曝光臺 注意防騙 網曝天貓店富美金盛家居專營店坑蒙拐騙欺詐消費者

‘ P A P E R L E S S C O C K P I T ’ P R O M I S E S A D V A N C E S
deck. No administrative control process is
required before they can be 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 Leafl et No. 36 defi ne three types
of EFB software applications:
• Type A software applications include “precomposed,
fixed presentations of data
currently presented in paper format,” JAA’s
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 B-777
airplanes — the fi rst 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 FAA’s publication
of its AC guidelines — as long ago as the
early 1990s, when pilots for FedEx began using
laptop computers on the fl ight 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 MD-11 from Memphis,
Tennessee, U.S., for a fl ight to
Tokyo, Japan — that the aircraft
was too heavy for takeoff
on the planned runway. Without
the performance software, the
solution would have been to
offl oad 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
4 FLIGHT SAFETY FOUNDATION • FLIGHT SAFETY DIGEST • JUNE 2005
‘ P A P E R L E S S C O C K P I T ’ P R O M I S E S A D V A N C E S
Southwest Airlines, also incorporated laptop
computers in the fl ight deck routine years before
civil aviation authorities began developing
guidelines.
The fi rst Class 3 EFB was deployed in October 2003,
　
中國航空網 m.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：航空資料31(77)