電子飛行包

電子飛行包。此外，電子飛行包可以託管專用目的應用程式，以自動執行通常手動完成的其他功能，例如起飛效能引數計算。電子飛行包的名稱取自傳統的，其通常是飛行員攜帶到駕駛艙的一個檔案袋，重量可達40磅/18公斤或更高。電子飛行包以數字形式取代這些檔案。典型的電子飛行包重量通常為1至5磅，與膝上型電腦的重量大致相同，相比紙質文件的重量和體積來說非常輕便。使用電子飛行包有許多好處，但具體的益處取決於操作的大小、使用的應用程式型別、現有的內容管理和分發系統，已部署的應用程式型別。一些常見的益處為：取代傳統飛行包以減輕重量，降低成本，減少紙張流程而提高效率等。其他方面還有，可能提升安全性和降低飛行乘員的工作量。根據FAA的諮詢通告，電子飛行包是主要用於駕駛艙/飛行甲板或客艙使用的電子顯示系統。軍用變種具有安全資料儲存、相容照明、環境強化和軍事專用應用和資料。電子飛行包裝置可以顯示各類航空資料和執行基本計算。在過去，傳統上這些功能是使用紙質參考書或由航空公司的“飛行籤派”組為飛行機組提供資料來完成。對於大型和渦輪飛機，FAR 91.503要求在飛機上有導航航圖存在。如果操作者唯一的導航航圖資訊源在電子飛行包上，操作者必須證明電子飛行包在整個減壓事件期間和之後能繼續操作，不論高度如何。實現此能力的唯一方法是在密封外殼中使用固態磁碟驅動器或標準旋轉質量驅動器。2015年的電子飛行包市場估計為22.8億美元，預計2020年將達到42.7億美元，年複合增長率為13.41%。歷史.最早的電子飛行包源自1990年代初，個別飛行員使用他們的個人膝上型電腦和通用軟體。已隱藏部分未翻譯內容，歡迎參與[ 翻譯]。In 2005 the first commercial Class 2 EFB STC (STC No. ST03165AT) was issued that covered the installation of provisions for the deployment of the navAero t•BagC22 EFB computer and touchscreen display system. The installation was performed by Avionics Support Group, Inc.  波音B737NG. The EFB t•Pad display was deployed using the US Patented (8231081) EFB mounting solution, the cfMount™ . The EFB data was updated using a Terminal Wireless Unit (TWLU) installed at Miami Air's facility, that enabled the EFB to update only the files that had changed on the server. In 2006 (a UK charter operation now merged with 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.In 2009, Continental Airlines successfully completed the world’s first flight using Jeppesen Airport Surface Area Moving Map (AMM) showing “own ship” position on a Class 2 Electronic Flight Bag platform – which was the navAero t•BagC22 EFB system. The AMM application uses a high resolution database to dynamically render maps of the airport. Through the use of GPS technology, the application show pilots their position (“own-ship”) on the airport surface map. The result is much improved positional/situational awareness among flight crews which is a critical safety factor for reducing runway incursions during ground operations especially at busy commercial airports with complex runway and taxiway layouts. The STC underwhich the navAero EFB system was deployed (ST02161LA) also provided for the dual EFB systems to be cross-connected which allowed for the Airport Moving Map to be shared (or “pushed”) from one EFB system to the other.從2011年開始， and coinciding with the first anniversary of the release of the Apple iPad, an inventor named Richard Luke Ribich of Maumelle, AR made a number of applications to the USPTO for a series of patents regarding the integration of tablet-style computers with that of transport category (§25) aircraft deployed as EFB devices. The series of patents, which were assigned to ASIG (Avionics &amp; Systems Integration Group of North Little Rock, AR) address the methods and apparatus necessary to successfully and securely integrate consumer tablet-computing devices such as Apple iPad and Microsoft Surface with that of transport category aircraft in both wired and wireless configurations. These patents (US Patent No. 8415925[2], Us Patent No. 8581546 , and US Patent No. 9335796) were issued between April 2013 and May 2016 and address aspects of mounting, device power, aircraft data interfaces and the ability to create custom apps by means of an API library known as a software developers kit (SDK). These patents consider both wired and wireless integration of various tablet computers with that of aircraft power distribution and avionics systems and protect Mr. Ribich's technologies against similar product manufacturing, sale, distribution, use, import/ export and integrated equivalents. Further, in January 2014 the US FAA affirmed these patents as airworthy by issuing ASIG an AML-STC (Approved Model List - Supplemental Type Certificate) for the installation of Class 2 portable EFB provisions for the commercial product known as the flyTab XFB (eXtreme Flight Bag), an ASIG product line, under (STC No. ST11156SC). In June 2014 the Canadian Civil Aviation Authority (TCCA - Transport Canada) issued their own STC for the flyTab XFB (STC No. SA14-51). These patents are currently being enforced throughout the United States and across North America, Europe, Asia, Africa and South America through various treaties and bilateral technology agreements in place between governments.隨著個人計算技術日益緊湊和強大並具有廣泛的儲存能力，這些裝置變得能夠在3磅等新技術進一步擴大了電子飛行包的功能。但是，對於大型商業航空公司，電子飛行包的主要問題並不是飛機上的硬體，而是可靠、有效的將內容更新分發到飛機。雖然電子飛行包技術在大型航空公司的採用率增長較緩，但自1999年以來，商業運營者已經快速部署電子飛行包，因為這減少了監管負擔和有助降低成本。美國空軍特種作戰司令部於2012年7月為全球部署購買了超過3,000臺基於iPad的電子飛行包。在類似的購買中，空中機動司令部啟動了一份多達18,000臺基於iPad的電子飛行包的合同。美國空軍特種作戰司令部內部開發了一種將國家地理空間情報局資料集傳輸給全世界所有使用者的安全方法。已隱藏部分未翻譯內容，歡迎參與[ 翻譯]。 Both Major Commands (MAJCOMs) pursued independent efforts to ensure continuous Ops for their aircrew. 由於這些先驅者的成功，美國國防部正在協調廣泛、綜合實施電子飛行包的概念。在2011年將iPad作為電子飛行包試用後，達美航空在2013年8月宣佈將向其飛行員推出Microsoft Surface 2裝置，取代允許飛行員使用個人平板電腦作為電子飛行包的政策。達美計劃在2014年5月將平板電腦推出給所有飛行員，在FAA於2月批准後。硬體類別.電子飛行包分為三類硬體和三類軟體。參考：FAA諮詢通告AC 120-76D，EASA可接受合規手段AMC 20-25，ICAO文件10020“電子飛行包手冊”及FAA命令8900.1檢查員手冊瞭解最新、準確的描述。注意：隨即將釋出的AC 120-76D，電子飛行包硬體分類將被淘汰。展望未來，電子飛行包將被簡單地歸類為“行動式”或“安裝式”。行動式可以考慮為以前的一類和二類區分鞏固，而安裝式等同於三類。這些簡化將減少混淆，並與已經發布的EASA和ICAO指導相協調。電子飛行包硬體類別包括：已隱藏部分未翻譯內容，歡迎參與[ 翻譯]。應用.電子飛行包可以託管廣泛的應用程式，分為三個軟體類別：注意：C類應用程式受適航要求的限制，因此必須遵循DO-178()/ED-12()的目標開發。C類應用程式必須在三類電子飛行包上執行。注意：隨著即將釋出的AC 120-76D，對C類應用程式的引用將被移除，它們的功能將不再被識別為電子飛行包功能。法規.根據FAA，一類、二類和三類電子飛行包可以作為飛行員需要攜帶的紙質手冊的替代品。雖然第91部分運營商的運營商必須透過OpSpecs流程的運營批准。電子飛行包使用者和安裝人員應瞭解FAA監察員最近的明確指導。有關電子飛行包操作的授權和適航性/認證要求的指導意見由FAA維護。根據對FAA諮詢通告AC 120-76A的意圖澄清，新的檢查員手冊指南草案包含下列要求：有關電子飛行包市場發展的歷史性資料，