's my technique as well. I've never understood what all the > > fuss with "flight planning" is about. Our task is to go from A to B. > > What could be simpler? Skyvector is free and is as good as it gets for > > "glimpse and go" flight planning. I wanted to add to this > > conversation/topic the fact that having oxygen for full-time use when > > travelling gives us another dimension to work with in avoiding > > obstructions between departure and destination, thus making "glimpse and > > go" flight planning even simpler than it already is. Flying high lets us > > sail right over the top of terminal airspace, no matter how complicated > > or busy. Same with Restricted airspace, depending on its ceiling. Same > > with mountains and everything else on the ground, including turbulence on > > bumpy days. Having a big tank of O2 with a pulse-demand regulator and > > Oxymizer cannula opens up the door to all the advantages that come with > > altitude. TCA directly ahead? I just ignore them, although I'll monitor > > approach and be ready to talk to someone in case the engine decides to > > crap out halfway across. Normally though I'd much rather listen to the > > engine than to radio yakking. > > > > I originally put together an oxygen system (eBay for everything - > > approximately $100 total) to try and prevent the headaches that I used to > > get when going from near sea level to 12.5 or 13.5, especially if I > > hadn't flown for awhile. Oxygen did indeed fix that problem. > > > > Having a big tank with a demand regulator means I can go completely > > across the U.S. and back to San Diego and still have oxygen left in the > > bottle. The big tank (E size, 24 cu. ft.) minimizes the hassle of > > getting it re-filled. I've never had to find an oxygen source when on > > the road. I always make it back home and to my familiar (and cheap) dive > > shop for refills. The primary factor regarding long duration is the > > demand regulator though. With the old constant flow regulators > > traditionally used in aviation, O2 would disappear quiickly no matter how > > big the tanks were. > > > > My "E" tank lies along the right side of the fuselage, braced by the > > bottom and fuselage side and at the bottom of the tank, a styrofoam > > pocket anchored to the bottom of the plane. The tank portrudes forward > > through a cut-out on my seatback and it's the seatback that braces the > > tank to keep it from coming forward. My baggage compartment insert sits > > on top of the tank, providing even more bracing to prevent the tank from > > moving. Mounted this way it isn't in the way at all. I've lost no > > baggage space. The regulator sits immediately beside my right hip thus > > allowing access. It's all very simple and extremely valuable to have. > > > > * > > > > So . . . re cross country planning, using oxygen and going high > > simplifies things even more and makes flying safer in several ways. > > There's less traffic at oxygen altitudes than below them, plus glide > > range is much enhanced in case of a mechanical issue. It helps > > significantly with fatigue and also improves vision, especially at night. > > I could go on and on . . . I love my bottle! > > > > Mike > > KSEE > > Laser147 at Juno.com > > > > > > MaxWay2Profit > > The Royal Bank of Canada Wants This Video Removed for Good > > http://thirdpartyoffers.juno.com/TGL3141/57b6184b9d53184b7f5cst02vuc > > > > ___ > > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > > please see other KRnet info at http://www.krnet.org/info.html > > see http://list.krnet
KR> Cross Country Planning
I see his point and going direct has its merits at altitude but myself...I like to see scenery and deviating around the airspace isn't a big issue for me but then again I also own a Tri Pacer and even with the mode s installed I avoid "big" airspace. On the other hand regarding weather a long time 747 Captain once said regarding weather. " I never check weather. The weather that's there is the weather your gonna get". Sums it up. Happy flying. D. Jaffas On Aug 18, 2016 4:20 PM, "Mike Stirewalt via KRnet" wrote: > Someone recently described their cross country flight planning technique > as basically looking to see if there's anything in the way between > departure airport and destination, and then hopping in the plane and > going. That's my technique as well. I've never understood what all the > fuss with "flight planning" is about. Our task is to go from A to B. > What could be simpler? Skyvector is free and is as good as it gets for > "glimpse and go" flight planning. I wanted to add to this > conversation/topic the fact that having oxygen for full-time use when > travelling gives us another dimension to work with in avoiding > obstructions between departure and destination, thus making "glimpse and > go" flight planning even simpler than it already is. Flying high lets us > sail right over the top of terminal airspace, no matter how complicated > or busy. Same with Restricted airspace, depending on its ceiling. Same > with mountains and everything else on the ground, including turbulence on > bumpy days. Having a big tank of O2 with a pulse-demand regulator and > Oxymizer cannula opens up the door to all the advantages that come with > altitude. TCA directly ahead? I just ignore them, although I'll monitor > approach and be ready to talk to someone in case the engine decides to > crap out halfway across. Normally though I'd much rather listen to the > engine than to radio yakking. > > I originally put together an oxygen system (eBay for everything - > approximately $100 total) to try and prevent the headaches that I used to > get when going from near sea level to 12.5 or 13.5, especially if I > hadn't flown for awhile. Oxygen did indeed fix that problem. > > Having a big tank with a demand regulator means I can go completely > across the U.S. and back to San Diego and still have oxygen left in the > bottle. The big tank (E size, 24 cu. ft.) minimizes the hassle of > getting it re-filled. I've never had to find an oxygen source when on > the road. I always make it back home and to my familiar (and cheap) dive > shop for refills. The primary factor regarding long duration is the > demand regulator though. With the old constant flow regulators > traditionally used in aviation, O2 would disappear quiickly no matter how > big the tanks were. > > My "E" tank lies along the right side of the fuselage, braced by the > bottom and fuselage side and at the bottom of the tank, a styrofoam > pocket anchored to the bottom of the plane. The tank portrudes forward > through a cut-out on my seatback and it's the seatback that braces the > tank to keep it from coming forward. My baggage compartment insert sits > on top of the tank, providing even more bracing to prevent the tank from > moving. Mounted this way it isn't in the way at all. I've lost no > baggage space. The regulator sits immediately beside my right hip thus > allowing access. It's all very simple and extremely valuable to have. > > * > > So . . . re cross country planning, using oxygen and going high > simplifies things even more and makes flying safer in several ways. > There's less traffic at oxygen altitudes than below them, plus glide > range is much enhanced in case of a mechanical issue. It helps > significantly with fatigue and also improves vision, especially at night. > I could go on and on . . . I love my bottle! > > Mike > KSEE > Laser147 at Juno.com > > > MaxWay2Profit > The Royal Bank of Canada Wants This Video Removed for Good > http://thirdpartyoffers.juno.com/TGL3141/57b6184b9d53184b7f5cst02vuc > > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options >
KR> Cross Country Planning
Someone recently described their cross country flight planning technique as basically looking to see if there's anything in the way between departure airport and destination, and then hopping in the plane and going. That's my technique as well. I've never understood what all the fuss with "flight planning" is about. Our task is to go from A to B. What could be simpler? Skyvector is free and is as good as it gets for "glimpse and go" flight planning. I wanted to add to this conversation/topic the fact that having oxygen for full-time use when travelling gives us another dimension to work with in avoiding obstructions between departure and destination, thus making "glimpse and go" flight planning even simpler than it already is. Flying high lets us sail right over the top of terminal airspace, no matter how complicated or busy. Same with Restricted airspace, depending on its ceiling. Same with mountains and everything else on the ground, including turbulence on bumpy days. Having a big tank of O2 with a pulse-demand regulator and Oxymizer cannula opens up the door to all the advantages that come with altitude. TCA directly ahead? I just ignore them, although I'll monitor approach and be ready to talk to someone in case the engine decides to crap out halfway across. Normally though I'd much rather listen to the engine than to radio yakking. I originally put together an oxygen system (eBay for everything - approximately $100 total) to try and prevent the headaches that I used to get when going from near sea level to 12.5 or 13.5, especially if I hadn't flown for awhile. Oxygen did indeed fix that problem. Having a big tank with a demand regulator means I can go completely across the U.S. and back to San Diego and still have oxygen left in the bottle. The big tank (E size, 24 cu. ft.) minimizes the hassle of getting it re-filled. I've never had to find an oxygen source when on the road. I always make it back home and to my familiar (and cheap) dive shop for refills. The primary factor regarding long duration is the demand regulator though. With the old constant flow regulators traditionally used in aviation, O2 would disappear quiickly no matter how big the tanks were. My "E" tank lies along the right side of the fuselage, braced by the bottom and fuselage side and at the bottom of the tank, a styrofoam pocket anchored to the bottom of the plane. The tank portrudes forward through a cut-out on my seatback and it's the seatback that braces the tank to keep it from coming forward. My baggage compartment insert sits on top of the tank, providing even more bracing to prevent the tank from moving. Mounted this way it isn't in the way at all. I've lost no baggage space. The regulator sits immediately beside my right hip thus allowing access. It's all very simple and extremely valuable to have. * So . . . re cross country planning, using oxygen and going high simplifies things even more and makes flying safer in several ways. There's less traffic at oxygen altitudes than below them, plus glide range is much enhanced in case of a mechanical issue. It helps significantly with fatigue and also improves vision, especially at night. I could go on and on . . . I love my bottle! Mike KSEE Laser147 at Juno.com MaxWay2Profit The Royal Bank of Canada Wants This Video Removed for Good http://thirdpartyoffers.juno.com/TGL3141/57b6184b9d53184b7f5cst02vuc
KR> Cross Country Planning
You can go into an unusual in a 172 if you're not careful! GPS has definately made flight planning easier and safer. Just have a paper one handy following and comparing the two. On Aug 16, 2016 8:30 PM, "Mike Stirewalt via KRnet" wrote: > "By the way, you can't turn over a paper sectional in a KR in flight and > not have to recover from an unusual attitude afterwards." > > Without at least a wing leveler, that's sure true. It's even worse with > the KR-1 cockpit. I used paper back in the 80's with my first KR so > clearly everyone did it. I recall getting very creative with folds > before leaving the ground. > > *** > > "He wanted me to do it the old way. With a sectional, a plotter and a > wiswheel and a phone call to > flight service for a weather briefing. And god forbid if I opened my GPS > in flight. After he signed my log book. We talked about it. He said the > most pilots still plan on paper and use paper sectionals in flight.": > > I think he's right to have that attitude. He's wrong about the last bit > but teaching students to get a feel for the Earth instead of "just" for > their screens is a good thing. He knew you knew how to use a plotter so > he probably did what he did for his own benefit, to help stay focussed > and teach the essentials while surrounded by a blizzard of electronics. > I refer here to some really good writing on the subject: > > http://goo.gl/qomcV9 > > > Mike > KSEE > Laser147 at Juno.com > > > Health News 24 > 62Year Old Wife Surprises Husband. Cries After Sees Makeover > http://thirdpartyoffers.juno.com/TGL3141/57b3afbf4ccd2fbc726fst02vuc > > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options >
KR> Cross Country Planning
"By the way, you can't turn over a paper sectional in a KR in flight and not have to recover from an unusual attitude afterwards." Without at least a wing leveler, that's sure true. It's even worse with the KR-1 cockpit. I used paper back in the 80's with my first KR so clearly everyone did it. I recall getting very creative with folds before leaving the ground. *** "He wanted me to do it the old way. With a sectional, a plotter and a wiswheel and a phone call to flight service for a weather briefing. And god forbid if I opened my GPS in flight. After he signed my log book. We talked about it. He said the most pilots still plan on paper and use paper sectionals in flight.": I think he's right to have that attitude. He's wrong about the last bit but teaching students to get a feel for the Earth instead of "just" for their screens is a good thing. He knew you knew how to use a plotter so he probably did what he did for his own benefit, to help stay focussed and teach the essentials while surrounded by a blizzard of electronics. I refer here to some really good writing on the subject: http://goo.gl/qomcV9 Mike KSEE Laser147 at Juno.com Health News 24 62Year Old Wife Surprises Husband. Cries After Sees Makeover http://thirdpartyoffers.juno.com/TGL3141/57b3afbf4ccd2fbc726fst02vuc
KR> Cross country planning and a KR
Hell no, if I still had to do that, I would quit flying. See N64KR at http://KRBuilder.org - Then click on the pics 2016 KR Gathering ? Mt. Vernon, Ill. Peoples Choice at 2013 - KR Gathering in Mt. Vernon, Il ? MVN Best KR at 2013 - KR Gathering in Mt. Vernon, Il ? MVN Best Interior at 2013 - KR Gathering in Mt. Vernon, Il ? MVN Best Paint at 2013 - KR Gathering in Mt. Vernon, Il ? MVN Best Firwwall Forward at 2013 - KR Gathering in Mt. Vernon, Il ? MVN Best Interior and Panel at 2008 ? KR Gathering in Mt. Vernon, Il - MVN Daniel R. Heath - Lexington, SC -Original Message- From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Paul Visk via KRnet Sent: Monday, August 15, 2016 8:23 PM To: KR EMAIL BOARD Cc: Paul Visk Subject: KR> Cross country planning and a KR Last weekend I had my first flight review in 24 years. My instructor was a friend from my EAA chapter. He wanted me to plan a 100 mile XC. So I did. All on my Avare GPS app, E6B app and my weather app. I thought I did a good job. Well he didn't like it. He wanted me to do it the old way. With a sectional, a plotter and a wiswheel and a phone call to flight service for a weather briefing. And god forbid if I opened my GPS in flight. After he signed my log book. We talked about it. He said the most pilots still plan on paper and use paper sectionals in flight. My question to you KR pilots is how do you plan XC's? Do you use programs, Apps like foreflight and others or a combination of both. or do you just use paper? Just curious. Paul Visk Belleville IL 618 406 4705 Sent on the new Sprint Network from my Samsung Galaxy S?4 ___ Search the KRnet Archives at <http://tugantek.com/archmailv2-kr/search> http://tugantek.com/archmailv2-kr/search. To UNsubscribe from KRnet, send a message to <mailto:KRnet-leave at list.krnet.org> KRnet-leave at list.krnet.org please see other KRnet info at <http://www.krnet.org/info.html> http://www.krnet.org/info.html see <http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org> http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change options
KR> Cross country planning and a KR
I have to second what DJ and Doran said.? I don't remember the last time I planned on paper.? If I am planning a significant cross country flight (meaning half the continenent or more), I'll keep an eye on the weather forecast via ADDS Weather, then do my preflight planning on Skyvector.? Anymore, I just print out the NavLog from Skyvector, and that's my flight plan.? Printing out the SkyVector NavLog is as close as I get to using paper.? I pick up a nationwide weather snapshot and current and forecast winds aloft overlaid on the Sectionals or clean screen (vector mode) on the iFly on my Android, and get ADS-B updates on both the Android iFly and my iFly GPS en route.? ? 35 years ago I flew a non-electric open cockpit Biplane coast to coast (SC to WA).? It was a lot more fun, but modern navigation has made flying so much easier.? No more circling water towers to figure out what town I'm near.? No more jumping out of the cockpit and looking at the phone book at the pay phone to see where I actually landed.? Things are much different now days. ? ?-Jeff Scott Los Alamos, NM ? On 8/15/2016 8:22 PM, Paul Visk via KRnet wrote: > He said the most pilots > still plan on paper and use paper sectionals in flight. ?
KR> Cross country planning and a KR
KR> Cross country planning and a KR
I haven't use paper in quite a while. By the way, you can't turn over a paper sectional in a KR in flight and not have to recover from an unusual attitude afterwards. Rob Schmitt N1852Z Www.robert7721.com > On Aug 15, 2016, at 7:22 PM, Paul Visk via KRnet > wrote: > > > > > Last weekend I had my first flight review in 24 years. My instructor was a > friend from my EAA chapter. He wanted me to plan a 100 mile XC. > So I did. All on my Avare GPS app, E6B app and my weather app. I thought I > did a good job. Well he didn't like it. He wanted me to do it the > old way. With a sectional, a plotter and a wiswheel and a phone call to > flight service for a weather briefing. And god forbid if > I opened my GPS in flight. > After he signed my log book. We talked about it. He said the most pilots > still plan on paper and use paper sectionals in flight. > My question to you KR pilots is how do you plan XC's? Do you use > programs, Apps like foreflight and others or a combination of > both. or do you just use paper? Just curious. > > Paul Visk Belleville IL 618 406 4705 > Sent on the new Sprint Network from my Samsung Galaxy S?4 > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options
KR> Cross country planning and a KR
On 8/15/2016 8:22 PM, Paul Visk via KRnet wrote: > He said the most pilots > still plan on paper and use paper sectionals in flight. I doubt most pilots use paper these days. I haven't plotted a flight plan on paper in over 10 years. I used to use the Voyager program on a PC, now either use the AOPA flight planner via the web or Wingx on the iPad. All of my VFR sectionals, IFR approach charts, etc are via WingX on the iPad, backed up by Wingx on the iPhone, and WingX on an Android tablet. The only paper I have in the plane is the required aircraft documentation and a few sheets of paper on my kneepad for quick note taking. -Dj -- Dj Merrill - N1JOV - EAA Chapter 87 Sportsman 2+2 Builder #7118 N421DJ - http://deej.net/sportsman/ Glastar Flyer N866RH - http://deej.net/glastar/
KR> Cross country planning and a KR
Last weekend I had my first flight review in 24 years. My instructor was a friend from my EAA chapter.? He?wanted me to plan a 100 mile?XC. So I did. All on my Avare GPS app,?E6B app and my weather app. I thought I did a good job.? Well he didn't like it.? He wanted me to do it the old way.? With a sectional, a plotter and a wiswheel and a phone call to flight service for a weather briefing. ?And god forbid?if I?opened my GPS in flight. After he signed my log book. We talked about it. He said the most pilots still plan on paper and use paper sectionals in flight. My question to you KR pilots is how do you?plan XC's? Do you use programs,?Apps?like foreflight and others or a combination of both.? or?do you just?use?paper? Just curious. Paul Visk?Belleville IL ?618 406 4705 Sent on the new Sprint Network from my Samsung Galaxy S?4
KR> Cross country planning and a KR
That terminal app is avia weather. On Aug 15, 2016 8:35 PM, "Doran Jaffas" wrote: > I am a pilot for 30 years. I came across the Avare flight app 3 years ago > and compared it to a glass cockpit in a Pilatus while flying from Sparta, > Mich. to Naples, Fla. The app was right on target. We did not use paper > sectionals or plates and filed on the internet. I fly a Tri Pacer with the > Avare app with a paper sectional for back up. I do call flight service to > check MOA activity but I use My Radar and Accu weather app for expected wx > enroute. Aviation weather app for terminal info. at destination. All are > free apps. > Doran > On Aug 15, 2016 8:23 PM, "Paul Visk via KRnet" > wrote: > >> >> >> >> Last weekend I had my first flight review in 24 years. My instructor was a >> friend from my EAA chapter. He wanted me to plan a 100 mile XC. >> So I did. All on my Avare GPS app, E6B app and my weather app. I thought I >> did a good job. Well he didn't like it. He wanted me to do it the >> old way. With a sectional, a plotter and a wiswheel and a phone call to >> flight service for a weather briefing. And god forbid if >> I opened my GPS in flight. >> After he signed my log book. We talked about it. He said the most pilots >> still plan on paper and use paper sectionals in flight. >> My question to you KR pilots is how do you plan XC's? Do you use >> programs, Apps like foreflight and others or a combination of >> both. or do you just use paper? Just curious. >> >> Paul Visk Belleville IL 618 406 4705 >> Sent on the new Sprint Network from my Samsung Galaxy S?4 >> ___ >> Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. >> To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org >> please see other KRnet info at http://www.krnet.org/info.html >> see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to >> change options >> >
KR> Cross country planning and a KR
I am a pilot for 30 years. I came across the Avare flight app 3 years ago and compared it to a glass cockpit in a Pilatus while flying from Sparta, Mich. to Naples, Fla. The app was right on target. We did not use paper sectionals or plates and filed on the internet. I fly a Tri Pacer with the Avare app with a paper sectional for back up. I do call flight service to check MOA activity but I use My Radar and Accu weather app for expected wx enroute. Aviation weather app for terminal info. at destination. All are free apps. Doran On Aug 15, 2016 8:23 PM, "Paul Visk via KRnet" wrote: > > > > Last weekend I had my first flight review in 24 years. My instructor was a > friend from my EAA chapter. He wanted me to plan a 100 mile XC. > So I did. All on my Avare GPS app, E6B app and my weather app. I thought I > did a good job. Well he didn't like it. He wanted me to do it the > old way. With a sectional, a plotter and a wiswheel and a phone call to > flight service for a weather briefing. And god forbid if > I opened my GPS in flight. > After he signed my log book. We talked about it. He said the most pilots > still plan on paper and use paper sectionals in flight. > My question to you KR pilots is how do you plan XC's? Do you use > programs, Apps like foreflight and others or a combination of > both. or do you just use paper? Just curious. > > Paul Visk Belleville IL 618 406 4705 > Sent on the new Sprint Network from my Samsung Galaxy S?4 > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options >
