Electronic flight bag
Encyclopedia
Electronic Flight Bag is an electronic information management device that helps flight crew
s perform flight management tasks more easily and efficiently with less paper. It is a general purpose computing platform intended to reduce, or replace, paper-based reference material often found in the Pilot's carry-on Flight Bag, including the Aircraft Operating Manual, Flight Crew Operating Manual, and Navigational Charts (including moving map for air and ground operations). In addition, the EFB can host purpose-built software applications to automate other functions normally conducted by hand, such as performance take-off calculations.
The EFB gets its name from the traditional pilot's Flight Bag, which is typically a heavy (up to 40 lb/18 kg or more) documents bag that pilots carry to the cockpit. The Electronic Flight Bag is the replacement of those documents in a digital format. EFB weights are typically 1 to 5 pounds (0.5 to 2.2 kg), about the same as a laptop computer, and a fraction of the weight and volume of the paper publications. There are numerous benefits for using an EFB but specific benefits vary depending on the size of the operation, type of applications used, the existing content management and distribution system, the type of applications deployed. Some common benefits include: weight savings by replacing the traditional flight bag, reduced medical claims from handling traditional flight bags, reduced cost, and increased efficiency by reducing or eliminating paper processes. There are also claims of increased safety and reducing pilot workload.
According to the FAA's Advisory Circular (AC No. 120-76A), an Electronic Flight Bag is an electronic display system intended primarily for cockpit
/flightdeck or cabin use.
There are also militarized variants, with secure data storage, night vision goggle compatible lighting, environmental hardening, and military specific applications and data.
EFB devices can display a variety of aviation data or perform basic calculations (including performance data and fuel
calculations.). In the past, some of these functions were traditionally accomplished using paper references or were based on data provided to the flight crew by an airline's "flight dispatch" crew.
For large and turbine aircraft, FAR 91.503 requires the presence of navigational charts on the airplane. If an operator's sole source of navigational chart information is contained on an EFB, the operator must demonstrate the EFB will continue to operate throughout a decompression event, and thereafter, regardless of altitude. The only way to achieve this capability is by using a Solid State Disk drive or a standard rotating mass drive in a sealed enclosure.
- a German carrier - introduced two laptops to compute the performance and access the documentation. The system called FMD (Flight Management Desktop) permits Aero Lloyd
to remove all the documentation and RTOW in paper from the cockpit with the Luftfahrt-Bundesamt
(German Civil Aviation Authority) agreement. Other companies, including Southwest
followed with "carry-on" performance computers, but they remained on the airplane as a practical matter. JetBlue took a different approach by converting all of its operations documents to electronic format and distributing them over a network to laptop computers that were issued to pilots (versus to the airplane). In 2006 MyTravel
(a UK charter operation now merged with Thomas Cook
airline) became the first to deploy an electronic tech log using GPRS communication, replacing the paper process. Thomas Cook has several years of successful operational experience of an EFB focussed on its UK fleet.
As personal computing technology became more compact and powerful, with extensive storage capabilities, these devices became capable of storing all the aeronautical charts for the entire world on a single three-pound (1.4 kg) computer, compared to the 80 lb (36 kg) of paper normally required for worldwide paper charts. New technologies such as real-time satellite weather and integration with GPS have further expanded the capabilities of Electronic Flight Bags. However, for large commercial airlines, the primary problem with EFB systems is not the hardware on the aircraft, but the means to reliably and efficiently distribute content updates to the airplane.
While the adoption rate of the Electronic Flight Bag technology has been arguably slow among large scheduled air carriers, corporate operators have been rapidly deploying EFBs since 1999 due to reduced regulatory burden and easier cost justification.
Reference FAA Order 8900.1 FAA Inspector Handbook Guidance on FSIMS for the most recent and accurate descriptions:
EFB hardware classes include:
(Reference AC 120-76 as amended, for an actual list of examples):
Note: Type C applications are subject to airworthiness requirements, such as software certification. Type C applications must run on Class 3 EFB.
EFB users and installers should be aware of recent, clarified guidance for FAA Inspectors. Draft guidance pertaining to EFB operational authorization and airworthiness/certification requirements is maintained by the FAA.
Clarifying the intent of FAA Advisory Circular AC 120-76A, new draft inspector handbook guidance includes the following requirements:
There are many software options to create your own EFB, but most are made for T-PEDs, and as stated above, are prohibited in aircraft.
GPS are not EFBs, they are GPS. EFBs have on them the materials you are required to have in your aircraft, that replace your flight bag of materials.
Crew
A crew is a body or a class of people who work at a common activity, generally in a structured or hierarchical organization. A location in which a crew works is called a crewyard or a workyard...
s perform flight management tasks more easily and efficiently with less paper. It is a general purpose computing platform intended to reduce, or replace, paper-based reference material often found in the Pilot's carry-on Flight Bag, including the Aircraft Operating Manual, Flight Crew Operating Manual, and Navigational Charts (including moving map for air and ground operations). In addition, the EFB can host purpose-built software applications to automate other functions normally conducted by hand, such as performance take-off calculations.
The EFB gets its name from the traditional pilot's Flight Bag, which is typically a heavy (up to 40 lb/18 kg or more) documents bag that pilots carry to the cockpit. The Electronic Flight Bag is the replacement of those documents in a digital format. EFB weights are typically 1 to 5 pounds (0.5 to 2.2 kg), about the same as a laptop computer, and a fraction of the weight and volume of the paper publications. There are numerous benefits for using an EFB but specific benefits vary depending on the size of the operation, type of applications used, the existing content management and distribution system, the type of applications deployed. Some common benefits include: weight savings by replacing the traditional flight bag, reduced medical claims from handling traditional flight bags, reduced cost, and increased efficiency by reducing or eliminating paper processes. There are also claims of increased safety and reducing pilot workload.
According to the FAA's Advisory Circular (AC No. 120-76A), an Electronic Flight Bag is an electronic display system intended primarily for cockpit
Cockpit
A cockpit or flight deck is the area, usually near the front of an aircraft, from which a pilot controls the aircraft. Most modern cockpits are enclosed, except on some small aircraft, and cockpits on large airliners are also physically separated from the cabin...
/flightdeck or cabin use.
There are also militarized variants, with secure data storage, night vision goggle compatible lighting, environmental hardening, and military specific applications and data.
EFB devices can display a variety of aviation data or perform basic calculations (including performance data and fuel
Fuel
Fuel is any material that stores energy that can later be extracted to perform mechanical work in a controlled manner. Most fuels used by humans undergo combustion, a redox reaction in which a combustible substance releases energy after it ignites and reacts with the oxygen in the air...
calculations.). In the past, some of these functions were traditionally accomplished using paper references or were based on data provided to the flight crew by an airline's "flight dispatch" crew.
For large and turbine aircraft, FAR 91.503 requires the presence of navigational charts on the airplane. If an operator's sole source of navigational chart information is contained on an EFB, the operator must demonstrate the EFB will continue to operate throughout a decompression event, and thereafter, regardless of altitude. The only way to achieve this capability is by using a Solid State Disk drive or a standard rotating mass drive in a sealed enclosure.
History
The earliest EFB precursors came from individual pilots in the early 1990s who used their personal laptops and common software (such as Spreadsheets and Word Processing applications) to perform such functions as weight & balance calculations and filling out operational forms. One of the earliest and broadest EFB implementations was in 1991 when FedEx deployed their Airport Performance Laptop Computer to carry out aircraft performance calculations on the aircraft (this was a commercial off-the-shelf computer and was considered portable). In addition, FedEx also began deploying Pilot Access Terminals on their airplane in the mid-1990s. These later devices were common laptops that used a certified docking station on the airplanes (to connect to power and data interfaces). In 1996, Aero LloydAero Lloyd
Aero Lloyd Flugreisen GmbH & Co was a charter airline based in Oberursel, Germany.- History :Aero Lloyd was originally founded on December 5, 1980. It was originally headquartered in Frankfurt. The airline start operation with 3 McDonnell Douglas DC-9-32 ex Garuda Indonesia.The airline ceased...
- a German carrier - introduced two laptops to compute the performance and access the documentation. The system called FMD (Flight Management Desktop) permits Aero Lloyd
Aero Lloyd
Aero Lloyd Flugreisen GmbH & Co was a charter airline based in Oberursel, Germany.- History :Aero Lloyd was originally founded on December 5, 1980. It was originally headquartered in Frankfurt. The airline start operation with 3 McDonnell Douglas DC-9-32 ex Garuda Indonesia.The airline ceased...
to remove all the documentation and RTOW in paper from the cockpit with the Luftfahrt-Bundesamt
Luftfahrt-Bundesamt
The Luftfahrt-Bundesamt is the national civil aviation authority of Germany headquartered in Braunschweig...
(German Civil Aviation Authority) agreement. Other companies, including Southwest
Southwest Airlines
Southwest Airlines Co. is an American low-cost airline based in Dallas, Texas. Southwest is the largest airline in the United States, based upon domestic passengers carried,...
followed with "carry-on" performance computers, but they remained on the airplane as a practical matter. JetBlue took a different approach by converting all of its operations documents to electronic format and distributing them over a network to laptop computers that were issued to pilots (versus to the airplane). In 2006 MyTravel
MyTravel
MyTravel is now just a trading name of Thomas Cook. The website www.mytravel.co.uk is used to book flights and packages using Thomas Cook Airlines.MyTravel can also refer to:*MyTravel Group , now Thomas Cook Group...
(a UK charter operation now merged with Thomas Cook
Thomas Cook
Thomas Cook of Melbourne, Derbyshire, England founded the travel agency that is now Thomas Cook Group.- Early days :...
airline) became the first to deploy an electronic tech log using GPRS communication, replacing the paper process. Thomas Cook has several years of successful operational experience of an EFB focussed on its UK fleet.
As personal computing technology became more compact and powerful, with extensive storage capabilities, these devices became capable of storing all the aeronautical charts for the entire world on a single three-pound (1.4 kg) computer, compared to the 80 lb (36 kg) of paper normally required for worldwide paper charts. New technologies such as real-time satellite weather and integration with GPS have further expanded the capabilities of Electronic Flight Bags. However, for large commercial airlines, the primary problem with EFB systems is not the hardware on the aircraft, but the means to reliably and efficiently distribute content updates to the airplane.
While the adoption rate of the Electronic Flight Bag technology has been arguably slow among large scheduled air carriers, corporate operators have been rapidly deploying EFBs since 1999 due to reduced regulatory burden and easier cost justification.
Hardware classes
Electronic Flight Bags are divided into three hardware classes and three software types.Reference FAA Order 8900.1 FAA Inspector Handbook Guidance on FSIMS for the most recent and accurate descriptions:
EFB hardware classes include:
- Class 1 - Standard commercial-off-the-shelf (COTS) equipment such as laptops or handheld electronic devices. These devices are used as loose equipment and are typically stowed during critical phases of flight. A Class 1 EFB is considered a Portable Electronic Device (PED). Class 1 EFBs may be used to display Type B applications in critical phases of flight provided that they are 'secured and viewable'.
- Class 2 - Also Portable Electronic Devices, and range from modified COTS equipment to purpose-built devices. Mounting, power (ship's power as primary) or data connectivity of an EFB typically requires the application of an STC, Type Certificate or Amended Type Certificate. (ref: FAA Order 8900.1)
- Class 3 - Considered "installed equipment" and subject to airworthiness requirements and, unlike PEDs, they must be under design control. The hardware is subject to a limited number of RTCA DO-160DO-160DO-160, Environmental Conditions and Test Procedures for Airborne Equipment is a standard for environmental test of avionics hardware published by RTCA, Incorporated.-Introduction:...
E requirements (for non-essential equipment—typical crash safety and Conducted and Radiated Emissions (EMC) testing). There may be DO-178BDO-178BDO-178B, Software Considerations in Airborne Systems and Equipment Certification is a document dealing with the safety of software used in airborne systems....
requirements for software, but this depends on the application-type defined in the Advisory Circular. Class 3 EFBs are typically installed under STC or other airworthiness approval.
Applications
The EFB may host a wide array of applications, categorized in three software categories(Reference AC 120-76 as amended, for an actual list of examples):
- Type A
- Static applications, such as document viewer (PDF, HTMLHTMLHyperText Markup Language is the predominant markup language for web pages. HTML elements are the basic building-blocks of webpages....
, XMLXMLExtensible Markup Language is a set of rules for encoding documents in machine-readable form. It is defined in the XML 1.0 Specification produced by the W3C, and several other related specifications, all gratis open standards....
formats); - Flight Crew Operating Manuals, and other printed documents like airport NOTAMNOTAMNOTAM or NoTAM is the quasi-acronym for a "Notice To Airmen". NOTAMs are created and transmitted by government agencies and airport operators under guidelines specified by Annex 15: Aeronautical Information Services of the Convention on International Civil Aviation...
;
- Static applications, such as document viewer (PDF, HTML
- Type B
- Electronic approach charts or approach charts that require panning, zooming, scrolling; (AC120-76A, App B)
- Type C
- Can be used as a Multi-function displayMulti-function displayA Multi-function display is a small screen in an aircraft surrounded by multiple buttons that can be used to display information to the pilot in numerous configurable ways. Often an MFD will be used in concert with a Primary Flight Display. MFDs are part of the digital era of modern planes or...
(MFD); In at least one case as part of an Automatic Dependent Surveillance-BroadcastAutomatic dependent surveillance-broadcastAutomatic Dependent Surveillance-Broadcast is a surveillance technology for tracking aircraft as part of the Next Generation Air Transportation System ...
system
- Can be used as a Multi-function display
Note: Type C applications are subject to airworthiness requirements, such as software certification. Type C applications must run on Class 3 EFB.
Regulations
According to the FAA, Class 1, Class 2 and Class 3 EFB may act as a substitute for the paper manuals that pilots are otherwise required to carry with them. While Part 91 Operators (those not flying for hire, including private and corporate operators) can use their Pilot In Command (PIC) authority to approve the use of Class 1 and Class 2 EFBs (which are PEDs), operator with OpSpecs (Part 135, Part 121) must seek operational approval through the OpSpecs process.EFB users and installers should be aware of recent, clarified guidance for FAA Inspectors. Draft guidance pertaining to EFB operational authorization and airworthiness/certification requirements is maintained by the FAA.
Clarifying the intent of FAA Advisory Circular AC 120-76A, new draft inspector handbook guidance includes the following requirements:
- PEDs used in a Class 1 or Class 2 configuration must meet the rapid decompression testing requirements of standard RTCA DO-160E.
- Any data connectivity of PEDs used in a Class 1 or Class 2 configuration to aircraft systems shall be performed in accordance with a Supplemental Type Certificate, Type Certificate or Amended Type Certificate.
- Any mounting or attachment of PEDs used in a Class 1 or Class 2 configuration to the aircraft shall be performed in accordance with a Supplemental Type Certificate, Type Certificate or Amended Type Certificate.
- Electronic chart software: The display of own-ship position ('spotter') on the ground must meet the requirements of AC 20-159 and/or TSO C-165.
- Electronic chart software: The display of own-ship position in flight is prohibited on Class 1 or 2 configurations.
Available EFB systems
FAA rule 91.21 prohibits wireless and cellular electronics in aircraft while taxing and in the air. 91.21 does allow pilots in command to allow non-transmitting devices in aircraft, but only after the PIC tests it under the guidelines of FAA 91.21(6).There are many software options to create your own EFB, but most are made for T-PEDs, and as stated above, are prohibited in aircraft.
GPS are not EFBs, they are GPS. EFBs have on them the materials you are required to have in your aircraft, that replace your flight bag of materials.