Electronic Flight Bags: C I V I L A V I A T I o N A D V I S o R y P U B L I C A T I o N O C T o B e R 2 0 1 3
Electronic Flight Bags: C I V I L A V I A T I o N A D V I S o R y P U B L I C A T I o N O C T o B e R 2 0 1 3
Electronic Flight Bags: C I V I L A V I A T I o N A D V I S o R y P U B L I C A T I o N O C T o B e R 2 0 1 3
October 2013
CAAP 233-1(0): Electronic Flight Bags 2
Contents
1. Acronyms 2
2. Definitions 3
3. Introduction 3
4. Background 4
5. Approvals 4
6. Classification of EFB by Functionality 5
7. Airworthiness approval of EFB 7
8. Managing EFBs for operational use 11
APPENDIX A EFB functionality matrix 15
APPENDIX B AOC Holders Self Evaluation Checklist for the Introduction of EFB 16
1. Acronyms
AC Advisory Circular
AOC Air Operators Certificate
CAAP Civil Aviation Advisory Publication
CASA Civil Aviation Safety Authority
COTS Commercial-of-the-shelf
EFB Electronic Flight Bag
EFBA Electronic Flight Bag Administrator
EMI Electromagnetic Interference
FAA Federal Aviation Administration (of the USA)
GPS Global Positioning System
ICAO International Civil Aviation Organization
MEL Minimum Equipment List
OM Operations Manual
PED Portable Electronic Device
SOPs Standard Operating Procedures
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2. Definitions
Electronic Flight Bag (EFB): A portable Information System for flight deck crew members which
allows storing, updating, delivering, displaying and/or computing digital data to support flight
operations or duties.
EFB system: The hardware, the operating system, the loaded software and any antennae,
connections and power sources, used for the operation of an EFB.
Interactive Information: Information presented on the EFB that, via software applications, can be
selected and rendered in a number of dynamic ways. This includes variables in the information
presented based on data-oriented software algorithms, concepts of de-cluttering and on-the-fly
composition as opposed to pre-composed information.
Operating System: Software that controls the execution of programs and that may provide
services such as resource allocation, scheduling, input-output control and data management.
Mounting device: May include arm-mounted, kneeboard, cradle or docking-stations etc.
Portable Electronic Device (PED): A self contained electronic device that is not permanently
connected to any aircraft system, although it may be connected temporarily to an aircrafts electrical
power system, externally mounted antenna, data bus or mounting device. PEDs include numerous
communications and computing devices. Class 1 and 2 EFBs are considered PEDs. For the intent
of this publication, a PED is a device that can display EFB information.
Pre-Composed Information: Information previously composed into a static composed state (non-
interactive). The composed displays have consistent, defined and verifiable content and formats
that are fixed in composition.
Software application: Software program, installed on an EFB system that allows specific
operational functionality.
3. Introduction
3.1 The EFB is an electronic storage and display system designed to replace traditional paper
products in the cockpit. EFB devices can store and display a variety of aviation data or perform
calculations such as performance and weight and balance calculations. The scope of the EFB
system functionality may also include various other hosted databases and applications. Physical
EFB displays may use various technologies, formats and forms of communication.
3.2 This CAAP looks to provide guidance for the use of EFB by Air Operators Certificate
(AOC) holders as they are bound to meet the obligations detailed in the AOC conditions set out in
Appendix 9 of CAO 82.0. These AOC conditions will be applicable to foreign registered operators as
detailed in Paragraph 10 of CAO 82.3 and Paragraph 10 of CAO 82.5. It will cover areas such as
hardware, software, administration, maintenance, security and the operational approvals for the
AOC holder. The CAAP will also provide general guidance for private operators.
3.3 This CAAP does not provide guidance on integrated EFB Class 3 devices as defined later
in this document. For this class of equipment the manufacturers approved data is to be used as the
basis for operational procedures and maintenance practices.
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4. Background
4.1 EFBs can electronically store and retrieve documents required for flight operations, such as
maps, charts, the Flight Crew Operations Manual, Minimum Equipment Lists (MEL) and other
control documents. In the past, some of these functions were traditionally accomplished using paper
references or were based on data provided to the flight crew by an airlines flight dispatch function.
The scope of the EFB system functionality may also include various other hosted databases and
applications. Physical EFB displays may use various technologies, formats and forms of
communication.
4.2 The concept of EFBs is not new, as an example, the Federal Aviation Administration of the
United States of America (FAA) issued guidance material as early as 2003 (FAA Advisory Circular
(AC) 120-76A) and the International Civil Aviation Organization (ICAO) issued Annex 4 Chapter 20
to deal with electronic display of charts and provide guidance on the basic requirements aimed at
standardising electronic aeronautical chart displays while not unduly limiting the development of
new cartographic technology.
4.3 In the past, Australia published Airworthiness Bulletin 00-017 which endorsed the FAA AC
120-76A as guidance for EFBs in Australia. However, FAA AC 120-76A was based on the
technology of 2003, and CASA has recognised that, with the advent of the latest technological
advancements in commercial-off-the-shelf (COTS) tablets and Wi-Fi standards, FAA AC 120-76A
has been overtaken by technology development.
5. Approvals
5.1 The technological advancements that facilitated the growth in everyday electronic
transactions, the Australian Government introduced legislation that recognised that, from a legal
perspective, electronic versions of documentation that are required by regulation are acceptable.
The media used to store and display the document has become irrelevant.
5.2 The Acts Interpretation Act 1901; and Electronic Transactions Act 1999 are the enabling
legislation allowing the use of digital media to display the documentation required by the Civil
Aviation Act 1988 and any of its subordinate regulations.
5.3 Documents that have already been approved in accordance with the relevant regulations
do not need additional approval if they have been stored in the EFB in essentially the same form as
the original document.
5.4 Whilst an approval for the use of an EFB is not required, the proposed use of portable EFB
must be in accordance with the conditions of the Air Operators Certificate (AOC) under Part 82 of
the Civil Aviation Orders dealing with EFB and those procedures detailed in an Operations Manual
amendment. If a proposed Operations Manual amendment does not meet the requirements of Part
82 dealing with EFB CASA, in accordance with Regulation 215 of CAR 1988, may issue a direction
requiring the AOC holder to revise or vary the amendment so that it meets those requirements.
5.5 Portable EFB use is subject to CASA oversight. A failure to comply with the requirements
for portable EFB use is a threat to aviation safety and a breach of AOC conditions which can result
in suspension or cancellation of an AOC.
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6.3 Functionality
6.3.1 From an operational perspective EFBs are defined by their functionality. The four
functionalities are outlined in the following paragraphs. Refer to Appendix A of this CAAP for EFB
functionality cross reference in relation to the current hardware class.
Functionality Level 1
6.3.2 The EFB is used as a document viewer utilising aeronautical data that has been supplied
either by the publisher of the Australian Aeronautical Information Publication or by a CASA
approved vendor, as being suitable for use in maps, charts or aeronautical databases. This data is
considered approved for air navigation purposes. The document viewer functionality may be
enhanced with the incorporation of a flight planning tool that utilises this approved data. The
application performing the display or flight planning functions must not be capable of altering the
approved database. Any amendment to the data supplied by an approved vendor will render it
unsuitable for air navigation purposes.
6.3.3 The EFB may be:
hand held but is to be stowed during the following phases of flight;
during take-off and landing; and
during an instrument approach; and
when the aircraft is flying at a height less than 1000 feet above the terrain; and
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CAAP 233-1(0): Electronic Flight Bags 6
in turbulent conditions:
- mounted in an approved mount within the flight compartment or using a suitable
kneeboard attachment (with no attachment to the aircraft) which is securely attached
to the pilot;
- connected to aircraft power for battery recharging; and
- connected to an installed antenna (e.g. GPS) intended for use with that EFB.
6.3.4 The EFB, with GPS functionality, may be used for situational awareness only. It is not an
approved navigation system and cannot be used as the primary means of navigation.
6.3.5 There may be an appreciable lag time between position indicated on the EFB and actual
position. Loss of signal or failure indication on the EFB might not be present in the device to indicate
the integrity of the information being displayed.
6.3.6 Backup/redundancy provisions will need to be addressed to ensure flight crew access to
required information in the event of an EFB failure in flight. EFB may be prone to shutting down
inadvertently during flight due to environmental factors that were not considered critical during the
design and manufacture of the device.
6.3.7 A Functionality Level 1 EFB requires an airworthiness approval if it is a Class 2 device.
However, this approval is limited in scope to the mounting device, crashworthiness and EFB power
connection.
Functionality Level 2
6.3.8 In addition to the Functionality Level 1 capabilities, the EFB has one or more applications
that utilise algorithms within a software application that require manual input to satisfy operational
requirements. These include, but are not limited to, the weight and balance and/or performance
calculations as required by the aircrafts approved flight manual for use by the aircrew. The software
applications must be validated to ensure the outputs from the application comply with the limitations
detailed in the aircrafts approve flight manual, for example any weight control shall be validated by
an authorised weight control officer in accordance with Civil Aviation Order 100.7.
6.3.9 Devices that only perform these calculations are not classified as EFB. However the need
for validation of those software applications remains to ensure that the aircraft is operating within its
approved flight manual limitations.
6.3.10 A Functionality Level 2 EFB requires an airworthiness approval if it is a Class 2 device.
However, this approval is limited in scope to the mounting device, crashworthiness and EFB power
connection.
Functionality Level 3
6.13 The EFB has one or more applications that utilise algorithms requiring manual input and
accepting data directly (one way) from aircraft systems to satisfy operational requirements. These
include, but are not limited to, the weight and balance and/or performance calculations as required
by the aircrafts approved flight manual for use by the aircrew. The software applications shall be
validated by an authorised person. As this link may be via Wi-Fi, system security must be assessed
to identify any risks associated with the data link.
6.14 A Functionality Level 3 EFB, as a Class 2 device, requires an airworthiness approval but this
approval is limited in scope to the mounting device, crashworthiness, data connectivity and EFB
power connection.
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Functionality Level 4
6.3.11 The EFB has one or more applications that utilise algorithms requiring manual input and
accepting data directly from aircraft systems to satisfy operational requirements. These include, but
are not limited to, the weight and balance and/or performance calculations as required by the
aircrafts approved flight manual for direct input to the aircrafts flight management system. The
software applications utilising this bi-directional data link to the aircraft system will need to be
certified to ensure ongoing system integrity. As this bi-directional link may be via wireless
connectivity e.g. commercial telecom or Wi-Fi, system security will need to be capable of preventing
external interference.
6.3.12 A Functionality Level 4 EFB, as a Class 2 device, requires an airworthiness approval.
However, this approval is limited in scope to the mounting device, crashworthiness, data
connectivity, EFB power connection and software applications.
7.3 Hardware
7.3.1 The following list should be used in conjunction with Appendix B EFB Installation
Evaluation of this CAAP.
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7.4.5 The equipment when mounted and/or installed shall not present a safety-related risk or
associated hazard to any flight crew member. A means to store or secure the device when not in
use should be provided. Additionally, the unit (or its mounting structure) must not present a physical
hazard in the event of a hard landing, crash landing or water ditching. EFBs and their power cords
must not impede crew ingress, egress or emergency egress.
7.5 Cabling
7.5.1 7.13 The cables required for EFB operation must not present a hazard. The required
cabling should be a sufficient length to prevent damage or hazards. Any cables need to be secured
to prevent any damage or hazard. Use of cable ties, restraints and conduits should be considered
depending on the installation.
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7.8 Power
Power Source
7.8.1 Aircraft electrical power outlets that are not part of the original design of the aircraft will
require airworthiness approval.
Note: An electrical load analysis should be conducted to replicate a typical 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.
7.8.2 The EFB power source should be designed such that it may be deactivated at any time.
Where there is no possibility for the flight crew to quickly remove or un-plug the power to the EFB
system, a clearly labelled and conspicuous means (e.g. on/off switch) should be provided.
7.8.3 Useful battery life must be established and documented for the EFB. When EFB battery
charging is not possible in the aircraft, additional fully charged EFB batteries should be available to
ensure the operational performance is maintained for the planned duration of the flight, including
diversion times and operation on the ground.
7.8.4 Charging the proposed EFB device will generate extra heat, especially in warmer climates.
However this heat shall not cause the EFB to shutdown. The placement of the EFB should allow
sufficient airflow around the unit. Considerations must be made to ensure that the proposed EFB
device does not heat excessively higher than manufacturers recommendations during usage. All
care must be taken to ensure that the battery in the proposed EFB device does not go into a
thermal runaway condition. Reliance on accessories to control cooling of the EFB should be
avoided.
7.8.5 Rechargeable batteries in EFBs have a limited life and will gradually lose their capacity to
hold a charge. This loss of capacity is irreversible. As the battery loses capacity, the length of time it
will power the product decreases. Batteries also continue to slowly discharge when the EFB is not
in use or while in storage. Operators should also develop a procedure or policy to establish the level
of battery capacity degradation during the life of the EFB. Careful monitoring of EFB batteries that
are nearing the end of their service life should be implemented.
7.8.6 Circuit breakers are not to be used as switches; their use for this purpose is not
acceptable. In order to achieve an equivalent level of safety, certain software applications,
especially when used as a source of required information, may require that the EFB system have
access to an alternate power supply. Guidance should also be provided in the adverse event of a
battery failure or malfunction.
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7.10.2 Procedures to mitigate a serious EFB malfunction will need to be designed specifically for
the particular class of EFB in use, either a Class 1 or Class 2 EFB.
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7.13 Software
7.13.1 It is the responsibility of the operator to ensure that the operating system and application
programs meet the intended function. Unauthorised modification of any database or the loading of
any new or additional software is not permitted unless that software is demonstrated to comply with
original validation basis.
7.13.2 Some software applications installed for flight operations may require regulatory approval
prior to operational use. Any information that is provided to the pilot needs to be a true and accurate
representation of the charts or documents being replaced and as such must be validated to confirm
compliance with the aircrafts approved flight manual. Validation should be by endorsement of the
software application by the person responsible for the relevant approved flight manual limitations or
by a suitably qualified and accredited person.
7.13.3 The operator should identify a means to demonstrate that adequate security measures are
in place to prevent malicious introduction of unauthorised modifications to the EFBs 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.
8.3.2 There should be at least one means of backup available to the PIC at time of dispatch. This
can be either another EFB (it may belong to another member of the flight crew) or paper charts and
documents required for the sector being flown.
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8.4.1 Clear limitations and procedures shall be provided and documented for all phases of flight.
A system description and operating philosophy should be included. Procedures should:
be properly integrated with existing Standard Operating Procedures (SOPs). For pilots not
operating to company SOPs, the EFB should be integrated with airmanship that is
consistent with safe flying practices;
contain suitable flight crew crosschecks for verifying safety critical data;
mitigate and/or control any additional workload associated with the EFB;
provide contingency procedures for total or partial EFB failure;
cover system reboots, lock-ups and recovery from incorrect crew actions;
include a requirement to verify the revision status of software. For example, ensure that
flight crew confirm the revision numbers and/or dates of EFB flight databases and software
installed on their units and are required for that flight. For instance, 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;
provide for easily adjustable brightness and contrast controls of the EFB by the flight crew,
to compensate for varying lighting conditions;
be designed to define the actions to be taken when information provided by an EFB does
not agree with that from other flight compartment sources, or when one EFB disagrees
with another; and
ensure that Functionality Level 4 EFBs, simultaneously displaying information that existing
cockpit automation is displaying, identifies which information source will be primary and
which source will be secondary (and procedures to identify under what conditions to use
the backup source).
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human factors and cockpit resource management are included in the training;
training for flight crew to carry out cross-checks for verifying safety-critical data;
the training material matches both the EFB equipment status and the published
procedures;
the training program incorporates training for system changes and upgrades; and
if applicable, the training program maintains crew proficiency in non-EFB (e.g. paper
charts) procedures.
8.8.2 Database revisions must not include application software or operating system changes,
unless the application software and/or operating system program changes are controlled and
properly tested prior to use in flight. Also, changes to the database and/or application software
should not be undertaken during operations (taxi, take-off, in-flight, landing).
8.8.3 Procedures should also be clearly defined to track EFB database expiry. Procedures
should be documented to control and manage data on the unit.
8.8.4 For private operators, it is strongly recommended that a dedicated device be used for the
purpose of an EFB.
8.8.5 For AOC holders, it is strongly recommended that a dedicated device be used for the
purpose of an EFB. However if the AOC holder allows the use of the EFB for personal use the
following should be considered:
all applications and data must be centrally controlled by the EFBA;
the EFB should be locked to prevent unauthorised installation of applications or data; and
the AOC holder needs to have a policy on the use of non-flight related applications during
flight.
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Executive Manager
Standards Division
October 2013
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EFB
Functionality
Type (5) 1 2 3 4
Hardware
Class 1 Ops Manual amendment to be Ops Manual amendment to be Ops Manual amendment to be Ops Manual amendment to be
Portable submitted by AoC holders (1). submitted by AoC holders (1). submitted by AoC holders (1). submitted by AoC holders (1).
Not attachable to an aircraft AW approval not required. AW approval not required. AW approval required (4). AW approval required (4).
mounting device View documents only (2). Approved software may be Approved software may be Read/Write data connectivity
Do not require aircraft No data connectivity with a/c used (5). used (5). with a/c systems allowed for
certification approval systems. No data connectivity with a/c Read only data connectivity approved s/w.
Considered PED systems. with a/c systems.
Class 2 Ops Manual amendment to be Ops Manual amendment to be Ops Manual amendment to be Ops Manual amendment to be
Portable submitted by AoC holders (1). submitted by AoC holders (1). submitted by AoC holders (1). submitted by AoC holders (1).
Attachable to an aircraft AW approval required (3). AW approval required (3). AW approval required (3) (4). AW approval required (3) (4).
mounting device View documents only (2). Approved software may be Approved software may be Read/Write data connectivity
Requires certification approval of No data connectivity with a/c used (4). used (4). with a/c systems allowed for
mounting and connectivity systems. No data connectivity with a/c Read only data connectivity approved s/w.
aspects systems. with a/c systems.
Considered PED
(1) Ops Manual amendment is to provide details of how the AOC holder intends to comply with the requirements of CAO 82.0 Paragraph 10.
(2) Utilises approved data as per paragraph 233 (1) (h) of CAR 1988 requirement.
(3) Airworthiness (AW) approval required for installed components (mounting device etc.).
(4) AW approval required for data connectivity and/or software interface.
(5) Software issued by CASA approved vendor or authorised person or aircraft manufacturer.
(6) Higher EFB functionality levels contain all the functions of the lower EFB functionality levels.
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APPENDIX B
Part 1
Hardware
Do the physical characteristics of the proposed device make it suitable for use as an
Yes
EFB?
No
N/A
Will the display be readable in all the ambient lighting conditions, both day and night,
Yes
encountered on the flight deck?
No
N/A
What testing has been conducted to confirm EMI/EMC compatibility?
Yes
Details:
No
N/A
Is the format of the EFB suitable for the intended application (e.g. is it a map reader only,
Yes
performance calculator only etc)?
No
N/A
Has the EFB been tested to confirm operation in the anticipated environmental conditions
(e.g. temperature range, low humidity, altitude, etc)? Yes
Details: No
N/A
What procedure has been developed to establish the level of battery capacity degradation
during the life of the EFB? Yes
Details: No
N/A
Does the EFB require any external connectivity to function, i.e. is it self-contained?
Yes
Details:
No
N/A
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Part 2
Note: This part may be required to be completed multiple times to account for the different
applications being considered.
Software
Does the software application/s installed on the EFB enable it to replace documents and
charts required to be carried on board the aircraft? Yes
No
N/A
Does the software application/s proposed require regulatory approval prior to operational
use?
Yes
Details:
No
N/A
Has the software application been evaluated to confirm that the information being
provided to the pilot is a true and accurate representation of the documents or charts
being replaced? Yes
Details: No
N/A
Has the software application been evaluated to confirm that the computational solution/s
being provided to the pilot is a true and accurate solution (E.g. weight and balance,
performance etc)? Yes
Details: No
N/A
Are there other software applications intended to support any additional requirements of
the operator or the NAA, e.g. tech log, flight folder, taxi camera, etc?
Yes
Details:
No
N/A
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Part 3
Installation
Mounting
If EFB is hand held, can it be easily stowed securely? Yes
No
N/A
When stowed, is the EFB readily accessible in flight? Yes
No
N/A
Is the mounting device compliant with the applicable crashworthiness requirements? Yes
No
N/A
Has the installation of the mounting device been approved in accordance with the
Yes
appropriate airworthiness regulations?
No
N/A
If the mounting device for the EFB is moveable, can it be easily be locked in place? Yes
No
N/A
Has provision been provided to secure or lock the mounting device in a position out of the
way of flight crew operations?
Yes
Note: When stowed, the device and its securing mechanism should not intrude into the
No
flight deck space to the extent that they cause either visual or physical obstruction of flight
N/A
controls/displays and/or egress routes.
Is there any evidence that there is mechanical interference issues with the mounting
device, either on the side panel (side stick controller) or on the control yoke in terms of full Yes
and free movement under all operating conditions and non-interference with buckles etc? No
N/A
If EFB mounting is on the control yoke, have flight control system dynamics been
Yes
affected?
No
N/A
For fixed mounts, has it been confirmed that the location of the mounted EFB does not
Yes
obstruct visual or physical access to aircraft displays or controls or external vision?
No
N/A
For fixed mounts, has it been confirmed that the mounted EFB location does not impede
Yes
crew ingress, egress and emergency egress path?
No
N/A
Does the mounted EFB allow easy access to the EFB controls & EFB display? Yes
No
N/A
Power Connection
Does a dedicated power outlet for powering/charging the EFB need to be fitted?
Yes
Details:
No
N/A
Is there a means other than a circuit breaker to turn off the power outlet? Yes
No
N/A
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Installation
If the EFB has an alternate backup power source, does the backup source have an
equivalent level of safety to the primary power source? Yes
Details: No
N/A
Cabling
Does the EFB cabling present a hazard? Yes
No
N/A
Is there a means to secure any cabling? Yes
No
N/A
Stowage
Is stowage readily accessible in flight? Yes
No
N/A
Does the stowage cause any hazard during aircraft operations? Yes
No
N/A
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Part 4
Usability
Operation
Is the EFB mount easily adjustable by flight crew to compensate for glare and reflections? Yes
No
N/A
Can the brightness or contrast of the EFB display be easily adjusted by the flight crew for
Yes
various lighting conditions?
No
N/A
Is the hand held EFB easily stowed in an approved receptacle during flight? Yes
No
N/A
Is there an easy means for the flight crew to turn off the EFB in the event of a failure? Yes
No
N/A
Does the location of the EFB interfere with any normal or emergency procedures? Yes
No
N/A
Does the protective screen (if fitted) interfere with the viewing of the EFB or the ability to
Yes
manipulate the cursor?
No
N/A
Configuration
Is there an easy way to recover the configuration of the EFB back to the default settings,
Yes
as controlled by the EFB administrator, in the event of a failure?
No
N/A
Can the flight crew easily determine the validity and currency of the software installed on
Yes
the EFB?
No
N/A
When hosting a variety of applications on the EFB is the flight crew able to make a clear
Yes
distinction between flight and non-flight related activities?
No
N/A
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Part 5
Administration
EFB Administration
Is the person nominated to administer the EFB suitably trained? Yes
No
N/A
Do the listed responsibilities match the requirements of the system? Yes
No
N/A
Are there adequate resources assigned for EFB administration? Yes
No
N/A
Crew Procedures
Are there appropriate procedures for all phases of flight? Yes
No
N/A
Are the procedures clearly presented, suitably illustrated and readily understood? Yes
No
N/A
Is there a clear description of the system, its operational philosophy and operational
Yes
limitations?
No
N/A
Has the information in the AFM supplement been incorporated into the company Ops
Yes
Manual?
No
N/A
Have crew procedures for EFB operation been integrated with existing Ops manual? Yes
No
N/A
Are there suitable crew cross-checks for verifying safety-critical data?
Yes
No
N/A
Is there any additional workload mitigated/controlled? Details: Yes
No
N/A
Do crew procedures include a requirement to verify the revision status of software and Yes
data? No
N/A
Do the procedures cover system re-boots, lock-ups and recovery from incorrect crew Yes
actions? No
N/A
Operational Risk Analysis
Are there procedures/guidance for loss of data and identification of corrupt/erroneous
Yes
outputs?
No
N/A
Are there contingency procedures for total or partial EFB failure? What are redundancy
provisions?
Yes
Details:
No
N/A
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Administration
Is the procedure in the event of a total EFB failure available outside the EFB, e.g. as a
Yes
paper checklist?
No
N/A
Have the EFB redundancy requirements been incorporated into the Ops Manual? Yes
No
N/A
Training
Are flight crew members and ground staff training programs fully documented? Yes
No
N/A
Is the training methodology matched to the participants level of experience and
Yes
knowledge?
No
N/A
Has the operator assigned adequate resources (time/personnel/facilities) for training in
Yes
operation of EFB?
No
N/A
Is there access to actual or simulated EFB equipment for interactive training? Yes
No
N/A
Does the training material match the EFB equipment status and published procedures? Yes
No
N/A
Does the training program include human factors/CRM in relation to EFB use? Yes
No
N/A
Does the training program incorporate training system changes and upgrades in relation
Yes
to EFB operation?
No
N/A
Does the training material match the EFB equipment status and published procedures?
Yes
Comment:
No
N/A
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CAAP 233-1(0): Electronic Flight Bags 23
Administration
Are the access rights for personnel to install or modify software components clearly
Yes
defined?
No
N/A
Are there adequate controls to prevent user corruption of operating systems and
Yes
software?
No
N/A
Are there adequate security measures to prevent system degradation, viruses and
Yes
unauthorised access?
No
N/A
Are procedures defined to track database expiration and install chart database updates? Yes
No
N/A
Are there documented procedures for the control and management of data?
Details: Yes
No
N/A
How do the procedures interface with procedures used by external data providers? Yes
No
N/A
Are the access rights for users and administrators to manage data clearly defined? Yes
No
N/A
Are there adequate controls to prevent user corruption of data?
Details: Yes
No
N/A
October 2013