According to the FAA, in AC 91-78 (which quotes a different AC 120-76A for its definitions, but we will spare you the eye crossing details) an EFB is technically defined as:
"Electronic Flight Bag (EFB): An electronic display system intended primarily for cockpit/flight-deck or cabin use. EFB devices can display a variety of aviation data or perform basic calculations (e.g., performance data, fuel calculations, etc.). 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 airline’s “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. These devices are sometimes referred to as auxiliary performance computers (APC) or laptop auxiliary performance computers (LAPC)."And a definition for the whole system:
"EFB System: An EFB system includes the hardware and software needed to support an intended function (i.e., a function like what is described above)."So, in reading through the FAA’s definition it sounds like an EFB is NOT defined as moving map, synthetic vision, XM weather, terrain awareness, or other gee-whiz functions, those are just great add on features to the real meat and potatoes of EFB; the charts and calculations! That’s right, our understanding of the definitions above (feel free to check with the regulations, your FSDO, or local CFI) once you are using any type of electronic device to display aviation data or do calculations you now have an EFB. For some if not all of us that means that the Palm Pilot or some other simple application we ran for weight and balance or planning 10 years ago was in fact an EFB. EFB also includes anything else in electronic format that you as PIC deem important to the flight or knowledge of the flight. So to say it in really simple terms, once you are doing something or storing something electronically vs. doing it by hand in the airplane you have an EFB. We don’t think the desk abacus with integrated LCD clock really counts as an EFB, but hey, to each their own.
We also get a LOT of questions about classes of EFB. “Which class do I need?” or “Which class gets me charts?” Any of them you want, according to definition of what and EFB is, so let’s look at the classes:
| FAA AC 120-76A Hardware Classes | |
|---|---|
| Class 1 EFB | Class 1 EFB is Portable Electronic Device (PED) that is typically stowed during critical phases of flight. Typically Commercial Off-the Shelf Systems (COTS), Class 1 EFBs can connect to ship's power and read-only data sources. Other than power and data connectivity, Class 1 EFBs are not subject to airworthiness requirements such as DO-160E, and can run Type A and Type B software applications. Basically a class 1 EFB is a system that is hand held, sits on a lap, or is NOT attached to anything, including the pilot. In the simplest terms, a class 1 EFB is a PDF of an approach plate on your phone that you could hand to your copilot or passenger, it could also be the most complex EFB system you can think of but just not attached in any way to you or the airplane. |
| Class 2 EFB | A Class 2 EFB is still considered a PED and has all of the capabilities of a Class 1 EFB, but it is available for use during critical phase via an airworthy mounting device or kneeboard. Class 2 EFBs are typically COTS systems modified for aircraft use, or they are designed specifically for EFB applications. If you have a yoke, kneeboard, seat rail, or other type of mount, your EFB system is considered a Class 2. So, a class 1 EFB turns into a class 2 the second you mount it to something (the airplane, your copilot, your leg, etc.) |
| Class 3 EFB | A Class 3 EFB is essentially an avionics system subject to airworthiness requirements such as DO-160E hardware requirements and DO-178A software requirements. These range from panel mounted MFDs to custom integrated airworthy systems (such as those based on Paperless Cockpit's FliteServ C3 platform and OEM installed EFB systems). Class 3 EFB's are something installed in the airplane permanently. i.e., the MFD in some glass panels perform many similar Class 3 EFB functions. Class 3 EFB’s are generally only found on late model airliners, high end business jets, and turboprops. |
Ok, so what about the different types of software applications? Let’s take a look:
| FAA AC 120-76A Application Types | |
|---|---|
| Type A | Applications are typically pre-composed, static versions of traditionally paper documents. Under AC 120-76A, Type A Applications:
|
| Type B | Applications are typically interactive applications that allow manipulation of the presentation, such as panning and zooming on a chart. Under AC 120-76A, Type B Applications:
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| Type C | Applications are avionics-grade applications and are subject to airworthiness requirements, including DO-178B Software Assurance, AEG evaluation, and AIR design approval. No FlightPrep software titles are Type C Applications |
Some Examples:
- Pilot Bob has an eReader device that he loads approach plates onto from Golden Eagle (here is a quick how to on that if you’re interested) and uses it as a backup to his G1000. He does not mount the device anywhere; it just lives in his flight bag most the time and comes out once a month to load some new plates. From our understanding Pilot Bob has a Class 1 EFB running Type A software and could use just that device alone if he wanted to but is encouraged to also have a second source of the documents (which he does in his G1000).
- Pilot Eddie has a Fujitsu 1630 convertible notebook from his part 91 flight department that runs FlightPrep ChartCase software. Eddie’s kit also includes a Bluetooth GPS, kneeboard mount, Bluetooth WX WORX receiver (for XM weather), and he also has the software on an older laptop in the aircraft. It looks like, even with all the Bluetooth taken away, Pilot Eddie has a Class 2 EFB running Type B software. It does not matter that he has GPS or WX since those are just add-ons for more situational awareness and not for aircraft navigation.
- Pilot Mike prints out his approach plates and Enroute charts at home using a computer but does not take the laptop with him in the airplane. He has a netbook laptop to connect to the internet for more information on the flight but does not have any flight data stored on the netbook. It does not sound like good ol’ Mike has an EFB. He has a laptop and paper approach plates.
- Pilot Sally has a shiny new Apple iPad loaded with a few approach books and charts in her FlightPrep iChart app. She does not mount the iPad to anything, but does really think that zooming and panning on the charts and plates is an awesome feature. Sally is flying with a Class 1 EFB running Type B software. She’s really looking forward to running a FlightPrep app on her iPhone as a backup too!
Offered as an extension to a number of prior advisories and "Job Aides" intended for field inspectors, Advisory Circular 91-78 covers the subject of Electronic Flight Bag. It defines the meaning of both an Electronic Flight Bag (EFB) and an Electronic Chart Display (ECD). ChartCase software performs both of these functions. The FAA does recommend, but not require, that a secondary source of information be available to the pilot. Most FlightPrep software users accomplish this by loading their software on a second portable system. e.g., an old laptop, loading some trip kits onto an eReader, using a secondary product like iChart on the iPad, or printing out a spare set of some approach plates.
Hopefully this entry on “What is an EFB?” was something worth marking our blog as a keeper. We look forward to bringing you more articles regarding EFB and flight planning in the future. If you have any ideas on topic, questions, or want to send in feedback please do so to sales@flightprep.com.
Very informative post. I am glad i stumbled upon your blog. Good job.
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