To-02-Efb (S.dkppu)

COVER
TO-02-EFBU
MASTER
ELECTRONIC FLIGHT BAGS

USER MANUAL U
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Issued 00 / Revision 00
Date: 30 November 2021
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PT. TRANSNUSA AVIATION MANDIRI
Address : JI. Cideng Timur No. 10-10A. Jakarta

Telp/Fax : (+62) 21 - 6327 546 / (+62) 21 - 6315 273
Email : flt.standard@transnusa.co.id
Web : www.transnusa.co.id
Uncontrolled Copy When Printed

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ELECTRONIC FLIGHT BAGS
MANUAL
Doc. No:TO-02-EFB
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Issued: 00 / Revision: 00
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Date: 30 November 2021
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All rights are reserved by PT. Transnusa Aviation Mandiri. No person or entity is permitted to
reproduce or disclosure this document or any part thereof for any purpose other than with the prior
written permission from
PT. Transnusa Aviation Mandiri Management.

ELECTRONIC FLIGHT BAGS USER MANUAL
REVISION LETTER
REVISION LETTER
REVISIONS SHALL BE STUDIED IMMEDIATELY UPON RECEIPT AND INSERTED ON FIRST

OPPORTUNITY
Date : 30 November 2021
Issue : 00
Revision : No. 00
Chapter Page Date Note
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1. Previous manual is obsolete and should be destroyed.

2. Question in respect to this manual or information contained in here shall be directed to
operation standard at Jakarta, phone +62 21 6327 546
3. Missing pages may be obtained at Fligh Operation Engineering.
Jakarta, 30 November 2021

Chief Training & Flight Standard General Manager of Operation
Capt. Muh Zainal Abidin Capt. Heru Tri Perwiranto
TO-02-EFB Issued : 00 / Rev : 00 Date : 30 Nov 2021 Page : 1 of 2

REVISION LETTER
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LIST EFFECTIVE PAGES
CHAPTER PAGE REVISION No. DATE

List Effective Pages 1 of 4 00 30 Nov 2021
Table of Contents 1 of 4 00 30 Nov 2021
Revision Record 1 of 2 00 30 Nov 2021
Revision Record 2 of 2 00 30 Nov 2021
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Chapter 1
Sub Chapter 1.1 1 of 4 00 30 Nov 2021
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Chapter 2 - Introduction
Chapter 3 – EFB Management



Chapter 4 – Hardware Overview

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Chapter 5 – EFB Normal and Abnormal Procedures



Chapter 6 – Guids For Flysmart Users

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Chapter 7 – EFB Training For Flight Crews



Chapter 8 – Risk Assessment

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TRANSNUSA AVIATION MANDIRI ACCEPTED BY DGCA
(CAPT. HERU TRI PERWIRANTO) (CAPT. OMA SUDARMA)

General Manager of Operation Certification Project Manager

TABLE OF CONTENS
TABLE OF CONTENTS
COVER ............................................................................................................................................ 1
REVISION LETTER ......................................................................................................................... 1
LIST EFFECTIVE PAGES ............................................................................................................... 1
TABLE OF CONTENTS ................................................................................................................... 1
REVISION RECORD ....................................................................................................................... 1
1. ADMINSTRATION AND CONTROL ......................................................................................... 1
1.1. AMENDING THE MANUAL................................................................................................. 1
1.1.1. General ....................................................................................................................... 1
1.1.2. Responsibility .............................................................................................................. 1
1.1.3. Editing Manual ............................................................................................................ 1
1.1.3.1. Annotation of Changes ........................................................................................... 1
1.1.3.2. Replacement of Obsolete Operational Documents .................................................. 1
1.1.4. Publication Authority ................................................................................................... 1
1.1.5. Management and Control of Flight Operations Documents/Publications ..................... 2
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1.1.6. Internal Responsibility for Initiating Amendments ........................................................ 3
1.1.7. Conflic ......................................................................................................................... 3
1.1.8. Approval...................................................................................................................... 3
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1.1.9. Common Language..................................................................................................... 3
1.2. MANUAL ORGANIZATION ................................................................................................. 1
1.2.1. Lay-Out ....................................................................................................................... 1
1.2.2. Manual Control Number .............................................................................................. 1
MANUAL DISTRIBUTION LIST ......................................................................................... 1
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2. INTRODUCTION ...................................................................................................................... 1
2.1. General Information ............................................................................................................ 1
2.2. Electronic Flight Bag General Philosophy ........................................................................... 1
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2.3. TAM Responsibilities and EFB System Limitation ............................................................... 1

2.3.1. TAM Responsibilities................................................................................................... 1
2.3.2. EFB System Limitation ................................................................................................ 1
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2.3.3. EFB Risk Assessment ................................................................................................. 2

2.3.4. Operational Evaluation ................................................................................................ 2
2.4. EFB Approved Hardware and Software .............................................................................. 1
2.4.1. Terminology ................................................................................................................ 1
2.4.2. EFB Hardware ............................................................................................................ 1
2.4.3. EFB Software .............................................................................................................. 1
3. EFB MANAGEMENT ................................................................................................................ 1
3.1. FOE ADMINISTRATOR ...................................................................................................... 1
3.2. EFB DISSEMINATION AND CONTROL ............................................................................. 1
3.3. INOPERATIVE EFB PROCEDURES .................................................................................. 1
3.4. Handover Procedure Flowchart .......................................................................................... 1
3.4.1. EFB Handover Form ................................................................................................... 2
3.5. EFB SECURITY POLICY .................................................................................................... 1
3.5.1. EFB Security Policy..................................................................................................... 1
3.5.2. EFB Storage ............................................................................................................... 1
4. HARDWARE OVERVIEW......................................................................................................... 1
4.1. IPAD GUIDANCE ............................................................................................................... 1
4.1.1. Buttons and connectors .............................................................................................. 1
4.1.2. Multi-Touch Screen ..................................................................................................... 2
4.1.3. Status Icons ................................................................................................................ 3
4.1.4. Enhanced multitasking ................................................................................................ 4

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4.1.4.1. Slide Over ............................................................................................................... 4

4.1.4.2. Split View ................................................................................................................ 4
4.2. BASICS .............................................................................................................................. 1
4.2.1. Use Apps .................................................................................................................... 1
4.2.2. Screen brightness ....................................................................................................... 1
4.2.2.1. Adjust the screen brightness ................................................................................... 1
4.2.2.2. Night Shift ............................................................................................................... 1
4.2.3. Control Center............................................................................................................. 2
4.2.4. Charge and monitor the battery ................................................................................... 2
4.2.4.1. Battery life preservation........................................................................................... 3
4.3. SAFETY AND HANDLING INFORMATION ........................................................................ 1
4.3.1. Important safety information ........................................................................................ 1
4.4. IMPORTANT HANDLING INFORMATION.......................................................................... 1
4.5. RESTART AN APP OR IPAD ............................................................................................. 1
4.6. HANDLING OF EFB DEVICE ............................................................................................. 1
4.7. POWER CHARGER ADAPTER .......................................................................................... 1
4.8. Charging iPad in the cockpit ............................................................................................... 1
4.9. EFB charging outlet in flight deck ........................................................................................ 1
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5. EFB NORMAL AND ABNORMAL PROCEDURE .................................................................... 1
5.1. EFB Normal Procedure ....................................................................................................... 1
5.1.1. Preflight....................................................................................................................... 1
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5.1.2. PRE-START................................................................................................................ 2
5.1.3. Taxi ............................................................................................................................. 2
5.1.4. Before takeoff.............................................................................................................. 2
5.1.5. Climb........................................................................................................................... 2
5.1.6. Descent....................................................................................................................... 2
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5.1.7. Approach & Landing.................................................................................................... 3

5.1.8. After Landing............................................................................................................... 3
5.1.9. Shutdown Securing ..................................................................................................... 3
5.2. EFB ABNORMAL PROCEDURE ........................................................................................ 1
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5.2.1. General ....................................................................................................................... 1

5.2.2. Single EFB Failure ...................................................................................................... 1
5.2.3. Dual EFB Failure ......................................................................................................... 1
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5.2.4. Single EFB Mounting Devices Failure ......................................................................... 1

5.2.5. Dual EFB Mounting Failure ......................................................................................... 2
5.3. EFB EMERGENCY PROCEDURE ..................................................................................... 1
5.3.1. Overheat Prevention ................................................................................................... 1
5.3.2. Lithium Battery Fire ..................................................................................................... 1
5.4. EFB Mounting in Cokcpit .................................................................................................... 1
5.4.1. Pivot Long Term Removable in the cokcpit (pivot LTRM) ............................................ 1
5.4.2. Pivot Ipad Casing ........................................................................................................ 3
5.4.3. Location ...................................................................................................................... 3
5.4.4. Repair ......................................................................................................................... 3
6. GUIDES FOR FLYSMART USERS .......................................................................................... 1
6.1. NAVIGATION INTERFACE................................................................................................. 1
6.2. GENERAL PRESENTATION OF FLIGHTT OPPERATIONS STATUS MODULE ............... 1
6.3. DESCRIPTION OF FLT OPS STS SECTIONS ................................................................... 1
6.3.1. EFB Version. ............................................................................................................... 1
6.3.2. Aircraft Information ...................................................................................................... 1
6.3.3. Flight Information ........................................................................................................ 2
6.4. T.O PERFORMANCE MODULE SELECTION .................................................................... 1
6.4.1. GENERAL PRESENTATION OF T.O PERF MODULE ............................................... 2
6.4.2. DESCRIPTION OF T.O PERF MODULE PANELS ..................................................... 3
6.4.2.1. Airport Data panel. .................................................................................................. 3
TABLE OF CONTENS
6.4.2.2. Conditions panel. .................................................................................................... 8

6.4.2.3. Aircraft Status panel. ............................................................................................. 12
6.4.2.4. Results/Error panel ............................................................................................... 15
7. EFB TRAINING FOR FLIGHT CREWS .................................................................................... 1
7.1. EFB TRAINING FOR FLIGHT CREWS .............................................................................. 1
7.2. EQRH Training for Flight Crews .......................................................................................... 1
7.3. EFB AND EQRH FOR FOO/OCC STAFFS ........................................................................ 1
7.4. TRAINING FOR ADMINISTRATOR .................................................................................... 1
7.4.1. EFB Training for Administrator .................................................................................... 1
7.4.2. eQRH Training for Administrator ................................................................................. 1
7.5. TRAINING FOR DOCUMENTATION ADMINISTRATOR .................................................... 1
8. RISK ASSESSMENT ................................................................................................................ 1
8.1. RISK ASSESSMENT FOR LOADSHEET MODULE ........................................................... 1
8.1.1. Glossary...................................................................................................................... 1
8.1.2. Failure Cases and Mitigation Means ........................................................................... 2
8.2. Risk Assessment for Takeoff Module .................................................................................. 1
8.2.1. Glossary...................................................................................................................... 1
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8.3. Risk Assessment for Inflight Module ................................................................................... 1
8.3.1. Glossary...................................................................................................................... 1
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8.4. Risk Assessment for Landing Module ................................................................................. 1
8.4.1. Glossary...................................................................................................................... 1
8.5. Risk Assessment for OLB Module....................................................................................... 1
8.5.1. Glossary...................................................................................................................... 1
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8.5.2. Failure Cases and Mitigation Means – FCOM ............................................................. 1

8.5.3. Failure Cases and Mitigation Means – MEL ................................................................ 2
8.5.4. Failure Cases and Mitigation Means – CDL ................................................................ 3
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8.6. Risk Assessment for EQRH Module ................................................................................... 1

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TABLE OF CONTENS
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REVISION RECORD
REVISION RECORD
When receiving a revision, insert the "Filing Date " and sign in the "filed by" box.
Revision
Issue Number Date Insert By
Number
Issue 00 Issue 00 30 Nov 2021 Erik B Gumay
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REVISION RECORD
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1. ADMINSTRATION AND CONTROL
1.1. Amending The Manual

1.1. AMENDING THE MANUAL
1.1.1. General
Assurance activities or periodic review. A manual that fails to take account of changing
circumstances is no longer relevant and loses credibility. All amendments to contents are to be
subject to an internal approval Changes to the Electronic Flight Bags Manual may be required as a
result of changes in the course of business, new operational requirements, Quality and vetting
process. Handwritten amendments are not permitted.
1.1.2. Responsibility
Each copy of the Electronic Flight Bags Manual remains the property of TAM. Integrated Control
Document Committee is responsible for controlling and monitoring the Electronic Flight Bags
Manual to keep current and update. However, each holder of the Electronic Flight Bags Manual is
personally responsible for the security, the condition and the amendment status of their copy.
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1.1.3. Editing Manual
1.1.3.1. Annotation of Changes
Amendments will be in the form of replacement pages. They will be accompanied by: Filing
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instructions (for print copies), an updated List of Effective Pages (LEP), and A brief outline of the
purpose and the nature of the changes. A solid vertical black bar will indicate all changes to text
and diagrams, (change-bar) in the margin closest to the page edge. Amended electronic copies
shall be made available to all recipients.
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1.1.3.2. Replacement of Obsolete Operational Documents

On receipt of new documents, the previous version of the document shall be replaced by the
updated one.
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SERA are used to maintain a “current” status of all the documents, upon any updated.
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1.1.4. Publication Authority

General Manager of Operation shall be responsible for the publication of the amendments to the
Electronic Flight Bags Manual. And it will be distribute by an electronic copy, then paper copy of
the amendment will be distribute respectively (see of distribution list).
NOTE: for controlling and revision document responsibility by General Manager of Operation
via Flight Operation Engineering.

1.1.5. Management and Control of Flight Operations Documents/Publications

Documents and Publications relating to Flight Operations are controlled and managed by
Integrated Control Document Committee. All publications/documents sourced from a vendor shall
be Library. All publications/documents sourced from a vendor shall be documented and are cord
of subscription/purchase shall be a period of two years. The validity of subscription shall be
monitored.
On receipt of updates/ revision to the publications, records of such updates/ revision shall be
maintained. Integrated Control Document Committee team shall be responsible for the
documentation, control and updates.
Integrated Control Document Committee shall ensure that all documents/publications:
Are reviewed and approved for adequacy prior to issue.
Are updated, reviewed and approved for re-issue as necessary.
The current revision status is displayed.

Are available at point of use
Are elegible, readily identifyiable and retrievable
Documents of external origin are identified and their distribution suitably managed.
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That all obsolete are withdrawn to prevent unintended use by removing them from circulation and
destroying/ disposing per the procedure in force. Should any document be retained for any
purpose with the Flight Operations, they shall be suitably identified and annotated as such.
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Are stored in suitable electronic media in a designated computer
A distribution list for all operational documents to manage its dissemination shall be maintained.
All operational documents shall be duty signed by the issuing authority and these signed copies
shall be deemed as original copy and shall be maintained at Library. Dissemination shall
essentially be via electronic means like email to establish that the individual crew member and
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FOO have received the correct document.
All documents shall be published in PDF format for electronic dissemination. A record of receipt of
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all documents sent by Library to individual crew member and FOO shall be maintained for a
period of 6 months.
Each crew member and FOO, shall, further under take that they have received, read relevant
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documentation update shall be reflected in the Company Mail issued every Monday (if applicable)
and available with the Flight Plan shall be handed over to the Flight Crew. All Flight crew while
signing the Flight Release and understood all the operational information disseminated as detailed
in the Company Mail.
Documents
The following publications are considered “ORIGINAL” documents:
Any document prepared by Flight Operations and issued by Flight Standard with signature
in ink is deemed an original document.
2. Document not generated by Flight Standards but received from manufacturers of aircraft
and associated vendors.
All original documents shall be kept with Library. Library shall maintain controlled copies of
documents/publications marked CONTROLLED COPY in red. An updated list of ‘Controlled Copy’
issued shall be available with the Library.
A designated person shall crosscheck availability of all the issued ‘Controlled Copy’ at the
intended location on a bi-annual basis and corrective action shall be taken in case of discrepancy
as per company policy/procedure in force.

Controlled Copies are not photocopied. Controlled Copies of relevant documents shall be
maintained in main libraries and on board the aircraft. Library shall be responsible to update the
controlled copies in case of revision / changes to the original. All copies when printed by individual
Crewmember and FOO shall be deemed to be uncontrolled copies and need to be updated by the
Crewmember and FOO as required.
Uncontrolled copies shall be marked as UNCONTROLLED COPY in red stamp.

The set of Documents available at the Library, Jakarta are detailed and updated regularly.
1.1.6. Internal Responsibility for Initiating Amendments

All Flight Operations Manuals and documentation are published under the authority of the General
Manager of Operation. He is responsible for its contents and for keeping the instructions and
information up-to-date.
All holders of the Electronic Flight Bags Manual are responsible to notify their superior without
delay, in case they notice any error or discrepancy in the manual.
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1.1.7. Conflic
In case of a conflIT of the dates in the application of a new procedure, then the new procedure
shall be used.
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In case there is a conflIT between the contents of a paper copy and an electronic copy, then the
electronic copy shall be deemed correct.
1.1.8. Approval
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The contents of the Electronic Flight Bags Manual have been approved in their entirety both
internally and by the General Manager of Operations prior to initial issue. Further, the contents of
all amendments or revisions to the Electronic Flight Bags Manual must be approved by General
Manager of Operations.
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When the amendment concerns any part of the Electronic Flight Bags Manual which must be
approved, this approval shall be obtained before the publication of the amendment.
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1.1.9. Common Language

The Common language used in TAM is Bahasa Indonesia as mother language and English.
Bahasa Indonesia is use for communication with Indonesian people in general. English is use for
communication with expatriate’s operation personnel.
When on duty, all information exchange including but not limited to: writing technical aspect, and
or emergency situation dITates, all crewmember are required to use Standard English in
accordance with the Electronic Flight Bags Manual.

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1.2. Manual Organization, Revision and Distribution
1.2. MANUAL ORGANIZATION

1.2.1. Lay-Out
Chapter and Section Numbering
The Manuals is subdivided into Chapters, Sections and Subsections.
Standard font to be used for content of manual is “Arial” with size 11.
Header
1 2 ELECTRONIC FLIGHT BAGS MANUAL

3 1. ADMINTRATION AND CONTROL
4 1.2. Manual Organization, Revision and Distribution
1 Company Logo
2 Manual Title
3 Chpater
4 Sub Chapter
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Footer
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TO-02-EFB 1 Issued : 00 / Rev : 00 2 Date : 30 Nov 2021 3 4 Page : 1 of 2
1 Document Number
2 Issued Number / Revision Number
3 Date of Issue
4 Page Number
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1.2.2. Manual Control Number

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This Electronic Flight Bags Manual pertains to the Regulations & Quality System application in the
maintenance activities will be identified and control by Integrated Control Document Committee
as document number TO-02-EFB. Shown below is a brief description of the manual control
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number.
T - TAM Aviation Mandiri

O - Digit initial letters department
2 - Document level 1 followed by second digit
EFB - Digit-letter name of the document

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MANUAL DISTRIBUTION LIST
Document Control Holder Type Distribution

M Library Hard Copy
H.GMOPS GM. Operation Hard Copy
S.CP Chief Pilot Link/soft copy
S.CFOO Chief FOO Link/soft copy
S.CTFS Chief Training & Flight Standard Link/soft copy
S.SSQ Safety, Security and Quality Dep. Link/soft copy
S.Pilot Pilot Link/soft copy
S.FOO FOO Link/soft copy
S.TFS Training & Flight Standard Link/soft copy
S.FLOPS Flight Operation Link/soft copy
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2. INTRODUCTION
2.1. General Information
2. INTRODUCTION
2.1. GENERAL INFORMATION
Information and data for flight crews to use on the flight deck has traditionally been in paper format
but now much, if not all, of this information is available electronically. The purpose of manual is to
provide guidance to TAM in the use of electronically stored and processed information when in the
form of an Electronic Flight Bag (EFB).
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2. INTRODUCTION
2.1. General Information
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2. INTRODUCTION
2.2. Electronic Flight Bag General Philosophy
2.2. ELECTRONIC FLIGHT BAG GENERAL PHILOSOPHY

The term Electronic Flight Bag (EFB) describes computer-based systems that can be used to
augment or replace paper-based reference material and documentation used on a flight deck.
Software and data control processes are essential elements of an EFB. An EFB in this context
does not include devices such as electronic calculators, personal data assistants, electronic
notebooks etc., which are used in an uncontrolled manner and the personal property of individual
crewmembers. Such devices remain as Portable Electronic Devices (PEDs) and all precautions in
relation to their use on an aircraft should be observed.
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2. INTRODUCTION
2.2. Electronic Flight Bag General Philosophy
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2. INTRODUCTION
2.3. TAM Responsibilities And EFB System Limitation
2.3. TAM RESPONSIBILITIES AND EFB SYSTEM LIMITATION

2.3.1. TAM Responsibilities
TAM is responsible that all the hazards arising from the use of an EFB system have been
identified, the associated risks assessed and mitigated as far as possible. Particular attention
should be paid to those risks that have caused accidents in the past, such as performance
calculations and weight and balance calculations, particularly where these are integrated in one
application (if applicable).
2.3.2. EFB System Limitation

An EFB system is an integral part of TAM operating procedures. Flight crew, flight dispatcher, and
other related personnel must be trained in its structure and use and the operating procedures
must be detailed in OM Part A and OM Part D. TAM should ensure the accuracy of the information
used and that it is derived from verifiable and reliable sources.
TAM is certified for portable EFB operation with document browser applications. EFB
contents are :
1. OM Part A General
A. TAM general policies and procedures
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B. TAM - Standard Operating Procedures (SOP)
C. TAM - Safety and Emergency Procedures (SEP).
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2. OM Part B Aeroplane Type Operating Procedures and Requirements including:
A. Airbus Airplane Flight Manual (AFM) including the Configuration Deviation List (CDL)
B. Airbus Minimum Equipment List (MEL)
C. Airbus Flight Crew Operating Manual (FCOM)
D. Flight Crew Technique Manual (FCTM)
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E. Airbus Cabin Crew Operating Manual (Airbus CCOM).
3. OM Part C Route and Aerodrome Instructions and Information

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A. Airbus Runway Analysis (Takeoff / Landing Performance Charts / Tables)

B. Airport and Route Manual
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Note: TAM provides QRH, Airbus Runway Analysis (Takeoff / Landing Performance Charts /
Tables), and Approved Airport & Enroute Charts (AIP, NAVBLUE, Navtech, or other Official
Aeronautical Chart determined by Company) in hardcopy.

2. INTRODUCTION
2.3. TAM Responsibilities And EFB System Limitation
2.3.3. EFB Risk Assessment

1. A failure of the complete EFB system should be considered as well as individual
applications, including corruption or loss of data and erroneously displayed information.
The objective of this process is to demonstrate that the software application achieves at
least the same level of integrity and availability as the “traditional” means that it is
intended to replace. This analysis need not be repeated if previously carried out by the
manufacturer or EFB supplier.
2. The assessment will be TAM specific but will need to address at least the following
points:
A. Minimization of undetected erroneous software application output;
B. Ability to detect erroneous outputs from the software application;
C. Description of corruption scenarios;
D. Description of mitigation means (crew monitoring);
E. Upstream development quality process;
F. Reliability of root data used in software applications (qualified / verified input data);
G. Software application verification and validation checks;
H. Partitioning of application software capable of interacting with aircraft systems from
application software (if applicable);
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I. Description of the mitigation means following detected loss of software application, or
detected erroneous output due to internal EFB error e.g. availability of back up data,
procedures etc. This may be in the form of an alternative EFB possibly supplied from a
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different power source or some form of paper back-up system e.g. Quick Reference
Handbook (QRH);
J. Description of the means of mitigating the effects of user input errors, particularly
where two devices are provided on the flight deck;
K. The impact of the EFB system on the Minimum Equipment List (MEL); and
L. Firefighting procedures appropriate for the power supply, e.g. a lithium battery with
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a thermal runaway.
3. TAM will need to carry out an assessment of the human machine interface and aspects
affecting Cockpit Resource Management (CRM), when using the EFB system. This should
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include a review of the complete system to include at least the following points (unless
previously carried out by the manufacturer or EFB supplier):
A. Human / machine interface;
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B. Legibility of text;
C. Approach / departure and navigation chart display (if applicable);
D. Responsiveness of application;
E. Off-screen text and content;
F. Managing multiple open applications and documents;
2.3.4. Operational Evaluation

TAM has conducted an operational evaluation to demonstrate that all the required elements of
the EFB system are in place and operate satisfactorily before a final decision on the operational
use of the EFB.
TAM has notified DGCA of its intention to conduct EFB operational evaluation test by sending a
plan which contain the following information:
1. Starting date of the operational evaluation test;
2. Duration;
3. Aircraft involved;
4. EFB hardware and type(s) of software; and
5. Back-up procedures.

2. INTRODUCTION
2.4. EFB Approved Hardware And Software
2.4. EFB APPROVED HARDWARE AND SOFTWARE

2.4.1. Terminology
1. EFB’s can be either portable or installed (i.e. part of the aircraft definition).
2. Portable EFB’s are not part of the aircraft configuration and are considered as PED’s.
They generally have self-contained power and may rely on data connectivity to achieve
full functionality. Modifications to the aircraft to use portable EFB’s require the
appropriate airworthiness approval depending on the State’s regulatory framework.
3. Installed EFB’s are integrated into the aircraft, subject to normal airworthiness
requirements and under design control. The approval of these EFBs is included in the
aircraft’s Type Certificate (TC) or in a Supplemental Type Certificate (STC).
2.4.2. EFB Hardware

TAM is use Apple Ipad Pro 11 as portable EFB.
2.4.3. EFB Software

TAM is using FLYSMART+ for the EFB software.
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2. INTRODUCTION
2.4. EFB Approved Hardware And Software
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3. EFB MANAGEMENT
3.1. FOE Administrator
3. EFB MANAGEMENT
3.1. FOE ADMINISTRATOR
The FOE administratoris the person in overall charge of the EFB system, including hardware
and software. He/she will also be responsible for ensuring that only the current version of the
application software and data packages are installed on the EFB system. The FOE
administratoris part of Operation Support and Publication unit.
The FOE administratoris responsible to:
1. Ensure that any hardware conforms to the required specification.
2. Ensure no unauthorized software is installed and that the current versions of application
software and data packages are installed
3. Support the EFB users on the use of the applications.
4. Conduct appropriate level of testing on new / updated EFB software and operating
system.
5. Ensure all staff who may be involved with the system are aware of their roles and
responsibilities, and the hazards that are associated with the use of an EFB.
6. Coordinate the flow of information within TAM departments required to maintain an
effective EFB system. For example, where applicable the MEL will require amendment
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when an EFB system is introduced or modified, and the FOE administrator should ensure
that this takes place.
7. Interfacing with TAM Compliance Monitoring and/or Safety Management Systems, and
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ensure that appropriate action is taken when required by these systems.
8. Ensure security knowledge of EFB systems is up to date.
9. Managing EFB updates and monitoring.
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3. EFB MANAGEMENT
3.1. FOE Administrator
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3. EFB MANAGEMENT
3.2. EFB Dissemination And Control
3.2. EFB DISSEMINATION AND CONTROL

Flight Operation Engineering is responsible for dissemination, updating, and completion control
of EFB contents.
Instruction by CTFS
Checked by CFOO
Update to EFB by FOE If found any defect and or missing doc
Upload EFB by FOO on
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Daily Quality Check by FOO and Pilot
based
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3. EFB MANAGEMENT
3.2. EFB Dissemination And Control
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3. EFB MANAGEMENT
3.3. Inoperative EFB Procedures
3.3. INOPERATIVE EFB PROCEDURES

For inoperative tablet or application, the following procedures shall be applied:
1. For aircraft departing from Denpasar Base.
A. If the inoperative found by dispatcher during dispatch preparation before dispatch
briefing then he/she shall inform FOE administratorfor possible replacement.
B. Inoperative EFB shall be inserted in the AML as HIL.
C. If the inoperative EFB found by flight crew during dispatch briefing or when crew already
onboard the aircraft then he/she should report to dispatcher for possible replacement
provided by FOE administrator.
D. The FOE administrator will prepare an EFB replacement and delivered to aircraft as
soon as practicable.
E. Crew / Dispatcher will hand over the inoperative EFB to FOE administratorwhile they
deliver an EFB replacement.
F. New EFB redelivery shall be documented and inserted inserted in the AML as HIL. g)
FOE administratorwill deliver inoperative EFB to IT division for repairing.
G. IT Division will provide a unit replacement to make sure adequate spare available on
FOE administratorif necessary.
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H. After repaired, IT will deliver EFB back to FOE administratorand withdraw the
replacement unit. The FOE administratorwill inform Dispatcher and coordinate with
engineer to close HIL.
I. Dispatcher will hand over EFB to Flight crew for next departure.
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3. EFB MANAGEMENT
3.3. Inoperative EFB Procedures
2. For Aircraft departing from other station

A. The inoperative EFB shall inserted in the AML as HIL.
B. At the first opportunity when the aircraft arrive at Soekarno Hatta airport the above step
procedures “For aircraft departing from Soekarno Hatta airport” shall be followed.
OUTBASE BASE
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EFB ADMIN
PREPARE FOR
INSERT TO HIL TABLET INSERT TO HIL
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REPLACEMENT
WHEN A/C CREW

ARRIVED AT BASE Handover
Handover
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DELIVER
REPLACEMEN EFB ADMIN
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TABLET TO A/C
Handover
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IT
UNIT N
o FIX
REPLACEMENT
Yes
EFB ADMIN
ENGINEER TO FOO Base

CLOSE HIL
CREW

3. EFB MANAGEMENT
3.4. Handover Procedure Flowchart
3.4. HANDOVER PROCEDURE FLOWCHART
FOO CREW
ONDUTY SIGN ON
CHECK
EFB
A/C SN,
FOO No TAB REGISTERED &
PREPARED NEW
EFB CONDITION, VALIDITY
DOC OK
Yes
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FOO FOO & CREW FOO & CREW CREW
KEEP HANDOVER SIGN EFB HANDOVER FORM BRIEFING CONTINUE DUTY
FORM Yes
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A/C SN, No
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CHECK FINISH
TAB REGISTERED & CHANGE CREW
EFB DUTY
CONDITION, OK
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No Yes
FOO
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HANDOVER TO EFB CHECK

ADMINSTRATOR EFB
FOO
PREPARE NEW EFB No A/C
TAB REGISTERED
CONDITION OK
Yes
CREW TO CREW
SIGN EFB HANDOVER FORM

3. EFB MANAGEMENT
3.4. Handover Procedure Flowchart
3.4.1. EFB Handover Form

EFB HAND OVER FORM
Item Serial No.
1. IPAD PRO
2. CHARGER
BEFORE FLIGHT
On (date) / / 20 , the items above have been handed over from the first party
to the second party for flight number 8B . Here after the second party will be
fully responsible for the being of the equipment / system.
First Party (FOO) Second Party (PIC)
Name : Name :
ID No : ID No :
Signature : Signature :
Remarks:
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CREW CHANGE 1 (IF APPLICABLE)
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First Party (PIC 1) Second Party (PIC 2)
Name : Name :
ID No : ID No :
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Remarks:
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CREW CHANGE 2 (IF APPLICABLE)

to the second party for flight number 8B_ . Here after the second party will be
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First Party (PIC 1) Second Party (PIC 2)
Name : Name :
ID No : ID No :
Remarks:
AFTER FLIGHT
First Party (PIC 1) Second Party (FOO)
Name : Name :
ID No : ID No :
Remarks:

3. EFB MANAGEMENT
3.5. EFB Security Policy
3.5. EFB SECURITY POLICY

3.5.1. EFB Security Policy
It is the PIC’s (and dispatcher’s for non mounted EFB) responsibility to check update status of the
EFB databases prior to each flight (or as appropriate) and to maintain the EFB in a controlled
secure area so that no others are able to tamper with the Hardware or Software.
The EFBs are code locked so that no one except the FOE administratorhas access to the
System Settings or Preferences. Therefore, installation or deleting Software from the EFB is not
possible without the lock code. The flight crew is aware that they are only allowed to use original
Apple accessories with the EFB.
When in use in operation, never leave the EFB unattended.
3.5.2. EFB Storage

When not in use in operation, EFB’s are stored in EFB lockers in TAM Flight Operations offices
and given to flight crew prior to FOO and crew briefing.
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3. EFB MANAGEMENT
3.5. EFB Security Policy
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4. HARWARE OVERVIEW
4.1. Ipad Guidance
4. HARDWARE OVERVIEW
4.1. IPAD GUIDANCE
4.1.1. Buttons and connectors
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1. Home button
The Home button takes you to the Home screen and provides other convenient shortcuts.
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On the Home screen, tap an app to open it. Double-click the Home button when iPad is
unlocked to see apps you’ve opened.
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Press the Home button (or the Sleep/Wake button), then drag the slider that appears
onscreen to Unlock iPad.
2. Lightning connector
Connect your Lightning to USB Cable to the Lightning connector to charge or sync your
iPad.

4. HARWARE OVERVIEW
4.1. Ipad Guidance
3. Sleep/Wake button
Press the Sleep/Wake button to lock iPad and put it to sleep when you’re not using it.
Locking iPad puts the display to sleep, saves the battery, and prevents anything from
happening if you touch the screen.
A. Lock iPad
If you don’t touch the screen for two minutes, iPad locks itself.
B. Unlock iPad
Press the Home button or the Sleep/Wake button, then drag the slider that appears
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onscreen.
C. Turn iPad on
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Hold down the Sleep/Wake button until the Apple logo appears.
D. Turn iPad off

Hold down the Sleep/Wake button for a few seconds until the slider appears onscreen,
then drag the slider.
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4.1.2. Multi-Touch Screen

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A few simple gestures—tap, drag, swipe, and pinch—are all you need to use iPad and its apps.
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4. HARWARE OVERVIEW
4.1. Ipad Guidance
4.1.3. Status Icons

The icons in the status bar at the top of the screen give information about iPad:
Status icon What it means
iPad has a Wi-Fi Internet connection. The more bars, the stronger the
Wi-Fi
connection.
iPad (Wi-Fi + Cellular models) is in range of the cellular network. If
Cell signal
there’s no signal, “No service” appears.
Airplane Mode is on—you can’t access the Internet, or use Bluetooth®
Airplane Mode
devices. Non-wireless features are available.
iPad (Wi-Fi + Cellular models) is connected to the Internet over a 4G LTE
LTE
network.
iPad (Wi-Fi + Cellular models) is connected to the Internet over a 4G
4G
network.
iPad (Wi-Fi + Cellular models) is connected to the Internet over a 3G
3G
network.
iPad (Wi-Fi + Cellular models) is connected to the Internet over an
EDGE
EDGE network.
iPad (Wi-Fi + Cellular models) is connected to the Internet over a GPRS
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GPRS
network.
Do Not Disturb Do Not Disturb is turned on.

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Personal Hotspot iPad is providing a Personal Hotspot for other iOS devices.
Syncing iPad is syncing with iTunes.
There is network or other activity. Some third-party apps use this icon to
Activity
show app activity.
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VPN iPad is connected to a network using VPN.
Lock iPad is locked.

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Alarm An alarm is set.

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Orientation lock Screen orientation is locked.
Location Services An app is using Location Services.
Blue or White icon: Bluetooth is on and paired with a device, such as a

headset or keyboard.
Bluetooth Gray icon: Bluetooth is on and paired with a device, but the device is out
of range or turned off.
No icon: Bluetooth is not paired with a device.
Bluetooth battery Shows the battery level of a supported paired Bluetooth device.
Battery Shows the battery level or charging status.

4. HARWARE OVERVIEW
4.1. Ipad Guidance
4.1.4. Enhanced multitasking

4.1.4.1. Slide Over
With Slide Over, you can open a second app without closing the one you’re in. The second app
(side app) slides in from the right.
Open a side app When using an app, swipe left from the right-edge of the screen.
Switch to a different side app Swipe down from the top edge of the screen.
Close the side app Tap the app on the left, or swipe right from the app divider.
4.1.4.2. Split View

Keep two apps open and active at the same time.
When using an app, swipe left from the right edge of the screen, then tap
Make both apps active
the middle of the app divider.
Give both apps equal space Drag the app divider to the center of the screen.
Drag the app divider to the left or right, depending on which app you want
Close Split View
to close.
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4. HARWARE OVERVIEW
4.2. Basics
4.2. BASICS
4.2.1. Use Apps
Lock the screen orientation

Swipe up from the bottom edge of the screen to open Control Center, then
tap .
Change the screen orientation The orientation lock icon appears in the status bar when the screen
orientation is locked.
Return to the Home screen

Pinch four or five fingers together.
Reveal the app switcher

Swipe up with four or five fingers.
Gestures
Switch apps
Swipe left or right with four or five fingers.
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Drag a list up or down to see more. Swipe to scroll quickly; touch the
screen to stop it. Some lists have an index—tap a letter to jump ahead. To
Look around quickly jump to the top of a page, tap the status bar at the top of the
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screen.
Tap an app to open it. Press the Home button anytime to return to the Home
Start at home screen. Swipe left or right to see other screens.
View open apps
Double-click the Home button to reveal your open apps. Swipe sideways
to see more. To switch to another app, tap it.
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Close an app
If an app isn’t working properly, you can force it to quit. Swipe the app up
from the app switcher display, then try opening the app again.
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Switch between apps

Search for apps
If you have lots of apps, you can use Search to find and open them. Drag right
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from the Home screen to see the Search screen, or drag the center of the
Home screen down to see the search field.
Zoom in or out Pinch open on a page for a close-up—then pinch closed to zoom back out.
4.2.2. Screen brightness

4.2.2.1. Adjust the screen brightness
Go to Settings > Display & Brightness, then drag the slider.
If Auto-Brightness is on, iPad adjusts the screen brightness for current light conditions using the
built-in ambient light sensor. You can also adjust the brightness in Control Center.
4.2.2.2. Night Shift

Go to Settings > Display & Brightness > Night hift.
Night Shift shifts the colors in your display to the warmer end of the spectrum, making viewing the
screen easier on your eyes when it’s dark.
Turn Night Shift on manually, helpful when you’re in a darkened room during the day, for example,
or schedule it to turn on automatically. If you schedule Night Shift to turn on from sunset to sunrise,
iPad uses the data from your clock and your geolocation to determine when it’s nighttime for you.
You can also turn on Night Shift in Control Center. Tap.

4. HARWARE OVERVIEW
4.2. Basics
4.2.3. Control Center

Control Center gives you instant access to adjust the brightness, lock the screen in portrait
orientation, and turn wireless services on or off.
Open Control Center Swipe up from the bottom edge of any screen (even the Lock screen).
Close Control Center Swipe down, tap the top of the screen, or press the Home button.
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4.2.4. Charge and monitor the battery
iPad has an internal, lithium-ion rechargeable battery.
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The battery icon ( ) in the upper-right corner of the status bar shows the battery level or
charging status. To show percentage of battery remaining in the status bar go to Settings > Battery
> Usage, then turn on Battery Percentage.
There’s no need to let it discharge 100% before recharging. Apple lithium-ion batteries work in
charge cycles. You complete one charge cycle when you’ve used (discharged) an amount that
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equals 100% of your battery’s capacity — but not necessarily all from one charge.
For instance, you might use 75% of your battery’s capacity one day, then recharge it fully
overnight. If you use 25% the next day, you will have discharged a total of 100%, and the two days
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will add up to one charge cycle. It could take several days to complete a cycle.
The capacity of any type of battery will diminish after a certain amount of recharging.
With lithium-ion batteries, the capacity diminishes slightly with each complete charge cycle.
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Apple lithium-ion batteries are designed to hold at least 80% of their original capacity for a high
number of charge cycles, which varies depending on the product.
Note: One charge cycle is completed after you’ve discharged 100% of your battery’s capacity.
Important
If iPad is very low on power, it may display an image of a nearly depleted battery, indicating that
iPad needs to charge for up to twenty minutes before you can use it. If iPad is extremely low on
power, the display may be blank for up to two minutes before the low-battery image appears.
Rechargeable batteries have a limited number of charge cycles and may eventually need to be
replaced. The iPad battery isn’t user replaceable; it should be replaced by Apple or an authorized
service provider.

4. HARWARE OVERVIEW
4.2. Basics
4.2.4.1. Battery life preservation

There are two simple ways you can preserve battery life — no matter how you use your device:
1. Dim the screen or turn on Auto-Brightness.
To dim, swipe up from the bottom of any screen to open Control Center and drag the
Brightness slider to the left. Auto-Brightness adjusts your screen to lighting conditions
automatically. To activate it, go to Settings > Display & Brightness and set Auto-Brightness
to On.
2. Use Wi-Fi.
When you use your device to access data, a Wi-Fi connection uses less power than a
cellular network — so keep Wi-Fi on at all times. There are two ways to turn on Wi-Fi:
A. Swipe up to open Control Center, tap the Wi-Fi icon, and log in to a Wi-Fi network.
B. Go to Settings > Wi-Fi to access a Wi-Fi network.
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4. HARWARE OVERVIEW
4.2. Basics
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4. HARWARE OVERVIEW
4.3. Safety And Handling Information
4.3. SAFETY AND HANDLING INFORMATION

4.3.1. Important safety information
WARNING
Failure to follow these safety instructions could result in fire, electric shock, injury, or damage
to iPad or other property. Read all the safety information below before using iPad.
Handling Handle iPad with care. It is made of metal, glass, and plastic and has sensitive
electronic components inside. iPad can be damaged if dropped, burned, punctured, or crushed, or
if it comes in contact with liquid. Don’t use a damaged iPad, such as one with a cracked screen, as
it may cause injury. If you’re concerned about scratching, consider using a case or cover.
Repairing Don’t open iPad and don’t attempt to repair iPad yourself. Disassembling iPad may
damage it or may cause injury to you. If iPad is damaged, malfunctions, or comes in contact with
liquid, contact Apple or an Apple Authorized Service Provider done by IT Departement.
Battery Don’t attempt to replace the iPad battery yourself—you may damage the battery, which
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could cause overheating and injury. The lithium-ion battery in iPad should be replaced by Apple or an
authorized service provider, and must be recycled or disposed of separately from household waste.
Don’t incinerate the battery (28,65 watt hours) done by IT Departement.
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Lightning cable and connector Avoid prolonged skin contact with the connector when the
Lightning to USB Cable is plugged into a power source because it may cause discomfort or injury.
Sleeping or sitting on the Lightning connector should be avoided.
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Prolonged heat exposure iPad and its power adapter comply with applicable surface
temperature standards and limits. However, even within these limits, sustained contact with warm
surfaces for long periods of time may cause discomfort or injury. Use common sense to avoid
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situations where your skin is in contact with a device or its power adapter when it’s operating or
plugged into a power source for long periods of time. It’s important to keep iPad and its power
adapter in a well-ventilated area when in use or charging. Take special care if you have a physical
condition that affects your ability to detect heat against the body.
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Radio frequency exposure iPad uses radio signals to connect to wireless networks. For
information about radio frequency (RF) energy resulting from radio signals and steps you can take
to minimize exposure, go to Settings > General > About > Legal > RF.
Radio frequency interference Observe signs and notices that prohibit or restrIT the use of
mobile devices (for example, in healthcare facilities or blasting areas). Although iPad is designed,
tested, and manufactured to comply with regulations governing radio frequency emissions, such
emissions from iPad can negatively affect the operation of other electronic equipment, causing
them to malfunction. Turn off iPad or use Airplane Mode to turn off the iPad wireless transmitters
when use is prohibited, such as while traveling in aircraft, or when asked to do so by authorities.
Medical device interference iPad contains components and radios that emit electromagnetic
fields. iPad also contains magnets along the left edge of the device and on the right side of the
front glass, which may interfere with pacemakers, defibrillators, or other medical devices.
Maintain a safe distance of separation between your medical device and iPad. Consult your
physician and medical device manufacturer for information specific to your medical device. If you
suspect iPad is interfering with your pacemaker, defibrillator, or any other medical device, stop
using iPad.

4. HARWARE OVERVIEW
4.3. Safety And Handling Information
Not a medical device iPad is not designed or intended for use in the diagnosis of disease or
other conditions, or in the cure, mitigation, treatment, or prevention of disease.
Medical conditions If you have any medical condition that you believe could be affected by
iPad (for example, seizures, blackouts, eyestrain, or headaches), consult with your physician prior
to using iPad.
Explosive atmospheres Charging or using iPad in any area with a potentially explosive
atmosphere, such as areas where the air contains high levels of flammable chemicals, vapors, or
particles (such as grain, dust, or metal powders), may be hazardous. Obey all signs and
instructions.
Repetitive motion When you perform repetitive activities such as typing or playing games on
iPad, you may experience discomfort in your hands, arms, wrists, shoulders, neck, or other parts
of your body. If you experience discomfort, stop using iPad and consult a physician.
High-consequence activities This device is not intended for use where the failure of the device
could lead to death, personal injury, or severe environmental damage.
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4. HARWARE OVERVIEW
4.4. Important Handling Information
4.4. IMPORTANT HANDLING INFORMATION

Cleaning Clean iPad immediately if it comes in contact with anything that may cause stains—
such as dirt, ink, makeup, or lotions. To clean:
1. Disconnect all cables and turn iPad off (press and hold the Sleep/Wake button, then
slide the onscreen slider).
2. Use a soft, lint-free cloth.
3. Avoid getting moisture in openings.
4. Don’t use cleaning products or compressed air.
The front of iPad is made of glass with a fingerprint-resistant oleophobic (oil repellant) coating.
This coating wears over time with normal usage. Cleaning products and abrasive materials will
further diminish the coating, and may scratch the glass.
Using connectors, ports, and buttons Never force a connector into a port or apply excessive
pressure to a button, because this may cause damage that is not covered under the warranty. If the
connector and port don’t join with reasonable ease, they probably don’t match. Check for
obstructions and make sure that the connector matches the port and that you have positioned the
connector correctly in relation to the port.
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Lightning to USB Cable Discoloration of the Lightning connector after regular use is normal.
Dirt, debris, and exposure to moisture may cause discoloration. If your Lightning cable or
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connector become warm during use or your iPad won’t charge or sync, disconnect it from your
computer or power adapter and clean the Lightning connector with a soft, dry, lint-free cloth. Do
not use liquids or cleaning products when cleaning the Lightning connector.
Certain usage patterns can contribute to the fraying or breaking of cables. The Lightning to USB
Cable, like any other metal wire or cable, is subject to becoming weak or brittle if repeatedly bent
in the same spot. Aim for gentle curves instead of angles in the cable. Regularly inspect the cable
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and connector for any kinks, breaks, bends, or other damage. Should you find any such damage,
discontinue use of the Lightning to USB Cable.
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Operating temperature iPad is designed to work in ambient temperatures between 0° and 35°C
and stored in temperatures between -20° and 45°C. iPad can be damaged and battery life
shortened if stored or operated outside of these temperature ranges. Avoid exposing iPad to
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dramatic changes in temperature or humidity. When you’re using iPad or charging the battery, it is
normal for iPad to get warm.
If the interior temperature of iPad exceeds normal operating temperatures (for example, in direct
sunlight for extended periods of time), you may experience the following as it attempts to regulate its
temperature:
1. iPad stops charging.
2. The screen dims.
3. A temperature warning screen appears.
4. Some apps may close.
Important: You may not be able to use iPad while the temperature warning screen is displayed. If
iPad can’t regulate its internal temperature, it goes into deep sleep mode until it cools. Move iPad
to a cooler location out of direct sunlight and wait a few minutes before trying to use iPad again.

4. HARWARE OVERVIEW
4.4. Important Handling Information
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4. HARWARE OVERVIEW
4.5. Restart An App Or Ipad
4.5. RESTART AN APP OR IPAD

If something isn’t working right, try restarting the problem app or iPad.
If an app isn’t working properly, you can force it to quit, then

try reopening it. Double-click the Home button, then drag
Restart an app the app up from the app switcher display to quit the app.
Opening it again may resolve the problem.
Hold down the Sleep/Wake button until the slider appears.
Restart iPad Slide your finger across the slider to turn off iPad. To turn
iPad back on, hold down the Sleep/Wake button until the
Apple logo appears.
If iPad isn’t responding, hold down the Sleep/Wake button
Force restart iPad and the Home button at the same time for at least ten
seconds, until the Apple logo appears.
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4. HARWARE OVERVIEW
4.5. Restart An App Or Ipad
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4. HARWARE OVERVIEW
4.6. Handling Of EFB Device
4.6. HANDLING OF EFB DEVICE

Flight Crew shall carry and store the company EFB device in the case provided by the company.
Flight Crew must not:
1. leave the EFB device unattended
2. drop the EFB device or subject it to strong impact
3. leave the EFB device in direct sunlight for an extended amount of time, very high humidity
or near a heat source (i.e. on the glare shield panel)
4. Alter the hadware , software or company setting other than what approve for Flight Crews to
do in EFB Manual
5. do any other means that might cause the EFB to be expose to damage.
Failure to comply with the recommended procedure subject to penalty and punitive actions
to the said Flight Crews.
If the surface of the screen becomes soiled, clean it with a soft clean cloth.
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4. HARWARE OVERVIEW
4.6. Handling Of EFB Device
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4. HARWARE OVERVIEW
4.7. Power Charger Adapter
4.7. POWER CHARGER ADAPTER

iPad charger consist of USB cable, power adapter and extension of USB cable (optional).
During initial hand over from the dispatcher, Flight Crews should check for the physical condition
of th charger units for any sign of physical damage. Flight Crews then should check the charging
units serviceabllity by connecting the iPad into the power outlet and check the charging sign is
appear. Should there was no sign of charging Flight Crews should give back the units to the
Dispather for trouble shooting or replacement.
For operational use Flight Crews should be mindfull that the use of cable charger does not present
a safety and operational hazard.
For storing the units when not in use, Flight Crew should not bend the USB cable unit into a tight
angle that may cause the wires inside units snapped , instead roll it to the sagging roll.
Charger Unit
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4. HARWARE OVERVIEW
4.7. Power Charger Adapter
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4. HARWARE OVERVIEW
4.8. Charging Ipad in The Cockpit
4.8. CHARGING IPAD IN THE COCKPIT

Charge the iPad units only with the approved iPad charger (USB cable and power adapter)
provide by company. Using damaged cables or chargers, or charging when moisture is present,
can cause fire, electric shock, injury, or damage to iPad or other property. When we use the Apple
USB power adapter to charge iPad, make sure the USB cable is fully inserted into the power
adapter before plug in into power outlet. It’s important to keep iPad and its power adapter in a well
ventilated area when in use or charging. When charging the units on its suction cup brackets,
Flight Crews shall ensure that the usb cable charging are not obstructing flight controls, hand
mike, and Flight Crew movement, and its must be clear from Flight Crew personal belonging such
as nav bag, document pouch, etc.
Charging only allowed during ;
1. Aircraft on the ground
2. Before push back while aircraft door still open
3. Cruise phase
To mitigate any possibilities of smoke or fire from battery, Flight Crews are to charge the
devices for maximum of 2 hours or until the battery percentage reaches 80%, whichever earlier.
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4. HARWARE OVERVIEW
4.8. Charging Ipad in The Cockpit
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4. HARWARE OVERVIEW
4.9. EFB Charging Outlet In Flight Deck
4.9. EFB CHARGING OUTLET IN FLIGHT DECK

An electrical socket position at 17VU for Capt side (Capt hand microphone panel) and 16VU for
the FO side (FO hand microphone panel) are the only two electrical socket approve by company
to be use during temporary EFB battery recharge. Both socket are protected by circuit breaker
installed at circuit breaker panel 121VU at the position 25K and 23K.
The power sockets also within reach by the Flight Crew from their seating position in case they
want to discontinued the charging process in an expedite manner.
The output of the power outlet is 115V/60Hz and 150VA max.
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4. HARWARE OVERVIEW
4.9. EFB Charging Outlet In Flight Deck
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5. EFB AND ABNORMAL PROCEDURE
5.1. EFB Normal Procedure
5. EFB NORMAL AND ABNORMAL PROCEDURE

5.1. EFB NORMAL PROCEDURE
5.1.1. Preflight
On first entry to cockpit:
1. Power EFBs ON (BOTH)
2. Check Both EFB
Charge
If the battery is <85%, defer any updates until the unit is
connected and charging.
If battery is fully charged the charger must be cutoff.
If battery is at ≤ 40% EFB must be charged.
In case ipad need to be charge, the following step must be

follow : ≥85%
A. The the cable is not run inside the mount, the cable should
not hang loosely in such a way that compromises task
performance and safety. Flight crew should be able to
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easily secure the cables out of the way during operations
(e.g., by using cable tether straps);
B. cables that are external to the mounting device should be
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of sufficient length so that they do not obstruct the use of
any movable device on the flight crew compartment;
3. DATE & TIME CORRECT (BOTH)

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4. 3G/4G/5G CONNECTION TURN ON (BOTH)

5. Document status update check CHECK (BOTH)
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6. EFB / eQRH Version

On the EFB STATUS page and the eQRH My Aircraft page,
check the EFB VERSION number and compare it with the
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valid version number given as references on OFP

When have the the discrepancy between paper QRH and CHECK (BOTH)
eQRH, eQRH is the primary.
(Out of date paper QRH must be updated maximum 60 day
after EFB revision date)
7. EFB FLT OPS STATUS PAGE

Each flight crew member chceks or enters:
A. Aircraft type
B. Aircraft registration CHECK OR ENTERS
C. Flight number
D. The departure and arrival airport
8. LOGBOOK:
A. MEL/CDL ITEMS (AS APPROPRIATE)
B. Acess MEL/CDL items via OLB CHECK
C. Check and activate MEL/CDL items and sent to the
performance applications

9. LOADSHEET APPLICATION
DISPLAY (BOTH)
Flight crews use to prepare the aircraft loading and to the COMPUTE & XCHECK
check that all weights and CG remain within the loading (BOTH)
operational envelope. This eases the computation of the
ZFWCG, ZFW, TOW and TOCG PRELIMINARY LOADING SEND (CM1)
FINAL LOADSHEET
DISPLAY (BOTH)
10. TAKEOFF APPLICATION
PRELIMINARY TAKEOFF PER DATA COMPUTE & XCHECK
If takeoff conditions changed, the PF and the PM (BOTH)
independently compute again the takeoff data.
CONFIRM (CM1)
FINAL TAKEOFF DATA OR RECOMPUTE
DISPLAY (BOTH)
11. NAVBLUE CHARTS CHECK (BOTH)
WEATHER FLIGHT ROUTE LOAD & XCHECK
(BOTH)
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Program both units with origin, destination, alternate(s) and emergency return approach set up.
Both units are to be identically programmed.
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5.1.2. PRE-START
On preflight, after power is available:
1. Activate both EFB to AIRPLANE MODE (BOTH)
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2. Close Running Application Procedure BOTH

3. EFB set as on QRH CM2
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5.1.3. Taxi
While moving on the ground, the PM (CM2) will have custody of the EFB.
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5.1.4. Before takeoff

From “Line Up” on the runway until passing 10,000 ft, the EFB’s must be secure on Pivot
mounting.
5.1.5. Climb
During climb, the EFB may be looked at and data can be verified.
BELOW 5000 FT: PM will use the EFB
BELOW 10000 FT: Do not charge Ipad
5.1.6. Descent
1. Below 10,000 ft, Both EFBs secured SECURE
2. Below 10,000 ft, Both EFBs DO NOT CHARGE
Program both units with and approach chart and a terminal chart. Both units are to be identically
programmed.

5.1.7. Approach & Landing

BELOW 5000 FT: PM will use the EFB
In order to avoid crew distraction, it is strongly recommended that the display not be manipulated
more than necessary, especially during approach.
Any charging circuit wires must be clear of controls and switches. The units must remain secure
until completion of the landing check.
5.1.8. After Landing

After runway vacated, CM2 must be directly referencing the Airport Diagram.
5.1.9. Shutdown Securing
1. Deactivated EFBs AIRPLANE MODE (BOTH)

Report any anomalies noticed throughout the flight
2. EFBs OFF (BOTH)
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5.2. EFB Abnormal Procedure
5.2. EFB ABNORMAL PROCEDURE

5.2.1. General
When an EFB unit operates abnormally, it is alyaws preferable to accomplish a reset procedure to
see if the problem will cease prior to applying any of the procedures that follow. This must not be
done if the flight crew deems that further operation of the EFB unit could affect the safety of the
flight.
5.2.2. Single EFB Failure

Inflight
Continue the flight with remaining Ipads (back up ipad)
5.2.3. Dual EFB Failure

1. Incase dual EFB failure Inflight
A. Use back up ipads
B. Request the necessary information from ATC
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C. Use the necessary information from FMS, CFP
D. Use Paper charts.
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2. An safety report must be submitted after landing on SERA.
5.2.4. Single EFB Mounting Devices Failure

1. Preflight
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Contact with FOO Base to replace the EFB Mounting Devices Failure with the new one (if
available); or
Flight can be dispatched with only one EFB Mounting Device available in the cockpit:
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A. Remove unusable EFB Mounting Devices from its position

B. Check status of remaining EFB Mounting Device and make sure it is in good condition
and usable
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2. Inflight
A. Remove unusable EFB Mounting Device from its position
B. Continue the flight with remaining EFB Mounting Device
3. Report to FOO Base via radio/ any other means.

5.2. EFB Abnormal Procedure
5.2.5. Dual EFB Mounting Failure

1. Inflight
A. Remove unusable EFB Mounting Device from its position
B. Continue flight with no EFB Mounting Device
2. Report to FOO base via via radio/ any other means
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5.3. EFB Emergency Procedure
5.3. EFB EMERGENCY PROCEDURE

5.3.1. Overheat Prevention
Prevention is the first and foremost concern with regards to the use of EFBs. Portable Equipment
Device (PEDs) require adequate ventilation and cooling. Do not leave an EFB in direct sunlight or
stuffed between books or binders where the cooling fan is obstructed or blocked. Check the power
cords for condition on each flight, and if any wear is noted, advice FOO base for replacement.
Prior to tuning it on, check EFB for any obvious damage or a short circuit. Do not attempt to use
an EFB that appears damp due to condensation, remove it from the wet environment and ensure
that it is completely dry prior to applying power. In the event that the EFB or the cord feels overly
warm to the touch, unplug it, then remove the battery and use the backup EFB until you have
landed.
5.3.2. Lithium Battery Fire

It is imperative to remove an EFB or any other PED from the cockpit as soon as overheating of the
device is detected, preferably before a fire erupts. A device that is allowed to burn in the cockpit
will almost certainly cause bodily harm and threaten the integrity of the flight. Once the device has
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been removed from the cockpit, or if it has already procedures are recommended to extinguish the
fire and cool the remaining cells:
1. Extinguish the Fire: Use a Halon, halon-replacement or water extinguisher to extinguish the
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fire and prevent its spread to other flammable materials.
2. Cool the remaining cells after extinguishing the fire: Douse the device continuously to cool
the device and prevent additional battery cells from reaching thermal runaway.
3. WARNING: Do not cover or use ice to cool the device. Ice or other materials insulate the
device, increasing the likehood that additional battery cells will reach thermal runaway.
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Once the fire appears to have been extinguished, attempt to move the device to an area without
flammable material, such as galley oven. The device must not be move if its still on fire, is smoking
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or if its too hot to be moved safely.

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5.4. EFB MOUNTING IN COKCPIT

1. Mounting device may be used during all phases of flight provided that its secured on the
flight crew (e.g kneeboard) or into an existing aircraft part (e.g suction cups) with the
intended function to hold acceptable light mass portable devices viewable to the pilot at
her/his required duty station.
2. This viewable stowage device is not necessarily part of the certified aircraft configuration.
TAM uses Long term removable mount in the cokpit (LTRM).
5.4.1. Pivot Long Term Removable in the cokcpit (pivot LTRM)

1. TAM uses Pivot Long Term Removable Mount in the cokpit (PIVOT LTRM) for all aircrafts
2. The PIVOT LTRM Mount consist of several parts:
A. Contoured attachment plate
B. High-deflection AMPS adapter with PKK-1 mounting plate
CAPT Captain’s Side Mount
FO First Officer’s Side Mount
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3. Total installation time for shipset (CAPT and FO) should not exceed 10 minutes. Installation
does not require the use of any tools and can be realized by accomplishing the steps which
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are detailed as below:

A. LTRM Installation Instructions:
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For either the CA or FO position, hold the

appropriate CA or FO PIVOT LTRM in one
hand, gripping the vertical mount structure with
your thumb and forefinger.
With your other hand, lift the clipboard clamp

on the window shroud.

With the clipboard clamp raised, slide the mount under

the raised clamp and place the top edge of the mount
securely into the window shade slot.
Press down and clip the lower edge of the mount

structure onto the window coving. The installation is
complete.
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B. LTRM Removal Instructions:
For either the CA and FO LTRM, graps the PIVOT

mounting plate by gripping it with your thumb and
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forefinger.
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Using your other hand, lift the lower edge of mount

up and away from the window coving.
Once its separated from the coving, lift the top

edge away from the window shade slot. The
removal is complete.

5.4.2. Pivot Ipad Casing
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5.4.3. Location
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5.4.4. Repair
If mounting is damaged, malfunctions, FOO Duty must inform to FOE.

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6. GUIDES FOR FLY SMART USER
6.1. Navigation Interface
6. GUIDES FOR FLYSMART USERS

1. Flysmart Takeoff And Landing Performance User Guide aims at computing the takeoff and
landing performance data (maximum takeoff weight, takeoff speeds, maximum landing
weight, landing speeds and flexible temperature) according to the aircraft configuration and
external conditions (runway, surrounding obstacles, and weather).
2. Flight crew chooses the departure and destination airport, defines the outside conditions,
the runway conditions (dry, wet, compacted snow, etc.), aircraft configurations, and then
launches the calculation.
6.1. NAVIGATION INTERFACE

1. Navigation on the Takeoff and Landing module page is performed by using a keyboard’s or
a touch screen.
2. The entry fields can be edited and changed by performing the following:
A. Text boxes by entering the value and pressing the [ENTER] key
B. List boxes by pressing [ENTER] key, selecting an item and validating by pressing
[ENTER] again.
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3. The action in entry mode on a text or a list box can be canceled by pressing [ESC] key and
previous values will be restored.
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6.1. Navigation Interface
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6.2. General Presentation of Flight Operations Status Module
6.2. GENERAL PRESENTATION OF FLIGHTT OPPERATIONS STATUS MODULE
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Flight Operations Status (FLT OPS STS) Module page will appears automatically after LPCNG
software has finished running. This module consists of the following:
1. EFB Version
2. Aircraft Information
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3. Flight Information
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6.2. General Presentation of Flight Operations Status Module
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6.3. Description of Flight Operation Status Sections
6.3. DESCRIPTION OF FLT OPS STS SECTIONS

6.3.1. EFB Version.
Flight crew can check the EFB Version stated on this page to be the same as the one they are
intended to use.
The recent 3 versions with their updates of LPCNG are send through company notam.
6.3.2. Aircraft Information

This section is divided into two fields – aircraft type and aircraft registration.
Flight crew is able to select the aircraft type by choosing through the dropdown list in the
aircraft type (ACFT TYPE) field.
Figure : Aircraft Type Selection Field
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Consequently, a list of aircraft registration based on the selected aircraft type will be shown in the
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aircraft registration (ACFT REG.) field. Flight crew can choose the desired aircraft through the
dropdown list.
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Figure : Aircraft Registration Selection Field
After the desired aircraft type and registration has been selected, the page will display the aircraft
weight variant MTOW, MLW, and MZFW.

6.3.3. Flight Information

In this section, flight crew is required to enter the flight number in the FLT NBR field.
Figure: Flight Information Section
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Flight crew can choose the departure airport in the FROM field and the destination airport in the
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TO field by typing the IATA codes or through their dropdown list.
The departure airport will be the default airport in the T.O PERF module page Figure: Departure
Airport Selection Field
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The DONE button at the bottom of FLT OPS STS module page is chosen after flight crew has
done populating the entry fields in order to proceed with T.O performance module.
Figure : Populated Entry Fields of the FLT OPS STS Module
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6.4. T.O Performance Module Selection
6.4. T.O PERFORMANCE MODULE SELECTION

The T.O performance module selection is done through the FLT OPS MENU page which is
available in the dropdown list of the EFB tab.
In order to start the T.O performance module page, flight crew can either select the T.O
performance button on the top of the page or the one displayed under performance category.
Figure : T.O Performance Module Selection on the FLT OPS MENU page
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6.4.1. GENERAL PRESENTATION OF T.O PERF MODULE
Figure: General Presentation of T.O Perf Module
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Take-off Performance Module page is divided into 4 panels:
1. Airport Data panel
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2. Conditions panel
3. Aircraft Status panel
4. Results/Error panel
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5. Runway Display Area

6. Action Buttons
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There are available Action Buttons at the bottom of the window that perform different functions.
COMPUTE button launches the computation.
CLEAR button clears all fields/resets data to default values.

6.4.2. DESCRIPTION OF T.O PERF MODULE PANELS

6.4.2.1. Airport Data panel.
The departure airport is set by default to the selected airport from FTS OPS STS page but is also
possible to select another airport from the dropdown list.
This selection, however, will clear/reset all input data and disable the link with the LOADSHEET
application and the OPS LIBRARY.
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Flight crew is able to select a runway from the RWY dropdown list by moving the selection line
with the arrow keys and press [ENTER] to complete the selection.
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After the runway selection, the runway characteristics are displayed if flight crew taps on the
runway drawing that is displayed on the right hand side of the screen.
The characteristics consist of the runway elevation, slope, TORA, TODA, ASDA, entry angle,
obstacles (if any), and takeoff shift.
A comment box will display any specific comments such as Engine out Procedure and NOTAM for
the selected runway.
The View Obstacles button enables to display detailed information about obstacles of the selected
runway.
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The Modify Runway button enables flight crew to reduce the runway length from the beginning and
/ or the end of the runway, and / or add an obstacle, or modify the entry angle. A modification
made to the entry angle will modify the line-up distances.

Figure: Modify Runway Selection for All Available Runway
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Figure: Modify Runway Section for the Chosen Runway.
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The Restore button at the bottom enables flight crew to reset runway modified values to
default values.
Any runway modification is notified in the Runway Display area with the message “modified” next
to the runway identifier, in blue color.
Figure: Modified Runway Display
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Selection of MULTIPLE button enables crew to obtain takeoff performance data for several
runways in a single computation.
Figure: Multiple Runway Computation Tab
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The Modify selection button enables flight crew to deselect all the runways by tapping on Delete all
or tick on the runway(s) to deselect and tap on the Delete button
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6.4.2.2. Conditions panel.

This panel enables flight crew to define the outside conditions (Wind, Outside Air Temperature,
and QNH), runway condition (Dry, Wet, etc.) and the aircraft configuration (Anti-Ice, Take-off
Weight, Take-off C.G. Flaps and Slats Configuration, and Air Conditioning).
The WIND field enables flight crew to define wind values by entering directly the wind longitudinal
speed component, entering combination of the wind direction and speed, or entering combination
of the wind direction, speed and gust.
A wind sock indicating wind direction is displayed on the Runway Display area. An arrow and a
numeric indication are also displayed, showing wind direction and wind speed.
1. Direct entry of wind longitudinal speed component requires flight crew to select the
RELATIVE button and tap on the blue header to display either HD for headwind or TL for
tailwind.
Figure: Headwind or Tailwind Entry in the Wind Entry Field
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2. The wind direction/speed combination requires flight crew to select the ABSOLUTE
button and enter the values in the giving direction, wind speed, and gust speed.
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Figure: Wind Direction/Speed/Gust combination in the Wind Entry Field

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3. The wind direction/speed entry is projected along and perpendicular to the runway axis in
order to respectively determine the headwind (or tailwind) component and the crosswind
component. This direction/speed combination is required in the case of a Multiple Runway
Computation.
4. Gust component is only taken into account for the check of the maximum crosswind
limitation. Other limitations such as takeoff distance, takeoff flight path, etc. are based on
the steady wind only.
The OAT field enables flight crew to manually enter the outside air temperature (OAT) for the
departure airport. The deviation from International Standard Atmosphere (ISA) is then
automatically computed and displayed next to the OAT field.
The QNH field enables flight crew to manually enter the mean sea level pressure (QNH) for the
departure airport.
The RWY COND field provide the different runway states for which computation is possible. The
selection of some runway conditions may affect the temperature range.
The temperature value may then have to be changed to fit into the defined range.
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Figure: Runway Condition Selection Field
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The ICE field enables flight crew to select the desired anti-ice setting.
The TOW field enables flight crew to enter the take-off weight used for the calculation.
This can either be the actual take-off weight of the aircraft or the structural MTOW which will yield
maximum take-off weight limited by performance.
1. It is possible to enter a weight higher than the structural MTOW. This action will trigger a
warning in the interface and the crew will have to confirm their entry. The results will then be
calculated for the entered weight, regardless of the structural MTOW.
2. The TOW is automatically retrieved from the LOADSHEET module if a loadsheet calculation
is performed. If the retrieved TOW is lower than Structural MZFW, a popup message will be
displayed.
Figure: Popup Message for Caution
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The T.O CG field enables flight crew to set the aircraft C.G. value, either CG > 27% or CG < 27%,
at take-off.
Flight crew is also able to select the take-off configuration through the dropdown list in the CONF
field.
Figure: Takeoff Configuration Selection Field
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When OPT CONF is selected, the calculation will automatically return the configuration that
maximizes the MTOW (in case of performance-limited runway) or the flexible temperature for
flexible take-off.
The AIR-COND field enables flight crew to select the desired air conditioning setting for take-off.

6.4.2.3. Aircraft Status panel.

This area of the Aircraft Status panel lists MEL and CDL items that have an impact on takeoff
performance.
If the aircraft is dispatched without any MEL/CDL item that affects takeoff performance, “MEL 0”
and “CDL 0” appears in the MEL/CDL buttons labels.
Figure: Aircraft Status Panel with No MEL/CDL Selected
If the aircraft is dispatched with any MEL and/ or CDL item, flight crew is able to have a reminder
message displayed by choosing the appropriate item(s) through MEL or CDL subpanel that opens
up when the crew tap on either MEL or CDL button.
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The number of MEL/CDL items selected is updated on either the MEL or CDL button which is
highlighted in blue.
The selected MEL/CDL items can be displayed by tapping on the MEL or CDL button.
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The items can be added or deleted through the Modify button.
1. The MEL items subpanel displays the list of systems failures that have an impact on takeoff
performance.
2. Flight crew can select the desired items by tapping on the applicable system then choose
on the related failure for that system.
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Figure: CDL Items Subpanel ATA Chapter Selection
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3. The CDL subpanel displays the list of missing structural parts that affects takeoff
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performance.
4. The CDL items subpanel of the chosen ATA chapter, displays the list of structural parts that
can be missing, and for which performance penalties have to be considered for the
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calculation of the takeoff performance.

5. Flight crew is able to enter a CDL item by first selecting the applicable area of ATA chapter
(air conditioning, doors, etc.), then by selecting the applicable item and the number missing
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Figure: CDL Structural Parts Selection
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Figure: Aircraft Status Panel with MEL/CDL Selected

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6.4.2.4. Results/Error panel

This panel displays computed results or error/warning messages.
The results displayed on this panel return the results calculated at TOGA thrust as well as one or
several possible flexible temperatures (when possible).
In order to display the FMS-like display, flight crew can tap on the arrow on the righthand side of
the screen.
When the calculated MTOW (perf) is below the TOW value entered, red dashes “--“ are displayed
in the results page. The aircraft cannot be dispatched at this TOW. The takeoff weight will have to
be reduced to a value below the MTOW (perf) Figure: Single Rwy Computation, Result Panel
Error Display of higher TOW than MTOW(perf)
When only TOGA thrust is possible, the result panel displays the related information only
for TOGA
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Figure: Single Rwy Computation, Result Panel Display of TOGA Takeoff
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7. EFB TRAINING FOR FLIGHT CREW
7.1. EFB Training for Flight Crews
7. EFB TRAINING FOR FLIGHT CREWS

7.1. EFB TRAINING FOR FLIGHT CREWS
1. All TAM flight crews have been trained about EFB Flysmart and NAVBLUE Charts before
flying in real operation.
2. The following training items should be included in the initial EFB training program for flight
crew:
A. An overview of the system architecture;
B. Preflight checks of the system;
C. Limitations of the system;
D. The use of each operational software application;
E. Restriction on the use of the system, including when some or all of the EFB functions
are not available;
F. Procedures for cross-checking data entry and computed information;
G. Additional training for new applications, new features of current applications, or changes
to hardware configuration;
H. EFB practical training in Sim.
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7.1. EFB Training for Flight Crews
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7.2. EQRH Training For Flight Crews
7.2. EQRH TRAINING FOR FLIGHT CREWS

1. All TAM flight crews have been trained about EQRH (online training) before flying in real
operation.
2. The following training items should be included in the initial EQRH training program for flight
crew:
A. Navigation in the EQRH content: sections selections, previous/next, search, swipe
B. Procedures and checklists (Checklist, procedures, OEBs, SOPs)
C. Interactivity in the procedures and checklists
D. Checklists/Procedures reset
E. Working list (Bookmarks, Completed/In-Progress Procedures, and Checklists)
F. Rapid access to specific emergency procedures
G. Navigation between the EQRH and other EFB applications (if hosted on the same
device)
H. Checklist/procedures interruptions
I. Principle of the double layer mechanism, detection of erroneous display, procedure to
follow in case of erroneous display
J. Logic of the “pie” symbol related to how completed the checklist is the following
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illustration shows an example of a checklist that was set “completed” while at least one
step was not checked.
1) The management of the conditions display and interactivity
2) Brightness and font size adjustment. Possibility to adjust them in smoke conditions.
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3. The following training items should be included in the recurrent EQRH training program for
flight crew (at least every three years):
A. Principle of the double layer mechanism, detection of erroneous display, procedure to
follow in case of erroneous display
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B. Brightness and font size adjustment. Possibility to adjust them in smoke conditions.
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7.2. EQRH Training For Flight Crews
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7.3. EFB And EQRH For FOO/OCC Staffs
7.3. EFB AND EQRH FOR FOO/OCC STAFFS

FOO/OCC Staffs will be trained how to perform update EFB Flysmart (included eQRH) and
NAVBLUE Charts.
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7.3. EFB And EQRH For FOO/OCC Staffs
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7.4. Training For Administrator
7.4. TRAINING FOR ADMINISTRATOR

7.4.1. EFB Training for Administrator
1. The training of the FOE administratorshould supply the necessary knowledge to prepare the
EFB releases that includes the eQRH data.
2. FOE administrator(s) will be trained for Gateaway tool (eQRH on iPad)
7.4.2. eQRH Training for Administrator

1. In order to get the knowledge about the eQRH administration tools, the persons in
Operator’s organization appointed as documentation administrator(s) and FOE
administrator(s) should receive appropriate training for eQRH data customization.
2. These administration training programs are the same as for “FlySmart with Airbus” EFB
software suite and therefore those training programs are not required for eQRH if
administrators are already trained for Flysmart with Airbus administration tools.
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7.4. Training For Administrator
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7.5. Training For Documentation Administrator
7.5. TRAINING FOR DOCUMENTATION ADMINISTRATOR

1. The training of the Documentation Administration should supply the necessary knowledge
to prepare the eQRH data
2. Administrator(s) will be trained Adminstration of Flight Ops Manuals for FlightOps Engineer.
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7.5. Training For Documentation Administrator
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8. RISK ASSESSMENT
8.1. Risk Assessment For Loadsheet Module
8. RISK ASSESSMENT
8.1. RISK ASSESSMENT FOR LOADSHEET MODULE
1. This section provides the risks assessment for the use of the Loadsheet performance
module (LOADSHEET) that is part of the Flysmart with Airbus software suite.
2. The objective of this risk assessment is to demonstrate that the application achieves at least
the same level of intergrity and availability as the “traditional” paper means.
8.1.1. Glossary
CG Center of Gravity
DOW Dry Operating Weight
DOCG Dry Operating Center of Gravity
ECAM Electronic Centralized Aircraft Monitoring

EFB Electronic Flight Bag
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FOB Fuel on Board
FQMS Fuel Quantity Measurement System
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GCG Gross Center of Gravity
GW Gross Weight
HMI Human Machine Interface

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LCG Landing Center of Gravity

LW Landing Weight
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TOCG TakeOff Center of Gravity

TOW TakeOff Weight
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ZFCG Zero Fuel Center of Gravity
ZFW Zero Fuel Weight

8. RISK ASSESSMENT
8.1.2. Failure Cases and Mitigation Means

1. Types of risks are looked at and their consequences defined and mitigated. They are:
A. Total loss of the application
B. Detected false output from application
C. Undetected false output from the application
2. Mitigation means are processes and procedures defined to compensate each indentified
failure case. They are menas to provide availability of the application and to ensure
detection of a false output.
FAILURE CASES MITIGATIONS MEANS

Total loss of the Loadsheet application
access before pushback
No takeoff possible without weight and
Loss of calculation & display of one or any balance data
weight and balance data
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Crews have to use manual Loadsheet as
replacement
Erroneous detected display of one or any
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weight and balance data
Loss of capability to access Loadsheet No impact. Consultation is for information
application and weight and balance only
information after pushback
Erroneous data input (crew input error or • After the computation, the input
data corruption)
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parameters are redisplayed according

to the values used for the calculation.
• After the first crew member runs the
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computation, he passes the working

session to the second crew member
that checks the input parameters.
After validation, the first crew member
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enters the results in the FMS. Then

the second crew member checks the
values entered in the FMS
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Each crew member computes separately the
performance and crosschecks the results.
Erroneous output ZFW • Out of boundaries weight values

(ZFW, LW, TOW) are highlighted by
the Loadsheet module.
• Two dissimilar ZFW calculations
(binary code and decimal code) are
performed and only consistent result
are considered valid (otherwise, no
result is provided to the crew)
• Check the output ZFW against the
estimated ZFW from flight preparation
phase (e.g coming from the
computerized flight plan or computed
previously with preliminary data and
inserted in FMS).

8. RISK ASSESSMENT
Erroneous output ZFCG Second independent calculation to check

ZFCG
Erroneous output TOCG Second independent calculation to check

TOCG
Loss of transmission of weight and • Loadsheet module may detect the

balance data via wireless connection failure
• Weight and balance data sheet may
be manually copied on Load and
Trimsheet form
Erroneous transmission of weight and No operational impact on the flight
balance data via wireless connection If the failure is detected, weight and balance
data received by Ground Ops Department is
considered as lost. Data on board is not
corrupted.
U
PP
K
D
S.

8. RISK ASSESSMENT
U
PP
K

D
S.

8. RISK ASSESSMENT
8.2. Risk Assessment For Takeoff Module
8.2. RISK ASSESSMENT FOR TAKEOFF MODULE

1. This section provides the risk assessment for the use of the Takeoff performance module
(T.O PERF) that is part of the Flysmart with Airbus software suite
the same level of integrity and availability as the “traditional” paper means.
8.2.1. Glossary
AFM Airplane Flight Manual
EOACC Engine out Acceleration altitude
FMS Flight Management System
PED Portable Electronic Device
TOD TakeOff Distance
U
PP
A. Total loss of application
B. Detected false output from the application
2. Mitigation means are processes and procedures defined to compensate each identified
K
failure case. They are means to provide availability of the application and to ensure
D
FAILURE CASES MITIGATION MEANS

Total loss of the Takeoff module before No takeoff possible without takeoff data
S.
takeoff
Loss of calculation & display of takeoff Crews can use RTOW charts as
performance data before takeoff replacement tool for takeoff performance
calculation
Erroneous detected display of takeoff
performance data before takeoff
Total loss of the take-off module after the No impact
takeoff
Erroneous data inout (crew input error or • After the computation, the input
data corruption) parameters are redisplayed
according to the values used by the
calculation module
who checks the input parameters,
and accepts the computation
OR
Each member computes separately the

8. RISK ASSESSMENT
8.2. Risk Assessment For Takeoff Module
performance and crosschecks the results.
Erroneous takeoff weight input Crew to crosscheck GREEN DOT indicated

by the Takeoff application with GREEN
DOT indicated by the FMS. This enables to
detect erroneous takeoff weight input.
Erroneous EOACC (when one engone fails Crew to cross check with available EOSID
at takeoff) input when taking off in mountainous regions.
This information is displayed in the runway
comments, as a text. This value is defaulted
to 1500ft in the FMS.
Erroneous output • The results are checked against the
AFM limitations
• A second dissimilarity check is also
performed on the TOD
• Only valid results are displayed to
the crew
Erroneous detailed outputs No operational impact
U
calculation/display
Detailed outputs only provide additional
information to the crew
PP
K
D
S.

8. RISK ASSESSMENT
8.3. Risk Assessment For Inflight Module
8.3. RISK ASSESSMENT FOR INFLIGHT MODULE

1. This section provides the risk assessment for the use of the Inflight performance module
(INF PERF) that is part of the Flysmart with Airbus software suite.
the sme level of integrity and avaibility as the “traditional” paper means.
8.3.1. Glossary
CLB CLIMB
CRZ CRUISE
DES OEI DESCENT ONE ENGINE INOPERATIVE
HLD HOLDING
ATMO ATMOSPHERE
U
PP
failure case. They are means provide availability of the application and to ensure detection
K
of a false output.

D
Before pushback, loss of inflight Using FCOM/QRH – Performance data as

performance data. backup means.
S.
The failure may be caused by:

• Loss of access to the Inflight
Application OR
• Loss of display of the computed
Inflight performance data OR
• Erroneous detected display of the
computed inflight performance data
After pushback, loss of inflight performance Using FCOM/QRH – Performance data as
data backup means.
The failure may be caused by:
• Loss of access to the Inflight
performance module OR
• Loss of display of the Inflight
performance data OR
• Erroneous detected display of the
inflight performance data
General failure case: • A validity check is done within the
Erroneous data input caused by: application (value into boundaries).
• Crew input error OR If the value is not acceptable, a flag
• Data corruption is displayed to the crew has to enter
a realistic value to be able to escape
the entry field.
8. RISK ASSESSMENT
8.3. Risk Assessment For Inflight Module
• After the computation, the significant

input parameters are re-displayed
according to the values used by the
application for the computation
Erroneous optimized altitude computation The flight crew informs the ATC and asks
whereas needed for a new and reachable target.
The flight crew can be refer to available
altitude information (en-route charts, FMS)
Erroneous optimized fuel/speed Fuel consumption checks, done as per
computation whereas needed SOPs, enables to detect abnormal fuel
consumption.
When detected, the Plan function (if
available) can give additional information on
range capabilities of the A/C
Erroneous optimized drift down The flight crew informs the ATC and asks
computation whereas needed for a new FL.
Flight preparation has been calculated by
operator dispatcher to cover the case “loss
U
of one engine”
Moreover, EGPWS alerts, Vertical display
and radioaltimeter data are available
PP
Erroneous optimized plan performance The crew should be able to assess A/C
computation whereas needed diversion capability independently from
Inflight performance application, in case of
abnormal A/C condition (Primary Data)
Erroneous atmosphere information The result displayed to the crew results
computation whereas needed from the following computation:
K
a. A simple computation module

computes the atmosphere
Information Data
D
b. Dissimilar calculations (Binary code

and decimal code) are performed for
altitude offset calculations
S.
Only consistent results are

considered valid.
Otherwise, no result is provided to
the crew.
[Operational Mitigation]
Moreover, EGPWS alerts, Vertical

display and radio altimeter data are
available.

8. RISK ASSESSMENT
8.4. Risk Assessment For Landing Modules
8.4. RISK ASSESSMENT FOR LANDING MODULE

1. This section provides the risks assessment for the use of the Landing performance module
that is part of the Flysmart with Airbus software suite.
the same level of integrity and availability as the “traditional” paper means
8.4.1. Glossary
QRH Quick Reference Handbook

U
C. Undetected false output from the application.
2. Mitigation means are processes and procedure defined to compensate each identified
PP

Total loss of the Landing performance Crews can use Landing charts as
K
access before pushback preplacement tool for Landing performance

calculation
Loss of calculation & display of Landing
D
performance before pushback
Erroneous detected display of Landing

S.
performance data before pushback

Total loss of the Landing performance Crews can use FCOM/QRH as replacement
access after pushback tool for Landing performance calculation
Loss of calculation & display of Landing

performance before pushback
Erroneous detected display of Landing

performance data before pushback
Erroneous data input (crew input error or • After the computation, the input
data corruption) parameters are redisplayed
according to the values used bu the
calculation module
who checks the input parameters,
and accepts the computation.
OR

8. RISK ASSESSMENT
8.4. Risk Assessment For Landing Modules
Each flight crew member computes

separately the performance and
crosschecks the results.
Erroneous output (normal flight) after When there is no change in conditions, the
pushback crew will not run a computation again
during the flight.
• The result are checked against the
AFM limitations
Only valid results are displayed to
the crew
Erroneous output + aircraft inoperative • After the computation, the result

items or when change in conditions that panel displays landing performance
require a new computation after pushback data with and without aircraft
inoperative item. The flight crew
crosschecks the landing
performance without inoperative
U
item with the data computed before
the flight.
Erroneous detailed putputs No operational impact.
PP
calculation/display
Detailed outputs only provide additional
information to the crew
K
D
S.

8. RISK ASSESSMENT
8.5. Risk Assessment For OLB Module
8.5. RISK ASSESSMENT FOR OLB MODULE

1. This section provides the risk assessment for the use of the Ops Library Browser (OLB)
application that is part of the Flysmart with Airbus software suite.
the same level of integrity and availability as the “traditional” paper means.
8.5.1. Glossary
CDL Configuration Deviation List
DU Documentary Unit
ECAM Electronic Centralized Aircraft Monitoring
FCOM Flight Crew Operating Manual
FMS Flight Management System
HMI Human Machine Interface
MEL Minimum Equipment List
U
PED Portable Electronic Device
QRH Quick References Handbook
PP
8.5.2. Failure Cases and Mitigation Means – FCOM
1. Types of risks are looked at and their consequences defined and mitigated. They are :
K

D
S.
FAILURE CASE MITIGATION MEANS

Loss of capability to access FCOM If aircraft is at DPS/CGK base:
information before pushback/engine start Replace all malfunction iPad or the paper FCOM
must be onboard to dispatch the aircraft.
Otherwise at leas one iPad onboard must work

properly with access capability to FCOM. Continuing
flight without access capability to FCOM of all iPad is
not allowed.
Loss of capability to access FCOM At least one iPad onboard must work properly with
information after pushback/engine start access capability to FCOM. Continuing flight without
access capability to FCOM of all iPad is not allowed.
Necessary information to operate the aircraft is

available through the ECAM, QRH and FMS.

8. RISK ASSESSMENT
FAILURE CASE MITIGATION MEANS

Loss of acquisition & or processing of Continuing flight with all iPad losing of acquisition &
query before pushback/engine start or processing of a query is not allowed.
Loss of acquisition & or processing of Continuing flight with all iPad losing of acquisition &
query after pushback/engine start or processing of a query is not allowed.
Erroneous acquisition& or processing of Check the title of the displayed content before
a query (leading to the display of an reading.
irrelevant information)
Incomplete display of FCOM information Completeness of display of the Documentary Units is
ensured by the display of the DU title and the
“//END” tag.
8.5.3. Failure Cases and Mitigation Means – MEL
U
1. The additional items covered by the MEL and the supplementary inouts by TAM do not
impose any additional risk over the MEL conditions. As such, this MEL operational risk over
the MEL conditions. As such, this MEL operational risk analysis covers TAM MEL
PP
operational risk analysis.
2. The following scenarios are reffering only to on ground (dispatch) use of MEL module.
3. Consultation of MEL information is possible during the flight for information only.

K
Loss of capability to access MEL If access to the MEL is required, the flight is not
information before pushback/engine allowed unless crews are provided with MEL
start document (paper or electronic only)
D
Loss of capability to access MEL No effect. Consultation is for information only

information after pushback/engine
S.
start
Partial loss of information • Dispatch conditions fields shall never be
empty
• Completeness of display of Documentary
Units (DU) is ensured by the display of the DU
title and the “//END” tag.
• In the dispatch conditions field, the indication
of link to an operational procedure is
associated with a clear description of the
purpose of the operational procedure.
• The indication of a reference to a maintenance
procedure is always specified in the dispatch
conditions field
• Change access mode (linear/word search) in
case a field is detected empty.
Erroneous display of information • Dispatch conditions field repeats the
(leading to irrelevant data) information number installed vs number
required in another wording
• Cross check the title of the displayed content
with the associated ECAM alert and logbook
entry (as applicable) before reading

8. RISK ASSESSMENT
• Check the consistency between the MEL entry

(aircraft status and condition of dispatch) and
the reference & title of the MEL item
• Cross check “Repair Interval” with the dispatch
conditions
• Cross check “Nbs Required” and “Nbr
Installed” with the dispatch conditions
• Cross check the reference & title of
operational procedure with the reference &
title of the MEL item.
8.5.4. Failure Cases and Mitigation Means – CDL

Loss of capability to access CDL If access to CDL is required, the flight is not allowed
information before pushback/engine unless crew are provided with CDL document (paper
start. or electronic version).
U
Loss of capability to access CDL No effect. Consultation is for information only.
information after pushback/engine
PP
start.
Partial loss of information • Dispatch conditions fields shall never be

empty
• Completeness of display of Documentary
K
Units (DU) is ensured by the display of the DU

title and the “//END” tag
• Change access mode (linear/word search) in
D
case a field is detected empty

Erroneous display of information Cross check the content of the displayed
(leading to irrelevant data) Documentary Unit (CDL item reference & title,
S.
quantity installed) with the logbook information (CDL

item reference & title, number missing)

8. RISK ASSESSMENT
U
PP
K

D
S.

8. RISK ASSESSMENT
8.6. Risk Assessment For EQRH Module
8.6. RISK ASSESSMENT FOR EQRH MODULE

1. This section provides a detailed generic risk assessment for the use of the eQRH EFB
application instead of the paper QRH
2. This assessment takes into account both the following:
A. Mitigation of the risks before the use of eQRH by the flight crew
B. Mitigation of the risks during the use of the eQRH by the flight
3. The mitigatin means listed in the following table rely on the backup means to be used by the
flight crew in the case of a failure of the eQRH functions.
Failure OPS
Detection Means Mitigation Means
Conditions Consequences
Loss of display No access to the eQRH Inoperative application Use OLB or paper
before dispatch data QRH for
replacement
Loss of display after No access to the eQRH Inoperative application Use OLB
dispatch data
U
Loss of display of No access to the normal No display of normal Use OLB or paper
Normal Checklists checklists checklist normal checklist
PP
Loss of interactivity Not possible to change No change tp step Use OLB or paper
with Normal checklist/ step statuses statuses following pilot Normal checklist
checklists action
Loss of display of No access to the No display of Abnormal Use OLB or paper
Abnormal Abnormal procedures procedures Abnormal Normal
K
Procedures Checklist
Loss of interactivity
Not possible to change No change to Use OLB or paper
with Abnormal Procedure/ step procedure/ step Abnormal Normal
D
Procedures statuses statuses following pilot Checklist

action
Loss of the display No access to the No display of operation Use OLB
S.
of operational data operational data data
Erroneous Pilot The display does not The erroneous display is Check entries and
Entries (aircraft corresponds to the detected by the crew as retry as necessary.
registration, search, intended one the display of the entry If still erroneous, use
selectionof is incorrect OLB or paper
procedure)
Erroneous display ofThe displayed content is Not correct double layer Use OLB or paper of
Normal Checklists erroneous (loss of display or error Normal Checklist
content information unreadable message or incorrect
information or warning display
from the application,
etc)
Erroneous The interactivity The behavior od the Use OLB paper of
interactivity of behavior is erroneous application is not the Normal Checklist
Normal Checklist (validation not taken into one expected by the
account, spurious pilot as the display of
validation, etc) the entry is incorrect. In
case of interruption, the
pilot should ensure to
resume the procedure to
the last validated step
8. RISK ASSESSMENT
8.6. Risk Assessment For EQRH Module
Erroneous display of The displayed content is Not correct double layer Use OLB or paper of
Abnormal erroneous (loss of display or error Abnormal Checklist
Procedures content information, unreadable message or not correct
from the application,
etc)
Erroneous The interactivity The behavior of the Use OLB or paper of
interactivity of behavior is erroneous application is not the Abnormal Checklist
Abnormal (validation not taken into one expected by the
Procedures account, spurious pilot as the display of
validation…) the entry is incorrect. In
case of the interruption,
the pilot should ensure
to resume the procedure
to the last validated
step.
Erroneous display of The displayed content is Incorrect double layer Use OLB
operational data erroneous (loss of display or error
U
information, unreadable message or incorrect
from the application…)
PP
K
D
S.


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COVER

ELECTRONIC FLIGHT BAGS

PT. TRANSNUSA AVIATION MANDIRI

Address : JI. Cideng Timur No. 10-10A. Jakarta

Uncontrolled Copy When Printed

Uncontrolled Copy When Printed

Uncontrolled Copy When Printed

REVISIONS SHALL BE STUDIED IMMEDIATELY UPON RECEIPT AND INSERTED ON FIRST

Chapter Page Date Note

1. Previous manual is obsolete and should be destroyed.

Jakarta, 30 November 2021

Capt. Muh Zainal Abidin Capt. Heru Tri Perwiranto

TO-02-EFB Issued : 00 / Rev : 00 Date : 30 Nov 2021 Page : 1 of 2

Uncontrolled Copy When Printed

TO-02-EFB Issued : 00 / Rev : 00 Date : 30 Nov 2021 Page : 2 of 2

Uncontrolled Copy When Printed

LIST EFFECTIVE PAGES

CHAPTER PAGE REVISION No. DATE

Sub Chapter 1.2 2 of 2 00 30 Nov 2021

Sub Chapter 1.3 2 of 2 00 30 Nov 2021

Chapter 3 – EFB Management

TO-02-EFB Issued : 00 / Rev : 00 Date : 30 Nov 2021 Page : 1 of 4

CHAPTER PAGE REVISION No. DATE

Chapter 4 – Hardware Overview

Sub Chapter 4.4 1 of 2 00 30 Nov 2021

Sub Chapter 4.5 2 of 2 00 30 Nov 2021

Sub Chapter 4.6 2 of 2 00 30 Nov 2021

Chapter 5 – EFB Normal and Abnormal Procedures

TO-02-EFB Issued : 00 / Rev : 00 Date : 30 Nov 2021 Page : 2 of 4

CHAPTER PAGE REVISION No. DATE

Chapter 6 – Guids For Flysmart Users

Sub Chapter 6.4 2 of 16 00 30 Nov 2021

Sub Chapter 6.4 5 of 16 00 30 Nov 2021

Sub Chapter 6.4 7 of 16 00 30 Nov 2021

Chapter 7 – EFB Training For Flight Crews

TO-02-EFB Issued : 00 / Rev : 00 Date : 30 Nov 2021 Page : 3 of 4

CHAPTER PAGE REVISION No. DATE

Chapter 8 – Risk Assessment

Sub Chapter 8.4 1 of 2 00 30 Nov 2021

Sub Chapter 8.5 2 of 4 00 30 Nov 2021

Sub Chapter 8.5 4 of 4 00 30 Nov 2021

TRANSNUSA AVIATION MANDIRI ACCEPTED BY DGCA

(CAPT. HERU TRI PERWIRANTO) (CAPT. OMA SUDARMA)

TO-02-EFB Issued : 00 / Rev : 00 Date : 30 Nov 2021 Page : 4 of 4

2.3. TAM Responsibilities and EFB System Limitation ............................................................... 1

2.3.3. EFB Risk Assessment ................................................................................................. 2

TO-02-EFB Issued : 00 / Rev : 00 Date : 30 Nov 2021 Page : 1 of 4

4.1.4.1. Slide Over ............................................................................................................... 4

5.1.7. Approach & Landing.................................................................................................... 3

5.2.1. General ....................................................................................................................... 1

5.2.4. Single EFB Mounting Devices Failure ......................................................................... 1

6.4.2.2. Conditions panel. .................................................................................................... 8

8.5.2. Failure Cases and Mitigation Means – FCOM ............................................................. 1

8.6. Risk Assessment for EQRH Module ................................................................................... 1

TO-02-EFB Issued : 00 / Rev : 00 Date : 30 Nov 2021 Page : 3 of 4

INTENTIONALLY LEFT BLANK

TO-02-EFB Issued : 00 / Rev : 00 Date : 30 Nov 2021 Page : 4 of 4

TO-02-EFB Issued : 00 / Rev : 00 Date : 30 Nov 2021 Page : 1 of 2

TO-02-EFB Issued : 00 / Rev : 00 Date : 30 Nov 2021 Page : 2 of 2

1. ADMINSTRATION AND CONTROL

1.1.3.2. Replacement of Obsolete Operational Documents

1.1.4. Publication Authority

TO-02-EFB Issued : 00 / Rev : 00 Date : 30 Nov 2021 Page : 1 of 4