Avionics News March 2017 - 20

THE PROBLEMS WITH PORTABLES
Continued from page 19

1 EFBs the most flexible for use - and, not coincidentally,
the most common in general aviation cockpits. To reiterate
what's been written before, Class 1 EFBs are portable
commercial off-the-shelf-based computers, considered
to be portable electronic devices with no FAA design,
production or installation approval for the device and its
internal components. Class 1 EFBs are not mounted to the
aircraft, connected to aircraft systems for data, or connected
to a dedicated aircraft power supply. Class 1 EFBs can
be temporarily connected to an existing aircraft power
supply for battery recharging. Class 1 EFBs that have Type
B applications for aeronautical charts, approach charts,
or an electronic checklist must be appropriately secured
and viewable during critical phases of flight and must not
interfere with flight control movement.

Given their flexible capabilities, Type 1 EFBs may also
be used for email, web surfing and more, depending on
the software. They can also double as ADS-B In displays
when paired with the appropriate receiver and compatible
software.
Class 2 and Class 3 EFB devices require FAA approval
to interface with the aircraft and its systems - up to and
including being installed equipment. These EFB types
are largely found in business- and commercial-aircraft
cockpits.
And EFBs are one of the devices known to become
objects of many cockpit distractions, distractions with the
potential to became safety problems.
The pilot perspective: What they need to
see from portable devices
Occasionally, a story appears in one of the many fine
outlets devoted to the digital revolution lauding the iPad

Cockpit digital distraction:

different environment, familiar problem
According to the Operator's Guide to Human Factors in Aviation, a human factors product of the Flight Safety Foundation,
and the Aviation Safety Reporting System (ASRS, a NASA project), the problem of cockpit distractions stretches back decades.
Cockpit distractions, depending on the source and the age of
the reported data, contributes to accidents and incidents in the
range of 14 to 20 percent.
Deviations brought on by a cockpit distraction - in other
words, a lack of focus on flying - account for a higher
percentage.
These data date back almost 20 years - more than a decade
before the arrival of the iPad, but squarely in line with the
appearance of integrated avionics systems with graphic
displays of flight data and moving-map displays of navigation
information.
More recently, incidents related to cockpit distractions took
an upturn - and for a variety of causes. Cockpit "selfie" photos
are high on many lists, along with scenic cellphone photography
from the flight deck. Surfing, scheduling and logbook keeping -
on notebook and tablet computers - and deciphering issues with

avionics news

march

2017

flight-management systems are also in there.
For pilots flying alone - or at least solo - head-down issues often
contribute to cockpit distractions as much as the need to respond
to communications demands.
Sometimes, the presence of the digital device poses a problem
unrelated to its use - but wholly because of its mere presence. For
example, an October runway overrun incident occurred when a pilot
aborted a takeoff when the aircraft wouldn't climb above about 20
feet. An examination of the aircraft after the event - in which none of
the four on board were injured - revealed that the pilot installed the
OEM control lock backward. He couldn't see that problem because
a yoke-mounted iPad blocked the view of the lock. He also could not
have checked for free and full control latitude.
The bottom line: The benefits of adhering to the sterile cockpit
philosophy apply as much in general aviation as in commercial and
military flying.
The cockpit is no place for playing games, web surfing, texting or
any other activity unrelated to flying the airplane. Any use of iPads,
other tablets or smartphones should be limited to immediate needs
for the flight - and nothing more until the aircraft stops moving. q

Table of Contents for the Digital Edition of Avionics News March 2017