EFB’s

Authorization - iPad Operation

Pittsburgh Jet has authorization for use of an EFB is provided in Ops Spec
A061.

Note: Authorization requires training and compliance with the

EFB Type A Software Applications. Type A software applications include precomposed, fixed presentations of data currently
presented in paper format. Type A applications are typically intended to be used on the ground or during noncritical phases of
flight.

EFB Type B Software Application

Type B software applications are those paper replacement applications that provide the aeronautical information required to
be accessible for each flight at the pilot station and are primarily intended for use during flight planning and all phases of flight.

Note: The Jeppesen Mobile FliteDeck application running on an Apple iPad is an example of a Type B Software running on a
portable device.

The internal battery is the primary source of power for operation of the iPad EFBs. Chargers may used on the ground or
inflight.

A low battery on one unit is not a no-go item. One unit at a time can be charged in flight using ship’s power and the supplied
charger. A complete charge from a dead battery takes 3 – 4 hours. Charging a partially depleted battery is permissible and will
not harm the battery. Recharge any time the battery state indicates 30% or less.

EFB’s - General Operational Procedures

When the aircraft is in motion, only the Pilot Monitoring (PM) should operate the portable EFB, unless a positive exchange of
controls has taken place.

The portable EFB is not a flight critical instrument; it is an orientation/advisory and situational awareness tool.

The FMS should be programmed ahead of the EFB.

The EFB must be used on the flight deck only for the intended purpose and in support of flight operations duties and
procedures.

Each unit is mounted to a kneeboard, which must be secured to the pilot’s leg if used during takeoff, approach, and landing.
Normally, only one EFB will be in use. In this case, the EFB must be secured to the leg of the non-flying pilot closest to the
centerline of the aircraft so that it is visible to both pilots. Alternately, the unit may be temporarily stowed behind the pilot’s
seat. Exercise care when storing the EFB in this manner, as there is a high probability of damage to the unit if the seat is
inadvertently moved back against it.

If one EFB is inoperative prior to departure, the flight crew must have printed copies of the departure, destination, and
alternate airport approach plates on board the aircraft in order to conduct the flight
Dual EFB failure on the ground is a no-go item. In the case of a dual EFB failure in flight, most of the information normally
presented on an approach plate is available from the aircraft’s FMS database. The exceptions are the minimum altitude (DA or
MDA) and required visibility. These must be obtained from ATC.

Own Ship Position Requirements

Position Source Selection - It is recommended that the EFB application utilize position data from an installed GNSS source.
Portable equipment is more likely to experience signal blockage, signal degradation, and performance degradation. Position
data from a portable GNSS source may be acceptable, but for consistency of availability, we recommend the operator select
an external GNSS source rather than the GNSS internal to the portable EFB.

Own-Ship Directionality - Change own-ship to a nondirectional (circular) depiction when track or heading is not available.

Own-Ship GNSS Data Stream - Remove EFB own-ship if the position becomes unavailable or is insufficient for the application.
This will guard against a "frozen" own-ship condition caused by position source signal or power loss and removal should take
no more than three (3) seconds.

Own-Ship Surface Use Accuracy - For airport map applications, the applicant should choose a database with an accuracy of five
(5) meters or less. For airports where such data is not currently available, a database accuracy of up to 30 meters can still be
operationally useful. If the database accuracy exceeds 30 meters, do not display EFB own-ship position.

Map Zoom - The application should indicate the current level of zoom or scale of the display. The design should ensure the
zoom level is compatible with the position accuracy of the own-ship symbol.

At no time should EFB failure distract the flight crew from their primary responsibility to operate safely.

Both flight crewmembers must not become simultaneously preoccupied with the EFB system.

Workload should be apportioned between flight crewmembers to ensure ease of use and continued monitoring of other flight
crew and aircraft functions.

As part of your preflight, program both units with origin, destination, alternate(s), and emergency return approach set up.
Both units should be identically programmed prior to flight.

Extinguishing a Lithium Battery Fire

Unplug external power source (if applicable).

 Turn off the EFB if possible.

 Fight the fire using a fire extinguisher.

 Douse the device with liquid to cool it down.

 Contact the Cabin Crew for assistance and removal of the device from the flight deck.

Warning: Do not cover or use ice to cool the device, which insulates the device and increases the likelihood of thermal
runaway.