Document revised April 10

This document is an extract from the Fly Safe! tutorial at

http://flysafe.raa.asn.au/navigation/electronic_nav.html. The web document
includes in-text links to the regulatory and other material mentioned.

Copyright John Brandon

Electronic flight planning and the electronic flight bag

The Global Navigation Satellite System (GNSS) technology, combined with a

current, accurate and approved aeronautical database, normally provide
excellent position-fixing capability — and continuing 'heading-to-steer' capability,
when associated with a stored flight plan. GNSS is classified as a supplemental-
means VFR navigation system. However, contrary to good sense, some sport
and recreational pilots (and others) do rely on GNSS receivers — plus electronic
on-screen position tracking (e.g. a moving map display with own aircraft position
centred) — as a primary-means navigation system.

Electronic flight planning software has been available for many years but the
concept of the sport and recreational aviation 'electronic flight bag' (EFB) is
introduced when a tablet computer with inbuilt or external GNSS reception is
used for flight planning plus storage of — and inflight reference to — documents
such as the following: aircraft flight manual/pilot's operating handbook; ERSA and
the AIP book; ARFORs and NOTAMs; and georeferenced Airservices Australia
digital aeronautical charts.

The EFB is perceived as an aid to situational awareness and is not a CASA

approved navigation system.

So, electronic flight planning and electronic VFR situational awareness aids are
becoming the norm for many recreational pilots, not least because of the
availability of:

1. Powerful, reasonably priced, reliable, general purpose, portable touchscreen

tablet computers, with inbuilt and/or external GNSS connectability (though
perhaps not so easy to operate in normal flight conditions in very light aircraft)
recognised in aviation as a 'portable electronic device' [PED].

2. Smartphones and very fast broadband 3G/4G-LTE cellular mobile telephony

networks expanding around Australia plus the availability of WiFi area networks
and Bluetooth personal area device interconnection and data transfer; all
facilitating surface and inflight access to SIGMETs, BoM weather radar, lightning
trackers and other information aids to situational awareness. Note the cellular
mobile communication services class licence does not authorise the use of any
mobile communication device in an airborne aircraft unless in an airliner
equipped with a 'pico cell' unit operating under a public telecommunications
service licence.

3. High quality operating systems and inexpensive iOS/Android/Windows

application software packages readily available to all via the internet.

4. The NAIPS Internet Service multi-function, computerised, subscription-free,

aeronautical information system provided by Airservices Australia and the
Australian Bureau of Meteorology.

The current situation enables any reasonably computer adept person to put
together a system of software, GNSS aviation receivers, general purpose (rather
than aviation-oriented) hardware and navigation databases tailored to their
particular aviation needs. All accomplished in accordance with the civil aviation
advisory publication CAAP 233-1(0) and at rather low cost — if well researched
and done carefully. CAAP 233-1(0) 'provides information and guidance in the use
of portable Electronic Flight Bags as a replacement for paper in the flight
compartment'.

Navigation system performance criteria

There are four parameters for assessing the performance of a navigation system:
integrity, accuracy, availability/vulnerability and continuity of service.

Integrity refers to the trustworthiness of the device, i.e. user assurance that the
data being provided by the device/s meets specified standards and that the
system will alert the user when it is not meeting those specified standards. For
example, any GNSS system that fails to immediately and adequately alert the
pilot when it enters 'dead reckoning' mode certainly does not meet the integrity
standard.

If a particular system is demonstrated to satisfy all four parameters for a flight

phase then it may be classified as a sole-means navigation system — for that
phase and thus require no back-up navigation system. When operating under the
day visual flight rules, en route navigation by map reading and visual reference to
the ground satisfies all four parameters and is the only sole-means system
available to RA-Aus aircraft.

If a system meets the integrity and accuracy requirements all the time, but falls
short on availability/vulnerability or continuity of service, it may be approved as a
primary-means navigation system for a flight phase, if specified procedures
are employed. Day VFR navigation does not use primary-means systems, only
the sole-means system plus supplemental-means systems as required.

A supplemental-means navigation system may only be used in conjunction

with a sole-means navigation system, but it must meet the integrity and accuracy
requirements. Pilots operating under the VFR may use GNSS to supplement
map reading and other visual reference en route navigation techniques. Any
GNSS receiver may be used but if it is an installed receiver (i.e. not portable) it
must be fitted in accordance with CAAP 35-1 or AC21-36; see AIP GEN 1.5
section 8.5.4. GNSS is only officially regarded as a primary-means night VFR
navigation if the GPS/Glonass receiver system accords with the FAA's Technical
Standard Order [TSO] C129 or TSO C145/6 series, or has other CASA approval.
The GPS/GLONASS receiver may supply position data to a portable electronic
device as part of a supplemental-means navigation system.

For more information concerning the use of GNSS in VFR navigation see AIP
ENR 1.1 paragraphs 19.2 and 19.5. Note the wording of sections 19.2.1e and
19.5.1d together with the latter's link to AIP GEN 1.5 section 8. Also see the
CASA document 'Instructions — use of GNSS' that came into effect 1 November
2012.

The electronic flight bag

The Australian regulatory status

The electronic flight bag [EFB] document reader concept has been utilised, to
some extent, for many years by some of the world's airlines, but the burgeoning
world-wide public acceptance of tablet computers — led by the Apple iPad — has
prompted the ICAO and national airworthiness authorities to expand the
regulations and enhance developments directed toward a paperless flight
deck/cockpit. An EFB may incorporate a flight planning tool to facilitate the use of
the data/documents stored in the EFB, both pre-flight, flight and post-flight.

In 2007 the United States FAA released the document AC 91-78 'Use of Class 1
or Class 2 EFB'. That advisory circular is still current (November 2012) and
applicable to Part 91 VFR preflight, flight, and post flight operations in the USA.
In June 2012 the FAA published AC 120-76B 'Guidelines for the Certification,
Airworthiness, and Operational Use of Electronic Flight Bags'. AC 120-76B is
directed at the airline transport industry but also intended as a guide for US Part
91 aircraft (mostly general aviation).

In November 2012 the CASA released a 'notice of final rule making' including an
advisory publication CAAP 233-1(0). (The AWB 00-017 issue 2 of May 2010 was
cancelled at that time.) The CAAP defines the EFB as: 'A portable Information
System for flight deck crew members which allows storing, updating, delivering,
displaying and/or computing digital data to support flight operations or duties.'
The CAAP provides general guidance for private pilots and states 'The EFB, with
GPS functionality, may be used for situational awareness only. It is not an
approved navigation system and cannot be used as the primary means of
navigation.'

The recommended minimum display screen size is A5 (210 × 148mm [257mm

diagonally] or 8.3 × 5.8 inches [10.1 inches diagonally]). The A5 paper-based
dimension ratios of 1.41:1 don't equate with the common display screen
dimension ratios, e.g, 1024 × 768 pixels is 1.33:1 so, at 197 × 148mm, the iPad
screen is as close as a 1024 × 768 pixel display can get to CASA's
recommendation. The iPad Mini dimensions are about 162 × 122mm ( 201mm
[7.9 inches] diagonally) so it may provide the user with a satisfactory VFR
display. The iPhone display is too small for satisfactory map reading.

The CASA recommends that a tablet computer should be dedicated to the

EFB/flight planning/flight monitoring functions, however it is up to the pilot-in-
command of a light aircraft to ensure that any tablet used has sufficient/ample
capacity for other functions without any chance of affecting the inflight EFB
function.

CAR 233 requires pilots to carry the latest editions of the aeronautical maps,
charts and other aeronautical information and instructions published in AIP or by
holders of an 'instrument of approval'. The CASA has the responsibility to
regulate the provision of aeronautical information services thus CASA, not AsA,
is the approval authority under CAR 233 (1) (h) and 1A; of course AsA is a CASA
approved document supplier and their documents do not need additional
approval if they have been stored in an EFB in essentially the same form as the
original AsA document.

At March 2013, it appears that CASA has issued written acceptance of quality
assurance capabilities for appropriate redistribution of AsA digital VFR/IFR charts
and other database material, as part of an EFB package, to only one Australian
company – OzRunways, though another local software manufacturer – AvSoft –
has applied for EFB acceptance. Lufthansa System's Lido and Jeppesen have
'instruments of approval' for their IFR charts.

A notice of proposed rule making — NPRM 0901AS — for CASR Part 175
'Aeronautical information services' was published in 2009 (associated with AsA's
intention to change from AIS to aeronautical information management [AIM]) but
no notice of final rule making has yet been issued. The proposed 'certificates of
authorisation' for persons to act as data service providers will specify
requirements to demonstrate that the aeronautical data and information they
publish (that pilots are permitted to use as an alternative to the AIP) is equivalent
to the aeronautical data published in the AIP and on aeronautical charts, and the
service provider's systems and procedures do not introduce errors.

In November 2012 an amendment to CAO 82.0 was published adding the

requirements to be met for the use of an EFB, by the pilot in command of an
aircraft operated under an Air Operator's Certificate, as a means of complying, or
partially complying, with CAR 233 (1) (h). (Private pilots may use their own pilot
in command authority to approve use of an EFB, bearing in mind the guidance
material in CAAP 233-1(0).)

The following are extracts from CAO 82.0 Appendix 9 summarising

definitions which are likely to also appear in future rules applicable to sport
and recreational aircraft:

"Electronic flight bag, or EFB, means the portable electronic device of an EFB
system that satisfies all of the following requirements:
(a) it is not an instrument, equipment or navigation computer to which CAR 207
[Requirements according to operations on which Australian aircraft used], CAR
232A [Operational procedures in relation to computers] or CAO 20.18 [Aircraft
equipment - Basic operational requirements] apply;
(b) it provides, as a minimum, data storage, search, computational and display
capabilities;
(c) it uses a screen which displays data in a size and form that is at least as
easily read and used as it would be in a paper document for which the EFB
would be a substitute;
(d) it is used primarily by the flight crew for the purpose of accessing and using
data relevant to the operation of the aircraft

EFB system means the hardware, the operating system, the loaded software and
any antennae, connections and power sources, used for the operation of an EFB

Class 1 EFB means an EFB that is portable but not mounted (on the aircraft)

Class 2 EFB means an EFB that is portable and mounted (on the aircraft)
Note: Class 1 and Class 2 EFBs are portable electronic devices [PEDs] and
limited to functionality level 1 and 2 software.

Functionality level 1 means that the EFB:

(i) is used to view the aeronautical maps, charts, and other aeronautical
information and instructions mentioned in CAR 233 (1) (h) but without the
functionality to change any of that data; and
(ii) may have a flight planning tool to facilitate the use of the data mentioned in
subparagraph (i); and
(iii) may be 1 or more of the following:
(A) held in the hand;
(B) mounted on an approved mount;
 (C) attached to a stand-alone kneeboard secured to a flight crew member;
(D) connected to aircraft power for battery re-charging;
(E) connected to an installed antenna intended for use with the EFB for
situational awareness but not navigation; and
(iv) unless secured in accordance with sub-subparagraph (iii) (B) or (C) must be
stowed:
(A) during take-off and landing; and
(B) during an instrument approach; and
(C) when the aircraft is flying at a height less than 1 000 feet above the
terrain; and
(D) in turbulent conditions; and
(v) has no data connectivity with the avionics systems of the aircraft; and
(vi) may have wireless or other connectivity to receive or transmit information for
EFB administrative control processes only

Functionality level 2 means that the EFB:

(i) must have the functionality of functionality level 1; and
(ii) subject to subclause 1.4, has 1 or more software applications that use
algorithms requiring manual input to satisfy operational requirements; and
(iii) has no data connectivity with the avionics systems of the aircraft; and
(iv) may have wireless or other connectivity to receive or transmit information for
EFB administrative control processes only."

Note: examples of software applications that use algorithms requiring manual

input to satisfy operational requirements include weight and balance calculations,
or performance calculations required by the aircraft's approved flight manual, e.g.
density altitude and take-off distance required.

EFB software suppliers

As mentioned above there are a few Australian producers of flight planning

software who have entered a Standard Data Licence Agreement with Airservices
Australia enabling the inclusion of the AsA map packs as part of their software
package. Two of those flight planning software producers market the concept of a
tablet computer/mobile broadband hardware system combined with EFB + flight
planning + GNSS + flight monitoring software. At November 2012 the software
from both producers is only Apple iOS compatible and intended for the iPad, but
it can be installed in an iPhone for ground use — iPhone hardware does not
meet the CASA's expectations for flight use.

Note: it is the pilots legal requirement to carry the current maps and charts for the
sector to be flown, that have been approved by CASA. At March 2013 only one
EFB product has been approved by CASA for VFR pilot use [see above] as an
alternative to the AIP paper publications, so other EFB products cannot be used
as an inflight substitute for the paper charts sourced from Airservices' AIS. Thus
until an instrument of approval has been received by the relevant data service
provider, AsA's paper charts must be available in flight; another electronic device
cannot be nominated as a back-up system. When the data service provider
receives a CASA instrument of approval for the digital WACs and VNCs then
private VFR pilots will be able to use an acceptable tablet computer, rather than
paper charts, as the primary means of in-flight documentation. During 2012 the
CASA flight operations inspectors were surveying iPad and flight planning
software usage when conducting ramp checks.

EFB suppliers sell their VFR software product on a remarkably low cost annual
subscription basis — at November 2012 around $75 p.a. The subscription
includes the complete AsA VFR digital chart pack for Australia and the updates of
charts and other aeronautical data in accordance with AsA's standard update
cycle; it also includes software updates/expansions. Those data service suppliers
might alter the AsA product; for example the 43 WAC charts have overlapping
seams and the EFB supplier might 'stitch' all the individual charts together to
produce one very large seamless mosaic. Locality names, or parts of names,
may disappear from the seamless mosaic. Such activity, being an alteration of
the AsA material, may be prohibited within a CASA approval instrument.

Data service providers approved under CAR 233 (1) (h) must also ensure that all
database material supplied cannot be modified by the user.

The freely available Aeronautical Information Publication plus updates is also

included in the package — the EFB supplier may add a search facility for ERSA
and the AIP book. Mobile broadband service provider's charges are, of course,
an additional cost to be considered.

Although there may be a GPS engine included in the hardware it is

recommended that an external GNSS aviation receiver engine be linked to the
hardware. There are packaged GNSS engines available which output the
navdata, via a Bluetooth connection, to an iPad, iPhone, Android or other display
device. The cost for aviation types is $75 to $150. For example the Garmin GLO
for aviation costs about $150 and receives position date from GLONASS and
GPS satellites (thus 48 satellite potential) with an update rate of 10× per second.
Weight is 60 grams and USB connection also available.

Note: from 2 February 2017 all aircraft operating under the instrument flight rules
must carry ADS-B OUT equipment. It is probable that many of those aircraft will
also install ADS-B IN. It is then likely that a tablet type computer, linked to the
ADS-B receiver, could be used for the cockpit display of traffic information.

The mobile broadband connection allows inflight connection to BoM weather

radar, internet lightning trackers, regular checking of the NAIPS Internet Service
for changed information relative to the flight plan (SIGMETs and SPECI for
example) and to overlay that information graphically on the moving map display.
Note: the use of a cellular mobile voice or data communication device in an
aircraft — that is not equipped with a picocell base-station — is not in
accordance with the class licence that legalises personal transmissions from a
mobile telecommunications device; see further information about the
Radiocommunications (Cellular Mobile Telecommunications Devices) Class
Licence 2002.

The EFB supplier's products are:

OzRunways EFB — from OzRunways (www.ozrunways.com)

AvPlan — from AvSoft (www.avsoft.com.au)

It is suggested their manuals be downloaded for full information.