Nosig
Active member
Busair said:Settings > General > iPad Cover Lock/Unlock
Stom, natuurlijk heeft Steve dat allang voorzien. Thx!
Busair said:Settings > General > iPad Cover Lock/Unlock
Ik wil: moving map, log van route, hoogte etc, kaarten en berekeningen zou leuk zijn. Is dit dan toch de app voor mij? Of zijn er (inmiddels) alternatieven?
Het is puur voor VFR sep hobbywerk.
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Nou, dat is duidelijk. Airnav pro dus. Ik zal het dan verkeerd hebben begrepen want ik dacht dat er jaarlijks kosten bij kwamen voor kaarten en zo. Jammer dat net de iTunes kaarten aktie bij Kruidvat over is. :niet_bli:
Enne, papyruskaart? De papieren versie is dan toch nog steeds verplicht?
Enne, papyruskaart? De papieren versie is dan toch nog steeds verplicht?
(11) current and suitable aeronautical charts for the route of the proposed flight
and all routes along which it is reasonable to expect that the flight may be
diverted;
CURRENT AND SUITABLE AERONAUTICAL CHARTS
1. The aeronautical charts carried should contain data appropriate to the applicable
air traffic regulations, rules of the air, flight altitudes, area/route and nature of the
operation. Due consideration should be given to carriage of textual and graphic
representations of:
a. aeronautical data including, as appropriate for the nature of the operation:
i. airspace structure;
ii. significant points, navigation aids (navaids) and air traffic services
(ATS) routes;
iii. navigation and communication frequencies;
iv. prohibited, restricted and danger areas; and
v. sites of other relevant activities that may hazard the flight; and
b. topographical data, including terrain and obstacle data.
2. A combination of different charts and textual data may be used to provide
adequate and current data.
3. The required aeronautical data should be appropriate for the current aeronautical
information regulation and control (AIRAC) cycle.
4. The required topographical data should be reasonably recent, having regard to the
nature of the planned operation.
Portable electronic devices
An operator shall not permit any person to use, and take all reasonable measures to ensure that no person does use, on board an aeroplane a portable electronic device that can adversely affect the performance of the aeroplane’s systems and equipment.
6.1 EFB Hardware Approval Process
6.1.1 Class 1 EFB
A Class 1 EFB does not require an airworthiness approval because it’s a non-installed equipment however paragraph 6.1.1.a) through 6.1.1.d) here below should be assessed if relevant. During the operational approval process an assessment should be made of the physical use of the device on the flight deck. Safe stowage, crashworthiness, security and use under normal environmental conditions including turbulence should be addressed.
a) EMI Demonstrations
For the purpose of EMI demonstrations, EFB Class 1 devices may be considered as PEDs and should satisfy the criteria contained within TGL No. 29 or AC 91.21-1A. If the EFB system is to be used during critical phases of flight (e.g., during take-off and landing), further EMI demonstrations (laboratory, ground or flight test) are required to provide greater assurance of non-interference and ensure compatibility. For use during critical flight phases, the EFB system should comply with the requirements of ED-14()/DO-160() Section 21, Emission of Radio Frequency Energy.
b) Lithium Batteries
During the procurement of Class 1 EFBs, special considerations should be given to the intended use and maintenance of devices incorporating lithium batteries. In particular, the operator should address the following issues:
• Risk of leakage
• Safe storage of spares including the potential for short circuit
• Hazards due to on-board continuous charging of the device, including battery overheat
As a minimum specification, the lithium battery incorporated within the EFB device should have been tested to Underwriters Laboratory Inc (UL) Standard for Safety for Lithium Batteries reference UL 1642. The operator is responsible for the maintenance of EFB system batteries and should ensure that they are periodically checked and replaced when required.
c) Power Source
The EFB power source should be designed such that it may be deactivated at any time. Where there is no possibility for the flight crew to quickly remove or un-plug the power to the EFB system, a clearly labelled and conspicuous means (e.g., on/off switch) should be provided. Circuit breakers are not to be used as switches; their use for this purpose is prohibited.
In order to achieve an acceptable level of safety, certain software applications, especially when used as a source of required information, may require that the EFB system have access to an alternate power supply.
d) Data Connectivity
Data connectivity to other systems is not authorised except if connected to a system completely isolated from the avionics/aircraft systems (e.g., EFB system connected to a transmission media that receives and transmits data for AAC purposes on the ground only). Any other type of data connectivity requires an airworthiness approval.
Jij quote EU-OPS gok ik.
Die is voor ons, één motorige vliegende stervelingen aka ppl'ers, niet van toepassing.