In ForeFlight Mobile 9.0 we’ve added a high resolution surface wind analysis to the list of map layers you can display through the SiriusXM satellite weather broadcast. This new product includes both windspeed and direction presented as wind barbs similar to the winds aloft layer. Tapping on any wind barb will show the specific details.
The surface wind analysis layer broadcast by SiriusXM will provide an overview of the general circulation of the prevailing wind about 10 meters above the surface. Tapping on any wind barb will display the valid time as well as the windspeed and direction at that location.
Two surface wind layers?
Yes, there will be two surface wind layers when connected to the SXAR1. The layer you have been using in prior releases and the one you can view when connected to the Internet is strictly based on surface observations from the various weather reporting stations around the world (typically airports). This depicts the actual wind reported in the routine observation (METAR) or special observation (SPECI). The surface wind layer is depicted at weather stations as colored wind barbs; at this point in time the wind markers shown include the gust factor.
The surface wind layer that is based on observations is shown as wind barbs color-coded based on the observed wind speed at weather stations.
The new surface wind analysis layer is not observed data from weather stations, but instead is generated by a forecast model, and therefore, completely automated. It’s only available when connected to the SXAR1 and shows an analysis of the prevailing wind at 10 meters above the surface; it does not include the gust factor. Unlike the observed data that is updated when new observations are taken, the surface wind analysis is updated once every hour. When refreshed, this will provide wind data that will be valid at the top of the previous hour.
The surface wind analysis broadcast by SiriusXM shows low level atmospheric circulations very well as seen here as a Nor’easter deepens over the Delmarva Peninsula.
The primary value of this new layer is to show low level circulations at the synoptic scale level. This will point out high (clockwise) and low pressure (counter-clockwise) circulations as well as lines of convergence in the vicinity of strong frontal boundaries. This is difficult to see with the coarse network of observing sites throughout the U.S. But with the high resolution surface wind barb analysis, these circulations and convergence zones show up nicely.
Effective April 13, 2017, the experimental Graphical Forecasts for Aviation (GFA) produced by the NWS Aviation Weather Center (AWC) will transition to operational status. As you may have heard, the GFA was created in response to a formal request by the FAA to discontinue production of the textual Area Forecasts (FA). According to the NWS headquarters in Silver Spring, Maryland, “the requirements for the underlying meteorological information in the FA have not changed. The FAA recognizes that, given modern advances within the NWS, the legacy text FA is no longer the best source of en route flight planning weather information.”
The new graphical forecasts are designed to provide meteorological information equivalent to the textual FA. The GFA product includes observations and forecasts for the continental United States that provide data critical for aviation safety. The data is overlaid on high-resolution base maps that you can test drive here. Given this will be the replacement for the FA, it means that all of the forecasts will terminate at the U.S. borders. FAs for Hawaii, Alaska, the Caribbean, and the Gulf of Mexico will not be affected at this point in time.
For the time being, the legacy FA will continue to be generated in parallel with the GFA. The GFA is automated whereas the legacy FA is issued by forecasters at the AWC. At some point in the future, forecasters at the AWC will discontinue issuing this textual forecast. And don’t be surprised if the two forecasts contradict one another – let’s look at an example:
Below is the GFA valid at 23Z (issued at 2102Z) for cloud coverage along with tops and bases for the Northeast and Great Lakes. Notice that it forecasts just high cirrus clouds over a majority of Maine.
The GFA cloud forecast shows cloud coverage (color contours) as well as bases and tops. (click for larger image)
However, the legacy FA for this area shown below suggests a totally different forecast. This area forecast was amended by the FA forecaster for the eastern region at 1935Z. This forecast (highlighted below) suggests that after 21Z NW Maine is expected to have overcast clouds with bases at 2,000 – 3000 feet MSL. And NERN Maine is expected to have overcast cloud bases of 1,500 feet MSL. The forecaster also issued an AIRMET for IFR conditions covering most of the northeastern U.S.
FAUS41 KKCI 141935 AAA
BOSC FA 141935 AMD
SYNOPSIS AND VFR CLDS/WX
SYNOPSIS VALID UNTIL 151200
CLDS/WX VALID UNTIL 150600...OTLK VALID 150600-151200
ME NH VT MA RI CT NY LO NJ PA OH LE WV MD DC DE VA AND CSTL WTRS
SEE AIRMET SIERRA FOR IFR CONDS AND MTN OBSCN.
TS IMPLY SEV OR GTR TURB SEV ICE LLWS AND IFR CONDS.
NON MSL HGTS DENOTED BY AGL OR CIG.
SYNOPSIS...SEE MIA FA FOR SYNOPSIS.
ME NH VT
NW ME/NRN-SW NH/VT...OVC020-030 TOP FL250. VIS 3SM -SN BR. 21Z
OVC020-030. VIS 3SM -SN BLSN. WND N 20G30KT. OTLK...IFR CIG SN
NERN ME...OVC030 TOP FL250. VIS 3-5SM -SN. 21Z OVC015. VIS 3SM
-SN BR. 03Z OVC015. VIS 3SM -SN BLSN. WND NELY G25KT. OTLK...IFR
CIG SN BLSN WND.
Notice the Synopsis section simply says “SEE MIA FA FOR SYNOPSIS.” Most pilots were probably not taught that the FA has a 3,000 character limit. So, with a raging Nor’easter occurring in the Northeast, they didn’t have enough characters available for the Boston FA to provide a complete synopsis. In that case, the forecaster opted to place the Boston synopsis in the Miami FA.
For the potential of clouds in Maine, the legacy FA proved to be much more accurate than the new GFA. Most of Maine was experiencing IFR conditions as denoted by AIRMET Sierra shown here.
At this point in time, the AWC is not providing public access to some of the underlying data you may see on the webpage mentioned above. We are busy at ForeFlight trying to determine how to best incorporate these forecasts from the GFA once they become available. So stay tuned.
We are thrilled to introduce an innovative feature that we know you’ve been asking for – you can now invert colors on charts and documents for better viewing at night. On the weather front, we have a new Color IR Satellite layer, and, for SiriusXM SXAR1 customers, Cloud Tops and Echo Tops are now included in your SiriusXM Pilot for ForeFlight plan. Also, we hope you have fun with sharing your flights online using our new Logbook Entry Summary. Read on for all the details of the ForeFlight 8.3 release, now on the App Store!
Protect Your Night Vision with Color Inversion for Charts and Documents
Color inversion reduces the glare of bright charts and documents when viewing them at night by inverting white and black elements on IFR Enroute charts, VFR Sectionals, procedure plates, airport diagrams, and documents. Text and chart symbols are prominent and legible without the annoying glare while viewing them in a dark cabin, minimizing eye strain and fatigue.
White and black elements are inverted, turning the predominantly white background black, and the black icons and text white. All other colors stay the same – airspace frequencies and altitudes, MOA boundaries, and Class B airspace all retain their usual coloring, making them just as easy to identify as before.
When used in conjunction with ForeFlight’s “dark” map theme and the brightness slider, color inversion provides more options than ever for creating an ideal chart solution for night flying. The setting applies independently to each app view, so you can mix and match where you see or don’t see inverted colors.
If you have a Pro Plus subscription, the Plates on Maps feature slightly brightens the plate so it stands out against an inverted IFR chart. Toggle color inversion on and off in the Map Settings menu.
Share Your Favorite Flights with Logbook Entry Summary
First solo cross-country? Animal rescue mission? With our new Logbook Entry Summary feature, you can turn memorable Logbook entries into an interactive, visual scrapbook that you can easily share with friends and family. Create your flight entry as you normally would (be sure to include photos!) and then tap on View Entry Summary. ForeFlight creates an elegantly styled web page, complete with photos, flight details, and a map view of your route. When viewed on a desktop browser, the map becomes interactive, allowing you to zoom in to see the route in more detail or use the layer selector to overlay different map themes. Back in the flight entry, tap on the Send To button (upper right) to generate a link you can share via social media, email, or as a URL.
Share your Logbook Entry Summaries with friends, family, and fellow pilots to keep them up to speed on your most recent flying adventures.
Logbook Enhancements: More Ways to Streamline Data Entry and New Type Currency Tracking
We continue to streamline flight logging to save you time and taps. It is now easier to lookup and select airport approaches. In your flight entry, tap on Add Approach. You’ll see the destination airport field is already populated, and, if you tap on Autofill Approach, you can easily select from the list of approaches for that airport. When you choose an approach, the Type and Runway fields are automatically filled in. In addition, when selecting the aircraft for a flight entry, a helpful Aircraft list displays your three most recently logged aircraft first.
Do you have multiple type ratings to track? You can now add them to your Logbook Currency Tracking for better visibility into your flight status. Tap on Add Currency Summary then Aircraft Type Currency to choose between General and Night currency (or both) then select your aircraft from the list. The list includes all of the aircraft that you’ve added to your Logbook. You can also set up a multi-model type rating currency tracker by selecting multiple aircraft from the list.
If you add a new aircraft, Logbook automatically notifies you if there are any missing aircraft profile details, ensuring complete and accurate tracking. Currencies are color-coded, so you’ll know your status at a glance.
ForeFlight is Your SIC with Helpful Destination Weather Frequency Callout
Checking the weather report at your destination airport is an important step in your landing checklist. Like a good co-pilot, ForeFlight anticipates your needs and automatically displays the weather frequency approximately 20 nautical miles from your destination airport. In the More > Settings > Alerts view, you can set the Destination WX Frequency Alert to be an audio alert, visual alert, or both. The popup stays active on the screen until you tap on it, so you can still easily get the frequency if you happen to miss the callout in your headset.
Topping Off the Weather with New SiriusXM Satellite Layers
ForeFlight pilots flying with the SiriusXM SXAR1 Aviation Receiver can now view both Cloud Tops and Echo Tops as part of the SiriusXM Pilot for ForeFlight subscription. If you have been considering a portable satellite weather solution, check out the SXAR1. You can purchase from Sporty’s or SiriusXM and take advantage of limited-time special pricing and rebates.
To learn more about how to interpret Cloud Tops and Echo Tops and also best practice on using the altitude slider, check out this article from Scott Dennstaedt (ForeFlight’s Weather Scientist).
New Full-Color Infrared Satellite Layer Gives You Better Awareness of Icing Conditions
The new Color IR Satellite layer is an alternative to the existing satellite layer (now called Enhanced Satellite) and is useful for identifying dangerous regions of supercooled liquid water that can cause airframe icing. This danger is especially present in the yellow and green depicted areas, which are just warm enough to support large amounts of supercooled water – turn on the PIREPs layer and you’ll notice that most icing PIREPs occur in these areas. This new layer is a powerful tool to add to your preflight planning, especially during the late fall, winter, and early spring seasons to help you avoid dangerous weather and icing conditions.
To dive deeper into the Color IR Satellite layer, check out this article written by our in-house Weather Scientist, Scott Dennstaedt.
New Climb Gradient Instrument
ForeFlight’s Climb Gradient Instrument uses GPS, ground speed, and vertical speed information to display your climb gradient in feet per nautical mile, allowing you to monitor your climb performance in real time. Activate this new instrument by tapping on the Instrument Panel and selecting Climb Gradient from the list.
If you surveyed a group of IFR pilots, tops are likely one of the most requested features. Now, the wait is over. With ForeFlight Mobile 8.3, you can view both echo tops and cloud tops when connected to the SXAR1 SiriusXM satellite receiver. These two sought-after weather products are now included with the current ForeFlight Mobile SiriusXM pricing tier at no extra cost.
You can find the echo tops and cloud tops selections in between the radar and satellite layers in the ForeFlight Mobile app.
Cloud top height
First and foremost, the cloud tops depiction from SiriusXM is not a satellite image per se. Instead it depicts the height of the cloud tops in reference to mean sea level (MSL). Second, the cloud tops overlay does not infer the depth of the cloud layer. Consequently, a high overcast cirrus deck at 30,000 feet may mask one or more cloud layers below. Third, not all cloud layers may be shown, especially when there are regions of low-topped stratus or scattered to broken fields of fair weather cumulus clouds. So it’s important to always overlay the sky coverage markers to augment the cloud tops layer.
Here’s a common limitation during a low-topped stratus event. Notice that the sky coverage markers around Houston, Texas indicate the presence of overcast skies, however, the cloud tops layer shows the sky as clear.
The cloud tops layer is always valid in the recent past since it’s based on observed data. It is typically updated with a new image once or twice an hour. Tops above 25,000 ft MSL are color-coded using blue, orange and red to visually enhance the highest tops. Tops below 25,000 ft are shown as simple shades of gray.
The echo tops layer (left) may appear to look like a radar depiction (right) from a color perspective, However, it has a much lower spatial resolution than the composite or lowest tilt radar mosaic.
Echo top height
Like cloud tops, echo tops depict a height above mean sea level so it’s not a radar depiction per se. Simply put, echo top height is based on the highest elevation angles at which greater than 18 dBZ reflectivities are detected. Keep in mind that echo tops are primarily used by meteorologists to identify more significant storms by locating the highest tops. So it’s important know that echo tops are not the same as cloud tops. The actual top of the cloud is always higher than the echo top.
In this vertical cross-section of a thunderstorm, reflectivity is shown using colors similar to what you would see on a NEXRAD mosaic. Dark blue represents a reflectivity of 15-20 dBZ. So, the echo tops are likely found near the top of the dark blue regions on this image.
Filtering by altitude
On the ForeFlight Map view, both the echo tops and cloud tops can be filtered by altitude. When selecting either one of these layers, an altitude selector similar to the one that appears with the winds aloft layer is shown. This provides a quick way to determine tops that are above a selected MSL altitude. Initially, the altitude selector will be positioned at the lowest setting, namely, 0 feet MSL. This is the selection that will show all cloud or echo tops. Setting the cloud tops altitude selector to 10,000 feet, for example, will remove any clouds with tops below this altitude leaving only clouds with tops above 10,000 feet. Therefore regions without tops data are regions without clouds or tops that are below the selected altitude.
The altitude selector allows you to filter all of the cloud tops (or echo tops) below a specific altitude. In this example, all cloud tops below FL300 are removed leaving only those tops above that altitude. For convective tops, it’s also a good idea to overlay the lightning layer.
Echo top clutter
Echo tops received through SiriusXM do not go through a rigorous filter like you may see with the two radar layers. Therefore, it is normal to see echo top clutter around and near the various NWS radar sites as shown below. Typically these are not associated with real areas of precipitation and often occur during fair weather. Simply moving the altitude selector up to the next rung at 5,000 feet will remove many of these annoying areas of clutter.
Echo tops clutter showing tops below 5,000 feet will often occur around the various NWS radar sites. Here you can see clutter around the NEXRAD sites at Charleston, W. Va., Sterling, Va., Dover, De., and Mount Holly, N.J.
Now in ForeFlight Mobile 8.3, you have a choice between one of two satellite layers on the ForeFlight Map view. The legacy satellite layer was renamed to Enhanced Satellite and the new layer is appropriately named Color IR Satellite. For many, the new satellite layer will look quite familiar. That’s because it was created to generally match the infrared (IR) satellite images located within the ForeFlight Imagery view. Or you may have seen similar color images on aviationweather.gov. While there are some differences, this color IR satellite layer has a rather high glance value to depict the locations of significant adverse weather and help to locate the height of the cloud tops.
The older satellite layer was renamed to Enhanced Satellite with the new layer now called Color IR Satellite.
Why another satellite layer?
Back in November 2014, you may recall that we added color to the global satellite layer. Color was added to enhance or highlight the highest cloud tops that are typically associated with significant large synoptic-scale weather systems and deep, moist convection or thunderstorms. This is especially critical when flying in regions where ground-based radar data is sparse or nonexistent. The new satellite layer takes this a step further by colorizing the entire satellite layer based on a discrete cloud top temperature (in degrees Celsius).
The Color IR Satellite layer should be viewed along with the sky coverage markers. You will notice that many pilot weather reports of icing tend to occur in regions of yellow, green and very light blue.
As I discussed in this earlier blog post high clouds are very cold and emit less infrared radiation than warmer clouds near Earth’s surface. Satellite sensors measure this radiation and meteorologists calibrate this to appropriate temperatures. Knowing the cloud top temperature can help us determine the relative height of the cloud tops and more importantly it can help us understand when supercooled liquid water may dominate the clouds creating a nasty icing threat.
Cloud tops and icing
In this new color satellite image, purple and darker shades of blue are indicative of tops at high altitudes. At the other end of the spectrum, shades of red and orange are indicative of shallow clouds with tops near the earth’s surface.
Colors such as dark blue and purple on the left side of this scale (in degrees Celsius) represent the coldest (highest) cloud tops whereas colors on the right side of the scale represent the warmest (lowest) cloud tops.
To use the layer to determine the cloud top height over a particular region, zoom in on the area of concern in the Map view and note the temperature using the color scale above. Next, find the MSL altitude that corresponds to that temperature by referencing the local temperature aloft in that region. That gives you the cloud top height. For example, assume you were departing out of Garden City Regional Airport (KGCK) and wanted to know the height of the tops. Zooming in as shown below provides an orange color representing a temperature of approximately 0 degrees Celsius.
The color IR satellite when zoomed in over Garden City shows mostly orange in this area. This corresponds to a temperature of roughly 0 degrees Celsius.
Using the winds/temperatures aloft provided in the Garden City popover, find the altitude that corresponds to that temperature. Perhaps a more accurate approach is to use a tool called a Skew-T log (p) diagram like the one pictured below. Starting from the surface, work your way up the red environmental temperature line and find the first altitude that corresponds to a temperature of 0 degrees Celsius. In this case, that corresponds to an altitude of 4,285 feet as shown on the left. Additionally, the diagram confirms that saturated conditions occur below this altitude representing the presence of clouds with unsaturated conditions above. This kind of analysis will provide the necessary confidence that a climb to 5,000 feet MSL will get you on top of this cloud deck.
A Skew-T log (p) diagram like the one shown here for the Garden City Municipal Airport is an excellent tool to help locate the cloud top height. This depicts a forecast model representation of temperature (red line) and dewpoint temperature (blue line) as a function of height.
The more important colors are perhaps shades of yellow and green and maybe even very light blue. Using the color scale below, clouds with fairly warm subfreezing cloud top temperatures are likely to be dominated by supercooled liquid water and represent a airframe icing threat.
The pale green, yellow and very light blue indicate regions where cloud top temperatures are in the regime where the clouds below are dominated by supercooled liquid water representing an airframe icing hazard.
Don’t become complacent; clouds with colder (higher) tops can and do contain supercooled liquid water and may pack the threat of supercooled large drop (SLD) icing especially within deep, moist convection. However, these colder-topped clouds of darker shades of blue will normally be dominated by ice crystals or more likely be a mixed phase cloud (containing both ice crystals and supercooled liquid water). However, once ice nuclei begin to activate and ice crystals start to form in the cloud, the cloud tends to grow bigger ice crystals at the expense of supercooled liquid water which lessens the icing threat.
Masking out clear skies
As mentioned above, this layer is a close cousin of the static color IR satellite images found in the ForeFlight Imagery view. The static images show not only the temperature of the cloud tops using the same colors, but also the temperature of the surface of the earth. This can make it difficult to know where clouds exist and where the sky is clear. The main improvement is that the new satellite layer attempts to mask out regions where the sky is clear showing the map background in those regions instead of the surface temperature.
Clear regions are masked out to show the underlying map below.
While this masking algorithm works a majority of the time, it can be difficult to get it right every single time simply using temperature alone. For example, anytime there’s a shallow low-topped stratus deck like the one shown below, the tops of the clouds may actually be slightly warmer than the surface of the earth courtesy of a surface-based temperature inversion. So the algorithm may have a difficult time discerning where it is cloudy or clear. So it’s important to always overlay the sky coverage markers to pick up on these issues when they occur.
For some low-topped stratus events, it’s not unusual for the masking algorithm to show clear skies as it did here in the Midwest. The best way to detect this condition is to overlay the cloud coverage markers or during daylight hours check the Enhanced Satellite which operates in the visible spectrum during this time.
So during the late fall, winter and early spring, give this new satellite layer a quick glance. It’ll provide you with a method to determine the tops of most clouds and to reveal where there’s a definite risk of airframe ice.
ForeFlight version 8.2.3 corrects an issue with tail number checking that blocked filing with aircraft profiles set up using call signs rather than N-numbers. As always, we’re on frequency at firstname.lastname@example.org if you experience any issues with the update.
ForeFlight 8.2 includes more data for Aeronautical Maps, new in-flight alerts that keep you aware on the ground and in the air, Logbook enhancements with improved currency tracking, Garmin Flight Stream 510 connectivity, and more. Click here to explore all the new features in 8.2.
ForeFlight version 8.2.1 corrects a few items in 8.2, including Stratus 2S Track Logs not being available in ForeFlight, an issue where filing a destination using a Lat/Long format (DDMMN/DDDMMW) caused a filing error, and an issue where the search disambiguation function did not always offer potential airways. We’re on frequency at email@example.com if you experience any issues with the update.
Upgrades to Aeronautical Maps, Safety Alerts, Logbook, and More with ForeFlight 8.2
ForeFlight 8.2 includes more data in Aeronautical Maps, new in-flight alerts that keep you aware on the ground and in the air, Logbook enhancements with improved currency tracking, Garmin Flight Stream 510 connectivity, and more.
Click here to explore all the new features in 8.2.
The radar depictions you see from the SiriusXM broadcast are highly filtered to provide only real precipitation areas. Ground clutter, anomalous propagation, birds, insects and such are carefully removed to provide the cleanest and most representative image. But like any process, there will be times where non-precipitation returns do not get filtered out. More importantly, you may see real areas of precipitation filtered out as well.
While rare, the latter usually occurs in regions where WSI (the weather provider for SiriusXM) implements what is called a manual gross filter. This kind of filter is the most efficient way to eliminate any clutter in large areas that are not expected to see precipitation. But when that filter is left on too long, it’ll be just as efficient at removing real precipitation from the broadcast.
Lightning and a single hail storm attribute marker with no radar depicted.
Here’s one such example depicted above. While connected to the SXAR1 I panned the map over Texas and I saw some lightning and a lone hail attribute marker showing echo tops at 45,000 feet in north-central Texas, but no radar returns. Hmmm?
I verified that I had the Radar Composite turned on (I did) and zoomed the display out as shown below to see that there are plenty of other precipitation areas shown to the northeast and southeast of this area. Given that the area wasn’t cross-hatched with “Radar not available” why wasn’t there any precipitation shown?
Zoomed out to show the presence of other precipitation on the radar composite.
About 15 minutes later I came back to the map to see if there was any change. Notice below that plenty of lightning and storm attributes are being depicted here in north-central Texas; however, there are still no radar returns being rendered. Given this activity, you’d expect there to be some precipitation shown when both lightning and storm tracks are present. This is a classic indication that the real precipitation in this region was being erroneously filtered.
This is a classic signature for a gross filter being left on too long. With the radar composite on, no precipitation is being shown despite the presence of lightning and storm tracks.
Just five minutes later, the gross filter was removed by WSI and the returns suddenly popped into existence as you can see below.
Once the gross filter was removed, the NEXRAD returns associated with these thunderstorms were rendered.
I took a look at the NEXRAD archives and discovered that the first precipitation developed in this region around 12:05 p.m. CDT. The gross filter wasn’t removed until 12:50 p.m. CDT. That’s 45 minutes with no radar for this area of rapidly developing and potentially severe thunderstorms. Moral of the story is to always have lightning ON and be sure the SiriusXM Storm Markers are also set to ON in the Maps Settings menu (the gear button on the Maps view). Having both of these layers on will likely expose these kinds of uncommon events.
ForeFlight’s built-in Documents catalog provides you with our complete library of always-current ForeFlight user guides, as well as an extensive library of up-to-date publications issued by the FAA. Chart supplements and legends, FAA handbooks, and Federal Aviation Regulations are all at your fingertips and included with your ForeFlight subscription. We recently expanded ForeFlight Documents to include more FARs that your flight crews will find as useful references:
FAR Part 119 Certification: Air Carriers and Commercial Operators
FAR Part 120 Drug & Alcohol Testing Program
CFR 49 Part 175 Carriage by Aircraft and Hazardous Materials
“Having the FAA documents right in the app is very convenient. Plus the ability to text search, annotate and add personal bookmarks makes it easy to use. Also very important to us is the automatic updating of the documents. It takes away a lot of stress monitoring the FAA documents for currency.” –Daniel Thornton, Millbrook Aviation
These additions join our comprehensive list of FARs already in the Documents catalog, including:
Part 23 – Airworthiness Standards
Part 43 – Maintenance
Part 91 – General Operating and Flight Rules
Part 121 – Operating Requirements
Part 135 – Operating Requirements
ForeFlight’s Business Pro plan for flight departments includes the built-in Documents catalog, as well as the ability to add secure cloud-based document distribution of your company pubs. ForeFlight Cloud Documents gives you a fast, easy, affordable way to distribute company documents to every flight crew member. Your administrator can control the distribution of every new or revised flight manual, operating handbook, or special procedures to every pilot’s iPad delivered from the cloud of your choice: Dropbox, Box, or Amazon S3.
ForeFlight 8.0.2 is a minor release that delivers a refinement in the Airports view to include more nearby weather stations, as well as some fixes in preparation for iOS 10 compatibility. Apple has announced that it plans to release iOS 10 to the public on Tuesday, September 13th. We continue to conduct thorough testing on iOS 10 to ensure full compatibility with ForeFlight. Please stay tuned to our blog post, Facebook page, and Twitter feed for updates on our ‘all-clear’ notice. As always, feel free to email firstname.lastname@example.org if you have any questions.