Electronic Chart Failure? Then What?

[David Paule]

The new iPad with the GPS has a nice collection of Sectionals. I wonder, though, what to do if the iPad dies while I'm on a trip?

Serious question... assume daylight VFR. I'll probably have a course in mind and an idea how far I am to the refueling airport, but not the frequencies or other airport data. And that still leaves me hundreds of miles from my destination.

If electronic charts start eating into the market for paper maps, even fewer airports will stock them. They're scarce enough now.

[Lionclaw]

I'm planning on keeping a set of paper sectionals for backup, even if they're outdated. I'll probably always keep an AFD in the plane as well.

Is there a place to buy cheap 1 or 2 cycle old sectionals?

[JonJay]

It costs around $7 and whatever you factor your per page sheet costs for color printing. I print with a 50nm corridor. My 496 is my primary and I carry an older 296 just in case.
There are many sources of electronic charts but the printing can eat you alive cost wise if you try to print the whole sectional.

[flickroll]

Originally Posted by David Paule

The new iPad with the GPS has a nice collection of Sectionals. I wonder, though, what to do if the iPad dies while I'm on a trip?

I use electronic approach plates all of the time. But I always have a backup plan. In my case, my PRIMARY plates will be AFS's plates displayed on either my 3400 or 4500. I will have another set of plates as a SECONDARY source on my iPad. Prior to iPad, I used an Amazon Kindle for the secondary source, but did not like it much because it has a slow processor. Prior to the Kindle I would print out backup plates for my destination and alternate.

You do not legally need VFR charts for a flight, although I have always carried them. Going forward I intend however to use the iPad for VFR charts. If the iPad dies it's no big deal - the 696's moving map will be good enough for me. I am still undecided how I will handle IFR low altitude enroute charts. I need enroute charts and I need a backup if my primary is electronic.

[gbrasch]

Check with the FAA, you need the appropriate charts and information for your flight in paper. I have gone around and around with this issue with them, we have stacks of them in our helicopter at work, and in my own plane. They will get you under Part 91.103 if your electronic device fails and you don't have a sectional/WAC and AFD on board and something happens. Let the flame wars begin! Me, I subscribe to the AFD and sectional service with the feds, cheap insurance. Hope this helps, Glenn

[hevansrv7a]

Originally Posted by gbrasch

Check with the FAA, you need the appropriate charts and information for your flight in paper. I have gone around and around with this issue with them, we have stacks of them in our helicopter at work, and in my own plane. They will get you under Part 91.103 if your electronic device fails and you don't have a sectional/WAC and AFD on board and something happens. Let the flame wars begin! Me, I subscribe to the AFD and sectional service with the feds, cheap insurance. Hope this helps, Glenn

You don't legally need the chart. You do legally need all the information that pertains to your flight. If you have a photographic memory, you may be legal. This applies to VFR as well as IFR. I use AirCharts for V and I and the bound approach plates. For facilities, I use the little brown book(s).

[N395V]

91.503..requires the pilot in command of large and turbine powered multiengine airplanes to have charts.? ?Other operating sections of the FAR such as Part 121 and Part 135 operations have similar requirements.?

This is the only mention of charts being required in flight in part 91.

So unless you put more than 1 turbine engine on your RV you are not required to carry any charts current or ancient.

For an FAA reference look here>>>>>>>>>>>>>>>>>>>>>>>>

http://naco.faa.gov/index.asp?xml=naco/faq#q2f

[N395V]

They will get you under Part 91.103 if your electronic device fails and you don't have a sectional/WAC and AFD on board and something happens.

If the something that happened was a direct result of not having needed information that could be found on a "current chart". Such as blowing into a controlled airport without a clearance because your Garmin 396 said there was no tower and you used CTAF when entering the pattern.

They could not violate you if your engine quit iover the top of class C and you made an emergency landing as a "current chart" would not have avoided the something that happened.

While on the subject exactly what is an FAA recognized current chart?

Is there anything in the FARs that designates what is an "official " chart?

[Jeff Vaughan]

This was lifted from my chapters news letter.
EAA 240:

What is the FAA policy for carrying
current charts?
Submitted by EAA240 Member Lucky Macy
The term "charts" is not found in the FAA's Part 91
regulations (other than for large and turbine-powered
multiengine airplanes in 91.503[a]). The specific FAA
regulation, FAR 91.103 "Preflight Actions," states that
each pilot in command shall, before beginning a flight,
become familiar with all available information
concerning that flight. What is not specifically
addressed in the regulation is a requirement for charts.
You should always carry a current chart for safety's
sake. An expired chart will not show new frequencies or
newly constructed obstructions, some of which could
be tall enough to be a hazard along your route of flight.
The only FAA/FAR requirements that pertain to
charts are:
? Title 14 CFR section 91.503[a] (Large and
Turbojet powered aircraft)
? Title 14 CFR section 135.83 (Air Carriers-Little
Airplane)
? Title 14 CFR section 121.549 (Air Carrier-Big
Airplanes)
The FAA has rendered interpretations that have
stated the foregoing. The subject of current charts was
thoroughly covered in an article in the FAA's July/
August 1997 issue of FAA Aviation News. That article
was cleared through the FAA's Chief Counsel's office. In
that article the FAA stated the following:
1. "You can carry old charts in your aircraft." "It is
not FAA policy to violate anyone for having outdated
charts in the aircraft."
2. "Not all pilots are required to carry a chart."
"91.503..requires the pilot in command of large and
multiengine airplanes to have charts." "Other operating
sections of the FAR such as Part 121 and Part 135
operations have similar requirements."
3...."since some pilots thought they could be
violated for having outdated or no charts on board
during a flight, we need to clarify an important issue. As
we have said, it is NOT FAA policy to initiate
enforcement action against a pilot for having an old
chart on board or no chart on board." That's because
there is no regulation on the issue.
4...."the issue of current chart data bases in
handheld GPS receivers is a non-issue because the
units are neither approved by the FAA or required for
flight, nor do panel-mounted VFR-only GPS receivers
have to have a current data base because, like
handheld GPS receivers, the pilot is responsible for
pilotage under VFR.
5. "If a pilot is involved in an enforcement
investigation and there is evidence that the use of an
out-of-date chart, no chart, or an out-of-date database
contributed to the condition that brought on the
enforcement investigation, then that information could
be used in any enforcement action that might be taken."
If you, as an FAA Safety Inspector, Designated
Pilot Examiner, Flight Instructor, or other aviation
professional are telling pilots something other than the
foregoing then you are incorrect.
What is the database currency requirement needed
for VFR or IFR flight?
AIM 1-1-19b3(b) Database Currency (1) In many
receivers, an up-datable database is used for navigation
fixes, airports and instrument procedures. These
databases must be maintained to the current update for
IFR operations, but no such requirement exists for VFR
use. (2) However,...
AIM 1-1-19g Equipment and Database
Requirements - For IFR Operations "All approach
procedures to be flown must be retrievable from the
current airborne navigation database..."
AC 90-100, U.S. TERMINAL AND EN ROUTE
AREA NAVIGATION (RNAV) OPERATIONS, paragraph
8a(3): The onboard navigation data must be current and
appropriate for the region of intended operation and
must include the navigation aids, waypoints, and
relevant coded terminal airspace procedures for the
departure, arrival, and alternate airfields.
NOTE: Navigation databases are expected to be
current for the duration of the flight. If the AIRAC cycle
will change during flight, operators and pilots should
establish procedures to ensure the accuracy of
navigation data, including suitability of navigation
facilities used to define the routes and procedures for
flight. Traditionally, this has been accomplished by
verifying electronic data against paper products. One
acceptable means is to compare aeronautical charts
(new and old) to verify navigation fixes prior to dispatch.
If an amended chart is published for the procedure, the
database must not be used to conduct the operation."
Published instrument procedures and routes are
incorporated by reference into 14 CFR Part 95 and 14
CFR Part 97, are "law." They are "effective" only during
the AIRAC cycle dates specified on the enroute chart/
TPP covers or on the side of the chart when printed
from the digital-TPP. If you are using a published
procedure before or after the dates specified on the
chart under IFR, you are technically in violation of the
law.
Lucky Macy, EAA240 Tech Counsellor

[flyeyes]

Originally Posted by gbrasch

Check with the FAA, you need the appropriate charts and information for your flight in paper.

Hmmm, this may be a local FSDO thing where you are. I have checked with the FAA locally and they don't feel paper is required.

They are always quick to point out that you need "all the pertinent information" and a chart is an easy way to prove you have it.

An electronic chart is a chart. As long as your chart has all the relevant info, you should be good to go.

Most of my cross-country flying is behind an MFD which has a very good electronic chart and duplicates most of the AFD info. This is backed up by two panel-mount GPSs that are kept current. There are redundant power sources for these 3 charts. These are all backed up by a battery-powered garmin (which has most of the AFD as well as chart data) and as a last resort my iPhone which has cached charts, AFD data, and very limited gps capability.

I print NOTAMS, Wx, , AFD pagess, approach plates, etc from the internet (aeroplanner) for IFR trips, but papaer charts really aren't all that useful as long as you have enough sources of redundant electronic data.