.
“V1”

.
“ROTATE”

.
“SET _____ KNOTS”

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“SET VREF PLUS (additive)”

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“SET FLAPS _____ SPEED”

Electronic Flight Bag (EFB)
This section provides guidance on the use of the optional Electronic Flight Bag (EFB).

Airport Moving Map
The airport map display is intended to enhance crew positional awareness while planning taxi routes and while taxiing. The system is not intended to replace normal taxi methods including the use of direct visual observation of the taxiways, runways, airport signs and markings and other airport traffic. Prior to taxi, NOTAMS and airport charts (using EFB terminal charts or paper) should be consulted for the latest airport status to include closed taxiways, runways, construction, etc., since these temporary conditions are not shown on the airport map.
Note: Crews must avoid fixation on the display or distraction from primary crew duties while using any EFB application.
Crews must use direct visual observation out flight deck windows as the primary taxi navigation reference. Use the airport Heading-Up or North-Up map to provide enhanced positional awareness by:
. 
verifying taxi clearance and assisting in determining taxi plan (both
pilots)

. 
monitoring taxi progress and direction (both pilots)

. 
alerting and updating the pilot taxiing with present position and upcoming
turns and required stops (pilot not taxiing).

In flight, the airport North-Up (fixed) fixed map may be used to aid in runway exit planning and anticipating the taxi route to the gate or parking spot.
If one airport map display is inoperative at dispatch, the crewmember with the inoperative display may wish to keep a paper copy of the airport diagram readily available. During taxi in this situation, one pilot should continue to use the airport map display for positional awareness while the other pilot monitors progress on the paper chart. If an airport map display fails after dispatch and no paper backup airport diagrams are available, the crew should consider having the pilot not taxiing provide progressive taxi and positional updates to the pilot taxiing or request progressive taxi instruction from ground control. In any case, the pilot taxiing should always devote primary attention to taxiing the airplane by external visual observation. If the airport map display is inoperative on both sides, use normal taxi procedures.
Note: GPS position must be available to use the Heading-Up map.

Terminal Charts
Electronic terminal charts may be used in place of paper charts. Enroute charts are not available in the EFB at this time. Should the airplane dispatch with one or both displays inoperative, the crew should comply with the provisions of the MEL regarding the use of backup charts.

Airplane Performance
When all appropriate entries are made, the airplane performance application provides runway specific performance information equivalent to AFM-DPI data or airline airport analysis. During approach preparation, the system can provide advisory landing distance information.

Video Surveillance
The video surveillance display may be used at the discretion of the crew to identify individuals requesting flight deck entry or for other airline-specific purposes such as passenger cabin or cargo compartment observation.

Electronic Logbook and Other Documents
The electronic logbook and other electronic documents should be used as defined by operator policy and procedures.

Cold Temperature Altitude Corrections
If the outside air temperature (OAT) is different from standard atmospheric temperature (ISA), barometric altimeter errors result due to non-standard air density. Larger temperature differences from standard result in larger altimeter errors. When the temperature is warmer than ISA, true altitude is higher than indicated altitude. When the temperature is colder than ISA, true altitude is lower than indicated altitude. Extremely low temperatures create significant altimeter errors and greater potential for reduced terrain clearance. These errors increase with higher airplane altitudes above the altimeter source.
Generally, operators should consider altitude corrections when altimeter errors become appreciable, especially where high terrain and/or obstacles exist near airports in combination with very cold temperatures (-30°C/ -22°F or colder). Further, operators should also consider correcting en route minimum altitudes and/or flight levels where terrain clearance is a factor. In some cases corrections may be appropriate for temperatures between 0°C and -30°C.

Operators should coordinate with local and en route air traffic control facilities for each cold weather airport or route in their system. Coordination should include:
　
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