annotate / write on plates
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Greg Troyer
Nov 15, 2025, 9:37:01 AMNov 15
to Apps4Av Forum
Is it possible to annotate a plate (e.g., taxi diagram) on avareX?
If so - how? I have ipad mini with pencil -- missing this function from Avare.
Thanks all - what an amazing free project.
Apps4av Support
Nov 15, 2025, 4:53:21 PMNov 15
to Greg Troyer, Apps4Av Forum
Hi Greg
We dont have that feature. Legacy android app has it. If there is enough demand it will be added.
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Apps For Aviators Support,Forum: https://groups.google.com/forum/#!forum/apps4av-forum
Nicholas Boccio
Nov 18, 2025, 8:06:16 PMNov 18
to Apps4Av Forum
I'd like to express support for plate annotations as well. Very useful for plotting out complex taxi instructions.
David Farleman
Nov 20, 2025, 7:23:01 AMNov 20
to Nicholas Boccio, Apps4Av Forum
I would like to highlight/write on plates as well. Would also like to see the Airport Diagram automatically show upon landing at destination.
David Farleman
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Apps4av Support
Nov 20, 2025, 7:59:11 AMNov 20
to David Farleman, Nicholas Boccio, Apps4Av Forum
I have tried AD auto show many times and I works. I did it just a few days ago and it auto switched to the airport I landed on.
Regards,
Apps For Aviators Support,Forum: https://groups.google.com/forum/#!forum/apps4av-forum
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Dean Gibson ATP/CFI
Nov 20, 2025, 10:52:27 AMNov 20
to Apps4Av Forum
I think the idea of automatically switching to the Airport Diagram on landing is a really bad idea!
Suppose you arrive at minimums & can't see the runway, so you decide to execute a missed approach. Meanwhile, the software had decided that you have landed, & switches to the Airport Diagram, just when you need to QUICKLY read & the missed approach procedure.
GPS isn't accurate enough to make a definitive decision on whether you have landed. Aircraft have been known to execute a missed approach after touchdown (eg, runway incursion).
On Thursday, November 20, 2025 at 4:23:01 AM UTC-8 dfar...@gmail.com wrote:
... Would also like to see the Airport Diagram automatically show upon landing at destination.
Jeffrey Ross
Nov 20, 2025, 10:55:13 AMNov 20
to apps4a...@googlegroups.com
it is based upon ground speed not altitude, once you decelerate
below a specific speed (I don't recall the value) the software will
assume you have landed.
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Dean Gibson ATP/CFI
Nov 20, 2025, 11:37:11 AMNov 20
to apps4a...@googlegroups.com
I wasn't even thinking of altitude; using that would be suicidal.
I was thinking of the accuracy of detecting motion. There are
failure modes of GPSes that can (for a brief period) show no
movement. At least make it an option.
-- Dean ( http://airmen.mailpen.com/airman/dean/ )
Rod Kjerstad
Nov 21, 2025, 10:31:09 AMNov 21
to Apps4Av Forum
If you are flying a missed approach IFR, Avare should not be your primary means to navigate. Having the AD automatically display is a very useful function.
Dean Gibson ATP/CFI
Nov 21, 2025, 11:02:27 AMNov 21
to apps4a...@googlegroups.com
Oh? Then what's the point of using Avare? If you are referring to
redundancy, I carry two identical tablets. I also download all the
IFR charts from the FAA every 28 days, & generate a set of HTML
indexes for rapid access, but find Avare more convenient.
Jeffrey Ross
Nov 21, 2025, 11:52:12 AMNov 21
to apps4a...@googlegroups.com
forgive me a little tongue and cheek, but I don't think I'm
completely wrong...
We have gotten spoiled over maybe the last 15 years as everybody has moved from paper charts to geo-referenced moving maps on a handheld tablet and/or phone as well as full glass panels in the airplanes. I believe all panel mounted GPS units produced this century for GA aircraft have some sort of moving map.
The rarity of having an RMI in the aircraft was a wonderful luxury, no longer did you have to twist the VOR knob to identify a crossing radial, you could see it coming up, now just look down at your tablet, gps, whatever and you see exactly how far you are from the next waypoint. My first RNAV equipment was a LORAN, it held 3 waypoints... present position, and the next two waypoints, you can to keep putting in the "standby" waypoint.
The point is the tablet is a helpful tool, but it is simply a tool to present your charts and assist in your situational awareness, not be your primary means of navigation.
Jeff
We have gotten spoiled over maybe the last 15 years as everybody has moved from paper charts to geo-referenced moving maps on a handheld tablet and/or phone as well as full glass panels in the airplanes. I believe all panel mounted GPS units produced this century for GA aircraft have some sort of moving map.
The rarity of having an RMI in the aircraft was a wonderful luxury, no longer did you have to twist the VOR knob to identify a crossing radial, you could see it coming up, now just look down at your tablet, gps, whatever and you see exactly how far you are from the next waypoint. My first RNAV equipment was a LORAN, it held 3 waypoints... present position, and the next two waypoints, you can to keep putting in the "standby" waypoint.
The point is the tablet is a helpful tool, but it is simply a tool to present your charts and assist in your situational awareness, not be your primary means of navigation.
Jeff
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Dean Gibson ATP/CFI
Nov 21, 2025, 2:12:54 PMNov 21
to apps4a...@googlegroups.com
I couldn't agree with you more. I got my CFI-Instrument rating in
1969 (before I got my CFI-Airplane). Ever since, when I teach
students for their Instrument rating, we spend the last 15 hours of
instruction flying IFR cross-country completely partial panel in a
round dial airplane.
In my early CFI days, students wanted to be skilled pilots (not necessarily commercial). More recently, I find many students think of flying as a 3-dimensional video game.
Recent examples:
As an FAA-designated Chief Instructor for a couple flight schools, I've had students complain to an FAA inspector about my final stage check rides, where I take them into a 2200' runway with obstacles & expect them to perform. It seemed that their instructors did all their short-field training on a 5000' runway with no obstacles. Apparently they expected that they'd never have to fly into a short field except in am emergency. The amused FAA inspector told me to keep taking them into short fields.
I took one student on a phase check into a short field with 150' trees at both ends. When we departed, the student changed from a best-angle climb to a standard-rate climb at 50' AGL, just like she had been taught in training!
I had one IFR student who wanted to fly the flight school's class panel C-172. I had several issues with him & finally had to fire him from the school, for repeatedly sitting in the airplane learning the glass panel without the engine running, depleting the battery (a violation of school rules). Garmin makes a software package that you can run on a computer at home to learn, but he didn't want to do that.
I had one instructor whose interest in properly teaching Commercial maneuvers was sub-par. I complained to the school owner, who did nothing. Two weeks after I left the flight school, that instructor flew into the side of a mountain in night VFR weather, with two passengers (one survived for 4 hours on the side of the mountain before she froze to death). Alcohol was involved. I have my own opinion as to how/why it happened. Needless to say, that put that flight school out of business.
Then I had a multi-engine student on a phase check, when the door opened while still below rotation speed on a 9000' runway, attempted to continue the takeoff. After we taxied back for another try & took off, I subsequently simulated an engine failure on him in a steep turn. He didn't know what to do, because "no one had ever failed an engine on him in a steep turn before." Despite my protestations to the FAA, he completed his training with a CFI certificate, built his flight time, & last I heard, he was flying for some airline.
Flight instruction is really rewarding, but you can't compromise standards.
In my early CFI days, students wanted to be skilled pilots (not necessarily commercial). More recently, I find many students think of flying as a 3-dimensional video game.
Recent examples:
As an FAA-designated Chief Instructor for a couple flight schools, I've had students complain to an FAA inspector about my final stage check rides, where I take them into a 2200' runway with obstacles & expect them to perform. It seemed that their instructors did all their short-field training on a 5000' runway with no obstacles. Apparently they expected that they'd never have to fly into a short field except in am emergency. The amused FAA inspector told me to keep taking them into short fields.
I took one student on a phase check into a short field with 150' trees at both ends. When we departed, the student changed from a best-angle climb to a standard-rate climb at 50' AGL, just like she had been taught in training!
I had one IFR student who wanted to fly the flight school's class panel C-172. I had several issues with him & finally had to fire him from the school, for repeatedly sitting in the airplane learning the glass panel without the engine running, depleting the battery (a violation of school rules). Garmin makes a software package that you can run on a computer at home to learn, but he didn't want to do that.
I had one instructor whose interest in properly teaching Commercial maneuvers was sub-par. I complained to the school owner, who did nothing. Two weeks after I left the flight school, that instructor flew into the side of a mountain in night VFR weather, with two passengers (one survived for 4 hours on the side of the mountain before she froze to death). Alcohol was involved. I have my own opinion as to how/why it happened. Needless to say, that put that flight school out of business.
Then I had a multi-engine student on a phase check, when the door opened while still below rotation speed on a 9000' runway, attempted to continue the takeoff. After we taxied back for another try & took off, I subsequently simulated an engine failure on him in a steep turn. He didn't know what to do, because "no one had ever failed an engine on him in a steep turn before." Despite my protestations to the FAA, he completed his training with a CFI certificate, built his flight time, & last I heard, he was flying for some airline.
Flight instruction is really rewarding, but you can't compromise standards.
On 2025-11-21 08:51, Jeffrey Ross
wrote:
Forgive me a little tongue and cheek, but I don't think I'm completely wrong...
To view this discussion visit https://groups.google.com/d/msgid/apps4av-forum/77ad4565-38ea-40bc-bd91-377a88dbf44c%40bubble.org.
Apps4av Support
Nov 22, 2025, 8:42:29 PMNov 22
to Dean Gibson ATP/CFI, apps4a...@googlegroups.com
Dean, you are back, swinging the bat.
I never use auto switching the plates but many have demanded it and I respect the opinion of many over mine - everyone uses the app differently.
After I have landed, I switch to AD myself as part of the checklist after leaving the runway.
Options are hard to add in X.
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