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Electronic Flight Bag (EFB) Hazard Assessment

Federal Aviation Administration. Electronic Flight Bag (EFB) Hazard Assessment. International Aircraft Systems Fire Protection Working Group Atlantic City, NJ November 17, 2011. Steve Summer Federal Aviation Administration Fire Safety Branch

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Electronic Flight Bag (EFB) Hazard Assessment

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  1. Federal Aviation Administration Electronic Flight Bag (EFB) Hazard Assessment International Aircraft Systems Fire Protection Working GroupAtlantic City, NJ November 17, 2011 Steve Summer Federal Aviation AdministrationFire Safety Branch http://www.fire.tc.faa.gov

  2. Background • EFBs are electronic devices used to replace the paper materials typically found in the pilot’s Flight Bag. • They are divided into three classes: • Class I – Portable electronic device (PED), Commercial off the Shelf (COTS) equipment, used as loose equipment and stowed during portions of flight • Class II – PED, can be COTS equipment, mounted and connected to aircraft power during flight for use and charging. • Class III – Considered installed equipment, these are not PED, or COTS equipment, but rather are pieces of equipment built and tested specifically for aircraft EFB use.

  3. Background • Class I EFBs are considered portable electronic devices (PEDs) and are not subject to airworthiness standards. • Class II EFBs are also considered PEDs, and are not subject to airworthiness standards, however their mounting/charging connection hardware are. • Class III EFBs are subject to airworthiness standards, as they are considered installed equipment. • Responsibility for class I and class II EFBs falls under FAA flight standards

  4. Proposed Testing • A brief set of tests is planned to assess the potential hazard posed by class I and class II EFBs. • Laptop outfitted with a high capacity (7.2 Ah) Li-Ion battery will be installed in cockpit of FAA Fire Safety 737. • Battery has been modified, replacing one of the battery cells with a small cartridge heater, used to initiate thermal runaway. • Thermocouples placed on the cartridge heater, and one adjacent battery cell. • Smoke meter installed across pilot and co-pilot stations. • Gas sampling (CO, CO2, O2) locations at pilot and co-pilot stations.

  5. Proposed Testing • Laptop will be placed in the cockpit within a mesh cage to prevent any damage to aircraft. In addition, all flammable material (carpeting, seat cushions, etc) from the cockpit has been removed. • Two test scenarios will be conducted and documented (filmed): • Resulting fire will be extinguished immediately following first battery event. Subsequent events of adjacent batteries will be monitored. • Resulting fire will be allowed to continue for as long as possible without endangering the aircraft. • Video of test, along with smoke and gas concentration data should provide a good assessment of what hazard is being introduced into the cockpit through the use of EFBs.

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