if you have lost your cardinals there are several methods to get sidereal north like the shadow stick method and the ottomani sun compass. Links: Ottomani sun compass Shadow stick Hope that Helps Maric

we have extensive documentation and tracking needs. we use two sets of software for records and also keep a hard copy for long term storage. For tracking parts on/off and hours in service, TSO TSI etc... we use TRAX Evo2 We scan all written paperwork into a database which is interfaced with via Alchemy. This allows us to view the current status of all of our aircraft and their parts and track the paperwork for each action taken. Alchemy has a browser interface and we use IE to access it. this allows for a person to access the documentation from any of our stations and or offices internally on the network. Both Alchemy and TRAX are acceptable to our local FSDO. The hardware setup for this is not something I can shed light on as I do not get to play with computers that are ground bound. hope that helps, maric

the big deal about the 406 ELT boils down to three things: they have a data channel in the signal which allows them to broadcast the GPS coordinates of the ELT location the 406 frequency will be monitored by satellite - they are planning on dropping this for 121 signals and the 406 ELTs identify themselves allowing them to be registered. this will allow CAP to call the phone number registered and verify that it really is a crash and not a spurious activation. This will free up SAR elements (including CAP) as a side effect.

the GPS broadcast is the thing that dramatically reduces the search area. I have been told of units that can be removed and hand activated as well. I wonder if there is one that also allows voice on 121/406 to radio to SAR elements. as for the batch install I would say that would have to be worked out with the shop in question upfront.
HTH,
Maric.

Many private pilots are upset about this requirements for new equipment on their aircraft. I can understand their side of the issue. In many cases their existing equipment has been working fine for many years and now has to be replaced. In addition many equipment manufacturers take advantage of this to price gouge a bit. Plus there is something that is not addressed by many here - install. Aircraft are regulated much more than automobiles. To simply install a part can have a lot of requirements. For an ELT to be replaced it must be done by a Certificated Mechanic with at least an Airframe rating or an authorized repairman working under his/her shops certificate. The ELT can't be some j-random unit, it must be one that is certified for use on that specific model and type of aircraft (like saying that this part is only for Ford F-150s made in 1980 - 82 with the serial number range of such and such) there is a host of paperwork and testing to be carried out to get one certified if it is not already. Assuming that this is a drop in replacement of a unit with identical form factor and weight and power draw etc... there will be STC paper work, weight and balance etc applied. It is not as simple to get a plane with the new ELTs to be legal. Even with the requirement, the actual install is faster and easier then the rest of the regulatory stuff. This all translates to a hidden cost that is added to the purchase price. The customer can end up with a huge bill after buying a $200-$300 part. Not fun.

The flip side is this. Yes, the old 121.5 ELTs work. Yes, the new ones can also broadcast in 121.5 too. My job and the FAA's job is not to fix planes. Our job is our customer's safety. That is the whole point to this and many other things we do. The bottom line is the 406 ELTs will help Search and Rescue assets quickly and accurately respond to aviation emergencies. Even with a good fix on a 121 ELT the search area yeilded can still be as large as 100 square miles. 406's can reduce that same search area to 1 square mile. This will save lives. So, while I can feel empathy for my customers that do not want to get this new ELT and can in some cases ill afford it, I want them to be safe too. BTW- The money thing does not impact me as I do not profit from the install directly - I'm on an hourly rate. I would suggest to aircraft owners that they contact their local Avionics shops. Look to the smaller ones as they can usually take time to work with a customer as an individual rather than as a overall policy. Talk with several and make sure that they answer all of your questions. Get several quotes first. Then schedule your appointment. At this point in the game I would say that if you are an infrequent flier consider storing your plane for a while and wait the higher prices out. If you truly need your aircraft to be functional after the drop dead date get cracking as slots in your local shops will fill rapidly once the deadline is close.

Either way, stay safe.
Maric

WoW is the sole reason I have a computer with windows installed on it. I would gladly buy ANOTHER copy of the client and the expansions if it would allow me to play it on Linux. Anything to get away from windows. I cannot express how much it would please me as a customer to have a Linux port of WoW.

NVIDIA and ATI both offer linux drivers for their cards native to Linux so your graphics will be supported for a lot of hardware out there. I know that you can minimize the bulk of your customer support structure for the Linux client by using a community based approach as we are already quite used to it. Please consider releasing the client to Linux, even if it is under your own proprietary license.

Thank you very much for reading this post

Maric.