AMC4 SPA.EFB.100(b)(3) Use of electronic flight bags (EFBs)

AMC4 SPA.EFB.100(b)(3) Use of electronic flight bags (EFBs) – Operational approval

CAA ORS9 Decision No. 1

FLIGHT CREW TRAINING

(a) Flight crew members should be given specific training on the use of the EFB system before it is operationally used.

Training should at least include the following:

(1) an overview of the system architecture;

(2) preflight checks of the system;

(3) limitations of the system;

(4) specific training on the use of each application and the conditions under which the EFB may and may not be used;

(5) restrictions on the use of the system, including cases where the entire system, or some parts of it, are not available;

(6) procedures for normal operations, including cross-checking of data entry and computed information;

(7) procedures to handle abnormal situations, such as a late runway change or a diversion to an alternate aerodrome;

(8) procedures to handle emergency situations;

(9) phases of the flight when the EFB system may and may not be used;

(10) human factors considerations, including crew resource management (CRM), on the use of the EFB; and

(11) additional training for new applications or changes to the hardware configuration.

As far as practicable, it is recommended that the training simulator environments should include the EFBs in order to offer a higher level of representativeness.

Consideration should also be given to the role that the EFB system plays in operator proficiency checks as part of recurrent training and checking, and to the suitability of the training devices used during training and checking.

EFB training should be included in the relevant training programme established and approved in accordance with ORO.FC.

(b) EFB training and checking

(1) Assumptions regarding flight crew members’ previous experience

Training for the use of the EFB should be for the purpose of operating the EFB itself and the applications hosted on it, and should not be intended to provide basic competence in areas such as aircraft performance, etc. Initial EFB training, therefore, should assume basic competence in the functions addressed by the software applications installed.

Training should be adapted to the flight crew’s experience and knowledge.

(2) Programmes crediting previous EFB experience

Training programmes for the EFB may give credit for trainees’ previous EFB experience. For example, previous experience of an aircraft performance application hosted on a portable EFB and using similar software may be credited towards training on an installed EFB with a performance application.

(3) Initial EFB training

Training required for the granting of an aircraft type rating may not recognise variants within the type nor the installation of particular equipment. Any training for the granting of a type qualification need not, therefore, recognise the installation or the use of an EFB unless it is installed equipment across all variants of the type. However, where training for the issuing of the type rating is combined with the operator’s conversion course, the training syllabus should recognise the installation of the EFB where the operator’s standard operating procedures (SOPs) are dependent on its use.

Initial EFB training may consist of both ground-based and flight training, depending on the nature and complexity of the EFB system. An operator or approved training organisation (ATO) may use many methods for ground-based EFB training including written handouts or flight crew operating manual (FCOM) material, classroom instruction, pictures, videotapes, ground training devices, computer-based instruction, flight simulation training devices (FSTDs), and static aircraft training. Ground-based training for a sophisticated EFB lends itself particularly to computer-based training (CBT). Flight EFB training should be performed by a suitably qualified person during line flying under supervision (LIFUS) or during differences or conversion training.

The following areas of emphasis should be considered when defining the initial EFB training programme:

(i) The use of the EFB hardware and the need for proper adjustment of lighting, etc., when the system is used in flight;

(ii) The intended use of each software application together with any limitations or prohibitions on its use;

(iii) Proper cross-checking of data inputs and outputs if an aircraft performance application is installed,;

(iv) Proper verification of the applicability of the information being used if a terminal chart application is installed;

(v) The need to avoid fixation on the map display if a moving map display is installed;;

(vi) Handling of conflicting information;

(vii) Failures of component(s) of the EFB; and

(viii) Actions to be taken following the failure of component(s) of the EFB, including cases of battery smoke or fire.

(4) Initial EFB checking

(i) Initial ground EFB checking

The check performed following the ground-based element of initial EFB training may be accomplished by the use of a questionnaire (oral or written) or as an automated component of the EFB CBT, depending on the nature of the training performed.

(ii) Skill test and proficiency check

Where the operator’s SOPs are dependent on the use of the EFB on the particular aircraft type or variant, proficiency in the use of the EFB should be assessed in the appropriate areas (e.g. item 1.1, item 1.5, etc., of Appendix 9 to Annex I (Part-FCL) to Commission Regulation (EU) No 1178/2011).

(iii) Operator proficiency check

Where an operator’s SOPs are dependent on the use of an EFB, proficiency in its use should be assessed during the operator proficiency check (OPC). Where the OPC is performed on an FSTD not equipped with the operator’s EFB, proficiency should be assessed by another acceptable means.

(iv) Line check

Where an operator’s SOPs are dependent on the use of an EFB, proficiency in its use should be assessed during a line check.

(v) Areas of emphasis during EFB checking:

(A) Proficiency in the use of each EFB application installed;

(B) Proper selection and use of EFB displays;

(D) Where a chart application is installed, proper checking of the validity of the information and the use of the chart clip function;

(E) Where a moving map display is installed, maintenance of a proper outside visual scan without prolonged fixation on the EFB, especially during taxiing; and

(F) Actions to be taken following the failure of component(s) of the EFB, including cases of battery smoke or fire.

When the introduction of the use of an EFB requires differences or familiarisation training to be carried out, the elements of initial EFB training should be used, as described above.

(d) Recurrent EFB training and checking

(1) Recurrent EFB training

Recurrent training is normally not required for the use of an EFB, provided the functions are used regularly in line operations. Operators should, however, include normal EFB operations as a component of the annual ground and refresher training.

In the case of mixed-fleet operations, or where the EFB is not installed across the fleet, additional recurrent training should be provided.

(2) Recurrent EFB checking

Recurrent EFB checking should be integrated in those elements of the licence proficiency check, the operator proficiency check and the line check applicable to the use of an EFB.

(e) Suitability of training devices

Where the operator’s SOPs are dependent on the use of an EFB, the EFB should be present during the operator’s training and checking. Where present, the EFB should be configured and operable in all respects as per the relevant aircraft. This should apply to:

(1) the operator’s conversion course;

(2) differences or familiarisation training; and

(3) recurrent training and checking.

Where the EFB system is based on a portable device used without any installed resources, it is recommended that the device should be present, operable, and used during all phases of the flight during which it would be used under the operator’s SOPs.

For all other types of EFB systems, it is recommended that the device should be installed and operable in the training device (e.g. an FFS) and used during all phases of the flight during which it would be used under the operator’s SOPs. However, an operator may define an alternative means of compliance when the operator’s EFB system is neither installed nor operable in the training device.

Note: It is not necessary for the EFB to be available for those parts of the training and checking that are not related to the operator or to the operator’s SOPs.