Electronic Flight Bag (EFB) Initiatives

1. Electronic Flight Bag (EFB) Initiatives Mr. John McGraw, FAA 20th Annual JAA/FAA International Conference Iceland, May 29-June 3, 2003

2. Briefing Objectives EFB presentation overview: • What is an EFB ? Why is it called an EFB ? • Historical Background & Future Objectives • EFB AC 120-76A “Intended Functions” & Applicability • Regulatory basis for operating & airworthiness rules • EFB software applications • Examples of EFB systems • EFB hardware classes • EFB hardware connectivity to aircraft • Discussion and wrap-up

3. What is an EFB ? • It’s ideally a commercial quality, portable computer and display system, with commercial off-the-shelf software (COTS) • Software application programs are not usually RTCA DO-178B compliant • COTS software-driven EFBs may be totally portable or mounted in the aircraft in some fashion, (e.g., cradle, mounting arm) • May be battery-powered or may obtain power from the aircraft’s ship’s power directly • May have access to various sources of data such as a GPS and aircraft data busses

4. Why is it called an EFB ? • Portable Electronic Devices (PEDs) have been approved to replace paper flight bag products • Airplane Flight Manuals • Performance information • Checklists • Aeronautical charts) includes approach plates and airport diagrams • Thus the term “Electronic Flight Bag” entered the aviation lexicon • EFB systems may now be approved for all phases of flight

5. EFB AC provides the key for paper to electronic media transition

6. EFB Historical Background • FAA review of historical knowledge: • Integrity of paper products (e.g., en route and approach charts, check lists, performance data, airport surface charts, airplane flight manuals) • Paper contribution to the error budget • FAA review of existing “EFB Type” operations/product examples: • Airbus Industries/Boeing • Avionics manufacturers • Airline operators • Corporate aviation • General aviation

7. Regulatory Basis – EFB Airworthiness & Operational Approval Objectives • No new rules or rulemaking for EFB systems • Invoke existing Federal Aviation Regulations (FARs) • Airworthiness approvals & Operational Approvals • Installed Equipment • Type Certificates (TCs) • Supplemental Type Certificates (STCs) • Service Bulletins • Technical Standard Orders (TSOs) • FAA Form 337 Field Approvals • Portable Electronic Devices • FAR 91.21 for Portable Electronic Devices • Operationally approved • No aircraft certification involvement

8. EFB AC 120-76A Intended Function • EFB AC provides guidance material to transition from traditional paper products and miscellaneous equipment to an electronic format: • AC 120-76A published on March 17, 2003 • Aircraft Certification Service design approvals • Flight Standards Service operational approvals • EFB AC (by itself) is not intended for use as an “open world” avionics architecture • EFB AC is not intended to conflict with or supersede existing CNS policy • EFB AC may be used in combination with other FAA approved guidance material to add additional CNS functionality

9. Examples of air carrier Type (A & B) EFB applications: FAR 121.141 Airplane Flight Manual FAR 121.173(d) Airplane Performance Calculations FAR 121.549 Flying equipment, aeronautical charts FAR 91.503 Flying equipment aeronautical charts including approach and letdown charts FAR 121.599 Familiarity with weather conditions FAR 121.617 Alternate airport for departure Part 121 Operating Rules & EFB Type (A & B) Application Relationships

10. Type “A” Software Applications • Type “A” software application criteria • May be hosted on Class 1, 2 & 3 EFB Systems • Requires Flight Standards District Office (FSDO) / PI Approval • Does not require AIR design approval • Type “A” software application examples • Flight Operations Manuals (FOMs) • Company Standard Operating Procedures (SOPs) • Aircraft Flight Log and Servicing Records • Airplane Flight Manuals and Supplements • Aircraft Performance Data • Aeronautical Information Manual (AIM)

11. Type “B” Software Applications • Type “B” software application criteria • May be hosted on Class 1, 2 & 3 EFB Systems • Requires an Aircraft Evaluation Group Approval • Requires a PI approval • Does not require AIR design approval • Type “B” software application examples • Performance calculations (e.g., Takeoff, en route, approach and landing, missed approach, go-around) • Weight and balance calculations • Runway limiting performance calculations • Panning, zooming, scrolling and rotation of approach charts • Weather and aeronautical data • Cabin-mounted video surveillance

12. EFB Equivalent Level of Safety for the use of COTS software • Type (A & B) software application assumptions: • The “equivalent level of safety” concept may only be used for applications which are required by the operating rules (e.g., 14 CFR Part 91, 121, and 135) • Should ensure that new EFB applications are as safe or better than the current system that it is replacing • Examples include electronic replacement of traditional flight bag paper products which are currently derived from COTS software products • New EFB applications require that the operator show compliance for “intended function” combined with an operational evaluation

13. B777 EFB Side Display

14. EFB MAIN MENU CHARTS DOCUMENTS VIDEO TAXI MAPS LOGBOOK PERFORMANCE SYSTEM PAGE INITIALIZE FLT Boeing EFB Main Menu

15. Hardware Classes & Software Applications • EFB AC defines 3 hardware classes for EFB Systems • Class 1 & 2 are portable EFB systems • Portable definition is flexible and allows for ship’s power and data link connectivity with certified protection mechanisms • Class 1 & 2 EFB computer platforms require an operational approval but do not require aircraft certification design approval • Class 3 are installed EFB systems which require an aircraft certification design approval and ops approval • EFB AC defines 3 types of software applications: • Type “A” Principal Inspector (PI) Approval • Type “B” PI & Aircraft Evaluation Group (AEG) apvl • Type “C” Aircraft certification design approval including computer platform

16. EFB Class 1 & 2 Portable Systems • Portable Electronic Devices • Operating Rule Basis – FAR 91.21 • “Portable electronic device that the operator of the aircraft has determined will not cause interference with the navigation and communication systems of the aircraft on which it is to be used” • FAR 91.21 is basically a non-interference rule and does not address intended function • Summary, the EFB AC 120-76A provides criteria for intended function (e.g., Type A & B applications), along with a means of compliance and operational approval criteria for portable EFB systems

17. Northstar CT-1000 EFB • Pre-flight planning, weather depictions • Moving maps, en route charts • Approach charts, etc.

18. Airport Surface Map Depiction

19. EFB Hardware Connectivity to Aircraft • Aircraft power source(s), data connectivity port(s), and mounting mechanism(s) • Requires an Aircraft Certification design approval • Requires an Operational Approval (e.g., egress, evaluation of mounting device location, human machine interface, intended function and non-interference) • May contain batteries/battery charger • May require a power load analysis • May require quick disconnect for egress • May tx/rcv from aircraft data connectivity ports • Mounting devices may be used for stowage purposes/inflight operation

20. Aircraft Certification Design Approvals • Certification Basis • FAR 25.1301 “General requirements for intended function” • FAR 25.1309 “Equipment systems & installation” • AC 20-115B invokes RTCA DO-178B “Software Considerations on Airborne Systems and Equipment Certification” • AC 25.1309-1A “Equipment, Systems and Installation in Part 25 aircraft” • AC 23.1309-1C “Equipment, Systems and Installation in Part 23 Airplanes”

21. EFB Class 1 and 2 Computer Platform & Connectivity Differences • EFB Class 1 and 2 hardware and connectivity requirements are derived from the hosted Type A & B software applications • Examples of derived requirements: • Approach charts will require a mounting device • ACARS communication will require data connectivity • Passenger video surveillance will require connectivity to camera equipment • Class 1 and 2 EFB Systems (e.g., the computer platform) may or may not be identical • Based on hosted applications EFB systems may have different connectivity requirements • Do not require an Aircraft Certification approval but do require a Flight Standards operational approval

22. Type “C” Software Applications • Type “C” software application criteria • May be hosted on EFB hardware Class 3 systems • Requires Flight Standards District Office (FSDO) / PI Approval • Requires AIR design approval • Type “C” software app examples • Primary Flight Displays • Navigation Displays • Heads-Up Displays • Auto land systems • Autopilot functionality

23. Adding Applications to EFB Class 1 & 2 Systems • Appendices A and B of AC 20-176A provide a list of over 70 applications that may be hosted on EFB Class 1 & 2 systems • The FAA expects future applications to be added based, in part, on the following: • Additional ops approval guidance for new apps • Service and operational history involving EFB systems • Technical Standard Order Authorization (TSOA) • Industry Standards (e.g., RTCA, SAE) • New FAA advisory circulars • Policy guidance for own-ship position for electronic moving maps (airborne and surface) is in progress

24. Integration of Type A, B, & C Apps on Same EFB Platform • Type (A & B) software applications may reside in an EFB Class 3 system as follows: • EFB Class 3 Type “C” applications must be protected or partitioned from Type A & B applications • Type “C” applications require an aircraft certification design approval and an operational approval • Type A & B applications may be user loadable or user modifiable • Type A & B applications do not require aircraft certification design approval but do require an operational evaluation prior to approval

25. EFB AC 120-76A Applicability • EFB AC 120-76A applicability • “EFB AC does not constitute a regulation but sets forth an acceptable means, but not the only means, for operators conducting flight operations under Title 14 CFR parts 91, 121, 125, 129 or 135, to obtain both certification and approval for the operational use of EFB systems” • CFR Part 91 clarification • Applies to 14 CFR 91, Subpart F, large and turbine powered multi-engine aircraft • Applies to other part 91 operators if EFB replaces any system required by the regulations

26. EFB AC 120-76A Applicability (cont) • Parts 121 and 135, Air Carrier Ops • Specific PI and AEG oversight required along with operating specification approval • Part 129, Foreign Operators • For entry into U.S. airspace, EFB subject to foreign State CAA approvals • FAA approval not required unless a United States registered aircraft

27. RTCA DO-257A MOPS FAA Approval Process FAA TSO

28. EFB in Europe • European carriers are considering the use of an EFB. • Some trials are in progress. • FAA AC120-76 is used for guidance. • The new AC120-76A is being studied. • For one JAA validation project, a multi-disciplinary task force has been formed. • Some additional concerns have been identified… 28 CNS/ATM Workshop Reykjavik 2003

29. European EFB Concerns • Concerning radiated interference, the AC accepts compliance with an industry standard for a Class 1 or 2 EFB. The Class 3 EFB requires a “Design Approval”. • Use of a lithium battery in an EFB. • The integrity of databases loaded onto the EFB particularly those used to present airport taxiway maps. This issue is part of a wider problem of data integrity. 29 CNS/ATM Workshop Reykjavik 2003

30. Approval Criteria in Europe • The FAA AC is being used as a basis for approval but supplemented by requiring: • radiated interference qualification against RTCA DO-160D for all classes of EFB; • A flight assessment for interference if the EFB is intended to be operated in flight. • To address battery fire and explosion risks, an assessment of the lithium battery and its charging protection characteristics; and battery replacement restrictions.

31. Conclusions • FAA and European practices for EFB are, in the main, closely aligned. • We can expect significant growth in the use of the EFB. • Data integrity is a general problem yet to be addressed for high integrity applications. • The recording of EFB data transfers for the purposes of accident investigation may need to be addressed to meet ICAO standards.

32. Discussion John.McGraw@faa.gov

33. EFB Websites • www.cmcelectronics.ca/efb/ct1000g.htm • www.cdev.com/products/com1sys/ops1.html • " " " " " /omt1.html • www.northcoastaerospace.com • www.avrotec.com/productinfo.html • www.skyforce.co.uk/prods.htm • www.echoflight.com • www.jeppesen.com/genav/fltplng • www.rmstek.com/frmain.htm