Jeppesen FliteMap/FliteStar 8.0
Jeppesen's popular FliteStar flight-planning software, a program that serves as the basis for the Jeppesen moving-map program called FliteMap, has undergone a revolution — not an evolution — in version 8.0. All versions of the product now use the rewritten software, from the $149 FliteStar VFR to the corporate version that can reach prices well over $1,000, depending on the options selected.
Jeppesen sent AOPA Pilot a copy of the corporate version of FliteMap with a worldwide database, a $1,449 product that combines FliteStar and FliteMap into a single program. It even has terrain data for the People's Republic of China, should you find yourself flying there, and requires 860 megabytes of hard-drive space. Plan the flight on the ground, and watch your airplane icon move along that same course while in the air. FliteMap, like FliteStar, can be bought separately, starting at $499 (prices depend on the database purchased, whether it is North America, North and South America, Europe, Africa, Asia, or worldwide data). FliteMap can be driven by your handheld GPS, a panel-mounted GPS, or one of two GPS receivers especially designed for FliteMap and sold by Jeppesen at prices ranging from $299 to $499.
Because the software has been rewritten, even users who are familiar with FliteStar and FliteMap will benefit from spending a couple of hours with the tutorial. All of the best features have been retained but are now simpler to operate. For example, the FliteStar portion of the program still obtains an automated weather briefing at the click of a button and incorporates winds into your proposed flight plan. While doing so, it also downloads weather graphics that you select. But now, instead of using a cumbersome menu to display each graphic, thumbnail versions of the weather maps appear along one side of the computer screen. Just click on the one that you want to view. The program retains such features from earlier versions as automated filing and cancellation of flight plans.
Another improvement has been made to the map. Users of older versions of FliteStar are well aware that they must choose Chart and then Preferences to customize the map. But rescaling the map meant going back through the process to reselect preferences, since the map changed according to preset levels of detail when zooming in or out. The problem was that the special-use airspace you wanted to depict wasn't always there after zooming in or out. The new map places all of the preferences on buttons that can be turned on or off. Ever hear of a low-altitude airway chart that shows railroads and terrain data? You may make such a map with this program if you desire.
There are dozens of new features. The user can arrange separate windows on the screen in any way desired. Open several windows and display different data in each one, or rearrange them at the click of a mouse. You can even save a "favorite view."
In past versions, multisegment flight plans had to be planned as if they were separate flights; now, they can all be placed on a single plan. The "zoom in" box can be moved as it is drawn by the mouse pointer, assuring that the proper area is enlarged on the first attempt. Finally, in past versions the user could select a standard terminal arrival route from a list but had no idea if the one selected was appropriate for the direction of arrival. It was frustrating to select what was expected to be a standard arrival route from the north, for example, only to find that it was for arrivals from the south. Now, standard arrivals are shown on a map to aid with selection.
There were a few bugs noted. The documentation and the tutorial descriptions seemed to differ in some cases from how the software actually works, and this resulted in my making a few telephone calls to Jeppesen to see what they really meant. The program crashed the first time that an automated weather briefing was attempted. After that, it worked normally. (I later learned that the program's automatic fault-tolerance feature had kicked in and solved my problem.) Also, the file for the airport diagram of the Raleigh-Durham International Airport was given the wrong name and would not come up automatically. That was to be corrected in version 8.03 that came out in October. There are airport diagrams for nearly all airports.
FliteMap was put to the test, after an afternoon of studying the new features, during an IFR flight. Customized data about AOPA's Beech A36 Bonanza was loaded prior to the flight. The purpose of the software test was to see whether the operator could retain enough of the tutorial to operate the software in the aircraft. With the clearance received, it was time to enter the flight plan. (Normally it would have been entered during the preflight planning phase.) While AOPA Pilot Associate Editor Pete Bedell taxied, I looked around the screen of the laptop for a clue to the process I had followed in the tutorial to enter a flight plan. A click on the new Wizard button brought up all of the information needed to enter the flight plan. Going to the View menu, I then clicked on the In-Flight Controller, as I had been taught in the tutorial, and brought up a listing of the newly entered flight plan.
Reroutings can be entered while in flight. This was easily done when we decided to skip a destination — but I would not want to operate the computer when flying single-pilot IFR. On one side of the screen, I placed a box showing a variety of essential and nice-to-have information selected from a pull-down menu. Speed, altitude, position, and other information is instantly available based on FliteMap calculations using the data provided by the GPS. In one presentation of data, I could see the average speed for the flight, along with sunrise and sunset times for that portion of the world. Obviously, that is nice-to-have information, but I could have displayed constantly updated data on the nearest airport if I desired.
While Bedell had all of the information that he needed for the flight from the aircraft's instruments, soon he was stealing an occasional glance at the laptop screen for better situational awareness. While it was no fault of the software, it should be noted that the laptop was frequently in the way of the controls, especially during climbout. Pilots flying alone will want the front passenger seat unoccupied and dedicated solely to the laptop. If you plan to operate the computer and software in flight, a test flight in VFR conditions with a safety pilot is almost a necessity before launching into the clag.
Minimum system requirements suggested by Jeppesen for this Windows-based program vary with not only the product, but also with the amount of data that you choose to install when loading the software. A rough estimate of minimum requirements that would work for most versions of FliteStar and FliteMap include a 166 MHz or faster processor, 32 megabytes of RAM, a CD-ROM drive, and 150 megabytes of available hard-disk space. If you buy a corporate version with all of the optional data installed, the European database alone requires 300 megabytes of space. North American data takes 327 mega-bytes. North and South America require 415 megabytes. The cost varies with the versions and ranges from $149 to $1,449. Updates for present users of the software vary from $99 to $199. Macintosh users, by the way, have until December 31 to buy or update to version 8.0. After that, Jeppesen won't support Macintosh versions with updates or new products.For information, call Jeppesen at 303/799-9090, or visit the Web site ( www.jeppesen.com). — Alton K. Marsh
Comm1 introduced a new interactive radio communications training program for instrument pilots at AOPA Expo '99. The CD-ROM program offers nine hours of radio training, including 76 briefings and 55 interactive exercises to teach pilots how to communicate professionally and efficiently in an IFR environment. Each lesson begins with a briefing to explain the situation, what is expected of the pilot, and why the communication is necessary. During the lesson, the pilot must tune in the correct radio frequency, listen to controllers and other pilots, and respond appropriately. NOS and Jeppesen charts and approach plates are available to the pilot. Once the exercise is complete, the pilot can compare his or her performance to that of an expert. The lessons follow a logical order from filing a flight plan through obtaining a clearance, departure, en route communications, arrival, approach, and landing. A separate section titled "When Things Go Wrong" covers in-flight emergencies, lost communications, equipment failure, and other special procedures. The IFR simulator, which follows the successful VFR simulator introduced last year, is available for $119.95, plus shipping. For more information, contact Comm1 at 888/333-2855, or visit the Web site ( www.comm1radio.com). — Elizabeth A. Tennyson
Briefly Noted
Northern Airborne Technology has introduced its AMS 50 audio panel, featuring a split-com function that allows either pilot to use any one of up to four communications radios. The audio panel, which also includes a six-place intercom, marker-beacon receiver, and a seven-watt speaker output, will list for $1,995; deliveries are scheduled to begin in January 2000. For information or orders, call 250/763-2232. — Michael P. Collins
The ultimate holiday toy for the armchair pilot may be a remote-control flying saucer from Draganfly Innovations Inc. Fill the 38-inch-diameter envelope with helium, affix the twin-engine power unit, apply some ballast, and start flying. A two-stick transmitter allows the pilot to select forward or reverse thrust to the individual fans. The $87 saucer provides plenty of distracting fun in the office (as we soon found out), but there is no word yet on whether the FAA will allow you to log any of the time toward a multiengine or airship rating. Draganfly makes an entire line of saucers, airships, and helicopters that cover a wide range of prices. For more information, contact Draganfly Innovations at 306/955-9907, or visit the Web site ( www.rctoys.com). — Peter A. Bedell
AOPA member Jim Ness of Boynton Beach, Florida, has introduced the Flite Lite emergency cockpit lighting system. Using a chemical light source, Flite Lite provides hours of light without batteries that die or bulbs that can burn out. A self-adhesive backing allows the puck-sized light source to be mounted almost anywhere in the cockpit or on yourself. Flite Lite can also be imprinted with your company's logo. A package of two lights lists for $9.95; it is available exclusively from King Schools. To order, call 800/854-1001. — PAB
LoPresti Speed Merchants has introduced new Zip Tip wing tips for taper-wing Piper Cherokees. The fiberglass wing tips enclose position, strobe, and halogen recognition lights that draw only three amps. List price is $1,299. For more information, call 800/859-4757 or 561/562-4757; or visit the Web site ( www.flyfast-lopresti.com). — PAB
Wavesure LLC, of Greenwich, Connecticut, introduced the Nighthawk Microlight II, a small LED flashlight designed to provide hands-free light for various applications. The $17.99 Nighthawk can be strapped to a finger or clipped to a hat and provides plenty of light for most in-cockpit duties. The Nighthawk runs for a claimed 15 hours on two 1.5-volt button batteries. For information or orders, call 888/650-3345 or 203/531-3345; or visit the Web site ( www.wavesure.com). — PAB
Avionics Innovations has introduced the AICD II, the company's next-generation, FAA parts-manufacturer-approved AM/FM/CD player for general aviation aircraft. The AICD II features 24 station presets, a 150-disc title memory (when connected to a six- or 12-disc AI-Changer), the ability to run on 14- or 28-volt systems, and other playback features. For more information, contact the Ramona, California-based AI at 760/788-2602. — PAB
Icarus Instruments has developed the SatTalk satellite telephone system that uses the Iridium satellite telephone network for in-cockpit communications worldwide. Hands-free operation can be achieved through an intercom interface, which allows crewmembers or passengers to communicate through headsets. Telephone charges are $1.75 per minute in North America and $3 per minute anywhere else in the world. The system requires that a small GPS antenna be installed on the aircraft. The phone itself is small and can be mounted on the yoke or elsewhere in the cockpit. Total cost of the system is $3,995, which includes everything but a headset. For more information, contact Edmo Distributors at 509/535-8280, or visit the Web site ( www.edmo.com). — PAB
PS Engineering has introduced what it claims is the world's smallest audio panel/intercom combination, the PMA4000, which can fit into a two-inch instrument hole. The intercom uses PS Engineering's IntelliVox automatic squelch system and features a music input. Designed more for light IFR and homebuilt aircraft that lack panel space, the PMA4000 does not have the ability to listen to ADF or DME transmissions. Unlike other PS Engineering audio panels, the PMA4000 will not have available a marker beacon receiver. Minimum advertised price is $675. For more information, call PS Engineering at 423/988-9800. — PAB
Sporty's Pilot Shop is now offering an indestructible propeller lock for single- and twin-engine light airplanes. Sporty's says the links are impervious to hacksaw blades and bolt cutters. The lock and nylon-covered chain assembly weighs 12 pounds and lists for $170. To order, call 800/SPORTYS or 513/735-9000. — PAB
Sigtronics Corporation has introduced the SCI-4 and SCI-6 four- and six-place intercoms as replacements for the company's SPA-400 and -600 panel-mount intercoms. The SCI intercoms feature individual voice-activated squelch controls with indicator lights so that the pilot knows which circuit to adjust. Other features include crew and pilot isolate and simplified wiring for those replacing the SPA-400/600 series. For more information, call 909/305-9399, or visit the Web site ( www.sigtronics.com). — PAB
Stenbock & Everson Inc. has introduced three new videotapes in its Flying Consumer series. The Short Wing Pipers, The Cessna 182, and Flying with GAMIjectors are now available for $29.95 each and are available in VHS, NTSC, and PAL formats. For orders or information, call 800/966-4360 or 503/678-4360, or visit the Web site ( www.stenbock.com). — PAB
To complement AOPA Pilot's yearlong "In-Flight Emergencies" series, King Schools now offers a series of videotapes detailing what pilots need to know to deal with various emergencies. The most recent offering, Surviving Systems Emergencies, helps pilots to cope with the failure before it precipitates a major problem. Included in the video are procedures for dealing with communications loss, electrical failure, brake failure, and a cabin door that pops open. The 57-minute video costs $29. For information or orders, call 800/854-1001 or 619/541-2200; or e-mail [email protected]. — PAB
Unless otherwise stated, products listed herein have not been evaluated by AOPA Pilot editors. AOPA assumes no responsibility for products or services listed or for claims or actions by manufacturers or vendors. However, members unable to get satisfaction regarding products listed should advise AOPA. To submit products for evaluation, contact: New Products Editor, AOPA Pilot, 421 Aviation Way, Frederick, Maryland 21701; telephone 301/695-2350. Links to all Web sites referenced in this issue can be found on AOPA Online ( www.aopa.org/pilot/links/links9912.shtml).
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