![]() Some instruments have GSM technology built in, while others make use of Bluetooth or WiFi connections to your phone to send the data to servers on the internet – the advantage being that no extra data SIM is needed. Live tracking will be useful if you are heading off into the wilds. This system alerts pilots of potential collisions. You might also think about getting FLARM integration if you regularly fly in areas with lots of sailplane pilots whizzing about. Consider having two computers, each with different scales, if you fly in really busy skies. Look for a big display which you can easily zoom in and out of so you can have an overview of what airspace is coming up, and can get in close if you’re up tight against a prohibited area. These airspace avoidance aids are particularly useful when you start to fly XC beyond your familiar area.” “I also need a good snail trail to show me that I am clear of airspace as I go round it. World Cup pilot Adrian Thomas says, “I like to have an audio warning that tells me when I am going to hit airspace if I keep going in the same direction, or climbing at the same rate for some time. Some flight computers like the Compass and Oudie 3 have fully graphical screens, and nearly all give warnings when you’re getting close to prohibited areas. A big screen, preferably on a second unit, is ideal – you want the map to be clear and instantly visible. Many pilots add on a second instrument – a smartphone, tablet or Kobo to display this type of information. ![]() It’s time for a moving map airspace display. Nearly all instruments log flights as IGC files, so you can upload to your league, compare your flight with those of others, or replay it on Google Earth or Doarama, but a word of caution – some leagues don’t accept XCSoar tracks. Most instruments give fairly basic wind speed and direction information, because they don’t know your airspeed – so take this with a pinch of salt.ĭuring these initial adventures you should also learn to read an airspace map – many countries still require you to carry a paper map by law. Speed increases as you get pulled towards a climb. You’ll come to look at your speed indicator as much as your vario averager. Go for areas clear of airspace so you can focus on skills like finding the second and third climbs, and understanding how thermals drift and form. Knowing where you’re headed in advance makes it all much less daunting. Get the maps out and plan your potential flights long into the evening before the big day. It’s a bit like learning a new driving route: it’ll go in much better if you do it all manually rather than just plugging in the Sat Nav. You might think this is a bit old school, but we’d advise against flying with a complex moving map airspace display at this stage. QNE is the legal altitude, but GPS is still used by some cross-country leagues. In terms of avoiding airspace, we recommend QNE altitude and GPS altitude. Photo: Marcus KingĪltitude, speed and heading information all now come in useful – but don’t rush off for a full-spec instrument just yet. Route map … Top to bottom and left to right: Flymaster Live, Oudie, Flytec Connect 1, GoFly Kobo, Syride, Sensbox and the Skybean. Use your senses to feel the acceleration and observe how other pilots and birds etc are performing in comparison to you so you can build a picture of where the rising air is strongest. ![]() Once in the thermal you can monitor your progress by referencing your height to a feature on the hill such as a rock or a tree. Learning the way the glider moves as you approach a thermal will help you predict where the thermals are in relation to your wing. “Ditching the vario enables you to concentrate on searching for better lift rather than getting your senses flooded by what lift you just flew through,” he explains. Many pilots – including Bruce Goldsmith – suggest you learn to thermal without any instruments at all. Unless you are flying a hill that sits under airspace, you shouldn’t need to worry about your altitude, and you’ll start building a feel for how far you can glide. Getting used to the wing and how it reacts in turbulent air is the priority.”Īn audio-only vario is perfect – it allows you to get a feel for what the air is doing without having to be constantly looking at a screen. Naviter’s Andrej Kolar says, “Any instrumentation you use shouldn’t distract you from flying the wing. Instruments should be simple and easy to use. If you’re starting out, your priority should be learning your core flying skills. Live testing … Can you see the screen? Hear the beep? Is it charged? Is it recording your track? On test in the southern French Alps.
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