American Airlines grounded across USA
From CNBC:
The Federal Aviation Administration said Thursday American Airlines flights experienced nationwide ground stops amid computer issues.
______
It's not as dramatic as it sounds
The Federal Aviation Administration said Thursday American Airlines flights experienced nationwide ground stops amid computer issues.
______
It's not as dramatic as it sounds
Join Date: Jun 2001
Location: Rockytop, Tennessee, USA
Posts: 5,898
Likes: 0
Received 1 Like
on
1 Post
iPads used by crew?
iOS 9 was deployed yesterday.
And it was a faulty Jepp chart update that torpedoed part of the AAL system back in April:
American Airlines says iPad software glitch delays flights - Apr. 29, 2015
Almost every carrier that uses tablets has had some sort of major software issue affecting operations from what I read on the union forums.
Hopefully just a temporary glitch, American still has a lot of inbounds that will need gate space:
Live American Airlines Flight Status ? FlightAware
Is it the EFB?
I don't know if the EFB known to be the problem this time, as it was in April, but the notion does raise a question. How or why should an airline, or aircraft operations be so affected by un-certified off-the-shelf equipment? Were any aircraft so affected while airborne? I hope not. And if it is because the Jepps could no longer be used (admittedly I don't this for sure) then why weren't the normal paper versions available on board?
Are the EFB's also an essential part of computing the TOLD numbers?
Are the EFB's also an essential part of computing the TOLD numbers?
"The whole point of the EFB is to make your aircraft paperless, hence no paper charts on board at my airline."
Fair enough, no disputing that. And the whole point of having an un-certified, off-the-shelf system is to keep costs down - which is probably more behind the "paperless flightdeck" than anything else, from the airline's perspective. But it doesn't make it wise. So AA gets to pay the piper anyway. Caveat Emptor.
Fair enough, no disputing that. And the whole point of having an un-certified, off-the-shelf system is to keep costs down - which is probably more behind the "paperless flightdeck" than anything else, from the airline's perspective. But it doesn't make it wise. So AA gets to pay the piper anyway. Caveat Emptor.
Join Date: Jun 2001
Location: Rockytop, Tennessee, USA
Posts: 5,898
Likes: 0
Received 1 Like
on
1 Post
I don't know if the EFB known to be the problem this time, as it was in April, but the notion does raise a question. How or why should an airline, or aircraft operations be so affected by un-certified off-the-shelf equipment?
See: http://www.faa.gov/documentlibrary/m...ac_120-76c.pdf
Paper charts are long gone most places in the U.S. from what I see.
I've kept a few for sentimental reasons so I can practice updating them with those manila envelopes.
"Agreed, it may not have been the EFB's this time but they are certainly certified by the feds under AC 120-76C."
Granted. Though, I'm not sure they consider these Class 1 or Class 2. Of the former, nothing of the system is certified, not the hardware nor the software. Of the latter, only the provisions for power and mounting are certified - again not the processor parts, the display formats, interfaces, nor the software. Class 3 on the other hand - fully installed and certified - hardware, displays, interfaces, software etc. No way are the iPads considered Class 3. It boils down to cost and if you're lucky, you get what you pay for.
AC 120-76 is an operational AC, too, so it pertains more to the operational approval to have and use than it does proving the equipment is sound and reliable. I don't know what the FAA requires regarding the paper charts and alternate means to compute TOLD numbers, but if the airline doesn't choose to have on-board paper back-ups - it's an expensive choice.
Granted. Though, I'm not sure they consider these Class 1 or Class 2. Of the former, nothing of the system is certified, not the hardware nor the software. Of the latter, only the provisions for power and mounting are certified - again not the processor parts, the display formats, interfaces, nor the software. Class 3 on the other hand - fully installed and certified - hardware, displays, interfaces, software etc. No way are the iPads considered Class 3. It boils down to cost and if you're lucky, you get what you pay for.
AC 120-76 is an operational AC, too, so it pertains more to the operational approval to have and use than it does proving the equipment is sound and reliable. I don't know what the FAA requires regarding the paper charts and alternate means to compute TOLD numbers, but if the airline doesn't choose to have on-board paper back-ups - it's an expensive choice.
Join Date: Sep 2014
Location: Canada
Posts: 1,257
Likes: 0
Received 0 Likes
on
0 Posts
iPads can be either Class 1 or Class 2 (depending if they are mounted or not).
To be Class 1 or Class 2, they have to meet those AC120-76 requirements. This is done by subjecting sample iPads (of the same generation/model) for testing, e.g., non-interference tests, rapid decompression tests, etc. Typically, EFB vendors like Jeppesen have already performed AC120-76 tests on a range of sample devices (various iPad models, Microsoft Surface tablets, etc).
The classes refer to hardware. The software are rated according to types (Type A, B, C).
E.g. if you intend to use Jeppesen Type B EFB on iPad Air as a Class 1 device, Jeppesen will give you the required AC120-76 iPad Air test data to submit to the FAA along with paperwork from Apple indicating that the iPad batteries also meet 120-76 requirements, etc.
To be Class 1 or Class 2, they have to meet those AC120-76 requirements. This is done by subjecting sample iPads (of the same generation/model) for testing, e.g., non-interference tests, rapid decompression tests, etc. Typically, EFB vendors like Jeppesen have already performed AC120-76 tests on a range of sample devices (various iPad models, Microsoft Surface tablets, etc).
The classes refer to hardware. The software are rated according to types (Type A, B, C).
E.g. if you intend to use Jeppesen Type B EFB on iPad Air as a Class 1 device, Jeppesen will give you the required AC120-76 iPad Air test data to submit to the FAA along with paperwork from Apple indicating that the iPad batteries also meet 120-76 requirements, etc.
