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6-3
Figure 6-4. Electronic Flight Bag. The EFB has the potential to replace many paper charts and manuals in the cockpit.
Figure 6-5. Moving Map Taxi Diagram on EFB.
6-4
Class 1 EFBs are portable. They can be used both on
the ground and during flight, but must be stowed for
takeoff and landing. They are limited to providing supplemental information only and cannot replace any
required system or equipment. It may be connected to
aircraft power through a certified power source, to
operate the EFB and recharge its batteries. They are
allowed to read data from other aircraft systems, and
may receive and transmit data through a data link.
Class 1 EFBs can display many different kinds of tabular data, such as performance tables, checklists, the
FOM, AFM, and pilot’s operating handbook (POH).
While a Class 2 EFB is also removable from the aircraft,
it is installed in a structural-mounting bracket. This
ensures that the EFB will not interfere with other aircraft systems. While Class 1 and 2 EFBs are both considered portable electronic devices, a logbook entry is
required to remove the Class 2 EFB from the aircraft. It
can be connected to aircraft power and to the aircraft’s
datalink port. The EFB can exchange data with aircraft
systems, enabling it to make interactive performance
calculations. It can be used to compute weight and balance information as well as takeoff and landing Vspeeds, and to display flight critical pre-composed data,
such as navigation charts. Since it is not necessarily
stowed for takeoff and landing, pilots can use it to display departure, arrival, and approach charts.
The most capable EFBs are Class 3. These are built into
the panel and require a Supplemental Type Certification
(STC) or certification design approval with the aircraft
as part of its equipment. Paper charts may not be
required. Depending on the model, it may be connected
to the GPS or Flight Management System (FMS), and it
may be able to combine GPS position with the locations
and speed vectors of other aircraft and graphic weather
information into a single, detailed moving map display.
Its detailed database can also provide obstacle and terrain warnings. It is important to remember that an EFB
does not replace any system or equipment required by
the regulations.
INCREASING CAPACITY AND SAFETY
Safety is, and will remain, the highest priority in all
plans to increase capacity for the future. As demand for
air travel continues to rise, it is clear that the NAS capacity must grow. Both the number of airport operations and
en route capacity must increase simultaneously to
accommodate the expanding needs. Neither can realistically be treated separately from the other, but for the
sake of convenience, this chapter first discusses increasing the arrival/departure rate, then en route issues.
The number of aircraft operations is expected to increase
by about 30 percent over the next decade. Although most
parts of the NAS are able to handle current traffic,
increasing operations will strain system capabilities
unless capacity grows to match demand. The FAA has
identified and corrected several existing “choke points”
in the NAS. While relatively few airports and airways
experience large numbers of delays, the effects snowball
into disruptions throughout the rest of the system, especially in adverse weather. Capacity must be increased to
manage future growth. The FAA is implementing a
number of programs to increase the capacity and efficiency of the NAS. Industry itself is also taking specific
actions to address some of the problems.
INCREASING THE
DEPARTURE/ARRIVAL RATE
Relatively few routes and airports experience the majority of congestion and delays. In the case of airports, peak
demand occurs for only a few, isolated hours each day,
so even the busiest hubs are able to handle their traffic
load most of the time. Adjusting the number of arrivals
and departures to get rid of those peak demand times
would ease congestion throughout the system.
MORE RUNWAYS
At some major hubs, adding new runways or improving
existing runways can increase capacity by as much as 50
percent, but the process is complex and time-consuming. During the planning phase, the appropriate FAA
offices must review the new runway’s impact on airspace, air traffic control (ATC) procedures, navigational
aids (NAVAIDs), and obstructions. New instrument procedures must be developed, and economic feasibility
and risk analysis may be required.
The next phase includes land acquisition and environmental assessment. Often, the airports that most need
　
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