Fujitsu P1510/P1610 yoke mount

click on any picture for larger image

I wanted to run the Jeppesen FlightDeck software in my Cessna 185. The only computer I found with a large passive touch screen yet small enough to fit on my yoke was the Fujitsu P1510D. Also key for me was the long battery life since I find it too cumbersome to deal with wires hanging off the yoke. This is a picture of my first setup. Note the bluetooth dongle plugged into the computer's USB port. (This is used to communicate with the GPS receiver.)

For the GPS, I'm using this small bluetooth device (GlobalSat BT359) secured with velcro to the glare shield. Later I got rid of the USB dongle in favor of the Billionton compact flash bluetooth adapter because it doesn't stick out nearly as much. (Unfortunately I didn't have the P1510 internal bluetooth option).

The simplest attachment mechanism I could think of was to glue industrial strength velcro to the bottom of the computer. Simple but effective. I used epoxy because I didn't think the self stick glue on the velcro would hold long term. I also glued some velcro on my extended battery for use on the longer trips. The softer surfaced velcro (loops) should be used on the computer. The harder surfaced mating velcro (hooks) are epoxied to the yoke mount plate. When using the computer outside the airplane, I found that the velcro never was a problem and was actually kind of a nice soft base.

The velcro could reduce the computer's resale value, so I limited the velcro to the removable panels and stickers so it could conceivably be removed. I ended up selling it to my brother who uses it for the same purpose, so that was not an issue. I got a P1610 to replace the P1510 and decided on a slightly different approach using a lexan plate attached to the computer base. Somewhat more complicated, but easier to reverse. This is what it looks like:

The dimensions of the lexan plate are 2.16 x 325 x 460 mm. I removed 5 machine screws from the bottom of the P1610 and attached the lexan plate with 5 wood screws (2 x 5/8"). Of course, longer machine screws would be better, but I couldn't find the right size. In case I ever want to remove the lexan base I saved the original screws (which may still fit despite the wood screw treatment).

Industrial strength velcro strips are epoxied to the lexan plate before it is screwed onto the computer base. As I mentioned before, use the velcro with the softer surface (loops).

Here are some pictures of the P1610 with the lexan attached. The weight of the computer with the battery and the lexan base is 1130g. For longer flights I use the extended battery which brings the weight up to 1285g.


These holes were necessary so I could replace the battery without removing the lexan plate. I used a 3/4 inch drill bit to make these holes. Don't drill too fast or the lexan will melt.



Here are some pictures of the P1610 as I use it in my Cessna 185.


I used the yoke mounting system from VersaTrue. This is what I ordered:
    1-1002-1         Universal Rectangular Plate     $15.99
    1-0001-1     Connector (supports up to 5 lbs.)         $37.99
    1-2004-1     Yoke Base Mount     $63.99

The velcro could have been attached to the VersaTrue plate, but for extra strength I added a larger plate to match the size of the Fujitsu P1610. This is what the mount looked like after attaching the plate (from my scrap metal junk box).

These are pictures of the P1610 velcro'd to the yoke mount.


The above hardware combination along with the Jeppesen FlightDeck software is the best navigation and charting system I have used.

Below are some screen shots I captured of the FlightDeck software running on the P1610. Clicking on these screenshots will open them full-size in a new window

This is the chart setup page where you select the chart features you want to see in the enroute navigation page. I prefer a VFR chart look, so I have enabled terrain and other VFR chart features. If you like, you can achieve the spartan look of a typical IFR chart by turning off these surface features. The chart updates immediately as you check or uncheck a feature making it easy to get the look you want.

This is the "chart only" mode of the enroute page, which I tend to prefer for VFR flying. The thick shaded lines show the planned route with the magnetic heading and distance shown for each leg. The green arrow shows the current aircraft position (assuming the GPS is connected and enabled). The light shaded line coming from the green arrow shows were you are going (if you maintain your current heading).

You can pan the chart by tapping your finger on the edge of the chart you want to move towards. (You need to use your finger nail - especially on the P1610 because of its palm rejection technology.) The quickest way to zoom in is to drag your finger from one corner to the diagonally opposite corner of the desired area. Alternatively you can use the zoom and pan buttons at the far right.

This is the enroute page full data mode. I've also switched to portrait mode which I now prefer. The main advantage of the portrait mode is a cleaner display of the IFR charts. (In landscape mode you need a somewhat less natural split view to see the whole IFR chart.) Most of the time, I'm using the information shown in this picture, but the following additional information is easily selected by tapping on the various data windows:

- Altitude, Vertical speed, or Lat/Lon position
- Velocity made good to Active waypoint
- Radio frequencies of active wpt, next wpt, destination, or nearest airport
- Route leg headings, ETEs, or ETAs
- Nearest VOR, Nearest FSS and ATC center (frequencies, bearing, & distance)

The HSI window is as good as the traditional mechanical display for judging and correcting your course tracking performance. The current altitude is also shown by the position of the green arrow on the profile view. The reason this picture shows me on the surface is because I was actually sitting in my living room when I captured this screen. If I had been flying we would also see the projected path on the profile view indicating the climb or decent angle. That is particularly handy when navigating around inverted wedding cakes (dark blue), class C airspace (magenta) or determining if you are climbing fast enough or descending slow enough to miss the terrain ahead.

On the emergency page, all suitable emergency landing spots are circled in bright red. Fortunately I haven't needed this page yet, but I'm glad it's there.

This page shows why I bought this computer. It looks at least as good as the Jepp paper charts with the advantage of the current position and track showing on the plan view. Visualizing the approach no longer requires mental gymnastics.

The green arrow shows that I am 45nm to the north ... still in my living room actually :) If I was taxiing, the airplane symbol would appear on the chart. I sure wish I had this the last time I was at Monterey - groping around in the early morning fog trying to find 28L for departure. (The tower was no help since they couldn't even see the pavement right below them.) Actually even on a clear day I get lost on the ground far easier than in the air. So the airport charts prove just as useful as the approach plates.

Gosh, I was just going to post the pictures ... I don't know how I got carried away entering all this text. You might conclude that I work for Fujitsu, Jeppesen, GlobalSat, or VersaTrue. In fact being a customer is my only relationship with these companies.