I'd sure hope so. But then again, I wouldn't want a pilot to navigate me if he needs to reference from a book.
Every commercial pilot relies on charts, checklists and books, and pieces of paper (or iPads)... You cannot hope to remember every single airport approach, weight details, all procedures for the various aeroplanes that they fly, frequencies for nav beacons (VOR and NDB and ILS), NOTAMs, METAR data, etc. It's just way too much information.
Also with checklists and everything written down, the idea is to do things to the checklists every single time. It avoids bad habits and shortcuts. The pilots (and flight engineer in the few planes left flying that require one) monitor each other, based on checklists and procedures to make sure that everything is safe and are not afraid to call each other out if something isn't being done right.
It is exceedingly rare that a problem will cause a plane to suddenly fall out of the sky. Even with total engine failure depending on height the plane will glide for many miles. This means that pilots have ample time to consult the checklists and do things right.
Remember there are tens if not hundreds of lives on each passenger flight, plus those of people on the ground.
I'd much rather pilots had these pieces of paper, charts and books (or iPads). I want them to make sure they do the job right.
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I also wonder what version of iPad the airlines will be receiving. It seems to me - as a non-pilot - that the airlines won't need the newest models... that for this task an older model will work fine for years.... Apple gets to unload older models, airlines get to save some money.
It would make sense to use the iPad 2. A retina display wouldn't be required, they're a current model (but older and proven technology) and they'll be able to snap up refurbs for a year or so after Apple stops producing them new.
A matte screen protector should sort out the worst of the glare issues. As long as they're looked after then they should be good for 4-5 years of constant use. By which time, they'll have had plenty of time to certify the next device they intend to use.
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I believe Apple still only certifies the iPad to 10,000 feet of pressure altitude, so this could be a part of the reason why it took so long. It might not have been about explosive decompression so much as just plain old decompression. As far as I can tell, American and Alaska are the only large Part 121 operators who have even tried to get the iPad approved for all phases of flight.
Why would that be an issue. Pressurisation would keep the cabin/cockpit altitude below 10,000 feet anyway Any depressurisation would be noticed before it became an issue (unless it was explosive) and a descent would be made to counter the issue.