By Paul Wiley

This article is for General Aviation pilots flying under FAR Part 91.  It is intended to cover important highlights and to summarize the basic operations and common procedures recommended by the FAA (and others) when using Electronic Flight Bags (EFB).  The goal of this article is to promote the safe and efficient use of EFBs in the typical General Aviation cockpit during pre-flight, flight, and post-flight operations under both Visual and Instrument Flight Rules (VFR and IFR).  We will also include some tips to help you when using an EFB as well as one big thing to avoid.  The term EFB describes a portable electronic device hosting applications which can replace the conventional paper products (weather reports, manuals, charts, etc.) traditionally carried in the pilot’s flight bag.

FAA Advisory Circular AC-91.78 titled: “Use of Class 1 or Class 2 Electronic Flight Bag (EFB)” will be used here to provide official FAA definitions.  I recommend that users of EFB’s read AC-91.78.  It is only 4 pages or so and contains much good information regarding the subject of EFB’s.

Basic EFB definitions

FAA Advisory Circular AC-91.78 provides the following 4 definitions relevant to EFB’s:

1. Electronic Flight Bag (EFB). An electronic display system intended primarily for cockpit or cabin use. EFB devices can display a variety of aviation data (e.g., checklists, navigation charts, pilot’s operating handbook (POH)) or perform basic calculations (e.g., performance data, fuel calculations). The scope of the EFB system functionality may also include various other hosted databases and applications. Physical EFB displays may be portable (Class 1), attached to a mounting device (Class 2), or built into the aircraft (Class 3).
2. Electronic Chart Display (ECD). A display device that presents a comprehensive depiction of interactive information and/or precomposed information that is the functional equivalent of a paper aeronautical chart. An ECD may be a device installed in the instrument panel of an aircraft or a portable device. (ICAO, Annex 4, Chapter 20.) An ECD is not a multi-function display (MFD) that is permanently installed into an aircraft that is designed under a technical standard order (TSO). However, an MFD may incorporate databases that depict checklists, navigation charts, POH, etc.
3. Precomposed Information. Information that is previously composed into a static, composed state (non-interactive). The composed displays have consistent, defined, and verifiable content, and formats that are fixed in composition.
4. Interactive Information. Information presented on the EFB or ECD that, via software applications, can be selected and rendered in a number of dynamic ways. This includes variables in the information presented based on data-oriented software algorithms, concepts of decluttering, and “on-the-fly” composition as opposed to precomposed information.

There are 2 relevant regulations concerning EFB’s covered in FAR part 91:

• ·FAR 91.21, Portable electronic devices (Subpart A-General).
• ·FAR 91.103, Preflight action (Subpart B-Flight Rules).

Note that this article does NOT address EFB use and operations under sub-part F of FAR 91 (Large and Turbine-Powered Multiengine Airplanes and Fractional Ownership Program Aircraft).

General Description:

The physical EFB display is hosted on a portable electronic device, quite commonly an Apple iPad, although other portable electronic devices can be used.  An iPad by itself is not an EFB.  Applications running on the iPad which support aeronautical operations (and thus make it an EFB) must be purchased separately and loaded onto the iPad for the iPad to function as an EFB.  Two of the more popular EFB applications are ForeFlight (a Boeing company), and Garmin’s Pilot.  Both applications offer a full range of aviation capabilities and functions for EFB’s. 

Aviation applications usually are purchased with a subscription which must be renewed on a regular (usually yearly) basis.  Just as with paper charts, the subscriptions for EFB applications will include the ability to periodically update the data, including charts, databases, and other aeronautical information as required to remain current and thus legal for use by a pilot.  Most vendors of aviation applications use a tiered system offering more functionality for a higher priced subscription.  Some research and study is required to determine which subscription level is best for your individual needs.  Suffice it to say there is a huge amount of functionality included with the basic subscription and the additional higher subscription levels add substantially to this basic functionality.  Hosting an application like ForeFlight or Pilot on your EFB will allow the EFB to function as an Electronic Chart Display (ECD).  The ECD then unlocks the real power of the EFB. 

As stated in the definitions of AC-91.78 there are 2 broad categories of information displayed on the EFB or ECD, and here are some examples of both:

1. Precomposed information or information that is static and with which the pilot does not interact. The format is fixed.  Think of a paper chart equivalent or airport taxi diagram.  Other examples would be a table showing light gun signals used by control towers or an Approved Flight Manual or Pilot’s Operating Handbook.
2. Interactive information is information that is dynamic and with which the pilot does interact. The format of the data presented can change dynamically in a number of ways.  Think of a moving map showing a “near real time” weather radar display and your actual position and flight path in real time in relation to the weather and terrain.  The weather can be put in motion to show movement relative to your position and destination.  Functions such as “zoom” can be used to zoom in or out to show more detail or less detail as desired.  Interactive information is very useful and powerful in many ways.  For example: showing your actual position in real time when entering a holding pattern on an instrument approach chart greatly enhances situational awareness.  Functions like “hazard advisor” showing terrain and other hazards in a vertical profile is a valuable safety tool both for flight planning and during flight.  The ability to show traffic is also very helpful in locating and avoiding other air traffic. 

Going “Paperless” in the cockpit:

One of the issues AC-91.78 addresses is the question of whether it is legal to have only an EFB when flying VFR or IFR, i.e., no paper charts or manuals on board the aircraft.  The short answer for General Aviation is: “yes” this is legal and perfectly acceptable with a few caveats.  AC-91.78 (exact text shown in italics) describes the criteria required for an EFB to replace paper in the cockpit:

• ·The EFB must not replace any system or equipment required by FAR part 91. In other words, all aircraft equipment (navigation, communication, surveillance systems, etc.) required for airworthiness under part 91 is still required. 
• ·The EFB displays information which is functionally equivalent to the paper it is replacing.
• ·The information being used for navigation or performance planning is current, up-to-date, and valid, as verified by the pilot. Note the pilot’s responsibility here!
• ·The operator complies with requirements of 14 CFR part 91, § 91.21 to ensure that the use of the EFB does not interfere with equipment or systems required for flight. Again, it is the pilot’s responsibility to determine that the EFB is safe to use.

AC-91.78 describes 3 classes of Physical EFB:  displays may be portable (Class 1), attached to a mounting device (Class 2), or built into the aircraft (Class 3).  Class 1 and 2 EFB’s can be used during all phases of flight operations in General Aviation aircraft in lieu of paper.

Recommendations for transitioning from paper to EFB:

As we flight instructors like to say: “learn on the ground and practice in the air”.  This is very true when learning how to use something like an EFB, which has so much functionality and many different and dynamic menus.  As with any complex technology, this can be confusing when first getting started.  There are many resources available to pilots learning to use an EFB.  Application providers offer training and user manuals, which can be loaded on your EFB and quickly accessed when needed.  AOPA’s Air Safety Institute returns several hundred references when you search for “EFB”.  Included is a video presentation covering how to responsibly transition from paper to an EFB. 

Think about a transition plan and start using your EFB in a controlled way.  Have back-up charts and all other data you would normally carry in your paper flight bag available in the cockpit until you are proficient in the use of your EFB.  If possible, get instruction from another pilot (or CFI) who is knowledgeable in how to use your model of EFB.  This will make the learning easier, faster, and more enjoyable.  Start out with a simple flight and become proficient using your EFB before flying more difficult routes including IFR or into IMC or marginal VFR conditions.

Tips and Considerations for Using EFB’s:

• ·Study the vendor’s User Manual for your EFB application. This excellent resource is obtained on-line and can be downloaded free and stored on your EFB.  Other vendor manuals are also very valuable.  For example: ForeFlight has a publication called “ForeFlight Legends Guide” which shows in detail the symbology used to depict various weather phenomena.  This publication also includes detailed explanations of functions and links to other resources where needed.  I encourage you to become familiar with the symbols most commonly used in whichever application you use.  All applications make extensive use of symbols, and in this way a large amount of information is concisely depicted on the various displays. 
• ·Master the “basics” first and then move on to learn more advanced subjects. Once you have the basics down there is no substitute for practice.  Use your EFB before and during each flight.
• ·Think about the installation of the EFB in your aircraft. Do you want to temporarily mount it (e.g., suction cups, or yoke mount) or perhaps use a kneeboard?  There are many options available commercially.  If possible, borrow a friends mount and try it out before you purchase one.  Sporty’s iPAD Pilot News has a good section on iPAD mounts with some good advice regarding purchasing and mounting your iPad.
• ·Think about how to ensure your iPad will not run out of battery during flight. A fully charged iPad battery will usually last at least 4 hours, but if all your charts and manuals are on your EFB (and you don’t have adequate back-ups) you definitely don’t want to have your iPad go dead in flight.  Be aware that extreme cold or heat can also shorten battery time.  The options for charging run from the inexpensive chargers that plug into the cigarette lighter, to a battery back-up pack, to an installed USB charging port.  An installed USB charging port is a great option (although more expensive) since it can be used to charge not only your iPad, but your cell phone as well. This may come in handy as you will see when we discuss back-up options for your iPad.
• ·Think about how to keep your iPad from overheating and shutting down. If you are having issues with overheating Sporty’s iPAD Pilot News has a good section on cooling options for iPads including information regarding purchasing supplemental cooling devices.
• ·Think about how to ensure you have an adequate back-up plan for the information in your EFB in case your iPad fails in flight. Paper charts and manuals are one sure way that will always work.  Another good back-up option is to host your aeronautical application(s) on your cell phone in addition to your iPad.  I believe most application providers will allow you to host their application on both your tablet and your cell phone for one subscription price.  Newer cell phones have excellent screen resolution so that you can still view the same information as you would on your iPad, just on a smaller screen, i.e., no lost capability.
• ·Include your EFB in your pre-flight checks. Ensure your iPad is fully charged, and all data is current.

FAR 91.103 Preflight Action:

This regulation states in part: “Each pilot in command shall, before beginning a flight, become familiar with all available information concerning that flight.”  Subpart (a) goes on to require that a flight under IFR or a flight not in the vicinity of an airport include weather reports and forecasts, fuel requirements, alternatives available if the planned flight cannot be completed, and any known traffic delays of which the pilot in command has been advised by ATC.  All these requirements of 91.103 can be met by completing a self-briefing using your EFB.  This self-briefing includes checking for TFR’s which most applications will display graphically as well as textually making it easy to recognize a TFR which may affect your flight.  Your briefing will be documented on your iPad, and if you file a flight plan (even if you don’t activate the flight plan) you will have additional documentation that you have complied with FAR 91.105.  For flights under IFR, especially longer flights and flights into IMC, or for flights where marginal VFR conditions may be encountered, I recommend speaking with a weather briefer in addition to and after getting your self-briefing.

Risk Mitigation - One big Trap to Avoid:

The number 1 trap to avoid is spending too much time “head down” while in the cockpit (with the aircraft moving) looking at your EFB.  Excessive head down time should be considered “distracted flying” and could be a safety issue leading to any number of hazardous situations including Loss of Control.  The antidote to excessive head down time and spending too much time looking at your EFB is to master how to use your EFB, practice and become fast and efficient in getting the information you need from your EFB. 

In summary, mastering how to use your EFB and spending sufficient time practicing before flight will deliver major benefits during flight.

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