Flying with digital helpers: beware of unseen risks

Electronic aids (apps) on cell phones, iPads or other tablet PCs (Electronic Flight Board, or EFB for short) are very popular with pilots. However, it is important to be aware of the possible risks when using EFBs.

EFBs are feature-rich, easy to use and replace numerous paper documents such as ICAO charts or the VFR manual. These planning and navigation programs make it possible to plan a flight with just a few clicks, including fuel calculation, weight and balance calculation, weather and NOTAMS. During the flight, these digital aids guide you along the planned route thanks to GPS and provide the cockpit crew with appropriate airspace and terrain warnings. Even collision warning devices can be integrated, which display air traffic visually and also warn the pilot acoustically.

There is no doubt that these digital aids support pilots in both planning and in-flight navigation, especially when flying in foreign countries. However, studies and research reports also show limitations and risks that need to be known and taken into account. First of all, it must be ensured that the EFBs used are approved for the flight and that the data is up to date before take-off, otherwise incorrect information could be used for planning. Normally, the data is updated automatically when the EFB is connected to the network on the ground during planning. However, to be on the safe side, the last update date should be checked before each flight.

Mounting in the cockpit

There are two basic ways to install an EFB in the cockpit of an aircraft: the first is a fixed (permanent) installation. This must be approved either by EASA (for EASA aircraft) or by the BAZL (for non-EASA aircraft) or in accordance with CS STAN (Standard Change CS-SC105b INSTALLATION OF MOUNTING SYSTEMS TO HOLD EQUIPMENT). The second option concerns the attachment of EFBs, which are referred to as “loose equipment”. As the name suggests, these are devices that are not part of the certified configuration of the aircraft and are therefore not usually installed permanently. In this case, care must be taken to ensure that the mounting is in a suitable location and is sufficiently stable. The EFB must not fall into the aircraft controls and jam them, which has unfortunately already led to serious accidents.

Arrangement in the cockpit and use

EFBs can distract pilots just as much as cell phones distract drivers. Digital maps can be helpful for determining the current position. However, many pilots tend to concentrate too much on the EFBs. Incorrect positioning of the device in the cockpit or a (power) failure during the flight can also be problematic. The result: the time available for observing the airspace and terrain is significantly reduced and the risk of a dangerous proximity to another aircraft increases. Therefore, carrying backup devices or paper documents is not only advisable, but also safety-relevant.

Overheating or ignition

EFBs can quickly heat up when subjected to heavy use or sunlight. Therefore, power banks should only be used after the flight to avoid additional heating during the flight. EFBs are equipped with a safety device that temporarily switches them off or deactivates them when they are exposed to excessive heat. Nevertheless, a technical defect that leads to uncontrolled overheating or even a fire can never be ruled out. Therefore, the device should be protected from direct sunlight and operated in such a way that uncontrolled overheating is avoided.

Conclusion

EFBs are now an integral part of pilot equipment. It is therefore important to note the above points so that these tools can be used safely and add value to aviation safety. For this reason, we recommend reading documents that deal with the use and installation of portable electronic devices. For example, “Safety Sense No. 29 2021 – VFR ‹Moving Map› Devices ” from the CAA UK or FOCA-SAND 2023-004 are well worth reading. These documents are published in the “Safety Media & Documents” section.