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when KLM Royal Dutch Airlines received the fi rst
B-777-200ER airplane equipped with Boeing EFBs.
Since then, 18 other B-777 airplanes equipped with
Class 3 EFBs have been delivered to KLM and three
other airlines — Emirates, Malaysia Airlines and
Pakistan International Airlines. Class 3 EFBs also
will be installed in B-777 airplanes scheduled to
be delivered in 2005 to EVA Airways Corp. and in
2006 to Air New Zealand.12
At Emirates, which took delivery of its first
EFB-equipped B-777-300ER in March 2005,
managers of the Flight Operations Department
expressed “enthusiasm and high hopes” for the
use of EFBs, says spokeswoman Frances Barton.
Performance and documentation applications
were implemented on the four B-777-300ER
airplanes in service in June 2005, and other
on-board information applications were being
evaluated for eventual implementation on a total
of 30 B-777s and on 45 Airbus A380 airplanes
ordered by the airline.13
Proulx says that each of Boeing’s Class 3 EFB
systems includes two display units and two
electronics units — one for the captain and the
other for the fi rst offi cer. Each pilot’s system
operates independently, and each includes two
computers.
“The systems are doubly redundant unto themselves,”
Proulx says. “The captain’s system is
independent of the first officer’s system, and
within the system itself, there are double systems.
However, the Boeing EFB can provide ‘chart clips’
so that one pilot’s EFB display can show the image
displayed on the other pilot’s EFB; this allows
one pilot to generate information for the other
pilot’s viewing.”
The stand-alone units are not vulnerable to computer
hackers (people who illegally gain access to
and/or alter information in computer systems).
Airbus will introduce its class 3 EFBs in A380
airplanes, the fi rst of which are scheduled for
delivery in 2007 to Emirates, and later, on A350
airplanes.14
Cost Reduction Projected
In addition to enabling fl ight crews to reduce
the amount of paper on the fl ight deck, EFBs
have other advantages, including a reduction in
expenditures.
“The business case for deploying EFBs considers
many types of benefi ts to airlines,” says an April
2005 FAA study. “Relative to traditional avionics,
they come at a low initial cost, can be customized
and are easily upgraded, making them an openended
computing platform rather than a packaged
system.”15
Most areas in which cost-reduction is possible
involve data management and data distribution,
The captain of a Boeing
777 adjusts a Class 3
electronic flight bag.
(Photo: The Boeing Co.)
FLIGHT SAFETY FOUNDATION • FLIGHT SAFETY DIGEST • JUNE 2005 5
‘ 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
but projected savings also include training costs
and medical costs associated with pilot injuries
from carrying heavy fl ight bags fi lled with paper,
the FAA study says.
Jerome Leullier, manager of operational
methods and human factors at Airbus, cites
several specific areas in which savings occur:
“no paper for e-documentation and daily flight
folders generation, [no] space for paper storage
and [no] manual data transcription after the
flight.”16
In addition, David Massy-Greene and Amy
Johnson, EFB specialists at Boeing, say, “Current
takeoff and landing calculations are conservative
and often based on early dispatch weightand-
balance information, which adds delay and
cost to each fl ight. The EFB will reduce airline
costs and increase payload by providing more
accurate calculations based on real-time information.
These calculations can result in lower
thrust ratings, which reduce engine maintenance
costs.”17
The maintenance process also benefits from
an EFB’s electronic logbook application, which
provides for the identifi cation, recording and reporting
of aircraft faults; and the transfer of the
information to the EFB performance calculator.
When maintenance personnel review the electronic
logbook, complaints are legible — in contrast
with some pilots’ handwritten notations.18
Airbus has estimated that operating costs and
maintenance costs could be reduced by as much
as 5 percent for each airplane equipped with an
EFB.19
In addition to cost-reduction benefi ts, calculations
performed using EFB software reduce the possibility
　
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