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Appendix C Applications Ineligible for Type A or Type B EFB Classification
When classifying the EFB Type, it is important that software applications are correctly classified and
the appropriate level of airworthiness and operational assessment is clearly identified. Appendices A
and B of this Leaflet list software applications which may be classified as either Type A or Type B and
which may be approved through an operational approval process. The distinction between Type B
and a software application that should undergo a normal airworthiness process is more difficult and
will require negotiation between the applicant and the relevant JOEB Team / Central JAA or National
Authority. The Notes within Appendix B are intended to highlight those applications that may require
airworthiness review prior to operational approval.
The list below includes software applications that are considered by the JAA to be ineligible for
classification as either Type A or B and will need to go through a full airworthiness approval process:
• Any application displaying information which may be directly used by the flight crew to control
aircraft attitude, speed, altitude (e.g., PFD type of display)
• Any application displaying information which may be directly used by the flight crew to check
or control the aircraft trajectory, either to follow the intended navigation route or to avoid
adverse weather, obstacles or other traffic, in flight or on ground. Moving maps, or
presentation of weather maps, terrain, other aircraft positions relative to ownship’s position
could fall into this category if accuracy, refresh rate and resolution are sufficient
• Any application displaying information which may be directly used by the flight crew to assess
the status of aircraft critical and essential systems status, and/or to manage aircraft essential
and critical systems following failure
• Any application enabling primary means of communications related to air traffic services, or
whereby the flight path of the aircraft is authorised, directed or controlled
• Any application substituting or duplicating any certified avionics systems
• Applications which due to automatic interactions with other aircraft systems, displays and
controls would raise significant human factors issues
Note 1: the wording “may directly be used by the flight crew” in the above criteria is intended to
assess the potential use by the crew considering the functional capability of the application.
Note 2: applications covered by an airworthiness approval may contain user-modifiable software or
data. The boundaries of the user-modifiable parts should be defined as part of the airworthiness
approval.
Note 3: In case of doubt on the applicability of the above criteria, the application developer should
contact the responsible authority and seek advice.
FLIGHT SAFETY FOUNDATION • FLIGHT SAFETY DIGEST • JUNE 2005 27
A P P E N D I X
JAA Administrative & Guidance Material
Section Four: Operations, Part Three: Temporary Guidance Leaflets (JAR-OPS)
Section 4/Part 3 (JAR-OPS) 36-17 01.10.04
Appendix D Human Machine Interface Assessment and Human Factors
Considerations
D1 General Principles
This appendix provides guidance material for the assessment of the human machine interface
associated with the EFB system. It provides general criteria that may be applied during assessments
conducted during both the airworthiness and operational approvals and is restricted to human factors
assessment techniques and means of compliance. The process for division of responsibilities and
who does what, is contained within the main body of the Leaflet. Note: Where an assessment is
conducted as part of an airworthiness approval i.e. for a Class 3 EFB system, JAA INT/POL/25/14
titled Human Factors Aspects of Flight Deck Design, should be applied.
D2 Common Considerations
D2.1 Human Machine Interface
The EFB system should provide a consistent and intuitive user interface, within and across the
various hosted applications. This should include, but not be limited to, data entry methods, colourcoding
philosophies, and symbology.
D2.2 Legibility of Text
Text displayed on the EFB should be legible to the typical user at the intended viewing distance(s)
and under the full range of lighting conditions expected on a flight deck, including use in direct
sunlight. Users should be able to adjust the screen brightness of an EFB independently of the
brightness of other displays on the flight deck. In addition, when automatic brightness adjustment is
incorporated, it should operate independently for each EFB in the flight deck. Buttons and labels
should be adequately illuminated for night use. All controls must be properly labelled for their
　
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