NAV SD Flymaster NAV SD User manual

User manual
Version:3.0

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Information in this document is subject to change without notice. Flymaster Avionics reserves
the right to change or improve its products and to make changes in the content without obliga-
tion to notify any person or organisation of such changes or improvements. Visit the Flymaster
Avionics website (www.ymaster-avionics.com) for current updates and supplemental informa-
tion concerning the use and operation of this and other Flymaster Avionics products. Warning
It is the sole responsibility of the pilot to operate the aircraft in a safe manner, maintain full
surveillance of all ying conditions at all times, and not become distracted by the Flymaster
NAV SD . Flymaster Avionics is not responsible for any damages resulting from incorrect or no
data provided by the Flymaster NAV SD . Flight safety is the sole responsibility of the pilot. It
is unsafe to operate the Flymaster NAV SD while in the air. Failure by the pilot equipped with
a Flymaster NAV SD to pay full attention to the aircraft and ying conditions while ying could
result in accident with property damage and/or personal injury.

Contents
Page
1 Getting Started 4
1.1 Charging the Battery .................................. 4
1.2 NAV SD Keys ...................................... 4
1.3 Using keys Inside Menu ................................ 5
1.4 Switching NAV SD On and O ............................ 5
1.5 Resetting the NAV SD ................................ 6
1.6 Setting the Volume ................................... 6
1.7 Flight Start and Recording .............................. 6
2 Flight Mode 7
3 NAV SD Elements 8
3.1 Graphical Elements ................................... 8
3.1.1 Battery ..................................... 8
3.1.2 Sound ...................................... 8
3.1.3 GPS ....................................... 9
3.1.4 Vario ...................................... 9
3.1.5 Navigation Circle ................................ 11
3.1.6 Airspaces Map ................................. 13
3.1.7 Altitude graph ................................. 14
3.1.8 Wind Arrow .................................. 15
3.1.9 Map Page .................................... 15
3.1.10 Compass .................................... 16
3.2 Data eld Elements ................................... 17
4 Menu mode 21
4.1 Waypoints and Task .................................. 22
4.1.1 Waypoints Actions Menu ........................... 23
4.1.2 TaskList ..................................... 24
4.2 Task Delay ....................................... 27
4.3 TaskNavigator ..................................... 28
4.4 Critical Airspaces .................................... 28
4.5 Triangle Assistent ................................... 30
4.6 Nearby Landings .................................... 31
4.7 Flight Log ........................................ 31
4.8 Pages .......................................... 34
4.9 Settings Menu ...................................... 35
4.9.1 Set Altimeter .................................. 36
2

4.9.2 Time ....................................... 37
4.9.3 Vario Acoustics ................................. 37
4.9.4 Alerts ...................................... 39
4.9.5 Advanced Features ............................... 39
4.9.6 Trace ...................................... 41
4.9.7 Screen ...................................... 43
4.9.8 Language/Units ................................ 45
4.9.9 Device Settings ................................. 46
4.9.10 RF Probes ................................... 46
4.9.11 Probe Alerts .................................. 47
4.9.12 Calibration ................................... 48
4.9.13 Polar ....................................... 48
4.9.14 Data elds ................................... 49
4.9.15 FS Keys ..................................... 49
4.9.16 Navigation Settings .............................. 50
4.9.17 Airspace settings ................................ 51
4.9.18 GPS status ................................... 52
5 TaskDenition 54
6 McCready Functions 57
7 Flying a FAI Triangle 58
8 Compass Calibration 61
8.1 Accelerometer Calibration ............................... 61
8.2 Magnetometer Calibration ............................... 61
9 Firmware 64
10 Interfacing with GPSDump 66
10.1 Conguring GPSDump ................................. 66
10.2 Uploading Waypoints .................................. 67
10.3 Downloading tracklogs ................................. 69
3

1 Getting Started
Fully charge battery before using your Flymaster for the rst time.
Figure 1.1: right view
The battery may be charged by either connecting the NAV SD USB connector to the wall socket charger,
or to a powered USB port using the USB cable. USB connector can be found on the right side of the NAV
SD (see gure 1.1).
1.1 Charging the Battery
Flymaster NAV SD has an advanced battery power management system, which gives the pilot accurate
information about the battery state, as well as the charging time and battery remaining time.
To charge the Flymaster NAV SD battery you may use the wall charger, the USB cable, or the car charger.
Original Flymaster accessories are recommended in order to avoid damage to the power management
system.
The Flymaster NAV SD has 2 charging modes, namely, Quick Charge and Slow charge . The charging
mode choice is automatic and based on the power source. Quick charge mode is activated when charging
with the wall charger or the car charger, while Slow Charge mode is activated when a USB cable connected
to a PC or MAC is used.
Charging, and battery status information is shown on both the power up screen and the Shutdown menu.
When the Flymaster NAV SD is connected to a power supply (wall charger or via USB cable), even with
the unit o, the instrument will show if it is being Slow or Fast charged. The time remaining to full charge
is also shown. This may not appear immediately when a power source is connected, since the instrument
requires some time to calculate the remaining charge time. A Slow charge is ok for topping up the battery
but not for fully charging. Use the wall or car charger to fully charge the instrument.
Note: The instrument will not charge when it is turned on and connected to a PC. The
instrument must be turned o in order to charge the battery using the PC USB port . This
behavior is deliberate to prevent overwhelming competition organizer's download hubs.
Note: Charging the instrument with high ambient temperatures should be avoided. Such
action can cause the battery to overheat and aect battery health.
1.2 NAV SD Keys
Four keys are used to interact with NAV SD (see Figure 1.2). In this manual we will call MENU key - S1,
ENTER key - S2, UP key - S3, and DOWN - S4. Each key has 2 functions depending whether the device
is in ight mode or in menu mode. Additionally the MENU key is used to power-up the NAV SD when it
is switched o.
4

Figure 1.2: NAV SD keypad
In the ight mode Keys S2, S3 and S4 have user congurable functions F1, F2 and F3. Functions are
allocated in the Menu->Settings->FS Keys (see Section 4.9.15). A Function can be accessed by pressing
the corresponding key for at least one second (long press).
Note: If the active page includes a Map (Task Map, or Airspaces Map) S3, and S4, can be used
to zoom in and out of the map whilst the S2 will switch page. Such action can be accomplished
by pressing the key for less than 1 second (short key press).
In menu mode all keys have xed functions shown by symbols on the keys namely S3=Move Up S4=Move
Down, S2=Enter and S1=Back(Exit).
1.3 Using keys Inside Menu
Changing parameters on the NAV SD can be performed through the menu. Changing a parameter involves
accessing the menu, selecting an option, and then changing a specic eld value. Accessing the main menu
can be done by pressing the MENU key in ight mode. Once in the menu, UP(S3), and DOWN(S4) keys
can be used to scroll up and down through the menu options list. During the scrolling process the selected
option is highlighted. The ENTER(S2) key should be used to access the option. Depending on the menu
option, a new menu options list, or a data elds list appears. In any time pressing the MENU(S1) key
takes you back. When accessing data elds the associated menu option becomes grayed and the respective
eld data item is highlighted. Using the UP and DOWN keys changes the value on each eld. Pushing
the ENTER key moves to the next eld, or in same cases to the next character/digit. Conversely, pushing
MENU key moves to the previous eld, or to the previews character/digit. If the ENTER key is pushed on
the last eld all the data in the selection section is stored and control returns to the conguration menu.
Inversely, if the MENU key is pushed on the rst data eld the changed settings are ignored and control
is returned to the conguration menu.
Tip: When setting a data eld that involves setting several characters, e.g. when dening
a waypoint name, after dening the desired characters, pushing the ENTER key continually
for more than 2 seconds will make the cursor jump to the next data eld, or return to the
conguration menu if no more data eld needs to be set.
1.4 Switching NAV SD On and O
To switch on the NAV SD , briey push the S1 key (Menu Key). This will display the start up screen
with a 10 second countdown . Pushing the S2 (Enter key) before the 10 seconds have elapsed will power
up the NAV SD . The NAV SD initiates in ight mode. If the S2 key is not pushed within 10 seconds the
NAV SD returns to sleep. To switch o the NAV SD , push the S1(menu key) to activate menu mode,
then use the S3 or S4 to select the Shutdown item, and nally push the S2 Key.
5

1.5 Resetting the NAV SD
The reset procedure allows the pilot to restart the NAV SD in the unlikely event that it freezes, or stops
responding (if this ever occur please report it to our support email). To reset the NAV SD push S1 (Menu)
key and the S4 (Down arrow) key, simultaneously, for at least two seconds. The display will go blank and
after will return in Flight mode.
Note: Resetting the NAV SD will also reset ight data, e.g. task status.
1.6 Setting the Volume
The NAV SD sound volume can be adjust using one FS Key, or trough the Vario Accoustics option of the
Settings Menu (see Section 4.9.3). The NAV SD has six dierent sound levels, plus no sound . The current
volume level can be seen using the sound element (see Section 3.1.2 for more details).
Pressing the dened FS Key will scroll up the sound level until the maximum value. Pressing more will
mute the sound before start scrolling again starting from the minimum value.
Note: Changing the volume using an FS key is only valid for the current ight, and will not
override the volume level setting. Every time the instrument is turned on, if the sound is
muted, an alarm is generated in order to notify the pilot.
Note: When the instrument is turned on the sound can be muted despite the volume level
settings. This occurs due to the Auto silent mode is activated (see Section 4.9.5 for more
details)
1.7 Flight Start and Recording
Most of the NAV SD features are only available after the Flight Start . This procedure is taken in order to
avoid wrong calculations due to missing data. Flight starts when all of there 3 conditions are met:
1. GPS 3d x is established;
2. Speed goes over the congured Start Speed (default value is 8km/h)
3. Average vario is greater than +-0.15m/s
6

2 Flight Mode
The Flymaster NAV SD has two main working modes, namely Flight mode, and Menu mode. Flight mode
is used during ight, and this allows the user to see information such as Altitude, Speed, or Vario. The
NAV SD can have up to 16 dierent pages (see Figure 2.1) in memory. Each page corresponds to a dierent
screen, which can be completely congured by the user. A set of 16 pages is called a Layout. Once a
Layout containing multiple pages has been dened, the user can congure one function key to switch page
(see Section 4.9.15 for some page examples) in Flight Mode . Pages can also be switched automatically
using triggers (see Section 4.9.7 ).
Note: If the active page includes a Map (Task Map, or Airspaces Map) S2 key will switch page.
Figure 2.1: Page examples (Some elements on the picture could not be available on your model)
Screen layout can be congured by the user using a free application, called Flymaster Designer which can
be downloaded from the Flymaster website (www.ymaster.net). This intuitive tool allows the user to
create an unlimited number of layouts, which can be saved to the computer, uploaded to the instrument,
and even shared with other Flymaster users. See the Designer user manual, available on the website for
more information about the Designer tool.
Designing a Layout consists of inserting a set of objects, called Elements , in the desired position, and with
the desired dimensions, in each of the available 16 pages. The Designer works by what you see is what
you get . This means that when you insert a element in a page, and after uploading the layout to the
instrument, you will see exactly the same thing on the NAV SD screen.
Note: If a Layout is uploaded to the NAV SD the previews layout is deleted (all pages are
deleted).
There are several elements available for the NAV SD which are presented in the following section.
7

3 NAV SD Elements
The main objective of an element is to provide information to the user. Elements can be Graphical, or
Data Field type. Each element has its own properties which can be changed in order to alter the element
behaviour, and/or shape.
3.1 Graphical Elements
Graphical elements are characterized by providing information in a graphical way. Most of the graphical
elements have xed dimensions, although their position can be altered.
As the NAV SD rmware evolves the list of Graphical Elements will likely grow. The current list includes
the following graphical elements.
3.1.1 Battery
The Battery Element provides a graphical indication of the current battery level. In Table 3.1 it is possible
to see the relationship between what is shown and the actual battery level in percentage. This element
has xed dimensions.
Table 3.1: Battery Element description
Symbol Description
Battery level above 90%
Battery level between 70% and 89%
Battery level between 50% and 69%
Battery level between 30% and 49%
Battery level between 15% and 29%
Less than 15% battery remaining
3.1.2 Sound
The Sound Element provides graphical representation on the current volume level. Table 3.2 Shows the
relationship between what is shown and the sound level. This element has xed dimensions.
Table 3.2: Sound Element description
Symbol Description
Sound Level 6 (maximum sound level)
Sound Level 5
Sound Level 4
Sound Level 3
Sound Level 2
Sound Level 1
Sound is muted (No sound)
8

3.1.3 GPS
The GPS Element provides graphical indication about the current GPS signal quality. Basically, the
lower the PDOP value (position dilution of precision), the more accurate calculations are for determining
position. Values bellow 3.0 are fairly accurate. The relationship between what is shown and the signal
quality can be seen in Table 3.3. Note that FAI rules require 3D tracklog data, which includes GPS altitude .
Table 3.3: GPS signal quality
Symbol Description
3D position with a PDOP bellow 1.5
3D position with a PDOP between than 1.5 and 2.0
3D position with a PDOP between than 2.0 and 3.0
3D position with a PDOP greater than 3.0
2D position (no altitude information)
No GPS Signal
Therefore the NAV SD will only start recording a tracklog when 3D information is available. The NAV
SD has an high sensitivity 50 channel GPS receiver which oers unmatched tracking performance in harsh
signal environments (-160 dBm sensitivity), and very short acquisition times. The NAV SD has a 4 Hz GPS
update rate (most of others only provide 1Hz) which allows the NAV SD pilot to see very small speed and
position changes. Furthermore, the movement of the direction arrow is smoother and any position change
is shown in a quarter of the time of other devices. Note that the 4 Hz update rate requires more than 5
satellites in view. More information about GPS accuracy and also other GPS related information can be
seen in ( http://en.wikipedia.org/wiki/Error_analysis_for_the_Global_Positioning_System ).
3.1.4 Vario
The Analog Vario Elements shows information regarding the analogue instantaneous vertical speed. There
are four dierent Elements that can be used to display the vario. All of these element can be resized and
re-positioned.
Analog Vario
This Element which can be resized and repositioned, graphically represents the rate of climb, scaled from
0 m/s to +/-10 m/s depending if you are climbing or sinking Figure 3.1.
Figure 3.1: Analog Vario
When the NAV SD detects that the pilot is climbing, a black bar starts to grow on the left, from the
bottom of the scale to the top ,with 0.1 m/s increments. The same bar grows on the right, from the top
of the scale to the bottom, if sinking is detected.
9

Big Analog Vario
The Big Analog Vario element shows the instantaneous vertical speed (Figure 3.2). This element can be
resized and re-positioned.
Figure 3.2: Big Analog Vario
This Element graphically represents the rate of climb, scaled from 0 m/s to +/-10 m/s depending if you
are climbing or sinking. In this Element a black bar starts from the middle of the scale and grows at 0.1
m/s increments, up to 5 m/s at the top of the scale. When 5 m/s value is reached the black bar starts to
disappear from 0 m/s (middle of the scale) until the top of the scale. When the bar completely disappears
the climbing rate is equal, or above 10 m/s. The same process occurs when descending, but from the
middle of the scale to the bottom.
Double Bar Analog Vario and McCready Indicator
The Double Bar Analog Vario element shows not only the instantaneous vertical speed, but also the
Average Thermal and Next Expected Thermal (McCready Indicator) (see Figure 3.3). This element can
be resized and re-positioned. The element consists of 4 columns. In the left most column a black bar is
shown which indicates the average thermal climb rate. This value is always positive. In the next column
a double arrow is shown which indicates the next expected thermal climb rate. Finally, the last columns
show 2 bars indicating the climb rate and the sink rate. See more about the McCready indicator in
Chapter 6.
Figure 3.3: Double Bar Vario and McCready Indicator
Dial Analog Vario
The Dial Analogue Vario element shows the instantaneous vertical speed (Figure 3.4). This element can
be resized and re-positioned. Climb or sink rates are shown by the position of the needle on the analogue
dial. The maximum and minimum climb rates can be set using the DESIGNER software.
10

Figure 3.4: Dial Vario
3.1.5 Navigation Circle
The Navigation Element is a multi-information element which shows graphically the bearing, wind direction
and thermal core. Additionally, if a destination was dened (waypoint) the navigation element will also
indicates the direction to the waypoint center, the waypoint edge and the direction to the waypoint after
the next one. This element cannot be resized but can be re-positioned. For navigation information to be
displayed the NAV SD the Start Fligth conditions must be met (see Section 4.9.5).
Figure 3.5: Navigation Element
Navigation information is shown within the inner most circles. The external circle contains the cardinal
points and the Wind Flag. The current traveling direction (bearing) corresponds to the point indicated in
the top of the navigation circle. On the example shown in Figure 3.5, the bearing is approximately 80 º .
Navigation Arrows
When a route is active the direction of next optimal point is pointed by an arrow (larger arrow 1). The
optimal point corresponds to the unique point on the waypoint cylinder which lies along the optimal route
(red route in the Figure 3.6 example). If no route is dened the arrow will start showing the direction to
the takeo, after the takeo is detected (TakeO is the point taken when the Flight Starts)
Figure 3.6: Route Optimisation
11

During a competition task ight using the optimal tangent navigation saves a substantial amount of time.
The smaller arrow 2 in the Figure 3.6 example points to the centre of next waypoint cylinder (WP1), and
the arrow 3 points to the optimised edge of the waypoint after the next one (WP2). The combination of
all three arrows provides a spatial location of the pilot relative to the next 2 waypoints. The example in
Figure 3.6 shows a hypothetical task. A pilot navigating to the centre of the waypoint (following arrow
2) will probably be ying the blue course, whilst a pilot navigating using arrow 1, so probably ying the
optimised route (red course), will y the substantially shorter route. The direction to the waypoint after
the next one (WP2) is represented by arrow 3. In the example arrow 3 is pointing along the green line,
which shows the direction to WP2, even though WP1 has not been reached. Small course corrections are
sometimes required and these are shown on the NAV SD by a ne adjustment indicator in the form of the
small arrow 4. Arrow 4 to the left means the pilot should turn slightly to the left, and inversely arrow 4
to the right indicates a small adjustment to the right is needed. In the example of Figure 3.6 arrow 4 is
pointing to right indicating that the pilot should turn right slightly.
When the course is perfect, i.e. less than 1 º o, the NAV SD indicates this by showing a large arrow
forward (Figure 3.7).
Figure 3.7: Perfect Heading
Note that, a start is automatically validated when a pilot correctly completes the start. Until the start is
valid the NAV SD will not advance to the next point in the route. Another important aspect of the start
is that the NAV SD does not point to the start cylinder but rather to the next turn point on the list. The
distance to the start will become highlighted when the pilot is in an irregular position, i.e. inside a start
cylinder where he should be out or vice-versa.
Thermal Core Map
Another useful feature of the Navigation Circle Element is the thermal core map. This map corresponds to
a black dot which is shown inside the inner navigation wheel (together with the navigation arrows).During
a thermal climb the NAV SD keeps track of the strongest climb values point for each 50m layer. The
point of strongest lift is then graphically represented by the black ball in the inner Navigation Circle,
showing where the thermal core is relative to the pilot's position. The position of the dot (thermal core)
is constantly updated as the pilot moves. When the pilot is over 300m from the thermal core the dot will
be at the edge of the circle. As the pilot moves closer to the thermal core the dot will move towards the
center.
Figure 3.8: Thermap Core Map
In Figure 3.8 the thermal core is currently behind the pilot at a distance of approximately 150 meters
(half of 300 m wheel radius).
12

Wind Flag
The external circle contains a small ag which indicates the Wind Direction relative to the pilot direction
( direction the wind is coming from ). For example, if the pilot is facing the wind then the ag is on the
top of the circle. In the example of (Figure 3.5) the wind is blowing from Northeast.
3.1.6 Airspaces Map
The Airspaces Map element provides information to the user relative to specic three-dimensional objects,
previously loaded to the instrument. Each of this objects can be an airspace volume. Airspace information
can loaded to the instrument using the Flymaster Designer software (see Designer user manual for more
information). The NAV SD only accepts data in the OpenAir format, and it has a limitation of 12000
polygons points. (See http://www.gdal.org/ogr/drv_openair.html for more information about the
open air format).
Figure 3.9: Airspace Element
When the element of Figure 3.9 is inserted in a layout using DESIGNER, a 2D map (box) is shown on
the instrument (see Figure 3.10). On the bottom left of the map the scale is indicated in Km, and on the
centre of the map is an arrow. This arrow represents the pilot position, and its orientation indicates the
bearing of the movement. The map is always oriented North Up .
Note: When new Airspaces data is uploaded to the NAV SD using DESIGNER the previews
data is deleted. If a empty Airspaces data le is uploaded then all the Airspaces will be deleted.
The rst time the map is drawn, it is centred on the last GPS position the NAV SD has in its memory.
The map is re-centred once the ight starts i.e. when a valid gps signal exists, and the start speed (see
Section 4.9.5) is reached.
Note: After new Airspace data is uploaded to the NAV SD it can only be seen on the Map
after the Flight Starts .
Once the ight starts, the map is redrawn with an arrow (representing the pilot) which will move around
the map, indicating the relative position of the pilot to each of the airspace areas. If the pilot is outside
a visible airspace area then a gray line is used to draw the area, whereas if the pilot is inside the airspace
then a black line is used instead. Note that being inside a airspace area (2D) does not mean that the
airspace is being violated, since the pilot can be above, or below the dened 3D shape. In order to have
more information about possible airspaceÂs violation, some data elds should be added to the layout.
This data elds are Distance to CTR, Altitude to CTR, and CTR Status (Figure 3.10).
The Dist. CTR data eld shows the shortest horizontal distance to the nearest airspace line. This distance
is always positive. Similarly, the Alt. To CTR shows the shortest vertical distance to nearest airspace line.
Unlike the horizontal distance, the vertical distance can be negative. A positive vertical distance indicates
that you are outside the airspace, whereas a negative distance indicates that you are inside the airspace.
Additionally, the CTR status eld will indicate if an airspace is being violated by displaying Violating .
If the pilot is not violating the airspace but it is inside a predened margin then the messages Altitude
Imminent , or Position Imminent will be shown.
13

Figure 3.10: Airspace Map and Associated Data Fields
When the page contains an airspace map element, the UP, and DOWN keys, can be used to change the
map scale: pressing the UP key will decrease the scale, and the DOWN key will increase the scale. The
corresponding user dened key function will be disabled.
3.1.7 Altitude graph
The Altitude graph element (Figure 3.11) corresponds to a graph of barometric altitude versus time.
Altitude is shown in the vertical axis graduated in meters with time shown on the horizontal axis graduated
in seconds.
Figure 3.11: Altitude Graph Element
The range of the horizontal axis is xed and corresponds to 240 seconds (4 minutes), while the range of the
vertical axis is automatically adjusted in order to accommodate the gained height. In reality the altitude
graph element is a plot of the absolute barometric altitude over the last 4 minutes of ight (Figure 3.12).
14

Figure 3.12: Altitude Plot
3.1.8 Wind Arrow
The Wind Arrow element (Figure 3.13) is a re-sizable graphical element.
Figure 3.13: Wind Arrow Element
When used in a layout an arrow is draw showing the wind direction relative to the pilot direction ( direction
the wind is coming from ). For example, if the pilot is facing the wind then the arrow points south (bottom
of the screen). Centered over the arrow is a circle in which a number is displayed showing the wind speed
in Km/h (Figure 3.14). In the example of (Figure 3.14) the wind is blowing from East. Both, the wind
speed, and direction, value can be seen in a data elds.
Figure 3.14: Wind Arrow
Note that both wind direction, and speed, are calculated based on the GPS ground speed while the pilot
is turning, so there is no need of wind speed probe. The wind speed calculation accuracy increases with
the number of turns made.
3.1.9 Map Page
The MAP element (Figure 3.15) provides information to the user about their position relative to waypoints,
cylinder edges and the pilot's trace or track. This element can be resized and moved around the screen.
15

Figure 3.15: Map Element
A typical map page in ight may look like Figure. 20. In this gure is shown the scale on the bottom left.
The scale can be manually changed by pressing the F1 button to enlarge the map and therefore reduce
the scale, and conversely by pressing the F2 button to reduce the map and therefore increase the scale.
Figure 3.16: Map Page
If ying a competition route, the optimized route is drawn between the turnpoint cylinders. The position
of the pilot is indicated by the arrow and the trace for the last approximately 4 mins of the ight is shown.
Traces older than 4 mins are erased to reduce clutter on the screen.
Figure 3.17: Compass Element
3.1.10 Compass
The Compass element (Figure 3.17) show all the data provided by the NAV SD built in magnetic compass.
This element can be resized and moved around the screen. The compass includes an arrow which is always
alined with the NAV SD . If the NAV SD is turned the cardinal points will also turn in order the arrow
tip points the right cardinal point.
Figure 3.18: Compass example
In the example of Figure 3.18 the NAV SD is pointing almost to East. The direction is represented by the
arrow, and also indicated numerical (76 ° degrees).
16

3.2 Data eld Elements
Data eld elements can be used to shown numerical information like altitude, vertical speed, speed, glide
ratio, and many others.
These elements have congurable size, and position, although the text within has only 3 possible sizes.
The folowing table explains the available data elds. As the NAV SD rmware evolves this list will likely
grow.
Table 3.4: Data elds Description
Field ID Description
A.OverGoal Altitude over goal is the dierence between the current altitude
and the goal's altitude based on barometric pressure values.
Above To Altitude above takeo is the altitude over the ight starting point.
Abs.Pressure Absolute atmospheric pressure value in Pascals.
Active waypoint Active turnpoint name.
AirTemp. Air Temperature as measured by the wireless speed probe.
Alt.Gain Altitude Gain. Altitude gained in current thermal.
Alt.Gain/Loss Altitude Gain/Loss. When at the top of the thermal displays the
altitude gained from the base of the thermal, else displays the
altitude lost since reaching the top of thermal.
Alt.to CTR Altitude to CTR shows altitude to controller airspace, a negative
number indicates we must sink to come out of controlled airspace.
Altitude Current altitude. This altitude is calculated based on the baro-
metric pressure and depends on the QNH value.
Altitude2 Second Altimeter which can be set independently to the main
altimeter.
Arrival Goal Estimated arrival height above Goal. The height is calculated
considering the average glide ratio that has being made. This
means that wind, day quality and glider performance are used in
the calculations.
Arrival Next Estimated arrival height above the next waypoint. This means
that wind, day quality and glider performance are used in the
calculations.
Ave.Speed Average ground speed calculated using a lter to show a smoothed
speed, eliminating erratic speed changes due to glider pitching,
etc.
Ave.Vario Average Vario calculated using an integration time constant in
order to indicate smoother climbing rates.
AveROT Average rate of turn in degrees per second.
Battery Shows battery strength as a percentage of complete charge
Bearing Current bearing in degrees.
Ceiling Shows the upper altitude of the airspace causing the warning, i.e.
airspace that you are violating or close to violating.
ConeVSpd The minimum thermal speed which compensates stop to climb
instead of going straight to the Conical End of Speed Section.
CTR Name Name of the airspace causing warning or violation.
CTR Status Status message of airspace, will show Violating when in controlled
airspace, Immenent Alt when close to entering airspace vertically
or Pos.Immenent when close to entering airspace horizontally.
Cur.G.R. Current glide ratio calculated using the average vario value, and
average ground speed.
Date Current date. This value is automatic set when the device gets a
valid GPS Signal Continued on next page
17

Table 3.4 continued from previous page
Field ID Description
Dist.CTR Distance to controlled airspace. When more than one airspace
area is in range the closest will be shown. When inside an airspace
area the distance shown is to the closest edge.
Dist.Cone Horizontal distance from the pilot position to the cone.
Dist.ConeA Horizontal distance from the pilot to the cone arrival point.
Dist.Edge Distance to Edge. Shortest distance to the optimal point of the
next waypoint using route optimisation.
Dist.Goal Distance to goal is the total distance from the current position to
the goal. The distance is calculated considering that the optimal
route is made through all pending turnpoints.
Dist.Line Distance to Line. Shortest distance to the waypoint line circle.
Distance line corresponds to the Distance Next minus the way-
point radius.
Dist.Next Distance to Next. Shortest distance to the waypoint center. Dis-
tance next corresponds to the Distance Line plus the waypoint
radius.
Dist.Start Distance to start. Shortest distance to the start cylinder.
Dist.Thermal Shortest distance to last thermal core (thermal dot).
Dist.To Distance to take o is the distance between the current point and
the ight starting point.
Dur. Flight Duration. Duration of the current ight.
Flight Level Current altitude in hundreds of feet, based on a xed QNH of
1013.25hPa.
Floor Shows the lower altitude of the airspace causing the warning, i.e.
airspace that you are violating or close to violating.
Fuel Fuel level in liters (available when connected with Flymaster M1).
G-Force Current G-Force being experienced by the pilot when using the
Heart-G sensor.
Goal Close Remaining time to goal close.
GPS Alti Altitude reported by the GPS.
G.R.Goal Glide ratio to goal. Necessary glide ratio to reach the Goal consid-
ering that the optimal route trough remainng waypoints is made.
G.R.M.G. Glide ratio made good. The actual glide ratio towards the active
turn point. It is calculated using the integrated vario, and the
VMG.
G.R.Next Glide Ratio to Next. Necessary glide ratio to reach the next turn
point.
G.R.To Glide ratio to takeo. Necessary glide ratio to reach the take o.
Heading Heading in degrees returned by GPS.
Int.Temperature Temperature inside the instrument.
Land In During competition tasks it is common, usually due to safety rea-
sons, to have a land by time. The land by time is dened by
adding a waypoint typically the goal to the already dened task,
setting it as Landing and dening the time. Land in shows the
amount of time remaining before having to be on the ground.
Latitude Current position latitude according to the format dened in the
settings menu.
Longitude Current position longitude according to the format dened in the
settings menu.
Max.Alti Maximum altitude reached during current ight. This is based on
barometric altitude. Continued on next page
18

Table 3.4 continued from previous page
Field ID Description
Max.Climb Once a ight has started, it shows the maximum rate of climb
encountered during the ight. This value uses the integrated vario
not the instantaneous rate of climb. This provides good indication
of the quality of the day's thermals. This value is reset when the
instrument is switched o.
Max.Sink Once a ight has started shows the maximum sink encountered
during the ight. Note that these values are using the integrated
vario. When the instrument is switched o this value is reset back
to zero.
Max.Speed Maximum Speed (returned by GPS) reached during the ight.
When the instrument is switched o this value is reset back to
zero.
McRdyNxtThrm Next thermal expected average speed calculated based on the Mc-
Cready Theory. Considering the dened polar it calculates the
speed next thermal should have if you are ying at a certain mea-
sured True Air Speed (TAS Probe needed). This value is related
with the Speed to Fly and is shown graphically in the Double Bar
Vario.
MotorTemp Motor Temperature (available when connected with Flymaster
M1).
OptGndSpdCone The Ground Speed that you should y in order to minimize the
time to reach the Conical End of Speed Section. This value is
calculated adding the Wind over the current course to the Optimal
Speed To Cone.
OptSpdCone The True Air Speed that you should y in order to minimize the
time to reach the Conical End of Speed Section. This value is
calculated based on the Cone ratio and the dened polar.
Page Num. Current layout active page number.
Pulse Current heartbeat in beats per minute, when using the Flymaster
Heart-G sensor.
RPM Motor revolutions per minute (available when connected with Fly-
master M1).
Speed Indicates ground speed. The speed is only available when the GPS
receiver has a valid signal.
Speed Strt Speed to Start. The speed at which the pilot must y in order to
reach the start gate exactly at its opening.
SpeedToFly Optimal Speed to Fly value calculated according the McCready
Theory. The True Air Speed value is calculated based on the
dened polar and the average thermal speed.
TAS True Air Speed. This information is available when the instrument
is used in conjunction with the Flymaster TAS pitot probe.
Therm.Dur. Time pilot has spent in the most recent thermal.
Thermal top The highest point reached during the current thermal.
Thrml.Perfo. Perfomance of the most recent thermal showing average rate of
climb in most recent thermal.
Time Current local Time. This value is automatic revised when the
device gets a valid Gps Signal. (see Note 2)
Trans.G.R. Glide ratio during transition. Average glide ratio during transi-
tions between thermals. Continued on next page
19