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 and 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-1990s. 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). The first true EFB, designed specifically to replace a pilot's entire kit bag, was patented by Angela Masson as the Electronic Kit Bag (EKB) in 1999. 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) 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.
The Air Force Special Operations Command canceled its order for iPad-based EFBs, after the media pointed out that these would rely on Russian developed security software. However Air Mobility Command has gone forwards with an order for 63 iPad 2s.
Read more about this topic: Electronic Flight Bag
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