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Electronic Flight Bag Computing Devices — the
fi rst set of guidelines on this subject produced by
civil aviation authorities — defi nes an EFB as “an
Photo: Lufthansa Systems
2 FLIGHT SAFETY FOUNDATION • FLIGHT SAFETY DIGEST • JUNE 2005
‘ P A P E R L E S S C O C K P I T ’ P R O M I S E S A D V A N C E S
electronic display system intended
primarily for cockpit/fl ight deck or
cabin use.”1
The AC guidelines are designed to
assist aircraft operators and fl ight
crews in transitioning from the use
of paper products to EFBs. Similar
guidelines have since been adopted
by other civil aviation authorities,
including the European Joint
Aviation Authorities (JAA; see
Appendix, page 11).2
“EFB devices can display a variety
of aviation data or perform basic
calculations (e.g., performance
data, fuel calculations, etc.),” AC
120-76A says. “In the past, some of these functions
were traditionally accomplished using paper
references or were based on data provided
to the fl ight crew by an airline’s ‘fl ight dispatch’
function. The scope of the EFB system functionality
may also include various other hosted
databases and applications. Physical EFB displays
may use various technologies, formats and forms
of communication. These devices are sometimes
referred to as auxiliary performance computers
(APC) or laptop auxiliary performance computers
(LAPC).”
Paper — in the form of paper manuals on operations
specifications, printed checklists and
minimum equipment lists, and pencil-and-paper
calculations — has long been essential on the fl ight
deck. For example, Boeing Commercial Airplanes
estimates that a typical Boeing 777-200ER not
equipped with an EFB carries about 77 pounds
(35 kilograms) of paper manuals, paper checklists
and other paper items on the fl ight deck.3
An EFB “basically reduces the required paper to
a quick reference handbook,” says Boeing spokesman
Jim Proulx. “That becomes the only manual
that pilots need to have. Everything else is on the
EFB.”4
Airbus, which has developed “Less Paper in the
Cockpit” (LPC) software for EFBs in use in A320,
A330 and A340 airplanes, says that the goal is to
provide “a complete range of in-fl ight information
[as part of] a modern approach to cockpit
information management.”5
The transition from paper to electronics has been
gradual.
U.S. Air Force Reserve Maj. Frederic S.
Fitzsimmons, a researcher for the U.S. Air Force
Academy Institute for Information Technology
Applications, says that the concept of EFBs may
have originated in general aviation.6
“As GPS [global positioning systems] receivers
became more common and inexpensive, [general
aviation] aircraft have had several moving-maptype
devices available to them,” Fitzsimmons says.
“As these devices became more sophisticated,
many began incorporating additional features.
… Within the last several years, these devices
have incorporated electronic approach plates
and airfi eld diagrams. … With this advance …
simple EFBs were able to begin replacing much
of the paper in cockpits.”
The same technology was adapted to allow for EFB
use by operators of business aircraft, corporate
aircraft and commercial aircraft. Although EFBs
originally were intended to provide electronic
versions of checklists, manuals and navigation
publications, the range of other possible uses has
continued to increase.
In AC 120-76A, FAA says, “Operators have long
recognized the benefi ts of using portable electronic
computing devices, including commercially
available portable computers, to perform a variety
of functions traditionally accomplished using paper
references. EFB systems may be approved for
use in conjunction with or to replace some of the
hard-copy material that pilots typically carry in
their fl ight bags.”
Civil Aviation Authorities
Defi ne Three EFB Classes
The AC and JAA Leaflet No. 36 contain
similar descriptions of three classes of EFB
hardware:
• Class 1 EFB systems usually are portable,
commercial off-the-shelf (COTS)-based
computer systems used for aircraft operations.
They are connected to aircraft power
through a certified power source and are not
attached to a mounting device on the flight
FLIGHT SAFETY FOUNDATION • FLIGHT SAFETY DIGEST • JUNE 2005 3
　
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