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The following airworthiness criteria are applicable to EFB installation.
6.1 EFB Hardware Approval Process (Host Platform)
6.1.1 Class 1 EFB
A Class 1 EFB does not require an airworthiness approval because it’s a non-installed equipment
however paragraph 6.1.1.a) through 6.1.1.d) here below should be assessed if relevant. During the
operational approval process an assessment should be made of the physical use of the device on the
flight deck. Safe stowage, crashworthiness, security and use under normal environmental conditions
including turbulence should be addressed.
a) EMI Demonstrations
For the purpose of EMI demonstrations, EFB Class 1 devices may be considered as PEDs and
should satisfy the criteria contained within TGL No. 29 or AC 91.21-1A. If the EFB system is to be
used during critical phases of flight (e.g., during take-off and landing), further EMI demonstrations
(laboratory, ground or flight test) are required to provide greater assurance of non-interference and
ensure compatibility. For use during critical flight phases, the EFB system should comply with the
requirements of ED-14()/DO-160() Section 21, Emission of Radio Frequency Energy.
b) Lithium Batteries
During the procurement of Class 1 EFBs, special considerations should be given to the intended use
and maintenance of devices incorporating lithium batteries. In particular, the operator should address
the following issues:
FLIGHT SAFETY FOUNDATION • FLIGHT SAFETY DIGEST • JUNE 2005 15
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JAA Administrative & Guidance Material
Section Four: Operations, Part Three: Temporary Guidance Leaflets (JAR-OPS)
Section 4/Part 3 (JAR-OPS) 36-5 01.10.04
• Risk of leakage
• Safe storage of spares including the potential for short circuit
• Hazards due to on-board continuous charging of the device, including battery overheat
As a minimum specification, the lithium battery incorporated within the EFB device should have been
tested to Underwriters Laboratory Inc (UL) Standard for Safety for Lithium Batteries reference UL
1642. The operator is responsible for the maintenance of EFB system batteries and should ensure
that they are periodically checked and replaced when required.
c) Power Source
The EFB power source should be designed such that it may be deactivated at any time. Where there
is no possibility for the flight crew to quickly remove or un-plug the power to the EFB system, a clearly
labelled and conspicuous means (e.g., on/off switch) should be provided. Circuit breakers are not to
be used as switches; their use for this purpose is prohibited.
In order to achieve an acceptable level of safety, certain software applications, especially when used
as a source of required information, may require that the EFB system have access to an alternate
power supply.
d) Data Connectivity
Data connectivity to other systems is not authorised except if connected to a system completely
isolated from the avionics/aircraft systems (e.g., EFB system connected to a transmission media that
receives and transmits data for AAC purposes on the ground only). Any other type of data
connectivity requires an airworthiness approval.
6.1.2 Class 2 EFB
A Class 2 EFB requires an airworthiness approval. However, this approval is limited in scope to the
mounting device, crashworthiness, data connectivity and EFB power connection.
An evaluation of the EFB mounting device and flight deck location should be conducted as described
below:
a) Design of Mounting Device
The mounting device (or other securing mechanism) that attaches or allows mounting of the EFB
system, may not be positioned in such a way that it obstructs visual or physical access to aircraft
controls and/or displays, flight crew ingress or egress, or external vision. The design of the mount
should allow the user easy access to the EFB controls and a clear view of the EFB display while in
use. The following design practices should be considered:
(i) The mount and associated mechanism should not impede the flight crew in the performance
of any task (normal, abnormal, or emergency) associated with operating any aircraft system.
(ii) Mounting devices should be able to lock in position easily. Selection of positions should be
adjustable enough to accommodate a range of flight crewmember preferences. In addition,
the range of available movement should accommodate the expected range of users’ physical
abilities (i.e., anthropometrics constraints). Locking mechanisms should be of the low-wear
type that will minimize slippage after extended periods of normal use. Crashworthiness
considerations will need to be considered in the design of this device. This includes the
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