Very good explanation, Ron.

A couple of useful resources:

This is a "sample" certificate of compliance to use the iPad to replace the charts (only) for part 91 operations, only.  After testing, this should be carried onboard.  (My avionics guy did the testing, I keep an appropriately completed certificate in the plane.)

http://www.facebook.com/photo.php?fbid=10150219744466506

This article (or blog) has some more depth beyond part 91 operations with appropriate links to the relevant FAA advisory circulars.

http://blog.foreflight.com/2010/05/08/ipad-aviation-aopa-and-fsdo-approval

Remember, this is only for replacement of the charts.  I still have up-to-date databases in both a three screen Chelton system and a Garmin 480.  I also keep an iPad charger in the plane and pre-print the principal terminal charts for my destination as backups.  I run ForeFlight and JeppTC with always current charts.  JeppTC is my backup to ForeFlight.  Although the ForeFlight charts are geo-referenced and show the current position of the iPad on the chart, it's not at all set up or useful to actually try to fly the approach from the iPad.

I've been flying with the iPad 2 for a couple of months and I've found it the best cockpit friend I've ever used.  (And I've used a lot of them.)  I strap the iPad to my left leg and a small kneeboard to my right leg for writing clearances.  The page switching on the iPad is very quick...switch from briefing time notams to STAR to approach plate to airport diagram as quick as you can push the buttons, even in moderate turbulence.  It's no good for weather since there is no airborne connectivity, but I have the Cheltons for that.

(Being a belt and suspenders kind of guy....I also have a Garmin 496 tucked in the back where I can get to it.  I really only use it for weather depiction to supplement what I get with the Cheltons if the weather is nasty.)

It's getting much easier to have all the charts (and flight info) "at hand" and useable.  I think it's possible to be safer, now, then it ever has been.

Barry Knotts
Lancair IV-P, N4XE

On 8/16/2011 2:57 PM, Ron Galbraith wrote:

Two separate issues.   To fly using a GPS in the NAS IFR, you must have an IFR certifyable GPS.  There are even two separate certifications there (enroute and terminal).  Just installing a certified GPS in any airplane (factory built or home built) doesn't make the