U.S. D epartment of Transportation Federal Aviation Administration Advisory Circular Subject: Authorization for Use of Electronic Flight Bags Date: 6/12/24 AC No: 120-76E Initiated by: AFS-400 Change:
1 PURPOSE OF THIS ADVISORY CIRCULAR (AC). This Flight Standards Service (FS) AC contains guidance on the operational use of Electronic Flight Bags (EFB). It is intended for all operators conducting flight operations under Title 14 of the Code of Federal Regulations (14 CFR) part 91 subpart K (part 91K), 121, 125, or 135 who want to replace required paper information or utilize other select applications as part of EFB functionality. This AC sets forth an acceptable means, but not the only means, to obtain Federal Aviation Administration (FAA) authorization for the operational use of EFBs utilizing either portable devices or installed equipment evaluated by the operator as their means to display aeronautical information with an equivalent level of accessibility, usability, and reliability to the means they replace. This AC will assist operators in starting and managing the required elements of an EFB program as a means to support their authorization for use. The contents of this document do not have the force and effect of law and are not meant to bind the public in any way, and the document is intended only to provide information to the public regarding existing requirements under the law or agency policies.
Note: In this AC, “installed equipment” indicates equipment or EFB components, which a re installation approved under aircraft type design. For guidance on the installation of EFB components, refer to AC 20-173, Installation of Electronic Flight Bag Components.
1.1 EFB Program. Operators seeking authorization under part 91K, 121, 125, or 135 may utili ze the language within this AC to develop an EFB program. The program specifics
(e.g., operating procedures, pertinent training modules, checklists, operations manuals, flight attendant (F/A) manuals, training manuals, maintenance programs, minimum equipment lists (MEL), other pertinent documents, reporting procedures, and cybersecurity concerns) are developed and incorporated into operator policy before the FAA grants authorization.
1.2 Requirements. This AC describes an acceptable means, but not the only means, for operators conducting flight operations seeking authorization for the operational use of EFB applications under part 91K, 121, 125, or 135. This AC is not mandatory and does not constitute a regulation. However, if you use the means described in this AC, you should follow it in all important respects.
2 2 AUDIENCE. This AC should be used by system designers, installers, and operators seeking design and use guidance for hosting EFB applications on both portable devices and installed equipment.
3 WHERE YOU CAN FIND THIS AC. You can find this AC on the FAA’s website at https://www.faa.gov/regulations_policies/advisory_circulars and the Dynamic Regulatory System (DRS) at https://drs.faa.gov.
4 WHAT THIS AC CANCELS. This AC cancels AC 120-76D, Authorization for Use of Electronic Flight Bags, dated October 27, 2017.
5 SUMMARY OF CHANGES. This revision:
• Clarifies the definition of an EFB to underscore that an authorized device displaying Type A and/or Type B EFB applications is considered an EFB.
• Updates the definition of Type B applications to remove the requirement that Type B EFB applications be listed in an operator’s operations specifications (OpSpec), management specifications (MSpec), or Letters of Authorization (LOA).
• Updates phraseology throughout to reflect use by crewmembers other than pilots.
• Adds verbiage to address situations when an EFB battery does not have manufacturer-recommended battery replacement intervals.
• Adds a 3-month retention period for records of change to an operator’s EFB program.
• Adds applications to Appendix B, Type B Electronic Flight Bag (EFB) Applications.
6 WHAT IS AN EFB? An EFB is any authorized device, or combination of devices, actively displaying Type A and/or Type B EFB applications as part of an aircraft operator’s EFB program. EFBs are characterized by the following:
• An EFB hosts applications, which are generally replacing the conventional paper products and tools traditionally carried in a crewmember’s flight bag. EFB applications include natural extensions of traditional flight bag contents, such as applications that replace paper copies of weather reports with access to near-real-time weather information.
• In order to qualify as an EFB application, the failure effect should be considered a minor hazard or have no safety effect.
• Acceptable EFB applications are listed in Appendix A, Type A Electronic Flight Bag (EFB) Applications, and Appendix B. These EFB applications may be overlaid or integrated.
• EFB applications cannot replace any installed equipment required by operational or airworthiness regulations.
• EFB applications have no certification requirements for installation under aircraft type design (refer to AC 20-173).
3 7 EFB APPLICATION TYPES. EFB applications are categorized as Type A or B, and can be hosted on either portable or installed components.
7.1 Type A Applications:
• Are listed in Appendix A;
• Have a failure condition classification considered to be no safety effect;
• Do not substitute for or replace any paper, system, or equipment required by airworthiness or operational regulations; and
• Do not require specific authorization for use (i.e., although the Type A EFB application is part of the operator’s EFB program, Type A EFB applications are not identified or controlled in the OpSpecs, MSpecs, or LOAs).
7.2 Type B Applications:
• Are listed in Appendix B;
• Have a failure condition classification considered minor;
• May substitute or replace paper products of information required for dispatch or to be carried in the aircraft;
• May not substitute for or replace any installed equipment required by airworthiness or operating regulations;
• Are authorized as part of the operator’s FAA-authorized EFB program (Type B EFB applications are no longer identified or controlled in the OpSpecs, MSpecs, or LOAs.); and
• Are listed in the operator’s EFB program catalog.
8 HOW CAN ADDITIONAL APPLICATIONS BE ADDED TO THE EFB APPLICATION LISTING? Appendices A and B identify accepted Type A and B applications. As new applications are developed, they may be qualified as an EFB application as long as their failure condition classification is agreed to by the FAA to be minor, or no safety effect. Proponents should provide their Functional Hazard Assessment (FHA) to the Flight Technologies and Procedures Division for evaluation and coordination.
9 HARDWARE SUPPORTING EFB APPLICATIONS. In the context of this AC, EFB equipment components supporting EFB applications are “installed” when they are incorporated into aircraft type design under 14 CFR part 21, or as a proper alteration under 14 CFR part 43, § 43.3. All other components supporting EFB functionality are considered “portable,” regardless of how often they are removed from the aircraft. In order for portable EFB hardware to support EFB applications, installation of at least some EFB components may be required, depending on requirements for positional integrity
(e.g., installed mounts), continuity of power (e.g., dedicated primary power port), and data connectivity (e.g., Wireless Fidelity (WiFi) and Ethernet). Airworthiness regulations
4 do not apply to portable EFB components other than for specifications associated with the installed components (e.g., mounting (size and weight), power (maximum electrical load, voltage, and current frequency), and data connectivity (input/output (I/O) data specifications and security)). Regardless, this AC is applicable to any portable EFB components (e.g., mount, display, external Global Positioning System (GPS), cables/cords/adapters, and portable wireless transmitters) supporting an applicant’s authorization for use. Display of EFB applications on installed displays may require differentiation to enable the flightcrew member to distinguish between information provided by the installed avionics system and by the supplemental or “secondary” EFB system. Differentiation may be accomplished by visual or physical means or by a combination thereof. Visual differentiation may be accomplished by, but not limited to, unique borders, labels, and/or shading. In some cases, similar designs could reside both in an EFB application and in approved functions installed on the aircraft, but the differentiation may rely on other means, like physical differentiation. Physical differentiation may be accomplished by, but not limited to, separate controls for the EFB and/or physical distance. For guidance on the design of installed components supporting EFB functionality, refer to AC 20-173. Crewmember training alone is not a sufficient means of differentiation.
9.1 Portable Electronic Device (PED). These devices are typically consumer commercial off-the-shelf (COTS) electronic devices functionally capable of communications, data processing, and/or utility. Refer to the PED Aviation Rulemaking Committee (ARC) Report, Recommendations on Expanding the Use of Portable Electronic Devices During Flight, September 2013 (available within the file at https://www.faa.gov/regulations_poli cies/rulemaking/committees/documents/index.cfm/document/information/documentID/10 62/). Compliance with PED regulations is further explained in AC 91.21-1, Use of Portable Electronic Devices Aboard Aircraft. The use of any PED in an aircraft is subject to compliance with PED regulations (part 91, § 91.21; part 121, § 121.306; part 125, § 125.204; and part 135, § 135.144) and must be evaluated by the user/operator prior to use to ensure the PED will not interfere in any way with the operation of aircraft. The definition of a PED is intended to encompass Transmitting Portable Electronic Devices (T-PED).
9.1.1 Portable EFB. Por table components supporting EFB applications are considered PEDs.
For a PED to be considered an EFB, the PED must actively display Types A and/or B software application(s) (e.g., when a PED is displaying personal email, the PED is not considered an EFB; when the same PED is authorized and actively displaying a Type B aeronautical chart application, it is then considered an EFB).
Note: Section 121.542(d) (effective April 14, 2014) prohibits flightcrew members from using a personal wireless communications device or laptop computer for personal use while at their duty station on the flight deck while the aircraft is being operated, unless it is in accordance with FAA-approved operational procedures. This prohibition is intended to ensure nonessential activities do not affect flight deck task management or cause a loss of situational awareness during aircraft operation (refer to FAA Information for Operators (InFO) 14006, Prohibition on Personal Use of Electronic Devices on the Flight Deck).
5 Additionally, training of crewmembers on the use of portable EFBs should reinforce that when an authorized portable EFB actively displays a software application not covered in Appendices A and/or B, it is no longer functioning as a portable EFB and is considered a personal PED.
9.1.2 Portable EFB Hardware Components:
• Should be capable of being easily removed from or attached to their mounts by a crewmember without tools or maintenance action.
• Can be temporarily connected to an existing aircraft power port for battery recharging.
• May connect to aircraft power, data ports (wired or wireless), or installed antennas, provided those connections are installed in accordance with AC 20-173 and include provisions to prevent and mitigate Intentional Unauthorized Electronic Interactions (IUEI).
10 EVALUATION OF PORTABLE HARDWARE COMPONENTS.
10.1 Portable EFB Electromagnetic Compatibility (EMC) Demonstration. The certificate holder (CH)/operator must demonstrate that all portable EFB components, including cords/cables for data or power, are electromagnetically compatible with aircraft navigation and communication systems. One of the following three methods in paragraphs 10.1.1, 10.1.2, or 10.1.3 may be accomplished to demonstrate portable EFB EMC with aircraft for all phases of flight.
10.1.1 PED-Tolerant Aircraft (Method 1). Aircraft demonstrated as PED-tolerant for both transmitting and nontransmitting PEDs do not require specific aircraft EMC ground or flight tests. Aircraft PED tolerance may be demonstrated using guidance in AC 20-164, Designing and Demonstrating Aircraft Tolerance to Portable Electronic Devices. The aircraft PED tolerance determination under AC 20-164 should be based on data approved by a responsible Aircraft Certification Service office. Aircraft operators who have performed a PED Safety Risk Assessment (SRA) in accordance with RTCA DO-363, Guidance for the Development of Portable Electronic Devices (PED) Tolerance for Civil Aircraft, and determined specific aircraft models were certified as PED-tolerant in accordance with RTCA DO-307, Aircraft Design and Certification for Portable Electronic Device (PED) Tolerance, require no further portable EFB EMC ground or flight tests for those aircraft.
10.1.2 Aircraft Operator PED SRA (Method 2). Aircraft operators may choose to expand their policies covering the use of PEDs for all phases of flight in accordance with RTCA DO-363. Aircraft operators who have successfully completed the PED SRA in RTCA DO-363 and allow unrestricted PED use throughout all phases of flight do not have to complete portable EFB EMC-specific ground or flight tests.
10.1.3 Aircraft EMC Tests (Method 3). The CH/operator should use this method if the operator’s aircraft are not determined to be PED-tolerant in paragraph 10.1.1 above or the aircraft operator’s PED SRA in paragraph 10.1.2 requires limitations on PED use.
10.1.3.1 Radio Frequency (RF) Emissions. The CH/operator should obtain the RF emissions characteristics of the PED through RTCA DO-160, Environmental Conditions and Test Procedures for Airborne Equipment, Section 21, Emission of Radio Frequency Energy; RF emissions tests; or an equivalent RF emissions test standard. The CH/operator should use the emission limits in Categories L, M, or H from RTCA DO-160, Section 21.
Tests using the limits in Category B from RTCA DO-160, Section 21 are not sufficient because they provide very little assurance the EFB PED will not interfere with aircraft radios, electrical systems, or electronic systems.
Experience has shown successful qualification using these categories provides high assurance the equipment will not interfere with aircraft radios or other aircraft electrical or electronic equipment or systems.
10.1.3.2 Ch arging Tests. If the aircraft operator intends to allow charging of its portable EFB during flight, then the test setup should include testing under charging conditions. If the aircraft operator intends to allow its portable EFB to charge in flight and does not have RF emissions test data, then the operator will need either to retest the PED under the charging conditions or perform EMC ground tests according to paragraph 10.1.3.3 below.
10.1.3.3 EMC Ground Tests. Perform aircraft EMC ground tests if the PED’s RF emissions test data reveals potential for interference or if the operator lacks complete RF emissions data during all intended operating conditions.
Configure the aircraft as prepared for taxi with doors and access panels closed and ground-based electrical power disconnected. Power for the aircraft electrical and electronic systems should be from the aircraft generator(s) during testing. A PED as EFB Electromagnetic Compatibility (EMC) Assessment checklist has been developed and is located in DRS at https://drs.faa.gov/.
Note: The aircraft EMC ground tests demonstrate portable EFB EMC with aircraft navigation and communication systems for each aircraft make, model, and series (M/M/S) in which the portable EFB will operate. Operate the specific portable EFB equipment on the aircraft to show no interference occurs with aircraft equipment. The aircraft EMC tests should demonstrate RF emissions from the equipment do not interfere with safety-related aircraft systems, particularly aircraft radio receivers, and aircraft systems required by regulations, such as flight data recorders (FDR). These EMC tests are based on a source-victim matrix, where the portable EFB is the potential source of interference and the safety-related aircraft systems and aircraft systems required by regulations are the potential victim systems. The operating modes for the portable EFB and the potential interference victim systems are
7 defined in the source-victim matrix. Special test equipment might be required to simulate in-flight operating conditions.
10.1.3.3.1 If RF emissions tests have been performed using RTCA DO-160, Section 21, select the aircraft radio receiver channels based on inspection of the emissions test results in the aircraft radio receiver frequency bands.
10.1.3.3.2 Certain radio receivers with no direct indication of receiver performance, such as transponders and Global Navigation Satellite Systems (GNSS), might require specific procedures or instrumentation to determine acceptable performance.
10.1.3.3.3 If the portable EFB includes a transmitter, such as a WiFi, cellular, or Bluetooth® transmitter, demonstrate that the portable EFB transmitter will not adversely affect other aircraft systems during the aircraft EMC ground tests.
Configure the portable EFB transmitters to operate at their maximum RF output power during the aircraft EMC ground tests.
10.1.3.3.4 If the portable EFB will connect to the aircraft for power or battery charging, then perform the EMC ground tests with the portable EFB connected to the aircraft power source.
10.1.3.4 Aircraft EMC Flight Tests. If EMC ground tests conducted under paragraph 10.1.3.3 cannot adequately simulate the in-f light environment, or when the systems being evaluated for susceptibility cannot be operated on the ground, then conduct additional EMC flight-testing.
Note: E MC flight -testing, if necessary, should be conducted during visual meteorological conditions (VMC).
10.2 Rapid Decompression Testing.
10.2.1 R epresentative Sample. To provide some level of assurance of functional capability during a decompression event, decompression testing should be accomplished on representative samples of powered EFB component make and model configurations. It is the responsibility of the operator to provide documentation showing these tests were accomplished on at least one representative sample of each make and model of powered EFB component. Representative testing is an appropriate level of testing for modern solid-state devices. The testing of operational EFBs should be avoided when possible to preclude the infliction of unknown damage to the unit during testing.
10.2.2 Rapid Decompression Testing. Rapid decompression testing should be accomplished for authorization of EFBs in pressurized aircraft in order to confirm the representative sample is safe during a rapid decompression event in close proximity to the flightcrew member and remains available for operational use. The information from the rapid decompression test is used to establish the procedural requirements for the use of the EFB in a pressurized aircraft. Rapid decompression testing should comply with RTCA DO-160, Section 4, Temperature and Altitude, guidelines for rapid decompression testing
8 up to the maximum operating altitude of the aircraft in which the EFB is to be used.
Similarity of a particular EFB make and model to a unit already tested may be used to comply with this requirement. It is the responsibility of the operator to provide the rationale for the similarity.
10.3 Electrical Power Source. EFB design should consider the source of electrical power, the independence of the power sources for multiple EFBs, and the potential need for an independent battery source. Battery-powered EFBs having aircraft power available for recharging the EFB battery are considered to have a suitable backup power source. For recharging, the operator should establish a procedure to ensure safe recharge of the battery. EFBs not having a battery power source may be connected to an aircraft power source. For guidance on the design and installation of aircraft electrical power sources, refer to AC 20-173. If an operator chooses to use portable chargers, or power banks, to charge EFBs during flight operations, additional safety considerations should be taken into account. Portable charger stowage, cord placement, proximity to flammables
(e.g., oxygen system components), and power supplied are some potential concerns.
10.3.1 Battery-Powered EFBs. Useful battery life should be established and documented for battery-powered EFBs. Each battery-powered EFB providing Type B EFB applications should have at least one of the following before departing on a flight:
• An established procedure to recharge the battery from aircraft power during flight operations;
• A battery or batteries with a combined useful battery life to ensure operational availability during taxi and flight operations to include diversions and reasonable delays considering duration of flight; or
• An acceptable mitigation strategy providing availability of aeronautical information for the entire duration of flight authorized by the FS office with certificate oversight responsibility.
10.3.2 Battery Replacement. Battery replacement intervals should meet or exceed the Original Equipment Manufacturer (OEM) recommendations. If the EFB manufacturer has not specified a battery replacement interval, then the original battery (or cell) manufacturer’s specified replacement interval should be followed. If no recommended battery replacement intervals exist or if the battery is designed to last for the life of the EFB, the operator should continue to monitor the useful battery life for the EFB.
10.3.3 Lithium Batteries. Rechargeable lithium-type batteries are becoming more common as a source of principal power or standby/backup power in EFBs. Lithium-ion or lithium polymer (lithium-ion polymer) batteries are two types of rechargeable lithium batteries commonly used to power EFBs. The word “battery” used in this AC refers to the battery pack, its cells, and its circuitry.
10.3.3.1 Safety Concerns. These types of batteries are vulnerable to internal short circuiting from overcharging, damage, over-discharging, etc. Internal short circuiting may result in thermal runaway, which can cause the release of
9 smoke, heat, hazardous gases, and flames. Once one cell in a battery pack goes into thermal runaway, it can produce enough heat to cause adjacent cells to go into thermal runaway. The resulting fire can flare repeatedly as each cell ruptures and releases its contents. For guidance on fighting fires caused by lithium-type batteries in PEDs, refer to AC 120-80, Firefighting of General and High-Energy In-Flight Fires, and Safety Alert for Operators (SAFO) 09013, Fighting Fires Caused by Lithium Type Batteries in Portable Electronic Devices. A lithium battery fire has the potential to damage oxygen system components, causing the release of oxygen gas, which can intensify the fire. Therefore, consideration should be given to the proximity of the EFB and portable chargers to components of the oxygen system, as applicable.
10.3.3.2 Design Recommendation. We recommend the rechargeable lithium-type battery design be compliant with the provisions of Institute of Electrical and Electronic Engineers (IEEE) 1725-2021, IEEE Standard for Rechargeable Batteries for Mobile Phones. This standard drives design considerations for system integration, cell, pack, host device, and total system reliability. It also covers how to maintain critical operational parameters with respect to time, environment, extremes in temperature, and the management of component failure.
10.3.3.3 Related Regulations. There are other regulations applicable to the carriage and transport of lithium batteries onboard aircraft, including the Department of Transportation (DOT) regulations found in 49 CFR parts 171 through 180 (Hazardous Materials Regulations (HMR)). Specifically, part 175, § 175.10 contains exceptions for passengers, crewmembers, and air operators. Those regulations limit the lithium content for lithium metal batteries or Watt-hours (Wh) for lithium-ion batteries offered/carried for air travel. Additional information can be found at https://www.ecfr.gov/current/title-49/subtitle- B/chapter-I/subchapter-C/part-175/subpart-A/section-175.10. The HMR apply to the preparation, offer, and transportation of all lithium-ion batteries and lithium metal batteries, including, but not limited to, batteries installed in PEDs. However, if spare batteries are carried, they must be sufficiently protected, in carry-on baggage only, and forbidden in checked baggage.
Operators should refer to the current DOT regulations and their own policy manuals for any additional restrictions.
10.3.3.4 Lithium Battery Safety and Testing Standards. Due to their proximity to the flightcrew and potential hazard to the safe operation of the aircraft, the use of rechargeable lithium-type batteries in portable EFBs and portable chargers located in the aircraft flight deck calls for the batteries to meet industry safety standards. Operators should obtain evidence of the following testing standards to determine whether rechargeable lithium-type batteries used to power and recharge EFBs are acceptable for use. Operators should obtain evidence of the standards in paragraphs 10.3.3.4.1 and either 10.3.3.4.2, 10.3.3.4.3, or
10.3.3.4.4:
10.3.3.4.1 Un ited Nations (UN) Transportation Regulations. UN Manual of Tests and Criteria (ST/SG/AC.10/11).
10.3.3.4.2 Underwriters Laboratory (UL). UL 1642, Standard for Lithium Batteries;
UL 2054, Standard for Household and Commercial Batteries; and UL 60950-1, Information Technology Equipment - Safety - Part 1: General Requirements.
Note: Compliance with UL 2054 i ndicates compliance with UL 1642.
10.3.3.4.3 Inte rnational Electrotechnical Commission (IEC). International Standard IEC 62133, Secondary cells and batteries containing alkaline or other non-acid electrolytes – Safety requirements for portable sealed secondary cells, and for batteries made from them, for use in portable applications.
10.3.3.4.4 RTCA DO -311, Minimum Operational Performance Standards for Rechargeable Lithium Batteries and Battery Systems. An appropriate airworthiness testing standard, such as the RTCA DO-311, can be used to address concerns regarding overcharging, over-discharging, and the flammability of cell components. RTCA DO-311 is intended to test permanently-installed equipment; however, these tests are applicable and sufficient to test EFB rechargeable lithium-type batteries. For further guidance on RTCA DO-311 testing, refer to AC 20-184, Guidance on Testing and Installation of Rechargeable Lithium Battery and Battery Systems on Aircraft.
10.3.3.5 Show ing Compliance. The operator should possess records showing compliance to these battery standards during the authorization to use the EFB.
These records may be available from the EFB manufacturer or the battery’s OEM.
10.3.3.6 Rechargeable Lithium-Type Battery Maintenance, Storage, and Functional Check. Operators should have documented maintenance procedures for their rechargeable lithium-type batteries. These procedures should meet or exceed the OEM’s recommendations. These procedures should address battery life, proper storage and handling, and safety. There should be methods to ensure the rechargeable lithium-type batteries are sufficiently charged at proper intervals and have periodic functional checks to ensure they do not experience degraded charge retention capability or other damage due to prolonged storage. These procedures should include precautions to prevent mishandling of the battery, which could cause a short circuit, damage, or other unintentional exposure, or possibly result in personal injury or property damage. All replacements for rechargeable lithium batteries should be sourced from the OEM and repairs should not be made.
10.4 Use of Aircraft Electrical Power Sources. Appropriate labels should identify the electrical characteristics (e.g., 28 volts direct current (VDC), 1,500 milliamps (mA), 60 or 400 hertz (Hz)) of electrical outlets for portable EFB electrical connections. Conduct an
11 electrical load analysis (ELA) to replicate a representative EFB device to ensure powering or charging the EFB will not adversely affect other aircraft systems and power requirements remain within power load budgets. Additional actions and application of airworthiness regulations are not applicable to the internal elements of portable EFBs unless specified in this AC. For guidance on the use of aircraft electrical power sources, refer to AC 20-173.
10.5 EFB Stowage. Stowage requires an inherent means to prevent unwanted EFB movement.
EFB stowage is required for all portable EFBs, cables, cords, portable batteries, and other EFB accessories not secured in or on a mounting device. If an EFB mounting device is not provided (via viewable stowage or installed mounts), then designate an area to securely stow the EFB. Do this in a manner to prevent the device and/or EFB accessories from jamming flight controls, damaging flight deck equipment, interfering with cabin safety equipment, or injuring crewmembers should the device move about because of turbulence, maneuvering, or other action. The stowage area should not obstruct visual or physical access to controls, emergency equipment, and/or displays, crewmember ingress or egress, or external vision. An acceptable stowage location for a portable EFB, cables, cords, portable batteries, and other EFB accessories with no mount includes the inside compartments of the crewmember’s stowed flight bag.
10.5.1 Viewable Stowage Devices and Components. A viewable stowage device is a portable device or component used to secure portable EFB hardware, which allows the crewmember to continue viewing the EFB display (e.g., kneeboards, suction cups, and removable trays). Viewable stowage solutions should not interfere with flight control movement, obstruct visual or physical access to controls and/or displays, interfere with cabin safety equipment, or obstruct ingress or egress. Viewable stowage should minimize blockage of the windshields and windows to allow crewmembers to maintain a clear view of critical outside references (e.g., during ground operations, taxiing, takeoff, approach, landing, and emergency evacuation). Training and procedures should address specific and acceptable placement of viewable stowage devices. Cables, cords, portable batteries, and other EFB accessories should also not interfere with flight control movement, obstruct visual or physical access to controls and/or displays, interfere with cabin safety equipment, obstruct ingress or egress, or obstruct visibility outside of the aircraft. For further guidance on pilot compartment visibility, refer to AC 25.773-1, Pilot Compartment View Design Considerations.
11 EFB DESIGN CONSIDERATIONS.
11.1 Integrity Considerations. Information contained in the data files should be of sufficient integrity to perform the intended use without producing false or hazardously misleading information. It is subsequently maintained through data updates, software revision procedures, crewmember feedback, and operational oversight. A process for continuous fault or anomaly reporting by the users is essential to an effective EFB program. This is initially accomplished through the evaluation process and the demonstration period.
11.2 Usability. It is necessary to evaluate the human factors (HF)/crewmember interface characteristics of the EFB. Special attention should be paid to new or unique features
12 affecting crewmember performance. The EFB user interface should be consistent and intuitive within and across various EFB applications. The interface design (including, but not limited to, data entry methods, color-coding philosophies, terminology, and symbology) should be consistent across the EFB applications. The information displayed on the EFB should be provided in a clear and unambiguous manner. EFB applications should not cause a distraction (through visual or audible notifications) to the crewmember. EFB applications should be evaluated on the specific EFB platform intended for use by an operator to verify the presentation of the information is consistent.
11.3 Legibility. Information displayed on the EFB should be legible to the typical user at the intended viewing distance(s) and under the full range of lighting conditions expected on an aircraft, to include daytime use in direct sunlight and night operations. This is especially important when night operations require night vision goggle (NVG) compatible light sources. Users should be able to adjust the screen brightness of an EFB independently of the brightness of other displays on the flight deck. Brightness should be adjustable in fine increments. In addition, when incorporating an automatic brightness adjustment, it should operate independently for each EFB on the flight deck.
Consideration should be given to long-term display degradation because of abrasion and aging. The EFB should not produce objectionable glare or reflections that adversely affect the crewmember’s visual environment. When using an EFB in NVG operations, use of filters (temporary or permanent) for night vision compatibility is acceptable, as long as they do not degrade the EFB functionality in other lighting conditions. For further guidance on NVG compatibility, refer to AC 27-1, Certification of Normal Category Rotorcraft (Miscellaneous Guidance (MG) 16, Certification Guidance for Rotorcraft Night Vision Imaging System (NVIS) Aircraft Lighting Systems); AC 29-2, Certification of Transport Category Rotorcraft (MG 16); and/or RTCA DO-275, Minimum Operational Performance Standards for Integrated Night Vision Imaging System Equipment.
11.4 Responsiveness of Application. The EFB should provide clear, unambiguous, and positive feedback to the user to indicate when user input is accepted. If the EFB is busy for an atypical time with internal tasks precluding immediate processing of user input
(e.g., calculations, self-test, or data refresh), the EFB should display a “system busy” indicator (e.g., clock icon) to inform the user the system is occupied and cannot process inputs immediately. The timeliness of system response to user input should be consistent with an application’s requirements for operational use and the associated crew task. The feedback and system response times should be predictable to avoid crewmember distractions and/or uncertainty.
11.5 Off-Screen Text and Content for Cursor Control Devices. If the document segment is not visible in its entirety in the available display area, such as during “zooming” or “panning” operations, the existence of off-screen content should be clearly indicated in a consistent way. For some applications, it may be unacceptable if certain portions of documents are not visible. The basis of this evaluation should be on the application and intended operational use. If there is a cursor, it should be visible on the screen at all times while in use. The default position should be easily accessible after any active manipulation (e.g., zooming, panning, or decluttering).