No Go.  Bottom line is that Samsung needs to step up with Drivers and Utilities to allow the Q1EX to work with Windows 7.  Samsung, you have nice hardware.  Please SUPPORT Windows 7 on the Q1EX! 

A clean (wipe the disk) install of Windows 7 on a Samsung Q1EX basically leaves you with a tiny slate that needs an external keyboard and mouse to function.  I tried the fixes mentioned in the Q1 forums to provide Tablet function, but there are 2 key obstacles. 

First, the forums mention installing new drivers for the USB touchscreen drivers.  But the Q1EX shows no USB touchscreen drivers (only PS2) so none of those options work.  The closest I can get to any touchscreen capability is to install the latest eGalax driver for Windows 7.   This allows a touch interface, but Windows 7 does not recognize the touchscreen and allow Tablet functions.   There is no USB “human interface device” on the Q1EX to update using the handy-dandy utility mentioned on the UMPC Tips site.   None of the XP or Vista drivers on the Samsung site give you access to the tablet functions.

Second, the Samsung utilities, primarily the Wheel Button utility for the Q1EX does not work in Windows 7.  The Wheel Button utility is very important because the Q1EX does not have any other hardware buttons, so you need this utility to get access to the utilities for screen brightness and rotation, sound, WIFI control, etc.  The Wheel Button utility appears to install under Windows 7, but it does not function. 

Samsung has advertised they are making Windows 7 available for their notebooks.  I hope they are going to step up and make Windows 7 available for the Q1EX line as well.

My notes:

SEE RWHD DIWTR H120 2MI V OSI V25 SNS V137 AVE FIL VFR 1100 TIL OAK 165 2/7/5 135.65 3204

Which means:

Cleared to Gillespie airport (KSEE), after departure fly runway heading until passing the diamond-shaped waterway, then fly heading 120 within 2 miles of the airport, vectors to Woodside VOR (OSI), then Victor 25 airway to Salinas (SNS), then Victor 137 airway to Avenal (AVE), then as filed. Maintain VFR altitude at or below 1100 feet until passing the Oakland (OAK) 165 radial, then maintain 2000 feet, expect 7000 feet five minutes after departure, departure frequency 135.65, squawk 3204.

The good news is I flew it without any SNAFUs.  So much more fun than dealing with the airlines!!

Anyone else getting interesting or complicated clearances lately?

This USA Today article makes no more sense than suggesting that because at least one pilot in each of these accidents was a male (a good bet considering airline pilot demographics), males are inherently unsafe pilots.

Airline pilots in the US are the world’s most thoroughly and frequently monitored, trained, and “tested” professionals, which is a wonderful thing considering the high degree of responsibility and the consequences of mistakes.  They must pass intense medical examinations every six months to make sure they are physically fit for duty.  Their career path consists of formal checkrides at every stage of pilot certification from private pilot to airline transport pilot, plus checkrides for the instrument rating, complex and multiengine operation, every large aircraft type (type rating) to which they are assigned, plus checkrides or flight checks with every potential employer.  In addition to these initial checkrides, airline pilots undergo recurrent training and flight checks on a very frequent basis (typically twice a year), where performance continues to be monitored. 

This degree of initial and recurrent training and testing is not found in any other profession.  Even physicians are only tested once to receive their medical license at the beginning of their careers.  They may go through recurrent training, but they do not have to continue to be tested and evaluated on their medical performance multiple times a year, every year they are licensed.  One wonders how many physicians would still be practicing today if they were tested in this manner and the results made available to the public.

So given this intense and frequent testing regime for airline pilots, it’s not surprising that sometime in their career they were not successful the first time taking one or more checkrides.  The important fact is that they cannot execute the privileges of an airline transport pilot until they are able to meet the performance standards (referred to by FAA for checkrides as practical test standards), and are able to maintain that proficiency through recurrent training and flight checks. 

The article fails to ask: How many airline pilots who had not been successful on every past checkride have NEVER been involved in an aircraft accident?  How many pilots–of all certification levels–who have not passed a checkride at one time or another, have NEVER been involved in an accident or incident?  Improvements in airline and aviation safety over the years indicates that pilots are better trained and focused on safety than ever before.  Newer, tougher checkride standards have probably resulted in a few more failed checkrides than in the past, but this means that those pilots who ultimately pass the checkrides are better equipped than ever before to safely operate these aircraft and transport passengers.

Can the safety record be improved?  Sure!  But improving safety requires a very careful look at the specific causes of each accident (the root cause) and monitoring the root cause trends across accidents, then develop training and/or operational improvements that address these root causes.  This is the job of professionals such as the NTSB, not newspaper writers.

With reports that W7RC is installing well on other tablets and convertible PCs, I gave it a try on my new Samsung Q1EX.  Having installed it on several other computers including a Fujistu P1610 (worked great), the look of Windows XP is starting to look pretty dated.

Backed up my SSD on the Samsung Q1EX as an image on a USB HDD using Acronis.  Then did a clean install of W7RC from the DVD I had created (using a USB DVD player and keyboard.  Installed without errors, but does not install a WLAN driver or touchscreen drivers.  After some experimenting (and reloading W7RC after snafus), I found that the Win XP driver for WLAN (the one for Marvel) gives you the WLAN.  Only partial success with the touchscreen.  The only touchscreen driver that seems to give you any functionality is the XP “TSP” driver that loads the eGalaxTouch utility.  The other drivers marked as touchscreen or tablet  (either XP or Vista versions) do not seem to work alone or in combination with the TSP driver.  The issue may be that the touchscreen is a PS-2 hardware item.  W7RC does not recognize the tablet function, and does not provide the tablet/pen settings in control panel. To even log on you need a USB keyboard to enter the password. No access to a tablet-style keyboard.

I contacted Samsung asking about the status of Windows 7 drivers.  They are no help based on this response:

Samsung does not provide any support or drivers for altering the Operating System on the Q1 line of Ultra Mobile PCs. We do not provide any drivers for Windows 7 at this time for any of our mobile computing products.

So much for customer service from Samsung.  Looks like I’ll be sticking with XP for awhile on the Q1EX until Microsoft or Samsung provides driver support.

Fujitsu P1610 vs Samsung Q1EX

Why do this?  When I read about Samsung’s release of the Q1EX, it looked to me like a great match for this software as well as sized to fit well in a small aircraft cockpit.  I bought one as an ”upgrade” to my existing Fujitsu P1610.  To test my decision, I (temporarily) loaded AWM Pro on both units and flew with them in my Grumman Tiger to get a good side-by-side comparison.  Made sense to me to share the results with you.

The units:

Samsung Q1EX tablet. 7″ WSVGA screen, 1024 x 600, LED backlit. Max 300 nits screen brightness. 2GB RAM, 60GB HDD. VIA Nano CPU. Wifi and Bluetooth. SDHC slot. Windows XP Tablet Edition. Stock with no mods (yet).

Fujitsu P1610 Lifebook convertible PC(rotating screen to tablet). 8.9″ screen, set to 1024 x 600 (native resolution is 1280 x 768 but that was too small for my eyes). Intel Core Solo CPU @ 1.2 Ghz.  Wifi and Bluetooth. SDHC and PC Card slots. Windows XP Tablet Edition.  Upgraded with 1GB RAM and 32GB Samsung SSD. 

Flight conditions were clear, sunny day and relatively smooth air.  The Grumman Tiger has great visibility which makes for a bright cockpit even when oriented away from the sun, so it’s a good test for how these devices perform.   Both units were set to maximum screen brightness.

Since a picture is worth a thousand words, I’ll let the photos below do most of the talking.  They show the side-by-side comparison of the Fujitsu P-1610 (on the left, mounted to the yoke) and the Samsung Q1EX (on the right, holding it in my hand).  The Fuji is linked by Bluetooth to the GPS, and the Samsung had AWM Pro in simulation mode.  Tried my best to hold the Samsung so it shows a fair comparison of the screen displays.  Normal aircraft vibration and holding the Samsung free-hand made for some variability on the screen angles to the camera and sun, but I think these photos are pretty representative for comparison.  I’ll provide my summary and some additional thoughts about usability at the end of the post.

First two photos are with the cockpit shading from direct sunlight.  They show the basic AWM Pro program (first photo) and then the optional Pocket Plates 3 program (geo-referenced IFR approach plates) with also-optional ULTRATAWS high-resolution terrain overlay).

Fujitsu P1610 vs Samsung Q1EX

Fujitsu P1610 vs Samsung Q1EX

Next two photos are with the units in direct sunlight.    They show the basic AWM Pro program again, and then the optional MAXNAV chart service (geo-referenced VFR sectional charts) as an overlay on the AWM Pro mapping.

Fujitsu P1610 vs Samsung Q1EX

Fujitsu P1610 vs Samsung Q1EX

Screen Visibility:  My overall impressions of screen visibility was that the Samsung is brighter than the Fujitsu in all conditions and had sharper detail.  The latter may be due to the Samsung having a native screen resolution of 1024 x 600 while the Fujitsu has to scale its resolution down to get to 1024 x 600.  While the Samsung has a physically smaller screen, I didn’t find it difficult to use at all.  Both screens are reflective, but the Fujitsu seems to be much more so, as seen in the photos. 

Other thoughts on Usability:  It’s all about trade-offs.

Size:  The Samsung is noticeably smaller in all dimensions and lighter than the Fujitsu.  It will fit more easily in the tight yoke configuration of the Tiger and the shorter length will provide improved visibility to the aircraft panel and instruments.  But the screen is also smaller (7″ versus 8.9″) so more scrolling will be needed depending on your zoom settings.  I think the screen on the Samsung is ”crisper” than the Fujitsu which makes up for the size difference.

Hardware Buttons:  The Samsung has no hardware buttons except for the scroll wheel which also provides access to the basic operations menu (screen brightness, screen rotation, sound volume, etc).  This is a limitation for me because I programmed the Fujitsu hardware buttons for things like switching between open program windows. In addition to AWM Pro and Pocket Plates, I run the Windows StickyPad utility to write quick notes (like ATIS) and also run ListPro from Ilium Software with my Tiger checklists.  So I will have to use the Samsung taskbar to switch between applications.  Another option is a free utility called Quick Buttons. This utility allows you to create a task bar of buttons that provide instant access to programs or functions like zooming or screen rotation or switching between programs.  I’ve used this utility successfully in the past. So the Fujitsu has easier access in some cases with its programmable hardware buttons.  But you can achieve close to the same functionality on the Samsung with on-screen options and utilities and using the scroll wheel.

Keyboard:  The Samsung has no hardware keyboard.  It is a pure tablet.  But there are effective solutions for this.  Control Vision has included a very good on-screen keyboard that is invoked whenever you need to enter text or numbers in the AWM Pro or Pocket Plates 3 programs.   For other programs and for short text entry such as web browsing, I use a free utility from Ilium called InScribe that provides instant access to a customizable on-screen keyboard that works with any program where character entry is needed.  For bigger text/data entry needs, Samsung sells an “Organizer” accessory for the Q1EX that provides a docking station and near full size keyboard, as well as protection for the main Q1EX unit.  This will be a nice feature to store and use the Q1EX when not mounted to the yoke.  The Fujitsu has a built-in keyboard (not accessible in tablet mode), so the keyboard is there in laptop mode for large text/data entry.  But the extra size and weight of that hardware keyboard is there all the time with the Fujitsu. With the Samsung Organizer, detach the keyboard for mounting at the aircraft yoke, reducing size and weight on the yoke.

Modifications:I had to do a lot of software tweaking on the Fujitsu to do what should be simple things like getting the portrait orientation I needed to use it on the yoke (hardware buttons on the left). For some unexplained reason, Fujitsu only allows 2 screen display rotation options in its display driver using the hardware buttons, rather than all 4 rotation options provided by most manufacturers.  I had to find and install a new display driver directly from Intel to allow 4-way screen rotation!  Also had to program the Fujitsu hardware buttons for incremental screen brightness changes. The Samsung has quick access to these functions via the scroll wheel menu.  On the other hand, the Fujitsu uses software utilities that in my opinion give you easier access to a wider range of options to personalize your tablet and screen preferences (if you are willing to go “under the hood” and venture into the Registry). The Samsung has more limited access (at least so far, the utilities are not as intuitive and I haven’t seen tweaks posted on message boards yet).  But out of the box, the Samsung to me is easier to adjust screen and display functions for aircraft use.  One hardware mod I will have on the Samsung (if I keep it) is replacing the HDD with a SSD to avoid issues at altitudes above 10,000 feet.  I did that switch on the Fujitsu (32BG SSD) and it went relatively smoothly. Unfortunately the Samsung HDD uses a ZIF connector, so will have to get a different SSD.  Haven’t cracked the case on the Samsung and there is no online discussion yet about doing mods, so will have to do some more research before looking at replacing the Samsung HDD.

Availability:  The Fujitsu 1610 is discontinued but available as a refurb and as USED through the usual channels.  The latest version of this unit, the Fujitsu P1630 is their current model and readily available, although at or above about $2,000 equipped with a HDD.  Switching to a SSD will add a couple hundred dollars if you do the switch yourself. Accessories are readily available for the Fujitsu (although expensive) from many sources including Fujistu.  As I write this review, the Samsung Q1EX is just spreading through the on-line retailer network.  The online pricing is running about the list price of $749 (with a 60GB HDD).  Accessories for the Q1EX are pretty scarce so far, with few vendor options.  Even Samsung Corp has very few accessories listed for the Q1EX; I had to email them for the model number of the Organizer.  The auto power supply is the same model as used for other Q1 models so should be pretty available.  Q1EX-only items like the Organizer will take longer to get. Control Vision is working on their yoke mount for the Q1EX but it is also not available yet.  Such are the burdens of early adopters!

Overall Summary:  In my opinion, the Samsung Q1EX will be an excellent platform for GPS-based aviation navigation systems like the Control Vision Anywhere Map Pro system.  I suspect you will see it offered in the future as a hardware option or at least recommended hardware from the vendors of these systems.  It’s still a relatively new product so tweaks, reviews and accessories are still few and far between.  But that should change as more units become available and are sold.  On the other hand, the Fujitsu P1610 is a solid performer and extremely well suited to run the AWM Pro suite as currently configured.   So which one am I going to keep?   Good question…

But guess what, there is an escape from all this madness, if even for a short while. Usually measured in tenths of an hour. Flying. Yes, flying. Proved it again this weekend. Once I strapped into the cockpit and fired up the engine, the rest of the world, the economy, politics, all melted away. I focused on the one job of pilot in command.

Even better, once you lift off and get some altitude, you really do get the sense of perspective. Took my 4 new cylinders (another story for another time) on a little tour of the low desert, building those hours at 65-75% power to really seat the rings. At 5,000 feet, you can see the beauty of the landscape, feel the sense of speed, and see how tiny the human presence is on that open land. Just me and my plane, with the engine playing its smooth drone, and Jimmy Buffett playing through the intercom. The rest of life could wait for that couple of hours. I had that priceless perch to see the rest of the planet, truely above all the issues of the day.

Some call this “boring holes through the sky.” But to me it’s a vertical vacation, allows me to clear my head, soak up the view (and it is a great view, have you looked lately?).

So go flying. Make the time. Even if it’s only a short flight. Nice thing about our planes is they can quickly take you to a new landscape, a new view of your world. The rest of your life can wait a bit. You will return fresh, energized, even if a little lighter in the wallet!

This is the essence of being Hog Wild for Flying.
Cheers!

Ok, Jimmy Buffett wasn’t there that day.  But the cafe played the live Radio Margaritaville feed from the internet as well as video from various cafes and concert venues across the world.  And the place is laid out like a waterfront pier with booths created from fishing or dive boats.  Good food too.  I’ll be going back…

Cheers till next time!

And I guess the strong tailwinds get most of the credit since I normally max out at 135 TAS. But hey, it still was fun watching the groundspeed spool up on the GPS, especially after slogging up to Mojave earlier in the day into the teeth of stong headwinds.

It has not gotten any better, in fact, it’s worse!  The gap between avgas and mogas is wider than it has ever been.  What is going on?  Who are lining their pockets with avgas profits?

Where is AOPA?  

This is a major flying cost issue for small GA operators.  Every AOPA member should be emailing AOPA and asking them to get involved in getting control of avgas prices!

Proof?  Topped off this week at KSEE after a local Southern California flight.  Self-serve 100LL was $4.59 per gallon, only a few cents a gallon cheaper than a month ago ($4.77).  Meanwhile, mogas is now widely selling for below $2.00 per gallon.  So I am paying far more, on a percentage basis, for each gallon of avgas.

Checked with the 100LL.com fuel price search, and it still shows all of the airports in the area with avgas prices well over $4.00 per gallon.  So there appears to be an organized effort to keep avgas high, at our expense.

Will I keep flying?  Absolutely!  But I’m going to keep watching avgas prices and KSEE will not seeing my business until prices come back to earth.

Are we being gouged by avgas?

Just updated my fuel price service, 100LL.com, part of my Control Vision Anywhere Map subscription.  At my home field, the price of self-serve avgas is $5.28 per gallon.  According to the fuel pricing service, the national average is $5.08 (updated as of 10/23/2008.  Meanwhile, local low grade auto gasoline, mogas, is running about $3.15 a gallon, and some of the cheapest outlets are slipping below the $3 level.  That a 60% difference in price between avgas and mogas.

Ok, I understand all about avgas being a niche product produced in small quantities, needing special handling and shipping because of the lead content, and the price change lag (both up and down) because of fewer flight hours requiring longer to consume supplies bought at higher prices. 

Avweb has an editorial about this, but basically says the FBO business is difficult, so grin and pay the prices.  Nope.  AOPA needs to get involved in this.  

In the meantime, I’ll continue to use 100LL.com to avoid the FBOs who insist on holding the higher prices.