The Republic of the Union of Myanmar

Ministry of Transport and Communications

Department of Civil Aviation

Manual on Electronic Flight Bags (EFB)

Published by

Flight Standards Division

First Edition – October 2021

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Preface

As a government authority, DCA must ensure that the decisions we make and the processes by which
we make them, are effective, efficient, fair, timely, transparent, properly documented and otherwise
comply with the requirements of the law. At the same time, we are committed to ensuring that all of
our actions are consistent with the requirements.

A thorough knowledge of the relevant civil aviation requirements, adherence to the procedures
described in this manual will help to guide and inform the decisions you make, with a view to better
ensuring the achievement of optimal outcomes in the interest of safety.

~
~Soe
Director General (Acting)
Department of Civil Aviation

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Revision History

The table below is provided as a reference to highlight when a major changes were made to the content
of this manual. It does not cover editorial changes. Amendments/ revisions of this manual are recorded
below in order of most recent first.

Edition Revision Action Date Subject Inserted

No. No. by

First 00 - Oct 2021 - FSD

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Table of contents

Preface
3
Revision History
4
Introduction
7
Glossary
8
Definitions
9
Chapter 1 Equipment and Hardware Considerations
11
1.1 Types of EFBs
11
1.2 Hardware considerations for installed resources and mounting devices
11
1.3 Hardware considerations for portable EFBs 12

Chapter 2 Human Factors 19

Chapter 3 Crew Operating Procedures 20

3.1 General 20

3.2 Revisions and Updates 20

3.3 Workload and Crew Coordination 20

3.4 Reporting 21

Chapter 4 Flight Crew Training 22

Chapter 5 EFB Risk Assessment 23

5.1 General 23

5.2 EFB Failures and Mitigation Means 23

Chapter 6 EFB Functions 24

6.1 General 24

6.2 Considerations for all EFB applications 26

Considerations for EFB applications to be used for the safe operation

6.3 28
of aircraft

Chapter 7 Operational Evaluation Process 30

7.1 Operational Evaluation Process 30

7.2 Phase I - Pre-Application discussion 30

7.3 Phase II - Formal Application 30

7.4 Phase III - DCA Review 30

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7.5 Phase IV- Operational Evaluation 31

7.6 Phase V- Issuance of EFB Operations Specifications and Approval 32

EFB use in General Aviation Operations with Helicopters or other

Chapter 8 33
than Large or Turbo Aeroplanes

8.1 Equipment/ Hardware Considerations 33

8.2 Pilot Operating Procedures 33

8.3 Pilot Training 33

8.4 EFB Risk Assessment 33

8.5 EFB Functions 34

8.6 Evaluation Process 34

APPENDIX-A Guidance for EFB Software Applications 35

1 Performance (Take-off, Landing) and Mass and Balance (M&B) 35

Applications

2 Electronic Charting Application 43

3 Aircraft Exterior Video Surveillance 44

4 Airport Moving Map (AMM) 45

5 Electronic Checklist Application 47

6 In-Flight Weather (IFW) Application 50

Electronic Flight Bag (EFB) Hardware & Software Evaluation

APPENDIX-B 53
Checklist

Electronic Flight Bag (EFB) Operational Evaluation Checklist 64

APPENDIX-C

Electronic Flight Bag (EFB) Line Evaluation Checklist 75

APPENDIX-D
Example of Operations Specifications and Operations Manual
APPENDIX-E 80
Content

APPENDIX-F EFB Policy and Procedures Manual 82

APPENDIX-G EFB Policy and Procedures Manual Checklist 83

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Introduction

This purpose of this manual is to provide the DCA staff and air operators with standard
procedures and guidelines for processing an application and approval of Electronic Flight
Bags. By adhering to the work steps outlined in this manual, a standard approach consistent
with regulatory requirements will be created and maintained when applying and approving
Electronic Flight Bags.
This manual is based on the following document:
1. ICAO Doc.10020- Manual on Electronic Flight Bags.
2. CAAS AC 98-7-1
3. FAA- Flight Standards Information Management System-8900.1, Volume 4, Chapter-
15
Air Operators are encouraged to use the EFB system as a source of information and this
manual does not address EFB airworthiness issues.

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Glossary

Acronym/ Abbreviation Description

AFM Aircraft Flight Manual
AID Aircraft Interface Device
AMM Airport Moving Map
AOC Airline Operations Center
AODB Airport, Runway, Obstacle Database
DCA Department of Civil Aviation
CDL Configuration Deviation List
ECL Electronic Checklist
EFB Electronic Flight Bag
EMI Electromagnetic Interference
FCOM Flight Crew Operating Manual
GNSS Global Navigation Satellite System
HMI Human-Machine Interface
IFW In-flight Weather
M&B Mass and Balance
MEL Minimum Equipment List
OEM Original Equipment Manufacturer
PED Portable Electronic Device
SCAP Standardised Computerised Aircraft Performance
SOP Standard Operating Procedure
STC Supplemental Type Certificate
TC Type Certificate
TOM Take-off Mass
T-PED Transmitting PED
WAFS World Area Forecast System
ZFM Zero Fuel Mass

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Definitions

Aircraft interface device (AID). A device or function that provides an interface between
the EFBs and other aircraft systems which protects the aircraft systems and related functions
from the undesired effects from non-certified equipment and related functions.

Critical phases of flight. The period of high workload on the flight deck, normally being
the periods between the beginning of taxiing until the aircraft is on the route climb phase
and between the final part of descent to aircraft parking.

Electronic flight bag (EFB). An electronic information system, composed of equipment

and applications for flight crew, which allows for the storing, updating, displaying and
processing of EFB functions to support flight operations or duties.

EFB software application. Software hosted on an EFB platform, providing one or more
EFB functions.

EFB management. Contains all procedures related to the operator’s EFB management
system as listed in the section
“EFB management”.

Installed resources. Hardware/software installed in accordance with airworthiness

requirements.

Independent EFB platforms. Multiple EFB platforms that are designed such that no
single failure makes all of them unavailable.

Operator. The person, organization or enterprise engaged in or offering to engage in an

aircraft operation.

Portable electronic device (PED). Any lightweight, electrically-powered equipment.

These devices are typically consumer electronic devices capable of communication, data
processing and/or utility. Examples range from handheld, lightweight electronic devices
such as tablets, e-readers, and smart phones to small devices such as MP3 players and
electronic toys.
Note.— The definition of PED encompasses both transmitting and non-transmitting PEDs.

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Standard operating procedure (SOP). Flight crew operating procedures as described in

the flight operations manuals.

Transmitting PED. A PED that contains an intentional transmitter, which has some or all
of the device’s radio frequency transmitting functions turned on. Intentional transmitters
may include devices enabled with cellular technology, wireless radio frequency network
devices, and other wireless-enabled devices such as remote control equipment (which may
include toys), two-way radios, cellular/mobile/smart phones and satellite phones.

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Chapter 1

Equipment and Hardware Considerations

1.1 Types of EFBs

EFBs can be either portable EFBs or installed EFBs.
a) Portable EFBs are not part of the aircraft configuration and are considered
to be PEDs. They generally have self-contained power and may rely on data
connectivity to achieve full functionality. Modifications to the aircraft to use
portable EFBs require the appropriate airworthiness approval.
b) Installed EFBs are integrated into the aircraft, subject to normal
airworthiness requirements and under design control. The approval of these
EFBs is included in the aircraft’s type certificate (TC) or in a supplemental
type certificate (STC).

1.2 Hardware considerations for installed resources and mounting devices

Installed resources should be certified during the certification of the aircraft, through service
bulletins by the original equipment manufacturer (OEM) or through a third-party STC.

1.2.1 Mounting Devices

If the mounting is permanently attached to the aircraft structure, the installation will be
approved in accordance with the appropriate airworthiness regulations. The following
guidance may be considered for that purpose:
a) The mounting method for the EFB should allow the pilot (when strapped in a
seated position) to have easy access to the EFB controls and a clear
unobstructed view of the EFB display. The EFB should be located such that
the effects of glare and/or reflections are minimized. Flight crew should be
able to make adjustments to compensate for glare and reflections.
b) It should be confirmed that the intended EFB hardware in its mounting
device does not obstruct visual or physical access to aircraft displays, controls
or external vision, and that its location does not impede crew ingress, egress
and emergency egress paths.
c) There should be no mechanical interference between the EFB in its mounting
device and any of the flight controls in terms of full and free movement, under
all operating conditions, and no interference with buckles, oxygen hoses, etc.

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1.2.2 Data Connectivity

1.2.2.1 The capability of connecting the EFB to certified aircraft systems has to be covered by
an airworthiness approval.

1.2.2.2 Certified aircraft systems should be protected from adverse effects of EFB system
failures by using a certified AID. An AID may be implemented as a dedicated device, eg. as
defined in ARINC 759, or it may be implemented in non-dedicated devices, such as an EFB
docking station, a network file server or other avionics equipment.

1.2.3 Power to the EFB

Installed power provisions should comply with the applicable airworthiness regulations.
Connection of the EFB to a non- essential, or to the least critical, power bus is recommended,
so failure or malfunction of the EFB or power supply will not affect safe operation of aircraft
critical or essential systems.

1.3 Hardware considerations for portable EFBs

Portable EFBs can be used as either handheld equipment or mounted in a fixed or movable
mount attached to the aircraft structure or temporarily secured (e.g. kneeboard, suction
cup).

1.3.1 Physical characteristics

The size and practicality of the EFB should be evaluated as some devices may prove to be
cumbersome for normal use on a flight deck.

1.3.2 Readability
The EFB data should be legible under the full range of lighting conditions expected on the
flight deck, including direct sunlight.

1.3.3 Environmental
The EFB has to be operable within the foreseeable cockpit operating conditions including
probable high/low temperatures, and after rapid depressurization if the EFB is intended for
use in such an event.

1.3.4 Basic non-interference testing

1.3.4.1 EFB devices intended to be used in all phases of flight should demonstrate that they
meet environmental standards for radiated emissions for equipment operating in an

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airborne environment. Installed EFBs will be required to demonstrate non-interference with

other aircraft systems as part of their certification process.

1.3.4.2 As previously noted, portable EFBs are considered to be PEDs. As such, any reference
to PEDs in this section is also applicable to portable EFBs.

1.3.4.3 To operate a portable EFB during flight, the user/operator is responsible for ensuring
that a portable EFB will not interfere in any way with the operation of aircraft equipment.
The following methods can be used to test portable EFBs that are to remain powered
(including being in standby mode) throughout the flight, in order to ensure that they will not
electromagnetically interfere with the operation of aircraft equipment.

1.3.4.4 Method 1
a) Step 1 is an electromagnetic interference (EMI) test using RTCA/DO-160,
Section 21, Category M. An EFB vendor or other source can conduct this test
for an EFB user/operator. An evaluation of the results of the RTCA/DO-160
EMI test can be used to determine if an adequate margin exists between the
EMI emitted by the EFB and the interference susceptibility threshold of
aircraft equipment. If this step determines that adequate margins exist for all
interference, then the test is complete. However, if this step identifies
inadequate margins for interference, then step 2 testing must be conducted.
b) Step 2 testing is a complete test in each aircraft using standard industry
practices. This should be done to the extent normally considered acceptable
for non-interference testing of a portable EFB in an aircraft for all phases of
flight. Credit may be given to other aircraft of the same make and model
equipped with the same avionics as the one tested.

1.3.4.5 Method 2
As an alternative, Step 2 of Method 1 can be used directly to determine non-interference of
the EFB.

1.3.5 Additional testing for transmitting portable EFBs

1.3.5.1 To activate the transmitting functions of a portable EFB during flight in conditions
other than those that may be already certified at aircraft level (e.g., tolerance to specific
transmitting PED models) and hence documented in the aircraft flight manual or equivalent,
the user/operator must ensure that the device will not interfere with the operation of the

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aircraft equipment in any way. The following is an accepted method to test portable EFBs
and PEDs that are to remain powered (including being in standby mode) during flight.

1.3.5.2 This test consists of two separate test requirements:

a) Test Requirement 1. Each model of the device should have an assessment
of potential electromagnetic interferences (EMI) based on a representative
sample of its frequency and power output. This EMI assessment should follow
a protocol such as set forth in RTCA/DO-294, Guidance on Allowing
Transmitting Portable Electronic Devices (T-PEDs) on Aircraft. This
frequency assessment must confirm that no interference of aircraft equipment
will occur as a result of intentional transmissions from these devices.
b) Test Requirement 2. Once an EMI assessment has determined that
there will be no interference from the EFB’s intentional transmissions
(Test Requirement 1), and basic non-interference testing has been conducted
with the device not deliberately transmitting (see Chapter 3, 3.4), non-
interference testing should be conducted with an operating transmit function.
The position of the transmitting device is critical to non-interference testing;
hence, locations of the EFB and of the transmitter (if applicable) should be
clearly defined and adhered to.

1.3.6 Power supply

1.3.6.1 The operator shall ensure that power to the EFB, either by battery or externally
supplied power, is available to the extent required for the intended operation.

1.3.6.2 If an operator intends to solely use battery power for the EFB or in the instance of a
power source failure; the EFB discharge rates, battery conservation techniques and
minimum EFB charge rates for dispatch should be documented.

1.3.6.3 If the EFB hosts functions essential to safe operation of flight, one of the following
must be available before a flight departs:
a) an established procedure to recharge the battery from aircraft power during
flight operations.
b) a battery or batteries with a combined useful battery life to ensure
operational availability during taxi and flight operations to include
diversions and reasonable delays considering duration of flight.

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c) an acceptable mitigation strategy providing availability of aeronautical

information for the entire duration of flight authorised by the Principal
Operations Inspector (POI).

1.3.6.4 Connection of EFB power provisions to a non-essential, or to the least critical power
bus, is recommended, so failure or malfunction of the EFB, or power supply, will not affect
safe operation of aircraft critical or essential systems.

1.3.6.5 The power source needs to be suitable for the device. It may be a dedicated power
source or a general purpose source already fitted.

1.3.6.6 Means to turn off the power source, other than a circuit breaker, should be reachable
by the pilot when strapped in the normal seated position (e g. access to unplug the EFB or a
separate hardware or software switch clearly labelled for the power source).

1.3.7 Batteries
1.3.7.1 The operator shall ensure that the batteries are compliant with the applicable
Standards for use in an aircraft.

1.3.7.2 The standards referred to in the following subparagraphs are currently accepted
editions:
a) United Nations (UN) Transportation Regulations. UNST/SG/AC.10/11/Rev.5,
Recommendations on the Transport of Dangerous Goods-Manual of Tests
and Criteria.
b) Underwriters Laboratory (UL). UL 1642, Lithium Batteries; UL 2054,
Household and Commercial Batteries; and UL 60950-1,3 Information
Technology Equipment - Safety.
NOTE: Compliance with UL 2054 indicates compliance with UL 1642.
c) International Electrotechnical Commission (IEC). International Standard IEC
62133, Secondary cells and batteries containing alkaline or other non-acid
electrolytes – Safety requirements for portable sealed secondary cells, and for
batteries made from them, for use in portable applications.
d) RTCA/DO-311, Minimum Operational Performance Standards for
Rechargeable Lithium Battery Systems.

1.3.7.3 An appropriate airworthiness testing standard such as RTCA/DO-311 can be used to

address concerns regarding overcharging, over-discharging, and the flammability of cell

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components. RTCA/DO-311 is intended to test permanently installed equipment; however,

these tests are applicable and sufficient to test EFB rechargeable lithium- type batteries.

1.3.7.4 The operator should consider introducing procedures to handle thermal runaways or
similar battery malfunctions potentially caused by EFB batteries (e.g. lithium-based
batteries). At least the following issues should be addressed:
a) risk of leakage;
b) safe storage of spares including the potential for short circuit; and
c) hazards due to on-board continuous charging of the device, including battery
overheat.

1.3.8 Cabling
The operator shall ensure that any cabling attached to the EFB, whether in the dedicated
mounting or when handheld, does not present an operational or safety hazard. This may
achieved using cable tether straps/ clips.

1.3.9 Temperature rise

Operating the proposed EFB device may generate heat. The placement of the EFB should
allow sufficient airflow around the unit, if required.

1.3.10 Data connectivity between EFBs

If two or more EFBs on the flight deck are connected to each other, then the operator shall
demonstrate that this connection does not negatively influence otherwise independent EFB
platforms.

1.3.11 Data connectivity to aircraft systems

See section 1.2.2

1.3.12 External connectivity

Some EFBs may have a provision for external ports other than power or data connectivity
with aircraft systems (e.g. an antenna or a data connection to the operator ground network).
External connectivity leading to a change to the aircraft type design should require an
airworthiness approval. The extent of this information is dependent on the complexity of the
interface to the aircraft systems.

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1.3.13 Storage
1.3.13.1 All handheld EFBs not secured on the flight crew (e.g. kneeboard) or into an existing
aircraft part (e.g. suction cups) need to be stowed during critical phases of flight to ensure
the safety of the occupants of the flight deck. Stowage needs to be configured such that the
EFB can be easily stowed securely but remain readily accessible in-flight. The method of
stowage should not cause any hazard during aircraft operations.

Viewable stowage
1.3.13.2 A portable EFB (not mounted in a mounting device) may be used during all phases
of flight provided that it is secured on the flight crew or into an existing aircraft part with the
intended function to hold acceptable light mass portable devices viewable to the pilot’s
required duty station. This viewable stowage device is not necessarily part of the certified
aircraft configuration. Its location should be documented in the EFB policy and procedures
manual.

1.3.13.3 Some types of viewable stowage securing means may have characteristics that
degrade appreciably with age or because of various environmental factors. In that case, it
should be ensured that the stowage characteristics remain within acceptable limits for the
proposed operations. Securing means based on vacuum (e.g. suction cups) which have a
holding capacity that decreases with pressure. It should be demonstrated that they will still
perform their intended function at operating cabin altitudes.

1.3.13.4 Viewable stowage solutions must not interfere with flight control movement,
obstruct visual or physical access to controls and/or displays, or obstruct flight crew member
ingress or egress. Viewable stowage should minimise blockage of the windshields to allow
the pilots to maintain a clear view of critical outside references (e.g., during ground
operations, taxiing, takeoff, approach, and landing). Training and procedures must address
specific and acceptable placement of viewable stowage devices.

1.3.13.5 Regardless of whether an EFB is secured using either a certified mounting device or
viewable stowage, the following guidance should be considered:
a) There must be no interference with flight control movement, obstruction to
visual or physical access to controls and/or displays or obstruct flight crew
member ingress or egress.
b) The pilot should have easy access to the EFB controls and a clear
unobstructed view of the EFB when strapped in the normal seated position.
The effects of glare and/or reflections should be minimised. This may be

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accomplished by providing some adjustment to the pilot to compensate for

glare and reflections.
c) Blockage of windshields should be minimised to allow the pilots to maintain a
clear view of critical outside references (eg. During ground operations,
taxiing, takeoff, approach and landing).

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Chapter 2
Human Factors
The operator shall carry out an assessment of the human-machine interface and aspects
governing crew coordination when using the EFB. Whenever possible, the EFB user-
interface philosophy should be consistent (but not necessarily identical) with the flight-deck
design philosophy. The review of the complete system should include, but is not limited to,
the following:
a) general considerations including workload, usability, integration of the EFB
into the flight deck, display and lighting issues, system shutdown and system
failures;
b) physical placement issues, including stowage area, use of unsecured EFBs,
design and placement of mounting devices;
c) considerations for interference with anthropometric constraints, cockpit
ventilation and speaker sound;
d) training and procedure considerations, including training on using EFB
applications, the EFB policy and procedures manual, fidelity of the EFB
training devices and mechanisms for gathering user feedback on EFB use;
e) hardware considerations — refer to Chapter 1; and
f) software considerations — refer to Chapter 6.

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Chapter 3
Crew Operating Procedures

3.1 General
3.1.1 The operator shall have procedures for using the EFB in conjunction with the other
flight-deck equipment.

3.1.2 If an EFB generates information similar to that generated by existing flight-deck

systems, procedures should clearly identify the following:
a) which information source will be primary;
b) which source will be used as secondary information;
c) under what conditions to use the secondary source; and
d) what actions to take when information provided by an EFB does not agree
with that from other flight- deck sources, or, if more than one EFB is used,
when one EFB disagrees with another.

3.1.3 If normal operational procedures require an EFB for each flight-deck crew member,
the set-up should comply with the definition of independent EFB platforms.

3.1.4 Operators shall include the requirements for EFB availability in the operations
manual, as part of the minimum equipment list, or both.

3.2 Revisions and Updates

3.2.1 The operator shall have a procedure in place to allow flight crews to confirm the
revision number and/or date of EFB application software including, where applicable,
database versions (e.g. update to the latest aeronautical charts).

3.2.2 Flight crews should not, however, have to confirm the revision dates for databases
that would not, in case of outdated data, adversely affect flight operations. Procedures
should specify what actions to take if the software applications or databases loaded on the
EFB are out of date.

3.3 Workload and Crew Coordination

3.3.1 In general, using an EFB should not increase the crew’s workload during critical
phases of flight. For other flight phases, crew operating procedures should be designed to
mitigate and/or control additional workload created by using an EFB.

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3.3.2 Workload should be distributed among flight crew members to ensure ease of use
and continued monitoring of other flight crew functions and aircraft equipment. The
procedures should include specification of the phases of flight at which the flight crew may
not use the EFB, if applicable.

3.4 Reporting
A reporting system for EFB failures should be established. Procedures should be put in place
to inform maintenance and flight crews about a fault or failure of the EFB, including actions
to isolate it until corrective action is taken.

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Chapter 4
Flight Crew Training

The use of the EFB should be conditional on appropriate training. Training should be in
accordance with the operator’s SOP (including abnormal procedures) and should include the
following:
a) overview of the system architecture;
b) preflight checks of the system;
c) limitations of the system;
d) use of each operational software application;
e) restrictions on the use of the system, including when some or all of the EFB
functions are not available;
f) conditions (including phases of flight) under which the EFB may not be used;
g) procedures for cross-checking data entry and computed information;
h) human performance considerations on the use of the EFB;
i) additional training for new applications, new features of current applications
or changes to the hardware configuration;
j) recurrent training and proficiency checks; and
k) any area of special emphasis raised during the EFB evaluation with the DCA.

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Chapter 5
EFB Risk Assessment

5.1 General
5.1.1 The EFB risk assessment is a process that should be performed to assess the risks
associated with the use of each EFB function and should allow the operator to keep the risks
to an acceptable level by defining the appropriate mitigation means.

5.1.2 This risk assessment should be performed before the beginning of the approval
process (if applicable), and its results should be reviewed on a periodic basis.

5.1.3 The guidance on safety risk assessment is contained in the Safety Management
Manual (SMM) (Doc 9859).

5.2 EFB Failures and Mitigation Means

5.2.1 Based on the outcome of the EFB risk assessment, the operator shall determine the
need for software architectural features, personnel, procedures and/or equipment that will
eliminate, reduce or control risks associated with an identified failure in a system.

5.2.2 If normal operational procedures require an EFB for each flight deck crew member,
the installation shall comply with the definition of independent EFB platforms.

5.2.3 Apart from procedures to inform maintenance and flight crews about a fault or
failure of the EFB and the actions taken to isolate it until corrective action is taken, back-up
procedures shall also be in place to prevent the use of erroneous information by flight crews.

5.2.4 Mitigation against EFB failure or impairment may be accomplished by one or a

combination of the following:
a) system design;
b) separate and backup power sources for the EFB;
c) electronic fallback solutions to the last known, stable configuration (e.g.
before an update);
d) redundant EFB applications hosted on independent EFB platforms;
e) paper products carried by selected crew members;
f) complete set of sealed paper backups in the flight deck; and/or
g) procedural means.

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Chapter 6
EFB Functions

6.1 General
6.1.1 Use of multiple software applications in an EFB is allowable.

6.1.2 Operational use of EFB functions require DCA approval.

6.1.3 Guidance / Criteria for operational use of EFB functions.

6.1.4 The following are the guidance / criteria established by DCA for the operational use
of EFBs that:
a) the EFB equipment and its associated installation hardware, including
interaction with aircraft systems as applicable, meet the DCA Airworthiness
Certification requirements;
b) the operator/owner has assessed the safety risks associated with the
operations with support by the EFB function(s);
c) the operator/owner has established requirements for redundancy of the
information, as appropriate, contained in and displayed by the EFB functions;
d) the operator/owner has established and documented procedures for the
management of the EFB function(s) including any database it may use;
e) the operator/owner has established and documented the procedures for the
use of, and training requirements for, the EFB and the EFB function(s).

6.1.5 EFB functions essential to safe operation of flight.

6.1.6 EFB functions whose failure, malfunction or misuse would have an adverse effect on
the safety of flight operations (e.g. increased in-flight crew workload during critical phases of
flight, reduction in functional capabilities or safety margins, etc.) are essential to the safe
operation of flight should be recorded in the operations manual and linked to the
operations specifications.

6.1.7 Those functions should be recorded in the operations manual and linked to the
operations specifications as proposed in Appendix-E (for commercial air transport).

6.1.8 The list below may be considered examples of applications providing such functions,
depending on their use, associated procedures, and failure mitigation means:

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a) document browsers displaying information required to be carried by

regulations (subject to approval, where required);
b) electronic aeronautical chart applications;
c) airport moving map display (AMMD) applications, not used as a primary
means of navigation on the ground and used in conjunction with other
materials and procedures;
d) cabin-mounted video and aircraft exterior surveillance camera displays;
e) aircraft performance calculation applications that provide take-off, en-route,
approach, landing and missed approach performance calculations; and
f) mass and balance calculation applications.
These applications require special attention during their evaluation, as described in
Appendix A.

6.1.9 On the contrary, the following features are not EFB functions and, unless certified as
avionics functions, should not be hosted on an EFB:
a) displaying information that may be tactically used by the flight crew members
to check, control or deduce the aircraft position or trajectory, either to follow
the intended navigation route or to avoid adverse meteorological conditions,
obstacles or other traffic, in-flight or on ground;
b) displaying information that may be directly used by the flight crew to assess
the real-time status of aircraft critical and essential systems, as a replacement
for existing installed avionics, and/or to manage aircraft critical and essential
systems following failure;
c) communicating with air traffic control;
d) sending data to aircraft systems not certified for this intended purpose; and
e) any other function determined by the DCA to require airworthiness
certification.

6.1.10 The display of own-ship position, in-flight, for strategic use is not universally
accepted by State authorities and not specifically covered in this manual. If an
operator elects to implement the display of own-ship position, in-flight, on an EFB
application, the following risks should be addressed and properly mitigated:
a) use of hazardously misleading information (in particular in case of erroneous
position or frozen display);
b) misuse of the information for short-term piloting, e.g. for track monitoring
purposes (see 6.1.9, a);
c) excessive fixation on EFB information and excessive head-in time; and

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d) conflicting information with certified aircrafts systems.

6.1.11 Possible effects of improperly mitigated risks include an increase in workload and a
decrease in situation awareness. In some cases, crews might unknowingly build an over-
reliance on this uncertified, yet compelling information.

6.2 Considerations for all EFB applications

6.2.1 Software HMI
6.2.1.1 The EFB system should provide an intuitive, and in general, consistent user interface
within and across the various hosted EFB applications. This should include, but not be
limited to, data-entry methods, colour-coding philosophies and symbology.

6.2.1.2 Software considerations should be addressed, including ease of access to common

functions, consistency of symbols, terms and abbreviations, legibility of text, system
responsiveness, methods of interaction, use of colour, display of system status, error
messages, management of multiple applications, off-screen text and content and use of
active regions.

6.2.1.3 Use of colours and messages.

a) The colour “red” should be used only to indicate a warning level condition.
b) “Amber” should be used to indicate a caution level condition.
c) Any other colour may be used for items other than warnings or cautions,
providing that the colours used differ sufficiently from the colours prescribed
to avoid possible confusion.
d) EFB messages and reminders should be integrated with (or compatible with)
presentation of other flight-deck system alerts.
e) EFB aural messages should be inhibited during critical phases of flight.
Regulatory requirements in conflict with the recommendation above should
have precedence.

6.2.1.4 System error messages. It may be desirable to have an indication of whether an

application is fully or partially disabled or is not visible or accessible to the user available to
the user upon request. It may be desirable to prioritize these EFB status and fault messages.

6.2.1.5 Data-entry and error messages. If user-entered data are not of the correct
format or type needed by the application, the EFB should not accept the data. An error

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message should be provided that communicates which entry is suspect and specifies what
type of data are expected.

6.2.1.6 Responsiveness of application. The system should provide feedback to the user
when user input is accepted. If the system is busy with internal tasks that preclude
immediate processing of user input (e.g. calculations, self-test, or data refresh), the EFB
should display a “system busy” indicator (e.g. clock icon) to inform the user that the system
is occupied and cannot process inputs immediately. The timeliness of system response to
user input should be consistent with an application’s intended function.

6.2.1.7 Off-screen text and content. If the document segment is not visible in its
entirety in the available display area, such as during “zoom” or “pan” operations, the
existence of off-screen content should be clearly indicated in a consistent way. For some
intended functions, it may be unacceptable if off-screen content is not indicated. This should
be evaluated based on the application and intended operational function.

6.2.1.8 Software developers and operators are encouraged to evaluate the usability of an
existing HMI before developing a new HMI themselves. It is also recommended that the
HMI be reviewed after some time of operation in the everyday environment for
unforeseeable common human errors, with special regard to the specific-use case of the
operator, which require changes or enhancement of the given design.

6.2.2 Electronic signatures

6.2.2.1 To be accepted as an equivalent to a handwritten signature, electronic signatures
used in EFB applications need, as a minimum, to fulfil the same objectives and should, as a
minimum, assure the same degree of security as the handwritten or any other form of
signature it intends to replace. Authenticated certificates and secure signature creation
devices are normally not required for EFB operations.

6.2.2.2 In order to be accepted as an equivalent-to-handwritten signature, electronic

signatures used in EFB applications need, as a minimum, to fulfil the same objectives and
assure the same degree of security as the handwritten or any other form of signature it
intends to replace.
Note.— Guidance on electronic signatures is contained in the Safety Management Manual
(SMM) (Doc 9859).

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6.3 Considerations for EFB applications to be used for the safe operation of
aircraft
6.3.1 EFB Management
6.3.1.1 The operator shall have an EFB management system in place. The role of an EFB
administrator is a key factor in the management of the EFB system. Complex EFB systems
may require more than one individual to support the EFB management system. However, at
least one person (e.g. the EFB administrator, dedicated EFB manager, OPS director, etc.)
should possess an overview of the complete EFB system, including the distribution of
responsibilities within the operator’s management structure. This role and accountability
can be by delegations and by establishing procedures to ensure compliance

6.3.1.2 The EFB administrator is the key link between the operator and the EFB system and
software suppliers.

6.3.1.3 The following are responsibilities of the EFB administrator:

a) Hardware and software configuration management and for ensuring, in
particular, that no unauthorised software is installed.
b) Ensuring that only a valid version of the application software and current data
packages are installed on the EFB system.
c) That the operator establishes the means to carry out their own check of data
contents prior to load and/or release for operational use.
d) Conducting internal quality control measures to ensure that all EFB
management personnel comply with the defined procedures.
e) Ensure that software applications supporting function(s) not directly related
to operations conducted by the flight crew on the aircraft (e.g. web browser,
email client, picture management, etc.) do not adversely impact the operation
of the EFB.
f) Ensure each person involved in EFB management receive appropriate
training in their role and have a good working knowledge of the proposed
system hardware, operating system and relevant software applications as well
as knowledge about flight operations.
g) Shall establish procedures, documented in an EFB Policy and Procedures
Manual, to ensure that no unauthorised changes take place. The EFB Policy
and Procedures Manual may be part of the Operator’s Operations Manual
h) Ensure procedures are established for the maintenance of the EFB.

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6.3.1.4 EFB management should be responsible for the procedures and systems,
documented in the EFB policy and procedures manual that maintain EFB security and
integrity. The required level of EFB security depends on the criticality of the used
applications.

6.3.2 Quality assurance

The operator shall ensure that the software developer has a quality assurance process in
place. The software development and verification processes should be included and
documented in the quality assurance process.

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Chapter 7
Operational Evaluation Process

7.1 Operational Evaluation Process

7.1.1 Subject to DCA’s operational evaluation and approval, an operator implementing
EFB functions:
a) may choose to start a paperless flight deck operation without paper backup or
a combination of solutions with limited on-board paper backup.
b) may also choose to keep the paper backup as a cross-check against the EFB
information and as a means of mitigation against failure, when transitioning
from paper to electronic format.

7.1.2 The operational evaluation process below is designed to lead to specific operational
approval and consists of the following phases of actions. Appendix-B,C & D provide a
sample checklist of evaluation items.

7.2 Phase I- Pre-Application discussion

This phase begins when DCA meets the operator to establish a common contact and the
understanding of requirements, of what need to be evaluated and how they must be
conducted and documented.

7.3 Phase II - Formal Application

7.3.1 Phase II begins when the operator submits the formal application letter with
supporting documents and compliance plan to DCA for evaluation of completeness and
compliance to the regulations. The operator must clarify his intent to operate with or without
paper backup or a combination of paperless and paper. The typical documents to be
submitted are:
a) EFB operational suitability report, as applicable;
b) EFB hardware and application specifications;
c) EFB operator procedures/manual revisions;
d) EFB training programme;
e) EFB evaluation
f) EFB risk assessment

7.4 Phase III - DCA Review

7.4.1 At this phase CAAS conducts a review of the operator’s submission; examine the
technical contents and quality of the proposed EFB program, supporting documents and
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procedures. Operations inspectors shall utilize the checklist (Appendix-B) to validate the
operator’s initial EFB program application and the checklist (Appendix-G) for a review of the
operator’s EFB policy and procedures manual.

7.4.2 Where an operator seeks to start operations with a new EFB system, the DCA should
participate in either the simulator evaluation or flight evaluation of an EFB. Additional
simulator or flight evaluations are not required for adding a new EFB to an existing approval
unless there is a substantial change in EFB-intended functions. When a new aircraft is added
to an existing EFB approval, the suitability of the EFB for that aircraft must be addressed.
The DCA should examine the technical content and quality of the proposed EFB programme
and other supporting documents and procedures.

7.5 Phase IV - Operational Evaluation

7.5.1 The operator would receive permission to conduct an operational trial run to ensure
satisfactory operation of the EFB program. This process would normally be conducted over a
mutually agreed timeframe. The operator will notify DCA of the trial progress and the results
accordingly.

7.5.2 During this phase, Operations Inspectors shall utilize the checklists (Appendix-C and
D) to observe and verify the operator’s ability to manage an EFB program and conduct flight
operations in a planned demonstration period. Where an operator seeks to start operations
with a new EFB system, Operations Inspectors should participate in either the simulator
evaluation or flight evaluation of an EFB. Additional simulator or flight evaluations are not
required for adding a new EFB to an existing approval unless there is a substantial change in
EFB-intended functions. When a new aircraft is added to an existing EFB approval, the
suitability of the EFB for that aircraft must be addressed.

7.5.3 An operator who is approved to operate EFB without paper backup shall have
adequate mitigations means in place to access the information in case of EFB failures.

7.5.4 Final considerations by DCA:

a) Unacceptable validation results: If DCA finds the proposed EFB reliability
and/or function to be unacceptable, DCA will contact the operator for
corrective action. EFB deficiencies should be corrected and the EFB function
revalidated prior to being approved.

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b) Acceptable validation results. If DCA finds the proposed EFB reliability

and/or function to be acceptable based on validation data, then the specific
operational approval may be issued.

7.6 Phase V - Issuance of EFB Operations Specifications and Approval

7.6.1 The successful operator will need to submit to DCA form (AOC-001) for the
Application for Variation of Air Operator Certificate (AOC) to update the AOC Operations
Specifications with EFB entry. The recommendation letter from Airworthiness Division for
EFB approval will be required before approving the operator to use EFB.

7.6.2 The Operations Specifications entry will include references to the operator’s
Operations Manual where more details of the approved EFB applications are document.

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Chapter 8
EFB use in General Aviation Operations with Helicopters or other than
Large or Turbo Aeroplanes

Note.— This material relates to the provisions in Annex 6, Part II, Section 2 (excluding
Section 3), MCAR Part-12 and MCAR Part-14.

8.1 Equipment/ Hardware Considerations

8.1.1 Operators involved in general aviation with helicopters or other than large or turbojet
aeroplanes, should consider the following provisions before using an EFB.

8.1.2 The operator shall follow the provisions of 1.3 of this manual when using a portable
EFB.

8.2 Pilot Operating Procedures

To ensure that adequate guidance is available for use of the EFB applications, the user guide
established by the software developer should be available to the pilot.

8.3 Pilot Training

The pilot should be familiar with EFB use before using it in-flight. Changes to EFB hardware
or software may warrant additional familiarization.

8.4 EFB Risk Assessment

For general aviation operations, hazard assessment in the traditional sense is not practical;
therefore, the following mitigations are presented to address risks associated with EFB use.
Before each flight, the pilot should conduct the following checks to ensure the continued safe
operation of the EFB during the flight:
a) general check of the EFB operation by switching it ON and checking that the
applications intended to be used in-flight are operative;
b) check battery or other power sources to ensure the availability of the EFB
during taxi and flight operations, including diversions and reasonable delays;
c) check for currency of EFB databases (effective dates), (e.g. aeronautical
charts, performance calculation, and weight and balance applications); and
d) check that an appropriate backup is available when using an application
displaying information or data required to be on board.

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8.5 EFB Functions

8.5.1 If EFB applications provide functions that display information related to the aircraft
position in-flight, navigation, terrain or traffic surroundings or altitude, the pilot should be
aware of the potential misleading or erroneous information displayed and should only use
these functions as an advisory means.

8.5.2 When using an aeronautical chart, performance calculation, mass and balance or in-
flight weather application, or an airport moving map display (AMM), the following
considerations should be taken into account by the pilot:
a) Aeronautical chart application. The aeronautical charts that are depicted
should contain the information necessary, in appropriate form, to conduct the
flight safely. Consideration should be given to the size and resolution of the
display to ensure legibility.
b) Performance calculation and mass and balance (M&B) application. Prior to
the first use of a performance or M&B application and following any update of
the database supporting the application, the operator should obtain assurance
that the output of the application corresponds with the data derived from the
AFM (or other appropriate sources).
c) Airport moving map application. An AMM application should not be used
as a primary means of navigation for taxi; outside references remain primary.
d) In-flight weather application. The displayed meteorological information may
be forecast, observed, or both and may be updated on the ground or in-flight.
It should be based on data from providers approved by the meteorological
authority concerned or other sources approved by the operator. Consideration
should be given to the latency of meteorological information and the hazards
associated with utilization of latent information. Pilots should only use in-
flight weather applications for broad strategic avoidance of adverse
meteorological conditions.

8.6 Evaluation Process

As stated in Chapter 7, an evaluation process is not required, but it is nevertheless
recommended that pilots and/or the operator/owner undergo an evaluation period to ensure
that mitigations to risk, including EFB failures, EFB misuse and other EFB malfunctions, are
addressed. During this period, the pilot or owner/operator should validate that the EFB is as
available and reliable as the paper-based system being replaced, if applicable.

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APPENDIX- A
Guidance for EFB Software Applications

1. Performance (Take-off, Landing) and Mass and Balance (M&B)

Applications
1.1 Introduction
1.1.1 The use of EFB to compute aircraft performance as well as mass and balance (M&B)
data has become commonplace in recent years. The computing power and versatility offered
particularly by the portable devices such as laptops and tablets in relation to their flexibility
for development and use have also allowed the creation of numerous applications for most
types of aircraft.

1.1.2 In any event, for the safe operations of flight, the validity and integrity of the aircraft
performance and M&B data are crucial and the applications and the procedures for their use
have to be properly evaluated before being used in service.

1.1.3 In that regard, the verification of the aircraft performance data and calculation
algorithm correctness becomes an essential step of the evaluation. The other part of the
evaluation is to deal with the user interface and crew procedures. A proper human- machine
interface (HMI) on one side, with adequate administration and crew procedures and training
on the other, are necessary to mitigate those errors.

1.2 Performance application architecture

1.2.1 Performance applications are usually separated into different layers:
a) human-machine interface (HMI);
b) calculation module;
c) aircraft-specific information; and
d) airport, runway, obstacle database (AODB).

Figure A-1 shows a typical architecture of a performance application. Individual solutions

that are in use by operators might not need to be as modular as shown, but rather, have the
different parts integrated into one software. Alternatively, there might be solutions where
modularity is taken to a point where some or all parts are supplied by different providers.

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Input HMI

Calculation Air manufacturer (e.g. SCAP) software with

Module aircraft-specific database
Airport or
runway
Pre-calculated aircraft-specific tables
obstacle or
(e.g. runway weight limitation charts)
database or
(Calling Module)
Aircraft-specific digitized AFM or FCOM data

Output
HMI

Figure A-1. Typical architecture of a TALP application

1.2.2 Input and output HMI. The input HMI takes the pilot’s inputs (or data read
from the avionics if applicable) and requests the calculation from the calculation module.
The results are transferred to the output HMI.

1.2.3 Calculation module. The calculation module will process the requested data
from the input HMI and determine the results which are then returned to the output HMI.

1.2.3.1 Calculation modules are commonly setup using manufacturer SCAP software
together with the respective aircraft-specific database. To obtain the results, the calculation
module might call the SCAP software several times. Thus, the expression “calling module”
has become widespread in the industry.

1.2.3.2 Another way for the calculation module to obtain results is to interpolate between
pre- calculated tables (e.g. runway weight limitation charts). Those tables are typically
calculated using SCAP software. The SCAP software itself, however, is not specifically part of
the performance application.

1.2.3.3 Where manufacturer software is not available, paper AFM or FCOM charts may have
to be digitised.

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1.2.4 Aircraft performance data sources. Different sources of performance data can
be used by TALP applications. Performance data can be delivered in various digitized
formats:
a) SCAP modules or the equivalent delivered by the manufacturer. The SCAP
module is either based on equations of motion or digitised AFM material.
Modules may or may not come from an airworthiness approved electronic
flight manual;
b) the operator can build its own digitised performance data, based on the data
published in the flight manual; and
c) data based on pre-calculated take-off or landing performance tables.

1.2.5 Airport, runway, obstacle database (AODB). Take-off and landing

performance applications require information about airports, runways and obstacles. The
AODB should provide this information in a suitable way. Usually, it is the part of the EFB
performance applications that will be updated most often. The management of this data is
critical. The operator is ultimately responsible for the data quality, accuracy and integrity of
the runway and obstacle data, and should ensure this together with the data provider.

1.3 Performance and Mass and Balance (M&B) applications and human-
machine interface (HMI)
1.3.1 Data error in performance calculations have been identified to have contributed to
and accidents. A good, well-designed HMI can significantly reduce the risk of errors. The
following are examples of design guidelines that are supplemental to the software HMI
considerations from Chapter 6:
a) Input data and output data (results) should be clearly distinctive. All the
information necessary for a given task should be presented together or easily
accessible.
b) All data required for performance and M&B applications should be prompted
for or displayed, including correct and unambiguous terms (names), units of
measurement (e.g. kg or lbs). The units should match those from other
cockpit sources for the same type of data.
c) Field names and abbreviations used in the HMI should correspond to those
used in the manuals and should match the labels in the cockpit.
d) If the application computes both dispatch (regulatory, factored) and other
results (e.g. in-flight or not factored), the flight crew should be made aware of
the nature of the results.

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e) The application should clearly distinguish user entries from default values or
entries imported from other aircraft systems.
f) The aircraft tail sign used for calculation must be clearly displayed to the
flight crews, if relevant differences between tail signs exist. If tail signs are
associated with different subfleets, the selected subfleet should be clearly
displayed to the flight crew.
g) The HMI should be designed so that input data are difficult to enter into the
wrong fields of the HMI, by defining data-entry rules.
h) The HMI should only accept input parameters within the aircraft’s
operational envelope approved for the operator (commonly more limiting
than the certified envelope). Consideration should be given to the plausibility
of outputs within the AFM envelope but outside normal operating conditions.
i) All critical TALP calculation assumptions (e.g. use of thrust reversers, full or
reduced thrust/power rating) should clearly be displayed. The assumptions
made about any calculation should be at least as clear to pilots as similar
information would be on a tabular chart.
j) The HMI should indicate to the pilot if a set of entries results in an
unachievable operation (for instance, a negative stopping margin), in
accordance with general HMI considerations (see Chapter 6).
k) The user should be able to modify its input data easily, especially to account
for last-minute changes.
l) When calculation results are displayed, they should be displayed with the
input parameters used for calculation.
m) Any active MEL/CDL/special restriction should be clearly visible and
identifiable.
n) In the case of multiple runway selection, the output data should be clearly
associated with the selected runway.
o) Changes of runway data by the pilot should be clearly displayed and the
changes should be easy to identify.

1.4 Performance and Mass and Balance (M&B) applications testing

1.4.1 The criticality of performance calculations and the importance of the correctness of
the calculation results delivered by performance algorithms or calculation modules cannot
be over-emphasised and hence the justification for the considerable investment in the
development, testing and approval or certification of a performance algorithm or calculation
module.

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1.4.2 Depending on the EFB set-up three different test phases may apply:
a) the correctness test checks whether the performance results are consistent
with the approved data;
b) a robustness and constraint test checks for sensible system behaviour in
case incorrect values have been entered; and
c) finally, the integration test shall make sure that the application runs in the
EFB environment without any issue.

1.4.3 Correctness test

1.4.3.1 When developing a performance calculation module which processes entry variables
(e.g. take-off or landing performance calculations), the calculation outputs must be verified.
Due to the large number of parameters influencing the results of performance applications,
testing all possible combinations of parameter values is not feasible.

1.4.3.2 Test cases should, therefore, be defined to sufficiently cover the operations of the
aircraft under a representative cross section of conditions (e.g. for performance applications:
runway state and slope, different wind conditions and pressure altitudes, various aircraft
configuration including failures with a performance impact, etc.), and take into account the
data sources and their individual characteristics (e.g. corner points, break points, etc.). The
evaluation effort should be adapted to the type of data source used.

1.4.3.3 For selected calculations, a detailed check against approved data, or where data are
not approved in the AFM, the best available data has to be documented. Those calculations
must prove that the module’s results will match the data source or are consistently
conservative throughout the entire operating envelope of the aircraft.

1.4.3.4 The operator should provide an explanation of the methods used to evaluate enough
testing points with respect to the design of their software application and databases.

1.4.3.5 Tests, documented graphically or in tabular form, are subject to Authority

acceptance.

1.4.4 Robustness and constraint test

1.4.4.1 Sufficient test cases shall make sure that the performance application provides
understandable answers or instructions if incorrect input values (outside envelope, wrong
combination of inputs) are entered.

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1.4.4.2 Even if using incorrect input values, the application shall not fail or get into a state
that would require special skills or procedures to bring it back to an operational state.

1.4.4.3 The testing should show that the application, in its operating environment (operating
software (OS) and hardware included), is stable and deterministic, i.e. identical answers are
generated each time the process is entered with identical parameters.

1.4.5 Integration testing

1.4.5.1 Typically, the design and test of performance applications are done on a different
hardware and software environment than the EFB. Thus, integration testing shall make sure
that the application runs properly on the EFB environment. These tests should be performed
using the final system (e.g. a connected EFB, hosting the performance HMI, while accessing
a ground-based performance engine and database via a mobile phone link.)

1.4.5.2 Integration testing shall ensure the performance application(s) produces the same
results on the EFB as on the computer it was designed and tested on. In addition, the
performance application shall not interfere adversely with other EFB applications or vice
versa.

1.4.5.3 Where data from other applications are processed (e.g. T/O performance using
results from the M&B application), the correct interfacing of those data shall be tested.

1.4.5.4 Finally the overall acceptability of the performance calculation should be assessed.
E.g. the data modification and calculation times should be within acceptable limits to allow
quick recalculations in case of dynamic operational conditions like meteorological or last
minute runway changes.

1.5 Procedures, Management and Training

When approving the operational use of a performance or M&B application(s), due
consideration shall also be given to all other processes that contribute to the use of the
application.

1.5.1 Crew operating procedures

1.5.1.1 Procedures should be developed that define any new roles that the flight crew and the
flight dispatcher may have in creating, reviewing, and using performance or M&B
calculations supported by EFBs.

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1.5.1.2 Performance and M&B calculations should be performed by both the pilots
independently on independent EFBs, if available.

1.5.1.3 The results should be cross-checked and differences discussed before the results are
used operationally.

1.5.1.4 Crew procedures should ensure that, in the event of loss of functionality by an EFB
through either the loss of a single application or the failure of the device hosting the
application, a high level of safety can be maintained. Consistency with the EFB risk
assessment assumptions should be confirmed.

1.5.2 Procedures for EFB security and quality assurance

1.5.2.1 Application and data should be checked for integrity and protected against
unauthorised manipulation, e.g. by checking file checksum values at EFB start-up or prior to
each calculation.

1.5.2.2 A quality assurance process should apply for all performance-related software
application modifications.

1.5.3 Procedures for addressing EFB failures

1.5.3.1 Procedures should be developed and introduced to assure that EFB failure events,
especially those where the EFB failure leads to the calculation of misleading information
(such as an error in the AODB), is immediately brought to the attention of other pilots who
may be affected.

1.5.3.2 A reporting system shall be in place allowing the operator to detect the nature of
problems and to decide on mitigations.

1.5.4 Flight Crew Training

1.5.4.1 Training should emphasise the importance of executing all performance calculations
in accordance with SOP to assure fully independent calculations. As an example, one pilot
should not announce the values to be entered into the HMI of the performance applications,
because a wrong announcement could lead to both calculations showing the same misleading
results.

1.5.4.2 Training should include cross-checks (e.g. with avionics or flight-plan data) and gross
error check methods (e.g. “rule-of-thumb”) that may be used by pilots to identify order-of-

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magnitude errors (e.g. entering the zero fuel mass (ZFM) as take-off mass (TOM) or
transposing digits).

1.5.4.3 It should be understood, that the use of EFBs makes performance calculations simple
and does not eliminate the necessity of good pilot performance knowledge.

1.5.4.4 Using EFBs, new procedures may be introduced (e.g. the use of multiple flaps
settings for take-off) and pilots should be trained accordingly.

1.5.5 Management of performance EFB applications

Within the operator’s organisation, the responsibilities between the performance
management, other departments involved and the EFB management should be if separate,
clear and well-documented. Furthermore, an operator needs to utilise a designated
person/group who is sufficiently trained to provide support for the performance tools. This
person/group must have comprehensive knowledge of current regulations, aircraft
performance and performance software (e.g. SCAP modules) used on the EFB.

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2. Electronic Charting Application

2.1 Description
2.1.1 An EFB software application that supports route planning, route monitoring and
navigation by displaying required information and includes visual, instrument and
aerodrome charts.
2.1.2 The following should be considered:
a) Electronic aeronautical charts should provide, at least to a minimum, a level
of information and usability comparable to paper charts.
b) For approach charts, the EFB software application should be able to show the
entire instrument approach procedure all at once on the intended EFB
hardware, with a degree of legibility and clarity equivalent to that of a paper
chart.
c) An EFB display may not be capable of presenting an entire chart (e.g. airport
diagram, departure and arrival procedures) if the chart is the expanded detail
(fold-over) type.
d) Panning, scrolling, zooming, rotating or other active manipulation is
permissible.
e) For data driven charts, it should be assured that shown symbols and labels
remain clearly readable, (e.g. not overlapping each other). Layers of data may
be used for decluttering.
Note.— See also Annex 4 — Aeronautical Charts, Chapter 20 — Electronic
Aeronautical Chart Display — ICAO.

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3. Aircraft Exterior Video Surveillance

3.1 Description
3.1.1 Aircraft exterior surveillance may be an EFB hosted software application to increase
situational awareness during taxi by displaying real-time video of the actual external scene.

3.1.2 The following should be considered:

a) Ensure real-time, live display of received imagery without noticeable time-
lapse.
b) Adequate image quality during foreseeable environmental lighting conditions;
c) Display of turning or aircraft dimension aids may be provided, (e.g. turning
radius, undercarriage track width, etc.). In such cases, the information
provided to the pilot should be verified to be accurate.
d) Connection should be made to one or more installed vision systems that
include, but are not limited to, visible light cameras, forward-looking infrared
sensors and intensifying low-light level images.
e) Operators should establish SOPs for use of the application. Training should
emphasize use of as an additional resource and not as a primary means for
ground navigation or avoiding obstacles.
f) Pilot use should not induce disorientation.

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4. Airport Moving Map (AMM)

4.1 Introduction
4.1.1 This section provides some consideration on how to demonstrate the safe operational
use for AMM applications to be hosted on EFBs.

4.1.2 An EFB AMM with own-ship position symbol is designed to assist flight crews in
orienting themselves on the airport surface to improve pilot positional awareness during taxi
operations. The AMMD function is not to be used as the primary means of taxiing
navigation. This application is limited to ground operations only.

4.1.3 The AMM application is designed to indicate the aircraft position and heading (in
case the own-ship position symbol is directional) on dynamic maps. The maps graphically
portray runways, taxiways and other airport features to support taxi and taxi-related
operations. Additionally, warning functions can be provided that notify crews about
potentially dangerous conditions, for example, inadvertently entering a runway.

4.1.4 The following should be considered:

a) An AMM application should not be used as the primary means of taxiing
navigation; primary means of taxiing navigation remains the use of normal
procedures and direct visual observation out of the cockpit window.
b) The total system error of the end-to-end system should be specified and
characterized by either the AMM software developer, EFB vendor or OEM.
The accuracy should be sufficient to ensure that the own-ship position symbol
is depicted on the correct runway or taxiway.
c) The AMM should provide compensation means for the installation-dependent
antenna position bias- error, for example, along-track error associated to the
GNSS antenna position to the flight deck.
d) The system should automatically remove the own-ship position symbol when
the aircraft is in-flight (e.g. weight on wheels, speed monitoring) and when
the positional uncertainty exceeds the maximum defined value.
e) It is recommended that the AMM detects, annunciates to the flight crew and
fully removes depiction of own-ship data, in case of any loss or degradation of
AMMD functions due to failures such as memory corruption, frozen system,
latency, etc.
f) The AMMD database should comply with applicable Standards for use in
aviation (refer to Annex 6, Part I, 7.5 — Electronic navigation data
management).

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g) The operator should review the documents and the data provided by the
AMMD developer and ensure that installation requirements of the AMMD
software in the specific EFB platform and aircraft are addressed.

4.2 Flight Crew Training

4.2.1 The operator should define specific training in support of an AMM’s implementation.
It should be included in the operator’s overall EFB training.

4.2.2 The operations manual or user guide shall provide sufficient information to flight
crews, including limitations and accuracy of the system and all related procedures.

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5. Electronic Checklist Application

5.1 Scope
5.1.1 An electronic checklist (ECL) is an EFB application that displays checklists to the
flight crew by means of an EFB.

5.1.2 This guidance applies to the following:

a) an ECL displaying pre-composed information or featuring a specific HMI to
display the information in an optimized way to the flight crew;
b) an ECL with or without capability to interact with the pilot to record the
completion of the actions and checklists;
c) an ECL without capability to process information from the aircraft (e.g. a
stand-alone ECL); and
Note.— The capability to process information from the aircraft is more
critical and not addressed by this manual.
d) an ECL displaying only normal checklists (Non-normal/abnormal/emergency
checklists and procedures are more critical and are not addressed in this
manual).

5.1.3 Other ECL functionalities, such as those identified in the list below, may be present,
in which case the operator’s CAA is responsible for the establishment of the applicable basis
for compliance:
a) The ECL receives information from the aircraft (e.g. senses items such as
aircraft system state, switch positions). The status of the sensed items may be
reflected on the checklist. For example, if an action line of a checklist
indicates that a button should be pressed and the aircraft sensors sense that
the button has been pressed, then the checklist display will indicate that the
item has been accomplished.
b) The ECL content includes non-normal (abnormal or emergency)
checklists/procedures.

5.2 HMI design and Human Factors considerations

5.2.1 The ECL system (hardware, software) should provide at least the same level of
accessibility, usability and reliability as a paper checklist.

5.2.2 HMI and Human Factor considerations:

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a) Accessibility time for any checklist should not be longer than an equivalent
paper checklist.
b) All checklists should be easily accessible for reference or review.
c) The resulting pilot actions called from an ECL should be identical to a paper
checklist.
d) The pilot should be able to clearly recognizable which items or checklists are
safety relevant for the operation of the aircraft and which are of an additional
nature.
e) Checklists should be presented in accordance with the normal sequence of
flight.
f) The title of the checklist should be displayed and distinguished at all times
when in use.
g) An indication of the existence of off-screen checklist content should be
provided.
h) The end of each checklist should be clearly indicated.
i) The effect of switching between ECL and other EFB applications on the same
hardware should be evaluated.

5.2.3 Additional HMI and Human Factor considerations for ECL with capability to interact
with the pilot to record the completion of the actions and checklists:
a) ECL should provide a checklist overview displaying which checklists are
completed and which are not.
b) ECL should display the completion status of action items within a checklist.
c) It should be possible to restart a checklist, if needed. The crew should be able
to reset the checklist with a verification step to confirm the restart.
d) It should be possible to uncheck an action item in a checklist, if needed.

5.3 Flight crew procedures

5.3.1 The operator should consider the impact on the pilot’s workload in determining the
method of use of ECL.

5.3.2 Flight crew procedures should be established to:

a) ensure that the flight crew verifies the validity of the ECL database before use;
and

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b) define backup procedure in case of loss of ECL during the flight to enable
access to checklists at any time (e.g. to include scenarios regarding power loss,
software malfunctions).

5.4 Administration

5.4.1 The operator should also establish a consistent and methodical process for modifying
the ECL data and updated data transmission and implementation on the EFBs. Such
processes should include a method for database applicability verification to individual
aircraft in the operator’s fleet.

5.4.2 ECL populated data content should:

a) be concise, simple, clear and unambiguous; and
b) ensure consistency between aircraft manufacturer provided data and operator
customized data (e.g. language, terminology, acronyms).

5.5 Flight Crew Training and Documentation

The operator should define specific flight crew training in support of an ECL
implementation. It should be included in the operator’s overall EFB training. The operating
manual or user guide should provide sufficient information to flight crews including
limitations of the system and all related procedures.

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6. In-Flight Weather (IFW) Application

6.1 Definition
In the context of this manual, in-flight weather (IFW) is an electronic flight bag (EFB)
function enabling the crew to access meteorological information.

6.2 Intended Use and Limitations

6.2.1 The introduction of IFW is supplemental to the information required by Annex 3 —

Meteorological Service for International Air Navigation. It would contribute to increased
situational awareness and support the flight crew when making strategic decisions.

6.2.2 The IFW application could be used to access both information required to be on
board (e.g. world area forecast system (WAFS) data) and supplemental weather information.
6.2.3 Use of IFW should be non-safety-critical and not necessary for the performance of
the flight.

6.2.4 In order to be non-safety-critical, IFW should not be used to support tactical

decisions and/or substitute certified aircraft systems (e.g. weather radar).

6.2.5 Information from the official flight documentation or aircraft primary systems should
always prevail in case there is a contradiction with IFW information.

6.2.6 Meteorological information in IFW applications may be displayed, for example, as an

overlay on aeronautical charts and geographical maps or may be a stand-alone weather
depiction (e.g. radar images, satellite images).

Note.— This manual will not supersede the regulatory material contained in ICAO Annex 3.

6.3 Meteorological Information Considerations

6.3.1 Meteorological information can be forecast and/or observed, and can be updated on
the ground and/or in- flight. It should be based on data from providers approved by the
meteorological authority concerned or other sources approved by the operator.

6.3.2 The meteorological information provided to the flight crew should, as far as possible,
be consistent with the information available to ground-based users (e.g. airline operations

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center (AOC), dispatcher) in order to establish common situation awareness and to facilitate
collaborative decision-making.

6.4 Display Considerations

6.4.1 Meteorological information should be presented to the flight crew in a format that is
appropriate to the content of the information; graphical depiction is encouraged whenever
practicable.

6.4.2 Presentation should include:

a) type of information contained in the meteorological information (e.g. forecast
or observed);
b) currency or age and validity time of the meteorological information;
c) information necessary for interpreting the meteorological information (e.g.
legend); and
d) a clear indication of any missing information or data in order for the flight
crew to determine areas of uncertainty when making hazardous weather
avoidance decisions.

6.4.3 If meteorological information is overlaid on aeronautical charts, special

considerations should be given to human-machine interface (HMI) issues in order to avoid
adverse effects on the basic chart functions.

6.4.4 Meteorological information may require reformatting for cockpit use, for example, to
accommodate display size or depiction technology. However, any reformatting of
meteorological information should preserve both the geo-location and intensity of
meteorological conditions regardless of projection, scaling or any other types of processing.

6.4.5 IFW display should, as far as possible, be consistent with the flight-deck design
philosophy in terms of location of titles, location and visual representation of legends,
element size, labelling and text styles, etc.

6.4.6 It is recommended that the IFW is able to display the meteorological information in
relation to the route or operational flight plan, in order to ease interpretation of forecast
information.

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6.5 Training and Procedures

6.5.1 The operator is required to specify standard operating procedures (SOPs) specifying
the use of IFW information.

6.5.2 Adequate training should be provided for the use of IFW. Training should address
the following:
a) limitations of the IFW, in particular those presented in section 6.2;
b) latency of observed meteorological information and the hazards associated
with utilization of old information;
c) that IFW information beyond Annex 3 specifications is supplementary to the
required information;
d) use of the application;
e) different types of displayed information (e.g. forecast or observed);
f) symbology (e.g. symbols, colours);
g) interpretation of meteorological information;
h) identifying failures (e.g. incomplete uplinks, datalink failures, missing
information);
i) avoiding fixation; and
j) managing workload.

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APPENDIX-B

DEPARTMENT OF CIVIL AVIATION (MYANMAR)

Electronic Flight Bag (EFB) Hardware & Software
Evaluation Checklist

Operator Aircraft type Date Location Inspector

Note: This checklist contains a list of questions for inspectors to use during a tabletop evaluation of the
EFB focusing on the EFB hardware and software applications. The checklist starts with EFB hardware
questions, then presents general user interface questions, and ends with specific EFB software
application questions (if applicable). The checklist is designed so any question answered as “No”
requires a comment.

Electronic flight bag (EFB) Hardware

Yes □
1. Is the display brightness and contrast adjustable? No □
N/A □
Yes □
2. Is the display brightness acceptable when it adjusts automatically? No □
N/A □
Yes □
3. Are there any display artifacts, such as jagged lines, impairing functionality? No □
N/A □
Yes □
4. Are controls labeled appropriately to describe their intended function? No □
N/A □
Yes □
5. Is the display readable under all flight deck illumination conditions? No □
N/A □
Yes □
6. Are touch-sensitive areas clearly indicated on the touch screen? No □
N/A □
Yes □
7. Can EFB inputs be made quickly and accurately in any operational environment No □
(e.g., in turbulence)? N/A □
8. Can touch screen inputs and selections be made without obscuring critical Yes □
information on the display? No □
N/A □
9. Are inadvertent or multiple activation of controls minimized? Yes □
No □
N/A □
Yes □
10. Does the EFB start up in a predictable state? No □

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N/A □
Yes □
11. Can the EFB be rebooted when power is cut to the EFB? No □
N/A □
Yes □
12. Does the EFB function correctly when rebooted? No □
N/A □
Yes □
13. Are all the EFB failure modes easy to see and identify? No □
N/A □
Yes □
14. Is the failure annunciation/message appropriate for the EFB function which No □
failed?
N/A □
Yes □
15. Are EFB recovery means easy to remember and apply when the EFB fails? No □
N/A □
Yes □
16. Has the operator provided evidence of electromagnetic compatibility (EMC) No □
testing if utilizing portable EFB hardware?
N/A □
Yes □
17. Has the operator provided evidence that the device will continue operation after No □
a rapid decompression event?
N/A □

Provide the Number and a Comment for Each EFB Hardware Question Checked as “No.”

General User Interface

Yes □
18. Is the revision information and currency expiration date available and presented No □
clearly?
N/A □
Yes □
19. Does the device respond immediately to user inputs? No □
N/A □

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Yes □
20. Is the processing speed always appropriate for normal use? No □
N/A □
Yes □
21. Are appropriate busy or progress indicators displayed when processing is No □
delayed?
N/A □
Yes □
22. Is the user interface, including functions and navigation, consistent throughout No □
the EFB?
N/A □
Yes □
23. Is all information needed displayed and easily accessible? Is there missing or No □
difficult to find information?
N/A □
Yes □
24. Are common actions and time-critical functions easy to access? No □
N/A □
Yes □
25. Are there standard ways to perform common actions? No □
N/A □
Yes □
26. Are the displays and controls used on the EFB similar across software
applications? Are a common set of controls and graphical elements used across No □
software applications? N/A □
Yes □
27. Can all colors be distinguished under the various lighting conditions? No □
N/A □
Yes □
28. Is color coding implemented with a secondary code, such as shading or No □
highlighting, when used to display critical information?
N/A □
Yes □
29. Are the colors red and yellow used appropriately—only for warnings and No □
cautions?
N/A □
Yes □
30. Is the text easily readable? No □
N/A □
Yes □
31. Do the characters stand out against the display background? No □
N/A □
Yes □
32. Are upper case and italic text used infrequently? No □
N/A □
Yes □
33. Is text used in low-light conditions appropriate in size and easy to read? No □
N/A □
Yes □
34. Is it easy to zoom in on text or graphics when they are too small? No □
N/A □
35. Is it obvious when information is out of view and can it easily be brought into Yes □
view?

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No □
N/A □
Yes □
36. Is the spacing between characters appropriate? No □
N/A □
Yes □
37. Is the vertical spacing between lines appropriate? No □
N/A □
Yes □
38. Are icons and symbols legible? No □
N/A □
Yes □
39. Are icon and symbol functions obvious? No □
N/A □
Yes □
40. Are the icons and symbols distinguishable from one another? No □
N/A □
Yes □
41. Is each icon’s meaning explained by a label or other means? No □
N/A □
Yes □
42. Are the EFB icons and symbols consistent with their paper equivalents? No □
N/A □
Yes □
43. Are alerts and reminders consistent across all EFB software applications? No □
N/A □
Yes □
44. Are reminders implemented so as not to distract? No □
N/A □
Yes □
45. Is the failure message appropriate for the EFB function that failed? No □
N/A □
Yes □
46. Is it easy to reset parameters to their default when they have been customized? No □
N/A □
Yes □
47. Is EFB customization controlled through an administrative control process? No □
N/A □

Provide the Number and a Comment for Each General User Interface Question Checked as “No.”

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General EFB Software Applications

Yes □
48. Can required information be found quickly and accurately within all EFB No □
software applications?
N/A □
Yes □
49. Is the information within EFB software applications organized consistently? No □
N/A □
Yes □
50. Is the layout of information appropriate for all EFB software applications? No □
N/A □
Yes □
51. Is required information easy to read? No □
N/A □
Yes □
52. Is it easy to tell which EFB software application is currently open/active? No □
N/A □
Yes □
53. Is it easy to switch between EFB software applications? No □
N/A □
Yes □
54. Does each EFB software application function as intended? No □
N/A □
Yes □
55. Is access or links to related information appropriately supported? No □
N/A □
Yes □
56. Are similar types of information accessed in the same way? No □
N/A □
Yes □
57. Is it easy to return to the place where the user started from? No □
N/A □

Provide the Number and a Comment for Each General EFB Software Applications Question
Checked as “No.”

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Electronic Document (if applicable)

Yes □
58. Is it easy to find the information needed in a document? No □
N/A □
Yes □
59. Is it easy to tell which documents are open? No □
N/A □
Yes □
60. Is it easy to move between documents quickly? No □
N/A □
Yes □
61. Is it easy to tell what document is currently in view? No □
N/A □
Yes □
62. Is there a list of available documents to choose from? No □
N/A □
Yes □
63. Is the document search function appropriate? No □
N/A □
Yes □
64. Are tables readable and usable? No □
N/A □
Yes □
65. Are figures readable and usable? No □
N/A □

Electronic Charts (if applicable)

Yes □
66. Is there a way to pre-select specific charts for easy access during a particular No □
flight?
N/A □
Yes □
67. Is it easy to search for a chart? No □
N/A □
Yes □
68. Is it easy to access charts when a last-minute change is necessary? No □
N/A □
69. If the chart application uses aircraft location to facilitate access to charts, is this Yes □
function appropriate (i.e., either approved by Aircraft Certification Service (AIR) or No □
explicitly allowed by the current edition of Advisory Circular (AC) 120-76)? N/A □

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Yes □
70. Is the information layout for fixed charts consistent with the paper equivalent? No □
N/A □
Yes □
71. Is it easy to switch between a decluttered and normal display if decluttering is No □
supported?
N/A □
Yes □
72. Is there a clear indication when any chart elements are suppressed? No □
N/A □
Yes □
73. Can the display be easily returned to its default position after zooming, panning, No □
or decluttering?
N/A □

Provide the Number and a Comment for Each Electronic Documents and Charts Question
Checked as “No.”

Electronic Checklists (if applicable)

Yes □
74. Are normal checklists available in the appropriate order of use? No □
N/A □
Yes □
75. Can checklists be accessed individually for review or reference? No □
N/A □
Yes □
76. During abnormal conditions, are relevant checklists easy to access? No □
N/A □
Yes □
77. During abnormal conditions, does the device indicate which checklists and/or No □
checklist items are required and which are optional?
N/A □
Yes □
78. Is it clear where to find all checklists, whether on the EFB or on paper? No □
N/A □
Yes □
79. Is the location of a paper document provided when it is referred to by the ECL? No □
N/A □
80. Does each checklist have a constantly visible title distinct from other checklists? Yes □

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No □
N/A □
Yes □
81. Is it easy to select a checklist from a set of open checklists? No □
N/A □
Yes □
82. Is there a reminder to review incomplete items when closing an incomplete No □
checklist?
N/A □
Yes □
83. Can an incomplete checklist be closed after acknowledging it is not complete? No □
N/A □
Yes □
84. Does the ECL discourage two or more checklists from being used No □
simultaneously?
N/A □
Yes □
85. Is progress through the ECL clear? No □
N/A □
Yes □
86. It is easy to reset the ECL to start over again? No □
N/A □
Yes □
87. Does the checklist provide appropriate reminders for tasks requiring a delayed No □
action?
N/A □
Yes □
88. Does the checklist clearly highlight decision branches? No □
N/A □
Yes □
89. Can you return to the checklist from links or related information in one step? No □
N/A □
Yes □
90. Is there an indicator of which item in the checklist you are working on? No □
N/A □
Yes □
91. Is the checklist’s active item clearly indicated? No □
N/A □
Yes □
92. Can the status of an item be easily changed? No □
N/A □
Yes □
93. Does the next item automatically become active when the previous one is No □
complete?
N/A □
Yes □
94. Can the current item be deferred without completing it? No □
N/A □
95. Is it easy to view other items, even in a long checklist, without changing the Yes □
active item? No □

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N/A □
Yes □
96. Is it easy to move between items within a checklist? No □
N/A □
Yes □
97. Is there a clear indication all items, as well as the whole checklist, are complete No □
when finished?
N/A □

Provide the Number and a Comment for Each ECL Question Checked as “No.”

Performance Calculations (if applicable)

Yes □
98. Does the device identify entries having an incorrect format or type and does it No □
generate an appropriate error message?
N/A □
Yes □
99. Does the error message clarify the type and range of data expected? No □
N/A □
Yes □
100. Are units for performance data clearly labeled? No □
N/A □
Yes □
101. Do the labels used in the EFB match the language of other operator documents? No □
N/A □
Yes □
102. Is all the information necessary for a given task presented together or easily No □
accessible?
N/A □
Yes □
103. Can the crews modify performance calculations easily, especially when making No □
last-minute changes?
N/A □
Yes □
104. Are outdated results of performance calculations deleted when modifications No □
are entered?
N/A □
105. Does the display and/or crew training provide information to the crew on the Yes □
assumptions on which the calculations are based? No □

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N/A □
Yes □
106. Are crews trained to identify and review default values and assumptions about No □
the aircraft status or environmental conditions?
N/A □
Yes □
107. Are the assumptions made about any calculation as clear to pilots as similar No □
information would be on a tabular chart?
N/A □

Provide the Number and a Comment for Each Performance Calculations Question Checked as
“No.”

Mounting Device

Yes □
108. Has the installation of the mounting device been approved in accordance with
No □
the appropriate airworthiness regulations?
N/A □

109. Is it evident that there are no mechanical interference issues between the EFB
Yes □
in its mounting device and any of the flight controls in terms of full and free
No □
movement, under all operating conditions and no interference with other equipment
N/A □
such as buckles, oxygen hoses, etc.?

Yes □
110. Has it been confirmed that the mounted EFB location does not impede crew
No □
ingress, egress and emergency egress path?
N/A □

Yes □
111. Is it evident that the mounted EFB does not obstruct visual or physical access to
No □
aircraft displays or controls?
N/A □

Yes □
112. Does the mounted EFB location minimize the effects of glare and/or
No □
reflections?
N/A □

Yes □

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113. Does the mounting method for the EFB allow easy access to the EFB controls No □
and a clear unobstructed view of the EFB display? N/A □

Yes □
114. Is the EFB mounting easily adjustable by flight crew to compensate for glare
No □
and reflections?
N/A □

Yes □
115. Does the placement of the EFB allow sufficient airflow around the unit, if
No □
required?
N/A □

Provide the Number and a Comment for Each Mounting Device Question Checked as “No.”

Inspector Name: Date:

Inspector Signature:

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APPENDIX-C

DEPARTMENT OF CIVIL AVIATION (MYANMAR)

Electronic Flight Bag (EFB) Operational Evaluation
Checklist

Operator Aircraft type Date Location Inspector

Note: This checklist contains a list of questions for inspectors consideration during an operational
evaluation of the EFB program, to include documentation, procedures, and training. It also contains
questions to be answered in a training or operational environment by crewmembers, instructor/
evaluators, or other operational personnel. The checklist is designed so any question answered as “No”
requires a comment.

General Electronic flight bag (EFB) Hardware

Yes □
1. Is there a backup source in the flight deck for EFB information? No □
N/A □
Yes □
2. Is the EFB display readable under all typical flight-deck lighting conditions? No □
N/A □
Yes □
3. Are there appropriate Master Minimum Equipment List (MMEL)/minimum No □
equipment list (MEL) items to handle EFB failures?
N/A □
Yes □
4. Are crews able to adjust and lock the EFB for optimal viewing? No □
N/A □
Yes □
5. Are the EFB hardware components usable and suitably durable for the flight No □
deck?
N/A □

Provide the Number and a Comment for Each General EFB Hardware Question Checked as “No.”

EFB Stowage

6. Is there a stowage area for the EFB? Yes □

No □
N/A □
7. Is the stowage securing mechanism simple to operate? Yes □

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No □
N/A □
8. Is the stowage securing mechanism unobtrusive when not in use? Yes □
No □
N/A □
9. Does the EFB stowage allow appropriate visual and physical access to flight Yes □
controls, displays, and emergency egress path? No □
N/A □
10. Does the viewable stowage allow pilots a sufficiently clear view of critical outside Yes □
references? No □
N/A □
11. Can the EFB be moved easily to and from the stowage area without blocking Yes □
access to flight displays/controls? No □
N/A □
12. Are the device and/or the stowage area unlikely to be damaged under normal Yes □
use? No □
N/A □

Unsecured EFB (if applicable)

Yes □
13. Is there appropriate access to flight controls/displays when the unsecured EFB is No □
in use?
N/A □
Yes □
14. Is there an acceptable place to put an unsecured EFB when in use? No □
N/A □
Yes □
15. Is there an acceptable place to put an unsecured EFB when not in use? No □
N/A □
Yes □
16. Can the kneeboard EFB be positioned so the pilot has full control authority? No □
N/A □
Yes □
17. Is the kneeboard EFB comfortable for the pilot to wear under normal conditions? No □
N/A □

Provide the Number and a Comment for Each EFB Stowage and Unsecured EFB Question
Checked as “No.”

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Workload
Yes □
18. Is the EFB installation appropriate for use in high workload phases of flight? No □
N/A □
19. Does stowing the EFB require excessive head-down time or workload? Yes □
No □
N/A □
Yes □
20. Is the workload acceptable when there is an EFB failure? No □
N/A □
Yes □
21. Are other than critical EFB messages inhibited during high workload phases of No □
flight?
N/A □
Yes □
22. Is the workload acceptable when configuring electronic charts while flying a No □
procedure?
N/A □
Yes □
23. Are there procedures to mitigate EFB workload? No □
N/A □
Yes □
24. Are there appropriate procedures for using EFB in high workload phases of No □
flight?
N/A □

Software Applications
Yes □
25. Does the EFB use terms, icons, colors, and symbols consistent with other flight No □
deck systems?
N/A □
Yes □
26. Does using the electronic checklist (ECL) produce the same crew actions the No □
paper equivalent would?
N/A □
27. If the EFB shows own-ship in flight, is there an operationally similar function Yes □
presented on an installed display? Can the flight crew differentiate between the No □
information on the EFB and the information on the installed display? N/A □
Yes □
28. Is there a clear indication of the revision date(s) of the software that are on the No □
EFB?
N/A □

Provide the Number and a Comment for Each Workload and Software Applications Question
Checked as “No.”

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EFB Cybersecurity
29. Are cybersecurity controls in place to mitigate against the risk of unauthorized Yes □
modifications to an EFB’s operating system architecture, its specific hosted No □
applications, and any of the databases or datalinks used to enable its hosted
applications? N/A □
30. Are cybersecurity controls in place to ensure administrative management of
portable electronic devices (PED), which have been authorized for use as a portable Yes □
EFB? (Note: This includes, but is not limited to, identifying the individual or aircraft No □
to which the PED is assigned, as well as ensuring operating system architecture and N/A □
associated hosted software applications are updated in a timely manner.)

EFB Procedures
Yes □
31. Are there procedures for starting up and shutting down the EFB? No □
N/A □
Yes □
32. Are there appropriate procedures for all the EFB failure modes? No □
N/A □
Yes □
33. Are there EFB procedures for when other aircraft system failures could render No □
the EFB unusable?
N/A □
Yes □
34. Are there procedures for using EFB backup information? No □
N/A □
Yes □
35. Are there procedures for establishing which source of information is primary? No □
N/A □
Yes □
36. Are there procedures specifying what data to use when data is redundant or No □
different from the EFB?
N/A □
Yes □
37. Are there procedures for removal of a kneeboard EFB during emergency landing No □
or egress (if applicable)?
N/A □
Yes □
38. Are there procedures for updating passwords and for device lockout? No □
N/A □

Provide the Number and a Comment for Each EFB Cybersecurity and Procedures Question
Checked as “No.”

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Procedures for Keeping EFB Content/Data Current

Yes □
39. Are there procedures to ensure data is accurate and current for each software No □
application?
N/A □
Yes □
40. Are changes to content/data appropriately documented? No □
N/A □
Yes □
41. Are there procedures to notify crews of EFB updates? No □
N/A □
Yes □
42. Are there procedures to ensure the correct information is installed when EFBs No □
use information specific to the aircraft type or tail number?
N/A □
Yes □
43. Are operational control procedures consistent with regulations concerning No □
preventative maintenance?
N/A □
Yes □
44. Is there a procedure to avoid corruption/errors during changes to the EFB No □
device?
N/A □
Yes □
45. Is there a procedure to ensure all EFBs have the appropriate content/data No □
installed when there are multiple EFBs on the flight deck?
N/A □
Yes □
46. Is there a procedure to ensure EFB data in use is approved for use in flight? No □
N/A □
Yes □
47. Is there a procedure for when the database is not approved for use in flight? No □
N/A □
Yes □
48. Is there a procedure to ensure all customized values are cleared from the EFB? No □
N/A □

Procedures for User Feedback

49. Is there a procedure for EFB users to provide feedback? Yes □
No □
N/A □
50. Is there a procedure for the operator to monitor feedback, correct EFB Yes □
deficiencies, and/or notify the EFB manufacturer? No □
N/A □

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51. Are there procedures or built-in limits preventing the setting of customized color Yes □
schemes conflicting with flight deck color conventions? No □
N/A □
52. Is there a policy regarding the use of supplemental audio and/or video in flight? Yes □
No □
N/A □
53. Is the EFB audio set to minimize any interference with higher priority Yes □
communications? No □
N/A □

Procedures for Specific EFB Software Applications (If Applicable)

Yes □
54. Are there specific policy/procedures for using the electronic charts application? No □
N/A □
Yes □
55. Does the policy specify what other EFB software applications can be used while a No □
procedure using the electronic charts is actively being flown?
N/A □
Yes □
56. Are there procedures on how to use the electronic charts when the EFB uses No □
aircraft status data to configure chart elements?
N/A □
Yes □
57. Are there procedures to ensure navigation/approach charts required for the No □
flight are installed and available?
N/A □
Yes □
58. Is there a procedure to identify the controlling copy of Weight and Balance No □
(W&B)?
N/A □
Yes □
59. Is there a procedure to establish responsibility for completion of W&B software No □
applications?
N/A □
Yes □
60. Are there procedures to maintain required W&B records? No □
N/A □
Yes □
61. Is there a procedure to ensure EFB performance data can be stored outside the No □
EFB?
N/A □
Yes □
62. Are there procedures for crosschecking EFB performance data to identify data No □
entry errors?
N/A □

Provide the Number and a Comment for Each EFB Procedure Question Checked as “No.”

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EFB Training
Yes □
63. Are there appropriate EFB training, checking, and currency requirements? No □
N/A □
Yes □
64. Does the EFB training program address all EFB intended functions and EFB No □
software applications?
N/A □
Yes □
65. Is there training on how to use unique features of the software applications? No □
N/A □
Yes □
66. Are crews proficient on the EFB at the completion of EFB training? No □
N/A □
Yes □
67. Is EFB training customized for new users? No □
N/A □
Yes □
68. Is the manufacturer’s EFB documentation sufficient? No □
N/A □
Yes □
69. Does the EFB training device provide an appropriate degree of fidelity when the No □
actual EFB is not used?
N/A □
Yes □
70. Does the EFB training device simulate the key aspects of the task? No □
N/A □
Yes □
71. Does the EFB training appropriately address the meaning of icons and symbols? No □
N/A □
Yes □
72. Does EFB training address security considerations (e.g., passwords, device No □
lockout)?
N/A □

Training for Charts (If Applicable)

Yes □
73. Is training on the use of electronic charts appropriate? No □
N/A □
Yes □
74. Is there training on unique features of the electronic charts?
No □

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N/A □
Yes □
75. Is there training on differences in map scale, orientation, and data quality No □
between the electronic charts and other flight deck displays?
N/A □
Yes □
76. Is there training on the limitations of own-ship position when it is displayed? No □
N/A □
Yes □
77. Is there training on policies pertaining to use of the electronic charts? No □
N/A □
Yes □
78. Can crews use the electronic charts as well as paper charts? No □
N/A □
Yes □
79. Can crews use the electronic charts to orient themselves and track their progress No □
as they fly required procedures?
N/A □

Training for ECL Systems (If Applicable)

Yes □
80. Is there appropriate training on how to use ECLs? No □
N/A □
Yes □
81. Is there training on how to use unique features of the ECLs (e.g., how the EFB No □
indicates a checklist item has been deferred)?
N/A □
Yes □
82. Is there training on which checklists are supported electronically and which are No □
not?
N/A □
Yes □
83. Is there training on the limitations of ECL automation when it uses aircraft No □
status data?
N/A □

Training for Flight Performance Calculations (If Applicable)

Yes □
84. Is there appropriate training on how and when to use the flight performance No □
software application?
N/A □
Yes □
85. Is there training on critical performance calculation assumptions (e.g., runway No □
length, W&B)?
N/A □
Yes □
86. Is there training to review default values for aircraft status and environmental No □
conditions?
N/A □
Yes □
87. Is there training on how to enter information required by the performance No □
software applications?
N/A □
88. Is there training on how to interpret and use results of the flight performance Yes □
calculations? No □

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N/A □
Yes □
89. Is there training on where to obtain values when their normal sources are not No □
available?
N/A □
Yes □
90. Is there training on coordinating the roles of dispatchers and crewmember? No □
N/A □

Provide the Number and a Comment for Each Training Question Checked as “No.”

Crew Performance: Preflight Planning

Do crews with the EFB perform as well or better than crews with paper document when:
Yes □
91. Calculating aircraft W&B, takeoff, climb, and maneuvering speeds? No □
N/A □
Yes □
92. Crews maintain critical data for immediate reference? No □
N/A □
Yes □
93. There is a runway change and a need to reference deicing fluid requirements or No □
an MEL item?
N/A □
Yes □
94. There are time-critical adjustments prior to block out/taxi and takeoff? No □
N/A □

Crew Performance: Takeoff

Do crews with the EFB perform as well or better than crews with paper document when:
95. There is a takeoff on a runway requiring a briefing for a special operator engine- Yes □
out procedure? No □
N/A □
96. There is a complex Standard Instrument Departure (SID) with an abnormal or Yes □
an emergency during the departure climb-out? No □
N/A □

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97. There is an emergency requiring a return to the departure or alternate departure Yes □
airport? No □
N/A □
98. One EFB fails, requiring one pilot to rely on the EFB of the other pilot Yes □
immediately after takeoff? No □
N/A □

Provide the Number and a Comment for Each Preflight Planning and Takeoff Question Checked
as “No.”

Crew Performance: Cruise

Do crews with the EFB perform as well or better than crews with paper document when:
Yes □
99. There is an engine failure/fire with possible condition of destination below No □
weather minimums?
N/A □
Yes □
100. There is electrical smoke in the cockpit requiring use of smoke mask/goggles No □
while completing checklists or using EFB for approach briefing?
N/A □

Crew Performance: Descent

Do crews with the EFB perform as well or better than crews with paper document when:
Yes □
101. There are conditions requiring reference to Surface Movement Guidance and No □
Control System (SMGCS) taxi routing or a complex clearance?
N/A □
Yes □
102. Reported runway conditions require reference to operational limitations? No □
N/A □

Crew Performance: Approach/Landing

Do crews with the EFB perform as well or better than crews with paper document when:
Yes □
103. There is a runway change or the need to recompute landing weight and V No □
speeds during approach?
N/A □
Yes □
104. There are poor weather conditions or airports with complex taxi routes? No □
N/A □

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Yes □
105. There is a request for a specific taxiway turn during rollout after landing? No □
N/A □

Crew Performance: Destination Ground Operations

Do crews with the EFB perform as well or better than crews with paper document when:
Yes □
106. There is an EFB partial failure or erroneous output requiring maintenance No □
discrepancy to be entered?
N/A □

Provide the Number and a Comment for Each Preflight Planning and Takeoff Question Checked
as “No.”

Inspector Name: Date:

Inspector Signature:

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APPENDIX-D

DEPARTMENT OF CIVIL AVIATION (MYANMAR)

Electronic Flight Bag (EFB) Line Evaluation
Checklist

Operator Aircraft type Date Location Inspector

Note: This checklist provides a starting point for EFB line operations evaluations. This is a final
checklist to ensure there are no problems with the EFB design/interface, training, or procedures prior
to the authorization for use.

Overview

Yes □
1. Was training adequate to ensure the crewmember(s) could perform in a safe and No □
efficient manner?
N/A □
Yes □
2. Were individual crewmember knowledge and skills adequate to allow normal No □
coordinated flight deck activities?
N/A □
3. Was crewmember knowledge regarding observed software applications adequate? Yes □
No □
N/A □
4. Are adequate procedures in place to ensure the EFB is integrated into the Yes □
crew/operator’s system (e.g., normal and abnormal/emergency operations and No □
maintenance functions)? N/A □
5. Were the EFB hardware or software applications adequate and appropriate during Yes □
the flight? If there were any problems, particularly in a critical phase of flight, No □
describe in the notes space below.
N/A □
6. Could the crewmember(s) recover from usage errors without undue distraction or Yes □
discussions? If usage errors were frequent or a distraction, describe in notes space No □
below.
N/A □
7. Was the workload required for completing a task with the EFB equal to or less
than the workload for completing the task with the conventional method? Consider Yes □
the use of the EFB both in isolation as well as with those functions used concurrently No □
with other aircraft systems. If no, specify phase of flight and task for any marginal or N/A □
unacceptable increases in workload in notes space below.

Describe any problems checked as “No” above:

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General

8. Was each crewmember able to use the controls for menu and functionality Yes □
without frequent errors? No □
N/A □
9. Was the device appropriate and operational when exposed to environmental Yes □
factors (e.g., turbulence, cold weather, vibration)? No □
N/A □
10. Was the device free of significant limitations in regard to display (e.g., off-axis Yes □
view angles or various different lighting conditions)? No □
N/A □
11. Does the device have easy and adequate dimming functions in low-light Yes □
(nighttime) conditions? No □
N/A □
12. Is the device adequately backlit and/or viewable by flight deck lighting in Yes □
low-light (nighttime) conditions? No □
N/A □
13. Is the device clearly visible in bright sunlight conditions? Yes □
No □
N/A □
14. Was the device display clear (adequate resolution)? Confirm the display was Yes □
never misinterpreted because of viewing limitations. If so, record issues in notes No □
space below.
N/A □
15. Did the crewmember(s) ensure proper EFB stowage (including viewable Yes □
stowage) per standard operating procedures (SOP)? Temperature limitations No □
acknowledged?
N/A □
16. Does the display continue to be usable after prolonged use in the flight deck Yes □
environment (if applicable)? No □
N/A □
17. Are normal functions (e.g., shutdown, startup) adequate to ensure crewmembers Yes □
are not required any undue attention or concern? No □
N/A □
18. Were procedures adequate for identifying currency of EFB data? Yes □
No □
N/A □
19. Could the crewmember(s) easily find and use required items and functions? Yes □
No □
N/A □
20. Were the abbreviations and/or icons easy to understand? Yes □
No □
N/A □
21. Could the crewmember(s) easily switch between critical software applications? Yes □
No □
N/A □
22. If critical (e.g., abnormal or emergency checklists) software applications are Yes □
authorized in the EFB configuration basis, is their use at least equal to or better than

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previously approved methods? No □

N/A □
23. Was the time to complete normal tasks appropriate? Yes □
No □
N/A □
24. Were audio features adjustable and appropriate for the flight deck or cabin Yes □
environment and did they not cause crewmember distraction? No □
N/A □

Describe any problems checked as “No” above:

Electronic Charts, Documents, and Checklists

25. Were all necessary documents (including charts, checklists, and manuals) found, Yes □
identified, and easily viewed by the crewmember(s) without undue distraction? No □
N/A □
26. Was information contained in electronic charts, documents, and checklists Yes □
complete, equal in quality to previously provided products, and easily accessible and No □
understandable?
N/A □
27. Was crewmember knowledge of chart/document/checklist selection and viewing Yes □
adequate? No □
N/A □
28. Could the crewmember(s) easily rearrange content on the screen to meet needs Yes □
(e.g., by zooming, panning, or otherwise customizing the view)? No □
N/A □
29. Could the crewmember(s) use the EFB concurrently with an installed display Yes □
and differentiate the information? No □
N/A □
30. Did the crewmember(s) exhibit adequate knowledge of EFB functions to Yes □
efficiently brief and fly required procedures? No □
N/A □
31. Did the crewmember(s) exhibit adequate knowledge of the software applications Yes □
revision process procedure/method ensuring appropriate database accuracy and No □
currency?
N/A □
32. Did the crewmember(s) exhibit adequate knowledge of contingency procedures? Yes □
No □
N/A □
33. In the event of a failure of a single device? Yes □
No □
N/A □

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34. In the event both devices fail? Yes □

No □
N/A □
35. Were crewmember(s) able to monitor necessary electronic chart displays during Yes □
critical phases of flight? No □
N/A □
36. Did the EFB allow quick entry of updates for last-minute changes (e.g., flight Yes □
plan/runway changes)? No □
N/A □
37. For electronic checklists (ECL), was it easy to track completed items? Yes □
No □
N/A □

Describe any problems checked as “No” above:

Flight Performance Data/Calculations.

38. Could the crewmember(s) interpret and use flight performance Yes □
data/calculations efficiently and accurately? No □
N/A □
39. Did the device allow quick entry of updates for last-minute changes (e.g., flight Yes □
plan/runway changes)? No □
N/A □
40. Are crewmembers aware of any software application limitations and do they Yes □
understand only approved calculation methods may be used as a primary means of No □
computation?
N/A □
Yes □
41. Are there appropriate procedures for using EFB in high workload phases of No □
flight?
N/A □

Describe any problems checked as “No” above:

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General Conclusions
42. Were any unique safety issues or events caused or exacerbated by using the EFB Yes □
during this evaluation? No □
N/A □
43. Can the flight be conducted as safely with an EFB as with the methods/products Yes □
it is intended to replace? No □
N/A □
44. Does the EFB add an unacceptable level of complexity for any critical activity or Yes □
phase of flight? No □
N/A □

Describe any problems checked as “No” above:

Inspector Name: Date:

Inspector Signature:

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APPENDIX-E
EXAMPLE OF OPERATIONS SPECIFICATIONS AND OPERATIONS MANUAL CONTENT

When an EFB function is to be used for the safe operation of an aeroplane (see Chapter 6), an
entry must be included in the operator’s operations specifications approved by the DCA. The
operations specifications will reference the location in the operations manual where the approved EFB
applications are detailed. Figure E-1 shows an example of a specific approval EFB entry.

OPERATIONS SPECIFICATIONS
(Subject to the approved conditions in the operations manual)

SPECIFIC APPROVAL YES NO DESCRIPTION REMARKS

Continuing airworthiness

18
EFB for A/C type Type 1 - Specifically approved EFB
hardware and software
c c applications for A/C type Type 1
are contained in [operations
manual reference]

Other
18.
List the EFB functions with any applicable limitations.

Figure E-1. Example of a specific approval EFB entry

Note.— Boxes YES/NO are not used since some EFB functions might not require an
operational approval. Other EFB functions not requiring an EFB approval should not be listed in the
operations specifications form.

The EFB-specific approvals referenced in the operations specifications form should have a companion
detailed list of EFB-approved hardware and software applications. This list should be located in the
operations manual in a table and be updated through the normal operations-manual-approval process
established by the State. Figure E-2 contains an example of a companion EFB-specific approval table.
The “Approved hardware for A/C type” column of the companion EFB (hardware and
software) with specific approval table should match the “DESCRIPTION” column of the operations
specifications form. The “EFB applications” column of the table should list all the applications
requiring a specific approval and include the application version, with any applicable limitations. The

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“Specific references and/or remarks” column of the table should include the application version in
addition to any specific operations manual reference and other remarks, if applicable.

EFB (hardware and software) with specific approval

Approved hardware EFB applications Specific references and / or remarks

for A/C type (List of EFB functions, versions and any
applicable limitations.)

EFB for A/C type Type 1 - Aircraft performance calculation

(take-off and landing) – AppName1 See procedures in operations manual
ver x.x page X
Backup: Quick Reference Handbook
– Airport moving map – AppName2
ver x.x
Refer to operations manual page X
– Charts application:
En route – AppName3 ver x.x See operations manual page Y
Paper backup operation
– Airport charts (SID, STAR, approach)
– AppName4 ver x.x Paperless operation
Refer to operations manual page Z

EFB for A/C type Type 2 – Charts application: See operations manual page X
En route – AppName3 ver x.x Paper backup operation

Figure E-2. Example of a companion EFB-specific approval table

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APPENDIX-F
EFB Policy and Procedures Manual

1. The following are typical contents of an EFB policy and procedures manual that can be
fully or partly integrated in the Operations Manual, as applicable.

2. The structure and content of the EFB policy and procedures manual should correspond
to the size of the operator, the complexity of its activities and the complexity of the EFB used.

• Introduction
EFB general philosophy
EFB limitations
EFB-approved hardware and software applications

• EFB management
Responsibilities
Data management
Updates and changes management

• Hardware description
EFB system architecture
Hardware configuration control

• Software description
Operating system description
List and description of applications hosted

• Flight crew training

• Operating procedures

• Maintenance consideration

• Security considerations

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APPENDIX-G

DEPARTMENT OF CIVIL AVIATION (MYANMAR)

Electronic Flight Bag (EFB) Policy and Procedures
Manual Checklist

Operator Aircraft type Date Location Inspector

Introduction

Yes □
1. EFB general philosophy is explained?
No □
Yes □
2. EFB limitations are described?
No □
Yes □
3. Approved EFB hardware and software applications are outlined?
No □

EFB Management

4. Duties and responsibilities of personnel concerned for EFB management are Yes □
outlined? No □
Yes □
5. Procedures for EFB data management are written down?
No □
Yes □
6. Procedures for EFB updates and changes are written down?
No □

Hardware description

Yes □
7. EFB system architecture is illustrated?
No □
Yes □
8. EFB hardware configuration control is illustrated?
No □

Software description

Yes □
9. Operating system description is outlined?
No □
Yes □
10. List and description of applications hosted are described?
No □

Training

11. EFB training for flight crew is outlined? Yes □

No □

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Operating Procedures

Yes □
12. Crew operating procedures for EFB usage are outlined?
No □

Maintenance

Yes □
13. Maintenance considerations for EFB are described?
No □

Security

Yes □
14. Security considerations for EFB are outlined?
No □

Describe any findings as “No” above:

Inspector Name: Date:

Inspector Signature:

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