Those are mostly for airlines and other flights at very high altitudes. The tracks change twice a day, to my recollection, once for west bound traffic and once for east bound traffic. The north atlantic aviation crossing is dividing into separate flight routes, called tracks. the scariest part of this trip - is not doing it, and wishing for the rest of my life that I had done it - which is a danger I can not live with. Once in a while people ask me what is the scariest, most dangerous part of this flight is. Although, I gladly accept contributions for a few gallons of fuel. Whether someone will sponsor this information or not, I am still going on this trip and I am still going to make the information available to all. So far, everything I bought or created was coming out of my savings. Simple things don't often break, and if they do, they are easier to fix. All my gear, equipment, airplane are simple, and minimalist. This page attempts to organize the technical details how I do it, not how you should be doing it. There are a lot of information - but for such an long journey the details are enormous. So, the purpose of this site is to give pilots the nuts and bolts, behind the scenes, information that is necessary for a successful north atlantic general aviation trip. So, if I can make somebody else's flight preparation a lot easier than mine was, then I win. This made me think that perhaps, if I could help other aspiring pilots with the information I compiled here - my experience will not be wasted. What information I found though, generally was not designed for general aviation aircraft. The information I had to find for this trip are scarce, scattered all over the internet and government agencies, or simply not available at all. Finally, after two years of serious technical preparations I believe I am only a few months away from wheels up time. Still, I kept dreaming of flying to Europe, or just to fly around the Mediterranean Sea, around Europe and the north African coast. We are both pilots for a week we were just flying all over the country and enjoying every minute of it. The longest trip I flew was with with my brother again, from KLNA Florida, to KVNY Van Nuys California and back. It was just a day trip, but it was still a memorable adventure. I think about a year or two later I flew, with my brother, again, to the Bimini Islands (MYBS). At that time I had only about 60 or so hours, with a fresh VFR license. I believe, my first really cool flight, as a licensed pilot, was from West Palm Beach (KLNA) Florida to Freeport, Grand Bahamas (MYGF), with my brother and father. Does anyone know what the fix might be or what I could be doing wrong? I like IFlyGPS but I don't want to be forced to marry it.In a Piper Cherokee 140 (PA-28) - July, 2019 Seems strange that it worked fine in IFlyGPS but is having an issue in DroidEFB and Avare. I get the lines of information for a few seconds, then they go away, then they start again, seeming to mimic what was going wrong in DroidEFB.
I then downloaded Avare to see how that worked. When working it would show two greens.Īt the suggestion of someone in r/flying I tried it on the ground to see if the wifi was dropping out and it was not, but still had the same problem, so does not seem to be a wifi issue. The GPS icon would show either a red and green indicator or two reds when not working along with a question mark over the plane icon. It would connect briefly and GPS and weather would show up for 30 seconds to a minute and then would stop working for another 10 minutes or so and then repeat the cycle. The app would not stay connected to the Stratux.
#Fltplan go for raspberry pi trial
That trial ran out so I wanted to try a few more EFBs and flew with a trial of DroidEFB last week and had issues in flight. I first was using a trial of IFlyGPS and the Stratux and app worked perfectly (Using a Kindle Fire as the tablet). I recently built a Stratux and have started my XC flights (I'm a student). Hi All - hoping for a bit of help as a Stratux noob.
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