AC 120-76 Guidelines for the Certification, Airworthiness and Operational Approval of Electronic Flight Bag (EFB) Computing Devices (updated 06/01/12)
IMPORTANT: This advisory circular does not apply to FAA Part 91 GA piston aircraft operations, but should still be referenced as guidance when using the iPad as a paper chart replacement. Pilots flying large, turbine multi-engine aircraft (FAA Part 91F) must adhere to the EFB testing and documentation requirements listed below, but DO NOT need FAA approval before using an EFB as the sole source of charts and aviation data in the cockpit.
The AC starts out with who’s required to comply with the guidance and who needs authorization: “aircraft operated in VFR under part 91, except for parts 91F and 91K, require no EFB authorization or compliance with this AC.”
“[Non sub-part K fractional] part 91 operations do not require any specific authorization for EFB operations provided the EFB does not replace any system or equipment required by the regulations, but these operators must still comply with the portable electronic device (PED) regulation.” This refers to FAR 91.21 above.
“An authorized EFB PED may be used in all phases of flight operations [whereas a PED must be stowed below 10,000 ft].”
“In order for a PED to be considered an EFB, its functions must conform to the guidance in this AC.”
Must meet at least one of the functions listed in the appendices. Appendix 2 of the AC lists “Precomposed or dynamic interactive electronic aeronautical charts” as an example application, which is the reason most pilots will be using the iPad as an EFB (e.g. ForeFlight Mobile)
Meet the additional evaluation criteria detailed in the AC (listed below)
A lot of this AC applies only to Part 121 and 135 operators, not private pilots. Here are some specific Part 91F requirements for pilots/operators of large turbine aircraft (must document this and keep on board the aircraft):
“EFBs used in part 91 operations in lieu of paper reference material are authorized for the intended functions provided the EFBs meet the criteria set forth in this AC. The evaluation and suitability for in-flight use of an EFB in lieu of paper reference material is the responsibility of the aircraft operator and the PIC. Any Type A or Type B EFB application, as defined in this AC, may be substituted for the paper equivalent. It requires no formal operational approval as long as the guidelines of this AC are followed”
“When the EFB replaces aeronautical information required by part 91, then a secondary or backup source of aeronautical information…must be available to the pilot in the aircraft…may be either traditional paper-based material or displayed electronically by other means.”
3 classes of EFBs
Class 1 EFBs are portable and not attached in any way to the airplane (kneeboard is still Class 1)–think iPad. Must be secured or stowed during critical phases of flight
If it’s running a Type B application, it must be secured and viewable during critical phases of flight (defined as taxi, takeoff, landing and under 10,000 ft. other than cruise)
Class 2 EFBs are portable and non-certified, but attached or mounted to the airplane.
Class 3 EFBs are certified.
3 types of applications
Type A are intended for use on the ground or in cruise, with precomposed information (PDF versions of print documents, for example). Specific uses might include operations manuals, SOPs, OpSpecs, weight and balance manuals, flight logs, SBs, VOR checks or even the FAR/AIM.
Type B must be accessible in the cockpit during flight, and is interactive in nature. Examples include power setting charts, runway calculations, charts, checklists, weather or a weight and balance spreadsheet. Apps like iLog , iFuel and Garmin Pilot are Type B applications.
Type C are FAA-approved applications.
Testing/compliance required (this must all be documented and kept on board the aircraft, but is only required if replacing paper with an EFB – having paper charts as a backup would be an acceptable alternative to the testing/compliance requirements)
The AC provides a process (listed as Method 2) by which you can self-test the device
Requires safety and testing standards to be in the cockpit (UL, IEC)
“Operators should have documented maintenance procedures for their rechargeable lithium-type batteries…These procedures should address battery life, proper storage and handling, and safety.”
Decompression testing (pressurized aircraft)
This is not required to be completed on your actual EFB or iPad; you just need proof that a representative device has successfully completed this testing
“When using only Type A applications on the EFB, rapid decompression testing is not required.”
Stowage and mounting of EFB
When the device is not secured or on a mounting device, consideration needs to be given on where to stow the device to prevent unwanted EFB movement when not in use
Develop policies for EFB use
They’re mainly looking for how you’ll use the EFB in all phases of flight, and a documented plan of action in the event of EFB failure
“Own-ship position is not authorized for display or used for any application, for navigation or otherwise, on a Class 1 or Class 2 EFB in flight.”
“Class 1 or Class 2 EFBs must not display own-ship position while in flight.”
This does not apply to Part 91 operations (although it’s not clear in this AC)
“Operators transitioning to a paperless or reduced-paper cockpit should carry paper backups of all the information on the EFB during a validation period. The backup information should be readily available to the crew. During this period the operator should validate that the EFB is as available and reliable as the paper-based system being replaced.”
“At least two portable EFBs are required to remove paper products that contain aeronautical charts, checklists or other data required by the operating rules.”
Again, this only applies to Part 91F operations and commercial operators