An M20 pilot suffered altitude and track deviations when the altitude hold capability of the autopilot repeatedly failed and the EFB reset itself unexpectedly; leaving him without access to the ANAHEIM 3 DP from FUL by which he was cleared.
Synopsis
An M20 pilot suffered altitude and track deviations when the altitude hold capability of the autopilot repeatedly failed and the EFB reset itself unexpectedly; leaving him without access to the ANAHEIM 3 DP from FUL by which he was cleared.
Narrative
Upon departure from FUL; I received radar vectors for the ANAHEIM3 Departure Procedure (DP). I was having trouble locking the autopilot on assigned altitude resulting in altitude deviations and then could not retrieve the ANAHEIM3 DP from my electronic flight bag when it reset; unexpectedly. I was receiving VOR radial intercepts from ATC but struggling to keep in front of the aircraft due to the numerous required direction changes coupled with autopilot issues. ATC requested whether I 'knew where I was going?' and whether I had the 'ANAHEIM 3 DP chart on board'; to which I responded that I was having trouble bringing it up on my Electronic Flight Bag (EFB) and requested vectors. After a controller handoff; I became situationally aware of the routing and proceeded without problem until I neared the Lake Hughes VOR and discovered my autopilot had kicked off causing another altitude deviation. I was asked by ATC why I was deviating from my assigned altitude; to which I advised I would re-establish my assigned altitude. I experienced no further problems for the remainder of the flight.I believe the chain of events initially began with the failure of the autopilot to lock onto my assigned altitude causing some momentary diversion of attention. The added problem of losing the EFB and having to reboot while maneuvering through the Bravo airspace in and out of IMC and struggling to identify radial fixes of a departure procedure which I was unfamiliar with caused me to 'get behind the airplane' and play 'catch up'. In the future I will thoroughly brief SIDs and STARs as I do approach plates and have my autopilot repaired.
NASA callback
The reporter advised the unit was a Samsung Tablet type handheld operating in a Windows environment and utilizing software from Flight Preparation Chartcase which provides NACO charts. It also features integrated weather and GPS overlaid flight following on the charts. It is comfortable for use in the confined cockpit and rests on the pilot's left leg. Primary navigation is conducted utilizing panel mounted GPS equipment. The error in question was a classic Windows message stating it had 'encountered and error and had to reboot' (the program only; not the operating system). Reporter stated the reboot of the GPS takes about five seconds and the chart display approximately 15 seconds total. He must then renavigate to regain access to the necessary displays. He further stated it is a solid state unit he obtained after having problems with an earlier disk based unit because he routinely operates his turbocharged Mooney at altitudes close to the transition level. The air pressure at those altitudes is insufficient to elevate the disk above the reader reliably and the unit would fail to function. The manufacturer was aware of the problem and advised the solid state version would eliminate it. He was; however; unaware of the reason for the fault in this case which occurred at only 6;000 MSL.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.