EFB - MDM

EFB MDM (Mobile Device Management) is a software solution used by airlines to manage and secure their Electronic Flight Bags (EFBs). EFB MDM software provides airlines with the ability to remotely manage and monitor their EFB devices, ensuring that they are secure and up-to-date.

EFB MDM software allows airlines to remotely configure and provision EFB devices, ensuring that they meet the specific needs of their operations. The software can also remotely manage software updates and security patches, ensuring that EFB devices are always up-to-date with the latest software and security features.

EFB MDM software can also help airlines enforce security policies, such as password requirements and device encryption, to ensure that EFB devices and the data they contain are secure. The software can also remotely wipe EFB devices in the event that they are lost or stolen, preventing unauthorized access to sensitive data.

EFB - PPM

EFB (Electronic Flight Bag) Policy and Procedures manuals are documents that outline an airline's policies and procedures for the use of EFBs by pilots and other personnel. These manuals typically cover a range of topics related to EFB usage, including hardware and software requirements, data security, operational procedures, and regulatory compliance.

Some of the key sections that may be included in an EFB Policy and Procedures manual are:

1. Introduction: This section provides an overview of the manual and its purpose, and may include a brief history of EFB usage in the airline industry.
2. EFB Hardware and Software Requirements: This section outlines the hardware and software requirements for using EFBs in the airline's operations, including specifications for EFB devices and any required software.
3. Data Security: This section describes the airline's policies and procedures for ensuring the security of EFB data, including measures to protect against unauthorized access, data loss, and data corruption.
4. Operational Procedures: This section outlines the airline's procedures for using EFBs during flight operations, including procedures for data entry, calculation of performance parameters, and use of EFB modules such as navigation charts and performance planning.
5. Regulatory Compliance: This section describes the regulatory requirements related to EFB usage, including compliance with regulations such as FAA Advisory Circular 120-76B and EASA ED-12C.
6. Training: This section outlines the airline's training requirements for pilots and other personnel using EFBs, including initial and recurrent training requirements.
7. Maintenance and Support: This section outlines the airline's policies and procedures for maintaining and supporting EFBs, including procedures for device replacement, software updates, and technical support.

The EFB Policy and Procedures manual is a critical document that provides guidance and direction to pilots and other personnel using EFBs in the airline's operations. It is important that the manual is kept up-to-date and reflects the latest regulatory requirements and industry best practices. Airlines may also periodically review and update their EFB Policy and Procedures manual to ensure that it continues to meet their operational needs and goals.

EFB - Risk Assessment

EFB (Electronic Flight Bag) risk assessment is a process used by airlines to assess and mitigate risks associated with the use of EFBs in flight operations. The risk assessment process involves identifying potential hazards and risks associated with the use of EFBs and implementing appropriate risk mitigation strategies to reduce or eliminate those risks.

The EFB risk assessment process typically involves a detailed analysis of the potential hazards and risks associated with the use of EFBs in flight operations, such as the risk of data loss or corruption, security breaches, or technical malfunctions. The risk assessment process also takes into consideration the specific needs of different types of aircraft and flight operations, as well as any regulatory requirements related to the use of EFBs.

EFB risk assessment is an ongoing process that involves regular monitoring and review of the risk mitigation strategies in place to ensure that they are effective and up-to-date. Airlines may also conduct periodic risk assessments to identify any new risks or changes in the operating environment that may require adjustments to the risk mitigation strategies.

The use of EFB risk assessment helps airlines ensure that the use of EFBs in flight operations is safe, reliable, and compliant with regulatory requirements. It also helps airlines reduce their exposure to potential legal, financial, and reputational risks associated with the use of EFBs.

Overall, EFB risk assessment is a critical process that airlines must undertake to ensure the safety and efficiency of their flight operations. As such, it is an important area of focus for airlines and regulators alike, and it is expected that more sophisticated and advanced EFB risk assessment tools will be developed in the future to further enhance the safety and reliability of flight operations.

EFB - QRH

An EFB (Electronic Flight Bag) QRH (Quick Reference Handbook) is a digital version of a paper-based reference handbook used by pilots during flight operations. The QRH contains procedures for abnormal and emergency situations that may be encountered during flight, such as engine failure, fire, or loss of pressurization.

The EFB QRH provides pilots with quick and easy access to critical information, enabling them to respond to emergencies promptly and effectively. The digital version can be customized to meet the specific needs of different types of aircraft and can be updated in real-time to ensure that pilots have access to the most current information.

EFB QRHs can include a range of features, such as interactive checklists, which guide pilots through the necessary steps during an emergency, and graphical representations of emergency procedures. These features can help pilots reduce their workload during high-stress situations and improve their situational awareness.

The use of EFB QRHs can also help airlines reduce their environmental impact by reducing the amount of paper-based materials carried on board an aircraft.

Overall, the EFB QRH is a valuable tool that can help pilots improve their safety and efficiency during flight operations. As such, it is becoming increasingly popular in the aviation industry, and it is expected that more airlines will adopt this technology in the future, leading to increased adoption and development of more advanced and sophisticated EFB QRH tools.

EFB - Navigation Charts

EFB navigation charts are digital charts used by pilots on Electronic Flight Bags (EFBs) to navigate during flight operations. These charts include a range of information such as airports, airways, airspace boundaries, navigation aids, terrain information, and obstacles.

EFB navigation charts are updated frequently, ensuring that pilots have access to the most current and accurate information. These charts can be customized to meet the needs of different types of aircraft and can be tailored to specific flight operations, such as visual or instrument approaches.

Some examples of EFB navigation chart providers include Jeppesen, ForeFlight, and Garmin. These providers offer a range of features to enhance pilots' situational awareness, including geo-referencing, weather overlays, and traffic information.

EFB navigation charts can help pilots reduce their workload, as they can quickly and easily access critical information during flight operations. The use of digital charts also reduces the amount of paper-based materials carried on board an aircraft, which can help reduce airlines' environmental impact.

Overall, EFB navigation charts are a valuable tool that can help pilots improve their efficiency and safety during flight operations. As such, they are becoming increasingly popular in the aviation industry, and it is expected that more airlines will adopt this technology in the future, leading to increased adoption and development of more advanced and sophisticated EFB navigation chart tools.

EFB - General

An Electronic Flight Bag (EFB) is a portable electronic device that is used by pilots and flight crews to perform various tasks related to flight operations. It is essentially a digital replacement for the traditional paper-based charts, manuals, and other documents that pilots carry with them in the cockpit.

An EFB can include a variety of features, such as electronic versions of navigational charts, weather information, aircraft performance data, checklists, and other operational information. It can also be used to access and update flight plans, logbooks, and other records.

The use of EFBs has become increasingly popular in recent years due to their ability to streamline operations, reduce paper waste, and provide pilots with real-time information. However, their use is subject to regulatory requirements and standards to ensure their safety and reliability.

An Electronic Flight Bag (EFB) is a digital device used by pilots in aviation to perform various tasks and replace traditional paper-based systems. EFBs are essentially tablet computers or portable electronic devices that are specifically designed to provide pilots with essential information and tools needed for safe and efficient flight operations.

Some of the key features of an EFB include digital charts, weather updates, aircraft manuals, performance calculations, checklists, and other important flight-related information. These devices can also be used for communication, navigation, and tracking purposes.

EFBs can help pilots reduce their workload and enhance situational awareness, resulting in increased safety and efficiency. They are also environmentally friendly as they reduce the amount of paper used in aviation.

There are different types of EFBs available, including portable devices that can be carried by the pilots and installed EFBs that are integrated into the aircraft's cockpit. EFBs are becoming increasingly popular in the aviation industry as they offer numerous benefits and are seen as a significant step towards a more digitalized and efficient aviation system.

DEFINITIONS

Articole publicate

Abstract

Selection criteria in purchasing an Electronic Flight Bag to replace paper charts in the cockpit for Class 1 EFB used in Part 91 operations.

It addresses four key issues: legality, usability, complexity (benefits/drawbacks), and costs.

The article provides additional reference material designed to assist the reader in their selection and to provide a basis for the Pilot-in-Command to make an informed decision on the replacement of paper charts.

Introduction

Replacing paper charts with an electronic solution is the “holy grail” of General Aviation. Cockpit space and resources are limited and their management is critical to successful flights.

In 2002, Major Fizsimmons of the USAFR wrote a very comprehensive paper on the usage of EFB’s in the Modern Cockpit. He cites the benefits and drawbacks of using technology to replace paper charts.

I spent Oshkosh 2010 working in a booth for Essential Flight Technology selling EFB solutions. The common theme presented throughout the show is the desire to replace paper charts in the cockpit with a low cost technology solution. From that experience and research, I am presenting key issues that a Part 91 pilot can use for selecting a replacement for paper charts in the cockpit for General Aviation.

EFB Defined

Electronic Flight Bag is defined as a physical device that contains an electronic representation of printed documentation that pilots must have when they fly. An electronic version of printed documentation provides many advantages. The primary advantages are weight reduction, indexing, and time reduction for updates. The primary disadvantages are complexity, cost and legal requirements. Many articles cite that an EFB can improve situation awareness. They also cite the greatest issue is human factors.

What to Consider?

In my research we break down EFBs into 3 categories:

• A poor man’s G1000,
• A “it does everything” solution,
• A point solution “It does Approach Plates, Just charts, or various combinations.

Next we break aircraft into three basic types:

• High Wing,
• Low Wing,
• Aircraft with Class Canopies.

Each of these aircraft types have different issues when selecting EFBs that contain GPS devices and what kind of screen will work. Finally we consider the following key issues with the actual EFB:

• Legality,
• Usability/Fly-ability,
• Complexity ,
• Cost Initial/Subscription.

If my math is correct that gives us about 36 permutations of choices before we even start evaluating the actual product.

How to Start?

Any decision must have a starting point. As an engineer we are trained to do a “trade study” before selecting products for purchase. A trade study evaluates what criteria are used for purchase and what is most important. It uses a weighted calculation that is agnostic to platform and product. So I will quote Maslow's Maxim, "When the only tool you have is a hammer, every problem begins to resemble a nail.". There are many variations to this maxim but the idea is that if you own a tablet PC you only look at products that run on it vice versa if you want an iPAD you find programs that work on it.

The idea in the trade study is to define what you want before you pick the product or the platform. There are two basic starting points, what you want and what you can spend. For instance, I used to purchase AirCharts for $197/year and plates when I needed them at about $7/each. I purchased about 10 plate books a year. So that was about $267/yr in paper that I could spend on an EFB solution. I also spent $600/yr in weather subscriptions and $450/yr in database update for my Garmin 480W. Since I fly a Mooney 231/262, I wanted less weight and not to spend more than I already was. So I started with budget; $267/year.

So to the point of starting we need to answer the following questions:

• What do you already own in the cockpit?
• What do you want from your EFB solution?
• What is the budget?

Let’s evaluate a typical IFR aircraft cockpit. It probably contains a panel mount GPS (Garmin 430/480/530/KLN90/KLN94), a portable GPS like a Garmin 396/496 or Lowrance c600, 2 Radios at least one with an ILS and perhaps an ADF or DME. If the GPS is a 396/496 among others then weather is probably being displayed. More expensive airplanes may contain an MFD like a GMX 200 or King unit, but that is the top 20% and probably not average.

Next we can evaluate a typical pilot. He probably has a PC/MAC computer at home for checking weather on AOPA, FLTPLAN.COM, Duats or one of the many other sites. He purchases about $250-$300 a year in paper subscriptions and potentially pays over a $1000/yr in subscriptions.

Gap Analysis

What is missing or what is the advantage of the EFB? The easiest thing to notice missing is unless you have a GNS480, MX20, or G1000 you don’t have Victor Airways depicted. That’s a useful issue when flying IFR and even planning VFR long cross countries. The next advantage an EFB can present is the ability to have all of the required documentation like manuals, AFMs, checklists handy for the pilot. After that we replace our paper with electronic representation and gain the benefit of indexes and weight reduction with improved situational awareness.

The First Decision

The first decision is whether or not we want to remove all paper charts/products from the cockpit. If we do then we must consider the legality of doing so. A “wink and a nod” on legality is insufficient. The ramifications of a non-legal solution is pretty simple a fine during a ramp check or an insurance company not paying out for an incident or accident. These can be costly. The FAA defines that a Part 91 operator can use a Class 1 EFB (COTS Computer). In AC No: 91-78 it states “EFBs/ECDs can be used during all phases of flight operations in lieu of paper reference material …”.

So we can use them if we verify that the computing devices does not interfere with our on board equipment. How do we do that?

FAA Advisory Circular 91.21.1B provides guidance on how to test PEDs. It states that the pilot in command or operator can conduct an operational test without the use of sophisticated equipment. While at cruise altitude, allow the device to be operated. If interference occurs, turn the device off and make a recording of the data. If interference is not experienced, then the operator has complied with 14 CFR 91.21. [i]

That means we can replace our paper with and EFB if we check the device and ensure that it does not interfere with existing equipment. We need to tell the FAA inspector how we did it If asked. Additionally under AC 92.21B paragraph 7, “The Federal Communications Commission (FCC) currently prohibits the use of cell phones while airborne.”.

The FAA supports this. So unless we have declared an emergency and are operating under 91.3 “In an in-flight emergency requiring immediate action, the pilot in command may deviate from any rule of this part to the extent required to meet that emergency”, we have to leave all cell phones as well as 3G/4G devices in the off position. This means that iPhones, iPADs and Slate Computers with a 2G/3G/4G options must be in the “Airplane Mode on”. This renders the A-GPS chip off on Apple devices. [ii]

Feature Selection

This is the hardest decision to make because we all want everything. A feature rich system sounds good on the ground but usually has the disadvantages of being slow and complex. A system with few features has the disadvantage of requiring more “things” in the panel scan to render situational awareness. So balancing this is key to a successful purchase. Too simple or too complex and it sits on the shelf. Much like “Goldlocks and the Three Bears” it must be just right. Make list of the things you must have and would like to have to compare devices. Personally, I have 6 flight planners that are free on the Internet to use or are downloadable to a PC. Flight planning was not on my list; other than can I put my route it.

Flying Habits

You flying habits will also affect the unit selection. For instance, what is your longest flight? If it is 2 hours battery life will be less important? If it is 8 hours, I have a pilot relief tube flying you’ll need a DC adapter. Additionally, the nominal flight altitude will affect the selection. If you have a Cessna 172 that never goes over 10,000’ you don’t need a solid state drive (SSD). If you have Turbo 210 or Mooney 252 you need a Solid State drive. If you mostly fly in weather or at night, screen brightness is less of an issue.

Aircraft Type:

There are three types of aircraft that affect EFB selection: Bubble Canopy (or Open Cockpit) like an RV3, Swift, or Stearman, High wing aircraft like a C172 or Remos, Low Wing Aircraft like a Tiger, Mooney or Piper. The bubble canopy or open cockpit will require the brightest screen imaginable or a very good shade. The high wing aircraft will probably block GPS signals for units with internal GPS an no external antenna (why Garmin 396/496 units come with an external antenna). The Low wing aircraft will require a moderately, bright screen.

Usability/fly(ability)

The number one issue cited in selection criteria is how usable is the hardware and software as well as how does it fit into the existing panel scan. This can comprise everything from where do I mount it to where is that function? It is highly recommended that you try the product in your cockpit or a similar one. If you are going to use a tablet computer or iPad take into the aircraft prior to purchasing the software. How fast are screen changes? Try chair flying the device on a regular trip from start all the way to finish. Pay particular attention to the approach phase of the flight. “That’s when it gets busy”. Another good question is how big is the screen? iPhone is great for phone calls, but I need my reading classes to play some of the games. Screen size is important. Can I see the whole approach plate or do I have to pan/zoom to see parts?

Geocoding

Geocoded charts/plates allow a GPS unit to put a “marker” on your current location. There are some issues here that are not usually discussed during the sales phase of product selection. An issue with geocoding is the GPS that is placing the marker is usually a consumer GPS. That means it can be off quite a bit and does not have a RAIM feature to calculate lost position like a panel mount. It is great to have a marker on the charts for situation awareness, but one needs to be conscience that the panel mount GPS is usually right. Geocode approach plates also seem like a good idea on the ground, but once you are on the ILS the needle is what needs to get flown. There have been deaths of people using pocket approach plates that are geocoded, where they ignored the ILS for the handheld.

What else can it do?

Some platforms are also can do additional things. A PC or iPAD for instance can be used for email as well as watching a movie in the hotel room. PC Platforms can run the various panel GPS update programs so if you are flying across database update times, you don’t need to carry a second computer. You don’t save weight if you have to carry several computing platforms.

Weather/Traffic/Terrain

Side note on weather, in today’s GA cockpits there are two basic choices for weather XM (paid at 30 or 60 month) and ADS-B free. Devices like a Garmin 396/496 are relatively inexpensive weather MFDs. There more you put on a single display the slower it goes. More graphical representations take more time to depict. If you are looking at a one box does all, or they way I put it “A poor man’s G1000” make sure that the computing platform is sufficient to display all of that in heavy weather or traffic situations.

How Fast is it “Really”?

Demonstrations of speed are usually keyed to make any unit look good. Try panning/moving all over the map. Does it take a long time? What about switching from IFR, VFR, or Approach plates? The average time for an approach is just 3-4 minutes from IAF to touch down. Every second can be precious if things are getting “interesting”.

Can it be used in bumpy weather?

Steve Jobes invention of the pinch, drag and gesture is incredible. Almost every device has implemented some variation of that. Have a friend simulate some light turbulence while you are trying to use the device, can you? Some gestures are hard to do in turbulence. Check it out thoroughly.

Putting it all together

I have a friend that always writes his conclusions as putting “A Sharp Point” on it. The following is a table to help put things in context so that a reasonable comparison can be made.

Decision Matrix

Questions to ask:

• Initial purchase cost
• Annual subscription cost
• Software Features that you must have?

- Flight Planning (on/offline)?- VFR Charts- IFR Charts Low Enroute- Approach Plates/Procedures- Airport Directory of one kind or another (AFD or AOPA)?- Do you fly above 18K? If so high-enroute. Good to have if you have a turbo and might need one day.- How long does it take to update the information?

• Subscription

- What is included?- Is it priced by region/country- Do I pay for everything ala-carte?

• Hardware Features

- Can I buy my own hardware?- What is the warranty?- How is warranty work done?- What platform? (PC/iPAD/Proprietary)- Is an SSD Required (Do you fly above 10k’ regularly?)- External USB port for Jeppesen / King updater?- Screen Brightness

* SUPER BRIGHT for Canopy* Moderate Bright for Low Wing* Regular screen for High Wing

- GPS

* Can the GPS be used in flight? (AC 92.21)* Does it work with your aircraft (Hi/low wing)* How long does the battery last? (Recommend a 4hr).* Heavy use of transmitters Bluetooth , WiFi, or 3G limit battery life

• Weather (Is it an option)?

- XM [ Paid ]- ADS-B [Free ]- What does the receiver cost?

• Terrain(Is it an option)?

- Do I need it?- Might already be in my 430/530.

• What is my total cost of ownership for the year?

Additional Issues with iPAD/iPhone

There are a couple of issues to consider with iPhone/iPAD devices. The average set of charts is 4-6GB of data. How long does it take to backup under iTunes or download updates? The Apple store has some limitations on numbers of files and sizes for download.

Actual mileage will vary, but try to download the whole country, backup or sync. The cable is a USB 2.0 and that limits the speed of backup. Also, battery life on these devices is very task dependant. My son can kill my iPhone in an hour playing some games.

Wrote by,

Colin Bitterfield