702 / 703 Paperless or electronic cockpits

[Cap'n Tripps]

Hi All!

We are a small, but growing 702/703 operator. Most of the fleet spends it's time away from the main base.

I'm looking for some ideas about going paperless, and how (or even if) it's been implemented already.

Initially, I'm looking for ways to comply with 723.18 with regards to OFPs, by using email or some other form of electronic transmission, using off the shelf components such as laptops and iPads and software such as Adobe Acrobat (.pdf). What is legal and what isn't and various methods of compliance. What needs to go through a certification process, and what can be used through simply (HA!) updating an Ops Manual.

I understand about using Foreflight and Jeppesen and other software for flight planning. What I'm looking for are specific, concrete and repeatable examples of how to implement a method for crews in the field to send in documents, or at least the data on them such as OFPs, journey log pages and other paperwork relating to operational control without resorting to faxes, printers and scanners.

Eventually, I'd like to implement a more integrated solution using a web based, cross platform approach, but for the moment I thought I'd start with OFPs. Once I've figured that out, I can move on to other challenges.

Going entirely paperless is a pipe dream, I know. I also know that a solution can sometimes be more painful than the problem.

Thanks for any replies. If you care to PM me, I can guarantee confidentiality.

Cheers!

[pez]

Not aviation specific, but possibly worth a look for some of what you're looking for: www.prontoforms.com.

Basically, create your own forms to be filled in and submitted from a mobile device, and sent to you via email, integrated into backend system, etc.

I've worked for the company for the last two years (while continuing to look for a right seat somewhere, and working as a tow pilot in the summers). We have a few charter operators among our clients, including one of the larger business charter companies in the US.

Cheers,
Colin

[Bede]

Google Drive. OFP can be done using Forms or spreadsheet. It can be viewed instantly by anyone at the main base.

An FTU I set up used Google Drive spreadsheet for maintenance tracking. Everything was automatic giving colour coded warnings when tasks became due. All you had to do is put the TT in at the end of the day and update when something came out of maintenance. Addition was always perfect. Management can monitor from home. TC loved it since they could keep an eye on us from the comfort of their desks.

The same principle can be applied with training tracking, medicals, etc. No need for big binders at the head office.

[Edo]

Why would you ever give TC access to the google spreadsheet? Yes they do need to see the system during an inspection or audit but not everyday. All it takes is for someone to enter a 9 instead of a 6 and you have (on paper) blown your inspections by 300 hrs AND given TC access to a document that says so. turns a small error into a pain in the ass

[chipmunk]

I work for a small 702 and we are almost completely paperless - going on about a year and a half at this point. Like yours, our fleet also spends most of the time away from the main base.

About 2 years ago, we had about a six month period where a few pilots pre-tested out all sorts of EFBs (management initially wanted a Windows-based one, before it was known how well the iPad actually did manage documents, etc.) However, after the best option kept crashing during a ferry flight over the North Atlantic and the UK, and then taking ten minutes to restart, we ended up with the much more stable and reliable iPad 2.

For document control, we use the GoodReader app - it holds the QRH, SOP, aircraft documents, manuals, etc (synced/updated via a secure FTP managed by an administrator). We type/write on the OFPs, "flatten" our annotations (so that they can't be deleted/erased), and then via the app, email them in at the end of the day. (We also do our training forms like this.) We have the 3G-enabled iPads since they're the ones with the internal GPS which we "need" for ForeFlight/Jepp, but most of us don't have a data plan (we can get a sim card on our own if we want, but the company doesn't pay for it) so we don't do updates during the day - just when we get back to a wifi connection.

One of the only things we still have in paper is the journey log but we never fax/scan anymore -we use the iPad camera to take a photo of it and send it in to Tech Records at the end of the day (the yellow pages still come out and get mailed in whenever a package is going back to base, as does the logbook itself once finished.)

Transport requires an implementation period and there are specific things to comply with depending on what "class" of EFB you choose to go with. (Here's the link: http://www.tc.gc.ca/eng/civilaviation/o ... 0-1348.htm)

Like you suspect, probably the biggest headache was the paperwork involved... i.e. coming up with an implementation plan, updating the ops manual, etc. (There are actually some really supportive/receptive TC inspectors out there, along with the "what? no paper?" types!)

I can't even imagine going back to paper. It's easier for everyone - pilots, managers - and Tech Records loves having clear, easy-to-read documents and not having to ship stacks of paper updates to us in the field anymore.

[CID]

Go to this website:

http://rgl.faa.gov/Regulatory_and_Guida ... t?OpenPage

Do a search and download AC 120-76B. You'll find the relevant guidance for equipment there. There are other documents for operational approval as well. Just do another search for "EFB".

In a nutshell, the more you want to have the EFB do, the more you'll have to do to get it approved both for installation and operational approval. Regardless, if you have to mount it and/or connect it to the electrical supply on the airplane, you must get those aspects "approved". Depending on what you want to use it for, there may be some other installation approval hoops as well including some human factors aspects.

The AC I referred to above has a list of applications and the compliance impact. Depending on how critical the function, you may not be able to use COTS EFBs like the iPad. For example, if you want to use the EFB to send ATS messages through the datalink, you'll have to get an "aircraft" grade device.

[Pratt X 3]

Got this in my email yesterday.
http://www.tc.gc.ca/eng/civilaviation/o ... 0-1348.htm

[Cap'n Tripps]

Thanks for the responses. Lots of good info out there.

I've done a few things, basically converting our OFP into both a PDF, and a google doc.

I'm not sure the google doc thing will work though as there are far too many fiddly fields to fill in. I understand the data gets entered into a spreadsheet, and from there can be manipulated into any number of ways, but then, so can a PDF.

One issue that has arisen is what still has to be paper? For example, good airmanship may dictate that for a 5 hour long ferry flight, a copy of wx and notams should probably carried onboard, along with a method of annotating enroute nav and fuel information, but if you have an approved 'paperless' system how do you work this into the plan? What about clearances, ATIS info, etc? Do these need to be documented and sent in with the rest of the flight paperwork?

Also, a class 1 EFB isn't mounted to the aircraft, but can be powered from it. I believe I read somewhere that EFB approach plates (including SID/STARs) are not authorized for use during an approach (because it should be stowed during departure and approach phases of flight). Would a knee board be a suitable 'work around' for an iPad to allow use during approaches? How many EFBs do we need to carry to avoid having paper charts and approach plates? Does an EFB have to be of a particular type across the company? Or can one simply use whatever an individual pilot wants as far as a tablet device goes ie: Ipad, Android, Windows as long as the information conforms to the standard in the COM?

I also have a call in to our POI, and will hopefully get some answers soon. I see there has been a lot of interest in the topic, but not that much in terms of those who have done it. I'll compile the information I receive and post the results.

Cheers!

[turbo-prop]

Thanks for the responses. Lots of good info out there.

I've done a few things, basically converting our OFP into both a PDF, and a google doc.

I'm not sure the google doc thing will work though as there are far too many fiddly fields to fill in. I understand the data gets entered into a spreadsheet, and from there can be manipulated into any number of ways, but then, so can a PDF.

One issue that has arisen is what still has to be paper? For example, good airmanship may dictate that for a 5 hour long ferry flight, a copy of wx and notams should probably carried onboard, along with a method of annotating enroute nav and fuel information, but if you have an approved 'paperless' system how do you work this into the plan? What about clearances, ATIS info, etc? Do these need to be documented and sent in with the rest of the flight paperwork?

Also, a class 1 EFB isn't mounted to the aircraft, but can be powered from it. I believe I read somewhere that EFB approach plates (including SID/STARs) are not authorized for use during an approach (because it should be stowed during departure and approach phases of flight). Would a knee board be a suitable 'work around' for an iPad to allow use during approaches? How many EFBs do we need to carry to avoid having paper charts and approach plates? Does an EFB have to be of a particular type across the company? Or can one simply use whatever an individual pilot wants as far as a tablet device goes ie: Ipad, Android, Windows as long as the information conforms to the standard in the COM?

I also have a call in to our POI, and will hopefully get some answers soon. I see there has been a lot of interest in the topic, but not that much in terms of those who have done it. I'll compile the information I receive and post the results.

Cheers!

Clearances, ATIS don't have to be documented anywhere. You can take a picture of your weather and notams with an iPad have access to that at anytime. You would have to carry 2 iPads to go paperless with approach plates on both. And for commonality I wouldn't be letting guys whatever they want, I would stick with one kind and restrict the use of it for non work related stuff, is it will be available when they need to use it. Let us know what your POI says when he gets back to you, would like to know the different POIs say.

[chipmunk]

Clearances, ATIS don't have to be documented anywhere. You can take a picture of your weather and notams with an iPad have access to that at anytime. You would have to carry 2 iPads to go paperless with approach plates on both. And for commonality I wouldn't be letting guys whatever they want, I would stick with one kind and restrict the use of it for non work related stuff, is it will be available when they need to use it. Let us know what your POI says when he gets back to you, would like to know the different POIs say.

Exactly.
Since you have to have a training program for the specific device, as well as having all the approvals and the blurb how you're going to integrate everything into your ops manual, nevermind the integration period where you have to record all the glitches, etc *with that specific device* - go with one type.

You have to have some sort of control over the EFB as well - our guys aren't allowed to have any non-approved apps on their iPads because you initially don't know how/if a new, non-Apple-created app is going to affect your navigation app(s). Anytime someone suggests a new app (say, a new weather app), it gets tested out for a couple of weeks to make sure it doesn't crash your approach plate on final, then an email gets sent out to us that we can download the new app. Facebook isn't allowed either... this is a work device, specifically. (We also have a limitation on the storage use - must have 50% of the memory free because one of the navigation apps will start to dump cached maps if it sees the storage is approaching 100%.) People complain that the iPad is restrictive and they can't manipulate it the way they want to, but that's one of the reasons that we find it works so well - it's easy not to mess up, it's intuitive to use (important when you have a range of guys from 20 year olds to 60+ year olds in the company), and the apps out there are excellent.

The way we manage our weather is we use the AeroWeather app in combination with NavCanada Weather Mail (if in Canada) or some other local source -along with NOTAMS, it gets saved and emailed to the company each morning. As turbo-prop mentioned, it's easy to take a screenshot of satellite & radar shots as well so you can refer to them in flight.

You were mentioning PDFs being manipulated... check out the GoodReader app. It's worth the $6. You can annotate the PDF document (either type or write free-hand) and then "flatten" your annotations which means that they can't be erased... then you email the document in. Also, in GoodReader, I keep a blank PDF document so that at any time I need to take notes or write a clearance, I just take out my stylus (or finger) and "write". Works like a charm. Hell, you can save it ("flatten" those annotations again) if you're concerned about anyone wanting to see it at a later date (but it's not "required.")

Your question about annotating enroute nav and fuel information - get Foreflight. It does it all for you and is surprisingly accurate. We use kneeboards and also have some suction-cup ram mounts. In-cockpit power sources. You need 2 EFBs on each flight (our single pilot machines have their own specific Aircraft EFB.). You'll still need a paper "abbreviated emergency checklist" and if VFR, your VNCs... (until NavCanada catches up to the USA in that department...) and that's pretty much it. If you have any questions... as I said above, we're 702 and we've been completely paperless for a while now.