iPad

[fmp320]

Hi, I am a 320 skipper and I am delighted with my iPad. I've been wondering during the last couple days on how to hold it on the 320 side window but I have no clue so far. Does anyone know any device, holder or mount that could keep the iPad on the Airbus side window?

Any suggestions would be very welcome.
Many thanks.

[Dream Land]

Let me Google that for you. Link (http://lmgtfy.com/?q=ipad+flight+deck+holder&l=1)

[Slasher]

That's a bloody good design Dreamland and thanks for that
link. After I've downloaded those piccies I might ask one of
the Engineering boys at my outfit's machine shop to rig one
up - there's a 320 on D check in there right now - and it will
cost me far less than 35 odd bucks too! :)

[spannersatcx]

Let me do a forum search for you (http://www.pprune.org/tech-log/465783-suction-mount-aircraft-windscreen.html):eek:

[FE Hoppy]

Here's what the FAA recommend :
a. Class 1 EFB Hardware. Class 1 EFB hardware may:
• Be used on the ground and during flight
• Connect to ship’s power through a certified power source
• Recharge batteries onboard the aircraft
• Require quick-disconnect from power and/or data sources for egress
• Have read-only data connectivity to other aircraft systems
• Have receive/transmit data connectivity for AAC only
(1) The operator should provide evidence to the PI demonstrating that the Class 1 EFB is properly stowed or mounted for takeoff and landing.
(2) Certificate holders should document EFB non-interference compliance in accordance with the guidance in the current version of AC 91.21-1, Use of Portable Electronic Devices Aboard Aircraft.

[fmp320]

I definitely know how to google (thanks), but none of those suggestions (ipad deck mount + Ram mounts) fit on the A320. Those designs are made for Boings, GA and maybe other types. What I am looking for is a holder for the A320.

Any other suggestions would be very appreciated.

[FE Hoppy]

Any other suggestions would be very appreciated.

I suggest you ask your ops department what your Aviation Authority has approved.

You cannot just go modifying the cockpit willy nilly regardless of how nice the iPad is to use.

[Craggenmore]

What's wrong with the table?

Keep a roll of Velcro with you.

One large strip on the back on the iPad and one on the window sill (make sure it does not interfere with the opening mechanism.)

Rip it off the sill when finished and throw it away - Repeat for next flight.

[fmp320]

Craggenmore,
When I first used the iPad deck mount I concluded the window sill is too narrow... and it will definitely interfere with the opening mechanism. :sad:

FE Hoppy,
Why should I ask my ops department for that?! I'm using the iPad for private use, the same way I use my iPhone, my glasses, etc. It's not my intention to modify the cockpit whatsoever...

[FE Hoppy]

Private A320. Nice :-)

[fmp320]

FE Hoppy,

I don't know if you are a pilot or not (it is irrelevant for this matter, but maybe not), but seems pointless to me to try to waist my time to explain why do I use my iPad on a A320 (but hey, it could be inside my car also).
"Private use" can means hundreds of things and I will name some of them to you: take notes in flight, study aids, keep my electronic logbook up to date, just to name some of them.

And yes, my company is still giving me the "privilege" of carrying almost 60 pounds of paper each time I fly and I intend to use all of them every time I have to.

[FE Hoppy]

I look forward to you explaining your justification for using an iPad whilst driving. Taking notes in flight! lol, study aid? log book entries, why would you need to fix it to a window for this? It should be stowed when not being used and why not pop it on your table when using it.

The only reason for mounting the device is to use it as an EFB and if you were authorised to do that you would have appropriate mounting points and procedures. You obviously don't have those and so have no justification for modifying your cockpit.

Think for a moment about your suction mounted iPad falling off on late finals.

and here's a link to the sort of information you as a "Skipper" should be aware of:
http://www.nbaa.org/ops/cns/efb/20110525-ac-120-76b-draft.pdf

[fmp320]

EFB? Oh god. I rest my case after this one...

[FE Hoppy]

What do you think it is if it isn't an EFB?

Class 1 Electronic Flight Bag (EFB) Hardware. Portable commercial off-the-shelf (COTS)-based computers, considered to be PEDs with no FAA design, production, or installation approval for the device and its internal components. Class 1 EFBs can be authorized for use during aircraft operation and are usually readily handled or carried on/off the aircraft. Class 1 EFBs are not attached or mounted to the aircraft; they must be secured or stowed during critical phases of flight. Class 1 EFBs that have Type B applications for aeronautical charts, approach charts, or electronic checklist must be secured and viewable during critical phases of flight and must not interfere with flight control movement.

APPENDIX 1. EXAMPLES OF TYPE A EFB APPLICATIONS REQUIRING PRINCIPAL INSPECTOR (PI) AUTHORIZATION
• Flight Operations Manuals (FOM).
• Company standard operating procedures (SOP).
• Airport diversion policy guidance, including a list of special designated airports and/or
approved airports with emergency medical service (EMS) support facilities.
• Operations specifications (OpSpecs).
• Cockpit observer briefing cards.
• For smaller aircraft, pilot’s operating handbooks (POH), including POH, section IX
supplements.
• Aircraft performance data manuals (fixed, non-interactive material).
• Airport performance restrictions manual (such as a reference for takeoff and landing
performance calculations).
• Weight and Balance (W&B) manual, if a separate manual (fixed, non-interactive
material).
• Other aircraft performance data manuals, including specialized performance data for use
in conjunction with advanced wake vortex modeling techniques, land-and-hold-short operations (LAHSO) predictions, etc. (fixed, non-interactive material for planning purposes).
• Maintenance manuals.
• Aircraft maintenance reporting manuals.
• Aircraft flight log and servicing records.
• Autopilot approach and autoland records.
• Flight management system (FMS)/flight management and guidance system problem
report forms.
• Aircraft parts manuals.
• Service Bulletins (SB)/published Airworthiness Directives (AD), etc.
• Air Transport Association of America (ATA) 100-format maintenance discrepancy
writeup codes.
• Required Very high frequency Omnidirectional Range (VOR) check records.
• Minimum equipment lists (MEL).
• Configuration Deviation Lists (CDL).
• Federal, State, and airport-specific rules and regulations.
• Airport/Facility Directory (A/FD) data (e.g., fuel availability, LAHSO distances for
specific runway combinations, etc.).
• Noise abatement procedures for arriving and departing aircraft.
• Published (graphical) pilot Notices to Airmen (NOTAM).
• International Operations Manuals, including regional supplementary information and
International Civil Aviation Organization (ICAO) differences.
• Aeronautical Information Publications (AIP).
• Aeronautical Information Manual (AIM).
• Oceanic navigation progress logs.
• Pilot flight and duty-time logs.
• Flightcrew required rest logs.
• Flightcrew qualification logs (such as aircraft qualifications, Class II flightcrew qualifications, Category (CAT) III) qualifications, high minimums logs, night currency logs, pilot-in-command (PIC) qualifications for special areas, routes, and airports for 14 CFR part 121 certificate holders and special airports qualifications).
• Captain’s report (i.e., captain’s incident reporting form).
• Flightcrew survey forms (various).
• EMS reference library (for use during medical emergencies).
• Trip scheduling and bid lists.
• Aircraft’s captain’s logs.
• Aircraft’s CAT II/CAT III landing records.
• Antiterrorism profile data.
• Hazardous materials (hazmat)/oxidizer look-up tables.
• ICAO Doc 9481-AN/928, Emergency Response Guidance for Aircraft Incidents
Involving Dangerous Goods.
• Customs declaration and United States Department of Agriculture (USDA) agriculture
inspection/clearance form.
• Special reporting forms, such as near midair collision (NMAC) reports, National
Aeronautics and Space Administration’s (NASA) Aviation Safety Reporting System (ASRS), bird and wildlife encounters, owner-initiated Service Difficulty Reports (SDR), etc.
• Incidents of interference to aircraft electronic equipment from devices carried aboard aircraft.
• Current fuel prices at various airports.
• Realistic training modules, including “PC at home” training applications, “off-duty”
training materials review, and pre-flight “mission” rehearsals.
• Check airman and flight instructor records.
• Aircraft operating and information manuals (performance information, W&B, systems,
limitations, etc.).
• Airline Policy and Procedures Manuals (PPM).
• Aircraft Maintenance Manuals.
• Title 14 CFR.
• Look-up and completion of various reporting forms; e.g., company-specific forms,
NASA’s ASRS reports, NMAC reports, wildlife strike and hazard reports, etc.
• Maintenance personnel signoff of discrepancy form. (Maintenance discrepancy logs need
to be downloaded into a permanent record at least weekly.)
• Flightcrew qualifications recordkeeping, including aircraft qualifications, CAT II/III,
high minimums, landing currency, flight and duty time, etc.
• PIC currency requirements.
• Passenger information requests—some are directed to the gate or to the agent meeting the
flight (e.g., special meal requests, wheelchair requirements, unaccompanied minors, gate
information for connecting flights, flights being held for connecting passengers, etc.).
• Cabin maintenance writeups. (Maintenance discrepancy logs need to be downloaded into
a permanent record at least weekly.)

EFB.

[fmp320]

Hey are you another EASA "specialist"?
Ok you win... Jeez

[compressor stall]

FMP320, fear not the naysayers caught up in their company and regulator's stone age views. Elsewhere in the world, the ram suction mount works very nicely on the side window of the A320 running everything you describe, plus the Jepp charts. And it does not require spit. :ugh:

You would need to remove it to play angry birds though.

[N1 Limit]

Anybody out there to direct me where to get 737NG apps for IPAD2 especially for performances,fuel calculations?thanks

[olepilot]

About FE Hoppy
Occupation
pain in the ****

;)

[mutt]

FE Hoppy has a point, you are either going to use the IPAD as a EFB or a PED, in the case of the EFB the use must be approved by your authorities, in the case of a PED, it must be off for takeoff / landing just like in the passenger cabin.

I just purchased a knee strap and an external GPS antenna for the IPAD2 in order to improve the location functions in the Jeppesen FD APP, it's an excellent tool for use inflight, but we are lucky that our local authorities are not living in the dark ages :)

Mutt

[Don Coyote]

I agree with FE Hoppy on this. Lots of operator manuals do not allow the use of electronic devices on the flight deck; those that do specify that they should be properly stowed during critical stages of flight.

Any sort of fixing, temporary or permanent, to the aircraft qualifies the device as an EFB and then appropriate approvals are required.

[compressor stall]

Lots of operator manuals do not allow the use of electronic devices on the flight deck

So if the regulator allows it, lobby the company to change! :ugh:

Remember people, because it might indeed be illegal in some regimes does not make it illegal everywhere on the planet...

[Dawdler]

Any of you guys using your i-pads to store aviation info should have a read of this:
iPad Pilot Safety Alert | Flying Magazine | The World (http://www.flyingmag.com/avionics-gear/portablehandhelds/ipad-pilot-safety-alert?cmpid=enews102011)
It seems vital information and be deleted without your knowledge. As some airlines issue these devices to their crews, it could be a matter of some concern. There is also a discussion on the matter, here,
FLYER Forums • View topic - Ipad warning (http://forums.flyer.co.uk/viewtopic.php?f=1&t=73183)

[Epsilon minus]

fmp320 and others
Are you all barking? Ipad use unauthorised on the flight deck! - Just plead guilty if you get to the high court....
Ipad so far - have a look at this Ipad blanks PFD FAA could decide action to address Wi-Fi interference with avionics (http://www.flightglobal.com/articles/2011/06/02/357431/faa-could-decide-action-to-address-wi-fi-interference-with.html)
This will be the subject of a Boeing SB. Have you had the battery tested just in case it catches fire in flight? Have a look at what TGL36 says about it. Have you got authority from your CP to use it - just incase there are insurance complications?
By the way waist is part of the anatomy. If I were you I would heed the advice of FE Hoppy, pack your ipad away or leave it in your car or at home. Wait and see what EASA rule on its use on the flight deck. Oh and by the way Ios5 is causing problems especially with unexpected and involuntary deletion of data and since I loaded it onto my iPhone it now has the speed of a cart horse.
It will be sometime yet before tablets rule over pc's and notebooks as far as aviation is concerned so why not wait - maybe windows 8 will be a better tool?

[Epsilon minus]

Further on the Ipad - No doubt you will have read the small print?

This is the link -Ipad Software Licence (http://images.apple.com/legal/sla/docs/iPadSoftwareLicense.pdf)

May I draw your attention to this section (from the link)

7.5 YOU FURTHER ACKNOWLEDGE THAT THE iPAD SOFTWARE AND SERVICES ARE NOT INTENDED OR SUITABLE FOR USE IN SITUATIONS OR ENVIRONMENTS WHERE THE FAILURE OR TIME DELAYS OF, OR ERRORS OR INACCURACIES IN, THE CONTENT, DATA OR INFORMATION PROVIDED BY THE iPAD SOFTWARE OR SERVICES COULD LEAD TO DEATH, PERSONAL INJURY, OR SEVERE PHYSICAL OR ENVIRONMENTAL DAMAGE, INCLUDING WITHOUT LIMITATION THE OPERATION OF NUCLEAR FACILITIES, AIRCRAFT NAVIGATION OR COMMUNICATION SYSTEMS, AIR TRAFFIC CONTROL, LIFE SUPPORT OR WEAPONS SYSTEMS.

Still want to use it on the flight deck?

[dusk2dawn]

Not my kind of software:
AVFLASH NEWS

October 23, 2011
iPads Can Delete Charts, Plates

By Russ Niles, Editor-in-Chief

Those who use iPads for charts and approach plates are advised to pre-flight their devices before counting on them for navigation, thanks to Apple's latest operating system upgrade. iOS5 includes a file-management feature that might be handy if you're downloading a movie, but could be inconvenient at the very least if it messes with your navigation-app data bases. In an explanation on its website, flight-planning app provider ForeFlight says iOS5 will randomly delete data to make room for new files and that could include your charts and approach plates. The iPad does display a "cleaning" symbol by the app icon that it's busily deleting data from but that can be easy to miss.
ForeFlight recommends several strategies to keep you from discovering that the latest Transformers has pre-empted the information you now need for your flight.

The most obvious suggestion is to simply check that everything is as it should be before you leave. ForeFlight has built a feature into its app that checks to ensure the full data package is in place, but the operator does have to initiate that process and its best done on the ground. To prevent data from being deleted in flight, ForeFlight recommends shutting off the WiFi and 3G before takeoff. Keeping plenty of disc space available in the device will also prevent the problem from occurring in the first place.

[compressor stall]

Do you check your hard copy jepp charts before flight? Did you leave the ils and ground chart in the previous aircraft?

What's the difference checking the iPad?

Airmanship. :hmm:

[dusk2dawn]

Airmanship is not in question here. Unreliable software is!

[compressor stall]

So the OS when it does a once a year-ish major upgrade might delete some of the data. This would be realised by any prudent pilot 1. after the upgrade and if that didn't work 2. before getting in the aircraft, or 3 before engine start when one can't find the chart to brief the departure.

The only way this "iPad can delete charts" sky-is falling-pilots-will-crash headline is going to occur is if you upgrade to iOS5 in flight. Hardly a likely scenario.

This is along the lines of antenna-gate. Yes, you can cause it to be a problem if you try, but use it normally with the usual prudence and it's a great device.

And as for our Huxley lover with the scaremongering that: "iPad unauthorised as it blanks PFDs and Boeing's issuing a SB": Read your link it's talking about leaving the iPad connected to the 3G etc network to get live info. That's a world away from "Airplane Mode" using one's Jepp charts etc.

Bottom line is that if your regulator and company allow it and have done an appropriate risk analysis on the device, implemented mitigators and have sops for its use, go for it.

[mutt]

The problem exists when you update with limited space available, easy solution is to buy a 64meg Ipad and dont update after you have checked that you have the appropriate charts.

Mutt

[Epsilon minus]

Common sense needs to prevail here and many of you are not exhibiting any of it.

If one reads the PFD Blanking link circumspectly you will note the following:

The susceptibility of Honeywell Phase 3 DUs to Wi-Fi interference was discovered when FAA supplemental type certification for Aircell's Gogo air-to-ground (ATG)-based in-flight Internet solution was sought for Boeing 737NG aircraft. Blanking of the Phase 3 DUs was observed during required electro magnetic interference testing.
Speaking broadly about the interest that Jeppesen is fielding for a connected iPad-based EFB - and not the Honeywell situation in specific - Ellerbrock noted that, as a transmitting portable electronic device (T-PED), the iPad is no longer passive, but rather is actively talking on radio frequencies. "It means it is potentially more difficult to have a clean test with avionics interference, although we've seen some pretty good success so far. But there is more testing involved to make sure it is not interfering with avionics."

Again note EMI testing which the ipad has yet to pass.

Now I'm a fan of anything that improves safety and that includes information technology on the flight deck but PED's (EFB Class 1-3) needs to be scrutinised by way of risk assessment and data verification especially for type B software before they can make it anywhere near the aircraft. On top of that the hardware that the operator proposes to use must meet the specifications described in TGL36 and AMC 20-25.

The iPad is a wonderful tool for reading books and displaying charts but it is not proven for type B software (yet) and the data transfer methodology (apps) is far from satisfactory if you were to compare it with, for example, AIRAC cycle updates for the FMCS. No doubt EASA and the JOEB will be reviewing the ipad as we speak and may rule in its favour - if they do its down to the operator to apply to the CAA or their aviation authority for permission for use, the submission for which covers all that I have mentioned above. Until then you cant just stroll onto the flight deck with your iPad or kindle or whatever and use it to provide you with safety critical information - this is dangerous!

So if your still not convinced and hell bent on proving your case why don't you consult with your local FOI - Tell him who you are and who you work for and I'm sure he will put you straight - Don't argue with me or the other wise contributors to this forum.
Regards
EM

[compressor stall]

EM,

Please explain to the dear reader what does interference discovered when getting approval for the iPad to be hooked up to the aircraft's internet have to do with this discussion about an iPad in Airplane Mode with one's Jepp charts?

you cant just stroll onto the flight deck with your iPad or kindle or whatever and use it to provide you with safety critical information - this is dangerous!

It surprises me that someone so self-accolading of their own intelligence would write this in response. I have never said you could do such a thing. You might like to reread the last paragraph of my previous post. And the last sentence on my third last post in case you missed it there too.

So if your [sic] still not convinced and hell bent on proving your case why don't you consult with your local FOI - Tell him who you are and who you work for and I'm sure he will put you straight - Don't argue with me or the other wise contributors to this forum.

We've chatted personally at length about it. Thanks for asking. :ugh:

[Capn Bloggs]

Bottom line is that if your regulator and company allow it and have done an appropriate risk analysis on the device, implemented mitigators and have sops for its use, go for it.
OK, now I understand. ;)

[Dengue_Dude]

Spot on Hoppy.

Interesting that pax get leaned on in the back. People adding kit of their own at the front sounds a bit iffy.

Not that you'd know what happens at the front eh? Ex 216?

Take care,

[FE Hoppy]

Two different and unrelated (as yet) issues.

The first is regardless of the IOS. This is the misuse of PED as an EFB without approval.

The second is with approval to use the ipad as an EFB. In this case if IOS5 is installed you need to check that all your data is correct before flight because despite Compressor stalls misunderstanding of the case, your IOS5 device will make room for new data by deleting old stuff. Not the IOS itself but any data.

The most common scenario will be - bored on nightstop, download movie and watch, fall asleep while watching, wake up call, quick SSS and jump on the crew bus. Get half way through prefight check when you remember you downloaded a movie, check jep integrity and find missing data. No wifi or 3G connection on parking bay xx. No electronic charts.

I like the Ipad and I think it's use as an EFB is a good idea. However, it must be used with the correct safety system put in place and not on an ad hoc basis just because a crew member happens to have one.

EFBs require certification. If you have it you also have an approved method of mounting or regulations about stowing the device and I would guess you are about to get regulations about what private uses are approved and how much memory must be free.

DD - Never really paid much attention to be honest, as you'll know if you flew with me :-)

[Desert185]

FWIW, the company has issued iPads to the flight crews for use as an EFB, to include weather gathering information (and we aren't the first to do it in an approved manner). With latest software updates and reasonable attention to detail, we haven't experienced any incidents of the sky falling or other safety-compromising events. Like a Jepp kit, one has to take care during the revision process and verify that charts are available prior to flight.

Frankly, I would be more concerned flying a highly automated, multi-computer driven, FBW, plastic aircraft than having an iPad in the cockpit. Mark me down as one "old guy" who likes the iPad, EFB concept. :D

[mgTF]

I work for a company who is currently using the iPad in the flight deck, we are legally approved by out EASA authority, and all ykou have wrote so far is totally wrong. It's like when some of those flight simulator "pillots" try to explain to a real pilot how to fly their airplanes..

-first of all, the iso5 warning ONLY apply to fore flight, a nice app for recreation pilot, but nothing comparable to a professional app, the charts in there are those for the Internet aip of each country without a real check about their authenticity or currency. We are using the Jeppesen software which is absolutely compliant with the normal paper version airac update.

-the iPad has been tested either for the electronic interference and rapid decompression from 51000ft

-I don't see what's the problem with his battery in the cockpit when on a 380 500 pax could be using it in the back

-off course there are some IT restriction on it's use, it's not possible to delete any data, app, or anything as it's use is stricly related only to the jeep app and the PDF reader for all the manuals. Nor is possible to download porn movie in the night stop or bull**** like that!

-it's a class 1 EFB, portable device, not connected to any ac power source or system, to be stowed before TO or land.

-after using for more than 6 months I can only say that's the best tool ever, I've seen cockpit with charts on the mfd, or super certified efb aside the efis and none of them is even comparable to this in terms of user friendly interface, data completion ecc...



Before you talk about something, please inform yourselves!!

[FE Hoppy]

really mgTF? no problems with iOS 5? are you sure?


http://ww1.jeppesen.com/documents/publications/2011/10/2011-10-12_ios5.pdf

not everything as rosy as you might think.:ok:

and for those who would like to introduce the iPad as an EFB here is how to do it legally:

Articles - FAA Issues InFO Bulletin on Tablet EFB Authorization - Jeppesen Mobile TC for iPad Cited as Example (http://www.jeppesen.com/company/newsroom/articles.jsp?newsURL=news/newsroom/2011/FAA_InFO_NR.jsp)

[Neupielot]

I use it for quick reference to aerodrome approach charts.

Our company still use paper charts though.

For those who use it as a class 1 EFB ( if any ), where do they store the ipad after each flight?

If the ipad are to replace the paper charts ( allowed ?? ), what are the backup plan you use if the battery ( ipad ) died during approach?


many thanks.

[mgTF]

We have 2 iPad (chances both get broken are the same as you spill the coffee on both the charts sets) of course there is a minimum level of bettery dependent on flight duration about 10% per hour.
Before each flight is our SOP to set all the charts per departure, destination, alternate and t/o alternate.

[N1 Limit]

Hi guys
Anybody to give me advices,my IPad is brand new but whenever I use FaceTime or attempt to read a magazine it goes off and return to normal screen and that worries me a lot.Anybody to point me in the right direction?

[Mike-Bracknell]

We have 2 iPad (chances both get broken are the same as you spill the coffee on both the charts sets)

As an IT director SLF, I don't mind when pilots tell me to butt out of flying topics, but when you're going to have a mindset like the above then I don't feel so bad about telling you you're wrong.

Ever hear of the Y2K bug? granted it didn't cause world catastrophe, but for the limited effects it did have, it DID affect multiple devices at the same time. Not a great example, because all i'm going to hear in reply is from those who heard about it via the media reports, but for those of us working the fixes it was a very real scenario.

IT kit used in a flight deck should be viewed in the same way as the meals IMHO. Different devices running different s/w. Also, having spent 9 years working alongside an anechoic chamber, EMI had better be tested, tested, and tested again.

Oh, and whilst you might think i'm barmy to have an opinion like that, i'm currently sat here (at 2am) restoring a small customer server from backups after BOTH it's RAID1 hard drives (of the same manufacturer) fried themselves simultaneously. n+1 isn't always the solution.

[Intruder]

The Y2K bug didn't "cause a world catastrophe" mainly BECAUSE we worked out enough of the bugs BEFORE the year end. I was working at Boeing as a software test engineer at the time, and we found MANY bugs in our in-house software. Most of them would not be "catastrophic" in isolation, but I believe that if ALL of them were left to flourish, we would have had SIGNIFICANT problems...

[Mike-Bracknell]

The Y2K bug didn't "cause a world catastrophe" mainly BECAUSE we worked out enough of the bugs BEFORE the year end. I was working at Boeing as a software test engineer at the time, and we found MANY bugs in our in-house software. Most of them would not be "catastrophic" in isolation, but I believe that if ALL of them were left to flourish, we would have had SIGNIFICANT problems...

PRECISELY.

Anyway, it was merely a ready analogy to show that despite the best will in the world, you CAN have multiple systems failing at the same time.

[Intruder]

And on a similar thread... A single cell phone may not interfere with radios and nav systems, but who has tested the effect of 100 or 400 of them all coming on line at the same time?!? :=

[mutt]

Im using an Ipad2 with an external GPS antenna, I love the pictorial display of our exact position on the Jeppesen FD airport diagram, it greatly enhances our situational awareness taxiing around strange airports.

[mgTF]

We are not talking of an FMS, I don't think that a normal not apple efb is made in that way, as far as I know it's just a certified computer, and both in the cockpit are made exactly in the same way, they don't run on different CPU, hard drives, nor software... Most of them are even running windows with the old hard drives and I think you will agree that an apple software with a solid state memory is much more reliable. Emi test has been done and succeeded and the iPad is now certified in that, I've no clue on how many times they made it because is not my job, but if and aviation authority says that is tested from my point of view it means green light, GO!

[compressor stall]

So if it worries you Mike-Bracnkell, your company or your regulator, then eliminate your risk by carrying a hard copy of jepps in the back, or a copy of Jeppview on the laptop.

[Trim Stab]

I sometimes freelance on a private-ops CJ and we fly entirely paperless with iPad as our principal approach chart viewer and a laptop with Jeppesen Flitedeck as backup.

The iPad is much easier to use than a bundle of paper charts, whether in single-pilot or two pilot ops. It is as easy to read as papercharts in daylight, and easier at night. The "zoom" function makes reading and briefing small print on the charts easier than paper charts. In my view it is safer too - the iPad is always up to date, and is RELIABLY up to date because there is no chance that a crucial chart can be missing or out of date due to a carelessly performed paper update. I think that advantage outweighs the minscule risk of harware failure.

We also use the iPad to carry pfd copies of weather briefing and notams, using the excellent "save screen" feature.

I should add that, although we have Flitedeck on a laptop as backup, I would not fly with that programme as my primary chart viewer. It is appallingly clumsy, slow and difficult to use. I would prefer two iPads.

By contrast, when I fly CJ3 on EU-OPS with obligatory paperwork, CRM is made clumsier and slower by having to handle and store multiple bits of paper.

Here's a picture of the private CJ with our iPad MFD!

http://img257.imageshack.us/img257/1518/201111101617482.jpg (http://imageshack.us/photo/my-images/257/201111101617482.jpg/)

[Desert185]

My two cents/pesos/pence/lira, etc...

I 've personally been using an issue iPad 2 for about three weeks as a company standardized EFB. Having used paper for decades, I still have some approach chart backups, but the iPad has been flawless. We aren't the first to use this. Major airlines and corporate flying departments have been using the FAA and company approved concept for many combined hours. I think its a good thing.

As far as mounting, I just lay it on my flight kit like a Jepp binder.

We're using Foreflight, Jepp View and Goodreader primarily. Amazing capability with Skype, FltPlan.com, ADDS, mapping, etc. in one small, lightweight package.

Legal, efficient, effective, lightweight and capable. All good.

[mutt]

Desert185, have you had problems with the aircraft location display for certain airports? I tried it in KIAD and it showed nothing on the ground.

Mutt

[Dream Land]

Mutt, which external antenna do you use?

Cheers, D.L.

[mutt]

Dual Electronics XGPS150. Have initialized it in the middle of the Atlantic and it quite rapidly provided a signal and location to the IPAD.

Mutt