These articles were written in 1999. Please refer to current regulatory guidance for compliance purposes.

Electronic Flight Bag

Jeppesen's JeppView display is a technology designed to reduce paper in the cockpit. This PED allows the pilot to call up area charts, approach plates, SIDs & STARs, checklists and other flight management info.

Pilots have long recognized the benefits of utilizing laptop computers to perform a variety of job-related functions. We currently have airplane flight manuals (AFM), flight operations manuals, international operations manuals, maintenance manuals, minimum equipment lists (MELs), aircraft performance data, navigation publications, company standard operating procedures (SOPs), record keeping systems, etc. on CDs and on our hard drives. Connecting to the Internet or intranet for such information as company mail, documents, revisions to those documents, schedules, and weather is becoming very commonplace. Accessing and referencing this information in digital format just seems to make life easier.

Originally, portable electronic devices (PED) were approved as a direct replacement for hard copy Jeppesen chart information carried in the pilot's flight bag. Hence, the term "electronic flight bag" (EFB). With the increasing functional capabilities of the EFB, operators are now seeking approval for these same devices, along with multifunction EFBs and other commercial off the shelf (COTS) options for use on the flightdeck and/or cabin during preflight, inflight, and postflight operations. The objective is to increase safety of flight by reducing pilot workload and increasing the speed and accuracy of information retrieval.

Functions and roles

EFB functions range from electronically displaying company policies and preflight planning to very complex functions such as display of real time information and primary flight displays. The simplest role of the EFB is to provide efficient information storage and access. The more complex functions require communication with external sources such as aircraft subsystems, datalink capable of depicting near real-time weather graphic displays and NOTAMs, ground station communications, supplemental see and avoid and terrain mapping.

This take-along technology or installed multifunction display (MFD) will also support SOPs in high workload or high-distraction situations. The EFB offers the potential of enhancing crew coordination by providing a clear definition of crew responsibilities, roles and actions in procedures and checklists.

As a decision-making support tool, the EFB will allow crewmembers to access all information and pull together relevant data in a cohesive manner. Information based on content rather than source can be organized and presented to the crew by the EFB. However, the information displayed should also be readily traceable to its source. With hyperlinking, bookmarking, cross-referencing, navigation, search and connection to online continuous updates, this potent portable can provide us with almost limitless functionalities. Ultimately the EFB is envisioned as a flight management tool that will aid the crew's information management and decision-making capabilities.

Displays

Displays may be in the form of a laptop, electronic book, tablet computers (high tech clipboard), or actually installed on the aircraft as a MFD. The format of the presentation will vary depending on your aircraft requirements and budget. Since there will not be heavy data entry, some EFBs may not have keyboards, but stylists. When flying into Nirata, you may be told to hold at Kasmi "as published." Today, you'd have to page through several arrivals to find the published Hold (it's not on the enroute chart). But soon, you will be able to "point and click" or even use voice recognition to make the published Hold appear on the EFB.

(L) Royal Air Capt Nick Roosevelt uses the WSI weather station at Signature DCA, while (R) Schering-Plough Fixed-Wing Chief Pilot Peter Eisenbarth uses a laptop computer to call up a preflight checklist. Although intended to make the pilot's job easier, the transition from FBO desktop to flightdeck laptop may not be so easy. It's important that both the regulatory agencies and operators address human factors issues.

Pending regulations and guidance

EFB equipment can be classified from a self-contained independent system to a system with multiple datalink capabilities that interface with the aircraft systems. The approval process will obviously depend on the functions of the device and the overall effects on safety. An Advisory Circular entitled Operational Approval of Portable Flight Data Equipment "The Electronic Flight Bag" (AC 120-EFB) is currently in the predraft stage. The AC is intended to support this technology in achieving safety and system efficiency goals. Policy guidance specific to EFB certification is forthcoming.

The challenge is to write guidance for certification and approval for EFBs that do not interface with the aircraft electronically or mechanically (stand-alone) as well as EFBs that interface with the aircraft local area network (eg ARINC 429 bus) or a proprietary VHF network. This equipment would allow the flightcrews to transfer data both to and from existing aircraft avionics (eg FMS), and aircraft communications sub-networks (eg VHF, satcom, etc.) These high-end installations will be subject to 14 CFR FAR 25 regulations.,/p>

The transition to a paperless (or near paperless) flightdeck will probably require some level of approval. Policy guidance may also address media such as CD-ROM, DVD and the Internet for revisions and updates. The revision process should ensure that the user knows that the latest information is in the database. Date-sensitive software can be updated manually or through ground datalink such as the Internet (ground use), ACARS or airborne datalink (inflight use) such as satellite data and message service. The installed EFB software should be compatible with the airborne system software with which it interfaces, or the airborne system should itself provide means of protection from corrupted uploaded data or inappropriate user action that could effect the safety or airworthiness of the airborne system. This includes protection from software viruses or defects of any software on the EFB.

Although some existing guidelines may be applied (eg Electronic Checklists AC 120-64 and use of CD-ROM Systems AC 120-69) FAA/Industry partnerships are working aggressively on the usability guidelines specific to the functional requirements of the EFB. Since the EFB can be used on a variety of aircraft types, some of the determining factors for approval and certification are the type of operation, the type of device being used, how the device is being used, and how and where it is located in the aircraft. An additional consideration in determining the level of certification and standards to which it was designed is how the device interfaces with the aircraft and what effects its failure may have on the aircraft systems.

Broad guidelines are currently being written for air carriers. However, the needs of general aviation have been kept in mind. Initially fleetwide equipage will be financially more attractive to the corporate flight department than to a large air carrier.

With the Universal Cockpit Display from Universal Avionics, approach plates, SIDs & STARs from Jeppesen, FMS data pages, complete AFM, Unilink weather data, radar and TAWS images are all accessible.

Operational standards and practices

The EFB should have at least the same degree of accuracy and integrity as the paper system it will eventually replace. One database, one document to electronically revise will reduce the opportunity for error, provide a more efficient means of distribution, and reduce publishing costs. Many air carriers and quite a few corporate operators are currently utilizing this simple function of the EFB.

As with any introduction of new technology into flight operations, operators should establish standard practices and procedures for flightdeck use of EFBs to include crew resource management (CRM), normal, abnormal or degraded mode use. Operators should also consider the impact on crew workload in developing policies and procedures for EFB use in the new paperless environment. The same manuals should be made available in printed form as well as an alternate means of accessing information (eg calling dispatch or using a second EFB).

Requirements for maintenance and support of the computer platforms, including provisions for outages and necessary alternative retrieval services, should be planned and spelled out. Unauthorized modification of the database should be prevented. When it actually does replace paper, the inoperative status will have to be addressed. If EFB is a regulatory requirement and has not been added to the MMEL, then it would not be a deferrable item.

UPS Aviation Technologies MX20's flexible, open architecture design enables pilots to display the latest airspace management tools such as Stormscope data, datalink weather, traffic information and flight information services. This MFD is also certified to show ADS-B traffic reports.

If the EFB relies only on its own battery power, it must be sufficient for the duration of the flight including diversion to your alternate. Depending on the classification of the equipment, the EFB may include a connection to the aircraft for primary or backup power as well as a battery backup for electrical failures. Other important battery considerations include battery overcharge and rapid decompression.

The use of EFBs may require training of operations personnel including dispatch and maintenance. Training should not only address operational use and security awareness but also policy and procedures for system operation. Online or system tutorials and interactive exercises should be available to the user prior to the installation of the equipment. If the EFB has been retrofitted or added as a stand-alone EFB, is it compatible with the previous flightdeck philosophy? Any incompatibilities and/or functionalities should be incorporated into initial and recurrent training depending on the type of operation and the intended use. Since the EFB is a dynamic tool whose functionality will not remain static, general aviation must ensure that crews are familiar with the operation of the EFB and knowledgeable of its system components and operation, failure indications and backup procedures, limitations and maintenance reporting procedures.

E-transitions

As in all technology intended for pilots, the information must be dynamic and under the control of the pilot. E-reading is different from reading print on paper. We tend to read somewhat slower from computer screens than we do from print. Will we want to read lengthy document text at a reduced reading speed? Hopefully, this should be resolved with the rapid advancement in display technology (higher resolutions). E-readers still feel uneasy about the disappearance of text or where they have been or how much further they have to go to the end of the topic. E-content can be challenging without the sense of context or depth. Page turning continues to be a difficult interface.

If the EFB is used as a checklist, how will the pilot's actions be recorded? Could pilots performing the checklist items be so engrossed and focused on the electronic checklist items that they become left out of the loop? Will the lack of a click, check or button pushed be recorded in the database for analysis by management and/or investigators at a future date?

The transition from paper to an electronic display will eventually be in a manner other than plain text. Information overload can quickly become an issue. Although the information should be identical in substance regardless of the output form, universal standardized symbology or icons will resolve some of these concerns. The flightdeck environment demands evaluation of additional issues such as headdown time, turbulence, darkness, or bright sunlight. Think about the driver and the cell phone­will the EFB be a distraction or a support tool?

The technology is here, the certification requirements are in progress, but we are all part of a system that is evolving at a different rate in different parts of the world. For example, real-time weather information must be shared by both pilot and controller. If the controller is using weather that is 15-20 min old, there could be conflicting opinions rather than collaborative resolutions.

The good news is that human factors guidelines are being developed along with establishing the approval certification process. Needing an objective method of evaluating EFBs, the FAA (AAR-100) is sponsoring the Volpe National Transportation Center in Cambridge MA to accomplish this task. They are working in partnership with industry through the Air Transport Association (ATA) Chart and Data Display Committee - Digital Display Working Group (DDWG) which is chaired by Bill LeRoy of USAirways (Bill_LeRoy@usairways.com).

Summary

Getting comfortable to the paperless environment and depending on this strange host that holds our information will prove to be operationally beneficial and ultimately enhance our situational awareness. This technology is here but the certification and approval process still lags. However, FAA is addressing the human factors issues simultaneously and preparing guidance to be utilized by all FSDOs for the full spectrum of EFB applications and functions. The critical issue that faces general aviation is if the industry will be operationally prepared with standards and procedures in place to support the transition to the wide range of EFB functions or will the EFB just appear one day in our newly purchased aircraft with inadequate pilot guides and training programs. No doubt the EFB will become an indispensable tool for all aviation in our concerted effort to find a more effective flight management tool and improved safety of flight.

Anita Trotter-Cox is President of Assessment Compliance Group, located in Annapolis MD, and provides flight departments (Part 91, 135 and 121) with International operations procedures manuals and support for standardized procedures for advanced technologies. (www.aviationmanuals.com).

All pages copyright ©1999, Queensmith Communications Corp. All rights reserved.