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Class 2 EFB systems that are not mounted
during use should be “designed and used
in a manner that prevents the device from
jamming fl ight controls, damaging fl ight
deck equipment or injuring fl ight crewmembers
should the device move about
as a result of turbulence, maneuvering or
other action,” the researchers say.
In addition, EFBs that are attached to
kneeboards should be comfortable,
convenient to attach and easy to remove
in an emergency; pilots should
know what to do with an EFB during
an emergency landing, when keeping a
kneeboard on the knee might not be the
safest action.
Guidance material from regulatory authorities
requires that portable EFBs be
stowed when they are not in use, and the
report33 recommends that the device (like
all others used on the fl ight deck) have
a designated space, both during use and
during stowage.
“EFB units may move unexpectedly
during significant accelerations,” the
report says. “For example, a unit left
on an unused seat may fall off the seat
during turbulence. The next time the
pilot attempts to use the device, fi nding
the unit will cause pilot distraction, at
the least.
“During takeoff and landing, the EFB
may need to be stowed in order to prevent
injuries to the crew in case of sudden
aircraft accelerations, similar to the
requirement for stowing tray tables for
passengers.”
Despite these cautions, the researchers
say that portable EFBs have some advantages,
such as giving the pilots the ability
to place the device in the best position
for any task, and the ability to move the
display screen to avoid glare.
Other Reports
Recommend Methods of
Evaluation
Additional reports, prepared after
publication of AC 120-76A, include
one that described tools for evaluating
the usability of EFBs36 and another that
reviewed available EFB equipment.37
The evaluation tools — a short tool designed
for a brief evaluation of an EFB
system and a longer, more detailed tool
designed for a more comprehensive evaluation
— are intended to allow system
designers, aircraft operators and aircraft
certifi cation specialists to assess human
factors aspects of EFB systems.
The industry review, published in
February 2005, was intended as a “primer
on who is involved in the industry and
what their efforts are.” The document
describes characteristics of EFB systems
and provides other information, including
the applications they support and
their potential customers
In their discussion of human factors
considerations, the researchers say that
although manufacturers believe that
EFB failures are rare, fl ight crew training
should ensure that crewmembers know
what procedures to follow if one EFB unit
— or more — fails.38
EFB failures should be “graceful,” the human
factors researchers say, “in the sense
that they can be recovered from easily,
with minimum disruption to fl ight crew
tasks and workload. If failures are not
easily recognized, if failures are diffi cult
to recover from or if procedures for handling
failures have not been developed in
advance, crew workload and performance
may suffer signifi cantly at the time of an
EFB failure.”
In addition, they say that fl ight crewmembers
should know which information
to use if the information supplied
by an EFB differs from that provided by
other fl ight deck systems, such as a fl ight
management system or engine indication
and crew-alerting system.
“Whether or not there is any communication
between aircraft systems and the
EFB, from the perspective of a crewmember,
the EFB is just another tool for
him/her to use,” the researchers say. “If
there are inconsistencies or redundancies
in the information provided by the
different automation systems (‘tools’)
or information sources, there will be
confusion and increased potential for
errors.”
Use of EFBs is “expanding apace,” Proulx
says. In addition to scheduled deliveries
of B-777s with Class 3 EFBs to two airlines
in 2005 and 2006, Class 3 EFBs will
be standard on the B-787.
“The early adopters have adapted; getting
into the next level is going to be the
diffi cult part, largely because, if money
is tight and your priority is just keeping
your airline fl ying, you don’t have a lot
of money for extras,” he says.
　
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