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As an example, they again cited the
potential distraction presented by an
EFB:
During high workload situations,
such as takeoff and landing, entering
data on the EFB may distract the crew
from essential functions, such as visual
scanning for air traffi c out the window
or scanning of aircraft instruments.
Data entry tasks should be avoided
during these phases of fl ight. If data
entry is required, it should be limited
to a single key press. For example, to
indicate that the “Climbout Checklist”
has been completed, the pilot may
enter a yes/no response to an EFB
inquiry.
If, however, the EFB is used as a
display of real-time information
useful during landing (e.g., if the
EFB displays nearby traffic during
landing) and only requires
occasional scanning that the pilot
can incorporate into his/her task
schedule, the additional workload
may be acceptable. An operational
evaluation may be necessary to ensure
this conclusion.
A spokesman for the U.K. Civil Aviation
Authority (CAA) says that the CAA has
a similar concern.
“Provided the precautions and concerns
addressed in AC 120-76A and [Leafl et
No.] 36 are addressed properly and with
appropriate training and operational
oversight, EFBs have the potential to be
able to increase safety,” says Jonathan J.
Nicholson. “However, inappropriate use
by crews or failure to observe appropriate
limitations and precautions could have
an adverse effect.”32
The human factors researchers said in
their 2003 report that an EFB with more
built-in automation may be preferable
during periods of heavy workload.
“For example, if some items in an emergency
checklist are completed through
aircraft sensors, the pilot’s workload
may not be impacted negatively by using
the EFB, as compared with the paper
checklist,” the report said. “Some EFBs
that have knowledge of aircraft system
status may have built-in limits, such as
the inability to exercise certain functions
below 10,000 feet altitude.”33
This concern also was addressed in AC
120-76A, which says, “EFB software
should be designed to minimize fl ight
crew workload and head-down time. …
Complex, multi-step data-entry tasks
should be avoided during takeoff, landing
and other critical phases of fl ight.”
Ease of Access
Determines Usefulness
The location of an EFB is a critical
element in the length of time a
pilot spends completing a task using
the device.
The human factors researchers say, “The
location and accessibility of the EFB display
and controls, the amount of automation
and the usability of the EFB software
will all affect the time it takes to complete
a task using the EFB.”34
AC 120-76A and Leaflet No. 36 both
contain guidelines for the design of a
mounting device to be used with a Class
2 EFB:
The mounting device … may not
be positioned in such a way that it
obstructs visual or physical access
to aircraft controls and/or displays,
fl ight crew ingress or egress, or external
vision. The design of the mount
should allow the user easy access to
the EFB controls and a clear view of
the EFB display while in use. …
The device should be mounted so
that the EFB is easily accessible when
stowed. When the EFB is in use … , it
should be within 90 degrees on either
side of each pilot’s line of sight. … A
90-degree viewing angle may be unacceptable
for certain EFB applications
if aspects of the display quality
are degraded at large viewing angles
(e.g., the display colors wash out or
the displayed color contrast is not
discernible at the installation viewing
angle). In addition, consideration
should be given to the potential for
confusion that could result from presentation
of relative directions (e.g.,
positions of other aircraft on traffi c
displays) when the EFB is positioned
in an orientation inconsistent with
that information. For example, it
may be misleading if own aircraft
heading is pointed to the top of the
display and the display is not aligned
FLIGHT SAFETY FOUNDATION • FLIGHT SAFETY DIGEST • JUNE 2005 9
‘ 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
with the aircraft longitudinal axis.
Each EFB system should be evaluated
with regard to these requirements.
Pilots who use Class 1 EFB systems and
　
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