Flytec 5030GPSsky-sports.net/flytec/5030 manual 11-13-03.pdf · A7.5 Distance to Waypoint ......

Flytec 5030GPSRevision Date: 11/11/03

© Flytec USA, 2003 2

If you find any errors, inconsistencies or feel that some sections need better explanation, please email us [email protected] so we can update the manual.

Flytec USA would like to thank the considerable help from Davis Straub editing this manual

© Flytec USA 2003

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Introduction

Although it is possible to turn on the 5030, and go flying straight away, we recommend that you study these operatinginstructions, and make yourself familiar with the various functions. We have kept the operating instructions as briefas possible. For people who would like to freshen up on the basics, or those who want to learn more about theindividual functions and their uses, we have included in-depth explanations in the appendix (Sections E1 throughE10). These appendices are referred to in the basic instructions.

The firmware program of the 5030 is stored in ‘flash’ memory. Upgrading your unit’s firmware to the most recentversion can be done with the help of a PC, and does not necessitate sending the unit to us for service. The cablerequired to connect the unit to your PC is included. To update your 5030 all you need to do is download the updatefrom our web site, and transfer it to your 5030 with the supplied installation software.

Please look first at the pictures of the 5030 display and keypad (Figure 1), and then study the descriptions so thatafter scanning the index briefly, you will have an overview of the 5030’s functions. Note that starting with firmwareversion 2.14 there are two possible configurations for the analog (upper) section of the display. The vertical bardisplay is shown in figure 1 and the dial display can be seen in picture on the cover page of this manual.

We have included two ‘soft’ keys on the 5030. These are the F1 and F2 keys and their function depends on thedisplay mode. For example, in the Route Mode, F1 means “previous WP” and F2 “next WP”. However, whencreating a route, F1 stands for “Insert WP” and F2 “Delete WP”. In each case the meaning of the keys is shown onthe display just above the key.

The 5030 has a simulation mode that helps you better understand the numerous possibilities that the 5030 offers aswell as the theory of gliding flight. With this feature you can simulate almost any situation encountered during flight.The user can change many settings, from descent and ascent, to airspeed or groundspeed as well as the flightdirection. He/She can also observe the effects of these on best glide speed, the McCready Indicator, arrival altitudeat destination, and distance from the destination, etc. The sounds are simulated, as well.

As with any electrical unit, you should protect your 5030 from excessive heat, hard impacts, dirt and moisture. Toensure the best possible performance, try and keep the instrument as far away as possible from your radio antenna.

Turning the Unit On and Off

To switch it on, press and hold the ESC key for one second. The unit will then display “really switch on ?? PressENTER to confirm.” Confirm by pressing the Enter key. To switch off the 5030, press and hold the ESC key for threeseconds. The unit will then display “really switch off ?? Press ENTER to confirm.” Confirm by pressing the Enterkey. After a long flight with short recording intervals the calculation of the digital signature can take up to one or twominutes. Please wait until this process is finished. Press the ESC key again to turn off the unit.

Setup Menu

You may configure the 5030 to your preferences using Basic Settings in the Setup Menu. Press and hold the Menukey until the Main Setup Menu appears. Basic Settings will be highlighted, press the Enter key to enter the BasicSettings menu. There are multiple pages of menu items. Use the and arrow keys to move the highlight oneitem up or down. Use the or arrow keys to page through the Basic Settings Menu.


Table of Contents

Introduction......................................................................................................................................................................4Turning the Unit On and Off........................................................................................................................4Setup Menu .................................................................................................................................................4

Technical Data ................................................................................................................................................................7A1 Analog Vario ..............................................................................................................................................................7A2 Altimeter and Air Pressure ........................................................................................................................................8A3 Digital Vario and Netto Vario.....................................................................................................................................8A4 Speed.........................................................................................................................................................................8A5 Stall Alarm..................................................................................................................................................................9A6 Sounds and Volume Level ........................................................................................................................................9A7 User-selectable fields ..............................................................................................................................................10

A7.1 Temperature ..........................................................................................................................................10A7.2 Time and Date .......................................................................................................................................10A7.3 Flight time ..............................................................................................................................................11A7.4 Track and Bearing .................................................................................................................................11A7.5 Distance to Waypoint ............................................................................................................................11A7.6 Glide Ratio (L/D Ratio) ..........................................................................................................................11

A8 Best Glide Speed.....................................................................................................................................................11A9 Average Thermal Climb Indicator ...........................................................................................................................11Al0 McCready................................................................................................................................................................11A11 Battery Management .............................................................................................................................................12B GPS Functions...........................................................................................................................................................13B1 Assessment of Reception Quality ...........................................................................................................................13B2 Compass and Flight Direction.................................................................................................................................14B3 Speed over Ground .................................................................................................................................................14B4 Head, Cross and Tail Winds, the Wind Component...............................................................................................14B5 Wind Direction and Speed.......................................................................................................................................14B6 Waypoints and Coordinates ....................................................................................................................................14

B6.1 Current Coordinate Indicator.................................................................................................................15B6.2 Saving the Current Position ..................................................................................................................15

B7 Goto Function ..........................................................................................................................................................15B8 Flying Routes...........................................................................................................................................................16

B8.1 Direction arrow to second next waypoint:.............................................................................................16B9 The FAI Route for Record Flights and Competition Pilots .....................................................................................16

B9.1 Changing a route into the FAI Route: ..............................................................................................16B10 Relocating Thermals..............................................................................................................................................18C 5030’s Setup Menu (Set-up Mode)..........................................................................................................................18C1 Basic Settings..........................................................................................................................................................19C2 Flight Memory and Flight Analysis..........................................................................................................................20

C2.1 Graphic Display of Flights in Map Format ............................................................................................20C3 Waypoints - Edit, Delete, or Add.............................................................................................................................21

Editing Waypoints: .........................................................................................................................................21Deleting Waypoints: .......................................................................................................................................22Inserting Waypoints:.......................................................................................................................................22

C4 Routes - Create, Alter, Delete.................................................................................................................................22Creating a New Route....................................................................................................................................22Altering a Route: ............................................................................................................................................23Deleting a Route: ...........................................................................................................................................23

C5 FAI Route - Create, Alter, Delete............................................................................................................................23C6 Simulation mode......................................................................................................................................................23C7 Factory Settings, Instrument Specific Parameters.................................................................................................24D Data Transfer.............................................................................................................................................................24D1 Data Exchange Via PC ...........................................................................................................................................24D2 Data Exchange via Infrared Interface .....................................................................................................................25D3 Transferring New Firmware to the 5030.................................................................................................................25E1 Stall alarm................................................................................................................................................................25E1 Stall alarm................................................................................................................................................................25E2 Netto vario................................................................................................................................................................26E3 True or Indicated Airspeed; TAS or lAS..................................................................................................................26E4 Polar Curve and Best Glide Speed.........................................................................................................................27


E5 McCready Theory - Optimized Speed to Fly ..........................................................................................................28E6 Final Glide Calculation ............................................................................................................................................29

The last thermal..............................................................................................................................................30Altitude above best glide................................................................................................................................30Gliding to Goal................................................................................................................................................30

E7 Total Energy Compensation (TEC).........................................................................................................................30E8 New Regulation for Record Flights or Decentralized Competitions.......................................................................31E9 Proof of Flights - Security against Manipulation .....................................................................................................31E10 Digital Signature and OLC `Registration ..............................................................................................................31F1 Optional Software Packages ...................................................................................................................................31G1 Landing in Water .....................................................................................................................................................31Guarantee and liability ..................................................................................................................................................32


Technical Data

Measurements: 7” x 3-3/4” x 1-9/16” (178 x95 x 40 mm)Weight: 15 oz. (425 grams) without bracketElectrical supply: Nickel metal hydride accumulator 4.5 Ah; 3.6VBattery life: > 20 hrsAltimeter: Maximum 26,000’ (8,000 m) in 3 ft. (1 m) incrementsAnalogue variometer: +/- 2,000 ft/min. (10 m/s); in 20 ft/min. (0.1m/s) incrementsDigital variometer: +/- 14,000 ft/min. (+/-70m/s); in 10 ft/min. (0.1m/s) incrementsSpeed (pitot pressure): Analogue: 19-70 mph (30 -110 km/h) in 1 mph increments

Digital: 19-94 mph (30-150 km/h) in 1 mph incrementsSpeed (vane wheel): Analogue: 19-70 mph (30 -110 km/h) in 1 mph increments

Digital: 0- 94 mph (0-150 km/h) in 1 mph incrementsWaypoints: 200 WPRoutes: 20 routes with max. 30 WP’s in eachMaximum memory time: 110 hours flying time at 20 sec intervalsTrack log points: 24 000Number of Flights: 100Screen resolution: 320 x 240 pixel (1/4 VGA)Operating temperature: 5-114°F (-15...45°C)Data & memory transfer: According to the IGC format

Brackets for hang gliders and paragliders are available.

The technical details may be altered without notification. Software upgrades are possible by downloading the latestfirmware version from our homepage.

A1 Analog Vario

The most important instrument for any kind of glider flying, afterthe pilot’s brain, is the vario. The 5030 displays vertical speedin fpm or m/sec. and informs the pilot whether he/she isclimbing or sinking. It is by using the vario, and itsaccompanying sounds, that pilots can discover the mostefficient climb, or recognize when they are in rapidlydescending air.

There are two possible analog vario scales on the 5030, thedial scale shown on the front cover of the manual and thevertical bar scale shown in the figure to the right. The scale ofeither analogue vario display is 200 fpm (or 1 m/s). Theresolution of the digital vario is 10 fpm (0.1 m/s). The type ofscale dial or vertical can be selected in Menu/Basic Settings/variodisplay.

The first full-scale range is from +/-800 fpm (+/-4 m/s) afterwhich the display switches automatically to a second rangefrom 800 to 1600 fpm (4 to 8 m/s). The time interval overwhich the measured climb rates are averaged (damping) forthe analogue display and associated sounds is factory set at1.2 seconds. This can be changed to any value between 0.6sec and 4 sec. in Menu/Basic Settings/Vario-Speed-Average. If the time interval is too short, the vario is verytwitchy and if it is too long, it’s rather sluggish. A lowerdampening value is preferable for smooth light conditions. Agreater dampening value may be desirable in rough turbulentconditions. Note: This setting should not be confused withvario integration (averager) that can be set for the digital variodisplay.

If the pilot is flying too fast while thermalling and compromising climb rate the 5030 will provide a visual indication onthe dial display. A radial line will appear above the indicated climb rate. To maximize climb the pilot should reduce


his/her speed until the radial line converges with the indicated climb rate (unless of course conditions dictate a higherthermalling speed).

A2 Altimeter and Air Pressure

The 5030 tracks and can display three different altitudes:

A1 is the altitude above sea level (QNH).

A2 is altitude with respect to a reference height. It can be zeroed at any time by pressing and holding the F2 key.

A3 is the total height gained during a flight. If several pilots complete the same flight task, then the one who climbedthe least overall would have flown most efficiently.

Altimeter A1 should be adjusted to display the actual height above sea level (QNH). The QNH is originally set at thefactory to a sea level pressure of 29.92 inHg (1013hPa). Since it is seldom the case that you are taking off from sealevel and the air pressure is also 29.92 inHg, the correct altitude should be set before commencing each flight byusing the arrow keys ( increases altitude, decreases altitude). When you adjust A1, the sea level air pressuredisplay also changes. The air pressure display (QNH) always refers to sea level.

The user can determine the altitude of his/her current location by setting the current sea level air pressure (QNH)obtained from a weather radio or flight service in the Basic Settings menu (Menu/Basic Setting/QNH). If both of the and arrow keys are pressed at the same time and the GPS is acquired the 5030 will set the GPS height to A1.If there is no GPS reception, the unit will set the height A1 to a value that corresponds to the default QNH pressure of29.92 inHg (1013hPa).

If A1 is set to zero for any planned landing area, then the height above this location will always be indicated afterstarting. The associated air pressure (QFE) is the actual air pressure in hPa at this altitude, which deviates fromQNH, the pressure at sea level.

A2, A3 and QNH can be displayed in the user-selectable fields. See section A7 User-selectable fields

A3 Digital Vario and Netto Vario

The digital vario has a resolution of 10 fpm (0.1 m/s) and a very wide measuring range of +/-14,000 fpm (+/- 70 m/s),ideal for displaying extreme vertical speeds, such as those found in skydiving and base-jumping. If desired the digitalvario can function as an averager (also called an integrated vario). If the dial display (see cover of this manual) hasbeen selected the digital vario display is in the center of the dial. The period over which the instantaneous values areaveraged can be between 1 and 30 seconds. This is very useful for determining the actual strength of a roughthermal. The digital vario can also serve as a netto (air-mass) vario, which shows the vertical motion of thesurrounding air. Additionally, it is possible to set the digital vario to serve as an averager during climbing and as aNetto (air mass vario) during gliding. (Menu/Basic Settings/Variomode). To find out more read section E2 NettoVario.

A4 Speed

After vertical speed and altitude, airspeed is next most significant piece of information. Increased safety is not theonly advantage to having an ASI (Air Speed Indicator). It also increases performance during distance flights. Thebest glide speed, the McCready speed to fly, as well as the Netto Vario can function only when the airspeed isknown. The 5030 displays both digital and analog air speed and the user can choose whether he/she wants to viewair speed as a True or Indicated in the Set-Up Menu (Menu/Basic Settings/Speed mode). There are two possiblespeed ranges for the analog speed display ranges (19-68 mph or 12-62mph) and can be set in Menu/BasicSettings/Speed mode

The 5030 has two independent speed sensor connections.

1. For paragliding the optional vane wheel sensor can be used. The advantage of this sensor is that itshows the true air speed (TAS) and begins to make correct measurements above 1 mph (1 km/h). It isalso well suited in determining the wind speed at take-off.


2. For hang glider pilots there is a built-in pitot pressure indicator, which measures the indicated airspeed(IAS) and is capable of showing speeds of up to 94 mph (150 km/h) on the digital display and 19-68mph on the analog speed scale. However, this sensor only begins to work at 19 mph (30 km/h). Ifnecessary, the pitot tube can be extended with a flexible hose to a turbulence-free spot on the glider.For caged gliders an optional hang gliding vane wheel sensor can also be plugged into the port on theleft side of the unit.

It does not matter which sensor is used since both speeds (TAS and IAS) are always internally calculated. Shouldyou be unfamiliar with the difference in these concepts, please refer to: E3 True or Indicated Airspeed in theappendix. Both speed sensors can be adjusted with a correction factor (Menu/Basics Settings/Speed gain vanewheel or pressure). The factory setting is 100% for both sensor options.

A5 Stall Alarm

The stall alarm threshold, the air speed below which the stall alarm will sound, can be adjusted in the Set-Up Menu(Menu/Basic Settings/Stallspeed). An altitude threshold, the altitude below which the stall alarm feature will beactive, can also be set in this menu. To disable the stall alarm set the air speed value to 0 mph (km/h). The triggerpoint for the stall alarm is always linked to the indicated airspeed. At greater altitudes, i.e. in thinner air, the alarmwill sound earlier (i.e. at a higher flying speed) than at sea level. (Please refer to: E1 Stall Alarm in the appendix).

A6 Sounds and Volume Level

Each time the key /Menu is pressed briefly the volume level is increased by 25%. The adjustable sound levels are: 0- 25% - 50% - 75% - 100%. The value of the chosen volume level is displayed in the status line. All of the soundeffects described in this section can be heard in the simulation mode.

Automatic volume control: The basic sound levels of 25%, 50%, and 75% will slowly increase automatically oncethe airspeed exceeds 25 mph (40 km/h) but never greater than 100%.

Ascent Tone: The ascent tone starts when the climb rate exceeds a predetermined threshold. The ascent tonethreshold (the lift value that must be exceeded to start the ascent tone) can be changed in Menu/BasicSettings/VarioOffset. The greater the Vario Offset value the greater the lift needed to start the ascent tone. Asgreater lift is encountered the frequency of the ascent tone will increase at a predetermined rate (Modulation). Thetone-pause (beep…beep…beep) ratio is 1:1. It is possible to set the frequency of the ascent tone between 600 and1400 Hz in Menu/Basic Settings/Sound/UpBase F.

Modulation: The rate at which the pitch of the ascent tone increases as increased lift is encountered is calledmodulation. The modulation of the ascent audio can be adjusted to values from two to nine under Menu/BasicSettings/Sound/modul. The higher the value, the faster the frequency will increase as the lift values increase. Amodulation setting of nine will yield more audible change at lower climb rates making it best suited for use in mild lift.Conversely, a modulation of two will yield more audible change at higher climb rates, which will be better suited forstrong lift flying. The factory setting is five.

Pitch: By altering the pitch value (between 1 and 7) the user can customize the beep/pause length. A pitch setting ofone will yield a longer beep with a longer pause between beeps while a setting of seven will yield a shorter beep witha shorter pause between beeps. The pitch value may be set under Menu/Basic Settings/Sound/Pitch.

Sink tone: The sink tone (alarm) is continuous and decreases in frequency as the sink rate increases and increasesin frequency as the sink rate decreases. The sink alarm can be toggled on and off by briefly pressing the /Routekey. When the sink alarm is turned on, the 5030 will sound a sample tone and the analog vario display will show thesink alarm threshold. Under Menu/Basic Settings/Sink Acoustic you can choose the threshold at which the sinkalarm will sound. The pitch of the sink alarm can be changed under Menu/Basic Settings/Sound/ DownBase F.

Acoustic Integrator: dampens irregular sound patterns during rapid vario movements (piano effect). The settingsare from 1 to 35 and the factory setting of 8 can be changed under Menu/Basic Settings/Sound/acoust. Integr.High values result in a smoother but somewhat delayed sound pattern.

Stall alarm: is a pitch tone of medium frequency with a very fast interval rate and is always at full volume (100%). Formore details read El Stall Alarm. This sound is not adjustable.


McCready tone: When gliding with McCready sound activated, a tone is heard that corresponds to the McCreadyspeed value (speed to fly). This tone has been chosen so that it should not be confused with the normal ascent tone.It has a tone-pause ratio of 1:4. For more detail read E5 McCready Theory. This sound is not adjustable.

The warning tone for a negative McCready Indicator value is a deeper tone with a rapid interval sequence, whichtells the pilot to fly faster immediately. This sound is not adjustable.

A7 User-selectable fields

There are a total eighteen measured values (listed below) from which the user can choose to customize the display ofthe 5030. When using the vertical bar analog scale the 5030 can be configured to show either six or four user-selectable fields. When the dial analog scale is selected the 5030 can be set to show either five or seven user fields;four or six in the lower part of the display and one just under the altimeter 1 display. There are a total of three pagesof user fields that can be accessed by briefly pressing arrow key. To assign a user field, press the arrow key toselect the desired user field. The description of the corresponding user field will be highlighted in black above thedisplayed value. To alter the selected user field use the and arrow keys to scroll through the list of eighteenpossible values. If the user field is not changed within 10 seconds the highlighting will cancel and the original datafield will remain. The number of user fields on each of the three pages can be determined in Menu/BasicSettings/User fields. When four user-fields per page is selected the values will be displayed considerably largerthan six per page, however, due to space constraints the compass rose will not be displayed on that page.

QNH Air pressure in inHg or hecto-Pascals A2Alt 3 Total height gained during the flight A2Alt 2 Reference height (if desired can be set at 0 at launch) A2Temp Internal temperature A7.1Track Flight direction (course)* A7.4Bearing Direction to chosen destination* A7.4Dist. to WP Distance to chosen destination (waypoint)* B7.4Dist to ^ Distance to last climb* B10Alt a. WP Arrival height above the next waypoint/goal* B7Alt a. BG Altitude above the best glide path to the next waypoint* E6Spd-Diff Wind component (ground speed minus true airspeed) along the glider’s track* B4Spd o. Gnd Speed over the ground (GS)* B3Time Time A7.2Flighttime Flight time since take off A7.3WindSpeed Wind speed* B5L/D req L/D required to reach a WP * A7.6L/D air Actual L/D through air (=TAS/Sink) A7.6L/D gnd Actual L/D over ground (=Ground Speed/Sink)* A7.6* Only active when the GPS receiver is switched on

A7.1 Temperature

The unit uses a temperature sensor, not only for compensation of the pressure sensors but also for automaticallyregulating the contrast of the display. The temperature reading can be displayed in either Fahrenheit or Celsius.(Menu/Basic Settings/Units). It should be noted the sensor measures the circuit board temperature. The insidetemperature of the casing can be slightly higher than the ambient air temperature, especially when in direct sunlight.

A7.2 Time and Date

The unit contains a real time clock (RTC) that is periodically set to your local time by the GPS signal. The time doesnot need to be adjusted as it is automatically set by the GPS receiver. However, to set the unit to local time, thedifference from UTC will need to be entered. A positive value corresponds to time zones east of Greenwich andnegative values for those west. The UTC offset, date and year can be set under Menu/Basic Settings/Time.


A7.3 Flight time

The take off time is automatically recorded and the flight time starts as soon as the speed over the ground, or throughthe air, reaches a reasonable flight speed. The flight time can be displayed in a user-selectable field. The 5030 willalso automatically recognize the end of the flight. In basic settings menu (Menu/Basic Settings/Recording Mode)you can choose between manual and automatic for the ending of flight recordings. For more details see section C2Flight Memory and Flight Analysis.

A7.4 Track and Bearing

The Track is defined as the route of the glider over the ground. Geographic true North is always 0 or 360 degrees(East 90, South 180, West 270 degrees). The bearing is the direction to a specific destination or waypoint from theglider. A Track log results from recording different position points at regular intervals during a flight.

A7.5 Distance to Waypoint

The horizontal distance to a waypoint is displayed if either the destination has been switched to automatically (usingthe Route function), or chosen manually with the Goto function. For distances under 10 km, the resolution is 10 m, iffarther it is 0.1 km. Please read section B7 Goto Function. The distance to waypoint is always measured to thewaypoint and not to the edge of the cylinder around the waypoint.

A7.6 Glide Ratio (L/D Ratio)

By definition, the glide ratio is calculated by taking the horizontal distance traveled and dividing it by the height lost.Attainable glide ratios in calm air for the following glider types:

Normal Paraglider High PerformanceParaglider

Normal Hang Glider High PerformanceHang Glider

Rigid Wing HangGlider

5-7 7+ 8-10 11-14 15+

The following types of glide ratio can be selected as a user-selectable field.

Glide ratio through the air:L/D air = TAS / Sink - True airspeed divided by sink

Glide ratio over the ground:L/D gnd = GS/Sink - Ground speed divided by sink

Required glide to destination: ratio in order to reach the chosen destination from the present position.L/D req. - Distance to the waypoint divided by the height difference to the waypoint.

A8 Best Glide Speed

On the right side the analog speed scale there is a black arrow (labeled in Figure 1 as Best Glide Speed), whichinforms the pilot of the airspeed for best glide. This arrow points at the best glide speed, which is dependent on thepolar of the glider, the wind strength and direction, and the sink rate of the surrounding air. In a competition, a toppilot will generally fly faster than the best glide speed the indicator is recommending, unless every foot of height isessential (survival mode). For more information please see section E4 Polar curves and best glide speed.

The true value of the best glide speed will increase with increased altitude, however, it does not matter if the pilot haschosen to display true or indicated airspeed, as the 5030 compensates for this on the various displays. Also seesection E3 True or Indicated Airspeed.

A9 Average Thermal Climb Indicator

There are good and not so good thermaling days, and, on any given day, the average climb rate varies. Your climb


rate is generally higher at midday than in the morning or late afternoon. The 5030 has a pointer on the left side of thevertical bar analog vario display that will assist the pilot in determining the climb rate for entire climb. If the 5030 hasbeen set for the dial display the Average Thermal Climb will be shown as a shaded band in the outer ring of the dial.In this case, the value for the thermal average is the point on the ring that the shading has filled to. The AverageThermal Climb is the average climb rate over a user-selectable time period and is solely influenced by the climb, andshows the average thermal strength (climb rate) for the last 0.5-10 minutes of climbing. The pilot is gliding optimallywhen the active McCready pointer points to the value of the average thermal climb indicator. The time period overwhich the climb is averaged can be set under Menu/Basic Settings/Average Thermal Climb. Also see section E5McCready Theory.

A10 McCready Indicator

The thick black arrow on the far left of the vertical analog vario scale (marked McCready Indicator in Figure 1) showsthe speed ring setting that you are currently flying (i.e., the climb rate for your next expected thermal based on yourcurrent airspeed). The position of this arrow is dependent on the polar of the glider, the wind, the vertical speed ofthe rising or sinking air mass that you are currently flying in and, above all, the flight speed. If the dial display hasbeen selected the McCready pointer will appear as a radial line in the climb section of the analog dial. If a pilot wantsto complete a competition task in the shortest time possible, then he/she may consider keeping the McCready pointeras close as possible to the average climb rates achieved in thermals (indicated by the Average Thermal ClimbIndicator). Due to the fact that the indicator is dependent on many conditions, we call it an active McCready pointer.Please refer to section E5 McCready Theory for further explanation.

By pressing the McCr / Mark key it is possible to turn the accompanying McCready sound on or off. The default isoff each time the 5030 is restarted. The frequency of the McCready tone is linked to the position of the pointer withrespect to the Average Thermal Climb Indicator, making it possible to control one’s speed acoustically. When youare controlling your speed acoustically you should note the McCready sound that is consistent with the desired speedring setting, if the tone lowers wile gliding, then you need to speed up and vice versa. It is possible to set a dead bandfor the McCready sound so that there are no McCready sounds until you are flying a speed ring setting above acertain percentage (factory setting =30%) of the average thermal climb. A time delay can also be set in seconds(factory setting of 7) for the restarting of the McCready sound after leaving a thermal. The dead band and the delaycan be set in Menu/Basic Settings/McCready

A11 Battery Management

The 5030 has a high performance NiMH (nickel metal hydride) battery. The internal battery can be charged with aplug-in wall charger (120/230 V AC), by using a vehicle cigarette lighter adapter, or by means of a solar panel (10 -18V). The battery is built into the casing and requires no maintenance. A charging cycle (for empty batteries) isapproximately four to six hrs. The intelligent charging unit in the 5030 recognizes when the battery is full, and stopscharging. It is therefore impossible to overcharge the battery, if you forget to unplug the charger. Nevertheless, werecommend that you unplug the charger for safety reasons when charging is complete. The battery has beenpermanently built into the unit, and the user should not try, in any way, to replace it. In the event that a replacementshould be necessary, the unit should be sent to Flytec USA. We will also take care that the battery is properlydisposed of, if necessary.

A fully charged battery should last for twenty-two hours with both vario and GPS receiver switched on. The battery lifewill be more than doubled if only the vario is used. Please bear in mind that the battery’s capacity decreases at verylow temperatures.

When the battery capacity has dropped to approximately 10%, an alarm tone sounds, and the message “Low batGPS off” will appear on the display. The GPS receiver, which consumes over half of the energy, will be shut off, andthe remaining energy will be sufficient for using the vario for another 2 to 4 hours. However, if a pilot definitely wantsto keep recording the GPS position, he/she can turn the GPS receiver on again (within 30 seconds). Flight recordingwill then continue uninterrupted.

If a critically low voltage threshold is exceeded, the unit will switch itself off. Although the battery life indicator istemperature compensated, it is recommended that you start with at least 50% of the battery capacity for longerflights. A bar graph scale, at the top of the display, shows the battery charge level. The measured voltage, and theremaining battery life (in hours), is also displayed. The indicated battery life will appear high directly after charging.


The battery’s nominal voltage is 3.6 Volts, however, during normal operation the voltage is between 3.5 and 4.1 Volts.During charging, the voltage rises to 4.4 volts. You can check the battery voltage during charging, but normally theunit should be turned off during charging. If the unit is on while it is being charged the bar scale is replaced with“charging”. Note: The ambient temperature should be between 50° - 86° F (10° -30° C) when recharging the battery.

The yellow LED on the bottom of the unit will blink several times after plugging the unit in (to test the battery’scondition) and stays lit until the recharging is complete. If you leave the unit plugged in to the charger for a few hoursafter the LED light has gone out, it will switch to trickle mode allowing the stored energy in the battery to increase by afew percent.

B GPS Functions

Currently there are more than thirty satellites in Earth’s orbit. It is possible to determine your position very preciselyanywhere in the world by receiving signals from these satellites. Therefore, the use of GPS receivers has becomeindispensable for navigation and competition.

B1 Assessment of Reception Quality

The 5030’s GPS receiver can be turned on and off by holding down the F1/GPS key for three seconds. With theGPS enabled, the 5030 can follow up to sixteen satellites at the same time. After turning on the 5030, it is necessaryto receive at least four satellites to fix position for the first time. Once the current position is acquired, three satellites(for 2D positioning) are sufficient for further navigation. However, if you want to record GPS altitude in a flight record,then four satellites are required.

There is a Satellite Almanac table in the GPS receiver that keeps track of the path, place, and time of all satelliteswith reference to the receiver. The Almanac is continuously updated during signal reception. However, if the signalto the Almanac memory is disrupted completely or the 5030 is taken 125 miles or more from the last reception point,then the Almanac has to be re-established. In this case it can take ten minutes (or more) to determine the newposition. When the 5030 is turned off power is still supplied to the almanac’s memory

When the 5030 has been moved a great distance without GPS reception, you can help facilitate initialization byentering the approximate new position (whole number coordinates suffice) in the Set Up menu under Menu/BasicSettings/Init GPS. With the antenna unobstructed, the unit will normally recognize its position after a few minutes.

If the receiver is turned off for only a short period of time (less than 2 hours), it should take less than a minute todetermine the location. Buildings, mountains or thick forest affect reception quality. Therefore, you should alwayslook for the best possible visibility to the sky. The antenna, under the 5030 label, should point upwards. When theunit is fastened to your control frame, it should not have more than 45° deviation from a horizontal position. Becausethe received strength of the satellite signal is only 1/1000 that of mobile radios, these radio receivers and otherdisruptive factors (like notebook computers) should be kept as far away as possible from the 5030.

Together with the navigation signal, information about the location precision (DOP i.e., dilution of precision) isreceived. The value for the reception quality, shown on the display, is derived from this signal. If at least 50% of thesymbols are filled in the GPS status area, then the error in position is less than 30 feet. The longer the filled insection is, the more precise is the reception. In addition, the number of satellites that are currently being used isshown at the end of this bar.


B2 Compass and Flight Direction

In contrast to a normal magnetic compass that is oriented to magnetic north, the GPS compass can show directiononly when the user moves about. However, it has the advantage that it is not subject to any grid deviation and doesnot show any deviation as a result of ferrous or magnetic material. Its zero point always corresponds with truegeographic north (0 or 360 degrees).

If the user remains stationary at the same location, then the course and compass pointer are inoperative. The exactcourse (i.e., the direction the user travels over ground) is always at the top of the compass, but can also be read inthe user-selectable field “Track”. When circling in a thermal the compass rose appears to turn. In reality the pointerdoes not move; the unit, along with the aircraft, moves around the rose.

B3 Speed over Ground

The GPS receiver fixes its position once every second. Speed over ground is derived from the distance betweenthese positions. Only from the difference between airspeed and groundspeed can one make conclusions about thewind’s influence. Using the paragliding version of the 5030 (no pitot sensor) without a vane wheel sensor plugged in,the 5030 automatically shows the GPS speed in the large analog and digital scales. The same applies to the hanggliding version of the 5030 (w/ pitot sensor) if the pitot has been deactivated under Menu/Basic Settings/Speedgainpressure.

B4 Head, Cross and Tail Winds, the WindComponent

During a final glide to a goal, the wind component (i.e.the difference between ground speed and air speedover the track) is very important. In most cases thewind does not blow directly from the front or frombehind, but from the side. If the wind component“Spd-Diff” (in the user-selected fields) is positive,then the pilot will fly with a tail wind, and the glideratio over the ground will improve. If it is negative, theglide ratio will worsen. The 5030 takes the wind component into consideration when calculating the best speed to flyand with final glide calculations. To find the correct angle between the destination and the wind when a strong crosswind is present, please refer to the section B7 Goto function.

B5 Wind Direction and Speed

The wind speed can be displayed in a user-selectable field. It is necessary to fly one or two complete circles assteadily as possible to get the 5030 to register and display a wind speed and direction. Wind direction is shown in thecompass rose by a small windsock. During the final landing approach, this symbol should always be at the top of thecompass rose (to the extent the landing field will allow).

B6 Waypoints and Coordinates

A waypoint is any single point on the earth’s surface that you would like to go to. The 5030 can save up to 200different waypoints. Each waypoint name can have up to seventeen characters, e.g. “Quest Air”. To navigate to awaypoint you also need its’ coordinates. You can also enter the altitude, i.e. 6120 feet (1865 meters) above sea levelin the waypoint altitude field.

The 5030 can also interpret waypoints entered according to the convention of using the first three letters of thewaypoint name and three numbers for the altitude in hundreds of feet. For example: LAB067 indicates a waypointwith the name LABxxx and an altitude of 6700 feet MSL. This altitude is stored in the waypoint’s altitude field.

The 5030 displays coordinates in degrees, decimal degrees; degrees, minutes, decimal minutes; degrees, minutes,seconds; UTM or Swiss Grid formats. These formats can be set in Menu/Basic Settings/Coordinate Format.


Please also refer to C3 Waypoints - Edit, Delete or Add. The 5030 utilizes the standard WGS84 (World GeodeticSystem 1984).

B 6.1 Current Coordinate Indicator

Provided the 5030 is receiving a GPS signal, the actual position is displayed in the unit’s information field by pressingthe Enter key. After twenty seconds, the information previously displayed in the information field will automaticallyreplace the current position. This function is useful after landing to relay your location to a person coming to retrieveyou.

B 6.2 Saving the Current Position

A pilot may wish to save the current position as a waypoint. To do this press and hold the McC /Mark key for threeseconds. As confirmation you will hear a double beep and the current coordinates will be stored in the memory as awaypoint. The 5030 uses the letter M (for marker) for the waypoint designation along with the date and time.

Example: M.22.04 11:16:49 for 22 April 11 hrs.16 minutes 49 seconds (UTC). Of course this waypoint name can bechanged to a more meaningful name in the waypoint menu. For more information on this please refer to C3Waypoints - Edit, Delete or Add.

B7 Goto Function

Pressing and holding the Enter/Goto key switches the lower half of thedisplay into the ‘Goto’ mode. This function allows you to search for awaypoint (WP) stored in memory and select it as the next waypoint orgoal. The closest five waypoints are shown with the closest waypoint ontop. The number after each waypoint’s name indicates the distance in kmto the waypoint from your current location. Starting with firmware version2.14 the bearing to this waypoint will also be shown to the right of thedistance. If you press the F1 (Displ.AIti.) key calculated arrival altitudesto the five waypoints are shown in place of the distance to them.Basically, five final glide calculations to the waypoints are made at thesame time.

Note: The wind component is taken into consideration for the calculationonly for the waypoint the pilot is directly flying toward (±/20 degrees).

Pressing the Fl (Displ. dist) key again switches back to display thedistances. If you search for a waypoints with the and keys, it willbe selected when the Enter key is pressed. The Goto function can bedeactivated with the F2 (Cancel Goto) key.

If a strong cross wind is encountered on the way to goal, the correctflight direction to the destination considering the wind can be found.The pilot must carefully changes the direction of flight against the winduntil the directional pointer in the compass rose points directly upwards.The large arrow in the compass will now look like the sample shown.By doing this you can be sure that the flight path over ground is in astraight line to goal and thereby the shortest one.

In the user-selectable fields, in the example, the ground speed, thedistance to the waypoint and the calculated arrival height over goal aredisplayed. One can interpret this height (Alt a. WP) as the height abovethe optimum glide slope to goal. The calculated arrival heightassumes that there is neither lift nor sink along the flight path and thatthe wind remains constant. There is certain risk here. Please refer toE6 Final Glide Calculations.

You can also see, in the user-selected displays, the Altitude above bestglide. This is shown in the figure as Safety Alt, however, in firmware


FAI-ROUTE

Quest 3.00 SSheets 0.40Groveland 0.40Cleremont 0.40Dean Still 0.40Highway 33/474 0.40

Waypoint 1 in RouteQuestEnter ExitTotal Distance: 49No of Waypoints: 5

Starttime: 12:30--------------------------------

2.14 this is referred to as Alt a. BG (altitude above best glide). While thermaling before gliding to the waypoint, thisheight will display a “0” when the pilot should be able to reach the goal by flying at the best glide speed and the datafield will inverse (white numbers on a black field).

When thermaling you should climb until Alt a. WP shows zero. You can then go on glide at McCready optimumspeed-to-fly. The Alt a. BG (Safety Alt) then shows the pilot how much height he/she will have above the best glideslope to use, if necessary, to compensate for unexpected sink. Generally the pilot should not proceed to goal if theAlt a. BG shows zero or negative numbers – reaching goal would be impossible without encountering lift on the way.

B8 Flying Routes

A route is a sequence of waypoints. The waypoints used on a route must first be entered into the 5030’s waypointlist. To create, change, or delete a route please read section C4 Routes - Create, Alter, Delete. To select anexisting route, press the / Route key for a few seconds. Each route can also be assigned a route name, forexample, “Quest Air Triangle”.

The 5030 stores up to twenty routes. The same waypoint can be used more than once along a route, and the samewaypoint may occur on other routes as well. If a waypoint is used in a route, it cannot be deleted from the waypointlist, until the route is deleted. There is still the option of looking up other, possibly closer, waypoints without leavingthe current active route, by using the Goto function.

B8.1 Direction arrow to second next waypoint

In the middle of the compass rose, a thick black arrow points to the nextwaypoint. Under this pointer is a grey shaded second pointer that points inthe direction of the second waypoint. This second pointer makes it easierfor pilots in competitions to know in advance which direction to turn afterreaching the waypoint cylinder

B9 The FAI Route for Record Flights and Competition Pilots

In contrast to the routes described above, the 5030 uses the terminologyFAI Route to designate routes that have waypoints or cylinders aroundwaypoints that are mandatory; for example, turn points in competition, oron FAI record or badge flights. The track log points stored by the 5030 areused to verify completion of a task in a competition.

When flying an FAI-route the pilot will be notified with an audible alert whencrossing the circumference of a turn point cylinder or when leaving/enteringthe start cylinder and the 5030 will automatically switch to the nextwaypoint. The FAI route can be called up by pressing and holding the /Route key and can be selected by pressing the Enter key. Please refer tosection C5 FAI Route - Create, Alter, Delete to set and change routes.

B9.1 Changing a route into the FAI Route:

To change a route to the FAI route go to Route menu under Menu/Routes, select the desired route with the andkeys, and press McC /Mrk key. The display will ask “copy to FAI route?” Press the or key to change the “No”to “Yes” and press Enter. Any of the waypoints in an FAI Route can be defined to be the start waypoint by pressingthe McC /Mrk key.�

In current competitions, instead of being required to fly through FAI photo sectors, the pilot only need enter o exit acylinder. The cylinder radius can be set separately for every waypoint, between 20 m and 50 km. The factory settingis a radius of 400 m. An FAI task is defined by the least distance between the circumferences of each of thecylinders. However, the Dist. to WP always displays the distance from the pilot’s current position to the center of thewaypoint cylinder.


Please note that different radiifor start/landing cylinders haveto be set in waypoint menu.Therefore, if you have a triangle,or out and return task, you needto create two separatewaypoints for the start andfinish, if you start and finish atthe same point. When the 5030is showing the FAI route the pilotcan set the different cylinderradii, select the start waypoint,determine if the race begins byexiting or entering the start-cylinder and set the start time.

Because 5030’s GPS receiverconfirms its new position everysecond, it only takes one secondfor the GPS to know that thepilot is located within thecylinder. When this occurs anunmistakable tone lasting threeseconds sounds and the unitautomatically switches to thenext waypoint in the route. Oneor more track log points withinthe cylinder are stored at onesecond intervals in memory inthe track log, regardless of whatrecording interval the pilot hasselected.

In flight mode the pilot can seeon the information display howmany minutes/seconds are leftbefore the opening of the startwindow. In the user-selectablefields, Dist. to WP informs thepilot if he/she is inside or outsidethe Start cylinder. Only whenthe time counter has reached0:00 and starts to count forwardand the pilot is leaving the start cylinder, will the unmistakable beep signal that the pilot is crossing the start cylindercircumference. The 5030 will then switch automatically to the next waypoint.


Any waypoint in the route canbe defined as a start cylinder.The automatic switch over tothe next waypoint takes placewhen leaving the start cylinder.When the pilot has left the startcylinder and the instrument hasswitched over to the nextwaypoint, pressing the F1 keyallows you to toggle back andforth between previous andnext waypoint. This is usefulwhen a pilot wants to go backand restart the task at a latertime.

Even during the flight, alongthe FAI route, it is possible toselect additional waypoints(perhaps thermal sources) bypressing and holding the Gotokey. The waypoints are sortedaccording to their distance fromthe pilot. The waypoints thatare part of the FAI route aremarked with an asterisk in thedisplayed list. This means theymust be over flown. The alarmremains active when entering awaypoint cylinder along theroute, even if a waypoint notbelonging to the route hasbeen selected. Press the F2key to toggle back and forthbetween the waypoints of theFAI route and anotherwaypoint.

After completing a flight task,the waypoints in the FAI routewill be included in the datatransferred to a PC as thedesignated task section of theIGC file. SeeYou, CompeGPS,or other programs that can read and display IGC files, can check if the assigned task was completed correctly.

B10 Relocating Thermals

This function helps the pilot relocate any thermals that are lost. A small arrow pointing up in the double ring of thecompass rose shows the direction to the last thermal with at least a 200 fpm (1 m/s) climb. If this arrow is displayedat the top in the ring, then you are flying towards the thermal. However, if the arrow is below in the compass rose,you are going away from the thermal. If you want to take advantage of this function, then the user-selected field“Dist. to ^” should be displayed. This value indicates the distance from the last thermal to the pilot.

C 5030 Setup Menu (Set-up Mode)

The unit’s menu is opened by pressing and holding the Menu key. To select one of the menu items press the or key. To navigate to the highlighted sub menu press the Enter key.


C1 Basic Settings

A series of settings permit the unit to be programmed according to the user’s wishes. It is always possible to resetthe unit under Menu/Basic Settings/Init EEPROM, which are the manufacturer’s initial basic settings. If you resetthe unit, you are starting over completely. Important! All waypoints and routes will be a deleted if you reset theunit.

When you have navigated to a desired sub menu, the current setting(s) are displayed. To change a value pressEnter. The value to be changed will blink and can be modified by using the and keys. Pressing the Enterkey installs the new value and a confirmation tone is given and the cursor will advance to the next setting in thesubmenu (if there is one). Pressing the ESC key recalls the previous setting.

Term Meaning Reference Factory SettingQNH Air pressure at sea level A2 1013 mB

Record-Interval Time interval per recorded (track log) point C2 10 Sec

Sink Alarm Sink rate required to sound sink alarm A6 0.8 m/s (160 fpm)

Stall speed Stall speed and maximum altitude limit A4, E1 0 mph

Sound Frequency of Climb and Sink tone, Modulation,Acoustic Integrator

A6 1200 Hz; 700 Hz Mod = 5;Acout. int = 8, Pitch = 3:

TEC Total Energy Compensation E6 65 %

Polar data Two polars: Each with two data pairs1. at min. sink and 2. at higher speed

A8, E4 25 mph at 197fpm47 mph at 630fpmAltitude at 1000’

Vario/Speed resp. delay Time interval for Analogue Vario (range 6-40) A1 12 ( ≈ 1.2 sec)

Digital Vario mode Averager or Net Vario; Averager period (1-30 sec.) A3 INT; 20 sec.

Time, Date, Year Difference to UTC; Day, Month, Year A7.2 Present

Display contrast Range 0 ... 100 % 70 %

Speedgain vane wheel Vane wheel 70 ... 150 % A4 100 %

Speedgain pressure Pitot sensor 90 ... 150 %Sensor on/off

A4 100 %

VarioOffset Threshold for the start of ascent tone - max value is 80fpm (0.4 m/s)

4 fpm (.02 m/s)

Pilotname Pilot name entry; max 17 letters not set

Speed mode True or Indicated Airspeed,Speed range upper 19-68mph o lower 12-62mph

E3 0 = true airspeed.

Units Meter or feet; Km/h or mph or knots. Temperature indegrees C or F

m; km/h;Grd C

InitEEPROM Back to factory settings C1 No

Erase all records Deletion of flight memory (all records) C2 No

Erase all WP& Routes Deletion of all WP’s and Routes C3 C4 No

Init GPS Entry of position for faster satellite reception B1 Last position

Coordinate Format * dd°mm.mmm; dd.ddddd; dd°mm’ss”; UTM; Swiss Grid B6 dd°mm.mmm

Recording Mode Automatic or manual end of flight recording C2 Automatic

Average thermal climb The length of the time interval over which climb rate isaveraged in the previous thermal (0.5 - 10 min.)

A 10 20 = 10min.

Glidertype Glider class for OLC (HG Rigid Wing or HG FlexibleWing or Paraglider)

Not set

Glider-Id Your ham radio call sign for OLC Not set

McCready Delay for McCready acc. to climb Acoustic dead bandin % of average thermal climb

A9 7 seconds30%

Vario display Circle or Bar Yes = Circle

User fields Number of user-fields for pages 1, 2 & 3 (yes=6, no=4) 1 = yes, 2 = yes, 3 = yes

* The highest accuracy is achieved when using the same coordinate format as most GPS models: dd°mm.mmm(degrees; minutes and decimals of minutes). With all other formats rounding errors can occur. (up to 65 feet or 20meters)


Main Setup Menu ---------------------------------- Basic Settings Flight Memory Waypoints Routes Simulation Factory Settings Optional SW Packages -----------------------------------

= = = = = = = = = = = = = = = = =FLIGHT-ANALYSIS

= = = = = = = = = = = = = = = = =Start: 13.02.02 13:35:43Stop: 13.02.02 15:13:22

Flight time: 1:37:34Record-Interval: 10 sTask: no

Max A1: 2823 mMax A2: 1154 mMax A3: 4273 m

Max Vario: 8.9 m/sMin Vario : 6.6 m/sMax Airspeed: 73 km/h

Flight Memory ----------------------------01.03.02 0:43:1213.02.02 1:37:3428.01.02 0:24:0523.01.02 1:02:2412.01.02 2:11:4515.12.01 0:34:5524.11.01 1:07:32

C2 Flight Memory and Flight Analysis

The flight-recording mode does not need to be manually activated sinceeach flight is automatically saved. The term “barograph” is not used withrespect to the 5030 since a barograph is an air pressure (altitude)recorder and the 5030 records much more data than air pressure basedaltitude.

The flight logging system used in the 5030 registers not only the flightaltitude (from atmospheric pressure) and speed, but also logs (with theGPS receiver switched on) the time, position of the pilot in the WGS84coordinate system, the GPS altitude and air speed. The value set inMenu/Basic Settings/Record-Interval determines the time interval inseconds. A new data record is written in the 5030’s memory at thebeginning of each time interval. IMPORTANT: Before starting a flightmake certain that the GPS receiver shows at least three receivingsatellites to get a valid recording.

A record interval of one second can be used for performance testing oraerobatic flights. The factory setting is ten seconds. A flight has to be atleast three minutes long to be logged into memory and have an altitudedifference of at least 100 feet (30 meters). The start of the flight isrecognized as soon as the ground or the airspeed reaches at least 6 mph(10 km/h). However, up to twenty recording points prior to the “start” ofthe flight are included in the flight record. For example, with the recordinterval set to 10-seconds, the three minutes before the start of thelogged flight are stored in the flight record. The flight is determined tohave ended if there is no movement for thirty seconds, and no change inaltitude occurs, then the 5030 will display the flight analysis.

The digital signature (a checksum which is used to verify that the flightrecord has not been tampered with) is calculated from this moment onand a notice in the user-selected field draws attention to it. Please waituntil the calculation is completed. You can return to standard displaywith a brief press of the Menu key.

If manual recording is selected, recording starts one minute after theinstrument is switched on, and continues until the ESC key is pressed forthree seconds. At this time the display will show “really switch off??”To confirm the end of the recording press Enter and the generation of thedigital signature begins. This can take one or two minutes. Please waituntil the process is complete.

To view the stored flight records, go to the Flight Memory selection underthe Main Setup Menu (Menu/Flightmemory). Highlight Flight memoryand press the Enter key to display the list of flights. They are storedaccording to date with the most recent flight on top. The length of theflight is also shown in the right hand column, and the date of the flight inthe left hand column. Use the or keys to move through the list andchoose the desired flight with the Enter key. The flight, with itsbenchmark figures, is displayed on the Flight Analysis screen. Individualflights can be deleted from the list by pressing F2 (Del. Flight).

C2.1 Graphic Display of Flights in Map Format

The track log of saved flights can also be viewed on the 5030 display. Go to the Flight Analysis screen (see stepsabove) and then press F1 (Show Map). The track log is shown on the display. North is located at the top andwaypoints are plotted with a cross and name. The map scale is displayed in the lower corner of the map.


Waypoints----------------------------------------ColmanCherylOcalaI27-474DS - 33Fantasy of FlightAstatula--------------------------------------⇓ Waypoint 2AstatulaAlti 245 ftLati N 47’ 55.116Longi W 011’ 16.813----------------------------------------Ins DelWP WP

The view can now be changed as follows:

F2 - Zoom in: The map scale is gradually increased toapproximately 0.5-1.0 km. Thus, individual circles during a climbingperiod will be clearly recognizable depending on the recordinginterval setting.

F1 - Zoom out: The map scale is gradually decreased until thecomplete flight is displayed on the screen.

Arrow keys - Pan: With these the plotted area can be shifted up,down, left and right.

Enter: From any view, jump back to display the complete flight.

ESC: Back to the main setup menu. Any other key cause thetrack in the current flight to be redrawn.

Note: When the pan and zoom functions are used it will take a fewmoments to redraw the map/track (Wait and Ready willcorresponding appear on the Status Line). If a zoom or pan key ispressed while a map is being redrawn the original redraw will besuspended and will start over again with new pan/zoom selection.This will allow you to quickly view the desired section of the map.

During flight, pressing the ESC key briefly will display a real-timetrack map. The digital vario, altitude and digital air speed values are displayed under the map. If you are flying anFAI route, the cylinder of the active waypoint, waypoint names, and a thin dotted line to the next waypoint are alsodisplayed on the map. During the flight the Zoom In/Out functions are accessible.

C3 Waypoints - Edit, Delete, or Add

Editing Waypoints:

To show the list of waypoints, press the Enter key briefly when Waypointsis highlighted in the menu. It is considerably easier to add waypoints toyour list using a PC (and software that manages waypoints), ordownloading them from a meet director/scorekeeper. However, you canalso add waypoints to your list or edit those existing from the 5030 keypad.To add a waypoint, see Inserting Waypoints below. All waypoints arearranged in alphabetical order.

If the 5030 waypoint list contains more than eight waypoints, there will bea down arrow at the lower right edge of the list to show that additionalpages of waypoints follow. To scroll down one page at a time, press thearrow; waypoints 9 to 16 are now shown, and so on.

You can select an individual waypoint with the or keys, and edit it bypressing the Enter key. After pressing the Enter key, the first letter of thewaypoint name will blink; you can now change the first letter of the nameof the waypoint by using the and arrow keys. There are numbersand letters, as well as a set of special symbols, to choose from. With theF1 key you can switch between capital, lower case letters and numbers.By pressing the arrow key you acknowledge the character and moveforward to the next position. A waypoint name can be up to seventeencharacters long. Once the waypoint name has been changed (or left as is),confirm the name by pressing Enter. The blinking cursor will now advance


to the waypoint’s altitude field and the value can be altered in the same manner as above. Confirm any changes thatyou have made, or accept the existing value by pressing the Enter key.

The blinking cursor will now advance to the degrees/minutes portion of the waypoint latitude. The value can bechanged with the or keys, however, degrees and minutes are linked so you must scroll through all 60 minutesto advance to the next degree. Holding the or keys down will change the values rapidly. Once the desireddegrees/minutes are shown confirm by pressing the Enter key. The cursor will now advance to the decimals minutesfield and can be similarly set. Change the value as necessary and confirm, once again, with the Enter key. Theblinking cursor advances to the waypoint Longitude, which can be altered and confirmed in the same manner as thelatitude.

Note: Cylinder radius for any waypoint can only be set in the FAI-Route.

Deleting Waypoints:

To delete a waypoint, select it with and arrow keys from the waypoint list and press the F2 (Del WP) key. Tobe on the safe side the 5030 will ask for confirmation by showing, “Delete Waypoint?” Use the and arrow keysto switch from “No” to “Yes”, and press the Enter key. The deletion process can be stopped by pressing ESC key.

Inserting Waypoints:

Press the F1 (Ins WP) key to add a new waypoint to your list of waypoints. Enter waypoint name, altitude, andposition as described above in Altering Waypoints. After confirming all field entries with the Enter key, the newwaypoint is inserted at the end of the waypoint list. 200 waypoints (displayed in alphabetical order) can be stored inthe 5030.

Note: Any newly entered waypoints can only be used after you have switched back to the normal flight mode bybriefly pressing the /Menu key. In addition, you cannot enter the new waypoints into an existing route if it is active.If the route is active, first change into route selection mode by pressing and holding the /Route key, then pressthe F2 (Cancel Route) key to deactivate the route.

C4 Routes - Create, Alter, Delete

A route is a string of waypoints. Of course the waypoints must already be stored in the 5030’s waypoint list. If awaypoint is used in a route, then it cannot be deleted until the route is deleted first. You can view the stored routesby going to Routes in the Setup Menu (Menu/Routes). Highlight “Routes” and press the Enter key. A maximum oftwenty routes can be stored and up to eight are displayed on the screen at one time. Use the arrow to display thenext set of eight routes. A route may be selected by using the and keys and may be altered by pressing theEnter key. The Fl key (Ins. Route) can be used to insert a new route and the F2 (DeI. Route) key is used to delete aroute.

Creating a New Route

The easiest way to create a route is to use software like SeeYou on your computer and then upload the routes to the5030. By using the keypad, you can also create routes directly from the waypoints stored in the 5030.

To create a new route, select Routes from the Main Setup Menu, and press the F1 (lns. Route) key. A new route withthe default name “Xxxxx” will appear in the lower half of the display. The blinking cursor will be on the first characterof the default name, and can be changed using the and keys. Use the key to advance the cursor to the nextletter, and accept the previous one. Press the Enter key to conclude the entry of the route name.

Next, the desired waypoints must be added to the route. Press the F1 (lns. Wayp) key to display the list of theavailable waypoints, in alphabetical order, in the bottom half of the screen. The prompt Select Waypoint No1 isdisplayed. Use the or or keys to scroll until the desired waypoint is highlighted. Add it to the route bypressing the Enter key. The waypoint is then added to the list of waypoints in the route displayed in the upper half ofthe screen.

To add the next waypoint, press the F1 (Ins.Wayp) key again. Once more, the waypoint list appears, and you can


select the second waypoint. After selecting the waypoint, press the Enter key to add this waypoint to the route, andso on. The black highlighted waypoint in the upper half of the screen is always the last one entered. The function“lns.Wayp” will insert the next waypoint after the one highlighted in black.

If you determine, for example, that the fourth waypoint in the route must be changed, then select it using the and keys, and press the Enter key. Again the list of available waypoints appears, as well as the prompt EditWaypoint No 4. Select a replacement waypoint, and press the Enter key. The old waypoint is replaced with thenewly chosen one. To delete a waypoint from a route, select it using the and keys, and press the F2 (Del.Wayp) key. The waypoint is deleted from the list without any additional prompt.

Altering a Route

To alter a route, scroll through the Route list with the or keys, and select the route with the Enter key. The firstletter of the route name is highlighted and can be altered (as can subsequent letters) with the or keys. If youdon’t wish to change the route name, press the Enter key to bring up the list of waypoints in the route. As describedin the previous section, the waypoints can then be added or deleted.

Deleting a Route

To delete a route scroll through the Route list with the or keys, and select it with the Enter key. Then press F2(Del.Route) key. The 5030 will enquire: Delete Route? Use the or keys to change the “No” to a “Yes”, andthen press the Enter key. Note: It is not possible to delete the FAI-route.

C5 FAI Route - Create, Alter, Delete

The FAI route is treated differently from a usual route, but the differences when creating or changing it are minor. TheFAI route can be altered and the waypoints in it can be erased. Its name, however, cannot be altered or deleted.

Each one of the other routes in the Routes List can be copied into the FAI route. To do this, highlight the desiredroute from the Route List, and press the McC /Mark key. The display will show the route in the lower half of thedisplay and the question “copy to FAI-Route? No”. Use the or keys to change the “no” to “yes” and press theEnter key to confirm. Once the desired route has been copied to FAI-Route, the specifics about the “start” can beset.

Call up the FAI Route from the route list, highlight the waypoint that is to be set as the “Start Cylinder”, and pressMcC /Mark key. An “S” will be added to the current start cylinder size shown next to the waypoint name in the upperhalf of the display. The lower half of the display will show the start cylinder particulars: radius in meters, enter or exitstart, and start time. To alter any of these, press enter and the cursor will advance to start cylinder radius size, andcan be altered with the or keys. Press the Enter key to confirm, and advance the cursor to “Start Mode”. Use or keys to select “exit” or “enter”. Press the Enter key to confirm, and advance to “Start Time”. Adjust the starttime in the usual manner, and press the Enter key to confirm.

The turnpoint cylinder-radius for each of the waypoints in the FAI Route can be individually set. Highlight thewaypoint from the list, and press the Enter key. The blinking cursor will be on the waypoint radius size. Adjust thevalue as needed, and press the Enter key to confirm. Repeat this process for all of the waypoints in the FAI route.Please also see B9 - The FAI Route for Record Flights and Competition Pilots.

There is also a count down timer linked to the start cylinder to inform the pilot exactly how many minutes and secondsremain until the start window is open.

C 6 Simulation mode

To enter the simulation mode, highlight “Simulation” in the Setup menu using the and arrow keys, and pressthe Enter key. Use the and arrow keys to change “No” to “Yes”, and press the Enter key. Return to the normaldisplay by briefly pressing the Menu key and the simulation starts at the last known GPS position.

With the and arrow keys you can adjust the air and ground speed. The and arrow keys change the sinkor the climb. If the stall alarm sounds, please increase the airspeed by a few mph (km/h). Depending upon the polar


entered, the simulation mode allows you to explore the relationships between best glide speed, McCready indicatorand the sounds produced by the 5030.

The Goto function can be called up to select a waypoint. The distance to the waypoint appears. If the directionarrow in the middle of the compass points upwards, the pilot is moving towards the waypoint. The distance becomessmaller, while at the same time, the altitude naturally decreases.

If you initiate a climb with the key, the 5030 simulates circling up in a thermal. The compass rose turns and thedistance to goal continuously changes between somewhat closer and somewhat farther away. After thermaling up,change back again to sinking flight using the arrow key.

To change the ground speed press the F2 key and use the and arrow keys. This simulates a wind component(i.e. the difference between air speed and ground speed). You can also change the flight direction by using the and arrow keys.

You can retrace a route flown. If you select the route as an FAI route, you will hear the characteristic tone uponapproaching within 400 meters of the waypoint, which tells you, that you are inside the cylinder. You will also see theautomatic switchover to the next waypoint. By pressing the ESC, you can switch to the map display, and observe theapproach to the waypoint cylinder.

Wind direction and wind speed cannot be simulated; only a certain difference between ground and airspeed can beset. The GPS receiver is turned off during the simulation, and, in place of its bar, the word “Simulation” appears. Asimulated flight is stored in the memory of the 5030, but the Digital Signature is not valid.

C7 Factory Settings, Instrument Specific Parameters

All default factory settings as well as sensor specific parameters, instrument serial number, and all the calibration dataare stored in static memory and are not accessible to the pilot. This data is not lost when the power supply is off.

D Data Transfer

All data entered by the pilot, including waypoints, routes, pilot’s names, etc., as well as the automatically recordedtrack logs are stored in the memory of the 5030. Each track log point contains the time, position, GPS altitude,barometric altitude, as well as the flight speed (air speed). In this way, it is possible to graph the barogram,variogram, speed gram and course of the flight on a map for later evaluation. Flight evaluation programs areavailable which are able to depict the flight in its appropriate landscape on a computer screen in 3D.

D1 Data Exchange Via PC

The 5030’s basic equipment includes a data cable for a serial PC interface (9 pol Sub D plug). Data transfer canoccur in both directions. The connection occurs with: 57.600 baud; 1 startbit; 8 databit; 1 stopbit; no parity, Xon/Xoff

Waypoints and routes can be uploaded to the 5030 and the following can be read via this RS232 interface:

Serial numbers and pilot namesWaypoint listRoute listA selected flight (track)

Important: the unit must first be switched on before plugging in the connection cableto the unit and the computer.


Important: Contrary to the instructions for data transfer of waypoints or routes, be sure that the 5030 is turned offwhen plugging the cable into the computer and the 5030.

Important: Never leave the PC cable hooked up to the unit when it is turned off. If this is done energy isconsumed, and the battery can be drained.

Before you transfer the waypoints and route data switch the 5030 to the Setup Menu. During data transfer, the 5030checks whether the transferred waypoints or route names already exists. If so, the old names are overwritten. If not,the new waypoints or routes are added. You should make sure that the waypoints show up in the unit’s waypoint listbefore you transfer a route from your computer.

If you wish to download flight data, switch the unit to the Flight memory mode, and display the desired flight on theFlight Analysis screen before transferring it to your computer. There are a number of PC programs on the marketthat allow communication with the 5030. A basic starter would be a simple version of the GPS-Var program (ErnstLehmann). This program permits the functions described above. The data transfer for the On Line Contest for theDHV is, however, only possible with the full version, or by using one of the programs listed below. Please contact Mr.Lehmann personally or the following manufacturers.

Programs that permit data transfer with the 5030:

GPS-Var Ernst Lehmann; [email protected]

Compe-GPS Ivan Tove (For competition and private pilots, 3D graphics)www.compegps.com

Seeyou Program well liked by sailplane pilots www.seeyou.ws

Checkin Christian Quest (particularly for competitions)

Maxpunkte Free program from DHV for reading flight data for evaluation and submission to OLC. www.dhv.de/sport

D2 Data Exchange via Infrared Interface

(This function is not yet available. It will be released in a later version.)

Waypoints and routes can be exchanged between two 5030s without a connecting cable. For this the two unitsshould be laid on a flat surface, with the lower, narrow sides facing each other with a distance between ofapproximately ten to twenty cm. Direct sunlight can disrupt data transfer.

D3 Transferring New Firmware to the 5030

As is the case with many other new developments, particularly during the introduction phase, improvements orfeature enhancements may be expected. Periodically Flytec USA will post firmware updates at www.flytec.com,which can be downloaded by the user free of charge, and then uploaded to the 5030. To be able to write to the5030’s flash memory with a PC, it is necessary to use a compressed file named “galflash.zip” (approx. 1MB). Inaddition, the actual firmware to be uploaded must be obtained. It is called “galiVXXX.hec” which corresponds to theversion X.XX. Both of these are available from the download page at www.flytec.com.

We recommend that you store all the related files in a separate subdirectory. After decompressing the ZIP file anumber of files are created. Double clicking on the file “upload.exe” starts the program. Under “Setup”, the serial port(COM1 or COM2) can be chosen. You select the file to be transferred with the extension “.hec” by pressing on the“Upload” key. The data transfer starts automatically. Sometimes the 5030 will turn on when connecting the PCinterface cable (this is caused by the electrostatic charge). In this case, the cable must be unplugged, and the 5030turned off before making another attempt to flash the memory.


E1 Stall alarm

If a pilot gradually slows down his/her glider, he/she will cause a stall when falling below a certain speed. Thissituation becomes dangerous if the airflow suddenly separates from the wing when low to the ground. For thisreason wings have washout (twist) so that the wing tips have a lower angle of attack than the root section of the wing.If the airflow stalls in the root because of too high of an angle of attack, then lift may remain on the swept wing tips(rotating the nose down and reducing the angle of attack). It is also ill advised to fly at a high angle of attack, as theglider may stall when encountering turbulence.

Anyone who has ever watched a hang glider on approach can observe the following: when a good headwind prevails,less experienced pilots may flare early and the glider may climb, making for a difficult or hard landing. With no wind,or with a light tail wind, less experienced pilots may wait too long to flare. The result may be only a belly landing, butit also could result in a whack, or a ground loop with broken down tubes. Our experience indicates that about half ofthe otherwise not-so-well-executed landings could have been saved by flaring when the stall alarm goes off.

Stall speeds vary with wing loading/pilot weights. If you wish to set a stall speed alarm value, you will need toperform a few tests to determine your own stall speed. It is worth noting that close to the ground the stall occurs atapproximately 1 mph (2 km/h) slower than in free air. The stall speed also depends on the specific weight of the air atdifferent altitudes. In the 5030, the level for the stall alarm is automatically raised with increasing flight altitude,corresponding precisely to the indicated airspeed. It makes no difference if the pilot has chosen true or indicatedairspeed for the speed display.

The stall alarm is a loud, concise, acoustic signal that tells the pilot that his airspeed has fallen below apredetermined threshold. The difference between stall alarm threshold, and the speed for minimum sink can be verysmall. Several pilots have noticed that while circling up in weak thermals at minimum sink speed, the stall alarmsometimes sounds. For this reason there is an altitude limit the pilot can adjust in the Menu/BasicSettings/Stallspeed, above which the stall alarm will be disabled. The landing areas should then, of course, bebelow this limit.

E2 Netto vario

In contrast to the normal vario, which displays the vertical speed of the glider, a netto vario displays the vertical speedof the rising or sinking of the surrounding air mass. The prerequisite for this is a correctly entered polar curve for theglider and, of course, an air speed sensor. Let’s assume that a pilot is flying at 31 mph (50 km/h) through the air.The 5030 determines from the glider’s polar curve that at 50 km/h there would be a sink rate of 220 fpm. Let’s saythe normal vario shows a sink rate of 100 fpm. Consequently, the surrounding air must be rising at about 120 fpm. If,in our example, the normal vario indicates a sink rate of 400 fpm, then the corresponding air would have to be sinkingat about 180 fpm. With the correct polar curve and vertically stable air, the netto vario should show a value of zero atall speeds. Therefore we are in the position to check our polar curve when we are absolutely certain that the airmass is not rising or falling. If the netto vario in this example in the upper speed range indicates air that iscontinuously rising by 60-100 fpm, then we know that our wing is better than the stored polar curve, and sinksapproximately 80 fpm less than the polar curve states. This can be corrected. (Menu/Basic Settings/Polardata)

Another example from common practice: A pilot crosses a valley at a fast glide speed. Suddenly he/she notices asharp decrease in sink rate, and turns instinctively. As it turns out this was a mistake because what was thought to bea thermal turns out to be nothing more than zero sink. A quick glance at the netto vario would have kept the pilotfrom wasting time and altitude. The netto vario display only makes sense during descending glides. While climbingin a thermal, it is better to activate the averaging vario (called the integrated vario on the 5030 menu), which indicatesthe average climb over a chosen time period. It is also possible to set the digital vario to serve as an averager duringclimbing, and as an air mass (Netto) vario during glide. These settings can be accomplished under Menu/BasicSettings/Variomode.

E3 Airspeed - True (TAS) and Indicated (lAS)

In general aviation, it is customary to measure the airspeed with the help of a pitot tube as a dynamic pressure speed(IAS), and also to display it as such. The advantage of this method is that at any altitude level the maximumallowable speed or the stall is displayed at the same position on the instrument’s scale. This is also the case for thespeed of the best glide, which will have a fixed position on the speed scale. However, the disadvantage of thissystem is that the indicated speed is correct only at a certain altitude (usually at sea level). The glider will fly fasterthe higher one flies due to the fact that the atmosphere gets thinner with altitude. At approximately 21,000 ft (6,500


m) the air weighs only half of that at sea level, and the air speed will therefore increase 1.41 times that (the squareroot of 2).

To calculate wind speed, arrival altitudes, or arrival times true air speed is needed. The vane wheel sensor (propellertype) shows the true air speed (TAS) because it runs virtually without friction. Thanks to modern processortechnology, the 5030 can calculate both true and indicated airspeed, regardless of which air speed input device(propeller or pitot tube) is used. The pilot can set the type of speed he/she would like to see in the display withouteffecting the airspeed related calculations. Therefore, if the pilot elects to display IAS, there should be no surprisethat at high altitudes with no wind, the difference between groundspeed and airspeed will correctly show zero, eventhough the groundspeed provided by the GPS will be much higher than the indicated airspeed.

E4 Polar Curve and Best Glide Speed

The polar performance curve of a glider shows the relationship between air speed and the associated sink rate. Thehighest point on the polar curve is the minimum sink rate. If one plots a line starting at zero sink rate, tangent to thepolar curve, it touches the polar curve at the best glide speed. If one divides this speed by the associated sink rate,the result would yield the best glide ratio

The 5030 creates a table from the polar data entered by the pilot (Menu/Basic Settings/Polardata), and places it inmemory. At every flight speed, the unit knows the glider’s associated sink rate. If the current sink rate measured bythe vario is more than then value found in this table, the glider is in sinking air. If, for example, using the polar curvesshown below, the vario displays a sink rate of 100 fpm (0.5 m/s) when flying at 22 mph (35 km/h), the pilot must be inair rising at 160 fpm (1.3-0.5= 0.8 m/s). This is also shown by the netto vario. Please also see E2 Netto vario.

Because the 5030 knows the rise and sink rate of the surrounding air mass (if you have entered correct polar data foryour glider and pilot combination), it can continually plot new tangent lines to the polar curve to indicate the speed ofthe best glide in any situation.

Polar curve of a high performance Polar curve of a high performance hang glider: Best L/D: 47/(3.6x1.2)=10.9 paraglider: Best L/D: 35/(3.6x1.3)=7.5

In the example above, the tangent line is drawn assuming a sink rate of the air mass of 400 fpm (2 m/s). The bestglide speed in this air mass is therefore 63 km/h (39 mph). The best glide speed is the speed that allows the pilot tofly at the best glide ratio through the air.

Looking at the example of the upper screen of the 5030 shown onthe right, we see a pilot who is flying much too slowly. At this speedthe pilot dawdles in the sinking air, and will therefore lose bothaltitude and time. Conversely, if the pilot flies faster than the unit’srecommended speed of 39 mph (63 km/h), the pilot would arrivelower than a pilot flying at the optimal speed of 39 mph.

In the paraglider polar curve shown above the tangent line is drawnfor a head wind of 12 mph (20 km/h). The best glide is given at 24mph (38 km/h). If the pilot flies with an activated GPS (so that the


The pilot flies at the best glide speed incalm air. The indicator for required speedcorresponds to the flight speed. TheMcCready indicator is on 0. The averageclimb in the last thermal was 1.3m/s.

unit can consider the head wind), this increase in the best airspeed will automatically be taken into consideration bythe best glide speed arrow and indicate the best glide speed over the ground.

In contrast to sailplanes for which the manufacturer’s measured polar curve has long tem validity, hang gliders and,more so, paragliders have a polar curve that is dependent on the age of the surface, the condition of the sailcloth, theweight of the pilot, the aerodynamics of the pilots harness, and other factors. In order to realize the best possiblespeed during a later flight, it is necessary to input the polar curve as accurately as possible, which means it should bedetermined by the pilot. It doesn’t make sense to mislead yourself. An overly optimistic polar curve will cause the5030 to indicate a STF speed that is too high. Test flights, with the glider, pilot, harness and instruments in theirnormal flight configuration, should be conducted in stable air conditions to get the most accurate polar.

In order to receive accurate speed-to-fly, netto vario and glide ratio information from the 5030 you must install anaccurate polar for your flight configuration (i.e., your particular glider, wing loading, harness, airspeed sensor, etc.).You can use the 5030 to record the data to build your polar by flying data recording flights in smooth air. During theflight, each air speed between Vstall and Vne should be maintained for several seconds. With the aid of FlyChart 4.XX,the data attained can be analyzed and the polar curve can be determined.

Once the polar has been developed, only two polar curve points need to be entered into the 5030. The two valuepairs can be entered manually into the 5030 in the Set Mode (Menu/Basic Settings/Polardata). These two pairsare: the velocity (mph or km/h) and the corresponding sink rate (fpm or m/sec) for minimum sink and thecorresponding sink rate for a speed at the upper range for your glider (but not max speed). In addition to the twovalue pairs that are entered in the Polardata menu there is an altitude data field where you must enter the averagealtitude at which you flew when conducting the testing for your polar data. This means that all of the documentedpolar curve points are converted and saved as “Indicated” and that the polar curve is valid for all altitudes.

E5 McCready Theory - Optimized Speed to Fly

In contrast to the simple best glide speed, which allows us to reach a goal with the least possible loss of altitude(which is synonymous with the speed giving the best odds against landing out), one can get to a goal in the shortestpossible time using McCready theory and calculations. If a pilot is thermaling up in an attempt to reach a goal (i.e., aturn point, a landing field, the next thermal), he/she must decide when to leave the thermal in order to reach the goalat best glide, or whether it is faster to continue climbing, and then glide with a higher speed to goal.

McCready found that with a given polar curve, there is only one departure altitude that enables one to reach the goalin the shortest time, assuming no net lift or sink on the way to goal. This departure altitude is dependent on yourclimb rate in the thermal and the prevailing wind component. The speed for the final glide is primarily dependent onthe average climb in the last thermal.

Because the 5030 measures and calculates the relevant parameters during thermaling, it can signal to the pilot whento leave the thermal to reach the goal as quickly as possible. The calculations assume that on the glide path to goal,rising and sinking air neutralize each other and the wind direction and speed, as measured while thermaling, are theactual wind direction and speed while gliding to goal. Becausethese conditions do not always exist, experienced pilots mayclimb above the McCready glide path to goal before leaving thethermal. This additional altitude can be monitored in the Alt a. WPuser selectable field. The height above best glide path to goal iscontinuously recalculated, and can be displayed in the Alt a. BGuser-selected field. To better indicate the point when the pilot canmake goal at best glide speed and at McCready glide speed theAlt a. BG and Alt a. WP user selectable fields inverse (whitenumbers on a black field) when their vales become positive(respectively).

When attempting to determine at what speed to fly betweenthermals (and not to a goal), the pilot makes a guess as to thevalue of the average climb in the next thermal that he/she willencounter. This value is known for historical reasons as theMcCready speed ring value. The 5030 calculates the averagerate of climb over a user selected time period in the last thermaland displays this value as a hollow arrow on the left side of thevertical bar analog vario display or in the outer ring on the dial


The McCready indicator points to the 2m/s average climb rate that correspondsto a flight speed of 62 km/h. The indicatorcovers over the indicator for the averagethermal climb rate. Here the best glidespeed would be 47k m/h.

display. The time interval for the thermal averager can be adjusted in Menu/Basic Settings/Average thermal climb.

In addition to the 5030’s display of the last thermal’s strength, the 5030 also displays the speed ring setting (nextexpected climb rate) that coincides with the pilot’s current air speed. This pointer is known as the active McCreadyindicator, and is displayed as a black arrow on the left hand side of the vertical bar vario scale and as a radial line onthe dial vario scale. This indicator goes up when the pilot speeds up, or has less sink. The indicator goes downwhen the pilot meets stronger sink, or flies slower. How much the value changes depends predominantly on the polarcurve.

To fly at McCready speed, the pilot should adjust his/her speed so that the radial line or black arrow points to thepilots’ best guess of the strength of the next thermal, most likely the value of the thermal averager. If you have turnedon the McCready sounds, the position of the McCready indicator with respect to the indicator of your last averageclimb rate is conveyed acoustically by means of a variable tone (pulse/pause=1:4). The pilot does not need to watchthe indicator continuously, but can react to vario changes immediately by adjusting his/her speed to the changingMcCready tone.

A possible scenario:

A pilot is crossing a valley at a relatively high speed. Due to more-than-anticipated sink air in route, there is a riskthat the pilot may not be able to clear the ridge on the other side of the valley. So that the least amount of altitude islost from this point forward, the pilot should reduce his/her speed until the McCready indicator is on zero (i.e., bestglide speed). Additionally, the best glide indicator on the right side of the analog speed scale will correspond with theactual present speed (See figure at right).

If the pilot were to further reduce his/her speed, the McCreadyindicator would run into the negative number range. This is mustbe avoided, because the pilot will unnecessarily lose both timeand altitude. The 5030 will sound a rapid low beep tone if the pilotflies slower than best glide speed. This will most likely happenwhen a pilot flies right at best glide speed and then encounterssinking air. In this case the pilot should speed up to remain atbest glide speed.

To fly at the optimum speed, assuming that our climb rate in thenext thermal is equal to the average thermal climb rate, we adjustour speed in such a way that the McCready indicator points to thevalue that the thermal average ring has filled to on the dial scaleor such that McCready pointer covers the average thermal climbrate pointer on the vertical bar scale (See figure). Of course, thenext climb may be different than the previous one so the pilot mayelect to fly with the McCready indicator above or below theAverage Thermal Climb indicator. A conservative pilot mightprefer to fly with the McCready indicator between zero (best glide)and the value of the average thermal climb.

All the functions described here can be sampled in the simulation mode. The measured values such as speed, sinkor climb, flight direction and also ground speed can be varied by the user. Their effects can be observed on the LCDscreen and the resulting tones can be heard.

E6 Final Glide Calculation

Here, GPS data and the McCready theory and calculations go hand in hand (please also read the section E5McCready Theory). Final glide calculations relate to reaching a goal as quickly as possible. Of course, the goal hasto be stored as a waypoint in the waypoint list. To aid the pilot in achieving the fastest time to goal, the 5030 willindicate when to leave the last thermal.

To be able to make this decision, the distance to the location (goal/waypoint) must be known. The distance iscalculated using your current position, as determined by the GPS receiver. Additionally, the calculation requires thealtitude of the waypoint and the present altitude of the pilot. From this information, the required glide ratio overground (L/D req.) that is necessary to reach the goal can be calculated. No other parameters, such as wind and wind


direction, flight speed and polar curve, are required to make this calculation. The required glide (LID req.) ratio canbe selected as one of the user fields. Only when the pilot’s actual glide ratio (over ground) is calculated do theparameters just mentioned need to be used.

Basically the final glide consists of two phases. Considered separately they are:

1. Climbing in the last thermal2. The straightest possible glide path to goal

The last thermal

Let’s assume that our pilot is circling in a good thermal, which provides him/her with an average climb of 400 fpm (2m/s). Besides the polar curve table in the 5030’s memory, there is a second table with the calculated S2F (speed tofly), which knows the associated McCready speed for each average climb (30 sec average) in a thermal. For eachspeed to fly value, there is an associated glide ratio (through the air). While thermaling, your heading will repeatedlypoint in the direction of goal. The wind component and the glide ratio over ground is calculated at that moment.

A zero wind has a wind factor =1; tail wind >1; and head wind <1. From the distance to goal and the glide ratio (overthe ground), the 5030 calculates the altitude that the pilot will lose on his/her glide path to goal. The unit considersthe altitude of the goal (input for each waypoint) and then calculates the optimum departure altitude.

The unit compares the optimum departure altitude with the current altitude and displays this value in the Alt a. WPfield. When this value goes from negative to zero the Alt. a. WP user field will inverse (white numbers on a blackfield). It is now possible to make goal by leaving the thermal at that point, and flying at the optimum speed to flyspeed. This assumes that there is no net lift or sink on final glide into goal. Of course, it depends on the pilot’sconfidence, of the conditions of the air mass on the way to goal, as to whether or not he/she decides to leaveimmediately when a positive Alt. a. WP is displayed, or to continue to climb for some reserve altitude. Naturally, the5030 does not know whether the net lift or sink will be zero, or whether the wind will change. It takes into account thepresent wind and assumes that no rising or sinking air masses will be encountered.

Altitude above best glide line (Alt a. BG)

The user-selected field Alt a. BG displays the pilot’s current altitude above (or below) the best glide path that leads togoal. When the altitude over best glide becomes positive (the pilot could just make goal at best glide speed) The Alta. BG user field will inverse (white numbers on a black field). The altitude above best glide is also the altitude thathe/she can lose during the final glide and still make it to goal. The Alt a. BG can be continuously shown in the user-selected fields and value is identical to Alt a. WP when the pilot flies at best glide speed.

Gliding to Goal

Since the height needed to attain optimum final glide speed is based on the strength of the last thermal, the pilotshould control his/her speed on final glide so that the McCready pointer lines up with Average Thermal Climbindicator. If a large area of sink is encountered, you will likely have to fly slower with a lower McCready indicator value(of course after you clear the sink). Under no circumstances should you allow the McCready arrow to go below zero.Other valuable data should also be monitored such as your altitude over your best glide line (Alt a. BG) and requiredL/D (L/D req.)

If you leave a good thermal when the with Alt a. WP reaches zero, this means that you have climbed to an altitudeappreciably higher than that required to make goal at best glide speed. This extra height will allow you to glide togoal at a higher speed. However, if the average lift in the last thermal is weak, the unit calculates a glide speed thatis just a little more than the best glide speed. Therefore there would only be a minimal extra altitude and a small areaof sink could prevent you from reaching goal without another thermal. For this reason you should climb to an altitudehigher than Alt a. WP = 0 if your last thermal is weak.

E7 Total Energy Compensation (TEC)

The pilot converts kinetic energy into height by pushing out. Conversely, the pilot converts the altitude or potentialenergy into speed by pulling in. His/her total energy (kinetic plus potential), discounting friction, remains constant.


If an obvious gain in altitude can be achieved by excess speed reduction, the use of TEC makes sense. A hangglider can gain 60 or more feet of height when pushing out the control bar at high speed. It would be a mistake if thisaltitude gain were interpreted by the pilot as lift. The 5030 can suppress these vario swings caused by speedchanges, and will indicate climb or sink caused by the surrounding air, and not by the conversion of speed to altitude.

When flying according to speed to fly, where speed adjustments are continuously necessary, the TEC is of greathelp. The TEC also steadies the sounds and vario when centering in a turbulent thermal. The effect of the TEC canbe adjusted in Menu/Basic Settings/TEC. We recommend values between 60 and 80%. Complete control (100%)has not proved useful, because even horizontal wind turbulences can influence the TEC and make the vario a bitjumpy.

E8 New Regulation for Record Flights or Decentralized Competitions

Since the proof of a completed flight depends entirely on the GPS recording, it is important to ensure that the GPSreceiver has good satellite reception before take off. The 5030 should be turned on several minutes before take off tohelp insure that the GPS is full acquired. Please also read section C2 Flight Memory and Flight Analysis.

A barogram is also included in the recorded IGC data of each flight. Photographic proof and confirmation by flightobservers are no longer required for national performance flights. The data can be sent directly to the judgingcommittee via the Internet. See section D1 Data Exchange Via PC.

E9 Proof of Flights - Security against Manipulation

The FAI (Féderation Aéronautique Internationale) and its subsidiary, IGC (International Gliding Committee), requiresa recording format, which, besides the continuous recording of time, and position, also includes the flight altitude. Inso doing it, replaces the standard barograph. When transmitting flight data to the pilot’s PC, an IGC file is created,which includes a digital signature authenticating the flight data, making the file fraud proof. If only one bit in the flightdata were changed, the signature would no longer correspond, and the judging committee would be aware of themanipulation.

E10 Digital Signature and OLC Registration

As of 2003, twenty-six countries have signed the agreement for the Online Contest (OLC). These agreements statethat every flight submitted via the Internet must follow the IGC format and must have a digital signature.

In order that GPS receivers generally available on the market can be used, relevant evaluation programs likeCompegps, Gpsvar, Maxpunkte or Seeyou calculate a digital signature to allow submission of flights in the desiredform. However, a signature created by a PC provides 50% safety against manipulation. In the future, it is likely thatthis signature will have to come from the GPS receiver.

At the end of a flight a digital signature is created in the 5030 and added to the memory as a G-record. While this isoccurring a message is displayed “Creating Digital Signature” in the Info Field of the unit. As this calculation is verydemanding, it may take several minutes following a long flight with a short scan rate. Please wait until the CreatingDigital Signature comment disappears.

F1 Optional Software Packages

With the help of a password code, obtainable from the manufacturer, additional special functions can be activated.For example, the permanent output of NMEA data to a serial port can be activated, which sends one of the NMEAcodes $GPRMC, or similar data sentences, every second. In a future version, we will split the momentary output intotwo different lines. A true $GPRMC and a $GPBRA line.G1 Landing in Water


If you are forced to land in water, water may enter theinstrument and damage is likely. However, the instrument orat least parts of it, may be salvaged. If water enters the GPSmodule, it is unfortunately ruined. Important: The warranty isvoid after a Water Landing.

To save other parts proceed as follows:

1) Open the instrument at once.2) Pull off the red Jumper lead next to the beeper

connection cable. This separates the circuit from thepower supply (see picture).

3) If the landing was in salt water, rinse the circuit boardand all affected areas, with clean, fresh water. Drythe instrument carefully with warm air (hair dryer).

4) It is also recommended that the ribbon keypad cable is removed.5) Return the instrument to Flytec USA or Flytec AG for repair, readjustment and a final check.

Warranty and liability

Our instruments carry a 24-month guarantee. However, physical damages, such as a broken housing or glassbreakage, as well as damage resulting from water landings, are excluded from this warranty. Flytec accepts noliability for faults arising from any abuse or unapproved use of your instruments.

WARNINGIn very rare cases the 5030 may not provide any data at all, or the data provided isincorrect. Flytec will not be held responsible for accepting any damage claims arising froma malfunctioning unit. Responsibility for ensuring the safe execution of his/her flights lieswith the pilot alone.

Date post:	13-Oct-2020
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Flytec 5030GPSsky-sports.net/flytec/5030 manual 11-13-03.pdf · A7.5 Distance to Waypoint ......

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