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crews in transitioning from the use of
paper products to EFBs. Similar guidelines
have since been adopted by other
civil aviation authorities, including the
European Joint Aviation Authorities. 2
“EFB devices can display a variety
of aviation data or perform basic calculations
(e.g., performance data, fuel
calculations, etc.),” AC 120-76A says.
“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
airlineʼs ʻflight dispatchʼ 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).”
Paper—in the form of
paper manuals on operations
specifications, printed
checklists and minimum
equipment lists, and penciland-
paper calculations—has
long been essential on the
flight deck. For example,
Boeing Commercial Airplanes
estimates that a typical Boeing
777-200ER not equipped with an EFB
carries about 77 pounds (35 kilograms)
of paper manuals, paper checklists and
other paper items on the flight deck.3
An EFB “basically reduces the
required paper to a quick reference
handbook,” says Boeing spokesman
Jim Proulx. “That becomes the only
manual that pilots need to have. Everything
else is on the EFB.”4
Airbus, which has developed “Less
Paper in the Cockpit” (LPC) software
for EFBs in use in A320, A330 and
A340 airplanes, says that the goal is to
provide “a complete range of in-flight
information [as part of] a modern approach
to cockpit information management.”
5
The transition from paper to electronics
has been gradual.
U.S. Air Force Reserve Maj. Frederic
S. Fitzsimmons, a researcher for the
U.S. Air Force Academy Institute for
Information Technology Applications,
says that the concept of EFBs may
have originated in general aviation.6
‘Paperless Cockpit’
Promises Advances in Safety, Efficiency
B Y F L I G H T S A F E T Y F O U N D A T I O N E D I T O R I A L S T A F F
Electronic flight bags are eliminating considerable paper from the flight deck while offering the flight crew a wide
array of technological assistance. Nevertheless, these still-changing tools require more than casual understanding
before flight crews can replace paper with electronics.
I N D U S T R Y
AVIONICS NEWS • SEPTEMBER 2005 31
“As GPS [global positioning systems]
receivers became more common
and inexpensive, [general aviation]
aircraft have had several movingmap-
type devices available to them,”
Fitzsimmons says. “As these devices
became more sophisticated, many began
incorporating additional features.
... Within the last several years, these
devices have incorporated electronic
approach plates and airfield diagrams.
... With this advance ... simple EFBs
were able to begin replacing much of
the paper in cockpits.”
The same technology was adapted
to allow for EFB use by operators of
business aircraft, corporate aircraft
and commercial aircraft. Although
EFBs originally were intended to provide
electronic versions of checklists,
manuals and navigation publications,
the range of other possible uses has
continued to increase.
In AC 120-76A, FAA says, “Operators
have long recognized the benefits
of using portable electronic computing
devices, including commercially available
portable computers, to perform a
variety of functions traditionally accomplished
using paper references.
EFB systems may be approved for use
in conjunction with or to replace some
of the hard-copy material that pilots
typically carry in their flight bags.”
Civil Aviation Authorities
Define Three EFB Classes
The AC and JAA Leaflet No. 36
contain similar descriptions of three
classes of EFB hardware:
• Class 1 EFB systems usually are
portable, commercial off-the-shelf
(COTS)-based computer systems
used for aircraft operations. They are
connected to aircraft power through
a certified power source and are not
attached to a mounting device on the
flight deck. No administrative control
process is required before they can be
　
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