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(a) Have procedures that define expectations of how the flightcrew should 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.
(3) Procedural Considerations.
(a) Procedures for Using EFBs with Other Flight Deck Systems. Flightcrew procedures will ensure that the flightcrew knows what aircraft system to use for a given purpose, especially when both the aircraft and EFB are providing similar 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 flight deck sources or when one EFB disagrees with another. If an EFB simultaneously displays information that an existing cockpit automation displays, procedures to identify which information source will be primary and which source will be secondary need to be developed (as well as procedures to identify under what conditions to use the backup source). Whenever possible and without compromising innovation in design and use, EFB/user interfaces should be consistent (but not necessarily identical) with the flight deck design philosophy.
(b) 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. (Databases that do not adversely affect flight operations such as maintenance log forms, a list of airport codes, or a captain’s atlas, for example, do not require the confirmation of revision dates by flightcrews.)
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 Procedures should specify what action to take if the applications or databases loaded on an EFB are out-of-date.
(c) Procedures to Mitigate and/or Control Workload. Procedures that mitigate and/or control additional workloads created by using an EFB will need to be addressed.
(d) Defining Responsibilities for Performance Calculations. The operator should develop procedures that define any new roles that the flightcrew and dispatch may have in creating, reviewing, and using performance calculations supported by EFBs.
(e) Shutdown Procedures. Shutdown procedures for EFBs should:
• Be incorporated into normal flightcrew shutdown checklist procedures.
• Allow the EFB operating system and hosted applications to remain stable after multiple startups and shutdowns.
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e. EFB Configuration Control. The operator’s EFB specification documents must list the make and model of the authorized EFB equipment and include at least the following configuration information, which is also required to support OpSpec A061:
(1) Operating system to include version control;
(2) Application program version control;
(3) Approved source for the database updates;
(4) Make and model of EFB hardware (see note below); and
(5) Make and model of the EFB hardware, including a tracking process for major internal subcomponents whose replacement/upgrade may necessitate additional noninterference testing.
NOTE: Permanently sealed tablet computing devices that have no interchangeable internal parts are tracked by make and model or part number of the device hardware itself (e.g., Make: Apple/Model: A1396).
f. Mitigation Strategy. During the transition period to a paperless cockpit, an operator will need to establish a reliable backup means of providing the flightcrew with the information required by the regulations. During this period, an EFB must demonstrate that it produces records that are as available and reliable as those provided by the current paper information system. Operators should establish procedural mitigations to provide a reliable means of displaying information that is required by the operating rules to the flightcrew. This will ensure an equivalent level of safety and integrity to that of the current paper-based products. Mitigation may be accomplished by a combination of the following:
(1) System design;
(2) Separate and backup power sources;
(3) Redundant EFB applications hosted on different EFB platforms;
(4) Paper products accessible for use by crewmembers; and/or
(5) Procedural means.
g. Procedural Mitigations. If one or more onboard EFBs fail, resulting in loss of function or the presentation of false or hazardously misleading information, a contingency plan or process will need to be in place to provide the required information. For example, as a backup to eliminating printed approach charts, an acceptable transition to a paperless cockpit could include the following:
• Carrying paper products for a given time period to validate EFB reliability by quantitative means;
• Using a printing device to print all applicable data required for the flight; or
• Using an aircraft fax machine to uplink equivalent paper documents to the cockpit.
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h. Removal of Paper-Based Information. The risk mitigation process must be completed prior to removal of the paper-based information associated with a particular EFB application.
These requirements also apply to an operator who intends to begin operation of any aircraft type without paper-based information.
i. Database Update Process.
(1) The operator needs to establish a method for revising EFB databases. The method of data revision should ensure integrity of the data that the operator loads and not negatively impact the integrity of the EFB operation. Especially when using Internet and/or wireless means, procedures must exist to protect the EFB data from corruption. Database revisions do not include application software or operating system changes. Application software and/or operating system program changes must be controlled and tested prior to use in flight. Operators should not perform database and/or application software changes during operations (taxi, takeoff, in-flight, and landing).
(2) Operators also need to establish revision control procedures so that flightcrews and others can ensure that the contents of the database 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 is currently loaded into the EFB.
j. Software Revision Process.
(1) It is the responsibility of the operator and/or the application software vendor to ensure that its operating system and Type A and Type 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 is not permitted unless that software can be demonstrated to comply with the original intended use. For Type C applications, operators should use FAA-approved Service Bulletins (SB) or the minor change process defined in the current editions of AC 21-40, Guide for Obtaining a Supplemental Type Certificate, or FAA Order 8110.4, Type Certification. In addition to the operator’s responsibilities described above, it is 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 (i.e., security risk assessment). The operator also needs to protect the EFB from possible contamination from external viruses.
k. Special Data Storage and Retrieval Considerations.
(1) The EFB needs to permit any authorized representative of the administrator or the National Transportation Safety Board (NTSB) to retrieve, view, or print the information
Par 13 Page 27 contained in any EFB upon receipt of a reasonable request. If the FAA or the NTSB require an operator to provide information, the operator must provide the data in a format that the requesting agency can use.
(2) Operators should establish procedures to archive or retain old data. For archived data, the length of time that the data is kept depends 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. Operators should download maintenance discrepancy logs into a permanent record at least weekly.
l. Training. Training should reflect the level of the functionality and complexity as agreed upon by the operator and the PI. Training should address flightcrew and maintenance personnel requirements, as appropriate.
(1) Aviation safety inspectors (ASI) 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 parts 91F and 91K operations. Determine the appropriate FITS program in consultation with the equipment manufacturer and/or the General Aviation and Commercial Division (AFS-800) at FAA headquarters (HQ) in Washington, DC.
(2) Certificated operators requesting to conduct operations using EFB cockpit applications should use the training guidance in FAA Order 8900.1 Volume 3, Chapter 19, Training Programs and Airman Qualifications. FAA guidance requires all parts 121 and 135 operators to develop a curriculum segment for the EFB, 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. Each EFB training module should include the following elements:
(a) A description of the EFB, its capabilities, and the applications for which the operator will use the EFB 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 (e.g., EFB 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 another form of documentation that provides conditions, limitations, and procedures for the use of the EFB and its associated equipment. For instance, operators should train flightcrews on how to ensure that the airport charts and manuals are current, 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 a TSO. Class 1 and Class 2 EFBs and Type A and Type B EFB applications may
Par 13 Page 28 require an alternative means of documentation that provides conditions, limitations, and procedures for use.
(d) Descriptions of authorized special flight maneuvers, operations, and procedures that the operator conducts 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.
(3) Operator training should also provide an opportunity for instruction, demonstration, and practice using the actual or simulated EFB equipment and displays. Base the EFB qualification curriculum segment (required for parts 121 and 135 operators) on functionality and complexity as agreed upon by the operator and the PI. In addition, EFB components installed in accordance with applicable airworthiness regulations may contain EFB training guidance in the airplane’s FSB report.
(4) Parts 121 and 135 operators are required to conduct initial fleet training. PIs will issue a letter 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 and equipment. After the PI evaluates the operator’s EFB curriculum segment and determines that it is satisfactory, the PI issues an interim authorization to the operator. This authorizes the operator to continue training in accordance with the operator’s approved training program.
m. Pilot Training Program.
(1) Parts 91K, 121, and 135 Operators. Except when under the supervision of an appropriately trained check pilot, the flightcrew may need to complete an approved training program before being authorized to use the EFB equipment. However, flightcrew members 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 flightcrew members that actually operate the equipment. Training is not required of crewmembers that 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 pilot. For air carrier operations, initial qualification with the EFB may require that the flightcrew members demonstrate satisfactory proficiency with the EFB to an FAA inspector or check pilot; this may be completed during a line check.
(2) Part 125 Operators. Although no training program requirements exist for part 125 operators, the flightcrew members should have satisfactorily completed the ground school portion of the EFB training program before performing under the supervision of a check pilot (part 125) or evaluation by an authorized instructor. The PI may authorize an individual
(e.g., the company chief pilot, company check pilot, 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.
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(3) Part 91F 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 HQ. The appropriate FITS program may be used to determine the appropriate best practices for familiarization with and use of the equipment. Each operator’s EFB program should identify and document user training in support of the use of an EFB.
n. Simulator and Flight Evaluations.
(1) Simulator Evaluations. Simulators and other approved training devices
(e.g., procedures trainers) may be used as a tool to evaluate the overall quality of the training given and/or to evaluate EFB performance before granting authorization for use. The level of simulation fidelity required depends upon the type of use/credit being sought. Some of the EFB characteristics and flight deck integration issues that should be evaluated via simulation include:
• The flightcrew’s use of displays;
• EFB control use;
• Alert reactions;
• Auto-ranging configuration;
• Self-tests;
• Flightcrew procedures; and
• Failure mode analysis.
(2) Flight Evaluations.
(a) Base the number of flight evaluations required to validate a particular EFB before authorizing its use (including its hosted applications) on:
• Type of aircraft;
• Aircraft system architecture;
• Flightcrew workload considerations;
• Credit given for previously certified installations; and
• Past simulator and ground testing.
(b) The PI needs to evaluate the actual requirement for a flight test for each request.
The PI will determine if an approved training device or an actual flight evaluation is required. If adequate evaluation of changes in the EFB, including software upgrades, is not possible on the ground or in simulators, it may require flight-testing.
o. Need for Approved Manuals. The aircraft must carry an FAA-approved AFMS onboard at all times when the EFB equipment is installed in accordance with applicable airworthiness regulations. However, § 121.141 permits an operator to carry a manual that meets the requirements of § 121.133 onboard a transport category aircraft in lieu of the AFM, provided that the manual contains all AFM/AFMS limitations and identifies them as AFM/AFMS requirements. These manuals can be in an electronic format provided the operator has paperless authorization for the AFM and/or company manual.
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p. ICAs.
(1) Although a source independent of the operator may provide ongoing maintenance and support for EFB equipment, the 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 ICAs for the STC or FAA design or installation approval.
(3) It is important for operators to coordinate with their PI on airworthiness-related considerations early in the process to determine the appropriate authorizations necessary for each EFB application.
q. MELs. Operators may update their MELs to reflect the installation of this equipment.
Changes made to the operator’s MEL should be made in accordance with the approved Master Minimum Equipment List (MMEL).
r. EFB Substitution/Use in More Than One Aircraft. The operator may substitute compatible EFBs for use in other aircraft. Specific procedures are necessary to ensure that an EFB is fully compatible with other aircraft and their systems prior to placement into service. It is also necessary to develop procedures to ensure that any aircraft-specific data captured in EFB memory is archived for that aircraft when the EFB moves to another aircraft.
s. User Feedback. Parts 121 and 135 operators should implement a formal process for gathering feedback. Use this process during design, installation, modifications, or improvements to procedures and/or training.
t. Paperless Authorization.
(1) Certificated Operators. FAA Order 8900.1, Volume 3, Chapter 18, Section 3, OpSpec A061, and Volume 4, Chapter 15, contain general policy guidance and requirements for obtaining authorization for use of EFBs by certificated operators. The issuance of OpSpec A061 gives operational authorization for an air carrier or commercial operator who intends to use EFBs for flight operations. It may be necessary to issue or amend other OpSpecs, as appropriate. The OpSpec must reference the company documents, records, or manuals presented with the operator’s application.
(2) Part 91F (Noncertificated Operators). EFBs used in part 91 operations in lieu of paper reference material are authorized for the intended functions provided the EFBs meet the criteria set forth in this AC. The evaluation and suitability for in-flight use of an EFB in lieu of paper reference material is the responsibility of the aircraft operator and the PIC. Any Type A or Type B EFB application, as defined in this AC, may be substituted for the paper equivalent. It requires no formal operational approval as long as the guidelines of this AC are followed.
(a) Any Type A or Type B EFB application, as defined in this AC, may be a substitute for the paper equivalent. When the EFB replaces aeronautical information required by
Par 13 Page 31 14 CFR part 91, then a secondary or backup source of aeronautical information necessary for the flight must be available to the pilot in the aircraft. The secondary or backup information may be either traditional paper-based material or displayed electronically by other means.
(b) The aircraft operator and/or PIC are responsible for showing compliance with all the requirements of subparagraph 13.c in this AC. This should be in written form onboard the aircraft. The EFB system onboard must be functionally equivalent to the paper reference material which the information is replacing. The pilot verifies that all information used for navigation, aircraft operation, or performance planning is current, up-to-date, and valid.
(c) The aircraft operator and/or PIC is responsible for making an assessment of the human/machine interface and aspects governing Crew Resource Management (CRM) in accordance with the human factors considerations of this AC. This requires training in EFB procedures and use, preflight checks of the system, the use of each operational function on the EFB, and procedures for cross-checking data entry and computed information. Also included in this training are the conditions (including phases of flight) when EFB use should be terminated.
u. Electronic Authorization. Final authorization for use of electronic documents, in lieu of required paper documents, requires:
(1) Operational evaluation completion, including the validation report;
(2) Reliable EFB information available for each flightcrew member;
(3) Compliance with FSB reports and/or OSRs, if available;
(4) EFB maintenance and fault reporting procedures in place;
(5) Noninterference testing as specified within AC 91.21-1 and this AC;
(6) Results from rapid decompression testing and related mitigating procedures when the EFB system hosts applications that are required to be used during flight following a rapid decompression; and
(7) OpSpec A061 authorization, as appropriate.
ORIGINAL SIGNED by /s/ Margaret Gilligan Associate Administrator, Aviation Safety
Appendix 1 APPENDIX 1. EXAMPLES OF TYPE A ELECTRONIC FLIGHT BAG (EFB)
APPLICATIONS REQUIRING PRINCIPAL INSPECTOR (PI) AUTHORIZATION
• Flight Operations Manual (FOM). (If no flight operating procedures.)
• Flight Attendant (F/A) manuals. (If no flight operating procedures.)
• Company standard operating procedures (SOP).
• Airport diversion policy guidance, including a list of special designated airports and/or approved airports with Emergency Medical Services (EMS) support facilities.
• Operations specifications (OpSpecs).
• Cockpit observer briefing cards.
• For smaller aircraft, pilot’s operating handbooks (POH), including POH section IX supplements.
• Aircraft performance data manuals (fixed non-interactive material).
• Airport performance restrictions manual (e.g., a reference for takeoff and landing performance calculations).
• Weight and Balance (W&B) manual, if a separate manual (fixed non-interactive material).
• Other aircraft performance data manuals, including specialized performance data for use in conjunction with advanced wake vortex modeling techniques, land-and-hold-short operations (LAHSO) predictions, etc. (fixed non-interactive material for planning purposes).
• Maintenance manuals.
• Aircraft maintenance reporting manuals.
• Aircraft flight log and servicing records.
• Autopilot approach and autoland records.
• Flight management system (FMS)/flight management and guidance system problem report forms.
• Aircraft parts manuals.
• Service Bulletins (SB)/published Airworthiness Directives (AD), etc.
• Airlines of America (ATA) 100-format maintenance discrepancy writeup codes.
• Required Very high frequency Omnidirectional Range (VOR) check records.
• Minimum equipment lists (MEL).
• Configuration Deviation Lists (CDL).
• Federal, state, and airport-specific rules and regulations.
• Airport/Facility Directory (A/FD) data (e.g., fuel availability, LAHSO distances for specific runway combinations, etc.).
• Noise abatement procedures for arriving and departing aircraft.
• Published (graphical) pilot Notices to Airmen (NOTAM).
• International Operations Manuals, including regional supplementary information and International Civil Aviation Organization (ICAO) differences.
• Aeronautical Information Publications (AIP).
• Aeronautical Information Manual (AIM).
• Oceanic navigation progress logs.
• Pilot flight and duty-time logs.
• Flightcrew required rest logs.
Appendix 1
• Flightcrew qualification logs (such as aircraft qualifications, Class II flightcrew qualifications, Category (CAT) III qualifications, high minimums logs, night currency logs, pilot-in-command (PIC) qualifications for special areas, routes, and airports for Title 14 of the Code of Federal Regulations (14 CFR) part 121 certificate holders and special airports qualifications).
• Captain’s report (i.e., captain’s incident reporting form).
• Flightcrew survey forms (various).
• EMS reference library (for use during medical emergencies).
• Trip scheduling and bid lists.
• Aircraft captain’s logs.
• Aircraft’s CAT II/CAT III landing records.
• Antiterrorism profile data.
• Hazardous materials (hazmat)/oxidizer look-up tables.
• ICAO DOC 9481, Emergency Response Guidance for Aircraft Incidents Involving Dangerous Goods.
• Customs declaration and United States Department of Agriculture (USDA) agriculture inspection/clearance form.
• Special reporting forms, such as near midair collision (NMAC) reports, National Aeronautics and Space Administration’s (NASA) Aviation Safety Reporting System (ASRS), bird and wildlife encounters, owner-initiated Service Difficulty Reports (SDR), etc.
• Incidents of interference to aircraft electronic equipment from devices carried onboard aircraft.
• Current fuel prices at various airports.
• Realistic training modules, including “personal computer (PC) at home” training applications, “off-duty” training materials review, and preflight “mission” rehearsals.
• Check pilot and flight instructor records.
• Aircraft operating and information manuals (performance information, W&B, systems, limitations, etc.).
• Airline Policy and Procedures Manuals (PPM).
• Aircraft Maintenance Manuals (AMM).
• Title 14 CFR.
• Look up and completion of various reporting forms; e.g., company-specific forms, NASA’s ASRS reports, NMAC reports, wildlife strike and hazard reports.
• Maintenance personnel signoff of discrepancy form. (Maintenance discrepancy logs need to be downloaded into a permanent record at least weekly.)
• Flightcrew qualifications recordkeeping, including aircraft qualifications, CAT II/III, high minimums, landing currency, flight time and duty-time, etc.
• PIC currency requirements.
• Passenger information requests—some are directed to the gate or to the agent meeting the flight (e.g., special meal requests, wheelchair requirements, unaccompanied minors, gate information for connecting flights, flights being held for connecting passengers).
• Cabin maintenance writeups. (Maintenance discrepancy logs need to be downloaded into a permanent record at least weekly.)
Appendix 1 Page 3 (and 4)
• Approved electronic signature using public key infrastructure (PKI) or private key technology.