Sender: <marv@lancaironline.net>
To:  lml@lancaironline.net
Date: Sun, 08 Sep 2013 09:58:19 -0400
Message-ID: <redirect-6459086@logan.com>
Received-SPF: pass
 receiver=logan.com; client-ip=209.85.213.50; envelope-from=toddlong1@gmail.com
Subject: Re: [LML] Re: iPad overheated & quit!
References: <list-6458731@logan.com>
From: Todd Long <toddlong1@gmail.com>
Content-Type: text/plain;
	charset=us-ascii
In-Reply-To: <list-6458731@logan.com>
Content-Transfer-Encoding: quoted-printable
Mime-Version: 1.0 (1.0)

We have over 3000 iPads at our company. We're the first to get FAA approval.=
 Requiresd cold soaking and depressurization testing and comparability testi=
ng for apps. . We can not load any programs that are not approved. Using it a=
s an FAA approved flight bag  limits its capability. As the term hints to it=
 replaces the flight bag. Meaning the jepp charts and AOM/FOM only. During f=
light there are only 2 authorized apps allowed to be open. One coe nepps the=
 other for company manuals. There are a few custom company designed programs=
. The company can monitor the status of our jepp and manual updates and we g=
et hate mail when they are not up to date in our company email. We can not u=
pdate the programs until the new update is tested and approved. That goes fo=
r jepp view which is what we use. It is slightly tailored for us. Use of any=
 GPS functions in the charting is prohibited in all phases. We use the iPad 2=
 because that is what the year long testing was done on. 2 are required alon=
g with a backup battery. Although I usually can go a full 7 days without eve=
n needing to charge it. . When it is used to simply replace the paper jepp c=
hart it isn't on that long during the flight.=20
So having said that I get "free jepp charts for my plane":). I enable the ow=
nship on it in my IVP. I also have my personal iPad 3 that has foreflight on=
 it. I find it nice for inflight weather planning on our company planes. Nic=
e to have onboard wifi. I used it for navigation purposes one time when my o=
ff GPS database was out of date and didn't have have any Canadian data on my=
 IVP. So I filed by Class I navigation to stay legal. I would never count on=
 it for navigational purposes primarily. I do fly with 2 iPads in my plane a=
nd the citation X probably logging 700-800 hrs per year combined. So I have s=
ome experience basis for my opinions.=20
There are records of violations in the DC area due to navigational errors du=
e to iPad reliance. The FAA is t too forgiving if your excuse is my iPad led=
 me astray.=20

  Typing and grammar errors courtesy of Siri and the iPhone.

On Sep 7, 2013, at 18:16, Hamid Wasti <hwasti@lm50.com> wrote:

> On 9/7/2013 10:07 AM, Paul Miller wrote:
>> unfortunately,  this post adds little meat to either argument.....
>>=20
>> If its good enough for American Airlines then I'm probably ok too.
> Now that is an example of a content free statement. Lets review what you a=
ctually know.
>=20
> An article in a non-technical publication states that an airline is using i=
Pads as "electronic flight bags" and publishes a picture of a person dressed=
 as a pilot sitting in an airline cockpit (or its mockup) holding up an iPad=
.  What does that tell you about your using an iPad for in-flight navigation=
 in your Lancair? Absolutely nothing.
>=20
> Do you know if the airlines are just clipping the iPads where the used to c=
lip approach plates or are they mounting them on a purpose designed mount wi=
th an integrated cooling fan or maybe even a thermoelectric cooler?
>=20
> Are they using a stock application or do they have a custom application th=
at takes over everything, does not allow anything else to run to reduce powe=
r consumption & increase reliability and starts giving warnings of impending=
 shutdown well in advance?
>=20
> Depending upon how much support they got from Apple, they may even have ac=
cess to advanced capabilities like clock throttling, shutting down extraneou=
s hardware and other advanced means to reduce power consumption that Apple m=
ay not have made available to the general development community. Do you know=
 if that is the case?
>=20
> Did they just buy 8,000 iPads and issue them to their pilots or did they b=
uy 16,000, 32,000 or even 80,000 iPads and screen them for performance in ex=
treme conditions and keep only the 8,000 "unmodified" units that were actual=
ly screened to perform outside the design specification?
>=20
> The article did not touch any of those issues and you look rather silly ad=
vocating that anyone can "use an iPad just like the airlines do" without kno=
wing what the airline are actually doing. Which leads to your comment:
>>  Why don't you send your estimate of reliability to AA for a comment?  Un=
less you know more than the airline does...
> There is no reason to comment to the airline because we do not know what t=
hey are doing. We only know what you are proposing and that is why all the c=
omments and criticisms of your plan are directed at you.
>=20
> Finally, here's something we do know. The airline's environment is an air c=
onditioned cockpit with much less exposure to the sun than you do in the L-I=
V or 3 series.  When it comes to a piece of hardware shutting down due to he=
at, those differences alone make a huge difference. Heat also accelerates ag=
ing. As a rule of thumb, each 10C increase in temperature reduces the life e=
xpectancy of electronics components by half.
>=20
> Until you know all these details and are able to replicate what the airlin=
e is doing, you are just comparing apples to paperweights (pun intended).
>=20
> Regards,
>=20
> Hamid
>=20
> --
> For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.htm=
l