FltPlan Go, the free electronic flight bag application developed by FltPlan.com and now owned by Garmin, relies on the iPad's internal GPS hardware for position tracking — not cellular data. Cellular-model iPads include a dedicated GPS chip, which means once the device has acquired a satellite lock, the moving map will display aircraft position throughout the flight regardless of whether a data connection exists. The hotspot connection the pilot described is useful for pre-departure tasks — syncing weather, filing or activating flight plans through the FltPlan system, and downloading any updated data — but it is not required once airborne. This is a critical operational distinction that many transitioning pilots misunderstand, and it applies broadly across EFB platforms including ForeFlight, Garmin Pilot, and AvPlan.
The offline chart download requirement is the most consequential pre-flight step for any pilot operating in areas with unreliable or absent cellular coverage. FltPlan Go allows users to cache sectional charts, IFR en route charts, terminal procedure publications, and airport diagrams for offline use. Without pre-downloading the relevant charts for the planned route and alternates, the application will display blank or incomplete tiles once connectivity is lost. Professional operators flying Part 91, 91K, or 135 should treat chart currency and offline availability as a checklist item, particularly when operating into remote areas, mountainous terrain, or international destinations where data roaming may be unavailable or prohibitively expensive.
The concept of "activating" a flight plan within FltPlan Go is functionally straightforward but often confusing for pilots transitioning from paper charts or legacy avionics. Creating and filing a flight plan through the app does not automatically begin navigation — the pilot must open the route in the moving map view and, depending on the workflow, select the departure leg or use the "navigate" function to begin course deviation indication. The aircraft's GPS position begins populating on the map as soon as the device acquires a fix, independent of any flight plan activation. Flight plan activation in FltPlan Go is primarily relevant for ATC communication and departure release tracking through the FltPlan system, not for the moving map itself.
For working pilots and operators, this question highlights a broader training gap that exists as glass cockpit and EFB adoption has accelerated across all segments of aviation. The FAA's AC 120-76 series provides guidance on EFB authorization and use, and operators conducting Part 135 or corporate flight operations are required to have approved EFB programs that address offline capability, data currency, and failure contingencies. Even under Part 91, best practice dictates that pilots maintain familiarity with their EFB's offline limitations and carry an independent backup — whether a second device, a portable GPS, or paper charts — particularly when filing instrument flight plans or operating in complex airspace where situational awareness is critical.
The proliferation of free and low-cost EFB applications has substantially lowered the barrier to quality cockpit navigation tools, but it has also increased the number of pilots who adopt these tools without fully understanding their architecture. Aviation training programs at all levels are increasingly incorporating EFB-specific ground instruction, recognizing that misunderstanding the relationship between GPS hardware, cellular data, and offline chart availability can lead to significant navigational vulnerabilities, particularly when weather deviations, system failures, or unexpected destination changes arise in flight.