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they will soon form a significant segment of the general
aviation fleet. The FAA predicts that the business jet
fleet will nearly double over the next ten years,
approaching 16,000 airplanes by 2016. At least eight
manufacturers are planning VLJs, several prototypes
are flying, and the first new airplanes are being delivered to customers. Most are intended for single-pilot
operation, and most will be certified for flight up to
FL410. All will be technically advanced aircraft, with
advanced glass cockpit avionics, digital engine controls, and sophisticated autopilots. These new airplanes
will be capable of RNAV, required navigation performance (RNP), and reduced vertical separation minimum
(RVSM) operations, and will operate mostly point-topoint, either on Q-Routes or random off-airways routes.
With prices well below other business jets and competitive with turboprop singles, VLJs will appeal to many
customers who could not otherwise justify the cost of a
jet aircraft. VLJs have the potential of providing air
taxi/air limousine services at costs comparable to commercial airlines, but with greater schedule flexibility,
relatively luxurious accommodations, faster travel
times, and the ability to fly into thousands more airports.
ELECTRONIC FLIGHT BAG
As part of an ongoing effort to use the best technology
available, industry has improved the timeliness and accuracy of information available to the pilot by converting it
from a paper to a digital medium. An electronic flight bag
(EFB) is an electronic display system intended primarily
for cockpit/flightdeck or cabin use. EFBs can display a
variety of aviation data or perform basic calculations,
such as determining performance data or computing fuel
requirements. In the past, paper references or an airline’s
flight dispatch department provided these functions. The
EFB system may also include various other hosted databases and applications. These devices are sometimes
referred to as auxiliary performance computers or laptop
auxiliary performance computers.
The EFB is designed to improve efficiency and safety
by providing real-time and stored data to pilots electronically. Use of an EFB can reduce some of a pilot’s
time-consuming communications with ground controllers while eliminating considerable weight in paper.
EFBs can electronically store and retrieve many
required documents, such as the General Operations
Manual (GOM), Operations Specifications (OpSpecs),
company procedures, Airplane Flight Manual (AFM),
maintenance manuals and records, and dozens of other
documents. [Figure 6-4]
In addition, advanced EFBs can also provide interactive
features and perform automatic calculations, including
performance calculations, power settings, weight and
balance computations, and flight plans. They can also
display images from cabin-mounted video and aircraft
exterior surveillance cameras.
An EFB may store airport maps that can help a pilot
avoid making a wrong turn on a confusing path of runways and taxiways, particularly in poor visibility or at
an unfamiliar airport. Many runway incursions are due
to confusion about taxi routes or pilots not being quite
sure where they are on the airport. [Figure 6-5]
The FAA neither accepts or approves Class 1 or 2 EFBs
which contain Types A, B, or C application software.
Those who operate under 14 CFR parts 91K, 121, 125,
129, or 135 must obtain authorization for use. Advisory
Circular 120-76, Guidelines for the Certification,
Airworthiness, and Operational Approval of Electronic
Flight Bag Computing Devices, sets forth the acceptable
means for obtaining both certification and approval for
operational use of Class 3 EFBs. It also outlines the
capabilities and limitations of each of the three classes
of EFBs, which are grouped according to purpose and
function. Depending on the features of the specific unit,
these devices are able to display a wide range of flightrelated information. The most capable EFBs are able to
display checklists, flight operations manuals (FOMs),
CFRs, minimum equipment lists, en route navigation
and approach charts, airport diagrams, flight plans, logbooks, and operating procedures. Besides serving as a
cockpit library, they can also make performance calculations and perform many of the tasks traditionally handled by a dispatch department. Some units can also
accept satellite weather data or input from global positioning system (GPS) receivers, combining the aircraft
position and graphic weather information on a moving
map display.
Figure 6-3. Very Light Jets are expected to become a sizeable
segment of the high-altitude fleet.
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