AMC10 SPA.EFB.100(b)(3) Use of electronic flight bags (EFBs) – Operational approval    

CAA ORS9 Decision No. 1

APPLICATIONS DISPLAYING OWN-SHIP POSITION IN FLIGHT

(a) Limitations

The display of own-ship position in flight as an overlay to other EFB applications should not be used as a primary source of information to fly or navigate the aircraft.

Except on VFR flights over routes navigated by reference to visual landmark, the display of the own-ship symbol is allowed only in aircraft having a certified navigation display (moving map).

In the specific case of IFW applications, the display of own-ship on such applications is restricted to aircraft equipped with a weather radar.

(b) Position source and accuracy

The display of own-ship position may be based on a certified GNSS or GNSS-based (e.g. GPS/IRS) position from certified aircraft equipment or on a portable COTS position source in accordance with AMC7 SPA.EFB.100(b)(3).

The own-ship symbol should be removed and the flight crew notified if:

    (1) the position source indicates a degraded accuracy. The threshold to consider that the accuracy is degraded should be commensurate with the navigation performance required for the current phase of flight and should not exceed 200 m when the own-ship is displayed above a terminal chart (i.e. SID, STAR, or instrument approach) or a depiction of a terminal procedure;

    (2) the position data is reported as invalid by the GNSS receiver; or

    (3) the position data is not received for 5 seconds.

(c) Charting data considerations

If the map involves raster images that have been stitched together into a larger single map, it should be demonstrated that the stitching process does not introduce distortion or map errors that would not correlate properly with a GNSS-based own-ship symbol.

(d) Human machine interface (HMI)

    (1) Interface

    The flight crew should be able to unambiguously differentiate the EFB function from avionics functions available in the cockpit, and in particular with the navigation display.

    A sufficiently legible text label ‘AIRCRAFT POSITION NOT TO BE USED FOR NAVIGATION’ or equivalent should be continuously displayed by the application if the own-ship position depiction is visible in the current display area over a terminal chart (i.e. SID, STAR, or instrument approach) or a depiction of a terminal procedure.

    (2) Display of own-ship symbol

    The own-ship symbol should be different from the ones used by certified aircraft systems intended for primary navigation.

    If directional data is available, the own-ship symbol may indicate directionality. If direction is not available, the own-ship symbol should not imply directionality.

    The colour coding should not be inconsistent with the manufacturer philosophy.

    (3) Data displayed

    The current map orientation should be clearly, continuously and unambiguously indicated (e.g., Track-up vs North-up).

    If the software supports more than one directional orientation for the own-ship symbol (e.g., Track-up vs North-up), the current own-ship symbol orientation should be indicated.

    The chart display in track-up mode should not create usability or readability issues. In particular, chart data should not be rotated in a manner that affects readability.

    The application zoom levels should be appropriate for the function and content being displayed and in the context of providing supplemental position awareness.

    The pilot should be able to obtain information about the operational status of the own- ship function (e.g. active, deactivated, degraded).

    During IFR, day-VFR without visual references or night VFR flight, the following parameters’ values should not be displayed:

      (i) Track/heading;

      (ii) Estimated time of arrival (ETA);

      (iii) Altitude;

      (iv) Geographical coordinates of the current location of the aircraft; and

      (v) Aircraft speed.

    (4) Controls

    If a panning and/or range selection function is available, the EFB application should provide a clear and simple method to return to an own-ship-oriented display.

    A means to disable the display of the own-ship position should be provided to the flight crew.

(e) Training and procedures

The procedures and training should emphasise the fact that the display of own-ship position on charts or IFW EFB applications should not be used as a primary source of information to fly or navigate the aircraft or as a primary source of weather information.

    (1) Procedures:

    The following considerations should be addressed in the procedures for the use of charts or IFW EFB application displaying the own-ship position in flight by the flight crew:

      (i) Intended use of the display of own-ship position in flight on charts or IFW EFB applications;

      (ii) Inclusion of the EFB into the regular scan of flight deck systems indications. In particular, systematic cross-check with avionics before being used, whatever the position source; and

      (iii) Actions to be taken in case of identification of a discrepancy between the EFB and avionics.

(2) Training:

Crew members should be trained on the procedures for the use of the application, including the regular cross-check with avionics and the action in case of discrepancy.