Commercial and Business Aviation Advisory Circulars

Electronic Flight Bags

INTRODUCTION

This Commercial and Business Aviation Advisory Circular (CBAAC) is intended to inform Air Operators that are considering implementing the use of an Electronic Flight Bag (EFB) in their flight operations, the position of Transport Canada (TC) at this time on the use of such equipment.

APPLICABILITY

Operators under Part 703, 704 and 705 of the Canadian Aviation Regulations (CARs).

REFERENCES

Federal Aviation Administration (FAA) Advisory Circular (AC) 120-76A, Guidelines For The Certification, Airworthiness and Operational Approval of EFB Computing Devices, 2003.03.17. The definitions used in this FAA AC for the various hardware classes and types of software applications (as amended by the FAA) are definitions that will also be used in Canada for consistency and international standardization. Please refer to the following FAA Website address at: www.airweb.faa.gov.

CBAAC 106R, Use of Portable Passenger Operated Electronic Devices Onboard Aircraft and Occurrence Reporting, 2001.07.04.

Section 103.04 of the CARs, Record Keeping.

Section 602.08 of the CARs, Portable Electronic Devices.

Section 602.60 of the CARs, Requirements for Power-driven Aircraft.

Section 602.71 of the CARs, Pre-flight Information.

Section 602.127 of the CARs, Instrument Approaches.

Section 605.93 of the CARs, Technical Records — General.

Section 703.38 of the CARs, Passenger and Cabin Safety Procedures.

Section 704.33 of the CARs, Apron and Cabin Safety Procedures.

Section 705.40 of the CARs, Passenger and Cabin Safety Procedures.

International Civil Aviation Organization (ICAO) Annex 4, Chapter 20, Electronic Aeronautical Chart Display — ICAO.

Interpretation of the term “publication” referenced in Paragraph 602.60(1)(b) of the CARs.

Section 12.1 of the Transportation of Dangerous Goods Regulations (TDGRs), International and Domestic Transport of Dangerous Goods by Aircraft — General Requirements. Please refer to the following Website for further information: www.tc.gc.ca/tdg/clear/tofc.htm.

Part 8.1.1.2 q) of the ICAO Technical Instructions (TIs) on the Safe Transport of Dangerous Goods by Air 2003-2004 edition (2003-2004 ICAO TIs) — Consumer Electronics Carried by Passengers or Crew.

BACKGROUND

Definitions

Electronic Flight Bag (EFB): Electronic computing and/or communications equipment or systems used to display a variety of aviation data or perform a variety of aviation functions. The scope of EFB functionality may include data connectivity. EFBs may be Portable Electronic Devices or installed systems. The physical EFB may use various technologies, formats and forms of communications.

Portable Electronic Device (PED): A self contained electronic computing and/or communications device that is not permanently connected to any aircraft system, although it may be connected temporarily to an aircraft’s electrical power system, externally mounted antenna, data bus, or a holding device such as a cradle. PEDs include numerous communications and computing devices as detailed in CBAAC 106R.

HISTORY

There are currently several manufactures that have EFB units on the market. Some of the units are already in use on the flight deck and are being operated without any consideration as to whether the device may impair the functioning of the aircraft’s systems or equipment.

Citing the efficiency of EFB use, some Operators advocating their merits have approached TC for guidance. These EFBs first offers space and weight reductions which are immediate benefits for converting to electronic format. Quicker updates of manuals and centralized reference source are additional benefits.

Aircraft Flight Manual system information, weight and balance data, Minimum Equipment Lists, Standard Operating Procedures, Company Operations Manuals (COMs), approach plates, aircraft performance data, Journey Log information, etc., could be all electronic. The conversion of these publications to electronic format will serve to replace paper documents.

However, the move to electronic operations will bring Operators new challenges just as the personal computer did when it first came into use.

POLICY DEVELOPMENT

TC’s view at this time is to allow EFB use as per the current legislated CARs and associated guidance material and the TDGRs and the 2003-2004 ICAO TIs.

Currently, pursuant to Section 602.08 of the CARs, PEDs may be carried on board aircraft under certain conditions detailed in the regulations and guidance material. However, for the purpose under discussion, a self- contained EFB unit can be considered a PED provided: the unit is not secured to the flight deck by a holding device; the unit is not interfaced with the aircraft systems or equipment; and the EFB manufacturer has demonstrated that the unit will not interfere with any aircraft systems or equipment during all phases of flight. Under these conditions the unit may be operated in accordance with the requirements of the applicable regulations and guidance material already in place for PEDs. EFB power and data connectivity with the aircraft is allowed with the above noted caveats, namely, no interference with aircraft systems and equipment.

In particular, for Operators that employ EFBs that display flight information, such as that contained in current flight information publications (for example, approach plates and radio navigation charts) used during flight, these EFBs may also be considered as PEDs. It is worth repeating again, that it is imperative that the manufacturer of the EFB unit has demonstrated that it will not interfere with any aircraft systems or equipment and that Operators provide their flight crew with adequate procedures for retrieving data on a timely basis should an EFB failure occur.

Section 12.1 of the TDGRs adopts by reference the 2003-2004 ICAO TIs. Section 8.1.1.2 q) of the 2003-2004 ICAO TIs permits PEDs, that are consumer electronic devices for personal use containing lithium or lithium ion cells or batteries (watches, calculating machines, cameras, cellular phones, laptop computers, camcorders, etc.), to be brought on board an aircraft in crew carry-on or checked baggage.

Spare batteries for PEDs fitting the aforementioned description must be individually protected so as to prevent short circuits and carried in carry-on baggage only. In addition, each spare battery must not exceed the following quantities:

• for lithium metal or lithium alloy batteries, a lithium content of not more than 2 grams; or
  
  
• for lithium ion batteries, an aggregate equivalent lithium content of not more than 8 grams.

Lithium ion batteries with aggregate equivalent lithium content of more than 8 grams but not more than 25 grams may be carried in carry-on baggage if they are individually protected so as to prevent short circuits and are limited to two spare batteries per person.

ACTION

Installation

Operators may require that the EFB device be mounted in the cockpit in order to provide flight crew with uninterrupted access during flight, especially during critical phases of flight, like take-off and landing. Such a mounting device for the EFB should be considered essential when access to flight information is required during all-phases of flight. TC Aircraft Certification shall approve the installation of any mounting device to hold a Class 1 or Class 2 EFB, including any provisions for power or data connectivity, through the Supplemental Type Certificate or Limited Supplemental Type Certificate process. More complex EFBs that are fully interfaced with aircraft systems (ex. Class 3 EFBs and Type C software applications) require that the complete EFB and all its components, be approved by TC Aircraft Certification.

Documentation

The COMs and Maintenance Manual should document the company’s system for the operation and maintenance of the EFB. Such a system will not be a trivial matter, particularly if EFB display of flight critical information is desired. The system should include:

1. who is responsible for application and electronic document updates, and hardware and software maintenance;
   
   
2. duties of company employees;
   
   
3. procedures to be followed by company employees;
   
   
4. training programs for those using and maintaining the system;
   
   
5. procedures for ensuring that adequate redundancy is assured in the event of a failure of any electronic device used in flight operations; and
   
   
6. procedures for ensuring the validity, accuracy and integrity of the electronic publications and data displayed on the EFBs and used in flight operations.

Training

Operators should provide flight crews, operational control, and maintenance crews with adequate training. The amount of training is dependent upon EFB unit function and complexity. EFB unit hardware design and software application may have unique features.

FUTURE DISPOSITION

Operators who intend to employ the use of EFBs in their operations should, in general, pay close attention to changes that will occur with regard to this developing technology, and, in particular, to changes that will occur from time to time with the FAA AC 120–76A. A link to the FAA website has been provided in the References above.

CONCLUSION

This CBAAC brings to the attention of Operators the fact that some EFBs may be considered as PEDs, the latter already covered under existing legislation and guidance material. However, the more sophisticated the EFB and its intended use, the greater the potential level of approval required. Operators that are considering conversion to EFB operation are encouraged to verify with the manufacturer of the EFB units, the current approval status the EFB holds.

Michel Gaudreau
Director
Commercial & Business Aviation