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to a single key press. For example, to
indicate that the “Climbout Checklist”
has been completed, the pilot may enter
a yes/no response to an EFB inquiry.
If, however, the EFB is used as a
display of real-time information useful
during landing (e.g., if the EFB Continued on following page
displays nearby traffic during landing)
and only requires occasional scanning
that the pilot can incorporate into his/
her task schedule, the additional workload
may be acceptable. An operational
evaluation may be necessary to ensure
this conclusion.
A spokesman for the U.K. Civil Aviation
Authority (CAA) says that the
CAA has a similar concern.
“Provided the precautions and concerns
addressed in AC 120-76A and
[Leaflet No.] 36 are addressed properly
and with appropriate training and
operational oversight, EFBs have the
potential to be able to increase safety,”
says Jonathan J. Nicholson. “However,
inappropriate use by crews or failure
to observe appropriate limitations and
precautions could have an adverse effect.”
32
The human factors researchers said
in their 2003 report that an EFB with
more built-in automation may be preferable
during periods of heavy workload.
“For example, if some items in an
emergency checklist are completed
through aircraft sensors, the pilotʼs
workload may not be impacted negatively
by using the EFB, as compared
with the paper checklist,” the report
said. “Some EFBs that have knowledge
of aircraft system status may
have built-in limits, such as the inability
to exercise certain functions below
10,000 feet altitude.”33
This concern also was addressed in
AC 120-76A, which says, “EFB software
should be designed to minimize
flight crew workload and head-down
time. ... Complex, multi-step dataentry
tasks should be avoided during
takeoff, landing and other critical
phases of flight.”
Ease of Access Determines
Usefulness
The location of an EFB is a critical
element in the length of time a pilot
spends completing a task using the device.
The human factors researchers say,
“The location and accessibility of the
EFB display and controls, the amount
of automation and the usability of the
EFB software will all affect the time
it takes to complete a task using the
EFB.”34
AC 120-76A and Leaflet No. 36
both contain guidelines for the design
of a mounting device to be used with a
Class 2 EFB:
The mounting device ... may not be
positioned in such a way that it obstructs
visual or physical access to
aircraft controls and/or displays, flight
crew ingress or egress, or external vision.
The design of the mount should
allow the user easy access to the EFB
controls and a clear view of the EFB
display while in use. ...
The device should be mounted so
that the EFB is easily accessible when
stowed. When the EFB is in use ... , it
should be within 90 degrees on either
side of each pilotʼs line of sight. ... A
90-degree viewing angle may be unacceptable
for certain EFB applications
if aspects of the display quality
are degraded at large viewing angles
(e.g., the display colors wash out or the
displayed color contrast is not discernible
at the installation viewing angle).
In addition, consideration should be
given to the potential for confusion
that could result from presentation of
relative directions (e.g., positions of
other aircraft on traffic displays) when
the EFB is positioned in an orientation
inconsistent with that information. For
example, it may be misleading if own
aircraft heading is pointed to the top
of the display and the display is not
aligned with the aircraft longitudinal
axis. Each EFB system should be
evaluated with regard to these requirements.
Pilots who use Class 1 EFB systems
and Class 2 EFB systems that are not
mounted during use should be “de36
AVIONICS NEWS • SEPTEMBER 2005
signed and used in a manner that prevents
the device from jamming flight
controls, damaging flight deck equipment
or injuring flight crewmembers
should the device move about as a
result of turbulence, maneuvering or
other action,” the researchers say.
In addition, EFBs that are attached
to kneeboards should be comfortable,
convenient to attach and easy to remove
in an emergency; pilots should
know what to do with an EFB during
an emergency landing, when keeping
　
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