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Electronic flight bag - China Rfid Antenna - China Rfid Antenna by wre dfbbbbb
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Electronic flight bag - China Rfid Antenna - China Rfid Antenna |
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History The earliest EFB precursors came from individual pilots in the early 1990s who used their personal laptops and common software (such as Spreadsheets and Word Processing applications) to perform such functions as weight & balance calculations and filling out operational forms. One of the earliest and broadest EFB implementations was in 1991 when FedEx deployed their Airport Performance Laptop Computer to carry out aircraft performance calculations on the aircraft (this was a commercial off-the-shelf computer and was considered portable). In addition, FedEx also began deploying Pilot Access Terminals on their airplane in the mid 1990's. These later devices were common laptops that used a certified docking station on the airplanes (to connect to power and data interfaces). In 1996, Aero Lloyd - a German carrier - introduced two laptops to compute the performance and access the documentation. The system called FMD (Flight Management Desktop) permits Aero Lloyd to remove all the documentation and RTOW in paper from the cockpit with the Luftfahrt-Bundesamt (German Civil Aviation Authority) agreement. Other companies, including Southwest followed with "carry-on" performance computers, but they remained on the airplane as a practical matter. JetBlue took a different approach by converting all of its operations documents to electronic format and distributing them over a network to laptop computers that were issued to pilots (versus to the airplane). In 2006 MyTravel (a UK charter operation now merged with Thomas Cook airline) became the first to deploy an electronic tech log using GPRS communication, replacing the paper process. Thomas Cook has several years of successful operational experience of an EFB focussed on its UK fleet. As personal computing technology became more compact and powerful, with extensive storage capabilities, these devices became capable of storing all the aeronautical charts for the entire world on a single three-pound (1.4 kg) uped computer, compared to the 80 lb (36 kg) of paper normally required for worldwide paper charts. New technologies such as real-time satellite weather and integration with GPS have further expanded the capabilities of Electronic Flight Bags. However, for large commercial airlines, the primary problem with EFB systems is not the hardware on the aircraft, but the means to reliably and efficiently distribute content updates to the airplane. While the adoption rate of the Electronic Flight Bag technology has been arguably slow among large scheduled air carriers, corporate operators have been rapidly deploying EFBs since 1999 due to reduced regulatory burden and easier cost justification. Hardware classes Electronic Flight Bags are divided into three hardware classes and three software types. EFB hardware classes include: Class 1 - Standard commercial-off-the-shelf (COTS) equipment such as laptops or handheld electronic devices. These devices are used as loose equipment and are typically stowed during critical phases of flight. A Class 1 EFB is considered a Portable Electronic Device (PED). These may connect to aircraft power and interface to other systems via certified (STC) docking station and/or power source. This would allow the Class 1 device to interface with other systems through the certified interface and other devices through an expansion port interface. Class 2 - Also Portable Electronic Devices, and range from modified COTS equipment to purpose-built devices. They are typically mounted in the aircraft with the display being viewable to the pilot during all phases of flight. Mounts may include certified structural mounting devices or kneeboard devices. These may connect to aircraft power and data sources, e.g. through an ARINC 429 interface. A Class 2 EFB can be used for bi-directional data communication with other aircraft systems. In this class, a single LRU device would be an optimal solution based on the ease of installation and replacement. Class 3 - Considered "installed equipment" and subject to airworthiness requirements and, unlike PEDs, they must be under design control. The hardware is subject to a limited number of RTCA DO-160E requirements (for non-essential equipmentypical crash safety and Conducted and Radiated Emissions (EMC) testing). There may be DO-178B requirements for software, but this depends on the application-type defined in the Advisory Circular. Class 3 EFBs are typically installed under STC or other airworthiness approval. Applications The EFB may host a wide array of applications, categorized in three software categories: Type A Static applications, such as document viewer (PDF, HTML, XML formats); Electronic checklists (ECL); Flight Crew Operating Manuals, and other printed documents like airport NOTAM; Flight performance calculation; Type B Non-interactive electronic approach charts or approach charts that require panning, zooming, scrolling; (AC120-76A, App B) Head-down display for Enhanced Vision System (EVS), Synthetic Vision System (SVS) or video cameras; Real-time weather data display, including weather map; Type C Can be used as a Multi-function display (MFD); In at least one case as part of an Automatic Dependent Surveillance-Broadcast system Note: Type C applications are subject to airworthiness requirements, such as software certification. Type C applications must run on Class 3 EFB. Regulations According to the FAA, Class 1, Class 2 and Class 3 EFB may act as a substitute for the paper manuals that pilots are otherwise required to carry with them. While Part 91 Operators (those not flying for hire, including private and corporate operators) can use their Pilot In Command (PIC) authority to approve the use of Class 1 and Class 2 EFBs (which are PEDs), operator with OpSpecs (Part 135, Part 121) must seek operational approval through the OpSpecs process. EFB users and installers should be aware of recent, clarified guidance for FAA Inspectors. Draft guidance pertaining to EFB operational authorization and airworthiness/certification requirements is maintained by the FAA. Clarifying the intent of FAA Advisory Circular AC 120-76A, new draft inspector handbook guidance includes the following requirements: PEDs used in a Class 1 or Class 2 configuration must meet the rapid decompression testing requirements of standard RTCA DO-160E. Any data connectivity of PEDs used in a Class 1 or Class 2 configuration to aircraft systems shall be performed in accordance with a Supplemental Type Certificate, Type Certificate or Amended Type Certificate. Any mounting or attachment of PEDs used in a Class 1 or Class 2 configuration to the aircraft shall be performed in accordance with a Supplemental Type Certificate, Type Certificate or Amended Type Certificate. Electronic chart software: The display of own-ship position ('spotter') on the ground must meet the requirements of AC 20-159 and/or TSO C-159. Electronic chart software: The display of own-ship position in flight is prohibited on Class 1 or 2 configurations. Available EFB Systems Operational Approval is only necessary for part 135 or 121 operators. Operational Approval process is individual to each of the flight operation and involves a detailed process with their FSDO through an FSB Report system. Regardless of whether an EFB has been approved for use in one aircraft, application for operational approval for these operator types has to be done for each aircraft and for each operation. For Part 91 Operators, Operational Approval process is self-approval, exercising Pilot-In-Command authority. For more on this and subsequent information, please reference the latest FAA Advisory Circular on EFBs (AC 91-78) from July, 2007. Below is the list of companies that offer EFB products currently on the market. Some of these companies are also the manufactures of the EFB hardware and others are re-sellers for third-party hardware systems that are either industrial or consumer grade. Many of these are Class 1 and Class 2 EFBs, but some cover broad spectrum hardware from Class 1 to Class 3 EFB devices: Some EFB hardware, software, and STC Certification providers (not at all an exhaustive list) are below: Oxford Aero Equipment: for navAero, IMS Flight Deck, ADRF, PCAvionics MountainView Web-based technical publications system for EFB Aircraft Data Fusion [http://www.asginc.net Avionics Support Group, Inc. EFB Investment Analysis Lufthansa Systems Electronic Flight Deck Solutions PDFPlates.com Advanced Data Research Aircore_Systems EFB Airgator Inc. Aircraft Managment Technologies (Flightman) Anywhere Map Allegory EFB Approach Systems - APIC Software Astronautics Corporation of America BJAC Services EFB Boeing - Electronic Flight Bag Bytron - Skybook Electronic Flight Bag (eFB) CMC Electronics PilotView (Commercial) and TacView (Military) DAC International Inc. EFB-Pro performance calculator EAE Electronics HeliMap Helicopter MFD and EFB solution Exalit EFB Hardware with Core Duo CPU FlightPrep Software and Hardware Solutions Garmin Goodrich The Icarus Programme, new generation mobile EFB IMS Flight Deck (Formally Flight Deck Resources) InfoTrust Group Jeppesen SOLIDFX - FX10 L-3 Communications Logipad - Electronic Flight Bag (EFB) navAero On-Board Data Systems(OBDS) OSYS Electronic Flight Bag (EFB) Skyjob Electronic Flight Bag System Ramco Aviation EFB Teledyne Controls Ultramain efbTechLogs Ultranav Universal Avionics class 3 EFB References FAA AC 91-78 (July 2007) - Use of Class 1 and 2 EFBs For historical reference on EFB market progression, also see: Job Aid documents on EFB use and approval FAA Advisory Circular 120-76A FAA Advisory Circular 120-76 JAA Temporary Guidance Leaflet 36 References ^ FAA: EFB operational authorization and airworthiness/certification requirements Categories: Avionics The e-commerce company in China offers quality products such as China Rfid Antenna , China Rfid Antenna, and more. For more , please visit Terminal Antennas today!
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