EFB-Pro utilizes a “net-ified” SID or departure procedure for lateral and vertical obstacle clearance.  This provides an ever increasing margin of safety as the flight progresses on one engine and places the aircraft in the enroute structure at the end of the procedure.

 

As to runway analysis, beyond the $1000+ / year / tail number cost*, our major concern revolves around the narrow takeoff path that the climb analysis is based.  Having reviewed and attempted personally multiple V1 cuts in numerous level 5 aircraft simulators, it is evident that a problem exists, for real-world operations, maintaining centerline path and “just in time” clearance of obstacles with unexpected one engine inop scenarios. 

 

Runway Analysis does not provide clearance along a gradient. It provides clearance of specific obstacles (each subsequent obstacle is cleared by 35 feet on the net path, i.e. just in time) with a greatly reduced lateral margin.  Thus the aircraft at max weight could still be clearing obstacles by 35 feet many miles from the airport. SEE DIAGRAMS BELOW.

 

Though runway analysis meets the AC120-91 criteria, as does EFB-Pro, it creates a much higher false sense of security.  Additionally, runway analysis evolved out of the airline industry whereby crews are routinely trained on ALL airports of departure.  This is a totally different operational environment than Part 135, 91K and 91 operations. On demand charter and corporate flight departments never know which airports they might depart. Recurrent training will realistically only involve a small percentage of the actual airports of departure.  As stated above, having witnessed numerous simulator V1 cuts by highly experienced crews, we would hope that this issue not be underestimated and analyzed realistically. 

 

One flight department put it this way; “If the obstacle clearance and lateral limit protection of an “all engine operating” departure involved with a SID is acceptable, why would anyone want a narrower path and reduced vertical clearance with one-engine inop?”

 

 

Feature	EFB-Pro	AGP
Weight & Balance
Graphical W&B Entry	Y	N
W&B Envelop Shown	Y	N
Allows for Actual and Standard Weights	Y	N
CG Envelop Curtailment (per AC 120-27E)	Y	N
Standard Weights adjusted for Winter/Summer	Y	N
CG shift due to fuel burn shown graphically	Y	N
Complies with AC 120-27E	Y	N
Transmit W&B via email	Y	N
Print W&B	Y	N
Landing Distance Assessment (60% and 15%)	Y	N
Performance Calculations
Follows AFM Obstacle Clearance Procedure	Y	Y*
Takeoff Max Wgt analysis above 2nd Segment	Y	Y*
Transition Segment Considered (level and acceleration)	Y	Y*
Calculates Max Wgt if weight entered is too high	Y	N
SID and Known Obstacles are treated the same	N	NA
Thrust Time Limit used to limit gradient	N	N
Calculates Distance and Time between Airports	Y	N
Print TOLD card ( PC platform only)	Y	N
Miscellaneous
Contains Airport Lat/Long info	Y	N
Optional Airport, FBO, Runway, Hotel info	Y	N
Stores multiple aircraft in same program	Y	N
Conversion Calculator (JetA Gals to Lbs etc)	Y	N
System Requirements
Operates on Palm	Y	N
Operates on PocketPC	Y	Y
Operates on Windows Mobile (PPC version)	Y	Y
Operates on EFB/Laptops/PC	Y	N***
Support
800 Phone number for Sales	Y	N
800 Phone number for Support	Y	N
Office is staffed M-F 9-5	Y	Y
Price
Base Price	$399	$1140/YR** (per a/c)
*Just in time clearance ** As on November 2006 *** Web-based only