No radar coverage. Intensity words are the FAA's (Pilot/Controller Glossary, Precipitation radar weather descriptions); at a boundary the higher one is shown.
Drawn by the planner from FAA airway, navaid and airport data, terrain and obstacle data and the weather advisories: airway numbers are the MEA each way. Not an FAA chart and not for navigation: use the current enroute chart.
The route chart is in the fuel-stop list above, with every stop on it.
Part 91 has no takeoff minimums. The planner checks that today's weather would let you fly an approach back in. Minimums are Category A, read from the FAA charts: confirm them and the chart notes before you rely on them.
People, bags, fuel and the weight and balance are on the next step.
Something wrong or confusing?
Tap a line for the detail. This checks the numbers against AFM limits and school settings. It does not replace a weather briefing, NOTAMs or the pilot in command's decision.
Built from NWS and FAA data in the order of a Flight Service standard briefing. It is not a recorded briefing: for one, use 1800wxbrief.com or call 1-800-WX-BRIEF.
Everything a chief instructor does once before students use the planner. Items the planner can check tick themselves; tap Mark done on the others when you have done them. This list opens at sign-in until every item is done.
AFM climb and takeoff data are at 2700 RPM. A governor set below that costs some power, so the planner limits the cruise RPM you can enter and uses this RPM for climb fuel flow.
The crosswind limit can only be set at or below the 17 kt the AFM demonstrates, and the balked-landing caution can only be at or above 3.3%. Anything outside the range is corrected when you save.
Percent added to the ground roll (carried into the 50 ft distance), before the AFM factor. Only grass is in the AFM (+10%). Dirt and wet are not in the AFM, so these are school values. The starting numbers are conservative suggestions: confirm or change them for your airplanes.
Dry paved and dry grooved paved use the AFM table as is. Wet corrections are added to the surface correction (wet grass adds the grass percent and the wet grass or dirt percent). Grass cannot be set below the AFM's 10%.
Turn this on only for a multi-engine airplane. It adds a Multi-engine card to the Takeoff step (Vmc, Vyse, accelerate-stop, one-engine climb, single-engine ceiling) and checks them in the go/no-go list. This planner carries AFM data for the P2010 only, so for a twin you enter the figures from that airplane's AFM or POH for today's weight and conditions. The planner cross-checks them but does not supply them.
Pick which minimums apply under Plan › step 1. Any value that is exceeded makes the go/no-go a No-go. Blank means no limit for that item. Minimums only add limits: the AFM limits and the cautions above still apply.
Type a pilot’s email and tap Invite. They get an email with a link to set a password, then sign in with that email and password. Only invited, active accounts can open the planner, and the database checks the same thing on every read.
Each pilot saves their own weight on the Load step (tap a seat); instructors and the chief instructor can update and confirm them. Instructors see everyone in the school; students see the instructors and themselves.
Paste one aircraft per line: tail, empty weight lb, arm in, weighed date, note. A moment in lb-in may replace the arm if you add moment= before it. Each record is checked before saving.
Save the people you fly with often, then pick them when you tap a seat. The list is private to you.
AFMS D16 EAP5-8/9/10: flaps T/O, lift-off 58 KIAS, 63 KIAS at 50 ft, full throttle and propeller, paved. Distances interpolated by weight, pressure altitude and OAT, then corrected and multiplied by the AFM's 1.10 factor.
These are not calculated here: the planner has no performance tables for a twin. Read each from the airplane's AFM or POH at today's weight, pressure altitude and temperature. Accelerate-stop uses the runway length selected on Weather. A cross-check does not replace the AFM.
The D16 supplement has no climb or descent time-fuel-distance charts. Climb time comes from the AFM en-route climb rate (with the school factor) at departure and at cruise altitude. Auto climb fuel uses the AFM full-throttle, best-power fuel flow at 2650 RPM at mid-climb. Descent is at cruise speed and cruise fuel flow. Reserve uses the cruise fuel flow.
AFMS D16 EAP5-17: flaps LAND, 75 KIAS short final, idle, paved, 1160 kg. Corrected and multiplied by the AFM's 1.67 factor.
Does a check look wrong?
This checks the planned numbers against AFM limits and your school settings. It does not replace a weather briefing, NOTAMs or the pilot in command's decision.
Weather, forecasts and winds are refreshed hourly into the shared store. The planner needs a connection to open; on the ground with no signal, use the PDF or copied sheet from your last plan.
After a flight, open Actuals and enter the fuel used and the climb rate you saw. Over several flights this shows whether the school climb factor and the fuel plan match your airplanes.