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used in an aircraft. Class 1 EFBs are
considered portable electronic devices
(PEDs);
• Class 2 EFB systems usually are
portable, COTS-based computer systems
used for aircraft operations. They
are connected to aircraft power through
a certified power source and, unlike
Class 1 EFB systems, are connected
during normal operations to a mounting
device on the flight deck, and airworthiness
approval is required before
the devices may be used in an aircraft.
Connectivity to avionics equipment is
possible. Class 2 EFBs are considered
PEDs; and,
• Class 3 EFB systems are installed
systems (not PEDs) that require airworthiness
approval. The certification
requirements for Class 3 EFBs allow
for applications and functions not
performed using Class 1 and Class 2
EFBs, however. For example, Class 3
EFBs can accommodate moving-map
software that also displays “own-ship”
position—the position of the aircraft
as it moves across the area depicted on
the map.
AC 120-76A and Leaflet No. 36
define three types of EFB software applications:
• Type A software applications include
“pre-composed, fixed presentations
of data currently presented in
paper format,” JAAʼs Leaflet No. 36
says. The applications include flight
crew operations manuals, company
standard operating procedures, aircraft
performance data, maintenance manuals,
and data for airports and airport
facilities. Type A software should be
approved through the operational process
but does not require airworthiness
approval;
• Type B software applications include
“dynamic, interactive applications
that can manipulate data and
presentation,” Leaflet No. 36 says.
The applications include performance
calculations, weight-and-balance calculations,
some interactive electronic
aeronautical charts (without displays
of own-ship position) and electronic
checklists. Type B software should be
approved through the operational process
but does not require airworthiness
approval; and,
• Additional software applications
(described by JAA as “other” applications
and by FAA as Type C software
applications) are those not classified as
Type A or Type B. Both FAA and JAA
require full airworthiness approval for
these applications, which include—according
to a JAA list—those involving
the display of information directly used
by the flight crew to control aircraft attitude,
speed or altitude; and those that
would substitute for or duplicate a certified
avionics system.
Data are incomplete on the extent to
which EFBs are being used, but Airbus
says that in mid-2005, LPC software
for its Class 1 EFB systems was being
used by 50 airlines worldwide.7
The International Air Transport Association
estimated that—also in mid-
2005—thousands of Class 1 EFBs and
Class 2 EFBs were in use.8 Boeing said
that only about 19 Class 3 EFBs were
being used, all in B777 airplanes—the
first airplane for which Class 3 EFB
systems were approved.9
Devices that today would be considered
Class 1 EFBs were in use several
years before FAAʼs publication of its
AC guidelines—as long ago as the early
1990s, when pilots for FedEx began
using laptop computers on the flight
deck for aircraft performance calculations.
10
A published report says that FedEx
was using the same software in 2004,
when a pilot calculated—15 minutes
before pushback of his McDonnell
Douglas MD11 from Memphis, Tenn.,
U.S., for a flight to Tokyo, Japan—that
the aircraft was too heavy for takeoff on
the planned runway. Without the performance
software, the solution would
Continued on following page
32 AVIONICS NEWS • SEPTEMBER 2005
have been to offload cargo. Instead, the
pilot used the software to evaluate several
other possibilities and determined
that conditions on a different runway
were acceptable for takeoff.11
Other airlines, including Austrian
Airlines, JetBlue Airways and Southwest
Airlines, also incorporated laptop
computers in the flight deck routine
years before civil aviation authorities
began developing guidelines.
The first Class 3 EFB was deployed
in October 2003, when KLM Royal
Dutch Airlines received the first B-
777-200ER airplane equipped with
Boeing EFBs. Since then, 18 other
B-777 airplanes equipped with Class
　
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