The first time Chris lost the horizon, he was at 4,500 feet over central Ohio. The sky was clear, but his instructor had just handed him a pair of foggles. In an instant, the world outside vanished into a milky blur.
The instruments in front of him were sharp and bright, but overwhelming. His scan fell apart within seconds. The altimeter started slipping. His heading wandered. He lost 200 feet before even noticing the descent.
His instructor didn’t say a word. She just pointed at the vertical speed indicator and waited. Eventually, Chris leveled off and began to recover the scan.
Later, back on the ramp, the lesson was clear. Flying on instruments wasn’t ultimately about talent or reaction time but about understanding and using systems. And systems need tools.
For VFR pilots beginning instrument training, the cockpit gets crowded fast. Radio calls, hold entries, and approach briefs all contribute to the mental stack—a skill in itself to manage.
One of the most essential tools for staying ahead of the airplane is the electronic flight bag (EFB). You likely became introduced to an EFB as a student pilot and probably use one for basic flight planning tasks as a VFR pilot, but using one in instrument flight is different.
Understanding the EFB
An EFB is not a single piece of hardware. It is a concept recognized and authorized by the FAA that refers to the use of personal electronic devices to display charts, procedures, checklists, performance data, and navigation information.
While many pilots think of tablets running aviation apps, an EFB could technically also be a phone, or even a laptop, provided it is appropriately configured and meets the FAA’s guidance under Advisory Circular 91-78 for Part 91 operations.
At its core, an EFB replaces the binders and kneeboards once stuffed with paper charts, performance tables, and approach plates. But the best EFBs do more than replicate paper. They organize and prioritize information in ways that match the pilot’s workload. In instrument flying, where information overload can happen in a heartbeat, that support becomes critical.
The Real IFR Workload
One of the most surprising things about instrument flying is how little of it feels like “actual” flying.
Hands might be on the yoke, sure, but the larger task is information management. Every phase of flight has a checklist, clearance, frequency change, routing amendment, weather check, or procedure review. And it all has to happen in real time, while controlling the aircraft with no outside visual references.
A typical IFR flight might begin with a clearance to copy prior to takeoff. That clearance might include a complicated route, an altitude restriction, and a departure procedure you will need to brief. After departure, you will switch between controllers, get occasional vectors, and stay ahead of altitudes, fixes, and various procedures. Not least of these is the approach, which may involve last-minute changes, circling instructions, or missed approach procedures. It is not hard to fall behind.
These are some of the places where the EFB earns its keep. A well-configured app can integrate charts, approach plates, checklists, weather briefings, and flight planning tools into one interface. The need to shuffle through paper is gone, and if using a well-thought-out EFB, switches between screens and views should be but a tap or two away.
When used correctly, the EFB reduces task saturation by making relevant information available at the exact moment it is needed.
Choosing the Right Tool
There are several EFB applications on the market, each with its own layout, features, and pricing model.
For the VFR pilot just starting IFR training, the key is not necessarily finding the most powerful tool but the one with the right tools you’ll actually use. Features do not matter to the student instrument pilot if they are buried under five menus, targeting Part 121 operations, or are only available online.
iFly EFB is a good example of an option designed specifically for general aviation (GA) pilots, offering powerful yet user-friendly tools for both VFR and IFR operations. Its layout is clean and customizable, and the app includes VFR and IFR charts, instrument procedures, real-time weather data, and GPS-based navigation tools.
Approach charts can be layered on moving maps, and routes can be modified quickly during a clearance change. It supports both ADS-B and Wi-Fi weather sources, making it compatible with many portable receivers already in use by student and private pilots. It also runs smoothly on a range of Android and iOS devices, including older tablets as well as the company’s dedicated custom tablet.
That accessibility matters. IFR flying adds workload, so the EFB should alleviate some of it.
From Static to Dynamic
Paper charts do not update in real time. If a NOTAM changes the minimums, or if convective SIGMETs pop up along your route, a printed page will not tell you.
Most EFBs today integrate weather overlays, NOTAMs, and airport status reports directly into their charts and flight planning modules.
This is particularly helpful when briefing an approach. In the paper days, a pilot might note the minimums, the missed approach procedure, and the frequencies.
But what if a NOTAM has changed the frequency? Or what if there is construction at the airport that alters the taxi route? While every pilot should include NOTAMs in their preflight planning, these can still be tough to keep track of manually. Modern EFBs, especially when connected to a live data source, can surface and highlight that information in real time.
Similarly, the ability to brief an approach visually, meaning the pilot can see the aircraft’s position on the approach plate, or to layer the approach over terrain data, helps provide additional situational awareness.
Many EFBs enable users to annotate their charts by highlighting important altitudes or pinning notes to key segments. These tools are not a substitute for a proper briefing,, but they do help provide additional structure around those briefings while reinforcing them as pilots fly their plans in practice.
Tool for the Go-Around and the Diversion
Instrument flying is not always neat. The weather moves in. Ceilings drop. An airport becomes unavailable at the worst possible time.
The go-around and diversion may not happen every day, but they are also not rare events. A pilot’s ability to respond quickly makes a difference.
The best EFBs give pilots the flexibility to adapt without digging through menus or flipping pages.
Suppose the ILS approach you planned is suddenly unavailable, for whatever reason. The EFB can help you load the RNAV procedure, rebrief, and get the new minimums with a few taps. If you need to divert, most apps allow you to reroute quickly to an alternate, check weather en route, and load new procedures—all without starting from scratch.
In the paper world, pilots still need to prepare for these sorts of eventualities, but that process might be much more involved and can lend itself much more easily to task saturation as the pilot tries to flip through charts and make physical adjustments while in flight. In the modern cockpit, changes to the plan can be executed far more easily without missing a beat.
That kind of adaptability builds confidence, especially in training. The more a pilot can focus on flying the aircraft and managing the environment, the better the outcome will be.
Staying Legal and Safe
Part 91 operators are not required to carry paper backups when using an electronic flight bag, provided the device is reliable and up to date.
But that does not mean pilots should ignore redundancy. Batteries fail. Apps crash. Screens freeze.
A second device, or at least a printed backup of the approach plates and alternate airport, is still a wise precaution. Some pilots carry a second tablet or smartphone with a basic version of the same app. Others bring printed copies of key procedures and charts on the flight. The FAA expects pilots to show good judgment in their use of EFBs. Having a backup plan is part of that judgment.
Equally important is currency. EFBs must be kept up to date. Most apps prompt users to download updates before each cycle. It is the pilot’s responsibility to ensure those downloads happen and that the data is current before every flight.
From Student to Proficiency
An EFB is not a shortcut through IFR training. It does not in any way replace knowledge of procedures or the need to brief an approach properly.
But EFBs do offer support, particularly when workloads spike. Used effectively, they free up mental bandwidth for what matters most—flying the airplane and making sound decisions.
As pilots progress through their instrument rating, many find that an EFB becomes part of their scan. Not for primary navigation, but for context. The glancing check of the moving map to confirm position. A quick look at winds aloft while planning the descent. The tap to pull up an alternate route when ATC calls with a change. These moments add up.
IFR environments demand precision and forethought. EFBs are tools that grow with pilots. As skills deepen, so does the ability to use the app well. What starts as a safety net becomes an integral part of the cockpit rhythm.
Looking Ahead for EFBs
As technology continues to evolve, so will the role of the EFB in GA.
Synthetic vision, vertical planning, terrain alerts, and integrated ADS-B weather and traffic are all available on your tablet with EFB platforms like iFly EFB, which has made a point of offering advanced features in a package accessible to everyday pilots.
For the private pilot stepping into IFR training, start using the full capabilities of your EFB early in your training. Learn its layout and customize it to your aircraft and flying style. Treat it as part of your system, not just as a gadget.
Chris never forgot that first lesson under the foggles. Years later, now flying actual IMC in a Mooney, the same feeling returned.
The clouds were thick. The frequency was busy. The clearance was amended just before top of descent. But this time he was not overwhelmed. His scan held, the approach was quickly loaded, and he flew the new approach with confidence.
Right where he expected it, the runway lighting broke through the mist.
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