tag:gaperi.ro,2026-09-01:keepblueup/correctionsKeepBlueUp corrections logEvery change that altered an answer a pilot could have acted on, newest first.2026-10-12T00:00:00ZGaperi Consult S.R.L.https://gaperi.rotag:gaperi.ro,2026-10-12:keepblueup/corrections/12Weight & balance correction2026-10-12T00:00:00ZWas: Fix my load's "carry less fuel" suggestion counted no start and taxi fuel on the C152, PA-28-181 and DA 40, which have no start and taxi figure built in, so the fuel it said the aeroplane lands with was high by whatever starting, taxiing and taking off burn. A DA 40 on the illustrative airframe (1,620 lb at 94.3 in) with 380 lb in front, 340 lb behind, 20 lb of baggage and full tanks, on a 15 gal trip with a 7.7 gal final reserve, read "Carry 17.5 gal less fuel - lands with exactly your 7.7 gal reserve" - under the reserve once any fuel is burnt before takeoff. Now: On those three types no fuel cut is offered: the card says less fuel might fix it, but that with no start and taxi figure built in the tool cannot check what a lighter load lands with. The C172S, C172N and PA-28-161 subtract their handbook's start and taxi figure before the trip and the reserve, and still offer one.tag:gaperi.ro,2026-10-12:keepblueup/corrections/11E6B correction2026-10-12T00:00:00ZWas: For a variable wind (VRB) with a gust, the crosswind card's worst-case tailwind used the steady speed: VRB08G14KT on the C172S read "a tailwind of up to 8 kt" and about +40% on the takeoff distance, although the 14 kt gust can be behind you too - past the 10 kt the POH tailwind note covers. Now: The worst case is the gust: 14 kt behind, past the POH note, where the card says there is no published correction.tag:gaperi.ro,2026-10-12:keepblueup/corrections/10Weight & balance correction2026-10-12T00:00:00ZWas: A load exactly on a limit could fail after switching the entry units to kg and litres, because the switch rounds every field to two decimals: a C172S with its full 53 US gal of usable fuel (200.63 L) read "318.0050331876919 lb exceeds its 318 lb limit", and one loaded to exactly its 2,558 lb maximum ramp weight read "Over maximum ramp weight: 2558 lb exceeds 2558 lb limit". Full PA-28 tanks (48 gal, 181.7 L) and a full C172S baggage area 2 (22.68 kg) did the same. Now: Placards, combined limits and the ramp, takeoff and landing limits allow that rounding - 0.02 lb (9 g) per field - so these loads stay within limits after the switch. A real excess still fails.tag:gaperi.ro,2026-10-12:keepblueup/corrections/9Weight & balance correction2026-10-12T00:00:00ZWas: In kg and litres, the maximum shown beside a station was rounded to the nearest kilogram, or tenth of a litre, and could read above the placard: C172S baggage area 2 showed "max 23 kg" for 22.68 kg and the DA 40 fuel "max 152.2 L" for 152.17 L, and entering the number shown failed the check. Now: A station maximum shown in kg or litres is rounded down, so the number shown can always be entered.tag:gaperi.ro,2026-10-12:keepblueup/corrections/8Aircraft data correction2026-10-12T00:00:00ZWas: The Cessna 172S page said its aft CG limit binds before its weight limit - that two adults up front, two in the back and "any baggage at all" run the CG past 47.3 in before the aeroplane is overweight - and that running the front seats full aft moves the CG "about 9 in aft per pound" of front-seat load. Now: Rewritten from the profile's own figures, which a test now recomputes: on the illustrative airframe (1,663 lb at 40.0 in), four 170 lb adults and a 20 lb bag reach the 2,550 lb maximum with 32.5 gal on the ramp at a CG of about 45.0 in, 2.3 in inside the aft limit; the same four with 70 lb in baggage area 1 and 50 lb in area 2 are at about 47.4 in, past it with any fuel. Running the front seats full aft moves 340 lb of occupants 9 in, about 1.3 in of CG at 2,300 lb. No limit or figure changed.tag:gaperi.ro,2026-10-12:keepblueup/corrections/7E6B correction2026-10-12T00:00:00ZWas: The density-altitude card took any number as an altimeter setting. QNH 1013 typed while the unit still read inHg - at a 5,000 ft field and 30 °C, with the default C172S, the worked example's 960 ft POH ground roll and the 1.33 safety factor - gave a density altitude of -164,079 ft, no takeoff penalty and a 1,277 ft ground roll to plan with; at 29.92 inHg the same field is 8,000 ft density altitude and about 2,503 ft. A wind direction past 360 was read as its remainder: 400 as 040. Now: An altimeter setting outside 850-1,100 hPa (25.11-32.48 inHg) is refused with a reason and gives no answer, and hPa digits under inHg say to switch the unit. The crosswind and wind-triangle cards refuse a wind direction outside 0-360.tag:gaperi.ro,2026-10-12:keepblueup/corrections/6E6B correction2026-10-12T00:00:00ZWas: With the taxi field left blank, "Least fuel to start with" counted no start, taxi and run-up fuel for the C152, PA-28-181 and DA 40, whose handbooks publish no allowance: a DA 40 flying 85 nm at 98 kt and 8.5 gph under the FAA day rule with 12.0 gal on board showed "0.4 gal more than the minimum", and any taxi burn over 0.4 gal made it a shortfall. Now: For those types a blank taxi field is missing, not zero: the card asks for your taxi and run-up fuel before it gives a minimum or a margin. Types whose handbook publishes an allowance still use it.tag:gaperi.ro,2026-10-12:keepblueup/corrections/5E6B correction2026-10-12T00:00:00ZWas: At a negative density altitude the true-airspeed card said "+-3 kt over your indicated CAS" (CAS 100 kt at -2,000 ft), although true airspeed there is 3 kt below the CAS. Now: It says "3 kt under the CAS you entered", and "+N kt over the CAS you entered" when true airspeed is higher.tag:gaperi.ro,2026-10-12:keepblueup/corrections/4METAR / TAF correction2026-10-12T00:00:00ZWas: A runway-state group with a measured friction coefficient from 0.00 to 0.29 - ICAO's "poor" and "medium to poor" bands, the conditions braking codes 91 and 92 name in words - was a plain line in the decode, while codes 91 and 92 went into the "Reported at the runway" warning. Ice with a friction coefficient of 0.25 raised no warning. Now: A measured coefficient of 0.29 or less, 0.00 included, goes into that warning too, on the bands of ICAO Doc 9137 Part 2, Table 4-1. The number is still shown as reported, with no braking word added.tag:gaperi.ro,2026-10-12:keepblueup/corrections/3METAR / TAF correction2026-10-12T00:00:00ZWas: On the TAF timeline, a change at a part hour (FM120830) was drawn from the start of its hour, so an improvement showed its better category early: a forecast of LIFR until 08:30Z read VFR from 08:00Z. The period list below the timeline gave the right time. Now: The hour an FM falls in shows the worse of the two forecasts, and the new one stands alone from the next whole hour - the same rule as during a BECMG change.tag:gaperi.ro,2026-10-12:keepblueup/corrections/2METAR / TAF correction2026-10-12T00:00:00ZWas: With a variable wind direction (dddVddd), the wind-on-each-runway table resolved only the mean direction: EGLL 27018G28KT 210V330 showed 0 kt across runway 27R, although at either end of the reported range about 24 kt of the gust is across it. Now: Across shows the most crosswind anywhere in the reported range, steady and gust, and a tailwind the range can bring is named. The link that checks the runway in the E6B sends the direction with the most crosswind, and says which.tag:gaperi.ro,2026-10-12:keepblueup/corrections/1METAR / TAF correction2026-10-12T00:00:00ZWas: An Australian TAF group PROB30 INTER or PROB40 INTER was headed "PROB30 TEMPO" and explained as temporary fluctuations, on the forecast card and the timeline - although an INTER spell is the shorter one, under 30 minutes (Bureau of Meteorology). Now: It is headed as coded, PROB30 INTER, and explained as a probability of intermittent spells under 30 minutes.tag:gaperi.ro,2026-10-07:keepblueup/corrections/5METAR / TAF correction2026-10-07T00:00:00ZWas: A runway-state group with braking code 00 - a measured friction coefficient of 0.00, the worst there is - was listed as not decoded; extent code 1 read "10% or less" where the WMO table says "less than 10%"; and a TAF PROB30 was described as "30 to 39 percent", a band no ICAO text gives. Now: Code 00 decodes as friction coefficient 0.00, extent 1 as less than 10%, and PROB30 / PROB40 as the probability coded. The decoders' sources were re-checked against FMH-1, WMO-306, ICAO Annex 3 and NWS Instruction 10-813.tag:gaperi.ro,2026-10-07:keepblueup/corrections/4Aircraft data correction2026-10-07T00:00:00ZWas: The PA-28-181 page cited a "POH Section 6.2" loading form that is really a retyped training transcription (it says it is not a POH), and its example empty weight (1,541.2 lb at 87.5 in) was one aircraft's own figure from that document, not the handbook's sample. Now: Cited to the Archer II POH, Report VB-790, Figure 6-11 (same arms and footnote); the example empty weight is the POH sample loading problem, Figure 6-9: 1,547.0 lb at 86.4 in.tag:gaperi.ro,2026-10-07:keepblueup/corrections/3Aircraft data correction2026-10-07T00:00:00ZWas: The PA-28-161 page did not say that a Warrior II with Piper Kit 88050 (the 2,325 lb gross weight modification) is limited to 2,325 lb takeoff and 2,332 lb ramp, so such an aeroplane could be shown within limits up to 2,440 lb. Now: The page names the kit and its limits (TCDS 2A13 NOTE 26). Superseded data-sheet revisions are updated (2A13 Rev 64, 3A19 Rev 50; no figure changed) and the FAA handbook link, which had moved, is fixed.tag:gaperi.ro,2026-10-07:keepblueup/corrections/2Aircraft data correction2026-10-07T00:00:00ZWas: The Diamond DA 40 page named only the modified main-gear strut (MAEM 40-123/e) as raising the maximum landing mass from 2,407 lb to 2,535 lb, although the tall main-gear strut (OÄM 40-283) does too - an owner with that strut was not told; and it gave the datum in the type certificate's words, not the flight manual's. Now: The page names both modifications (EASA TCDS Note 10) and quotes the AFM's datum (Section 2.8). The modelled limits did not change: 2,407 lb landing for the original strut, and a ramp limit equal to the 2,535 lb takeoff mass - stricter than the 2,544 lb ramp mass the AFM allows where a flight is defined to begin at engine start.tag:gaperi.ro,2026-10-07:keepblueup/corrections/1E6B correction2026-10-07T00:00:00ZWas: The grass, soft-ground, slope and 1.33 safety factors were cited to UK CAA SafetySense 7c (January 2013), which the CAA now lists as superseded, and the page said there was no published factor past a 2% uphill slope, although the current leaflet gives x1.1 for every 2%. Now: Cited to UK CAA Safety Sense SS09 (August 2024) and SS12 Strip Flying (May 2024). No factor value changed; past 2% uphill the tool still gives no number, and now says why.tag:gaperi.ro,2026-09-29:keepblueup/corrections/5Aircraft data correction2026-09-29T00:00:00ZWas: On the Diamond DA 40, full usable fuel (40.2 gal = 241.602 lb) was reported as exceeding the fuel station limit, which had been rounded to 241.6 lb. Now: The limit is the exact 40.2 gal x 6.01 lb/gal, and a test checks full tanks on every aircraft.tag:gaperi.ro,2026-09-29:keepblueup/corrections/4Weight & balance correction2026-09-29T00:00:00ZWas: A number the form could not read - "38,5" on a European keyboard, or text - counted as zero under a green verdict. Now: Any unreadable, ambiguous ("1,663") or implausible field blocks the verdict and says which field and why.tag:gaperi.ro,2026-09-29:keepblueup/corrections/3E6B correction2026-09-29T00:00:00ZWas: Every pilot was measured against the Cessna 172S demonstrated crosswind (15 kt) and its tailwind note, whatever they flew - 13 kt read as comfortable for a C152, whose figure is 12 kt. Now: The aircraft picker sets the demonstrated crosswind, the tailwind correction and the takeoff rule of thumb from that type's own handbook.tag:gaperi.ro,2026-09-29:keepblueup/corrections/2METAR / TAF correction2026-09-29T00:00:00ZWas: Groups the decoder did not recognise were dropped without a word, and a mistyped cloud group (BKN0015) could leave a VFR badge. Automated "//////CB" lost the cumulonimbus. Now: Unrecognised groups are listed as "Not decoded", an unreadable cloud group makes the category unknown, and CB/TCU are always named. Wind shear and runway state are decoded; the report's age is shown.tag:gaperi.ro,2026-09-29:keepblueup/corrections/1E6B correction2026-09-29T00:00:00ZWas: The takeoff estimate assumed a dry, level, paved runway and no safety margin. Now: Grass, soft ground, slope and the 1.33 safety factor from UK CAA SafetySense 7c can be applied, and steeper than 2% returns no number.tag:gaperi.ro,2026-09-06:keepblueup/corrections/1Weight & balance correction2026-09-06T00:00:00ZWas: Only the normal category was modelled, and adjustable seats sat at one point - a C172S load could read "within limits" and be outside the aft limit with the seats legally full aft. Now: Utility category per airframe with its restrictions enforced, and the handbook seat range checked end to end.tag:gaperi.ro,2026-09-01:keepblueup/corrections/3E6B correction2026-09-01T00:00:00ZWas: The takeoff rule of thumb used the constant-speed 10%/1,000 ft rate on fixed-pitch aeroplanes and extrapolated past 8,000 ft density altitude - up to 19% short on required runway. Now: 12%/1,000 ft for fixed pitch, 10% for constant speed, and no answer above 8,000 ft.tag:gaperi.ro,2026-09-01:keepblueup/corrections/2Weight & balance correction2026-09-01T00:00:00ZWas: A load containing an invalid number returned "within limits" with no violations, and ramp weight was checked against the maximum takeoff weight. Now: Fails closed on any non-finite input; ramp, takeoff and landing are checked separately, as the POH does.tag:gaperi.ro,2026-09-01:keepblueup/corrections/1METAR / TAF correction2026-09-01T00:00:00ZWas: Trend groups (BECMG, TEMPO) were read as the observation - a real low-IFR report could show green VFR - and a pasted METAR plus TAF merged into one decode. Now: The trend is kept apart and never feeds the category; each report is decoded on its own.