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hardware, or even from limitations in
the flexibility of using EFBs in relation
to paper documents.”26
The report says that the operator
should understand in advance how
workload patterns will change and
should decide whether the changes
will be acceptable. Any evaluation of
the EFB-related workload should consider
the time required to perform a
specific task with an EFB, compared
to the time required without an EFB.
Related factors include the accessibility
of the EFB controls and the EFB
display, the amount of automation provided
by the EFB and characteristics
of the EFB software. Other considerations
are whether errors would be
more likely during periods of heavy
workloads, how difficult error-recovery
would be and whether efforts to
resolve EFB problems would be likely
to distract pilots from other tasks, the
report says.
The report cites the following example:
An EFB may provide flight crews
with a new capability, such as completing
weight-and-balance calculations.
This new responsibility may be
in addition to the other tasks that the
flight crew is used to performing, so in
a sense, it is an increase in the flight
crewʼs workload. Procedures should
ensure that the workload associated
with this type of new task is acceptable.
For example, crews could be allowed
to update weight-and-balance
computation only while at the gate,
rather than during taxi, or they could
use these functions only to review or
modify calculations while taxiing.
The workload required to manipulate
electronic documents may exceed
Continued on following page
34 AVIONICS NEWS • SEPTEMBER 2005
the workload required to manipulate
paper documents. Although workload
might increase with electronic documents,
this negative quality is offset
by other factors, such as the improved
electronic search capabilities and the
fact that documents are typically referenced
in low workload conditions.
Overall, the net increase in workload
may be judged acceptable.
Instead of supporting new tasks, an
EFB may allow flight crews to perform
existing tasks more efficiently, such as
looking up reference information from
a flight manual. In this case, the design
of the software-search procedure
can affect the risk of getting lost in the
process of searching for information,
or the risk of becoming distracted by a
search that results in too many choices.
An appropriate design of the search
procedure should mitigate these risks.
It may be hard to find a good viewing
position for a portable EFB that
shows electronic charts. The EFB is
less flexible than paper in this sense.
The reduced flexibility of positioning
an EFB may affect the pilotʼs task by
increasing head-down time, and as a
consequence, workload.
The report also recommends that air
carriers adopt policies explaining how
crewmembers should use EFBs and
discussing crew resource management,
the potential for distractions caused by
EFBs and strategies to be used to prevent
distractions. Adoption of an EFB
policy establishes a framework for developing
procedures for EFB use, the
report says.
“To address crew coordination issues,
the policy should discuss who
(the pilot flying or the pilot not flying)
should use the device and under what
conditions,” the report says. “It should
also address monitoring and confirmation
duties of the crewmember who is
not actively using the EFB. If two EFB
units are on-board, the policy should
also address any cross-checking that is
required. If the EFB functions duplicate
or overlap with other functions or
information sources on the flight deck,
the policy could describe the operatorʼs
philosophy for deciding which information
source is primary and which
are secondary.”
The report says that all pilots should
be proficient in operating EFB equipment
before they are required to operate
it during flight, and training should
provide instruction on the operatorʼs
EFB policy, as well as individual EFB
applications. Pilot proficiency should
be evaluated through line checks and
recurrent/continuing training, the report
says.
Paper vs. Electronic:
Differences Create
Opportunities for Errors
For at least the next few years, as
EFBs are added to flight decks, paper
charts probably also will remain at
hand, the human factors researchers
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