iBFD vs coolAltitude Uso & Estadísticas

integrated Backup Flight Display (iBFD) Pilots understand the risk of a primary flight instrument failure while flying. In certain situations the loss of the Attitude Indicator is perhaps the greatest risk a pilot can face. This iPhone based integrated Backup Flight Display (iBFD) is an inexpensive, easy to operate tool intended to reduce risk and improve safety if an instrument fails and no other backup is available. This application consists of an Attitude Indicator, Heading Indicator, Altimeter, Vertical Speed Indicator, speed Indicator, Side Slip Indicator, and Clock. Furthermore, in the portrait mode of the iPad, a Map is displayed below the Attitude Indicator, and when you enter an airport code such as KFTW, the direction and distance to the airport are displayed. It can also be used as Flight Data Recorder(FDR) and Cockpit Voice Recorder(CVR). This function is activated by touching the red circle in the upper left corner. Recording is stopped by touching the red circle again or it will be stopped automatically when large G is applied. iBFD uses the iPhone's 3 axis Gyro sensor as its primary sensor. Pitch and Roll angles are calculated using the Gyro data and the same algorithm as strap down Inertial Reference Systems (IRS). GPS and Accelerometer are used with Kalman filter as sensor fusion to prevent gyro drift and improve Accuracy. The iBFD performs noticeably better than other comparable applications on the market. Unfortunately the iBFD doesn't have FAA certification. It doesn't have enough reliability for use as Primary Flight Instruments, and neither our software nor your iPhone have been subjected to rigorous certification tests. And the accuracy of Map and Airport Information is not guaranteed. All information displayed on the iBFD is for reference only! Therefore, we are not responsible for any death, injury or damage as a result of using the iBFD. USE THIS DEVICE AT YOUR OWN RISK! Nevertheless, during an In Flight Emergency having an iBFD is far better than having no instrument at all. Particularly if in a limited visibility situation with an inoperative Attitude Indicator. Engine vibration can affect accuracy of the iBFD, so special consideration must be given to mounting the iPhone to the cockpit instrument panel or glare shield. Other features (1) There are three display color modes; Day, Night or NVC. (2) Altitude/Speed is selectable in units of feet/knots, feet/MPH or meter/kilometers per hour. (3) Airspeed is calculated using GPS Speed, Wind Direction, and Wind Velocity. Wind Direction and Velocity are obtained via ATIS and set manually. (4) Pitch angle zero can be adjusted manually by touching center of the display or slider setting. (5) Magnetic Heading or True Heading, and GPS or M.S.(Magnetic Sensor) are selectable. (6) Settings Window for entering parameters and user preferences. (7) Battery Icon indication. (8) Recorded data can be accessed by Files. (9) Magnetic Heading can be adjusted with the slider. (10) Function to correct roll angle. However, when performing this function, the iPhone needs to be correctly placed horizontally. (11) Local time or UTC is selectable. (12) GPS Altimeter and Barometric Altimeter. (13) Roll indication by Sky pointer and Ground pointer. Note: Initial roll and pitch angle are calculated using the accelerometer at the time of alignment (same as real IRS). Therefore, if acceleration due to motion is applied during alignment, an angle error will occur. However, such initial angle error automatically decreases with time and disappears after a few minutes in case of level flight.

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coolAltitude

coolAltitude is easy to use tool designed for IFR pilots to help them with calculations of temperature corrections during ILS (CATI), RNAV/GNSS, VOR and NDB approaches in cold weather. It can decode SNOWTAM reports from METAR information. The strength of the tool lies in the amount of values you need to enter. Nobody is really willing to fill a lot of data to get simple calculation result. So the only data you need to enter are: •Intermediate approach altitude •Descent angle of the approach •Minimums •Runway elevation •Height over the runway threshold •And, of course, the temperature at the airport either in °C or °F •MSA and Go Around altitudes, if required •Optionally you may need to enter DME shift to work with DME’s offset from runway threshold. •Optionally SNOWTAM •Optionally GRF/RCAM As a reward for your effort you get in graphical and handy form: •Temperature corrected altitudes for all entered values •Temperature corrected altitudes for altitudes above the intermediate approach altitude •Temperature corrected altitudes for all relevant DME distances rounded in the way which makes them easy to use •Temperature corrected descent angle for FPA enabled airplanes •Pressure altitude of the airport in hectopascals •Table with temperature corrected (and uncorrected) values of vertical speeds (ft/min) during descend for different ground speeds (kt) •Table with conversion between QFE values in meters and QNH values in feet, of course with temperature corrected altitudes as well. All optimized for use in Russian regions •Decoded SNOWTAM including braking actions based on friction coefficient according ICAO as well as Normative/CIS scales. It provides (experimental) recommendation for braking actions based on runway contaminant and airport temperature. •RCAM - Runway Condition Assessment Matrix based on ICAO GRF – Global Reporting Format for Runway Surface Conditions. Corresponding aviation authority can certify this tool. It must be the part of operator’s EFB package. Otherwise it cannot be used in real operations.