They could be, but a mounting device and packup power source would need to be created in the flight deck.

Also, RA wants something that signs you in for a rotation the second you hit airport property, allows automatic pub updates at that time, as well as a real time interface that scheduling can auto notify you on your i-pad of a reroute, sked change etc. They would also like some sort of mtc reporting functionality.

I can see all of this coming either in a tablet form or something more specifically designed for aviation.

Airbus vs. Boeing
 

Airbus Orders Pressure Boeing

Airbus Orders Pressure Boeing - WSJ.com

Delta needs to get it's orders into the que or we'll be waiting for some time.

How about Bombardier's C-Series? Debuts in 2013.

Heard: Bombardier Looks Like Flying Ace

http://online.wsj.com/article/SB1000...555035984.html

I'll toss this out as a proposal. Interim Ipad gap filler could be that the company either "recommends" or "mandates" Ipads for pilots. This has the effect of making the Ipad an unreimbursed employee expense which is something that can be written off in the year it was put in use much like jeffeson binders or steel toed shoes.

Input?

No kidding, I had that exact lunchbox! Oh, the memories!

I think if the company ever decides to go with the Ipad, the preference from there end will be to purchase them in bulk in a predetermined customized configuration. Allowing pilots to purchase Ipads on their own limits the company's ability to maintain control on how these devices are used.

Just a guess.

Your guess is spot on. The Ipads would be limited to company use. If you wanted one to run your apps and surf APC you will have to carry two.
The 10,000 foot restriction on the IPad is probably a killer at this time however Alaska is working on the FAA for a waiver. Alaska still carries all paper Jepps and absent a waiver or recert to a class 2 EFB they are not going away.

I don't know where you guys get your EFB info from (yes, yes, the EFB Advisory Circular), but many people seem to misinterpret the rules regarding EFBs (maybe even the FSDOs?)

The EFB does *not* need to be physically attached to the aircraft or powered by an aircraft power source to be legal under 10,000 feet.

We are working on EFB certification via iPad (LIDO charts), and there will be no stipulation on altitude of use (would make them useless).

This is the *second* company I've worked at that has or will have EFBs, and the last place definitely did NOT have a mount point for the EFBs. FAA POI signed off, though...

:cool: Food for thought... don't over-read that AC and confuse the requirements. What's important is that the trial runs demonstrate that it doesn't interfere with aircraft systems and that it's useable by the flight crew, and that in the event of system failure(s), backup plans are in place.

Agreed-how is it that EJM is putting them in hundreds of jets to fly 91/135 to be used in all phases of flight and they can't be used 121? Something strange is afoot at the Circle K.

There is no current US part 121 major airlines with permission to use the Ipad below 10,000 feet. There are attempts to get this approved however at the moment the airlines using the IPad all carry paper jepps. That may change but for the moment it is the rule.

Class 1 EFB is Portable Electronic Device (PED) that is typically stowed during critical phases of flight. Typically Commercial Off-the Shelf Systems (COTS)

The airline's decision follows a successful trial by 100 line and instructor pilots and Air Line Pilots Association representatives, who evaluated the feasibility of using iPads as electronic flight bags this past winter and spring. The iPads contain an app called GoodReader that is loaded with PDF versions of 41 flight, systems and performance manuals, reference cards, and other materials. The electronic manuals include hyperlinks and color graphics, enabling pilots to find information faster and easier, the airline said. Updating can now be accomplished with one tap on the iPad screen instead of the labor-intensive process of replacing individual pages one by one. The iPad is considered a Class 1 electronic device, meaning it is stowed during takeoff and landing under FAA regulations.

Note the last line. Alaska does not use the IPad as a approach plate replacement and for now can't legally do so. There is some doubt if the Ipad will ever be approved at a 121 airline for critical flight use however several different airlines are working on the certification.

This works well. International reserves will have to wear theirs 24 hours a day.