KLM is the first airline to equip its aircraft with integrated electronic flight bags. But what are the benefits and how long before other airlines follow suit?
The opportunity was just as important as the promised benefits, says Dutch carrier KLM about its pioneering decision last year to equip its aircraft with integrated electronic flight bags (EFBs). Two new aircraft types - the Airbus A330 and the Boeing 777 - were due to join its fleet between 2003 and 2005 and it made sense to have them delivered with fully integrated EFBs built into the flightdecks.
In October 2003 KLM received the first of its new 777-200ERs, fitted with a Boeing/Jeppesen EFB certificated in the new Class 3 category . The Dutch carrier was the launch customer for this EFB, which uses Astronautics hardware, and KLM and Pakistan International Airways are the only airlines operating a Class 3 system today. Malaysian Airlines System, EVA Airways and Emirates are among six customers for the system.
At the time KLM made its decision, says the airline's EFB project manager flight operations Edwin Kleiboer, the carrier had been studying EFBs since 2001. "Then, during the 777 specification process, Boeing offered a Class 3 solution as developmental equipment," he says.
Since this meant that, up to a point, KLM would be hedged against equipment teething troubles, the airline decided to go ahead with what was the only Class 3 EFB then certificated.
Few teething troubles
As it turns out, Kleiboer says, there have been a few initial troubles, but even though the EFB is on the minimum equipment list (MEL) it has never caused a dispatch problem.
Most problems have been with the system "freezing". KLM policy does not allow in-flight rebooting by cycling the circuit breaker, but on-ground rebooting has always cured the trouble. Generally, says Kleiboer, "the EFB has exceeded our assumptions and expectations", and now he rates it "mature" having overcome the original problems.
Meanwhile, KLM flightcrew overwhelmingly voted it "excellent" or "good" in a survey after six months' EFB use.
Training the crew in EFB use is quick and easy, says Kleiboer, because it is "so intuitive". Pilots are given an hour of computer-based training as part of their 777 type rating training, and familiarisation is just a part of their line training. Although the pilots have three choices for manipulating the EFB - the 777's centre pedestal cursor control device, peripheral keys on the EFB display, or touch-screen control - most opt for the latter, says Kleiboer.
He says the electronic performance calculation (EPC) application provides the EFB's greatest cost-benefit advantage because its accuracy allows the abandoning of contingency margins that are built into normal calculations purely because of inaccuracies inherent in the old methods.
So optimum power, speeds and settings can be used at take-off, and optimum payload uplifted when a flight leg is payload-limited. Also, Kleiboer adds, in the event of last minute Notams or MEL items that affect performance calculations, the pilot workload in recalculation is dramatically reduced. From a safety point of view, he says, the airport moving map function reduces the likelihood of runway incursion, and the EFB "replaces error-prone paper processes with an electronic process".
KLM does not yet use all of the 777 EFB's capabilities. Right now it uses the document browser for electronic manuals, the EPC function, the taxi moving map display, and the unit also provides the controls and display for the cabin video surveillance cameras.
Terminal navigation charts were an option that KLM has not taken up yet but will, and the airline also wants the EFB eventually to incorporate an electronic fault finder, and aircraft maintenance log. Meanwhile all the charts and manuals still have to be carried as a backup, so the "less-paper" advantage has not yet been realised. But Kleiboer says the airline hopes to approach its aviation authority shortly for permission to stop carrying type-specific paper manuals.
Electronic documents
Boeing supplies its type technical manual data in XML digital format, which provides a smart-search function, unlike PDF documents, says Kleiboer, and KLM is gradually changing its own manuals into XML.
KLM has also decided to be one of the pioneers for Airbus's own EFB when it takes delivery of its A330-200s from August 2005. The manufacturer calls its EFB the airline in-flight information system (AFIS), which includes an interface and display known as the onboard information terminal (OIT).
Unlike the Boeing EFB, which runs the Linux operating system in one server for certificated software and Windows on the other for non-certificated software, the AFIS is based on Windows XP, with the OIT hardware supplied by Teledyne Controls and rest of the AFIS by Rockwell Collins. Airbus says it is simply a PC that has been customised. Apart from KLM, Thai International and Emirates are purchasing the system, and Emirates will run the AFIS line trials on its A340-500/600 fleet. Airbus says it is on track for certification just before delivery to KLM.
The display/control interface is a flat-screen unit hinged to the flight crews' pull-out tables, which can be canted at right angles to the pilot's line of sight without obscuring any of the main instrument displays. It will be certificated for use in all phases of flight, says Airbus. Mode selection, function and control is by touch-screen or peripheral keys.
Text entry while the pilots' seats are fully forward can be carried out using a touch-screen "virtual" QWERTY keyboard, but when the pilot seats are pushed back a hardware keyboard can be hooked up to the unit to speed up the entry of longer messages.
Airbus says AFIS is a "less paper" rather than a paper-less solution at this stage. It hosts a performance calculator, charts and approach plates, and will have a wi-fi gatelink upload/download facility when it goes into service, with plans for satellite datalink or ACARS upload of real-time information like weather and Notams. The system will host technical manuals, and in due course will offer e-mail and an airport surface position awareness display. AFIS customers have a choice of two software suppliers for digital charting and aviation information services - Lufthansa subsidiary Lido, or Jeppesen. Kleiboer says KLM has not yet made a decision on which it will choose.
The AFIS is harmonised with the Airbus cockpit instruments and avionics, says the manufacturer, and the software will have much in common with the ultimately paperless onboard information system (OIS) planned for the A380, although the OIS hardware manufacturer - Sagem - is different, says Airbus.
Kleiboer says that KLM is studying the issue of retrofitting its existing next generation 737s and MD-11s with EFBs, but cost may drive it to a Class 2 solution.
Quick fit
Teledyne, CMC Electronics and Astronautics all offer Class 2 solutions. Kleiboer says they are based on COTS components and the engineering work to mount them in a flightdeck can take as little as "a couple of hours".
There is some discussion about whether they could link up to aircraft avionics, but if this were done the manufacturers would have to satisfy the certificating agencies that there was no possibility of interference or system corruption. And Class 2 devices cannot host certificated Type C applications like an airport moving map with own-ship position.
A Class 3 system for retrofit would take between three and four days to install, says Kleiboer, and the equipment cost is about $180,000, whereas Class 2 prices are "significantly lower". Kleiboer says he thinks many airlines that have tried Class 1 equipment "are ready to move on".
DAVID LEARMOUNT / LONDON
Source: Flight International
