“DRAFT”

U.S. Department
of Transportation
Advisory
Federal Aviation
Administration Circular
Subject: Authorization for Use of Electronic Date: DRAFT AC No: 120-76D

Flight Bags Initiated by: AFS-400 Change:

1 PURPOSE OF THIS ADVISORY CIRCULAR (AC). This joint Flight Standards

Service (AFS) and Aircraft Certification Service (AIR) AC on the operational use of
Electronic Flight Bag (EFB) applications hosted on portable devices and installed
equipment provides guidance to:

 Assist operators and flightcrew in transitioning to an electronic format using EFB

applications listed in Appendices A, Type A Electronic Flight Bag (EFB)
Applications, and B, Type B Electronic Flight Bag (EFB) Applications; and
 Seek authorization for the operational use of EFB applications hosted on portable
devices or installed equipment evaluated by the operator as their means to display
operating information with an equivalent level of accessibility, usability, and
reliability to the means they replace. For guidance on the installation of components
supporting EFB applications, refer to the current edition of AC 20-173, Installation of
Electronic Flight Bag Components.

1.1 EFB Program. Operators seeking authorization under Title 14 of the Code of Federal
Regulations (14 CFR) part 121, 125, 135, or 91 subpart F (part 91F) and
part 91 subpart K (part 91K) will utilize the language within this AC to develop an EFB
program. The program specifics (e.g., operating procedures, pertinent training modules,
checklists, operations manuals, training manuals, maintenance programs, minimum
equipment lists (MEL), other pertinent documents, reporting procedures) are developed
and incorporated into operator policy before Federal Aviation Administration (FAA)
authorization can be granted. The information published within this policy should provide
operators considerations for EFB employment.

1.2 Requirements. This AC describes an acceptable means, but not the only means, for
operators conducting flight operations seeking authorization for the operational use of
EFB applications under part 121, 125, 135, or part 91F and part 91K. This AC is not
mandatory and does not constitute a regulation. However, if you use the means described
in this AC, you must follow it entirely. The term “must” is used to indicate mandatory
requirements when following the guidance in this AC. The terms “should” and
“recommend” are used when following the guidance is recommended but not required to
comply with this AC.

2 AUDIENCE. This AC should be used by system designers, installers, and operators

seeking design and use guidance for hosting EFB applications on both portable devices
and installed equipment.
DATE “ DRAFT” AC 120-76D

3 CANCELLATION. This AC cancels AC 120-76C, Guidelines for the Certification,

Airworthiness, and Operational Use of Electronic Flight Bags, dated May 9, 2014.

4 SUMMARY OF CHANGES. The FAA decided to revise this AC in order to:

 Clarify the definition of an EFB.

 Reorganize EFB application types and eliminate reference to Type C applications.
 Provide a pathway to add EFB applications to Appendices A and B.
 Generate language supporting an operator’s authorization for an EFB program.
 Align AC authorization process language with FAA Order 8900.1, Flight Standards
Information Management System (FSIMS), policy.
 Provide flexibility to operators for EFB program demonstration.
 Eliminate FAA headquarters (HQ) approval for EFB demonstration period reductions
and EFB battery backup mitigations.

5 WHAT IS AN EFB? An EFB is a portable device or installed equipment actively

displaying EFB applications. EFBs are characterized by the following:

 EFB functionality is provided by applications, which are limited to those listed in

Appendices A and B.
 EFB applications must ensure an equivalent level of accessibility, usability, and
reliability to the means they replace.
 EFB applications have no requirement to be installed or considered as part of aircraft
type design.
 The failure condition classification of EFB applications is considered to be minor or
no safety effect.
 EFB applications have no certification design, production, or installation approval
requirements and therefore lack formal design assurance, integrity, evaluation, and
testing.
 EFBs cannot be authorized to replace any installed equipment required by operational
or airworthiness regulations.

Note: Portable devices and installed equipment are not considered “EFBs” unless
they actively display EFB applications (i.e., when an installed multifunction
display (MFD) is displaying In-Trail Procedures (ITP), the display is not
considered an EFB; when the same MFD is authorized and actively displaying
aeronautical charts, it is then considered an EFB).

6 EFB APPLICATION TYPES. EFB applications are either Type A or Type B.

DATE “ DRAFT” AC 120-76D

6.1 Type A Applications:

 Are listed in Appendix A.

 Do not substitute for or replace any paper, system, or equipment required by
airworthiness or operational regulations pertaining to flight (i.e., aircraft movement
under its own power intended for flight).
 Have a failure severity considered to be no safety effect.
 Do not require formal assessment for use (i.e., although the Type A EFB application
is part of the operator’s EFB program, each Type A EFB application is not
individually evaluated by the FAA).
 Have no requirements for FAA design, production, or installation approval, including
formal evaluation and testing.
 May be hosted on either portable or installed components.

6.2 Type B Applications:

 Are listed in Appendix B.

 Do substitute for or replace any in-flight operational information required by
operating regulations.
 Do not substitute for or replace any installed system or equipment required by
airworthiness or operational regulations pertaining to flight.
 Have a failure condition classification considered to be minor.
 Require formal assessment for operational authorization for use by the FAA
(i.e., each Type B EFB application is individually evaluated by the FAA).
 Have no requirements for FAA design, production, or installation approval, including
formal evaluation and testing.
 May be hosted on either portable or installed components.

7 CAN ADDITIONAL APPLICATIONS BE ADDED TO THE EFB APPLICATION

LISTING? Intended functions found in published avionics policy, or not listed in
Appendices A and B, are defined as “non-EFB.” Non-EFB functions having published
avionics policy, or identified as similar, will likely continue to require installation
approval in much the same fashion as other legacy avionics systems. However, as new
capabilities emerge (e.g., Next Generation Air Transportation System (NextGen)), new,
non-avionics functions may be considered for addition to the EFB application listing
through AFS/AIR formal coordination and publication update in much the same way as
the applications listed in Appendices A and B were originally derived. For non-avionics
functions to be considered for inclusion in the EFB application listing, they must meet
both of the following criteria:

DATE “ DRAFT” AC 120-76D

 Failure condition classification of minor or no effect through a functional hazard

assessment (FHA), as defined by AIR; and
 FHA must be pre-coordinated with the FAA for review.

8 HARDWARE SUPPORTING EFB APPLICATIONS. Portable components

supporting EFB applications are considered portable electronic devices (PED). For a PED
to be considered an EFB, the PED must actively display Type A and/or Type B software
application(s). In the context of this AC, EFB equipment components supporting EFB
applications are “installed” when they are incorporated into aircraft type design under
14 CFR part 21, or as a proper alteration under 14 CFR part 43, § 43.3. All other
components supporting EFB functionality are considered “portable,” regardless of how
often they are removed from the aircraft. In order for portable EFB hardware to support
EFB applications, installation of at least some EFB components may be required
depending on requirements for positional integrity (e.g., installed mounts), continuity of
power (e.g., dedicated primary power port), and data connectivity (e.g., Wireless Fidelity
(WiFi), Ethernet). For guidance on the design of installed components supporting EFB
functionality, refer to the current edition of AC 20-173.

8.1 PED. A PED is any piece of lightweight, electrically-powered equipment. These devices
are typically consumer commercial off-the-shelf (COTS) electronic devices functionally
capable of communications, data processing, and/or utility1 (reference PED ARC report –
September 2013
. The use of any PED in an aircraft is subject to compliance with PED
regulations (part 91, § 91.21, part 121, §121.306, part 125, § 125.204, and part 135,
§ 135.144) and must be evaluated by the user/operator prior to use to ensure the PED will
not interfere in any way with the operation of aircraft. The definition of a PED is
intended to encompass Transmitting Portable Electronic Device (T-PED). Compliance
with PED regulations is further explained in the current edition of AC 91.21-1, Use of
Portable Electronic Devices Aboard Aircraft.

8.2 Portable EFB. For a PED to be considered an EFB, the PED must actively display
Type A and/or Type B EFB application(s) (i.e., when a PED is displaying personal email,
the PED is not considered an EFB; when the same PED is authorized and actively
displaying aeronautical charts, it is then considered an EFB).

8.2.1 Portable EFB Hardware Components.

 Must be capable of being easily removed from or attached to their mounts by

flightcrew personnel without tools or maintenance action.
 Can be temporarily connected to an existing aircraft power port for battery
recharging.
 May connect to aircraft power, data ports (wired or wireless), or installed antennas,
provided those connections are installed in accordance with AC 20-173.

Note: Section 121.542(d) prohibits flightcrew members from using a personal

wireless communications device or laptop computer for personal use while at
their duty station on the flight deck while the aircraft is being operated, unless it is

DATE “ DRAFT” AC 120-76D

in accordance with FAA-approved operational procedures. This prohibition is

intended to ensure that non-essential activities do not affect flight deck task
management or cause a loss of situational awareness during aircraft operation
(refer to Information for Operators (InFO) 14006, Prohibition On Personal Use of
Electronic Devices On the Flight Deck). Additionally, training of flight deck
crewmembers on the use of portable EFBs should reinforce that, when an
authorized portable EFB actively displays a software application not covered in
Appendices A and/or B, it is no longer functioning as a portable EFB and is
considered a personal PED.

8.3 Installed EFB Hardware Considerations. EFB equipment components supporting EFB
applications are “installed” when they are incorporated into aircraft type design under
part 21 or as a proper alteration under § 43.3. Airworthiness regulations do not apply to
portable EFB components other than for specifications associated with the installed
components (i.e., mounting (size and weight), power (maximum electrical load, voltage,
and current frequency), and data connectivity (input/output (I/O) data specifications and
security)). For guidance on the installation of EFB components, refer to AC 20-173.

9 EVALUATION OF PORTABLE HARDWARE COMPONENTS.

9.1 Portable EFB Electromagnetic Compatibility (EMC) Demonstration. The certificate

holder/operator must demonstrate the portable EFB and cables for data or power to be
used are electromagnetically compatible with aircraft navigation and communication
systems. One of the following methods in subparagraphs 9.1.1, 9.1.2, or 9.1.3 must be
accomplished to demonstrate portable EFB EMC with aircraft for all phases of flight.
Subparagraph 9.1.4 provides additional guidance and recommendations.

9.1.1 PED-Tolerant Aircraft. Aircraft demonstrated as PED-tolerant for both transmitting and
non-transmitting PEDs do not require specific aircraft EMC ground or flight tests.
Aircraft PED tolerance may be demonstrated using guidance in the current editions of
AC 20-164, Designing and Demonstrating Aircraft Tolerance to Portable Electronic
Devices, and RTCA/DO-307, Aircraft Design and Certification for Portable Electronic
Devices (PED) Tolerance. The aircraft PED tolerance determination under AC 20-164
should be based on data approved by an Aircraft Certification Office (ACO). Aircraft
operators who have performed a PED safety risk assessment in accordance with
InFO 13010, Expanding Use of Passenger Portable Electronic Devices (PED), dated
October 28, 2013, and the supplemental job aid in InFO 13010SUP, FAA Aid to
Operators for the Expanded Use of PEDs, dated June 9, 2014, and determined specific
aircraft models were certified as PED-tolerant in accordance with AC 20-164 and
RTCA/DO-307 require no further portable EFB EMC ground or flight tests for those
aircraft.

9.1.2 Aircraft Operator PED Safety Risk Assessment. Aircraft operators may choose to expand
their policies covering the use of PEDs for all phases of flight in accordance with
InFO 13010 and the supplemental job aid in InFO 13010SUP. Aircraft operators who
have successfully completed the PED safety risk assessment in InFO 13010 and

DATE “ DRAFT” AC 120-76D

InFO 13010SUP and allow unrestricted PED use throughout all phases of flight do not
have to complete portable EFB EMC-specific ground or flight tests.

9.1.3 Aircraft EMC Tests. The certificate holder/operator should use this method if the
operator’s aircraft are not determined to be PED-tolerant in subparagraph 9.1.1 or the
aircraft operator’s PED safety risk assessment in subparagraph 9.1.2 requires limitations
on PED use, or the portable EFB is intended to be charged during taxi, takeoff, approach,
landing, and non-cruise phases of flight.

9.1.3.1 Radio Frequency (RF) Emissions. The certificate holder/operator should

acquire the RF emissions characteristics of the PED through the current
edition of RTCA/DO-160, Environmental Conditions and Test Procedures for
Airborne Equipment, Section 21, Emission of Radio Frequency Energy, RF
emissions tests or through PED data submission to the Federal
Communications Commission (FCC). The FCC test data can be found at
http://transition.fcc.gov/oet/ea/fccid using the FCC ID printed on the PED
hardware. The certificate holder/operator should inspect the test results from
Section 21 of RTCA/DO-160 or the FCC test report to determine frequencies
potentially interfering with aircraft radio receivers. These potential
interference frequencies should be checked on the aircraft radio receivers
during aircraft EMC ground testing.

9.1.3.2 EMC Ground Tests. Perform aircraft EMC ground tests. The aircraft should
be configured in preparation for taxi, doors and access panels should be
closed, and ground-based electrical power disconnected. The aircraft electrical
and electronic systems should be powered from the aircraft generator(s).

Note: The aircraft EMC ground tests should demonstrate portable EFB
EMC with aircraft navigation and communication systems for each
aircraft make, model, and series (M/M/S) in which the portable EFB
will be operated. Operate the specific portable EFB equipment on the
aircraft to show no interference with aircraft equipment occurs. The
aircraft EMC tests should demonstrate RF emissions from the
equipment do not interfere with safety-related aircraft systems,
particularly aircraft radio receivers, and aircraft systems required by
regulations, such as flight data recorders (FDR). These EMC tests
should be based on a source-victim matrix, where the portable EFB is
the potential source of interference and the safety-related aircraft
systems and aircraft systems required by regulations are the potential
victim systems. The operating modes for the portable EFB and the
potential interference victim systems should be defined in the
source-victim matrix. Special test equipment might be required to
simulate in-flight operating conditions.

9.1.3.2.1 If RF emissions tests have been performed using RTCA/DO-160, Section 21,
the aircraft radio receiver channels should be selected based on inspection of
the emissions test results in the aircraft radio receiver frequency bands.

DATE “ DRAFT” AC 120-76D

9.1.3.2.2 Certain radio receivers with no direct indication of receiver performance, such
as transponders and Global Navigation Satellite Systems (GNSS), might
require specific procedures or instrumentation to determine acceptable
performance.

9.1.3.2.3 If the portable EFB includes a transmitter, such as a WiFi, cellular, or

Bluetooth transmitter, the user/operator should demonstrate the portable EFB
transmitter will not adversely affect other aircraft systems during the aircraft
EMC ground tests. The portable EFB transmitters should be configured to
operate at their maximum RF output power during the aircraft EMC ground
tests.

9.1.3.3 Aircraft EMC Flight Tests. The certificate holder/operator should conduct
EMC flight tests if the portable EFB aircraft EMC ground tests cannot
adequately simulate the in-flight environment or when the systems being
evaluated for susceptibility cannot be operated on the ground.

9.1.4 Qualify Portable EFB for Radiated RF Emissions. Operators are encouraged to qualify
the portable EFBs for radiated RF emissions based on an aviation standard, such as
RTCA/DO-160, Section 21, or an equivalent standard. The user/operator should use the
emission limits in Categories L, M, or H from Section 21 of RTCA/DO-160. Experience
has shown successful qualification using these categories provides high assurance the
equipment will not interfere with aircraft radios or other aircraft electrical or electronic
equipment or systems. Tests using the limits in Category B from Section 21 are not
sufficient because they provide very little assurance the EFB PED will not interfere with
aircraft radios, electrical systems, or electronic systems.

9.2 Rapid Decompression Testing.

9.2.1 Representative Sample. To provide some level of assurance of functional capability

during a decompression event, decompression testing must be accomplished on
representative samples of powered EFB component make and model configurations. It is
the responsibility of the operator to provide documentation showing these tests have been
accomplished on at least one representative sample of each make and model of powered
EFB component. Representative testing is an appropriate level of testing for modern
solid-state devices. The testing of operational EFBs should be avoided when possible to
preclude the infliction of unknown damage to the unit during testing.

9.2.2 Rapid Decompression Testing. Rapid decompression testing must be accomplished for
authorization of EFBs utilizing Type B applications in pressurized aircraft, unless
alternate procedures or a paper backup is available to obtain information from Type B
applications. When using only Type A applications on an EFB, rapid decompression
testing is not required. The information from the rapid decompression test is used to
establish the procedural requirements for the use of the EFB in a pressurized aircraft.
Rapid decompression testing must comply with RTCA/DO-160 guidelines for rapid
decompression testing up to the maximum operating altitude of the aircraft in which the
EFB is to be used. Similarity of a particular EFB to a unit already tested may be used to

DATE “ DRAFT” AC 120-76D

comply with this requirement. It is the responsibility of the operator to provide the
rationale for the similarity.

9.3 Electrical Power Source. EFB design must consider the source of electrical power, the
independence of the power sources for multiple EFBs, and the potential need for an
independent battery source. Battery-powered EFBs having aircraft power available for
recharging the EFB battery are considered to have a suitable backup power source. EFBs
not having a battery power source are required to have the EFB connected to an aircraft
power source. For guidance on the design and installation of aircraft electrical power
sources, refer to AC 20-173.

9.3.1 Battery Backup. Useful battery life must be established and documented for
battery-powered EFBs. Aircraft operators must be able to determine the useful life of the
EFB battery. Each battery-powered EFB providing Type B EFB applications must have
at least one of the following before departing the gate:

 An established procedure to recharge the battery from aircraft power during flight
operations; or
 A battery or batteries with a combined useful battery life to ensure the EFB is
operational during taxi and flight operations to include diversions and reasonable
delays considering duration of flight; or
 An acceptable mitigation strategy providing availability of aeronautical information
for the entire duration of flight, authorized by the principal inspector (PI) with
certificate oversight responsibility.

9.3.2 Battery Replacement. Battery replacement intervals must meet or exceed Original
Equipment Manufacturer (OEM) recommendations. If the EFB manufacturer has not
specified a battery replacement interval, then the original battery (or cell) manufacturer’s
specified replacement interval must be adhered to.

9.3.3 Lithium Batteries. Rechargeable lithium-type batteries are becoming more common as a
source of principal power or standby/backup power in EFBs. Lithium-ion or
lithium-polymer (lithium-ion polymer) batteries are two types of rechargeable lithium
batteries commonly used to power EFBs. The word “battery” used in this AC refers to the
battery pack, its cells, and its circuitry.

9.3.3.1 Safety Concerns. These types of batteries are vulnerable to overcharging and
over-discharging, which can (through internal failure) result in overheating.
Overheating may result in thermal runaway, which can cause the release of
either molten lithium or a flammable electrolyte. Once one cell in a battery
pack goes into thermal runaway, it produces enough heat to cause adjacent
cells to also go into thermal runaway. The resulting fire can flare repeatedly as
each cell ruptures and releases its contents. For additional information, refer to
Safety Alerts for Operators (SAFO) 09013, Fighting Fires Caused by Lithium
Type Batteries in Portable Electronic Devices.

DATE “ DRAFT” AC 120-76D

9.3.3.2 Design Recommendation. We recommend the rechargeable lithium-type

battery design be compliant with the provisions of the current edition of
Institute of Electrical and Electronic Engineers (IEEE) 1625-2008, IEEE
Standard for Rechargeable Batteries for Multi-Cell Computing Devices. This
standard drives design considerations for system integration, cell, pack, host
device, and total system reliability. It also covers how to maintain critical
operational parameters with respect to time, environment, extremes in
temperature, and the management of component failure.

9.3.3.3 Related Regulations. There are other regulations applicable to the use of
lithium batteries onboard aircraft, including the Department of Transportation
(DOT) regulations for air travel found in Title 49 of the Code of Federal
Regulations (49 CFR) part 175, § 175.10. DOT regulations do not allow more
than 25 grams of equivalent lithium content (ELC) or 300 watt-hours per
battery pack in air travel. Additional information can be found at
http://safetravel.dot.gov. DOT regulations apply to the shipment of
lithium-ion batteries, not to batteries installed in PEDs. However, if spare
batteries are carried, operators should refer to current DOT regulations.

9.3.3.4 Lithium Battery Safety and Testing Standards. Due to their proximity to
the flightcrew and potential hazard to safe operation of the aircraft, the use of
rechargeable lithium-type batteries in portable EFBs located in the aircraft
flight deck call for the following standards. Operators must provide evidence
of the following testing standards to determine whether rechargeable
lithium-type batteries used to power EFBs are acceptable for use and for
recharging. Operators must provide evidence of the standards in
subparagraphs 9.3.3.4.1 and either 9.3.3.4.2, 9.3.3.4.3, or 9.3.3.4.4. Refer to
the following current editions:

9.3.3.4.1 United Nations (UN) Transportation Regulations.

UN ST/SG/AC.10/11/Rev.5, Recommendations on the Transport of
Dangerous Goods, Manual of Tests and Criteria.

9.3.3.4.2 Underwriters Laboratory (UL). UL 1642, Standard for Lithium Batteries;

UL 2054, Standard for Household and Commercial Batteries; and
UL 60950-1, Information Technology Equipment - Safety.

Note: Compliance with UL 2054 indicates compliance with UL 1642.

9.3.3.4.3 International Electrotechnical Commission (IEC). International Standard

IEC 62133, Secondary cells and batteries containing alkaline or other
non-acid electrolytes - Safety requirements for portable sealed secondary
cells, and for batteries made from them, for use in portable applications.

9.3.3.4.4 RTCA/DO-311, Minimum Operational Performance Standards for

Rechargeable Lithium Battery Systems. An appropriate airworthiness testing
standard, such as RTCA/DO-311, can be used to address concerns regarding

DATE “ DRAFT” AC 120-76D

overcharging, over-discharging, and the flammability of cell components.

RTCA/DO-311 is intended to test permanently-installed equipment; however,
these tests are applicable and sufficient to test EFB rechargeable lithium-type
batteries. If RTCA/DO-311 is used, then RTCA/DO-311, Table 4-1, and
Appendix C, Additional Resources, should be used for guidance on applicable
testing.

9.3.3.5 Showing Compliance. The operator must possess records showing

compliance to these battery standards during the authorization to use the EFB.
These records may be available from the EFB manufacturer or the battery’s
OEM.

9.3.3.6 Rechargeable Lithium-Type Battery Maintenance, Storage, and

Functional Check. Operators must have documented maintenance procedures
for their rechargeable lithium-type batteries. These procedures must meet or
exceed the OEM’s recommendations. These procedures should address
battery life, proper storage and handling, and safety. There should be methods
to ensure the rechargeable lithium-type batteries are sufficiently charged at
proper intervals and have periodic functional checks to ensure they do not
experience degraded charge retention capability or other damage due to
prolonged storage. These procedures should include precautions to prevent
mishandling of the battery, which could cause a short circuit, damage, or other
unintentional exposure or possibly resulting in personal injury or property
damage. All replacements for rechargeable lithium batteries must be sourced
from the OEM and repairs must not be made.

9.4 Use of Aircraft Electrical Power Sources. Appropriate labels should identify the electrical
characteristics (e.g., 28 volts direct current (VDC), 1,500 milliamps (mA), 60 or
400 hertz (Hz)) of electrical outlets for portable EFB electrical connections. Conduct an
electrical load analysis (ELA) to replicate a representative EFB device to ensure
powering or charging the EFB will not adversely affect other aircraft systems and power
requirements remain within power load budgets. Additional actions and application of
airworthiness regulations are not applicable to the internal elements of portable EFBs
unless specified in this AC. For guidance on the use of aircraft electrical power sources,
refer to AC 20-173.

9.5 Stowage Area for EFB. EFB stowage is required for all EFBs not secured in or on a
mounting device. If an EFB mounting device is not provided, designate an area to stow
the EFB. Stowage requires an inherent means to prevent unwanted EFB movement when
not in use. Do this in a manner to prevent the device from jamming flight controls,
damaging flight deck equipment, or injuring flightcrew members should the device move
about as a result of turbulence, maneuvering, or other action. The stowage area should
not obstruct visual or physical access to controls and/or displays, flightcrew ingress or
egress, or external vision. Acceptable stowage locations for a portable EFB include the
inside compartments of the pilot’s stowed flight bag.

10

DATE “ DRAFT” AC 120-76D

9.5.1 Viewable Stowage. A portable device secured in an existing provision with the intended
function to hold charts or an acceptable, temporarily-secured portable device, viewable to
the pilot (e.g., kneeboards, suction cups). EFBs having applications for aeronautical
charts, approach charts, or an electronic checklist (ECL) must be appropriately secured
and viewable during taxi, takeoff, approach, landing, and non-cruise phases of flight, and
must not interfere with flight control movement. Appropriately secured and viewable
may be provided by temporary securing solutions or installed mounts.

10 EFB DESIGN CONSIDERATIONS.

10.1 Integrity. Information contained in the data files should be of sufficient integrity to
perform the intended use without producing false or hazardously misleading information.
It is subsequently maintained through data updates, software revision procedures,
flightcrew feedback, and operational oversight. A process for continuous fault or anomaly
reporting by the users is essential to an effective EFB program. This is initially
accomplished through the evaluation process and the demonstration period.

10.2 Usability. It is necessary to evaluate the human factors (HF)/pilot interface

characteristics of the EFB. Special attention should be paid to new or unique features
affecting pilot performance. The EFB user interface should be consistent and intuitive
within and across various EFB applications. The interface design (including, but not
limited to, data entry methods, color-coding philosophies, terminology, and symbology)
should be consistent across the EFB applications. The information displayed on the EFB
must be provided in a clear and unambiguous manner.

10.3 Legibility. Information displayed on the EFB must be legible to the typical user at the
intended viewing distance(s) and under the full range of lighting conditions expected on a
flight deck, including use in direct sunlight. Users should be able to adjust the screen
brightness of an EFB independently of the brightness of other displays on the flight deck.
Brightness should be adjustable in fine increments. In addition, when incorporating an
automatic brightness adjustment, it should operate independently for each EFB in the
flight deck. Consideration should be given to long-term display degradation as a result of
abrasion and aging. The EFB must not produce objectionable glare or reflections
adversely affect the pilot’s visual environment.

10.4 Responsiveness of Application. The EFB should provide clear, unambiguous, and
positive feedback to the user to indicate when user input is accepted. If the EFB is busy
for an atypical time with internal tasks precluding immediate processing of user input
(e.g., calculations, self-test, or data refresh), the EFB should display a “system busy”
indicator (e.g., clock icon) to inform the user the system is occupied and cannot process
inputs immediately. The timeliness of system response to user input should be consistent
with an application’s intended function and the associated crew task. The feedback and
system response times should be predictable to avoid flightcrew distractions and/or
uncertainty.

10.5 Off-Screen Text and Content for Cursor Control Devices. If the document segment is
not visible in its entirety in the available display area, such as during “zoom” or “pan”

11

DATE “ DRAFT” AC 120-76D

operations, the existence of off-screen content should be clearly indicated in a consistent

way. For some intended functions it may be unacceptable if certain portions of
documents are not visible. The basis of this evaluation should be on the application and
intended operational function. If there is a cursor, it should be visible on the screen at all
times while in use. The default position should be easily accessible after any active
manipulation (e.g., zooming, panning, or decluttering).

10.6 Active Regions. Active regions are regions to which special user commands apply. The
active region can be text, a graphic image, a window, a frame, or another document
object. If the display uses active regions, these regions should be clearly indicated.

10.7 Managing Multiple Open Applications and Documents. The electronic document
application should provide continuous indication of which application and/or document is
active if the system supports multiple open documents, or if the system allows multiple
open applications. The active document is the one currently displayed and responding to
user actions. Under nonemergency, normal operations, the user should be able to select
which of the open applications or documents is currently active. In addition, the user
should be able to find which open flight deck applications are running and switch to any
one of these open applications easily. The user should also be able to open a new
application quickly and easily. When the user returns to an application running in the
background, it should appear in the same state as when the user left the application, other
than differences associated with the progress or completion of processing performed in
the background.

10.8 Controls. All controls must be within reach and view of the appropriate crewmember
from their normally seated position on the flight deck. The EFB must not visually
obstruct other controls and instruments. In choosing and designing input devices, such as
keyboards, touch screens, or cursor-control devices, operators should consider the type of
entry to be made and flight deck environmental factors, such as turbulence and other
normal vibrations affecting the usability of the input device. For touch screens, pilots
may need physical locations or structures (i.e., armrests) to stabilize their arm, hand, and
fingers in order to make accurate inputs. Ensure touch screens do not result in
unacceptable levels of pilot workload and error rates. The performance parameters of
cursor-control devices are typically tailored for the intended application function as well
as for the flight deck environment. Input devices should provide feedback to indicate
when they are operational. Since touch screens provide little or no tactile feedback or
control motion, visual and/or aural or other touch activation feedback is especially
important. Other touch screen considerations include selecting the touch technology
(i.e., resistive or capacitive), controlling screen contaminates which may reduce
readability (e.g., skin oils, perspiration), and mitigating inadvertent operation.

10.9 System Error Messages. If an application is fully or partially disabled, or is not visible
or accessible to the user, it may be desirable to have a positive indication of its status to
the user upon request. Certain nonessential applications, such as email connectivity and
administrative reports, may require an error message when the user actually attempts to
access the function, rather than an immediate status annunciation when a failure occurs.
Messages should be operationally relevant and limited to minimize the adverse effects on

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flightcrew workload. EFB status and fault messages should be prioritized, and the
message prioritization scheme evaluated and documented. When messages are being
displayed, and there are additional messages in the queue that are not currently displayed,
there should be an indication that the additional messages exist.

10.10 Data Entry Screening and Error Messages. If user-entered data is not of the correct
format or type needed by the application, the EFB should not accept the data. The EFB
should provide an error message clearly communicating to the flightcrew which entry is
suspect and specifies what type of data it expects. The EFB system and application
software should incorporate input error checking to detect input errors at the earliest
possible point during entry, rather than on completion of a possibly lengthy invalid entry.

10.11 Error and Failure Modes.

10.11.1 Flightcrew Error. The system design should minimize the occurrence and effects of
flightcrew error and enable the flightcrew to detect and manage errors that do occur. For
example, terms for specific types of data or the format for entry of latitude/longitude
should be the same across systems. Data entry methods, color-coding philosophies, and
symbology should be as consistent as possible across the various hosted EFB
applications. The possible effects of undetected errors in each EFB application should be
evaluated. The evaluation should address the adequacy of the user interface, accessibility
of controls, ability to view controls, annunciations, displays and printers, and the effect
on flightcrew workload and head-down time. The evaluation should also consider the
effects of flightcrew (procedural) errors determined by feedback from flightcrews.

10.11.2 Identifying Failure Modes. The EFB system should be capable of alerting the flightcrew
of probable EFB application/system failures.

10.12 Flightcrew Workload. The EFB software design should minimize flightcrew workload
and head-down time. The positioning, use, and stowage of the EFB should not result in
unacceptable flightcrew workload. Avoid complex, multi-step data entry tasks during
taxi, takeoff, approach, landing, and non-cruise phases of flight. An evaluation of EFB
intended functions should include a qualitative assessment of incremental pilot workload,
as well as pilot system interfaces and their safety implications. If the intended function of
an EFB includes use during taxi, takeoff, approach, landing, non-cruise phases of flight,
or abnormal and emergency operations, its use should be evaluated during simulated or
actual aircraft operations under those conditions.

10.13 Electronic Display of Aeronautical Charts.

10.13.1 Compatibility to Paper. Electronic aeronautical charts should provide a level of

information comparable to paper charts.

10.13.2 Legibility. Visual, instrument, and aerodrome charts (refer to International Civil
Aviation Organization (ICAO) Annex 4) should contain the information necessary, in
appropriate form, to conduct the operation at a level of safety at least equivalent to the
reliability provided by paper charts. The screen size and resolution must be
demonstrated to display information in a comparable manner to paper aeronautical

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charts and the data it is intended to replace. The information should be equally readable
to the paper chart it is replacing, in both light and dark conditions.

10.13.3 Instrument Approach Procedures (IAP). The screen must display an IAP chart in an
acceptable aeronautical chart format similar to a published paper chart. The screen must
be large enough to show the entire standard format one-page IAP chart all at once, with
a degree of legibility and clarity equivalent to the paper chart being replaced. This
requirement is not meant to preclude panning and zooming features, but is intended to
prevent a workload increase during the approach phase of flight. Alternate
representations of IAP charts will need to be evaluated for operational suitability by the
Aircraft Evaluation Group (AEG) for functionality and human factors.

10.13.4 Aeronautical Charts. Aeronautical navigation charts (i.e., visual flight rules (VFR)
navigation charts, low and high altitude en route charts, and terminal procedure
publications) will need to be evaluated for operational suitability. Panning, scrolling,
zooming, rotating, or other active manipulation is permissible for these Type B
applications for meeting legibility requirements. An EFB display may not be capable of
presenting an entire aerodrome chart (airport diagram) if the chart is the expanded detail
(fold over) type. In this case, a moving map-centering feature may be desirable.
Aerodrome charts must include all information useful for airport operation. Any active
manipulation (e.g., zooming, panning, or decluttering) should be easily returned to the
default position.

10.13.5 Flight Standardization Board (FSB)/Operational Suitability Report (OSR). FSB/OSR

reports addressing electronic aeronautical charts may be available in Order 8900.1.

10.14 Applications Supported by Data Link.

10.14.1 Meteorological Information (MET)/Aeronautical Information Service (AIS) Products.

Data link supported EFB applications may display approved sources of weather for
strategic/flight planning purposes. Weather and aeronautical information such as
data-linked MET and AIS products are for advisory use only. These products are
intended to enhance situational awareness, but lack the service delivery reliability and
updating necessary for tactical maneuvering/use. Do not use data-linked MET and AIS
products making tactical in-flight decisions regarding flight safety when avoiding
adverse weather, airspace, or obstacle hazards (e.g., negotiating a path through a weather
hazard area). Instead, current data-linked MET and AIS products support strategic
decisionmaking (e.g., route selection to avoid a weather hazard area in its entirety) and
flight planning. For more information on this subject, refer to the current editions of
AC 00-45, Aviation Weather Services, and AC 00-63, Use of Cockpit Displays of
Digital Weather and Aeronautical Information.

10.14.2 Graphical Weather Information. Data link graphical weather from sources such as
XM radio and next generation weather radar (NEXRAD) may be from approved sources
of advisory weather information and can only be used for strategic/flight planning
purposes. Do not use data link graphical weather information for tactical decisions
during taxi, takeoff, approach, landing, and non-cruise phases of flight, because data

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quality is uncontrolled for aviation use. Do not use data link graphical weather data as a
substitute for airborne weather radar or thunderstorm detection equipment.

10.15 Database Accuracy and Quality. Database errors can have a significantly greater
impact on the flightcrew than other elements of the EFB. With this in mind, the EFB
should have a database with appropriate quality control (QC) systems, and should be
based on accuracy standards to avoid the potential presentation of hazardously
misleading information. When developing the database and data quality requirements, we
recommend the use of the current edition of RTCA/DO-200, Standards for Processing
Aeronautical Data. Databases utilizing raster aeronautical charts should use the guidance
in the current edition of RTCA/DO-257, Minimum Operational Performance Standards
for the Depiction of Navigational Information on Electronic Maps, appendix F, to
determine the level of accuracy and resolution supported, as well as guidance on the
appropriate use of colors for raster aeronautical charts. A means to identify the database
version, effective date, and valid operating period must be provided. For Type B
applications displaying own-ship position intended for airport surface operations, design
of the system should never exceed a maximum total error budget of 40 meters accuracy
for the combination of database error and position source error. The 40 meter accuracy
requirement is based on half the separation of taxiways at aerodrome code letter E, as
specified in ICAO Annex 14. A statement of the QC processes applied and database
accuracy by the database manufacturer should suffice for determination of database error
contribution to the total error budget.

10.16 Display of Own-Ship Position. The display of an own-ship symbol limited to the airport
surface is identified by this AC as a Type B application and is limited to functions having
a failure condition classification considered to be a minor hazard or less, and only for use
at speeds of less than 80 knots (kts). Type B applications using own-ship may be
considered only an aid to situational awareness; no use in operations other than as an aid
to situational awareness will be authorized (i.e., not appropriate for surface navigation,
surface alerting, time-based operations, guidance, maneuvering, and control functions).
Display of own-ship position on the airport surface as a Type B application is intended to
help flightcrews orient themselves on an airport chart/map, and to improve pilot
positional awareness during taxi, takeoff, and upon landing. Type B applications using
display of own-ship position on the airport surface assume compliance with the
operational guidelines in the current edition of AC 120-74, Parts 91, 121, 125, and 135
Flightcrew Procedures During Taxi Operations. Airborne and surface functions with a
failure condition classification of major hazard or higher, including depiction of own-ship
position in-flight, are identified as “non-EFB” and require approved software
(refer to AC 20-173). Do not use this AC to add own-ship position in-flight on portable
EFB devices. If you use the means described in this AC to display own-ship position on
the airport surface as a Type B application, you must follow it entirely.

10.16.1 Own-Ship Position Source and Display Characteristics. The use of an installed Global
Navigation Satellite System (GNSS) position source is recommended. Portable EFBs
with no data access to installed aircraft systems may consider use of a portable
(internal or external) GNSS source, pending completion of a successful evaluation.
Type B applications which display own-ship position limited to airport surface

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operations may be utilized, pending successful evaluation of the application software for
operational suitability and must be tested and proven accurate by the applicant utilizing
the Type B Electronic Flight Bag (EFB) Software Application(s) Displaying Own-ship
Position Limited to Airport Moving Map for Surface Operations: Aircraft Operator
Checklist and FAA Principal Inspector (PI) Job Aid, which can be downloaded from the
FAA’s Web-based Operations Safety System (WebOPSS) paragraph A061 guidance tab,
or Flight Standards Information Management System (FSIMS), Publications, Other
Documents, Electronic Flight Bag Checklists and Job Aids section. To display own-ship
position, Type B applications must incorporate the following design features and
limitations:

10.16.2 Airborne Display. Remove own-ship when calculated speed exceeds 80 kts ground
speed. This ensures no own-ship when aircraft is airborne, even if within the airport
diagram boundary.

10.16.3 Airport Map. For design of an airport moving map display (AMMD) with own-ship
depiction, we recommend using appropriate elements of RTCA/DO-257. When
developing the AMMD application and the data quality requirements, the applicable
requirements of the current edition of RTCA/DO-272, User Requirements for
Aerodrome Mapping Information, section 3, should be utilized. Type B application
software displaying own-ship position limited to airport surface operations must perform
its intended function and not create a hazard to the aircraft or its occupants. Controls,
labeling, use of colors, symbology, behavior, responsiveness, and map features should
follow the guidance in current edition of RTCA/DO-257 and may need to be evaluated
for operational suitability by the FSB process. Any additional intended functions
displaying own-ship position, which are limited to airport surface operations only and a
minor failure condition classification, should address performance standards established
for those functions and perform its intended function so as to not create a hazard to the
aircraft or its occupants.

10.16.4 Directionality. Change own-ship to a non-directional (circular) depiction when heading

is not available or cannot be calculated based on GNSS data.

10.16.5 GNSS Data Stream. Remove own-ship if the GNSS data stream stops. This will guard
against a “frozen” own-ship condition caused by position source signal loss with the
EFB, or the GNSS device losing charge/power source. Design the EFB system to
monitor the GNSS data stream health for a regular stream of position updates
(e.g., every second for systems updating at 1 Hz). Remove own-ship if the GNSS
position does not update as expected for three consecutive update cycles (e.g., three
seconds for systems updating at 1 Hz).

10.16.6 GNSS Accuracy. Remove own-ship if GNSS source is indicating accuracy exceeding its
allocation as part of the maximum allowable total error budget of 40 meters (e.g., for
systems utilizing a total error budget of 40 meters, with 25 meters being allocated to
database error, the maximum allocation for position source accuracy would be
15 meters).

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10.16.7 Map Zoom. Design the application to include a maximum zoom limitation to help
visually constrain and highlight the display of own-ship position is insufficient to
directly support maneuvering. The level of zoom should be limited to providing
supplemental position awareness only. The current level of zoom should be indicated on
the display. Ensure the range of display zoom level is compatible with the position
accuracy of the own-ship symbol.

10.16.8 Visual Check Training. Crewmember training, to use display of own-ship position on
the airport surface, must include visual check procedures to require the pilot to do visual
checks of outside airport signage and markings against the depicted airport map to verify
the own-ship symbol is shown at the same location. Training should also include proper
error reporting procedures for crewmembers when visual checks reveal display
discrepancies. In cases of discrepancy between the AMMD and the outside view, Pilot
training must always emphasize the information outside always takes precedence.

10.17 Performance and Weight and Balance (W&B) Applications.

10.17.1 W&B. Type B applications for W&B are based on the existing information found in the
FAA-approved Airplane Flight Manual (AFM), pilot’s operating handbook (POH), or
W&B manual for an aircraft. Type B W&B applications use data management software
to provide data reference and mathematical calculations to simplify determination of
aircraft W&B. Type B W&B applications must adhere to existing approved data and be
validated for accuracy in the entire aircraft operating envelope. Type B W&B
applications may use algorithms to calculate W&B results or use basic mathematics
combined with data spreadsheets to determine W&B results. Algorithms may have the
ability to interpolate within approved data, but must not extrapolate, and therefore must
be tested and proven accurate by the manufacturer or operator to represent the
AFM-approved data or Rotorcraft Flight Manual (RFM)-approved data. Type B W&B
applications are produced for a specific aircraft and based on AFM-approved data.

10.17.2 Performance Applications. Type B applications for performance are based on existing
published data found in the FAA-approved AFM, POH, or performance manual for an
aircraft. Type B performance applications use data management software to provide data
reference and mathematical calculations to simplify the determination of applicable
aircraft performance data. Type B performance applications must adhere to this
published data and be validated for accurate determination of aircraft performance for
the entire operating envelope. Type B aircraft performance applications may use
algorithms to calculate results or use basic mathematics combined with data
spreadsheets to determine results. Algorithms may have the ability to interpolate within
approved data, but must not extrapolate beyond the information contained in the current
published data. These algorithms must be tested and verified to meet existing
FAA-approved AFM performance data. Type B performance applications must not
extrapolate or project results not represented by the AFM-approved data point’s
envelope of conditions including, but not limited to, pressure, altitude, temperature, and
weight. Type B aircraft performance applications are produced for a specific aircraft
type based on approved AFM data.

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10.17.3 W&B Applications. Type B W&B and/or performance applications require

demonstration testing prior to EFB operational use. Applications using data spreadsheets
where each data point is entered into software data and then referenced for output must
be verified for accurate data selection. Applications based on algorithms calculating
their output must be verified to accurately represent the AFM data they replace. Creation
of a new algorithmic method to replace AFM data is not allowed in Type B applications.
Type B algorithms must adhere to the same data methodology as the AFM-approved
data. The Type B application must always be demonstrated to be traceable to the paper
AFM-approved data. These Type B applications must not allow entry input or output of
data outside the AFM data envelope(s). Sufficient data points based on application
architecture must be tested and documented to show the applications accurately adhere
to and are limited to the AFM-approved data envelope segments and, for performance,
must represent net climb gradients with considerations including, but not limited to,
level-off, acceleration, transitions, and engine takeoff power time limits. Type B
applications for performance must accurately address engine inoperative gradients and
obstacle clearance plane and/or weight limits. Transition from airport area performance
to en route climb performance and obstacle clearance must be addressed. Type B
applications are suitable only insofar as they accurately reproduce the paper AFM data.
Type B W&B and/or performance applications must meet the approval criteria listed in
Order 8900.1, Volume 4, Chapter 3, Section 3, Approval of Performance Data Sections
of CFMs.

10.18 Non-EFB Applications. Non-EFB applications are any applications not listed in
Appendices A or B and must not adversely affect EFB applications (i.e., miscellaneous
applications not supporting flight duties must not prevent EFB applications from
performing their intended function). Any EFB not administratively controlled/restricted
to only EFB applications must have means to ensure EFB application integrity after any
non-EFB application is used.

11 EFB PROGRAM. An operator seeking authorization for the operational use of EFB
applications on either portable or installed equipment must develop an EFB program. The
program specifics (e.g., operating procedures, pertinent training modules, checklists,
operations manuals, training manuals, maintenance programs, MELs, other pertinent
documents, reporting procedures) must be developed and incorporated into operator
policy before FAA authorization can be granted.

11.1 Paper Data Removal. If an operator has an EFB program authorized with adequate
mitigations or develops adequate mitigations as a modification to an existing program, it
is possible to remove some or all paper products from the aircraft. A “paperless aircraft
concept” is a major benefit to EFB users, but using digitized aeronautical information is
inherently less reliable than the paper products they intend to replace. A principal
operations inspector (POI) authorizing an EFB program designed to remove paper from
the aircraft must ensure the operator has program mitigations in place to prevent a single
failure or common mode error from resulting in the loss of any aeronautical information
during a flight determined to be required for the operation of the flight. Although this AC
categorizes EFB applications into Type A and Type B, required aeronautical information

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is defined by regulation and legal interpretations outside the scope of this AC. The
paperless aircraft concept applies to all crewmembers.

11.2 Part 91F Operations. This guidance material also applies to operators of large and
turbine-powered multiengine aircraft operating under part 91F where the operating
regulations require specific functionality and/or equipage. Part 91F operations do not
require any specific authorization for EFB operations, provided the EFB does not replace
any system or equipment required by the regulations. In order for a PED to be considered
an EFB, its functions must conform to the guidance in this AC.

11.3 Operational Procedures Development.

11.3.1 Operational Procedures for EFB Hardware and EFB Applications. Develop operational
procedures for the use of the EFB and its applications in the aircraft. These procedures
must define the roles the flightcrew and dispatch/flight following, including but not
limited to:

 Procedures defining expectations of how the flightcrew should use each EFB function
during ground operations and under all flight conditions.
 Procedures defining how the flightcrew will report irregularities of EFB hardware or
EFB applications and modify those existing policies and procedures based on
flightcrew feedback.
 Procedures for normal, abnormal, and emergency use to flightcrews.
 Procedures for the notification of any changes to the EFB program.

Note: Normal procedures checklists must address preflight assurance of EFB

functions, preflight and/or flight planning use, in-flight use/stowage/power
assurance, and shutdown procedures.

11.3.2 Procedures for Using EFBs with Other Flight Deck Systems. Flightcrew procedures will
ensure the flightcrew knows what aircraft system to use for a given purpose, especially
when both the aircraft and EFB are providing similar information. Procedures should also
be designed to define the actions to be taken when information provided by an EFB does
not agree with other flight deck sources or when one EFB disagrees with another. If an
EFB simultaneously displays information with existing flight deck automation displays,
procedures to identify which information source will be primary, and which source will
be secondary need to be developed (as well as procedures to identify under what
conditions to use the backup source). Whenever possible, EFB functions should support
existing flightdeck design philosophy.

11.3.3 Flightcrew Awareness of EFB Software/Database Revisions. The operator should have a
procedure in place to allow flightcrews to confirm the revision numbers and/or dates of
EFB flight databases and software installed on their units for each flight. An example of a
date-sensitive revision is an aeronautical chart database on a 28-day revision cycle.
Procedures should specify what action to take if the applications or databases loaded on
an EFB are out-of-date.

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Note: Databases not adversely affecting flight operations, such as maintenance

log forms, a list of airport codes, or a captain’s atlas, do not require the
confirmation of revision dates by flightcrews.

11.3.4 Procedures to Mitigate and/or Control Workload. Procedures must mitigate and/or
control additional workloads created by using an EFB.

11.3.5 Defining Responsibilities for Performance/W&B Calculations. The operator should

develop procedures defining any new roles the flightcrew and dispatch may have in
creating, reviewing, and using performance/W&B calculations supported by EFBs.

11.4 EFB Configuration Control. The operator’s EFB program must readily identify, within
the Operations Manual, the make and model of the authorized EFB hardware and EFB
applications. The listing must include the following configuration information:

 Operating system (OS) to include version control.

 Application program version control.
 Approved source for the database updates.

11.5 Database Update Process.

11.5.1 EFB Databases. The operator needs to establish a method for revising EFB databases.
The method of data revision should ensure integrity of the data the operator loads and not
negatively impact the integrity of the EFB operation. Especially when using Internet
and/or wireless means, procedures must exist to protect the EFB data from corruption.
Database revisions do not include application software or OS changes. Application
software and/or OS program changes must be controlled and tested prior to use in flight.
Operators should not perform database and/or application software changes during
operations (taxi, takeoff, in-flight, and landing).

11.5.2 Revision Control. Operators also need to establish revision control procedures so
flightcrews and others can ensure the contents of the database are current and complete.
These revision control procedures may be similar to the revision control procedures used
for paper or other storage media. For data subject to a revision cycle control process, it
should be readily evident to the user which revision cycle is currently loaded into the
EFB.

11.6 Software Revision Process.

11.6.1 Operator Responsibilities. It is the responsibility of the operator to ensure the OS and
EFB applications meet the intended function. Unauthorized modification of any database,
or the loading of any new or additional software intended for operational use, is not
permitted unless the software can be demonstrated to comply with the original intended
use. In addition to the operator’s responsibilities described above, it is the responsibility
of the pilot in command (PIC) to verify any EFB depiction of an en route, terminal area,
approach, airport map, or sectional is current and up-to-date. One means is to ensure each
PIC becomes familiar with all available information concerning the flight, to include

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receipt of appropriate Notices to Airmen (NOTAM) prior to departure and prior to

arrival.

11.7 Maintaining EFB Equipment.

11.7.1 Operator Responsibilities. It is the responsibility of the operator to ensure all EFB
hardware (e.g., viewable stowage, batteries, displays) is properly maintained for its
planned life cycle.

11.8 Security.

11.8.1 Malicious Intent. The operator must identify adequate security measures are in place to
prevent malicious introduction of unauthorized modifications to the EFB’s OS, its
specific hosted applications, and any of the databases or data links used to enable its
hosted applications (i.e., security risk assessment). The operator also needs to protect the
EFB from possible contamination from external viruses.

11.8.2 Level of EFB Security. The required level of EFB security depends on the criticality of
the used functions (e.g. an EFB which only holds a list of fuel prices may require less
security than an EFB used for performance calculations). Beyond the level of security
required to assure the EFB can properly perform its intended functions, the level of
security ultimately required depends on the abilities of the EFB.

11.8.3 Security Considerations. Examples of typical safety and security defenses are contained
in the following non-exhaustive list:

 Individual system firewalls.

 Clustering of systems with similar safety standards into domains.
 Data encryption and authentication.
 Virus scans.
 Keeping the OS up-to-date.
 Initiating air/ground connections only when required and always from the aircraft.
 “Whitelists” for allowed Internet domains.
 Virtual private networks (VPN).
 Granting of access rights on a need-to-have basis.
 Troubleshooting procedures should consider security threats as a potential root cause
of EFB misbehavior, and responses should be developed to prevent future successful
attacks when relevant.
 Virtualization.
 Forensic tools and procedures.

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11.9 Special Data Storage and Retrieval Considerations.

11.9.1 EFB Permissions. The EFB needs to permit any authorized representative of the
Administrator or the National Transportation Safety Board (NTSB) to retrieve, view, or
print the information contained in any EFB upon receipt of a reasonable request. If the
FAA or NTSB requires an operator to provide information, the operator must provide the
data in a format a requesting agency can use.

11.9.2 Archive Data. Operators should establish procedures to archive or retain old data. For
archived data, the length of time data is kept depends on the kind of information being
archived. Some information, such as maintenance historical data, should be kept for the
life of the aircraft. It may also be necessary to keep old versions of software and OS to
properly retrieve archived data. Operators should download maintenance discrepancy
logs into a permanent record at least weekly.

11.10 Training. Training should reflect the level of the functionality and complexity as agreed
upon by the operator and the PI. Training should address flightcrew and maintenance
personnel requirements, as appropriate. Certificated operators requesting to conduct
operations using EFB flight deck applications should use the training guidance in
Order 8900.1, Volume 3, Chapter 19, Training Programs and Airman Qualifications.
FAA guidance requires all parts 121 and 135 operators to develop a training module(s)
for the EFB, which may consist of a ground training simulation and, if needed, flight
training event. The EFB module(s) should include an outline of the training, appropriate
courseware, and the instructional delivery method. Each EFB training module should
include the following elements:

11.10.1.1 A description of the EFB, its capabilities, and the applications for which the
operator will use the EFB and its components and peripherals. This should
include theory of operation, and should ensure flightcrews understand the
dependencies associated with the sources (e.g., weather source, position
source) and limitations of the information.

11.10.1.2 A description of EFB controls, displays, symbology, and failure modes. EFB
failure modes and flightcrew procedures should include a description of the
EFB (e.g., EFB processor, switches, and installed databases, such as an airport
surface or en route moving map). If color is a significant EFB application
feature, then training materials should include color illustrations.

11.10.1.3 An Airplane Flight Manual Supplement (AFMS) or Rotorcraft Flight Manual

Supplement (RFMS) or another form of documentation providing conditions,
limitations, and procedures for the use of the EFB and its associated
equipment. For instance, operators should train flightcrews on how to ensure
airport charts and manuals are current, and what to do if they find software
and/or databases are out-of-date. Only installed EFB provisions (e.g., mounts,
wiring) require an AFMS or RFMS, unless approved by a Technical Standard
Order (TSO).

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11.10.1.4 Descriptions of authorized special flight maneuvers, operations, and

procedures the operator conducts when using an EFB.

11.10.1.5 Any special pilot/controller procedures when using EFB-based information.

11.10.1.6 Geographical areas authorized for specific EFB operations, if applicable.

11.10.1.7 Authorized methods to defer inoperative EFB equipment.

11.10.2 Operator Training. Operator training should also provide an opportunity for
instruction, demonstration, and practice using the actual or simulated EFB equipment
and displays. Base the EFB qualification curriculum segment (required for parts 121
and 135 operators) on functionality and complexity as agreed upon by the operator and
the PI. In addition, the applicable aircraft FSB report or the equipment Operational
Suitability Report (OSR) may contain training recommendations for EFB components
installed in accordance with applicable airworthiness regulations.

11.11 Pilot Training Program.

11.11.1 Parts 91K, 121, and 135 Operators. The flightcrew must complete an approved training
curriculum before being authorized to use the EFB equipment. For air carrier operations,
qualification with the EFB may require flightcrew members to demonstrate satisfactory
proficiency with the EFB to an FAA inspector or check pilot; this may be completed
during a line check.

11.11.2 Part 125 Operators. Although no training program requirements exist for part 125
operators, the flightcrew members should have satisfactorily completed the ground
school portion of the EFB training program before performing under the supervision of a
check pilot (part 125) or evaluation by an authorized instructor. The PI may authorize an
individual (e.g., the company chief pilot, company check pilot, or training course
provider) to complete this evaluation. The flightcrew must have a satisfactory evaluation
of their performance in the use of the EFB in flight before using the equipment in
normal operations.

11.11.3 Part 91F Operators. Each operator’s EFB program should identify and document user
training in support of the use of an EFB.

11.11.4 Flight Simulation Training Devices (FSTD) and Flight Evaluations. FSTDs and other
approved training devices (e.g., procedures trainers) may be used as a tool to train
crewmembers on the use of EFBs. If an EFB program is authorized, EFB use and
performance in the full flight simulator (FFS) must represent actual flight operations.

11.12 MELs. The Master Minimum Equipment List (MMEL) and MEL are not applicable to
portable EFB hardware or EFB applications. The loss of certain Type B EFB applications
may affect operational regulatory requirements. Installed hardware is subject to
MMEL/MEL requirements. Changes made to the operator’s MEL should be made in
accordance with the approved MMEL.

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DATE “ DRAFT” AC 120-76D

11.13 User Feedback. Parts 121 and 135 operators should implement a formal process, using
the Safety Management System (SMS), for gathering feedback on the EFB program to
include any irregularities, malfunctions, or lessons learned. Use this process during
design, installation, modifications, or improvements to procedures and/or training.

11.14 Crew Resource Management (CRM). The aircraft operator and/or PIC is responsible
for making an assessment of the human/machine interface and aspects governing CRM in
accordance with the human factors considerations of this AC. This requires training in
EFB procedures and use, preflight checks of the system, the use of each operational
function on the EFB, and procedures for cross-checking data entry and computed
information. Also included in this training are the conditions (including phases of flight)
when EFB use should be terminated.

12 AUTHORIZATION PROCESS. Operators seeking authorization for an EFB program

under part 121, 125, 135, or part 91K must obtain Operations Specification
(OpSpec)/Maintenance Specification (MSpec)/Letter of Authorization (LOA) A061, Use
of Electronic Flight Bag, as applicable. Order 8900.1, Volume 3, Chapter 1, The General
Process for Approval or Acceptance of Operator Applications, and Order 8900.1,
Volume 4, Chapter 15, Electronic Flight Bag Authorization for Use, contain guidelines
for a process an applicant must follow in order to authorize an EFB program or any
modifications to an existing program.

12.1 General Process for Approval or Acceptance. The FAA outlines a five-phase process
in Order 8900.1, Volume 3, Chapter 1. The FAA uses an adaptation of the process to
authorize the introduction or modification of an EFB program and consists of the
following five phases:

12.1.1 Phase 1. Phase 1 starts when an operator notifies their FAA oversight office of their
intentions to start an EFB program or make any modification to their existing program.
The FAA and the operator should reach a common understanding of what the operator
must do, and what the FAA will require during each specific phase. The specific
requirements for each phase will be variable and dependent on the level of EFB program
modifications and previous operator experience. Modifications minor in nature
(e.g., adding/updating Type A EFB applications or incorporating OS bug fixes) may be
incorporated into an EFB program with POI acceptance, and phases 2–4 described below
are not required. The types of modifications listed below require further evaluation
described in phases 2–4:

 Initial EFB program authorization.

 Type B EFB application updates or changes requiring a change to crewmember
training or procedures.
 OS software updates or changes requiring a change to crewmember training or
procedures.
 EFB hardware updates or changes.
 EFB program procedural/checklist changes.

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DATE “ DRAFT” AC 120-76D

Note: If the POI determines the EFB program or modifications being requested in
the notification are not defined in Appendices A or B, then the geographically
responsible AFS regional office and the Future Flight Technologies Branch
(AFS-430) should be contacted for further instructions.

12.1.2 Phase 2. Phase 2 begins when the operator formally submits a proposal to the FAA.
During this phase, the FAA must ensure the plan is complete and in an acceptable format
before it can conduct a thorough review and analysis. The operator coordinates the plan
with the PI or other inspectors, as assigned. The PI or other assigned inspectors will
facilitate coordination with the AEG and the ACO, as necessary.

12.1.3 Phase 3. Phase 3 begins when the FAA starts its indepth review and analysis of the
operator’s plan for regulatory compliance, safe operating procedures, logical sequence,
and other areas (e.g., flightcrew and dispatcher qualifications, acceptable procedures, and
schedules for accomplishment).

12.1.4 Phase 4. Phase 4 involves the operator’s demonstration of its ability to perform in
accordance with the procedures, guidelines, and parameters described in the formal
proposal (phase 2). In this phase, the operator conducts operations for the purpose of data
collection or for FAA observation purposes. The purpose for phase 4 is to evaluate an
operator’s initial EFB program or a modification to an existing program. This is done by
observing the program/modification in an appropriate level of operations to verify it
maintains an equivalent level of safety (ELOS) as the current program in place. If it is
determined aircraft operations must be observed in order to achieve demonstration,
temporary authorization (issuance of OpSpec/MSpec/LOA A061) must be issued until
the specific requirements of the demonstration are adequately met.

12.1.4.1 Demonstration Requirements. Specific requirements to achieve

demonstration are determined by the POI. Demonstration requirements are
influenced by the extent of the program modifications, the operator’s
implementation plan, and the operator’s EFB experience. Demonstration
success may be measured in many ways, such as a time frame,
implementation percentage, or a demonstration or training result. Phase 4
concludes when the POI determines the operator has provided sufficient proof
to satisfy the FAA’s requirement for meeting all the plan objectives, or when
the operator is unable to complete them satisfactorily.

12.1.4.2 Temporary Authorization. During a temporary authorization of an EFB

program, hardware, application, or procedure, the operator must have an
additional independent means of acquiring required information, as a backup,
in the event of a failure or common mode error of the evaluated items.
The backup strategy and the EFB are not used simultaneously during the
demonstration period, but the backup strategy must be available. Once
OpSpec/MSpec/LOA A061 is issued without “temporary authorization,” the
backup may be removed.

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DATE “ DRAFT” AC 120-76D

12.1.5 Phase 5. Phase 5 begins after the successful completion (or termination) of the
demonstration phase. In this phase, the FAA grants authorization for those elements in
the demonstration plan successfully completed and documented, or sends the operator a
letter of disapproval for those elements not completed or terminated. The PI grants
authorization for the operational use of the EFB through the issuance of
OpSpec/MSpec/LOA A061. Refer to Order 8900.1, Volume 3, Chapter 18, Section 3,
Part A Operations Specifications—General.

12.2 Limited Evaluations of Portable EFB Hardware and Type A and/or Type B
Applications. An operator may desire to conduct a limited evaluation (e.g., a small
group, approximately 15 percent or less of total pilots and/or flight attendants (F/A)
ideally comprised of check airmen and/or F/A initial operating experience instructors, as
applicable) of specific portable EFB hardware or Type A and/or Type B applications
before making the decision to incorporate them into their EFB program. These
evaluations must be coordinated with the operator’s PI, and if accepted, must be
referenced in the “Restrictions and Limitations” column in an operator’s EFB program,
listing crewmember EFB hardware and software applications authorized for use. Refer to
Order 8900.1, Volume 3, Chapter 18, Section 3, Part A Operations Specifications—
General, Figure 2.

12.3 Operator Coordination Responsibilities. Use and performance of portable EFB

hardware and EFB applications is the responsibility of the operator. An operator must
coordinate closely with the local Flight Standards District Office (FSDO), certificate
management office (CMO), and certificate management unit (CMU). It is the operator’s
responsibility to consider all applicable sections of this AC when designing their EFB
program.

12.3.1 Authorization Process for Approved Software. Software with an airworthiness approval,
displayed on certified hardware, performing an EFB application, could be utilized to
support operational requirements without PI demonstration of the hardware or software;
however, OpSpec/MSpec/LOA A061 is issued when all applicable EFB program
requirements are satisfied (e.g., operating procedures, pertinent training modules,
checklists, operations manuals, training manuals, maintenance programs, MELs, other
pertinent documents, reporting procedures).

12.3.2 Part 91F (Noncertificated Operators). EFBs used in part 91F operations require no
operational authorization. If an LOA is desired for any operational purposes
(e.g., international ramp checks in accordance with ICAO standards), the operator must
demonstrate they’ve followed the guidance in this AC to their local FSDO.

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DATE “DRAFT” AC 120-76D

Appendix A
APPENDIX A. TYPE A ELECTRONIC FLIGHT BAG (EFB) APPLICATIONS

A.1 Type A EFB Applications.

1. Airport diversion policy guidance, including a list of special designated

airports and/or approved airports with emergency medical service (EMS)
support facilities.
2. Flight management system (FMS)/flight management and guidance system
problem report forms.
3. Aircraft parts manuals.
4. Airlines for America (A4A) 100-format maintenance discrepancy writeup
codes.
5. Required Very high frequency Omnidirectional Range (VOR) check records.
6. Minimum equipment lists (MEL).
7. Configuration Deviation Lists (CDL).
8. Federal, state, and airport-specific rules and regulations.
9. Airport/Facility Directory (A/FD) data (e.g., fuel availability,
land-and-hold-short (LAHSO) distances for specific runway combinations).
10. Noise abatement procedures for arriving and departing aircraft.
11. International Operations Manuals, including regional supplementary

information and International Civil Aviation Organization (ICAO)

differences.

12. Aeronautical Information Publications (AIP).

13. Aeronautical Information Manual (AIM).
14. Pilot flight and duty-time logs.
15. Flightcrew-required rest logs.
16. Flightcrew qualification logs (such as aircraft qualifications, Class II
flightcrew qualifications, Category III (CAT III) qualifications, high
minimums logs, night currency logs, pilot in command (PIC) qualifications
for special areas, routes, and airports for Title 14 of the Code of Federal
Regulations (14 CFR) part 121 certificate holders and special airports
qualifications).
17. Flightcrew qualifications recordkeeping, including aircraft qualifications,
landing currency, flight time and duty-time, PIC currency requirements, etc.
18. Captain’s report (i.e., captain’s incident reporting form).
19. Flightcrew survey forms (various).
20. EMS reference library (for use during medical emergencies).
21. Trip scheduling and bid lists.

A-1

DATE “DRAFT” AC 120-76D

Appendix A
22. Aircraft captain’s logs.
23. Antiterrorism profile data.
24. Hazardous materials (hazmat)/oxidizer lookup tables.
25. ICAO Doc 9481, Emergency Response Guidance for Aircraft Incidents
Involving Dangerous Goods.
26. Customs declaration and United States Department of Agriculture (USDA)
agriculture inspection/clearance form.
27. Special reporting forms, such as near midair collision (NMAC) reports,
National Aeronautics and Space Administration’s (NASA) Aviation Safety
Reporting System (ASRS), bird and wildlife encounters, owner-initiated
Service Difficulty Reports (SDR), etc.
28. Incidents of interference to aircraft electronic equipment from devices carried
onboard aircraft.
29. Current fuel prices at various airports.
30. Realistic training modules, including “personal computer (PC) at home”
training applications, “off-duty” training materials review, and preflight
“mission” rehearsals.
31. Check pilot and flight instructor records.
32. Airline Policy and Procedures Manuals (PPM).
33. Title 14 CFR.
34. Lookup and completion of various reporting forms (e.g., company-specific
forms, NASA’s ASRS reports, NMAC reports, wildlife strike and hazard
reports).
35. Passenger information requests—some are directed to the gate or to the agent
meeting the flight (e.g., special meal requests, wheelchair requirements,
unaccompanied minors, gate information for connecting flights, flights being
held for connecting passengers).

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DATE “DRAFT” AC 120-76D

Appendix B
APPENDIX B. TYPE B ELECTRONIC FLIGHT BAG (EFB) APPLICATIONS

B.1 Type B EFB Applications Requiring Principal Inspector (PI) Authorization for Use.

1. Airplane Flight Manuals (AFM) (or Rotorcraft Flight Manuals (RFM)) and
Airplane Flight Manual Supplement (AFMS) (or Rotorcraft Flight Manual
Supplement (RFMS).
2. Flight attendant (F/A) manuals.
3. Flight Operations Manuals (FOM).
4. For smaller aircraft, pilot’s operating handbooks (POH), including POH
section IX supplements.
5. Company FOMs.
6. Maintenance manuals.
7. Aircraft maintenance reporting manuals.
8. Company standard operating procedures (SOP).
9. Aircraft operating and information manuals (performance information, Weight
and Balance (W&B), systems, limitations, etc.).
10. Aircraft performance data manuals (fixed, non-interactive material).
11. Airport performance restrictions manual (e.g., a reference for takeoff and
landing performance calculations).
12. W&B manual, if a separate manual (fixed, non-interactive material).
13. W&B calculations.
14. Takeoff, en route, approach and landing, missed approach, go-around, etc.,
performance calculations. Data derived from algorithmic data or performance
calculations based on software algorithms.
15. Other aircraft performance data manuals, including specialized performance
data for use in conjunction with advanced wake vortex modeling techniques,
land-and-hold-short operations (LAHSO) predictions, etc., (fixed,
non-interactive material for planning purposes).
16. Operations specifications (OpSpecs).
17. Power settings for reduced thrust settings.
18. Runway limiting performance calculations.
19. Cost index modeling/flight optimization planning software.
20. Master flight plan/updating.
21. Interactive plotting for Class II navigation.
22. Maintenance discrepancy signoff logs. (Maintenance discrepancy logs need to
be downloaded into a permanent record at least weekly.)

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Appendix B
23. Cabin maintenance discrepancy reporting forms/location codes. (Maintenance
discrepancy logs need to be downloaded into a permanent record at least
weekly.)
24. Non-interactive electronic approach charts in a precomposed format from
accepted sources.
25. Aeronautical charts (e.g., en route, area, approach, and airport charts).
26. Surface electronic aeronautical charts (e.g., airport moving maps) including,
but not limited to, centering, page turning, and airport surface
aircraft/own-ship position at speeds less than 80 knots (kts), but without
display of airborne aircraft/own-ship position (i.e., not appropriate for surface
navigation, surface alerting, time-based operations, guidance, maneuvering,
and control functions).
27. Electronic checklists (ECL), including normal, abnormal, and emergency.
28. Applications making use of the Internet and/or other Aeronautical/Airline
Operational Control (AOC) or company maintenance-specific data links to
collect, process, and then disseminate data for uses such as spare parts and
budget management, spares/inventory control, unscheduled maintenance
scheduling, etc. (Maintenance discrepancy logs need to be downloaded into a
permanent record at least weekly.)
29. Weather and aeronautical data.
30. Aircraft cabin and exterior video surveillance displays.
31. Aircraft’s Category II (CAT II)/Category III (CAT III) landing records.
32. Aircraft flight log and servicing records.
33. Autopilot approach and autoland records.
34. Cockpit observer briefing cards.
35. Oceanic navigation progress logs.
36. Approved electronic signature using Public Key Infrastructure (PKI) or
private key technology.
37. Cabin maintenance writeups. (Maintenance discrepancy logs need to be
downloaded into a permanent record at least weekly.)
38. Service Bulletins (SB)/published Airworthiness Directives (AD), etc.
39. Maintenance personnel signoff of discrepancy form. (Maintenance
discrepancy logs need to be downloaded into a permanent record at least
weekly.)
40. Aircraft Maintenance Manuals (AMM).
41. Published (graphical) pilot Notices to Airmen (NOTAM).
42. Icing Holdover Time Tables.

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DATE “DRAFT” AC 120-76D

Appendix C
APPENDIX C. ADDITIONAL RESOURCES

C.1 Related Reading Materials.

C.1.1 Advisory Circulars (AC) (current editions). You can find ACs on the MyFAA employee
Web site at https://employees.faa.gov. Operators and the public may find this information
at http://www.faa.gov/regulations_policies/advisory_circulars.

1. AC 00-45, Aviation Weather Services.

2. AC 00-63, Use of Cockpit Displays of Digital Weather and Aeronautical
Information.
3. AC 20-115, Airborne Software Assurance.
4. AC 20-140, Guidelines for Design Approval of Aircraft Data Link

Communication Systems Supporting Air Traffic Services (ATS).

5. AC 20-164, Designing and Demonstrating Aircraft Tolerance to Portable

Electronic Devices.
6. AC 20-173, Installation of Electronic Flight Bag Components.
7. AC 21-40, Guide for Obtaining a Supplemental Type Certificate.
8. AC 23.1309-1, System Safety Analysis and Assessment for Part 23 Airplanes.
9. AC 23.1311-1, Installation of Electronic Display in Part 23 Airplanes.
10. AC 25-11, Electronic Flight Displays.
11. AC 25-16, Electrical Fault and Fire Prevention and Protection.
12. AC 25.1523-1, Minimum Flightcrew.
13. AC 25.1581-1, Airplane Flight Manual.
14. AC 91-78, Use of Class 1 or Class 2 Electronic Flight Bag (EFB).
15. AC 91.21-1, Use of Portable Electronic Devices Aboard Aircraft.
16. AC 120-64, Operational Use and Modification of Electronic Checklists.
17. AC 120-71, Standard Operating Procedures for Flight Deck Crewmembers.
18. AC 120-74, Parts 91, 121, 125, and 135 Flightcrew Procedures During Taxi
Operations.

C.1.2 FAA Orders, Policy Statements (PS), and Technical Standard Orders (TSO)
(current editions). You can find orders, policy statements, and TSOs on the MyFAA
employee Web site at https://employees.faa.gov. Inspectors can access orders and notices
through the Flight Standards Information Management System (FSIMS) at
http://fsims.avs.faa.gov. Operators and the public may find this information at
http://www.faa.gov/regulations_policies/orders_notices.

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DATE “DRAFT” AC 120-76D

Appendix C
1. Order 8110.4, Type Certification.
2. Order 8150.1, Technical Standard Order Program.
3. Order 8260.3, United States Standard for Terminal Instrument Procedures
(TERPS).
4. Order 8900.1, Flight Standards Information Management System (FSIMS).
5. PS-ANM100-01-03A, Factors to Consider when Reviewing an Applicant’s
Proposed Human Factors Methods of Compliance for Flight Deck
Certification.
6. PS-ANM111-1999 99-2, Guidance for Reviewing Certification Plans to
Address Human Factors for Certification of Transport Airplane Flight Decks.
7. TSO-C113, Airborne Multipurpose Electronic Displays.
8. TSO-C165, Electronic Map Display Equipment for Graphical Depiction of
Aircraft Position (Own-Ship).

C.1.3 Industry Documents (current editions).

1. RTCA/DO-160, Environmental Conditions and Test Procedures for Airborne

Equipment.
2. RTCA/DO-178, Software Considerations in Airborne Systems and Equipment
Certification.
3. RTCA/DO-199, Potential Interference to Aircraft Electronic Equipment from
Devices Carried Aboard (Vol I and II).
4. RTCA/DO-200, Standards for Processing Aeronautical Data.
5. RTCA/DO-201, Standards for Aeronautical Information.
6. RTCA/DO-208, Minimum Operational Performance Standards for Airborne
Supplemental Navigation Equipment Using Global Positioning System (GPS).
7. RTCA/DO-233, Portable Electronic Devices Carried Onboard Aircraft.
8. RTCA/DO-242, Minimum Aviation System Performance Standards for
Automatic Dependent Surveillance Broadcast (ADS-B).
9. RTCA/DO-249, Development and Implementation Planning Guide for

Automatic Dependent Surveillance Broadcast (ADS-B) Applications.

10. RTCA/DO-254, Design Assurance Guidance for Airborne Electronic

Hardware.

11. RTCA/DO-255, Requirements Specification for Avionics Computer Resource

(ACR).
12. RTCA/DO-257, Minimum Operational Performance Standards for the

Depiction of Navigational Information on Electronic Maps.

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DATE “DRAFT” AC 120-76D

Appendix C
13. RTCA/DO-260, Minimum Operational Performance Standards for 1090 MHz
Extended Squitter Automatic Dependent Surveillance Broadcast (ADS-B) and
Traffic Information Services Broadcast (TIS-B).
14. RTCA/DO-264, Guidelines for Approval of the Provision and Use of Air
Traffic Services Supported by Data Communications.
15. RTCA/DO-267, Minimum Aviation System Performance Standards (MASPS)
for Flight Information Service Broadcast (FIS-B) Data Link.
16. RTCA/DO-272, User Requirements for Aerodrome Mapping Information.
17. RTCA/DO-276, User Requirements for Terrain and Obstacle Data.
18. RTCA/DO-282, Minimum Operational Performance Standards for Universal
Access Transceiver (UAT) Automatic Dependent Surveillance Broadcast.
19. RTCA/DO-294, Guidance on Allowing Transmitting Portable Electronic
Devices (T-PEDs) on Aircraft.
20. RTCA/DO-307, Aircraft Design and Certification for Portable Electronic
Device (PED) Tolerance.
21. RTCA/DO-311, Minimum Operational Performance Standards for

Rechargeable Lithium Battery Systems.

22. ARINC 424, Navigation System Database.

23. ARINC 653, Avionics Application Software Standard Interface.
24. ARINC 653P1, Avionics Application Software Standard Interface, Part 1,
Required Services.
25. ARINC 653P2, Avionics Application Software Standard Interface, Part 2
Extended Services.
26. ARINC 653P3, Avionics Application Software Standard Interface, Part 3,
Conformity Test Specifications for ARINC 653 Required Services.
27. ARINC 660, CNS/ATM Avionics, Functional Allocation and Recommended
Architectures.
28. ARINC 661, Cockpit Display System Interfaces to User Systems.
29. ARINC 828, Electronic Flight Bag (EFB) Standard Interface.
30. ARINC 834, Aircraft Data Interface Function (ADIF).
31. ARINC 840, Electronic Flight Bag (EFB) Application Control Interface (ACI)
Standard.
32. Aerospace Recommended Practice (ARP) 4754, Guidelines for Development
of Civil Aircraft and Systems.
33. ARP 4761, Guidelines and Methods for Conducting the Safety Assessment
Process on Civil Airborne Systems and Equipment.
34. ARP 5289, Electronic Aeronautical Symbols.

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DATE “DRAFT” AC 120-76D

Appendix C
35. ARP 5621, Electronic Display of Aeronautical Information (Charts).
36. United Nations (UN) ST/SG/AC.10/11/Rev.5, Recommendations on the
Transport of Dangerous Goods, Manual of Tests and Criteria.
37. UN ST/SG/AC.10/11/Rev.5/Amend.2, Amendments to the Fifth Revised
Edition of the Recommendations on the Transport of Dangerous Goods,
Manual of Tests and Criteria.
38. National Institute of Standards and Technology (NIST) Special Publication
800-30, Guide for Conducting Risk Assessments.

C.1.4 Additional Guidance.

1. DOT-VNTSC-FAA-03-07, Human Factors Considerations in the Design and

Evaluation of Electronic Flight Bags (EFBs), Version 2. Available at
http://ntl.bts.gov/lib/34000/34200/34292/DOT-VNTSC-FAA-03-07.pdf.
2. The FAA and Industry Guide to Product Certification, Second Edition.
Available at
https://www.faa.gov/aircraft/air_cert/design_approvals/media/CPI_guide_II.p
df.
3. DOT/FAA/RD-93/5, Human Factors for Flight Deck Certification Personnel.
Available at http://ntl.bts.gov/lib/33000/33500/33543/33543.pdf.

C-4

 Advisory Circular Feedback Form

If you find an error in this AC, have recommendations for improving it, or have suggestions for
new items/subjects to be added, you may let us know by contacting the Flight Technologies and
Procedures Division (AFS-400) or the Flight Standards Directives Management Officer.

Subject: AC 120-76D, Authorization for Use of Electronic Flight Bags.

Date: _____________________

Please check all appropriate line items:

☐ An error (procedural or typographical) has been noted in paragraph ____________

on page _______.

☐ Recommend paragraph _____________ on page __________ be changed as follows:

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☐ In a future change to this AC, please cover the following subject:

(Briefly describe what you want added.)

______________________________________________________________________

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☐ Other comments:

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☐ I would like to discuss the above. Please contact me.

Submitted by: Date: ______________________