Walkthroughs

Walkthroughs of the app doing real tasks, and a tour of every screen, filmed from the app itself.

Filmed 6 to 9 Nov 2026 on OzCopilot 3.5.2 (iPhone and iPad, in the iOS Simulator) with ERSA 03 SEP 2026 and DAH 09 JUL 2026. The frequencies on screen are from those editions, so check the current ERSA. Typing and waits are sped up. The narration is a synthetic voice. Where a clip uses a test account, a placeholder aircraft (VH-ABC, VH-ZQJ) or typed-in values, it says so.

The whole app, one screen at a time

The whole app, one screen at a time

9:33 · iPhone and iPad · 19 chapters

Every screen in the app, in order: what each does, where its numbers come from and what it can't tell you. Everything up to the last chapter is published data and fixed rules. The chat comes last because it is the one part that uses a language model, and it can be wrong.

Chapters

Each button jumps the video to that screen and plays it.

Transcript

A tour of OzCopilot, one screen at a time: what each part does, where its numbers come from, and what it can't tell you.
Four sections along the bottom: Planning, Preflight, Pilot, and the chat.
Planning starts with METAR and TAF. Camden's sheet says NOTAMs not checked: they come through your own NAIPS login, and none is connected here.
The raw METAR as issued, with plain English under it. A fixed set of rules decodes it, not a language model.
The Forecast tab lays the TAF out as a timeline, period by period.
Each period has a runway analysis, wind converted to magnetic first. Runway 10: 9 on the nose, 10 across. Whether that suits you is your call.
The route planner: Bathurst to Mudgee, 51 miles. It suggests 4,500: no en-route clearance at that level.
Each level is marked clear, or needing a clearance, for controlled airspace on this leg. Airspace only: terrain and minimum heights are yours.
The quick check is red: arrival 78 minutes after last light. We planned it for now, on a Sunday evening.
Open in Flight Timeline hands it over, and the timeline builds the radio for that route.
The Flight Timeline: Camden to Goulburn at 4,500, level confirmed. It works out the radio from the ERSA and the DAH.
Then it lays it out in the order you'll meet it: ATIS, ground, tower, the area frequency, and Goulburn's CTAF.
Here's the part worth noticing. After take-off, at 4,500, we're in a Sydney Class C step, and neither the DAH nor the ERSA ties a frequency to it. So it doesn't guess. It says read it off the VTC.
Planned values. An ATC instruction always overrides them.
The trip check puts fuel, the forecast and NOTAMs against your planned times. Fuel is airborne time times your burn, and it says that isn't a legal fuel determination.
NOTAMs only through your own NAIPS login: not checked here.
Simulate plays the flight through on the ground, so you can walk through the calls at the kitchen table.
Divert lists the nearest aerodromes, and builds a new timeline from where you are.
The original plan stays one tap away.
The Radio screen answers one question: what should be on the radio here?
The crosshair follows GPS, or wherever you pan the map.
With no altitude chosen, it shows every band, because the answer changes with height.
The answer's worked out on the device, by the same rules as the Flight Timeline, so it doesn't need signal.
And it's published data, not live status. It can't tell you the tower's open today, or that a restricted area's active. Check the VTC, the ERSA and NOTAMs.
The runway calculator. It says up front: reference only, don't use it to decide whether to take off or land.
Fill it from Camden's runway 24 and type the weight: 711 kilos. Surface and slope are yours to set.
The basis: a generic estimate, marked unverified.
Not for flight decisions: ground roll 242 metres, 452 to 50 feet, 519 with the allowance.
Preflight, the second section. The risk check asks about the flight, the weather, you and the aeroplane, in five steps.
Then it scores your answers by fixed rules, no language model: 23 out of 100 here, the low band.
NOTAMs aren't in the score: not checked, check NAIPS.
It calls its own verdict a planning aid, not authoritative guidance. The decision stays yours. And we didn't save this one.
Weight and balance, for an aircraft in your hangar. Two people, a bag and full fuel: 14 kilos over max take-off weight. The CG's inside.
Fill only to the tabs: 711 kilos, within limits.
Distances come from a handbook profile where one applies, or a generic estimate, labelled not calibrated to this aircraft.
Under each result: runway suitability not established. Checking the figures against the POH is the pilot in command's job.
Checklists. The list itself says carry a paper checklist in the cockpit, as a primary backup.
They start from a template, marked generic: no POH source, model or revision is recorded for it.
In run mode you tick items off, and it keeps the count.
It's a convenience, not the POH. Go through it against the book before you rely on it.
Quick Reference: written answers to common VFR questions, with a note to verify against the official sources.
Search passengers. Can I carry passengers today?
Three take-offs and landings in the previous 90 days; at night, three at night. By day without passengers, none is prescribed. That matches the VFR Guide, page 18.
The E6B calculators: wind, time and distance, fuel, altitude and more.
Runway 24, and a METAR wind of 290 at 15, which is true. Take Camden's 13 east off for 277 magnetic: 12 on the nose, 9 across. Its note: use the same reference, true or magnetic, for both.
Planning numbers. Your POH and your own limits decide whether you go.
Aviation Documents, on the device: the ERSA for 754 aerodromes, the restricted and danger areas, the VFR Guide and the AIP.
Search Goulburn, and its page has the ERSA facilities PDF and the runway data.
Page two: parachuting from flight level 150 overhead, intensive on weekends, and gliders at Towrang, 12 miles north-east.
Back on the weather map, the airspace overlay. Its source: the DAH of 9 July 2026.
Tap a spot near Wilton and it lists every area above it: nine here.
And at the bottom, D594 Wilton: surface to 7,500 feet.
These are published boundaries, and the map says so: activation not shown. Whether it's active today, check the NOTAMs and the VTC.
Pilot, the third section. The hangar: this aircraft was added from the library's Cessna 150M, as VH-ABC, a placeholder.
The library's figures are reference values, and it says so: replace the empty weight and arm from your weighing record, and check every value against your POH.
The logbook starts with the hours you carry over from paper: 250 here.
One flight logged since: Camden to Camden, one hour.
Stats: 251 hours. 250 carried forward, one logged, three landings.
And it says itself: personal tracking only. Your official logbook is still the record.
Currency. Passengers by day need three take-offs and landings in 90 days, counted from the logbook. None here, so expired.
The medical and flight review dates you type in, and it counts down: 234 days on this medical.
Log three circuits and it reads ready to fly, passengers good for 89 days. Arithmetic, not whether you're fit to fly today.
Everything up to here is published data and fixed rules. The chat is different: it's a language model, and it can be wrong, including the references it quotes.
It can also work the app. That logbook entry was its draft, and nothing's saved until you confirm.
Asked what Goulburn's ERSA says about parachuting, its answer matches the page: flight level 150, weekends, military jumps within 25 miles.
But it kept to parachuting, so it left out the Towrang gliders, on the same page. The page is what counts: read all of it.
Info lists the data in this build: the ERSA of 3 September, and the DAH of 9 July.
Those were the editions when this was filmed. The next ERSA is due on 26 November, so check yours is current.
And it says what it is: a planning aid. The pilot in command decides.

Before you go

Is it any good out there?

1:44 · iPhone

Camden's sheet in the weather map: the raw METAR with a plain-English decode, the TAF as a timeline, and a runway wind analysis for each forecast period. NOTAMs show as not checked because no NAIPS login is connected in the clip.

Transcript

Late Sunday afternoon at Camden. Time for a few circuits before last light? First question: is it any good out there?
Pull up Camden's sheet. Near the top: NOTAMs not checked. They come through your own NAIPS login, and none is connected here.
Raw METAR, as issued: Camden's automatic station at 06:30 Zulu. Wind 150 at 11, visibility 10 kilometres or more, no cloud detected, QNH 1021.
Plain English underneath says the same in words. A fixed set of rules decodes it, not a language model.
The Forecast tab lays the TAF out as a timeline. Amended at 05:10 Zulu, valid to 18 Zulu, and VFR all the way along.
The line across the top comes from the TAF too: moderate turbulence below 5,000 feet, until 14 Zulu. That's where the circuit is.
The period we're in, 05 to 08 Zulu: 160 at 14, CAVOK.
Each period has a runway analysis. METAR and TAF wind is in degrees true, and runways are numbered magnetic, so it converts the wind first.
Runway 10 is the pick: 9 knots on the nose, 10 across from the right. Runway 06 would be 14 across.
Whether 10 across suits you, in that aeroplane, is your call. Go or no-go is still yours.

Basin and tablelands: the METAR map

2:24 · iPad

The METAR map before a nav from Camden to Goulburn: what the dot colours mean and what they don't, how old each report is, Camden's and Goulburn's METARs, Goulburn's TAF, and an aerodrome with no METAR of its own. Every report was VFR on the afternoon it was filmed. NOTAMs show as not checked because no NAIPS login is connected in the clip.

Transcript

Before a nav to Goulburn. Camden's down in the basin; Goulburn's up on the tablelands, at about 2,100 feet. First, the map.
Each dot is an aerodrome, coloured from its latest METAR. Grey means no METAR of its own, or no data.
The colours are fixed bands of cloud base and visibility, the American flight categories. Green is no ceiling below 3,000 feet and 8 kilometres or more. Blue is under that; red and purple are lower again. This afternoon, every report is green.
They're not the VMC table. That's in the VFR Guide, page 205, and it depends on the class of airspace and your height.
Up top, when the feed last updated. Each station has its own observation time, and a dot doesn't change as its report gets old; the panel shows the age.
Camden's automatic station at 02:30 Zulu: wind 100 at 7, visibility 10 kilometres or more, broken cloud at 6,900 feet, QNH 1019.
Goulburn, same time: wind 200 at 6, 10 kilometres or more, scattered cloud at 6,000. Cloud heights are above the aerodrome, so that's about 8,100 feet above sea level.
Lower down, the TAF as a timeline. Goulburn's has one period, to 08 Zulu, seven this evening, and it's VFR all the way.
NOTAMs need your own NAIPS login. There isn't one on this test account, so they show as not checked.
The Oaks has no METAR of its own. The panel borrows Camden's and says so, and the conditions at the top are the BOM's non-aviation weather.
Map Layers. The weather overlays, cloud, rain, pressure, wind and temperature, come from OpenWeather, not from the BOM reports behind the dots.
Cloud cover, for the broad picture. The dots are still the reports.
The panel calls itself a planning aid, not authoritative guidance. The decision stays with you.

Risk check before the nav

1:58 · iPhone

The five-step risk check for a cross-country from Camden to Goulburn, and how the score is built from your answers and your profile. The answers were entered for the clip and nothing was saved.

Transcript

Not much flying lately, and the plan is Camden to Goulburn. Before you commit, there's the risk check.
Five steps. First the flight: cross-country, Camden to Goulburn.
It fetches the current observation at each end, both VFR, and asks you whether the forecast is stable.
Then you: sleep, hours awake, fatigue, stress. It asks you to be honest, and takes your word for it.
The aeroplane, your fuel reserve, and whether you know it. Hours on type come from the logbook: one, in 90 days.
Then the conditions: night, terrain, water, remote, unfamiliar. Experience comes from your profile: 251 hours, one in the last 90 days, no instrument rating.
23 out of 100: the low band, with the app's standard line for it. The score is a fixed scoring of your answers. No language model involved.
Most of it is pilot experience, 17 of 20: six for low recent currency, six for no instrument rating, and five for experience and time on type.
The aircraft section adds four for limited time on type, and the mission two, for a cross-country. That's the 23.
NOTAMs aren't in the score. They come through your own NAIPS login, and none is connected here, so: not checked, check NAIPS.
Then what to do about it, each with a source. For low currency: fly with an instructor or a safety pilot.
It calls its own verdict a planning aid, not authoritative guidance. The decision stays yours. And we didn't save this one.

Taking a mate flying: weight and balance

3:04 · iPhone

Weight and balance for two people, a bag and fuel in a Cessna 150M, on a hot afternoon at Camden. It uses the app's library entry for the 150M under a placeholder registration, VH-ABC, so the figures are reference values, not a real aircraft's. The take-off figures are a labelled generic estimate and do not establish that the runway will do.

Transcript

Taking a mate flying in a Cessna 150 on a hot afternoon. Two of you and a small bag. Can you take full fuel?
First, the aeroplane. VH-ABC is a placeholder registration, added from the app's library entry for a Cessna 150M.
The library's figures are reference values, and it says so: replace the empty weight and arm from your weighing record, and check every value against your POH.
Make it the default, and open the details.
Empty weight 509 kilos, max take-off 726, useful load 217, and the station arms. In your own aeroplane, those come from its weight and balance schedule and its POH.
Now weight and balance, with VH-ABC selected. Departing Camden, runway 24.
For the hot afternoon we type the weather in: 32 degrees, QNH 1012, calm. It labels that as scenario values, not an observation.
Me at 80 kilos, my mate at 80, and a 10-kilo bag.
Full tanks: 85 litres, at 0.72 kilos a litre.
Outside limits. 740 kilos, 14 over max take-off weight. The centre of gravity's inside its limits. It's the weight.
Fill only to the tabs: 44 litres. 711 kilos, within limits, 15 to spare.
Now the take-off. Pick the handbook profile, built from the 1976 POH for the 150M.
Outside supported handbook data. The 150M chart is published at 1,600 pounds only, 726 kilos, and the app doesn't adjust it for other weights. So at 711 kilos, no figures.
Switch to manual values and you get a generic estimate, labelled as one: not calibrated to this aircraft. Its note says the figures are unverified, the handbook profile is limited to its named variant, and independent review is still pending.
Take-off: 310 metres of ground roll, 581 to fifty feet, and 668 with its planning allowance, shown separately.
Under each result: runway suitability not established. It does the sums. It doesn't tell you the runway will do.
And the note at the bottom says it plainly: these are estimates, and checking them against the POH is the pilot in command's job.

Hot day: ask the chat to check the loading

2:56 · iPhone

The same Cessna 150M, mate and bag as the previous clip, on the same hot afternoon at Camden. This time the chat fills in the weight and balance sheet and answers. One figure in its answer, the forward CG limit, is wrong, and the clip says so: the sheet is what counts. The 32 degrees, QNH 1012 and calm wind are typed in as a scenario, and the aircraft is the placeholder VH-ABC.

Transcript

Same 150, same mate, same bag, same hot afternoon at Camden: 32 degrees, QNH 1012, calm, typed in as a scenario.
This time, ask the chat. It's a language model, and it can be wrong. It puts numbers on the sheet; the sheet does the sums, and the sheet is what you check.
My mate's 80 kg and we've got a 10 kg bag. I want full fuel. Put that on the sheet and tell me if we're inside the envelope.
It reads the aeroplane's saved settings, runs the weight and balance, and fills in the sheet: 740 kilos. Overweight by 14.
The chat's answer agrees: no, overweight. 740.2 kilos, 14.2 over, and the CG at 0.901 metres.
One figure in it is wrong. It gives the forward limit as 0.800 metres. That's the limit at lighter weights.
On the sheet, the forward edge slopes back as the weight goes up: at maximum weight it's 0.836. The CG's inside either way; it's the weight that puts it outside. The sheet's envelope is what counts, not the chat's sentence.
It suggests 65 litres instead. So we ask for the most fuel we can take and stay under max weight, and to set it.
It sets 65 litres, and says so. The sheet: 726 kilos, within limits, margin zero.
By its own sum it's 725.8: two tenths of a kilo under. That isn't a margin. It's right on maximum weight.
Now the distances, from the 150M handbook table. 726 kilos is the one weight its chart is published for, and 32 degrees puts the density altitude at 2,371 feet.
Still marked: your aeroplane's serial, engine and propeller must match that POH, and the transcription awaits independent review.
Take-off: 260 metres of ground roll, 489 to clear fifty feet, and 562 with the planning allowance, shown separately.
Landing, at the same weight: 145 metres of ground roll, 342 over fifty feet, 489 with its allowance. Under both: runway suitability not established.
The heat doesn't change what you weigh. It changes how much runway you use. Check the chat against the sheet, and the sheet against your aeroplane's POH.

Three on board out of The Oaks

2:32 · iPhone

The runway calculator for a Cessna 172S on The Oaks' 900 m grass runway, with a typed-in hot-day scenario and the app's transcription of the 172S NAV III handbook, which is not yet independently reviewed. It shows the take-off distances with a planning allowance, and where it gives no figure: a landing at a weight the handbook has no chart for, and a sloping runway. It does not establish that a runway is suitable.

Transcript

Three of us in the club's 172, out of The Oaks on a warm afternoon. Nine hundred metres of grass, 880 feet up.
The runway calculator says it first: reference only, not for deciding whether to take off or land.
Aircraft: the 172 from the hangar.
Fill from the aerodrome, runway 18 right. No declared distances are held for this strip, so it takes the runway length, and says to check the ERSA.
The weather is a typed-in scenario, not today's: 32 degrees, QNH 1008, calm.
Take-off weight: 1,050 kilos, with three on board.
Grass, dry and firm. The slope is ours to set, and the ERSA entry doesn't give one: zero, for this example.
There's a handbook profile for the 172S, from the NAV III handbook. It's a transcription not yet independently reviewed, and it only fits if your aircraft matches: variant, engine, propeller, revision. Say ours does.
Take-off: 334 metres of ground roll, and 537 to 50 feet. Grass adds 15 per cent of the ground roll; that correction is in the profile.
With the app's 15 per cent allowance, 617 of the 900 metres. It says to check the factor your operation needs.
It's labelled an unverified handbook calculation, not an operational clearance, and a distance comparison only. It doesn't say the runway is suitable.
Density altitude, about 3,200 feet.
The ERSA for The Oaks notes tall trees close to the thresholds, and soft surfaces after heavy rain. The calculator models neither obstacles nor soft ground.
Now the landing on the way in. This handbook has one landing chart, at 1,157 kilos. At our weight it gives no figure, rather than adjust the chart.
Back on take-off, with a one per cent upslope: the profile has no slope correction, so no figure.
Unsupported conditions produce no distance. For the decision, it's the POH.

Goulburn's ERSA, then ask the chat

2:32 · iPad

Reading Goulburn's ERSA entry in the app's offline document library, then asking the chat about parachuting and checking its answer against the page. The chat answer is not a briefing: the clip shows it leaving something out.

Transcript

First landing at Goulburn, this Saturday. Before you go, you read the ERSA.
It's all on the device, and works offline: the ERSA for 754 aerodromes, the restricted and danger areas, Part 91, the VFR Guide and the AIP.
The footer gives the editions. This is the ERSA of 3 September 2026: check it's still the current one before you rely on it.
Search Goulburn. Its page has the facilities PDF, and the runway data on its own page.
Page one, the remarks. Runway 04/22 isn't available on weekends to aircraft below 650 kilos, except with 60 minutes' notice to the aerodrome reporting officer. We're landing on a Saturday, so check which side of 650 kilos your aeroplane is.
Further down: no parking on the central grassed area, because of parachuting. CTAF 127.15.
Page two: parachuting from flight level 150 overhead, intensive on weekends, and military jumps within 25 miles. Then gliders at Towrang, 12 miles north-east, winch launching to 4,500 feet.
You can also ask the chat. It's a language model, and here it reads the same ERSA. So you check it against the page.
I'm landing at Goulburn on Saturday. What does the ERSA say about parachuting there?
It cites the facilities page, effective 3 September 2026.
It matches the page. Civil jumps from flight level 150, intensive on weekends. Military jumps within 25 miles, to flight level 250, and under a military jump NOTAM, call SNOWBIRD or the drop zone safety officer on the CTAF before start-up, or 25 miles out.
It ends: planning aid only, the PIC is the final authority.
But it kept to parachuting, so it left out the Towrang gliders, on the same page. The page is what counts: read all of it.

What's that area at Wilton?

1:23 · iPad

Finding out what a circle on the map is: the airspace layer, the list of areas at a point, and the document library entry for D594 Wilton. The map shows published boundaries, not whether an area is active today.

Transcript

Training out of Camden, there's a small circle on the map just to the south, by Tahmoor. What is it?
Map Layers: the airspace overlay, drawn from the DAH of 9 July 2026, with each type on or off.
Tap the map, and it lists every area over that spot. Nine here: the Sydney CTA steps from 4,500 feet up, and the control areas above them.
And at the bottom, D594 Wilton: surface to 7,500 feet.
These are published boundaries, and the map says so: activation not shown. Whether it's active today, check the NOTAMs and the VTC.
The document library has the details of all 579 restricted and danger areas. Search D594.
A danger area, surface to 7,500. Hours HJ: sunrise to sunset. Parachuting, and the operator to contact.
Those hours are when it can be active, not when it is.

Planning and in the air

Planning the nav: Bathurst to Mudgee

3:03 · iPad

Bathurst to Mudgee in the placeholder VH-ABC. The level suggestion rates controlled airspace only, not terrain or minimum heights. The quick check flags arrival after last light because the route was planned for now, on a Sunday evening. The route then goes on to the Flight Timeline.

Transcript

Planning a nav from Bathurst to Mudgee, in VH-ABC, the same placeholder 150. A new route in the planner.
Bathurst first. The search shows its elevation: 2,435 feet. Then Mudgee: 1,545.
With both in, it suggests 4,500 feet, says no en-route clearance is needed at that level, and gives the forecast wind there: a 12-knot tailwind. 51 miles, about 27 minutes.
The level list. The star marks the VFR cruising levels for this direction; in this part of the list, that's 4,500.
Each level says whether the leg needs a clearance, and every one shown is clear. But the header says what that covers: controlled airspace, nothing else. The list starts at 1,000 feet, below Bathurst itself.
Take 4,500: about 2,000 feet above Bathurst, and 3,000 above Mudgee. The ground in between, you check on the chart.
On the map, the leg runs north from Bathurst. The airspace drawn over it starts at flight level 180, but the map doesn't draw Class E. That's on the chart.
Quick checks, in red: arrival 78 minutes after last light. That's right for when it was planned: now, a Sunday evening. This one's a day VFR flight, for the morning.
Save it, as Bathurst to Mudgee. It's kept on the device and synced to your account.
Open it in the Flight Timeline. On the ground at Bathurst: the AWIS, 133.25. Then the CTAF, 127.35, from the taxi call.
Then, in order along the track: Melbourne Centre, 135.25, ten miles out; Brisbane Centre, 133.05, at 27; and Mudgee CTAF, 126.7, for the inbound call.
The trip check: fuel at Mudgee, the forecast at each take-off and landing, and NOTAMs: not checked. It fetches them only when you ask, through your own NAIPS login, and none is connected here.
And like the planner, it's built for now: arriving 10:45 Zulu, after last light. For the morning, set the departure time and build it again.
The levels, frequencies and times are planned values. Check the ERSA, the charts and the NOTAMs, and an ATC instruction always comes first.

Flight Timeline: Camden to Goulburn

2:21 · iPhone

Plan Camden to Goulburn at 4,500 ft and build the Flight Timeline: the radio head, then the rail of steps in the order you meet them, with the call written out for each. The frequencies come from the DAH and the ERSA. No language model is involved.

Transcript

This is the Flight Timeline. Give it a route and it lays out the radio for that flight, step by step.
Whatever you build is saved on the device and stays available offline.
Let's plan Camden to Goulburn.
Departure time, then callsign, type and ground speed. Fuel's there for the trip check.
Set the level. It lists the levels for your track, and we're taking 4,500. Then tick Confirmed. A level stays unconfirmed until you say so.
Build it. The frequencies come from the DAH and the ERSA, for this route at this level. No language model involved. It's published data and a set of rules.
Up top is the radio head. Active and Standby, the way your COM shows them.
Below that is the rail: everything in the order you'll meet it. ATIS, ground, tower, leaving controlled airspace, the area frequencies, the danger area on track, and the CTAF at the other end.
Tap a step and it opens. Say has the call written out, with your callsign. The dashed bits are yours to fill in.
Map shows where on the route it happens.
Here's the part worth noticing. After take-off, at 4,500, we're in a Sydney Class C step, and neither the DAH nor the ERSA ties a frequency to it. So it doesn't guess. It says read it off the VTC.
Details has what goes with that step: the CTAF to watch within ten miles, and the area frequency to monitor.
Further on, the danger area. It gives the published details, and says activation isn't known to the app.
The amber GPS chip you can see is only because we're filming on a simulator, with no real fix.
Tap Standby for the whole radio plan.
These are planned values. The app can't see your radio, and an ATC instruction always overrides it. Check the current ERSA and NOTAMs, same as always.

Trip check, simulate, divert

1:39 · iPad

The same plan on an iPad. The trip check covers fuel, the forecast at take-off and landing against your own limits, and NOTAMs through your own NAIPS login. Then Simulate, the map and Divert.

Transcript

Same plan on the iPad, with more room. Before you go, there's the trip check.
Fuel first: airborne time times your burn, against the reserve you set. It says plainly that this isn't a legal fuel determination.
Then the forecast at your take-off and landing times, against your own limits. Our departure's before the TAF starts, so it says that. It doesn't fall back on the METAR.
NOTAMs come on request, through your own NAIPS login. None is connected here, so it says not checked.
Simulate plays the flight through on the ground, so you can walk through the calls at the kitchen table.
Each step comes up as next, and the radio head changes as it would along the route.
In flight, with a good GPS fix, the same rail follows you and the times update from your ground speed. We're on a simulator, so you won't see that here.
Tap Map and it shows the route, with the frequency changes marked.
If the plan changes, Divert lists the nearest aerodromes, with track, time, runway length, CTAF and QNH where it has them.
Pick one and it builds a new timeline from where you are. We're still parked at Camden, so The Oaks is only seven miles off.
The original plan stays one tap away.
This is a planning aid. You're still the one flying, and ATC still has the last word.

Radio: what should be on the radio here

1:36 · iPad

The Radio screen shows the CTAFs within ten miles and the frequency by altitude at a point, over Camden, Bankstown and The Oaks. It is worked out on the device from published data, the same rules as the Flight Timeline.

Transcript

The Radio screen answers one question: what should be on the radio here?
The crosshair follows GPS, or wherever you pan the map.
It lists any CTAF within ten miles, with the rings on the map. Where there's a tower, it says tower in published hours, CTAF outside them.
Choose an altitude and it narrows to that level. At 3,500 there's a step that's active by published hours or NOTAM, so it shows you both answers.
With no altitude chosen it shows every band, because the answer changes with height. Over Camden that's the tower at the bottom, then Class C steps above it. Where no frequency is published for a step, it says check the VTC.
Pan to Bankstown and the answer changes: its own tower and CTAF, and the Bankstown steps by height.
At The Oaks it's the CTAF first. Not landing: stay on the area frequency, watch the CTAF, and broadcast at a height where you could conflict with its traffic. If you are landing, tap Landing here.
The answer's worked out on the device, by the same rules as the Flight Timeline, so it doesn't need signal.
And it's published data, not live status. It can't tell you the tower's open today, or that a restricted area's active. Check the VTC, the ERSA and NOTAMs.

On the ground

E6B on the ground

2:05 · iPhone

Crosswind components, density altitude and a wind triangle for the Camden to Goulburn leg, including the difference between true and magnetic wind. The wind and temperature are illustrative inputs, not an observation.

Transcript

Wind's picked up at Camden. Before you walk out to the aeroplane: how much of it is across runway 24?
The E6B calculators. The note at the bottom says they're for planning, and the pilot in command checks the results.
Wind components. Runway 24: call it 240. Say the METAR has 290 at 15.
Put that straight in and it says 9.6 knots of headwind, and 11.5 across from the right.
But METAR wind is in degrees true, and the runway's numbered magnetic. Camden's variation is 13 east, so take 13 off: 277 magnetic.
Now it's 12 on the nose and 9 across. Same wind, different answer.
The note under the result says it too: use the same reference, true or magnetic, for the wind and the runway. The ATIS gives its wind in magnetic. The METAR doesn't.
Density altitude, for a hot afternoon. Camden's at 230 feet, QNH 1012, 32 degrees.
Pressure altitude 268, density altitude 2,372 feet. It says how: pressure altitude plus 120 feet for every degree above ISA. A rule of thumb.
And the wind triangle for the leg to Goulburn: 226 true, 95 knots, forecast wind 270 at 20. Forecast upper winds are in degrees true as well, so no conversion this time.
Heading 234, ground speed 80, and 8.4 degrees of correction to the right. That's a true heading, so take the variation off for the compass.
Planning numbers. Your POH and your own limits decide whether you go.

A checklist for the club's 150

1:38 · iPhone

Creating a checklist for a Cessna 150M from a generic template, running it, and editing or resetting it. The template is marked generic, with no POH source recorded: check every item against your aircraft's POH and carry its own checklist.

Transcript

The club's 150 has a laminated checklist that's seen better days. Here's one on the phone.
The list says it works offline once loaded, but to carry a paper checklist in the cockpit as a primary backup.
New. Pick the aeroplane from your hangar, then a template.
The 150M template is marked generic. No POH source, model or revision is recorded for it.
It says so again before you create it: verify every item against your aircraft's POH before use.
Create it, and it opens in run mode. 17 sections, 158 items, saved on the phone. The triangle marks a critical item.
Before take-off: flight controls free and correct, flaps, trim, mixture, carb heat cold, fuel shutoff valve on. Tap an item to tick it.
The top keeps the total: 10 of 158. Each section keeps its own count.
The emergency sections come last, in red.
If your aeroplane's different, edit it. Each item can be changed, moved or deleted.
Reset clears the ticks for next time, and asks first.
It's a convenience, not the POH. Go through it against the book before you rely on it.

Your records

Current for a passenger, then log it

2:47 · iPhone

Checking passenger currency, typing in the medical and flight review dates, then logging three circuits by asking the chat to draft the entry and confirming it. The dates were typed in for the clip on a test account, and no flight was flown for the logged entry.

Transcript

A mate wants to come up next weekend. Am I current to take a passenger?
Pilot, Currency. Medical not set, flight review not set, and passenger currency expired: none of three.
To carry a passenger by day, you need three take-offs and landings in the previous 90 days: CASR 61.395. The app counts them from your logbook.
Nothing's logged here yet. Hours carried over from a paper logbook come without dates, so they can't count.
The medical and the flight review it can't work out, so you type the dates in. Class 2, expiring 30 June 2027.
Current, 234 days to go, and it'll warn you 30 days out.
Flight review: every two years, under CASR 61.400. This one's due 31 August 2027: 296 days away.
Both saved, and both current, with their dates.
But passengers: still expired, none of three. A medical and a flight review don't make you current to carry a passenger. For that you need the three take-offs and landings as well.
So: three circuits at Camden. Now they need logging.
You can fill in the form, or tell the chat. It's a language model, so it drafts and you check.
Log today's flight: VH-ABC, three circuits at Camden, 1.0 hours PIC, 3 landings.
It comes back as a draft: today's date, VH-ABC, a 150, Camden to Camden, one hour, three day landings, VFR.
Nothing's saved until you confirm. You can edit it or dismiss it. It's right, so: confirm and save.
Logged. There it is: Camden to Camden, one hour.
Stats: 251 hours. 250 carried forward, one logged, three landings.
On Currency, the top line now says ready to fly: medical, flight review, and passengers good for 89 days.
Three of three, the last on the 8th of November. That's the logbook's arithmetic, from what you've entered.
It can't tell whether you're fit to fly today. And the logbook says it plainly: personal tracking only. Your official logbook is still the record.

Logging the Goulburn nav

2:48 · iPhone

A dual nav from Camden to Goulburn and back, logged as one entry per leg: one through Quick Log and the full form, one through Quick Log alone. Then search, stats, the hour breakdown and passenger currency. Demonstration entries on a test account: nothing was flown.

Transcript

This morning's nav: Camden to Goulburn and back, flown dual with the instructor. Now it goes in the logbook.
Two ways in. Quick Log is the short form, for a local flight. Full Entry takes four steps and every column.
Quick Log starts with today's date and the default aircraft, the 150.
Name the instructor and it switches to Dual, and records the instructor as pilot in command. It says so under the name.
First leg: Camden to Goulburn, 0.9, one landing.
This one wants a remark, so: Full Details. What's been typed comes across.
Date and aircraft, then the route, the landings and a remark.
Crew: the instructor as pilot in command, and again as instructor.
Hours go in the logbook columns: in command under supervision, dual and command, each by day and night, single and multi-engine. Our 0.9 is single-engine dual, by day.
Saved. Without a signal it keeps the entry and sends it when you're back online.
The leg home goes straight in from Quick Log: Goulburn to Camden, 0.9, one landing.
One entry for each leg. What an entry has to record is in the VFR Guide, page 19: each segment, and the capacity you flew in.
Open a flight for the detail: the crew, the hours by column, the landings and the remark.
Search looks through the aerodromes, aircraft, route, remarks and crew.
Stats. The total is the 250 hours carried over from the paper logbook, plus what's logged here.
The hour breakdown splits every column into carried and logged. The 250 went in as one figure, and it says so: it isn't split into day and night.
Airports and routes: Camden and Goulburn.
Currency and recency counts only flights logged here. Passengers by day take three take-offs and landings in the previous 90 days; there are five, so it's current. None at night. CASR 61.395, VFR Guide page 18.
And at the bottom, in its own words: personal tracking only. Your official logbook stays the record.
If CASA directs you to produce an electronic logbook, it has to be printed and each page certified as a true copy. VFR Guide, page 19.

The club's 172 goes in the hangar

2:06 · iPhone

Adding a Cessna 172S from the app's library, what its reference values are and are not, and replacing the empty weight and arm. VH-ZQJ is a placeholder registration and the weighing figures are examples, not a real aircraft's.

Transcript

First hire of the club's 172 next week. It goes in the hangar first: the weight and balance, the runway calculator and the planner all work from what's in here.
Add, and pick the type from the library: Cessna 172S.
The library figures are reference values, and it says so: a generic estimate, unverified. The empty weight and arm should come from the weighing record, and everything gets checked against the POH.
A registration and a nickname. VH-ZQJ is made up for this video.
It goes in at the top. The Default badge stays on the 150: that's the aircraft the other screens pick first.
Across the card: maximum weight, fuel, burn and cruise. Endurance is the tanks divided by the burn, with no reserve taken off.
The take-off and landing distances are the library's generic baseline, at an 1,100-kilo reference weight, and the note says its conditions aren't documented. The runway calculator starts from these, or from a handbook profile where the type has one.
Weight and balance: empty, maximum and useful load, then each loading station with its arm and limit. The empty weight and arm are still the library's, and the card says so.
Edit Settings, Weight and Balance. The empty weight and its arm come off the aircraft's weight and balance schedule.
These are example figures for this video, not a real aircraft. Yours are in the aircraft's documents.
Saved, and the library note is gone from the card. The distances are still the library's, and still say so.
Each aircraft also keeps its own documents. More on those in the documents video.
The hangar is kept with your account, so it follows you to the next device you sign in on.

Licence, medical and the aircraft's paperwork

2:11 · iPhone

Filing an aircraft's maintenance release in the hangar, then your own medical and licence under Docs, where the medical's expiry updates the currency tracker. The documents are samples made for the clip. Opening a stored document needs a connection.

Transcript

Two lots of paperwork: the aircraft's, kept with it in the hangar, and your own, under Docs. The aircraft first: the club's 172.
Add a document: a photo or a PDF, then a category and a name. POH, maintenance, insurance, registration or other. This is a sample maintenance release, made for this video.
This one goes in with No expiry date ticked.
Filed under Maintenance, and the card's document count goes to one.
Aircraft documents don't feed the currency tracker. Two of your own do, and they're under Docs.
There's a place for each: medical, licence, ASIC, flight review, type ratings, endorsements, insurance and anything else. A photo or a PDF.
Endorsements on your profile with no certificate filed are listed, ready for one.
The medical first: a photo from the library. This one's a sample made for this video.
Before it uploads: the date obtained and the expiry. The expiry comes from the currency tab, 30 June 2027, and it says to change it if the certificate says otherwise.
This certificate says 31 May. Change it, and the app says what happens: the medical currency moves to match.
Uploaded, and the currency tracker follows. Only the medical and the flight review are tied to currency like that.
The licence goes in the same way. No expiry entered, so the row just shows when it went in.
Tap a document to open it. It comes from your account, so opening one needs a connection.
What you have to carry is in the VFR Guide, page 20. Electronic copies are allowed, but this app needs a connection to open a document, so keep your carried copies somewhere that doesn't.

Asking the chat

Ask, and check the source

1:36 · iPhone

The chat is a language model with Australian documents behind it, and it can be wrong, including the references it quotes. This one asks something the pilot already knows, then opens the source page to check it.

Transcript

OzCopilot also has a chat you can ask things, and it's worth being straight about this one.
It's a language model, with Australian documents behind it: the AIP, Part 91, the VFR Guide.
The screen says it's a planning aid, not authoritative guidance. It can be wrong, and that includes the references it quotes.
So try it on something you already know. What transponder code do I squawk if my radio fails?
It says 7600.
Just after the answer, it searches the document library and lists what it finds. Here, the VFR Guide, the Part 91 Plain English Guide and an ERSA entry.
Open one and you're on the page itself. Radio communication failure, VFR in Class G or E. Select code 7600 on the transponder.
So the code's right. But the page has more than the answer did: remain outside controlled airspace, and descend below 5,000 feet as soon as practicable.
We picked a question it gets right, and it doesn't get them all right. It's there to get you to the right page quicker. The page is what counts.
And none of the frequencies in the Flight Timeline or Radio come from this. Those are worked out from the published data.

Something not covered here? Email support@ozcopilot.com

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