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Important facts about implementation
- AOC holders who wish to use EFB technology must reflect this in their operations manual, which must include processes and Standard Operating Procedures covering hardware, software and data management and revision, as well as operator training.
- Be aware of the limitations of EFBs. Correct performance calculations are critical.
- Operators must carry documents and charts in accordance with CAR 233(1)(h), but these can be loaded onto an EFB. CAR 233(1)(h) will not change.
- Operators must identify and mitigate the risks of using EFB technology. Procedures need to be in place to minimise the risks posed by total or partial failure of the EFB, loss of data, or corrupt/erroneous inputs or outputs. Another electronic tablet device is an acceptable backup.
- A portable EFB with the Global Positioning System functionality can only be used for situational awareness. It is not an approved navigation system and cannot be used as the primary means of navigation.
- Private pilots may use commercially available software, tailored for the private pilot (example Jeppesen) to increase situational awareness during flight but not as a primary means of documentation or navigation. Electronic documentation needs to be provided by a CASA approved vendor.
- All EFB devices are required to meet appropriate industry-adopted environmental standards for electromagnetic interference/electromagnetic compatibility (EMI/EMC).
- The EFB power source should be designed so it can be deactivated at any time.
- Useful battery life must be established. If battery charging is not possible in the aircraft, an alternate power supply needs to be available. The heat generated by battery charging must not cause the EFB to shut down.