Android Tablets as Electronic Flight Bags (EFBs) – Part 1

Introduction

Electronic Flight Bags (EFB’s) are any combination of hardware and software used to replace or augment the information we normally use in flight, such as Pilot’s Operating Handbook (POH), Checklists, and printed navigation information (Sectionals, WAC Charts, Approach Plates, TAC Charts, etc.).

Over the years we have had some excellent guest speakers come to EAA Chapter 14 to extol the virtues of the Apple i-Pad Tablet and its well-populated eco-system of aviation applications such as ForeFlight and Wing-X, but there are those of us out there who prefer the Android Operating System from Google to the IOS Operating System from Apple. For some time the Apple eco-system was significantly better represented with respect to aviation applications but over the past 5 years that imbalance has largely disappeared, especially with the focus on Android by Garmin with their excellent Pilot application.

I am one of the people who prefer Android to IOS, so, this will be a 5-part series covering the use of Android Tablets as EFB’s and will be divided as follows:
• Part 1 (this article) will be an introduction to the EFB, the Regulatory environment and Terminology
• Part 2 will discuss Software/Applications
• Part 3 will discuss Hardware
• Part 4 will discuss Accessories
• Part 5 will discuss Training and Simulation

Brief Overview of my Background/Interest in the Subject

I became interested in the Electronic Flight Bag concept while working as Manager of Service and Support Engineering for Eclipse Aviation in Albuquerque, NM. The Eclipse was originally to have been a very advanced/technologically integrated airplane and among our early concepts was the then new idea of paperless cockpits and Electronic Flight Bags. In late 2001 I travelled to Washington DC to support the final NPRM meeting at FAA Headquarters because we were interested in ensuring that the regulatory environment for EFB’s would support our expected Part 91 (non-commercial), Part 91K (Fractional) and Part 135 (Charter On Demand) operators.

During this meeting AOPA had fought for and gained an exemption for all non-commercial Part 91 operations, but it was clear that the FAA intended to develop an Advisory Circular to address certification and approval requirements for commercial use. At the end of the meeting, FAA asked for volunteers from the Hardware, Software, Operator and OEM community to participate in the development of this proposed AC, and I joined the team that was to write the AC as the sole representative for General Aviation Original Equipment Manufacturers (OEM’s).

Over many meetings this team developed the original EFB AC, AC120-76 and it was released in July of 2002. We developed a follow-on update AC 120-76A which was released in March of 2003 to address some lessons learned early on, and FAA released a further update in June of 2012.

Regulatory Environment

The current regulatory guidance material covering the use and approval (if/as needed) for EFB’s can be found in two AC’s, AC91-78 Use of Class 1 or Class 2 Electronic Flight Bag (EFB) issued 07/20/07, and the aforementioned AC 120-76B Guidelines for the Certification, Airworthiness, and Operational Use of Electronic Flight Bags issued 6/1/12.

For this series, we will quickly review both but I recommend anyone who intends to use an EFB make their own detailed review of these resources and be very familiar with what they do and do not allow.

Most of this series will focus on the use of Portable Electronic Devices (PED’s) specifically Android Tablets, which are classified as Class I EFB’s, combined with Type A and Type B software/applications.

AC91-78 Use of Class 1 or Class 2 Electronic Flight Bag (EFB)

This is the AC that governs the use of EFB’s with respect to paperless operations for most Part 91 pilots and operators.
From the AC itself:

6. REMOVAL OF PAPER FROM THE COCKPIT FOR OPERATIONS UNDER PART 91.
a. EFBs/ECDs can be used during all phases of flight operations in lieu of paper reference material when the information displayed meets the following criteria:
(1) The components or systems onboard the aircraft which display precomposed or interactive information are the functional equivalent of the paper reference material.
(2) The interactive or precomposed information being used for navigation or performance planning is current, up-to-date, and valid.
NOTE: Supporting reference material such as legends, glossaries, abbreviations, and other information is available to the pilot but is not required in the cockpit during operation.
b. The in-flight use of an EFB/ECD in lieu of paper reference material is the decision of the aircraft operator and the pilot in command. Any Type A or Type B EFB application, as defined in AC 120-76A may be substituted for the paper equivalent. It requires no formal operational approval as long as the guidelines of this AC are followed.
c. It is suggested that a secondary or back up source of aeronautical information necessary for the flight be available to the pilot in the aircraft. The secondary or backup information may be either traditional paper-based material or displayed electronically.
7. GENERAL CONSIDERATIONS. The in-flight use of EFB systems to depict images in lieu of paper reference material is the decision of the aircraft operator and the pilot-in-command. Any Type A or Type B EFB application, as defined in AC 120-76A, may be substituted for the paper equivalent. It is suggested that a secondary or backup source of aeronautical information or paper reference material necessary for the flight be available to the pilot in the aircraft. The secondary or backup information may be either traditional paper-based material or displayed electronically by other means. Class 1 and Class 2 EFB can be used during all phases of flight operations in lieu of paper reference material when the information displayed meets the following criteria:
a. The EFB system does not replace any system or equipment (e.g. navigation, communication, or surveillance system) that is required by 14 CFR part 91.
b. The EFB system on board the aircraft displays only precomposed or interactive information which are functionally equivalent to the paper reference material which the information is replacing or is substituted for.
c. The interactive or precomposed information being used for navigation or performance planning is current, up-to-date, and valid, as verified by the pilot.
d. The operator complies with requirements of 14 CFR part 91, § 91.21 to ensure that the use of the EFB does not interfere with equipment or systems required for flight.

As can be seen above, a pilot who proposes to replace paper manuals and or navigation products in non-commercial Part 91 VFR/IFR flight has options, but also has some responsibility insofar as determining fitness for use, non-interference, and especially with respect to not using an EFB to replace required systems and equipment. We’ll touch on that again throughout this series.

AC 120-76B Guidelines for the Certification, Airworthiness, and Operational Use of Electronic Flight Bags

This is the AC that provides the terminology foundation for this series – the actual guidance found in AC 120-76B really applies to Large and Turbine Powered Aircraft (Part 91 F, e.g., Gulfstreams) and Part 91 K Operators (Fractional) as well as Scheduled Airline and On-Demand Charter Operators (Part 121, 125 and 135). That said, anyone who intends to fly with an EFB should become familiar with this material and specifically the various definitions provided.

From the AC itself:
1. PURPOSE. This joint Flight Standards Service (AFS) and Aircraft Certification Service (AIR) advisory circular (AC) contains guidance on the operational use of Electronic Flight Bags (EFB). It is intended for all operators conducting flight operations under Title 14 of the Code of Federal Regulations (14 CFR) part 121, 125, 135, or 91 subpart F (part 91F) and part 91 subpart K (part 91K) who want to replace required paper information with an EFB. This AC sets forth an acceptable means, but not the only means, to obtain Federal Aviation Administration (FAA) authorization for the operational use of EFBs. Part 91 operators can find additional EFB information in the current edition of AC 91-78, Use of Class 1 or Class 2 Electronic Flight Bag (EFB). For guidance on the installation of EFB components, refer to the current edition of AC 20-173,
Installation of Electronic Flight Bag Components.

Terminology

The following are definitions taken directly from AC 91-78 and AC 120-76B; they form the basic terminology for this series of articles.

AC 91-78 Definitions

Electronic Flight Bag (EFB). An electronic display system intended primarily for cockpit or cabin use. EFB devices can display a variety of aviation data (e.g., checklists, navigation charts, pilot’s operating handbook (POH)) or perform basic calculations (e.g., performance data, fuel calculations). The scope of the EFB system functionality may also include various other hosted databases and applications. Physical EFB displays may be portable (Class 1), attached to a mounting device (Class 2), or built into the aircraft (Class 3).

Electronic Chart Display (ECD). A display device that presents a comprehensive depiction of interactive information and/or precomposed information that is the functional equivalent of a paper aeronautical chart. An ECD may be a device installed in the instrument panel of an aircraft or a portable device. (ICAO, Annex 4, Chapter 20.) An ECD is not a multi-function display (MFD) that is permanently installed into an aircraft that is designed under a technical standard order (TSO). However an MFD may incorporate databases that depict checklists, navigation charts, POH, etc.

Precomposed Information. Information that is previously composed into a static, composed state (non-interactive). The composed displays have consistent, defined, and verifiable content, and formats that are fixed in composition.

Interactive Information. Information presented on the EFB or ECD that, via software applications, can be selected and rendered in a number of dynamic ways. This includes variables in the information presented based on data-oriented software algorithms, concepts of decluttering, and “on-the-fly” composition as opposed to precomposed information.

AC 120-76B Definitions

Administrative Control Process. Operator-administered procedure to record and log the removal or addition of installed EFB components.

Approved Software. Software approved by the FAA using the current edition of RTCA/DO-178, Software Considerations in Airborne Systems and Equipment Certification, compliance, or other acceptable means.

Class 1 Electronic Flight Bag (EFB) Hardware. Portable commercial off-the-shelf (COTS)-based computers, considered to be portable electronic devices (PED) with no FAA design, production, or installation approval for the device and its internal components. Class 1 EFBs are not mounted to the aircraft, connected to aircraft systems for data, or connected to a dedicated aircraft power supply. Class 1 EFBs can be temporarily connected to an existing aircraft power supply for battery recharging. Class 1 EFBs that have Type B applications for aeronautical charts, approach charts, or an electronic checklist must be appropriately secured and viewable during critical phases of flight and must not interfere with flight control movement.

(Portable Class 1 EFB components are not considered to be part of aircraft type design; i.e., not in the aircraft type certificate (TC) or Supplemental Type Certificate (STC).)

Class 2 EFB Hardware. Portable COTS-based computers, considered to be PEDs with no FAA design, production, or installation approval for the device and its internal components. Class 2 EFBs are typically mounted. They must be capable of being easily removed from or attached to their mounts by flightcrew personnel. Class 2 EFBs can be temporarily connected to an existing aircraft power supply for battery recharging. They may connect to aircraft power, data ports (wired or wireless), or installed antennas, provided those connections are installed in accordance with AC 20-173. (Portable Class 2 EFB components are not considered to be part of aircraft type design; i.e., not in the aircraft TC or STC.)

Class 3 EFB Hardware. EFBs installed in accordance with applicable airworthiness regulations. Refer to AC 20-173 for guidance on the installation of EFB components.

Critical Phases of Flight. Includes all ground operations involving taxi, takeoff, and landing, and all other flight operations conducted below 10,000 feet, except cruise flight.

NOTE: For the purpose of this AC, we’ve adopted the critical phases of flight definition in part 121, § 121.542.

Electronic Flight Bag (EFB). An electronic display system intended primarily for flight deck use that includes the hardware and software necessary to support an intended function. EFB devices can display a variety of aviation data or perform basic calculations (e.g., performance data, fuel calculations, etc.). In the past, some of these functions were traditionally accomplished using paper references or were based on data provided to the flightcrew by an airline’s flight dispatch function. The scope of the EFB functionality may include various other hosted databases and applications. Physical EFB displays may use various technologies, formats, and forms of communication. An EFB must be able to host Type A and/or Type B software applications.

Hosted Application. Software running on an EFB that is not installed or considered part of aircraft type design.

Interactive Information. Information presented on the EFB that, via software applications, can be selected and rendered in a number of dynamic ways. This includes variables in the information presented based on data-oriented software algorithms, concepts of decluttering, and selectable composition as opposed to precomposed information.

Mounted. Any portable device that is attached to a permanently installed mounting device.

Mounting Device. These include arm-mounted, cradle, clips, docking stations, etc.

Portable Electronic Device (PED). Section 91.21; § 121.306; part 125, § 125.204; and part 135, § 135.144 refer to PEDs and place restrictions on the in-flight use of PEDs. There are two types of PEDs and two methods of compliance with these regulations.

The non-EFB PED method of compliance with PED regulations is in the current edition of AC 91.21-1, Use of Portable Electronic Devices Aboard Aircraft. Use of these PEDs is prohibited in instrument flight rules (IFR) flight operations, except in cruise flight.

The EFB PED method of compliance with PED regulations is in FAA Order 8900.1, Flight Standards Information Management System (FSIMS), and this AC.

Precomposed Information. Information previously composed into a static, composed state (non-interactive). The composed displays have consistent, defined, and verifiable content, and formats that are fixed in composition.

Stowed. A portable device that is placed in a secure stowage location but is not available for use or view by the pilot in that location.

Transmitting Portable Electronic Devices (T-PED). PEDs that have intended radio frequency (RF) transmission capabilities.

Type A Software Applications. Type A applications are those paper replacement applications primarily intended for use during flight planning, on the ground, or during noncritical phases of flight. Examples of Type A software applications are listed in Appendix 1.

Type B Software Applications. Type B applications are those paper replacement applications that provide the aeronautical information required to be accessible for each flight at the pilot station and are primarily intended for use during flight planning and all phases of flight. Type B applications include miscellaneous, non-required applications (e.g., aircraft cabin and exterior surveillance video displays, maintenance applications). Examples of Type B software applications are listed in Appendix 2.

Type C Software Applications. Software approved by the FAA using RTCA/DO-178B compliance or another acceptable means. These are non-EFB software applications found in avionics and include intended functions for communications, navigation, and surveillance that require FAA design, production, and installation approval. Type C applications are for airborne functions with a failure condition classification considered to be a major hazard or higher.

Viewable Stowage. A portable device that is secured in an existing provision with the intended function to hold charts or acceptable portable device viewable to the pilot (e.g., kneeboards).

Summary

The FAA has put quite a bit of effort into the EFB regulatory environment, most of which is not directly applicable to the type of operations most of us engage in, specifically Part 91 non-commercial Day/Night VFR/IFR flight. This series has been written to provide an overview of the Regulatory Environment, Hardware and Software options in the Android eco-system, Accessories for use with Android EFB’s, and to suggest some Training and Simulation options.

The next article will introduce several Android Applications that can function as Type A and Type B Software as defined by FAA. I will provide reviews of applications I have personally used, along with overviews of other applications I am not personally familiar with, including pricing, installation, and where to go for more information or to download or purchase. We will talk applications first since choice of application and intended use will drive the next article which is hardware selection (which device to buy).

References

These references can all be found on the FAA website (www.faa.gov) and can be downloaded or printed for free.

Part 91

• Section 91.21, Portable electronic devices (Subpart A-General)
• Section 91.103, Preflight action (Subpart B-Flight Rules)
• Section 91.503, Flying equipment and operating information (Subpart F-Large and Turbine-Powered Multiengine Airplanes and Fractional Ownership Program Aircraft)
• Section 91.1033, Operating information required (Subpart K-Fractional Ownership Operations)

ACs

• AC 91-21.1B, Use of Portable Electronic Devices Aboard Aircraft
• AC 120-76B, Guidelines for the Certification, Airworthiness, and Operational Approval of Electronic Flight Bag Computing Devices

Miscellaneous

• FAA Notice N 8200.98, Electronic Flight Bag Job Aid.

About the Author

John Knolla is currently Manager, Product Support Engineering Group for an Engineering Services company in San Diego, CA. He has nearly 20 years of Technical and Management experience in Reliability, Maintainability & Safety Engineering, Integrated Logistics Support, Systems and Project Engineering, and Technical Documentation supporting Aerospace and Defense companies such as Hawker-Beechcraft Corporation, Eclipse Aviation, Dassault FalconJet, ITT, BAE Systems, Mitsubishi Aircraft Corporation, Embraer, and The Spaceship Company.

He has served on Air Transport Association (ATA) Working Groups defining Digital Display and Flight Operations approaches for the airline industry, and the FAA/industry panel that developed Advisory Circular AC120-76/120-76A Guidelines for the Certification, Airworthiness and Operational Use of Electronic Flight Bags.

He currently holds an Instrument Rating and Commercial Pilot’s License and has flight experience in more than 30 different make/model fixed and rotary wing aircraft. John maintains membership in EAA (since 1987), AOPA, the International Aerobatic Club (IAC), the Academy of Model Aeronautics (AMA) and the Redstar Pilot’s Association (RPA).

Gimpy Pilot Report – Yakovlev Yak-52

On Friday 6/7/2013 I had the great pleasure of meeting Roger Baker, a retired airline pilot and owner of N85YK, a 1985 Yakovlev Yak-52. The Yak-52 has been the primary trainer in use in Russia and her client states since the late 70’s. Roger has been importing and flying Yak’s and other Soviet/Russian aircraft for roughly 20 years – he has over 1,500 hours in the Yak-52 alone. I suspect one would be hard pressed to find a better or more knowledgeable introduction to the Yak.

One of the first things you notice when you walk up to a Yak is this is a big plane, it sits up tall on its semi-retractable landing gear, it weighs 2,200 lbs empty, and it is driven by a massive 620 cubic inch, 360 horsepower 9 cylinder radial engine swinging a 7 foot diameter prop.

Roger provided a great systems overview and briefing on the history of the Yak while we waited for San Diego’s “June Gloom” cloud layer to raise up enough to give us enough ceiling to depart McClellan-Palomar (KCRQ). On the ground, Roger demonstrated one of the idiosyncrasies driven by Yakovlev’s selection of pneumatics (compressed air) to drive the systems.

Given the extreme environments that the planes were expected to see in operation under the DOSAAF (government flying club/pilot screening) training program in Russia and her client States, the design team at Yakovlev chose to avoid the challenges of complex hydraulic systems and used air instead, including for engine starting, actuation of the retractable landing gear and flaps, as well as for the brakes.

Roger maneuvered us onto the runway, applied power (which induced a smile, the Vedenyev M-14P engine makes a truly marvelous noise), and we were off. I would estimate the ground roll at maybe 1000 feet and about 8 seconds. The pneumatics raised the gear, and we were on our way under a thick canopy of gray cloud. Once clear of the airport area Roger gave me control and I flew the remainder of the flight save for some maneuvering demos from Roger and our approach back into Palomar.

Once in the air, the Yak is truly at home. Control pressures were reasonably light, although 5YK has the control bungies installed which gave it, I thought, an artificially heavy feel in ailerons, but the bungies would probably help to keep a ham-handed student pilot from hurting themselves by inadvertently pulling too many G’s with the elevator.

In cross country mode out to the practice area we set cruise power (about 72% RPM and 700mm manifold pressure) and were seeing a little over 120 KTAS or about 140 mph at around 3000 ft. the Yak will not be winning any speed dashes with similarly powered but smaller planes like the Extra 300L I was flying last year, but a person could buy 4 Yaks for the cost of a used 300L, or a person could buy one Yak, and feed it 3000 gallons of fuel (~200 hrs of flying).

After some exploratory turns to get the feel for how G builds up, we flew the contact or aerobatic portion of the sortie which consisted of rolls, loops, barrel roll, a half-cuban eight and a nicely executed hammerhead. The Yak is a thoroughly aerobatic airplane, something which would be unexpected to me given that it has a flat-bottom airfoil, but it really is a great aerobatic mount. Roll rate is maybe 120-150 degrees per second I would say, and it takes some arm to get full deflection with any speed on, but throughout our flight it remained solid, and predictable.

With two of us aboard and full fuel, we were towards the top end of the weights allowable, but as we burned off fuel and got lighter the plane flew very well but it is clearly and expectedly limited in terms of vertical maneuvering – with maybe ½ fuel and solo, I believe it would be far more capable – I have seen video of Yak’s getting a vertical snap-roll and capping it with a hammerhead or a sharp spin entry so I know it can be done.

A clear difference between the Yak and the Extra, or the Christen Eagle (the other 2 planes I have acro experience in) is that the Yak is going to make you work for everything. It is literally 1000 lbs heavier than the Eagle, and about 800 lbs heavier than the Extra when empty, and while the Vedenyev is a great motor, the big and heavy Yak airframe is not really clean and it soaks up all of the available horsepower.

Because I am still a working man, and Roger had commitments as well, we headed back to the barn after about 35 minutes of fun in the practice area. Slipping under the thick cloud layer was a sight that we as pilots are blessed to experience, it is truly magical. As we approached the coast I gave control back to Roger for our approach and landing, and he put 5YK down softly.

After shutdown, we buttoned her back up, and explored a few more of the idiosyncrasies of the big radial and the air system. Blowing the ‘snot valve’, setting the oil tank valve to closed, and tying her down were all that remained.

I now know why people are so enamored of the Yak, it is a solid performing aircraft that is delightful in flight, has a great military feel and character, is truly built like a tank, and is, relatively speaking, affordable to acquire, feed, and maintain. Throw in the reliable flow of parts, experienced pilot and maintenance community in the US, and especially the Red Star Pilot’s Association, and the Yak-52 is a clear winner.

I want to thank Roger Baker, the owner of N85YK for his hospitality and sharing of expertise before and during our flight. Roger is a great stick, knows the plane inside and out, and is good people to boot. It was a pleasure and an honor to fly with you sir.

The Yak-52 marks the 33rd different make/model I have had the pleasure of flying since earning my license in 1992.

‘Gimp

Train Like You Fly / Fly Like You Train

So I realized it has been a while since I made a post here for Real World Flying, and that is in part due to recent glass cockpit training thanks to my joining Civil Air Patrol, Squadron 57 in San Diego, as well as a lot of recent development and flying work on FSX.

I recently was able to combine both FSX and Real World Flying in a fun and value-added way and that is the subject of today’s post.

As I have written about previously, I have an Acer Iconia A500 Android Tablet that I have used as an Electronic Flight Bag, but my flying opportunities where using the Iconia would be a good idea have been limited – nearly all of my flying last year was aerobatic, and we simply don’t use something like an EFB (read that deadly flying debris if it breaks loose during maneuvers) during hard acro.

In reviewing the manual that Avilution produces for their excellent Aviation Maps app (my personal moving map choice), I recently found that it can use mock GPS data via Bluetooth.  That is a fancy way of saying that if you can provide a bluetooth serial signal of GPS data, say from Flight Simulator X as an example, you can use it to drive the location and the moving map data for AvMaps.  In other words, you can drive the AvMaps app from FSX and use it in scenario-based or simply Free Flight missions to engrain the procedures and usage of the app when ‘flying’ the sim.

I went to my local Fry’s Electronics and picked up a bluetooth adaptor (~$18), and I finally purchased Peter Dowson’s excellent FSUIPC add-on for FSX that allows, among other things, the export of FSX GPS data for use just like driving an external application.  I also downloaded Googoo Android’s Bluetooth GPS app (freeware)  from the Google Play Market which is needed to override the Iconia’s built-in GPS chipset.  As a bonus, I can also use this app to select my RAZR HD’s GPS source (it performs better than the Acer’s built-in chipset) for use anywhere.

After about 10-15 minutes of experimentation and finally following the directions, I had this set up on my simulation desktop and on my Tablet and I can report it is near seamless and truly provides great experience in a Train Like You Fly / Fly Like You Train approach.

Clearly, there are missing elements when using a desktop simulator such as FSX or X-Plane, but my intent was to see just how well I could use the EFB as kneeboard in a ‘flying’ environment.  There is a reason that military aviators, airline and professional pilots, and operators of most complex aircraft utilize simulation for training, and that is in terms of learning the ins and outs, and specifically for developing the flow/procedures training – used properly simulators save time and money.

Put another way, it is far better to learn how to operate your EFB on the ground, and to get comfortable with it BEFORE you really need it, especially if in hard IMC or at night.  The EFB, like any other system or piece of equipment, should be there to help you fly/operate/ and make decisions better, not to distract you.  To that end, I believe the key is to use it, and use it a lot. By combining it with a desktop simulator, you can try it under benign to adverse conditions, with no real danger, and with no fuel, maintenance or other expenses beyond the bluetooth adaptor, FSUIPC software, and AvMaps data subscription.

In the videos, I can be seen using an iPad leg strap (by Tiet), I have actually used this in flight (not aerobatics) and it works great.  It will hold the tablet in either landscape or portrait mode (portrait is best in my opinion).

I still owe the blog a full review of the Aviation Maps app but I wanted to toss in a photo and a couple quick videos showing the app in use while ‘flying’ the excellent A2A Simulations Civilian P-51D Mustang.  The user interface is good although I wish the enroute/nav data in the bottom of the display were larger.  I recently asked if Avilutions was working on geo-referenced approach plates and airport diagrams (yes, due imminently) and also if they were going to integrate a document viewer for quick access to Flight Manual’s, etc. (also yes).  AvMaps continues to develop into an amazing and useful application.

I will get to a full review of AvMaps, I promise.

‘Gimp

Gimpy Pilot Report – Christen Eagle II Aerobatic Biplane

So in late Summer 2012, I finally scored an Eagle ride. Thanks to Conrad Nordquist (owner) and Norm Manary (pilot) at historic Flabob (KRIR) in N22XS. Norm let me take the PIC seat and we went out for almost an hour. I was able to sample general ground and air handling qualities, flew a bunch of figures in the practice box at Redlands (KREI), and even sampled a little cross-country and radio work.

The big bubble canopy and easy ingress/egress layout of the Eagle cockpit is a key feature I am sure has had an impact in the long term success of the airplane – visibility is, for a biplane, tremendous and as an amputee I take ingress/egress pretty seriously.

On a flight in a beautiful 160hp Long-EZ to the Golden State airshow in northern CA a few years ago, I tried the front seat on for size after we landed, and when I tried an emergency ground egress drill my prosthetic foot got stuck under the instrument panel lip – when I jumped out of the airplane I was short a leg, it was still in the cockpit – pretty funny as a story, but not good if I would ever need to get out in a hurry.  There are no such worries in the Eagle II.

Engine start was easy enough, and my leg was no issue for taxi. Given the tightness of Flabob’s runway and my low tailwheel experience, Norm elected to conduct the takeoff and landing but I rode along on the rudder, didn’t seem much more pedal dancing than the Extra.

Departing Flabob, Norm gave me control of the plane shortly after takeoff and I carefully explored the basic handling qualities as we made our way over to the box at Redlands.

Once in the practice area at Redlands I tried some Steep Turns, then a few Aileron Rolls before moving on to a Loop, a 3-turn Spin, a couple Half-Cuban 8’s, two decent Hammerheads, a nice Split S, and a comfy pull-pull-pull Humpty-Bump.  The Eagle just plugged right through all of them, even though we were slightly heavy and it was warm out.

Navigating back to Flabob it became apparent that the cockpit and instrument layout are perfect for solo flight being split between the front and rear cockpits (radios, engine and fuel controls in back,  flight and engine instruments in the front), but it is surprising how usable they are with a passenger in the front seat.

Norm brought the Eagle back into Flabob for a nice easy landing, and we rolled out for a fairly smooth and straight landing.  As with the takeoff, I rode along on the rudder pedals and it really didn’t seem much more ‘nervous’ than the Extra, although the Eagle at least from appearances, is much more short coupled.

Overall, for a design that is more than two decades older, has the extra drag inherent in a biplane, and only 200hp, the Eagle actually compared well to the Extra in my opinion. Probably the biggest thing I noticed is that the rudder and elevator inputs are much smaller than roll in the Eagle, that would take some getting used to.  In this sense the Extra is better balanced.

The back side of the front seat seat pan did scratch my prosthetic a little, and my knee was close to interference with the canopy hinge fitting on the right side but I am convinced I can make an Eagle work for me. I was able to get on the brakes well enough it seemed.

Thanks again to Norm and Conrad for the opportunity and hospitality.  Now I just need to collect the coin needed to get one of my own.

‘Gimp

Acer Iconia A500 10.1″ Android Tablet as EFB

Description

The Acer Iconia A500 is a 10.1” Tablet Computer running on the Google Android Operating System.  It is roughly the size of the Apple iPad/iPad2 or a notebook.  It has a 10.1” Gorilla Glass display, a nicely executed brushed aluminum frame, and many camera and connection options as discussed below.  When I purchased my 16GB WiFi A500 back in October/November of ’11, I paid $399 at a local Target store.  Prices are effected by onboard memory (16GB and 32GB), whether it is the WiFi (A500) or 4G version (A501), and which accessories are taken.

 

Specs

Physical – 10.24”x6.97”x0.52”, 25.75oz

OS – Android 3.2.4 (Ice Cream Sandwich/Andoid 4.0 is coming to the A500 in the next couple months)

Display – Capacitive Multi-Touch, 1280×800 pixel 149ppi LCD, scratch-resistant Gorilla Glass

Battery – 3260 mAh

Processor – Dual Core Nvidia Tegra 2, 1 gHz

Memory – 1GB system, 16GB on-board, MicroSD/MicroSDHC expansion slot to – unlimited

Connectivity – Bluetooth 2.1, WiFi, USB 2.0 (MicroUSB, Full Size USB), MicroHDMI

Multimedia – Stereo Speakers, Forward Facing 2MP camera, Rear Facing 5 MP camera

 

Display

I have found that with a matte finish screen protector, the daylight legibility is good but requires the screen to be set at 100% brightness.  Beware if you wear inexpensive polarized sunglasses, as they can have an interference with the screen protector.  That said, screen legibility is very crisp with a very wide viewing angle.

Without a screen protector, I find that the display is absolutely beautiful but can suffer from glare – although I prefer the display naked, for aviation use I recommend use of a matte-finish screen protector.  I am currently using the Zagg brand, and will test others as opportunity presents itself.

  

Battery Life

Over several tests now, both in flight and while driving I am finding that the A500 battery life is very solid.  Running display at brightness varying from 30% to 100%, with WiFi going to the HTC Thunderbolt Smartphone, and with the onboard GPS going, I am seeing a battery consumption rate of between 9 and 12% per hour.

On a recent combination of flying and driving with GPS and AviationMaps running, and with the display on for 5.5 hours, the battery was at 40% when I shut it down.  There are vehicle charging options for the standard power port – be advised that the A500 does NOT take a charge via the micro USB port.

In general terms, I am very satisfied with the battery life – all indications are, and I have tested this at the office, is that the A500 will run around 9 hours reliably on a fully charged battery.

GPS Performance

A lot has been written on various forums about the performance of the A500 GPS chipset.  My experience is between the best and worst tales from the web.  Depending on how often you exercise the GPS, it will lock-on in as little as 1 minute, to as many as 10 minutes.  The A500 uses a GPS chipset that includes a feature called AGPS or Assisted GPS where it downloads position data to aid in GPS lock-on.  The key seems to be to download AGPS and ensure lock-on prior to pre-flight.  With AGPS it seems that the more often you use the GPS, the quicker it locks on.

In-flight performance has been very good.  I have crosschecked speed and altitude against panel mounted GPS, RNAV and DME equipment and the A500 GPS has been spot on.  Similarly, I have crosschecked positional accuracy against panel mounted equipment and ground features and it too is spot on.

Form Factor/Handling in the Cockpit

I have had the opportunity to fly the A500 in several different cockpits now and can offer the following observations –

In larger GA aircraft like the C-182 the A500 can be used in all phases of flight without interference for someone my size (6’ 2”, 190 lbs with a 34” inseam).  If you need to be really close to the instrument panel you may notice some interference with full control throws on the yoke when holding/pulling aft towards your lap.

In mid-size GA aircraft like the Grumman Traveller the A500 can be used in all phases of flight, also without interference unless you need to be fairly close the instrument panel or have thicker than normal thighs.

In small cockpit Experimental aircraft like the Glasair 1, the A500 can be used up to takeoff at which time I would recommend stowing it to avoid potential control interference, and can be used shortly after takeoff when the need for full control throw is unlikely.  If the A500 is loosely mounted (e.g., slack kneeboard strap) it may be OK for all phases of flight but my belief is that discretion is the better part of valor here.  I would stow the A500 for landing as well to avoid potential interference.

In all cases, a stick is less interference than a yoke – as with anything I would suggest trying it out in the cockpit and seeing what works for you.

That covers the basics from a hardware standpoint, next installment will address specific apps, and use of the system for flight planning.

‘Gimp

AcroGimp’s Extra 300L Fam Flight

During a visit to Mojave supporting a client (this was last Spring, March ’12), I had an opportunity to fly the legendary Extra 300L with airshow pilot Chuck Coleman (www.CTColeman.com). Chuck is an engineer at the Spaceship Company with a long history at SCALED composites and is also an airshow pilot, and aerial photo platform pilot.

Our mount for the day was a very fine 1996 Extra 300L, N512DW. 2DW has a long airshow history, having been campaigned by Jan Collmer before coming into the steady care of Chuck Coleman. Chuck rebuilt 2DW after buying it from Jan and has campaigned it in his own airshow routines.

Originally designed by Extra Aircraft as a more refined aerobatic-tourer, the Extra 300L is such an incredible machine that it has been seen in the Red Bull Air Races and on the airshow circuit for a good many years now and is routinely used as a high-end aerobatic trainer. Where the earlier Extra 260 and 300 were mid-winged monsters, the 300L sports a lower mounted wing and other improvements that have resulted in an aircraft of truly breathtaking performance and capability.

Powered by a fire-breathing 300 horsepower AEIO-540 and pulled skyward by a massive 3-bladed MTV-9 prop from MT-Propeller, the 1466 lb (empty weight) Extra 300L exceeds the number of superlatives in the English language – there simply aren’t enough adjectives to describe this thoroughbred. It has been said that if airplanes were named, this one would be called Secretariat – I say screw that, this plane should be called badass, or maybe Chuck Norris.

There is zero friction in the control system, none, nada, zilch – it is smooth as silk. Roll rate at full deflection is 400 degrees per second, or put another way, slightly faster than the F-16 or F/A-18. Stick force per G is good and control harmony is sweeter than the Vienna Boys Choir and the Mormon Tabernacle Choir teaming up to perform the Ave Maria for the Pope himself at St. Peter’s Square (told you there weren’t enough words). In all seriousness, the Extra 300L is the finest airplane I have had the good fortune to commit a wonton act of aviation in (the Extra marking the 30th fixed-wing make/model I have flown, including many iconic certified and experimental aircraft such as the Bonanza, Epic LT, T-6A Texan II, RV-8, Thorp T-18 and more ).

And Chuck, with over 3,500 hrs just in the Extra, is easily one of the best pilots I have flown with – end of line.

In just over 30 minutes of flying, we sampled a veritable cornucopia of staple ‘Gentlemen’s’, BFM and airshow maneuvers, with roughly half of them flown by me, the other more complex set flown by Chuck. Flying over the storied runways of KMHV (Mojave Air and Space Port), we saw climb rates of 4,000 fpm, descent rates in excess of 5,000 fpm, and speeds from under 60 to nearly 240 KIAS. Simply put, it was a real treat.

After an exhilarating takeoff, we climbed to 6,000 feet over KMHV and I explored the basic handling of 512DW with a series of steep turns to the left and right, ever wary of the restricted airspace for nearby Edwards Air Force Base. After feeling out stick-forces with some pitch loads, I then executed a half-rate Aileron Roll to the left. Chuck encouraged me to try a full-rate Roll, which I did, and my choice of descriptors would only be suitable on a pay-tv cable channel after 10PM. I then completed an Aileron Slow-Roll to the right and followed it with a Barnstormers Loop. Next came a Cuban Eight and I polished off my portion of the maneuvering with a Hammerhead or Stall-Turn.

Chuck then took over and put 512DW through the paces and like any thoroughbred, 512DW responded well to the touch of a master. We started with a Torque-Roll that simply took my breath away (falling backwards at 60 KIAS through your own smoke will do to that to you). Next, Chuck executed a beautiful Aileron Slow-Roll, and followed it up with a Four Point Hesitation Roll. After a quick Half-Loop, Chuck then executed a 2 Point Hesitation Roll from the inverted before climbing for some altitude. We then executed a nice 3 Turn Spin before giving my stomach about a minute to catch up with us. Our final maneuver is one I have always wanted to experience, the Lomcevak or Forward Tumble. Essentially, you pull the nose up to a 45 degree Up-Line, execute a couple Aileron Rolls, kick in full rudder, then jam the stick full forward. The result is the airplane breaks free and literally tumbles ballistically, end over end, until eventually pointing back towards Mother Earth at which time you are once again flying.

The smile is still on my face.

For our return-to-base, Chuck demonstrated the approximate flight path for SpaceShipTwo, a seven-ton rocket powered glider that will soon be carrying high-net worth individuals to the edge of space before gliding back to Earth much like the now retired Space Shuttle. We basically entered a 270 degree descending turn from 7,500 feet, coming downhill at 140 KIAS and almost 4,000 FPM before settling in for a nice landing.

I want to thank Chuck Coleman for such a marvelous introduction to both competition/airshow style aerobatics and the unbelievable Extra 300L. Flying 15-20 minutes of aero honestly pushed the limits of my current gut tolerance. I am happy to report that although I was on the ragged edge of queasy when we got back to Chuck’s hangar, I did not toss my cookies and was even able to eat dinner about an hour later on my way back to San Diego.