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(b) The FSB Report should include, but not be limited to, the following:
• Pilot workload in both single-pilot and multi-crew flown aircraft
• Size, resolution, and legibility of symbols and text
• Access to desired charts
• Access to information within a chart
• Grouping of information
• General layout
• Orientation (e.g., track-up, north-up)
• Depiction of scale information
(6) Responsiveness of Application. The system should provide feedback to the user when user input is accepted. If the system is busy with internal tasks that preclude 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 that the system is occupied and cannot process inputs immediately.
The timeliness of system response to user input should be consistent with an application’s intended function. The feedback and system response times should be predictable to avoid flightcrew distractions and/or uncertainty.
(7) Off-Screen Text and Content. If the document segment is not visible in its entirety in the available display area, such as during “zoom” or “pan” operations, the existence of off-screen content should be clearly indicated in a consistent way. For some intended functions it may be unacceptable if certain portions of documents are not visible. This should be evaluated based on the application and intended operational function. If there is a cursor, it should be visible on the screen at all times while in use.
(8) Active Regions. Active regions are regions to which special user commands apply. The active region can be text, a graphic image, a window, frame, or other document object. These regions should be clearly indicated.
(9) Managing Multiple Open Applications and Documents. If the electronic document application supports multiple open documents, or the system allows multiple open applications, indication of which application and/or document is active should be continuously provided. The active document is the one that is currently displayed and responds to user actions. Under non-emergency, normal operations, the user should be able to select which of the open applications or documents is currently active. In addition, the user should be able to find which flightdeck applications are running and switch to any one of these applications easily. When the user returns to an application that was running in the background, it should appear in the same state as when the user left that application – other than differences associated with the progress or completion of processing performed in the background.
(10) Input Devices. In choosing and designing input devices such as keyboards or cursor-control devices, applicants should consider the type of entry to be made and flightdeck environmental factors, such as turbulence, that could affect the usability of that input device. Typically,
Page 14 Par 10 the performance parameters of cursor control devices should be tailored for the intended application function as well as for the flightdeck environment.
c. Flightcrew Workload. EFB software should be designed to minimize flightcrew workload and head-down time. [See §§ 23.1523, 25.1523, 27.1523, 29.1523, and associated AC 25.1523-1, Minimum Flightcrew, current version (much of the guidance in this AC is general and may prove useful for other aircraft categories as well).] The positioning, use, and stowage of the EFB should not result in unacceptable flightcrew workload. Complex, multi-step data entry tasks should be avoided during takeoff, landing, and other critical phases of flight. An evaluation of EFB intended functions should include a qualitative assessment of incremental pilot workload, as well as pilot system interfaces and their safety implications. If an EFB is to be used during critical phases of flight, such as during takeoff and landing or during abnormal and emergency operations, its use should be evaluated during simulated or actual aircraft operations under those conditions.
d. Messages and the Use of Colors.
(1) Messages and the Use of Colors. For any EFB system, EFB messages and reminders should meet the requirements in §§ 23.1322 or 25.1322, as is appropriate for the intended aircraft. While the regulations refer to lights, the intent should be generalized to extend to the use of colors on displays and controls. That is, the color “red” should be used only to indicate a warning level condition. “Amber” should be used to indicate a caution level condition. Any other color may be used for items other than warnings or cautions, providing that the colors used differ sufficiently from the colors prescribed to avoid possible confusion. To obtain color guidance where no current guidance exists, the applicant should seek approval through the FSB/Human Factors process and AEG evaluation. EFB messages and reminders should be integrated with (or compatible with) presentation of other flightdeck system alerts. EFB messages, both visual and auditory, should be inhibited during critical phases of flight. Flashing text or symbols should be avoided in any EFB application. Messages should be prioritized and the message prioritization scheme evaluated and documented. Additionally, during critical phases of flight, required flight information should be continuously presented without un-commanded overlays, pop-ups, or preemptive messages, except those indicating the failure or degradation of the current EFB application.
However, if there is a regulatory or TSO requirement that conflicts with the recommendation above, those supersede this guidance.
(2) System Error Messages. If an application is fully or partially disabled, or is not visible or accessible to the user, it may be desirable to have a positive indication of its status available to the user upon request. Certain non-essential applications such as e-mail connectivity and administrative reports may require an error message when the user actually attempts to access the function rather than an immediate status annunciation when a failure occurs. EFB status and fault messages should be prioritized and the message prioritization scheme evaluated and documented.
(3) Data Entry Screening and Error Messages. If user-entered data is not of the correct format or type needed by the application, the EFB should not accept the data. An error message should be provided that communicates which entry is suspect and specifies what type of data is expected. The EFB system and application software should incorporate input error checking that detects input errors at the earliest possible point during entry, rather than on completion of a possibly lengthy invalid entry.
e. Error and Failure Modes.
(1) Flightcrew Error. The system should be designed to minimize the occurrence and effects of flightcrew error and maximize the identification and resolution of errors. For example, terms for specific types of data or the format in which latitude/longitude is entered should be the same across systems. Data
Par 10 Page 15 entry methods, color-coding philosophies, and symbology should be as consistent as possible across the various hosted EFB applications. These applications should also be compatible with other flightdeck systems.
(2) Identifying Failure Modes. The effects of undetected errors in all EFB applications should be evaluated for each application. The assessment should address the adequacy of the human/machine interface, accessibility of controls, ability to view controls, annunciations, displays and printers, and the effect on flightcrew workload and head-down time. The assessment should also consider the effects of flightcrew (procedural) errors determined by comments from the professional pilot community. The EFB system should be capable of alerting the flightcrew of probable EFB application/system failures.
f. Procedures.
(1) Procedures for Using EFBs with Other Flightdeck Systems. Procedures should be designed to ensure that the flightcrew knows what aircraft system (e.g., Engine Indicating and Crew Alerting System (EICAS), Flight Management System (FMS), or EFB) to use for a given purpose, especially when both the aircraft and EFB systems provide information. Procedures should also be designed to define the actions to be taken when information provided by an EFB does not agree with that from other flightdeck sources, or when one EFB disagrees with another. If an EFB generates information that existing cockpit automation also generates, procedures should be developed to identify which information source will be primary, which source will be used for backup information, and under what conditions to use the backup source. Whenever possible and without compromising innovation in design/use, EFB/user interfaces should be consistent (but not necessarily identical) with the flightdeck design philosophy.
(2) Flightcrew Awareness of EFB Software/Database Revisions. The operator should have a procedure in place to allow flightcrews to confirm the revision numbers and/or dates of EFB flight databases and software installed on their units for each flight. However, flightcrews should not be required to confirm the revision dates for other databases that do not adversely affect flight operations, such as maintenance log forms, a list of airport codes, or the Captain’s Atlas. An example of a date-sensitive revision is an aeronautical chart database on a 28-day revision cycle. Procedures should specify what action to take if the applications or databases loaded on the EFB are out-of-date.
(3) Procedures to Mitigate and/or Control Workload. Procedures should be designed to mitigate and/or control additional workloads created by using an EFB.
(4) Defining Responsibilities for Performance Calculations. Procedures should be developed that define any new roles that the flightcrew and dispatch may have in creating, reviewing, and using performance calculations supported by EFBs.
(5) Electronic Checklists. Guidance pertaining to electronic checklists is found in the current version of AC 120-64, Operational Use & Modification of Electronic Checklists.
(6) Shutdown Procedures. Shutdown procedures for EFBs should be designed such that:
• Flight crews incorporate EFB shutdown procedures into their normal checklist process
• The EFB operating system and hosted applications remain “stable” after multiple start-ups and shutdowns
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11. EFB SYSTEM DESIGN CONSIDERATIONS.
a. Use of Aircraft Electrical Power Sources. Aircraft electrical power outlets are part of the type design of the aircraft and require airworthiness certification. Additionally, electrical outlet connections should be appropriately labeled to identify the electrical characteristics (e.g., 28VDC, 115VAC, 60 or 400 Hz., etc.).
NOTE: An electrical load analysis should be conducted to replicate a typi cal Class 1 or 2 EFB system to ensure that powering or charging the EFB will not adversely affect other aircraft systems and that power requirements remain within power-load budgets. A means (other than a circuit breaker) for the flightcrew to de-power the EFB power source or system charger may be desirable.
b. Electrical Backup Power Source. Some applications, especially when used as a source of required information, may require that the EFB use an alternate power supply to achieve an acceptable level of safety. Additionally, the applicant should ensure that EFB batteries comply with parts 21, 23, 25, 27, and 29, as applicable. The operator is also responsible to ensure that the batteries are replaced as required.
c. Environmental Hazards Identification and Qualification Testing. Class 1 and 2 EFB system radio frequency (RF) emissions data need to be evaluated in accordance with AC 91.21-1, current version.
Class 1 and Class 2 EFB systems should demonstrate that they meet appropriate industry-adopted environmental qualification standards for radiated emissions for equipment operating in an airborne environment. Any Class 1 or Class 2 EFB used in aircraft flight operations should be demonstrated to have no adverse impact on other aircraft systems (non-interference). The manufacturer, installer, or operator may accomplish the testing and validation to ensure proper operation and non-interference with other installed systems. Possible interference when portable EFB systems are moved about in the cockpit should be addressed.
d. Rapid Depressurization Testing. Other environmental testing, specifically testing for rapid depressurization, may need to be performed. However, since many Class 1 and Class 2 EFBs were originally COTS electronic systems adopted for aviation use, testing done on a specific EFB model configuration may be applied to other aircraft installations and these generic environmental tests need not be duplicated. It is the responsibility of the operator seeking approval authorization to provide documentation that these tests have been accomplished.
e. EFB Mounting Devices. An unsafe condition must not be created when attaching any EFB control yoke attachment/mechanism or mounting device. For example, the weight of the EFB and mounting bracket combination may affect flight control system dynamics, even though the mount alone may be light enough to be insignificant. The equipment when mounted and/or installed should not present a safety-related risk or associated hazard to any flight crewmember. A means to store or secure the device when not in use should be provided. Additionally, the unit (or its mounting structure) should not present a physical hazard in the event of a hard landing, crash landing, or water ditching. EFBs and their power cords should not impede emergency egress.
f. Stowage Area for EFB Systems. A stowage area with a securing mechanism for these EFBs is recommended for storage of portable units when they are not in use. EFB systems that are not secured in a mounting device during use should be designed and used in a manner that prevents the device from jamming flight controls, damaging flightdeck equipment, or injuring flight crewmembers should the device move about as a result of turbulence, maneuvering, or other action.
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g. Class 2 and 3 EFB System Connections to Other Aircraft Systems. This includes data bus and communication systems access, e.g., through an avionics data bus, server, or wireless network. When connected to other aircraft data buses and/or communication systems, EFB failures should not adversely affect other installed aircraft systems.
(1) Class 2 EFB systems may be connected to non-essential data buses, file servers, printers, routers, etc. If the EFB is connected to a certified data link (either wired or wireless) where the data link, through the certification process, has an approved firewall protection to aircraft systems, then there is no further evaluation required prior to connecting the EFB to the data link port.
(2) If a Class 3 EFB is connected to an essential data bus, then compliance with lightning protection requirements should be demonstrated. If the Class 3 EFB is connected to a critical aircraft data bus, then compliance with High Intensity Radiated Fields (HIRF) and lightning protection requirements should be demonstrated. The safety and non-interference aspects of using portable and/or wireless technology connections to installed equipment will also need to be evaluated as part of the overall operational approval process.
(3) Class 3 EFB systems may be used for other aircraft data communication applications and subnetworks that interface with the EFB, but should not be disrupted by any of the following:
(a) Excessive number of EFB message transactions;
(b) EFB messages with improper format; or
(c) EFB messages that contain erroneous data. The validity of this protection may be established by analysis and/or test for worst-case conditions.
h. Integrity Considerations. The EFB system must be evaluated by the AEG and PI and demonstrated to meet its intended functions prior to their granting operational approval. Additionally, data contained in the data files must be of sufficient integrity to perform the intended functions without producing false or hazardously misleading information.
12. OPERATIONAL APPROVAL PROCESS. The introduction and use of EFBs in the cockpit and cabin of part 121, 125, and 135 operations requires operational approval. This requirement includes FAA approval of all operating procedures, pertinent training modules, checklists, operations manuals, training manuals, maintenance programs, MELs, other pertinent documents, and reporting procedures.
Legacy systems will need to be evaluated by the AEG and documented using historical approvals and the FSB Report process.
a. Part 91 Operations. This guidance material also applies to operators of large and turbinepowered multi-engine aircraft operating under part 91, subpart F where the operating regulations require specific functionality and/or equipage. Other part 91 operations do not require any specific authorization for EFB operations provided the EFB does not replace any system or equipment required by the regulations.
b. Approval Process. FAA Order 8400.10, Air Transportation Operations Inspector’s Handbook, Volume 3, chapter 9, Proving and Validation Test, contains instructions for the completion of a five-step approval process. The process leads to formal operational approval and consists of the following five phases:
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(1) Phase One. Phase one of the approval process begins when an operator requests authorization from the FAA. The FAA and the operator must reach a common understanding of what the operator must do, what role the FAA will have, and what reports and documents must be prepared as part of the approval process.
(2) Phase Two. Phase two begins when the operator submits a plan to the FAA for formal evaluation. During this phase, the FAA must ensure that the plan is complete and in an acceptable format before it can conduct a thorough review and analysis. The operator coordinates the plan with the PI or other inspectors, as assigned. The PI or other assigned inspectors will facilitate coordination with the AEG and the Aircraft Certification Office (ACO), as necessary.
(3) Phase Three. Phase three begins when the FAA starts its in-depth review and analysis of the operator’s plan for regulatory compliance, safe operating procedures, a logical sequence, and other areas
(e.g., flightcrew and dispatcher qualifications, acceptable procedures, and schedules for accomplishment).
(4) Phase Four. Phase four is the major phase of the process and involves validation testing. In this phase, the operator conducts specific operations for the purpose of data collection or for FAA observation purposes. Phase four concludes when the operator provides sufficient proof to satisfy the FAA’s requirement for meeting all the plan objectives or when the operator is unable to complete them satisfactorily.
(5) Phase Five. Phase five begins after the successful completion (or termination) of the validation phase. In this phase, the FAA grants approval for those elements in the plan that were successfully completed and documented in the FSB Report, or sends the operator a letter of disapproval for those elements that were not completed or were terminated. The PI grants approval for the operational use of the EFB through the issuance of OpSpec A025.
c. Operational Procedures Development.
(1) The intended function(s) of EFBs may vary, depending on the device used and the software applications hosted by the computer. It is extremely important that the applicant and/or operator specifically define the intended EFB functions in a clear and concise manner. Operational procedures developed to achieve a specific intended function or use should consider the applications listed in the attached appendices.
(2) Operators will be expected to:
(a) Have procedures that define how the flightcrew is expected to use each EFB function during ground operations and under all flight conditions;
(b) Provide the procedures to flightcrews;
(c) Provide procedures for normal, abnormal, and emergency use; and
(d) Review and determine whether to modify those existing policies and procedures affected by the introduction of EFBs into line operations.
d. EFB Configuration Control. The make and model of the approved EFB equipment must be approved through the FSB process and the following information listed in OpSpec A025:
(1) Operating system to include version control;
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(2) Application program version control;
(3) Approved source for the database updates; and
(4) Make and model of the EFB hardware, including a tracking process for major internal subcomponents whose replacement/upgrade may necessitate additional non-interference testing.
e. Database Update Process.
(1) The certificate holder or operator needs to establish specific procedures to verify that revisions to the database contained in their EFB(s) are current, complete, and were authorized for release by the appropriate authority before distribution. Unauthorized modification or installation of any new database (e.g., approach plates, navigation charts) intended for operational use will not be permitted unless the new database has been demonstrated to comply with the original approval basis.
(2) Certificate holders and operators also need to establish revision control procedures so that flightcrews and others can ensure that the contents of the system are current and complete. These revision control procedures may be similar to the revision control procedures used for paper or other storage media. For data that is subject to a revision cycle control process, it should be readily evident to the user which revision cycle has been incorporated in the information obtained from the system.
f. Software Revision Process.
(1) It is the responsibility of the applicant and/or the application software vendor to ensure that its operating system and Type A and B application programs meet the intended function. Unauthorized modification of any database or the loading of any new or additional software intended for operational use must not be permitted unless that software is demonstrated to comply with the original approval basis.
The FSB Report will identify the formal approval for updates for Type B applications. For Type C applications, FAA-approved Service Bulletins or the minor change process defined in the current version of AC 21-40, Application Guide for Obtaining a Supplemental Type Certificate, will be used for EFB update approvals. In addition to the operator’s responsibilities described in paragraph 12.c.(2) above, it is also the responsibility of the pilot-in-command (PIC) to verify that any EFB depiction of an en route, terminal area, approach, airport map, or sectional is current and up-to-date. One means for doing this is to ensure that each PIC becomes familiar with all available information concerning that flight, to include receipt of appropriate Notices to Airmen (NOTAM) prior to departure and prior to arrival.
(2) The operator should identify a means to demonstrate that adequate security measures are in place to prevent malicious introduction of unauthorized modifications to the EFB’s operating system, its specific hosted applications, and any of the databases or data links used to enable its hosted applications.
EFB systems need to be protected from possible contamination from external viruses.
g. Special Data Storage and Retrieval Considerations.
(1) The EFB system needs to permit any authorized representative of the Administrator or the National Transportation Safety Board (NTSB) to retrieve, view, or print the information contained in any EFB system, upon reasonable request. If the FAA or NTSB requires a certificate holder or operator to provide information, the certificate holder or operator should provide the data in a format that the requesting agency can use.
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(2) Certificate holders and operators should establish procedures to archive or retain old data.
The length of time that the data is kept is dependent on the kind of information being archived. Some information, such as maintenance historical data, should be kept for the life of the aircraft. It may also be necessary to keep old versions of software and operating systems to properly retrieve archived data.
Maintenance discrepancy logs need to be downloaded into a permanent record at least weekly.
h. Training. Training should reflect the level of the functionality and complexity as agreed upon by the operator, the FSB Report, and the PI. Training should address flightcrew and maintenance personnel requirements, as appropriate.
(1) Aviation Safety Inspectors may wish to reference applicable FAA/Industry Training Standards (FITS) to determine the best practices for training and use of the EFB in a manner pertinent to part 91 operations. The appropriate FITS program may be determined in consultation with the equipment manufacturer and/or AFS-800, General Aviation and Commercial Division, FAA Headquarters, Washington, DC.
(2) Certificated operators requesting to conduct operations using EFB cockpit applications should use the training guidance in FAA Order 8400.10, Volume 3, chapter 2, Training Programs and Airman Qualification. All part 121 and 135 operators will be required to develop a curriculum segment for the EFB system, which may consist of a ground training, simulation, and, if needed, a flight training segment. The EFB curriculum segment should include an outline of the training, appropriate courseware, and the instructional delivery method. The following elements should be included in each EFB training module:
(a) A description of what an EFB is, its capabilities, and the applications for which the operator will use the EFB system and its components and peripherals. This should include theory of operation and the training should ensure that flightcrews understand the dependencies associated with the sources and limitations of the information.
(b) A description of EFB controls, displays, symbology, and failure modes. EFB failure modes and flightcrew procedures should include a description of the EFB aircraft system (e.g., EFB signal processor, switches, and installed databases, such as an airport surface or en route moving map). If color is a significant EFB application feature, then training materials should include color illustrations.
(c) An AFMS or other documentation that provides conditions, limitations, and procedures for the use of the EFB system and its associated equipment. For instance, operators should train flightcrews on how to ensure that the latest airport charts and manuals are installed, and what to do if they find that the software and/or databases are out-of-date. Only EFB provisions (mounts, wiring, etc.) for Class 2 EFBs, or installation for Class 3 EFBs, require an AFMS, unless approved by TSO. Class 1 and 2 EFB systems and Type A and B EFB applications may require an alternative means of documentation that provides conditions, limitations, and procedures for use.
(d) Description of any special flight maneuvers, operations, and procedures that the operator is authorized to conduct when using an EFB.
(e) Any special pilot/controller procedures when using EFB-based information.
(f) Geographical areas authorized for specific EFB operations, if applicable.
(g) Authorized methods to defer inoperative EFB equipment.
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(3) Operator training should also provide an opportunity for instruction, demonstration, and practice using the actual or simulated EFB equipment and displays. An EFB qualification curriculum segment (required for part 121 and 135 operators) should be based on functionality and complexity as agreed upon by the operator and PI, or as may be required by an FSB evaluation of the EFB. In addition, a particular airplane’s FSB Report may contain EFB training guidance if the EFB was evaluated as part of the STC or certification design approval.
(4) Part 121 and 135 operators are required to conduct initial fleet training. PIs will issue a letter of initial approval authorizing an operator to instruct personnel under the EFB curriculum segment, pending an evaluation of training effectiveness. This also allows FAA inspectors who are responsible for certificate management to become familiar with the operator’s EFB system and equipment. After the PI evaluates the operator’s EFB curriculum segment and determines that it is satisfactory, the PI issues an approval to the operator. The approval authorizes the operator to continue training in accordance with the operator’s approved training program.
i. Pilot Training Program.
(1) Part 121 and 135 Operators. Except when under the supervision of an appropriately trained check airman, the flightcrew may need to complete an approved training program before being authorized to use the EFB equipment. However, flight crewmembers should have satisfactorily completed the ground school portion of the EFB training program if required. Training as outlined in this AC is only applicable to those flight crewmembers who actually operate the equipment. Training is not required of crewmembers who are not authorized to use the equipment, even though it may be installed in the aircraft, unless it is operated under the supervision of a check airman. For air carrier operations, initial qualification with the EFB may require that the flight crewmembers demonstrate satisfactory proficiency with the EFB to an FAA inspector or check airman; this may be completed during a line check.
(2) Part 125 Operators. Although no training program requirements exist for part 125 operators, the flight crewmembers should have satisfactorily completed the ground school portion of the EFB training program before performing under the supervision of a check airman (part 125) or evaluation by an authorized instructor. The PI may authorize an individual (e.g., the company chief pilot, company check airman, or training course provider) to complete this evaluation. The flightcrew must have a satisfactory evaluation of their performance in the use of the EFB in flight before using the equipment in normal operations.
(3) Part 91 Operators. The primary source of operational and training guidance will be provided through the FITS, which can be obtained through the equipment manufacturer or AFS-800 at Washington Headquarters. The appropriate FITS program may be used to determine the appropriate best practices for familiarization and use of the equipment.
j. Simulator and Flight Evaluations.
(1) Simulator Evaluations. Simulators and other approved training devices (such as procedures trainers) may be used as a tool to evaluate the overall quality of the training given and/or evaluate EFB system performance before granting operational approval. The level of simulation fidelity required depends upon the type of use/credit being sought. Some of the EFB characteristics and flightdeck integration issues that should be evaluated via simulation include:
• The flightcrew’s use of displays
• EFB control use
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• Alert reactions
• Auto-ranging configuration
• Self-tests
• Flightcrew procedures
• Failure mode analysis
(2) Flight Evaluations.
(a) The number of flight evaluations required to validate a particular EFB system before operational approval, including its hosted applications, should be based on:
• The type of aircraft
• Aircraft system architecture
• Flightcrew workload considerations
• Credit given for previously certified installations
• Past simulator and ground testing
(b) The actual requirement for a flight test needs to be evaluated for each request. The PI will determine if such a demonstration may be accomplished using an approved training device or if an actual flight evaluation is required. For example, first-time model installations and first-time hosted applications will generally require a flight test. Follow-on EFB systems that introduce changes in the EFB system, including software upgrades, may require flight testing if they cannot be adequately evaluated on the ground or in simulations.
k. Need for Approved Manuals. An FAA-approved AFMS must be carried in the aircraft at all times when the EFB equipment is installed in accordance with an STC or amended type certificate (TC).
Notwithstanding, § 121.141 permits a certificate holder to carry a manual that meets the requirements of § 121.133 onboard a transport category airplane in lieu of the Airplane Flight Manual (AFM), provided that the manual contains all AFM/AFMS limitations and identifies them as AFM/AFMS requirements.
l. Instructions for Continued Airworthiness (ICAW).
(1) On-going maintenance and support of EFB equipment needs to be considered. Although a source independent of the certificate holder or operator may provide maintenance and support for the system, the certificate holder or operator is responsible for compliance with all regulatory requirements.
(2) The maintenance or inspection program should identify inspection items, establish time-in-service intervals for maintenance and inspections, and provide the details of the proposed methods and procedures. The maintenance or inspection program should also include ICAWs for the STC or certification design approval.
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(3) It is important for operators to coordinate early in the process with their PI on airworthinessrelated considerations to determine the appropriate authorizations necessary for each EFB application.
m. MELs. Operators may update their MELs to reflect the installation of this equipment. Changes made to the operator’s MEL must be made in accordance with the approved Master Minimum Equipment List (MMEL).
n. EFB Substitution/Use in More Than One Aircraft. EFBs may be substituted for other EFBs for use in other aircraft, provided that the EFB is approved and compatible for use in these other aircraft.
Specific procedures need to be designed to ensure that an EFB system is fully compatible with other aircraft and their systems prior to placement into service. Procedures must also be developed to ensure that any data captured (in EFB memory) that is specific to one aircraft is duly archived for that aircraft if the EFB system is moved to another aircraft. For Class 3 replacement EFB systems, it will be necessary to ensure that the replacement systems are FAA-approved.
o. User Feedback. Part 121 and 135 operators should implement a formal process for gathering feedback. Such a process is recommended for use during design, installation, modifications, or improvements to procedures and/or training.
p. Operational Approval Authorization.
(1) The use of EFBs requires appropriate operational approval which will include a 6-month operational test evaluation where the EFB system(s) with all appropriate backup products will be available to the crew. A plan should be submitted with justification for reduction in the 6-month operational evaluation period to AFS-200 for approval. It is not intended that both the backup products and the EFB be used simultaneously during the evaluation period, only that the backup products be available. The operator will be required to issue a final report to the PI/AEG detailing the training effectiveness, operational effectiveness, and reliability of the EFB systems. For part 121, 125, and 135 operators, final authorization takes the form of OpSpec A025 approval. FAA Order 8400.10, Volume 3, chapter 1, section 3, part A, Operations Specifications (121/135), and FAA Order 8700.1, Operations Inspector’s Handbook, Volume 2, chapters 73 and 76, contain general policy guidance and requirements for issuing or amending OpSpecs paragraphs for part 125 operators proposing to install and conduct operations using EFB systems and associated displays.
(2) The issuance of OpSpecs gives operational authorization for an air carrier or commercial operator who intends to use EFBs for flight operations. Other OpSpecs may need to be issued or amended, as appropriate.
q. Operator Job Aid. In addition to close coordination with the local FSDO, Certificate Management Office (CMO), and Certificate Management Unit (CMU), the following job aid is provided for use by the operator when seeking EFB authorization or approval. To obtain authorization and approval for EFB use, the following steps (in chronological order) are suggested:
(1) Make application in a form and manner acceptable to the FAA.
(2) Demonstrate a process of ensuring initial and continuing reliability for each specific unit.
(3) Demonstrate that the radio magnetic interference/electromagnetic interference tests have been performed satisfactorily.
(4) Demonstrate that the units can be properly stored or mounted in the aircraft.
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(5) Demonstrate that any electronic receptacles used for connection of the EFB to an aircraft system have been installed using FAA-approved procedures.
(6) Develop a policy and procedures manual that may include, but is not limited to, the following:
• For single-pilot and multi-crew flown aircraft, appropriate procedures for EFB use during all phases of flight
• Procedures to follow when one unit fails (where multiple units are carried onboard the aircraft)
• Procedures to follow when all units fail (the procedures should specifically identify what alternate means to use to obtain data)
• A revision process procedure/method that ensures appropriate database accuracy and currency
• Courseware to be used while conducting training
• Procedures that document the knowledge of the user (e.g., training received, evaluation forms, or test results, etc.)
• A list of the data loaded and maintained in each unit
• ICAWs in accordance with the manufacturer’s recommendations (also include these instructions in the inspection/maintenance program)
(7) For air carrier operators, the authorization must be granted via issuance of OpSpec A025.
The OpSpec paragraph must reference the company documents, records, or manuals presented with the operator’s application.
/s/ Nicholas A. Sabatini Associate Administrator for Regulation and Certification