Help & frequently asked questions

No. It is a supplementary advisory workstation, not a navigation chart, official weather briefing, certified performance tool or GO / NO-GO decision. The Pilot in Command retains final authority. Obtain official weather, NOTAMs, charts and approved aircraft records.

Only the returned NOAA polygons and available bulletin fields are live when labeled live source. Aircraft empty weights, takeoff performance and the 1,800 ft / 6 SM destination examples remain illustrative. Pilot records and winds are self-reported. Always inspect each finding’s source, not just the weather status.

The current reference register includes KFXE, KFLL, KMIA, KPBI, KTPA, KJAX, KEYW, KORL, MYNN, MYBS and MYGF. Reference fixes include BIMINI, ZQA, ZFP, VKZ and ORL. You can also enter a degrees-and-minutes coordinate such as 2530N07900W. Unsupported identifiers show an error; this is not worldwide airport or certified fix coverage.

Select a polygon or an entry in the bulletin register beneath the map. The bulletin shows available issuance and validity times, levels, source and raw text. Missing bulletin text or levels are not reconstructed. Synthetic fallback products are explicitly labeled and must not be used as current weather.

It requests the combined NOAA snapshot. A successful snapshot can be returned from the five-minute cache, so clicking refresh does not guarantee a new upstream retrieval. The displayed UTC timestamp is retrieval time, not the age of each issued product. The page does not continuously refresh itself.

If one of the three NOAA endpoints fails or times out, a representative synthetic snapshot replaces the incomplete feed. A valid empty feed is different: it can display no polygons while remaining live. Neither state establishes clear weather; consult official sources.

No. The current test samples the planned line every 0.5 NM without a lateral buffer. Entry and exit times are approximate, and small areas can be missed. The reported cruise altitude and passage times are checked against product levels and validity. Missing fields remain uncertain. Do not use the displayed line as an avoidance margin.

No. Passage times use modeled cruise TAS and a single entered wind for all legs. Climb and descent are drawn using an illustrative 500 fpm; terrain and obstacles are not modeled. The surface band is a reference baseline, not a terrain profile. Timing currently uses the weather snapshot’s UTC date.

Not as an approved loading calculation. The selectable aircraft profiles use reference publications, but all current empty weights and empty-CG records are fictional. A tail number in your equipment record does not load that aircraft’s actual empty-weight report. Verify serial applicability, revision, station limits and the approved aircraft records.

The wind-panel runway list follows the destination. The takeoff-distance diagram currently uses a separate fixed 6,002 ft reference runway. Its distances use a generalized C172-based formula for all profiles, not aircraft-specific POH data. Wind, slope, surface and obstacle corrections are not applied.

Surface direction, sustained speed and gust are entered by you. The wind panel calculates headwind and crosswind against the selected destination runway heading and compares peak crosswind with your personal minimum. Runway headings are approximate magnetic values; ensure the wind uses a matching reference. Wind aloft is a separate true-direction input for route timing.

The model uses route ETE times reference hourly consumption, plus a 2.5 US gal allowance, then compares remaining fuel with a fixed 60-minute demonstration threshold. It does not calculate alternate, contingency or phase-specific fuel. A displayed zero reserve does not mean the trip is achievable. Verify usable fuel and applicable operating requirements.

Not until you choose Apply scenario. The comparison starts from your current inputs and lets you change departure hour, altitude and rear payload. Both columns use the same route and weather snapshot. Closing the comparison leaves the original unchanged.

No. The scenario only compares estimated passage with the validity of the current products. It does not move polygons, forecast new products or predict that a hazard will disappear. The threshold total is a modeled subset, not a complete risk score.

Pilot qualifications, currency entries and the tail-number equipment / maintenance record sync to your account. Flight route, loading, wind setup and scenario history are not yet saved across devices. Signed-out records are stored in that browser. All records remain unverified pilot-entered information.

Choose Sign in in the flight strip, then Create an account for email and password, or Continue with Google. Email accounts require address confirmation before first sign-in. Forgot password sends a reset link; follow it to set a new password. Use the same account on your other device to load your saved grounding records.

No. These are prompts based on entered dates, counts and equipment selections, not inspections of actual maintenance or logbook records. Currency rules have additional conditions and exceptions. The flight-review reminder uses an approximate day count. Confirm endorsements, privileges, equipment approvals and applicable regulations yourself.

The current record captures rating, total time, time in type, recent landings / approaches and an overwater-experience checkbox. It does not yet capture structured training sessions, recent IMC exposure, fatigue or attached logbooks. Do not assume those factors have been evaluated.