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for human mathematical errors. The computer
software also warns pilots if a number has been
entered that is outside the anticipated range for a
specifi c weight or function.
In a published report, Nicholas Sabatini, FAA
associate administrator for regulation and certifi
cation, points to the error-fi nding software as a
safety enhancement.
“Eliminating possibilities for humans to make
errors raises the safety bar,” Sabatini says.20
Michel Tremaud, senior director of customer services
and head of safety management for Airbus,
agrees.
“The use of EFBs reduces the risk of errors, particularly
when operating in demanding conditions or
under fatigue,” Tremaud says. “This is particularly
the case in terms of weight-and-balance computation,
takeoff performance computations, especially
when corrections, such as MEL conditions,
have to be applied.”21
EFB calculations also are more precise than those
prepared by pilots using aircraft performance
charts. Tremaud says that the results of EFB performance
computations are more “optimized,”
compared with paper charts, which are always
“conservative.”
Moving Maps Improve
Situational Awareness
EFBs also provide for increased safety during
ground operations with airport surface moving
map (SMM) displays designed to improve
pilot situational awareness. Class 3 EFBs combine
GPS technology with an electronic airport-taxi
map to provide an indication of own-ship position
and heading; Class 2 EFBs include a moving
map but do not indicate own-ship position.
Massy-Greene and Johnson say that studies by
government and industry have found that SMM
displays are “the most powerful intervention for
runway-incursion prevention” and that use of
SMM displays with own-ship position could prevent
nearly half of all runway incursion incidents.
“The evolution of the [SMM] function can increase
capability, especially if it shares the situational
awareness functionality provided
to the airport ground traffi c
controller,” they say. “Coupling
of the airplane-based SMM with
the airport-based situational display
will provide the fl ight crew
with complete airport situational
assessment. The fl ight crew will
have not only a full situational
view but also be able to view the
same data and assessment as the
airport ground controller. This
6 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
will lead to more effective communication
and, therefore, increased safety.”
In addition to safety benefi ts, the enhanced
situational awareness also helps
reduce taxi times and reduce delays.22
Display Screens
Can Provide Cabin
Surveillance
Some EFB systems can be linked to
cameras that monitor the cabin and
the cabin side of the fl ight deck door in
compliance with a standard developed
by the International Civil Aviation
Organization (ICAO) for “a means ... for
monitoring from either pilot’s station the
entire door area outside the fl ight crew
compartment to identify persons requesting
entry and to detect suspicious
behavior or potential threat.”23
Tom Mullan of ARINC says that his fi rm’s
Class 2 EFB includes video surveillance
that allows the fl ight crew to monitor the
fl ight deck door without the installation
of dedicated video displays. The video is
obtained from any number of cameras
that are installed in the cabin and is displayed
on an EFB screen.24
EFBs also provide for several improvements
in communication, including the
following:25
• A communications-management
function allows an airline to select preferred
communication methods for
EFB applications. In many airplanes,
the EFB is connected to the aircraft
communications addressing and
reporting system (ACARS) and the
communications management unit
(CMU) cabin terminal port; and,
• Distributed data management allows
an airline to automatically manage
data delivery to its airplanes by
copying information onto CD-ROM
(compact disc-read only memory)
loaded into the EFB.
Transition From Paper
Alters Workload
One of a series of studies conducted
for FAA of human factors considerations
involving the use of EFBs says that
the transition from paper to EFBs could
present problems for fl ight crews.
　
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