Electronic Flight Bag (EFB) NextGen Technologies Electronic Flight Bag (EFB) Good Morning and Welcome Hopefully by the time we finish this presentation I have answered some of your questions pertaining to EFBs And I am quite sure that it will generate more as we progress through the process in using EFBS in the cockpit. If you have questions please ask them as we go If I can’t answer your question, I should be able to direct you toward the document that will help. 135 Air Operators George Holtman, Principal Avionics Inspector Thursday August 22, 2013

Overview Hardware and Software Guidance Materials Authorization Process We will discuss what constitutes the 3 different classes of EFB hardware as well as the 3 different software categories that constitutes the types of data There will be a high level overview of the guidance material that is used to establish and explain the classes and types of EFB You will be made aware of the guidance material and the process we will use to achieve the authorization to go paperless in the cockpit.

Class 1 EFB Portable COTS-based computers Not attached or connected to an aircraft mount May be attached to pilot’s leg (kneeboard) Considered Portable Electronic Devices (PEDs) Must be stowed during critical phases of flight May not be subject to an administrative control process for aircraft equipment Hardware Class 1 EFB Portable commercial-off-the-shelf (COTS)-based computers authorized for aircraft operation Not attached or connected to an aircraft mount Attached to pilot’s leg (e.g., kneeboard type) may still be considered Class 1 because it’s not attached to the aircraft Has no access to type certificated aircraft data or power Considered Portable Electronic Devices (PEDs) carried on the aircraft. So it is subject to the regulation 14 CFR 135.144 and 91.21 May only be authorized for use above 10,000 ft. MSL and on the airport surface Must be stowed during critical flight phases, placed in a secure stowage location not available for use or view by the pilot in that location. May not be subject to an administrative control process for aircraft equipment - Not required to added to an MEL or an approved inspection program i.e. AAIP or CAMP

Class 2 EFB Portable COTS-based computers is considered PEDs Tools must not be required to remove EFB Must be connected or attached to an aircraft mount May only use aircraft power, have data connectivity, and use installed antennas May be authorized to transmit non-essential AAC-type data May be authorized for use for all phases of flight and ground ops May require RF/Decompression/Altitude testing Consist of devices/modules located on the flight deck that are accessible by the flightcrew Must be subject to an administrative control process for aircraft equipment COTS-based computers used for aircraft operation is considered PEDS Tools must not be required to remove EFB from the aircraft and a pilot or crewmember must be able to perform the task May be authorized to transmit non-essential Airline Administrative Communication (AAC)-type data May be authorized for use for all phases of flight and ground ops May require Radio Frequency (RF)/Decompression/Altitude testing Consist of devices/modules located on the flight deck that are accessible by the flight crew and removable without the use of tools Must be subject to an administrative control process for aircraft equipment - Which may be equipment list, MEL and/or probably a maintenance program

Class 2 EFB Aircraft Display Class 2 is "mounted" but not "installed". Mounted – Any portable device that is attached to a permanently installed mounting device. May have a mounting bracket and electrical connection to aircraft. The aircraft EFB mount when permanent by design, must have AIR design approval via type certificate (TC), supplemental type certificate (STC), amended TC, or technical standard order authorization (TSOA) May only use aircraft power, have data connectivity (wired/wireless, read-only), and use installed antennas, that has AIR design approval via TC, STC, amended TC, or TSOA References throughout the presentation to AIR is pertaining to the Aircraft Certification Branch of the FAA such as ACO the Aircraft Certification Office. A phrase used is “Viewable stowage” refers to the device that is secured in an existing mounting provision with the intended function to hold charts or an acceptable portable device viewable to the pilot such as a knee board

EFB Securing Solutions Securing solutions can take the form as: 1) Suction Cups 2) Seat Track Holders 3) Velcro though not recommended use of hook-and-loop fasteners because the closure strength degrades with each use.

Yoke-Mounted Yoke-Mounted EFBs must be certificated by a design approval by AIR under TC, amended TC, or STC All structural and dynamic, as well as wiring protection and security requirements affecting the flight controls, (including autopilot (AP), stall warning, stick pusher, crashworthiness, human factors, etc.), must be addressed prior to installation -Yolk-mounted EFBs must be certificated by a design approval by AIR under a TC, amended TC , or STC -Field approval or Designed Engineering Representative (DER) approval without a design approval from AIR by TC, amended TC, or STC is not permitted for yolk-mounted EFBs. (FAA Order 8900.1 EFB Page 13 C. EFB Mounting Devices) -Follow-on installations must be accomplished using FAA-approved data. (Flowchart figure 4-75, page 16 (8900.1 EFB))

Class 3 EFB Portable modules/components must still fulfill intended function to qualify as EFB Class 2 PED If any of the functional EFB system hardware (CPU/Display/Interface) is “certified,” then EFB system is considered Class 3 regardless of OS Class 3 EFB systems are "installed". Class 3 hardware and/or Type C software applications are evaluated by the AEG (Aircraft Evaluation Group) in conjunction with a TC, amended TC, STC, or Technical Standard Order Authorization (TSOA) processes Portable modules / components must still fulfill intended function to qualify as Class 2 EFBs, so if any of the functional EFB hardware (i.e., cental processing unit (CPU)/display/User-interface) requires an AIR design approval, then the EFB is considered Class 3 regardless of its operating system (OS) Class 3 can display Type A and Type B software as well as Type C.

EFB Classes and Authorized Uses Portable Equipment Installed Equipment Class 1 *Portable device *RD for Type B *Secured during critical phases of flight *No TC’d A/C data, power, or mount for use *Limited by AC 120-76B Class 2 *Portable device *Crashworthy-mounted *EMI/Rapid Decomp/Alt testing required *All phases of flight *Ships power *Read only airplane data *Video interface *Limited by AC 120-76B Class 3 *Installed by TC *Ships power *All flight phases *Datalink *Interactive Apps *Video interface *Increased Functionality Portable and Installed EFB. RD = Rapid Decompression testing Certified Type C Applications Type A & B Applications Authorization for Use

Type A Applications May be hosted on any class of hardware Must be evaluated and found suitable for intended function Do not require an AIR design approval Only for use during non-critical phases of flight when pilot workload is reduced Examples of Type A software applications are provided in AC 120-76 B, Appendix 1 Software Company manuals MELs / CDLs Aircraft Maintenance and IPC manuals

Type B Applications May be hosted on any class of hardware Must be evaluated and suitable for intended function Do not require an AIR design approval May require AEG evaluation May be used during all phases of flight Examples of Type B software applications are provided in AC 120-76 B, Appendix 2 Aircraft Flight Manuals and Supplements Flight Operations Manuals Jepps & Approach Plates.

Type C Applications Any certified software applications with AIR design approval Includes AIR approved software for Weight and Balance (W&B) and/or aircraft performance Includes any software application that displays Own Ship Position

Where We Are in the Presentation  Hardware and Software Guidance Materials Authorization Process 

Pertinent EFB Guidance History FAA AC 120-76B (6/1/12) FAA AC 91-21.1B (08/25/06) FAA AC 20-159 (04/30/07) FAA AC 91-78 (7/20/07) A061 OpSpecs Guidance (03/14/11) FAA Order 8900.1 EFB Guidance (04/23/13) Guidelines For The Certification, Airworthiness, and Operational Approval of EFB Computing Devices Use of Portable Electronic Devices Aboard Aircraft (Used in conjunction with 8900.1 for authorizing use of EFB) Obtaining Design And Production Approval Of Airport Moving Map Display (AMMD) Applications Intended For Electronic Flight Bag Systems Use of Class 1 or Class 2 Electronic Flight Bag (EFB) Part 91 guidance Clarified AEG and POI role AC 120-76B -- 10 years old – Revised twice – This is a joint Flight Standards Service (AFS) and Aircraft Certification Service (AIR) advisory circular that contains guidance on the operational use of Electronic Flight Bags. AC 91-21.1B--Use of Portable Electronic Devices Aboard Aircraft. Provides information and guidance for assistance in compliance of 91.21 and 135.144 AC 20-159 --Allows the use of Class 2 EFB to display own ship position on an Airport Moving Map Display (AMMD) on the GROUND ONLY. AC 91-78 --Part 91 guidance document. A061 --Paragraph A061 authorizes the use of Class 1 / Class 2 and/or Class 3 EFBs and describes the conditions and limitations for EFB use 8900.1 --FAA Inspector Guidance on the subject of EFB and is available at FAA.GOV on FSIMS web site for public viewing. Inspector Handbook Volume 4 / Chapter 15 / Section 1 EFB Operational Authorization Process

Advisory Circular 20-159 AMM (Airport Moving Map) with own-ship position for Class 2 & 3 EFB Systems This AC gives guidance on the use of "own ship" display on the ground in conjunction with an Airport Moving Map Display (AMMD).

Moving Maps with Own-Ship Position Technical Standard Order (TSO)-C165, “Electronic Map Display Equipment for Graphical Depiction of Aircraft Position,” published October, 2003 EFB Class 2 Systems are limited to display of Own-ship for surface operations provided manufacturers comply with AC 20-159

FAA Order 8900.1 Volume 3 FAA evaluation process for an EFB follows the same general process for approval and acceptance as described in FAA Order 8900.1, Volume 3, Chapter 1, Section 1 FAA Order 8900.1 Volume 4, Chapter 15, Section 1 “Electronic Flight Bag Operational Authorization Process” and AC 120-76B are the two main documents used in EFB approvals.

Basic EFB Requirements The screen must be large enough to show an entire instrument approach procedure chart at once, with the equivalent degree of legibility and clarity as a paper chart The display must also be demonstrated to be readable on the flight deck in direct sunlight Display requirements are specified when a Type B application is available on the EFB during certain critical phases of flight (e.g. taxi, takeoff, approach and landing) Legibility Brightness Viewing Angle Stylus - Spare stylus Digitizer Pen - spare pen adjusted for use on each EFB Touch Screen – sensitivity, ease of operation

Basic EFB Requirements GPS data may be used for map centering when en route charts are displayed Map centering may be used as an en route chart feature only and may not be used when an approach chart is displayed No own-ship position displayed on a Class 1 or Class 2 EFB in Flight GPS data may be used for map centering when enroute charts are displayed on an EFB. Map centering may be used as an enroute chart feature only and may not be used when an approach chart is displayed Own-ship position may never be displayed on a Class 1 or Class 2 EFB in flight A GPS installation in compliance with AC 20-159 is required for the depiction of own-ship position on an Airport Moving Map Display (AMMD) Satellite Weather may be presented, when evaluating EFB system for compatibility in cockpit, the internal or external XM Weather system needs to meet same evaluation

Rapid Decompression Testing RD testing is required to determine an EFB’s functional capability when Type B software applications are used in pressurized aircraft where no alternate procedures or paper backup are available Uses RTCA/DO-160 Section 4.6.2 Decompression Test Decompression testing may not be required for Class 1 or Class 2 EFBs used in an unpressurized aircraft Jeppesen has done this for the iPad and iPad II They will make this documentation available

Altitude Testing Class 1 or Class 2 EFBs may require availability up to the maximum operating altitude of the aircraft Compliance to RTCA/DO-160 Section 4.6.1 Altitude Test to at least Category D1 or to the maximum operating altitude of the aircraft, whichever is lower Altitude Testing is pertaining to unpressurized aircraft

Electromagnetic Interference/Non-Interference Testing Class 1 or Class 2 EFB used in flight ops must have no adverse impact on other aircraft systems (non-interference) If used during take-off and landing, Class 1 & 2 EFBs must be tested for non-interference Possible interference when portable EFBs are moved about in the cockpit should be addressed The current edition of AC 91.21‑1, Use of Portable Electronic Devices Aboard Aircraft, addresses non-interference testing for non‑critical phases of flight only and is not adequate when Type B applications are used for all phases of flight. To operate the EFB through all phases of flight, it requires documented testing procedures. In the FAA Order 8900.1 EFB Authorization For Use, there is 2 methods of compliance to satisfy this initial requirement. (Volume 4/Chapter 15/ Section 1 / page 5) Method 1 is a 2 step process conducting an electromagnetic interference (EMI) test in accordance with RTCA DO-160, section 21, paragraph M. Tests are done by a EFB vendor and these results are evaluated to determine that an adequate margin exists between the EMI emitted by the PED and the pre-established interference threshold of aircraft equipment (front door or back door susceptibility) If that shows issues then you will be testing the EFB in the aircraft. Method 2 is a complete test in each aircraft using an industry standard checklist. (Such as for the Bell 407 with FADEC and presently T-PED usage for WiFi with the Air Cell Access system) This industry standard checklist must be of the extent normally considered acceptable for non-interference testing of a PED in an aircraft for all phases of flight. Testing for a particular aircraft make/model may be credited to other similarly equipped aircraft of the same make/model.

EFB Data Connectivity Capability Type Class 1 Class 2 Class 3 No data connectivity Class 2 May have data connectivity (wired or wireless) Use installed antennas Read data from aircraft systems May be authorized to transmit and receive non-essential AAC data Can be connected to non-essential data buses, file servers, printers, etc. Class 3 Can be authorized to an essential data bus Can be authorized to a critical aircraft data bus Can transmit AOC data Class 1 EFBs do not have data connectivity, either wired or wireless Class 2 and Class 3 EFBs may have data connectivity, either wired or wireless, use installed antennas, and read data from aircraft systems provided that the connection has AIR design approval via TC, STC, amended TC, or TSOA Connectivity includes data bus and communication systems access, (e.g., through an avionics data bus, server, network interface device, or wireless network) Class 2 EFBs may be authorized to transmit and receive non-essential AAC data (Airline Administrative Communication) Class 2 EFBs can be connected to non-essential data buses, file servers, printers, routers, etc Class 3 EFBs can be authorized to an essential data bus, provided compliance with lightning protection requirements is demonstrated Class 3 EFBs can be authorized to a critical aircraft data bus provided compliance with High Intensity Radiated Fields (HIRF) and lightning protection requirements are demonstrated Only Class 3 EFBs can transmit Airline Operations Center (AOC) data EFB failures must not adversely affect other installed aircraft systems and may need to address the system security

Where We Are in the Presentation  Hardware and Software Guidance Materials Authorization Process  

Authorization Process FAA Order 8900.1 Volume 3, Chapter 1, Section 1 “The general process for approval and acceptance” Volume 4, Chapter 15, Section 1 “ Electronic Flight Bag Authorization For Use” Phase 1 - Initiation Phase 2 - Required Application Information Phase 3 - POI Review Phase 4 - Temporary Authorization to use an EFB Phase 5 - Authorization to Use an EFB Volume 3 is the base guidance used for the authorization process in Volume 4

Phase One: Authorization Request Begins when the operator requests authorization to use the EFB from the FAA During this phase, the FAA and the operator reach a common understanding of the role of the FAA and what documents and actions the operator is responsible for during each phase of the authorization process This is usually accomplished by a Letter of Intent or Request from the operator

Phase Two: Application Submission Phase two begins when the operator submits a formal EFB plan to the POI for evaluation. The plan is reviewed for completeness and the POI facilitates coordination with other inspectors and FAA offices, as necessary. Application package reference 8900 para. 4-1649 C

Phase Two: Application Package EFB hardware and application specifications Complete provided Checklist (Figure 4-76 & 4-81, Evaluation Report Information Template) EFB operator procedures/manual revisions As a stand alone Standard Operating Procedures or Incorporated into the GOM Identifies EFB Hardware & Software / Maintenance Procedures / Operational Procedures / Appendices for user guides and forms EFB cockpit procedures checklists Validation of flight testing A means of documenting anomalies or non-events Log flight hours, marking time (6 months) EFB hardware and application specification (Figure 4-76 and Figure 4-81, Evaluation Report Information Template) Complete provided Checklists EFB operator procedures/manual revisions Incorporate into the GOM Appendix to the GOM Stand alone controlled Manual The benefit of a initial stand alone document is that during the 6 month testing period, you will revise the document as you see needed and require acceptance or approval from the CHDO until you are ready to exit the testing period. A letter will be issued by the CHDO outlining this process for mutual understanding of the proposed plan to produce a complete EFB Program. As you near exiting the testing period, you may now want to revise the GOM incorporating and addressing the procedures of usage and murphy’s i.e. display and battery issues and crew responsibilities. When developing procedures, consideration should be given to the future addition of aircraft models and the EFB hardware upgrades. EFB cockpit procedures checklists Validation of flight testing A means of documenting anomalies or non-events Log flight hours, marking time (6 months) This document / Form should accompany the flight log and have a means to identify aircraft, identify crew and fight time Include instructions on completion of form and if this is just for usage in Non-critical stage of flight (above 10,000 ft MSL), if for all phases of flight then a defined period before exiting the non-critical stage. Consideration should be given for a form to document crew evaluations by detailing the anomalies and provide a formal process for gathering feedback about the EFB and its performance

Phase Two continued EFB Training Program EFB Evaluation Report Incorporated into company training program EFB Evaluation Report Complete provided checklist (Figures 4-79 & 4-80) Rapid Decompression Test Data EFB training program Incorporated into company approved training program EFB evaluation report (Figure 4-79 and Figure 4-80) Complete provided checklist Rapid Decompression test data

Phase Two continued Completed non-interference test results Previously CHDO accepted ground testing procedure. Airworthiness documents for Class 2 equipment Completed non-interference test results Method 1 Testing to establish EMI thresholds for the model of aircraft and that an adequate margin exists between the EMI emitted by the PED and the interference susceptibility threshold of the aircraft equipment. Method 2 A previously accepted testing procedure by the CHDO to establish an initial non-evasive presence in the cockpit for the EFB Airworthiness documents for Class 2 equipment (mounting device, aircraft data connection, aircraft power primary, remote antenna, battery maintenance)

Phase Three: POI Review POI must use the checklist found in Figure 4-78, to conduct a review of the application submitted by an operator All PI specialties should coordinate the review of an operator’s EFB program Verify: I - General EFB General considerations Physical Placement Training/Procedures Considerations EFB Training Validation Phase and Continued Data Collection SMS Interface (Hazards and * Risk Mitigation) Software Considerations Hardware Considerations II - Electronic Documents III - Electronic Checklist (ECL) Systems IV - Weight and Balance V - Flight Performance Calculations VI - Electronic Charts VII - Validation Phase *Risk Mitigation: When determining the need for redundancy, take into consideration that no single failure or common mode error can cause the loss of required aeronautical information or data.

Phase Four: Interim Authorization An interim EFB authorization is granted to allow the user/operator to proceed with EFB validation testing. During this validation phase, the operator must maintain a paper backup of all electronic information. Evaluation report is the end of phase 4 (8900 fig. 4-82) -The operator is temporarily issued the Web OPSS Paragraph A061. In Table 1 under “Restrictions and Limitations” column will have the remark “Temporary Authorization to conduct 6-month operational validation testing”. The 6-month validation testing formally begins when A061 is issued. -Procedure changes and manual revisions for the EFB will be done without the need of Inspector acceptance -After the testing period is completed, the EFB Standard Operation Procedures document will become finalized and submitted as a controlled manual for acceptance by the responsible principal inspectors. -This document should take into consideration changes in units and aircraft and the procedure to which it will happen.

Phase Five: Final Authorization Authorization to Use an EFB. An operator subject to regulations under 14 CFR parts 91K, 121, 125 (including part 125M), and 135 is granted authorization to use an EFB through OpSpecs A061 only after acceptable completion of validation testing (see Volume 3, Chapter 18). Use Fig. 4-82 EFB Line Evaluation Checklist The Phase 4 to Phase 5 transition uses line evaluation checklist fig 4-82. -The Web OPSS Paragraph A061 is reissued without the comment in Table 1 under the “Restrictions and Limitations” column. Paper backups comes off the aircraft. -This is a proven process when followed by both parties, operator and inspector, will satisfy the requirements for the authorization of Paragraph A061 -The guidance in FAA Order 8900.1 is constantly evolving, the most current is April 23 this year. -That is why you, the operator, should be aware how to find this information because it is the inspectors instructions on completing this task.

New Electronic Flight Bags… New Questions iPad II and Beyond -There is no doubt the speed of technology shapes everything we do. And it doesn’t stop short of EFBs. -The electronic flight bag, and its associated technology, has been rapidly evolving. Software manufacturers have been creating ever-improving applications that allow operators to replace their required paper products, with lightweight, easy to use electronic displays. -They have developed applications that allow operators to display and interact with information that increases the pilot’s situational awareness. - Along with this changing technology, new questions will continually arise and new solutions will be sought.

Questions Comments Is there any questions or comments Thanks for your time.