Jenkin. J. Steed.

Another problem I've noticed, is that if your iPad is plugged into the 240v charger things tend to jump around a bit. Never had the problem with 12v charger though. Other than that minor glitch I love the iPad. Most things just work.

Have a look at spin a wind. It lets you enter in any wind direction and speed for you runway and gives you the crosswind factor. Also let's you set limits for your craft i.e. 10 knots yellow warning 15 knots + show in red etc. has a few other tools as well but this is the main one for RA pilots.

Thanks for that guys. I had only got as far as tapping in my local airfield code and getting gibberish (again). I had thought I would get the same by entering area 32 and hadn't bothered going any further. Good to see there is a bit of common sense left in the world somewhere. And I still have my two laminated cards of abbreviations to decode my local TAF.

As a student pilot who has just gone solo for the first time, I have this sort of stuff to look forward to. (Not) I have 30 + years in the marine industry and have no drama at all with weather and passage planning for trips of far longer duration tha the average R.A.. aircraft is capable of. What astounds me though, is the gibberish that is presented as a forecast. I am used to clear concise language. I understand the reasoning behind using UTC and can even cope with learning new abbreviations, but some of the NAIPS descriptors do my head in. "30" can mean the 30 th day, Half past the hour, 030 deg true, 30 knots, 30% probability. And 3,000 feet. I'm sure I've probably missed a few as well... Some of the abbreviations are sensible such as CAVOK. but why is good visibility 9999 instead of something like 10+. It isn't making things easier or shorter??? Why are negative temperatures preceded by MS which I presume is an abbreviation for 'minus'? I have been told that some of the abbreviations date back to the days of Morse code and the need to keep things brief. Is it the case that there was no sequence to represent 'Negative'? I also understand that some of the abbreviations are international. But why persist with such an archaic system? In the examples in my learning handbook, it actually uses up less vertical space on the page to explain it than some of the sample forecasts. I'm not sure where exactly the forecasts are generated, but I can see one or two scenarios. If they are computer generated, then run a parallel program with the option of receiving them in plain (plane) english. For VFR pilots. If they are compiled by hand by a meteorologist, then surely it would be better for all and less chance of error, if the data didnt have to be coded by them. Then decoded by the user. Is it really necessary, or is it just a bit of, look how good I am, I can understand this stuff that no one else can. Surely if the info was easier to read, it would mean less chance of misreading and a higher likelihood of regular en-route updates?

Me again, as Clansman said, some things the iPad struggles with. After a couple of frustrating failed attempts last night from the iPad. I logged on today on the old PC and managed to not only update my Avatar, but also to upload a video from You Tube. Title is "My first Solo Landing. Hope it an inspiration to all the rest of you budding pilots. If anyone else out there has video footage in weird formats such as the iPhone. You tube seems to be able to handle it all and quickly converts a fairly big file into something usable without taking up too much bandwidth. All I have to do now is study for some more exams, (bloody Met forecast abbreviations do my head in) master a few emergency procedures, get my ticket, then a cross country, passenger endorsement and aviation grade radio quals and I am away. Nothing too it really...

Cheers.

This video was taken by my instructor on his iPhone so apologies for the fact that it is not quite broadcast quality. Cheers, I hope this encourages all who are waiting to solo and thanks to all for the advice that got me to this stage.

Jenki.

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Thanks heaps to Sue and Paul for their help. Wish everything was as easy to solve as that. Not the best of framing I know, but it was a special moment as those wheels kissed the tarmac.

Hi Jenkin, as per Sue's instructions, but not from an iPad as I found out earlier this year. The browse buttons don't work from an iPad, so a PC will. Not sure about Macs.Welcome anyway, and all the best with your flying. Where are you based?

Cheers.

Hi again to all. I'm not only new to flying but new to these forums as well. Is it possible to add a pic (avatar?) to my profile now that I have signed up or am I stuck with the old male symbol for ever? If it is, how do I do it. Was thinking of a screen shot of that magic moment the wheels kissed the ground on my first solo. My instructor was good enough to video it for me.

Cheers, Jenkin.

No voices in my head. But I was talking to myself as I went through my downwind leg checklist. Not sure which one the shrinks would think is crazier....

you can have weather radar on OzRunways as well. More important is tha Ozrunways is a locally produced product. The owner of the Business flys at my airfield. You will always get good support and it seems Ozrunways is near industry standard... Thats it from my view... I love the productThanks for that.

Mardy

Hi again guys, having just gone solo, I'm looking to broaden the horizons eventually. Have been looking at flight planning software and a few Mates are using OzRunway. I downloaded the demo version and it looks great, still unsure what some of the features do but it will all make sense eventually I'm sure. Anyway when I get to doing my cross country nav I was looking at paying my 75 beer tokens for the yearly subscription. Then I read an article in Australian Flying mag about "AvPlanner" by AvSoft. Looks good too, with extra features such as overlaying weather radar on the charts. Has anyone had much experience with either? I am only interested in the VFR functions.

I know I will have to learn and prove I can nav on paper first, but with 30 years in the marine field, nav shouldn't be a problem, it's basically just adding a nought onto the speeds. So once I've satisfied my CFI that I know my deviation from variation, which one is the most user friendly? Price for each appears around the same. But I know from experience that some software is a snap to learn and others take you through endless convoluted menus... Once again, any advice appreciated.

Congratulations Jenkin and welcome to the world of Solo Flying.I know where you're coming from regarding the absence of an instructor, I always flew better when he wasn't there.

Alan.

Great work. I dream of the day I can go solo. I just have to learn how to get the flair right.

Hi all, first solo today. Big thanks to all of you who helped with advice on flare timing. It certainly is a buzz and was over all too quickly. A bit like some other firsts, I guess. I almost wished I had stuffed it up so I could have a "go around" and spend a bit more time in control. The little Technam was much more responsive one up, and I kept climbing on my downwind leg. Once I got that sorted, it somehow seemed like less pressure without an instructor watching over the shoulder so to speak, and it all came together. I can see why people get hooked. Cheers and to everyone else out there waiting to go solo, keep at it, it's worth it. If I can work out how to downsize the video, I will attempt an upload.

Jenkin.

Thanks to all of you for your prompt, detailed and helpful replies. The suggestions here have given me a few "approaches" to consider. Above all it is nice to know I'm not alone. I will keep plugging away and implement what I can. I know it will all come together one day, but as someone far wiser than me said. "Experience is something you get 5 minutes after you need it."

Cheers.

Hi JJS - I am in the same boat as you, haven't really been able to nail it down to a particular height as such (other than the cues you already mentioned), but my instructor has been teaching me to feel for the various degrees of "sink", and adjust accordingly. To me there is a big "sink" after you first level off from the approach, then a number of ever-decreasing ones as you get closer to the ground, each requiring a further amount of back pressure until the stick is pretty far back and you just kinda "plop" down.Take it for what its worth from a fellow L-plater :) and welcome to the forum - these guys and gals are great advisors and encouragers.

Hi all, maybe someone out there has some advice that will be helpful to all of us on L plates. When down over the piano keys, I find it difficult to judge exactly when to pull back for that final flare. It is not a big problem for me. I have only had one bounce with a power on go around out of 30 or so landings. But obviously I don't want another one. I am looking Down the runway and only occasionally glancing at airspeed etc. Peripheral vision out to the side is giving me a rough idea, but sometimes I flare too early and seems to take for ever to get it down those last couple of feet, other times it is too late and land a little hard. My strip doesn't have a lot of clues such as trees out to the side to give you that indication, " yeah I'm below X height now, time to flare." and even if I did use that method when I go to another strip the "clues" there are going to be different. My instructor does a fantastic job. But sometimes, someone has a different way of putting things, then you go "yeah that makes sense."

Any advice appreciated.

HI Jenkin and welcome .What are you flying?

Another newbie with around 5 hours in the RA log book. Started a few engine out procedures and getting my head around circuits. Loving the fun and the intellectual challenge.