EFB = Electronic Flight Bag:
I loved my flight bag! Planning a flight was as much fun and interesting as the flight itself. I'm a bit of a navigator nerd, so I love maps, charts. I still have a sextant and I'm probably one of a dying breed of navigators that knows how to use it!
The EFB comes in all sort of shapes and forms. In essence it is a device that replaces paper documents in the cockpit. Manuals, charts, tables etc.
There are all sorts of different classes and ratings. Based on my experience and what I read on aviation forums moving to a no-paper cockpit started in the 90s. I know Lufthansa was one of the first major European carriers to introduce it on its fleet late 90s I believe. At that time they run on very special dedicated hardware/software platforms. The breakthrough in chip technology and notably solid state memory, which did away with the need for hard drives has helped a lot moving this technique into the cockpit.
A big commercial airliner carries a lot of documentation. The Aircraft Operating Manual, Minimum Equipment List to name a few could consist of 4-6 thick binders. And on top of that there are continuous revisions of parts of these manuals. So maintaining them in a current state is a huge undertaking.
Same is true for all maps and charts, airport information etc. A lot of paper. Most of it is valid for a maximum of 6 months only.
Broadly speaking, you need to to carry all of the above to meet formal legal requirements. Introducing EFB meant a lot of weight was saved, updating became relatively easy and everybody carried current documents, chart, table etc. Also, rather then using tables and graphs for performing for instance take off or landing calculations, these could now be automated with simple inputs by the pilots, rather then have to work your way through various tables and graphs to figure out say you landing distance.
It took quite a while before the various authorities were convinced that the various devices, hardware and software and content met the aviation regulations.
But that is all behind us and EFB are here to stay and are used in just about all various forms of flying, be it General Aviation, Commercial and or military.
A lot of the map / chart data these days is also incorporated in the various class / digital cockpit concept. So you can see on a cockpit display where you are on a map, you can see airports, airway, the works!!
My EFB was my iPad with various programs on it. It also doubled up as a moving map, using it's GPS. Never the less, I also always kept a set of proper paper charts, both sectional and low altitudes. I found planning was easier on paper chart, because it gave me better overview. Also, as stated earlier, I'm a bit of a nut case when it comes to navigation and I just like working with charts.
And I never really wanted to rely on my iPad alone. In all honesty, it has never let me down. But I have seen various pilots on aviation forums reporting having had problems at the same time on three EFBs. Which meant they had nothing else to fall back on.
Its probably old fashioned or a sign of my inexperience as a pilot, but I think keeping your flight information on separate media (i.e. paper and digital) makes sense.
Various programs on the iPad also allow you to put a flight plan (VFR or IFR) together and upload it.
All of the above is based on my own experience flying in the USA under FAR rules. It might be different here in India. I just don't know.
Some more info:
http://en.wikipedia.org/wiki/Electronic_flight_bag
Below published approaches:
You can find all commercial/public approaches and airport information on various websites. The Indian government publishes them as well. It's all public and free information.
I fly to and from Delhi on average at least 2 times a week, so I've flown these approaches approx. 150 times, looking out of the window, with the paper charts on my knees. I like to check what the pilots are doing. Now I'd be the first to admit that it is not that easy to gauge altitude, but I'm probably better at it then the average passenger, being a pilot myself. Also I've overflown most of the land marks dozens of times, so you get a pretty good feel on what it normally looks like. i.e what altitude you overfly certain parts of the approach or leading to the approach.
Lastly, the actual flight profile is available on various website as well. A lot of commercial aircraft are equipped with automatic dependent surveillance-broadcast (ADS-B). And of course, there is a whole community out there that listens in and build pretty fancy applications around it. You can track a flight, see where it is, speed, altitude, type everything and several of these sites offer a playback function too. So you can look up flight track data from weeks ago and replay the flight. It will tell you exactly where that flight was, horizontally and vertically on a map.
See for instance:
http://www.flightradar24.com
By the way, if you fly a lot, you should really install its app on your smart phone. When you're waiting at the gate, the plane isn't there yet and the ground staff tells you the plane is inbound, ask for the flight number and plug it in. If it's still 200 miles out at 35.000 feet, you're not going anywhere soon, no matter what the ground staff tells you.
By the way, JetAirways has told me I get my reply on or before December 4th.
Jeroen