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appropriate restraint of any class device when in use.
(iii) A provision should be provided to secure or lock the mount in a position out of the way of
flight crewmember operations when not in use.
(iv) Mechanical interference issues of the mount, either on the side panel (side stick controller) or
on the control yoke in terms of full and free movement under all operating conditions and noninterference
with buckles etc. For yoke mounted devices Original Equipment Manufacturer
(OEM) data should be obtained to show that the mass inertia effect on column force has no
adverse affect on the aircraft handling qualities.
1 6 FLIGHT SAFETY FOUNDATION • FLIGHT SAFETY DIGEST • JUNE 2005
A P P E N D I X
JAA Administrative & Guidance Material
Section Four: Operations, Part Three: Temporary Guidance Leaflets (JAR-OPS)
Section 4/Part 3 (JAR-OPS) 36-6 01.10.04
(v) If the EFB requires cabling to mate with aircraft systems or other EFBs, and if the cable is not
run inside the mount, the cable should not hang loosely in a way that compromises task
performance and safety. Flight crewmembers should be able to easily secure the cables out
of the way during aircraft operations (e.g., cable tether straps).
(vi) Cables that are external to the mount should be of sufficient length to perform the intended
tasks. Cables too long or short could present an operational or safety hazard.
b) Placement of Mounting Device
The device should be mounted so that the EFB is easily accessible when stowed. When the EFB is
in use (intended to be viewed or controlled), it should be within 90 degrees on either side of each
pilot’s line of sight. This requirement does not apply if the information is not being directly monitored
from the EFB during flight. For example, an EFB may generate takeoff and landing V-speeds, but
these speeds are used to set speeds bug or are entered into the FMS, and the airspeed indicator is
the sole reference for the V-speeds. In this case, the EFB system need not be located in the pilot’s
primary field of view. 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 colours wash out
or the displayed colour 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 traffic 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 with the aircraft longitudinal
axis. Each EFB system should be evaluated with regard to these requirements. (See CS-23.1321
and CS-25.1321.)
c) EMI Demonstrations, Lithium Batteries, Power Source
In respect of the EMI demonstrations, use of lithium batteries and power source, see Paragraphs
6.1.1 a), b) and c) above.
d) EFB Data Connectivity
EFB data connectivity should be validated and verified to ensure non-interference and isolation from
aircraft systems during transmission and reception.
6.1.3 Class 3 EFB
A Class 3 EFB is considered as installed equipment and therefore requires an airworthiness approval.
Assessment of compliance with the airworthiness requirements would typically concentrate on two
areas:
• The intended function and safety (e.g., security and integrity), applicable only to the interfaces
with the avionics data sources and not to the software applications. The failure modes of the
interface between the EFB and its avionics data sources should be assessed under normal
and fault conditions. The assessment of safety and integrity of the software application
should be addressed through the approval of the application itself (see Section 6.2).
• Hardware and software qualification should be conducted in accordance with the agreed
Design Assurance Level (DAL) for the system and its interfaces. Note: DAL attribution at this
stage (empty platform) may prohibit hosting of future software applications due to
inconsistency between the criticality of the future software application and the platform DAL.
A Class 3 EFB may form part of a host platform (i.e., a network server) supporting other functions
such as central maintenance. Such functions are considered to be outside of the scope of this leaflet
and their approval should be conducted in accordance with normal certification procedures.
For a Class 3 EFB a human factors assessment should be conducted. At this stage the evaluation is
restricted to the EFB hardware resources comprising display, keyboard, switches, annunciators, etc.
　
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