Narrative:

Hand flying a/P and a/T off descending from 2;400m to 1;800m while being vectored to the ILS 02R final; ATC issued a runway change to 02L. My misplaced confidence in selecting the correct efb approach plate and making the required baro DH change while simultaneously leveling off at 1;800m was obviously the major factor. Complicating the situation was the new efb software. It is far from intuitive and the touch screen accuracy; despite repeated calibration; is anything but accurate. Additionally; I attempted to set the new DH while the altimeter was set for meters; further distracting me from my primary task of flying the jet. I recognized my error descending through approximately 1;770m with a max deviation of 50m (approximately 150 feet) before correcting back to 1800m. ATC soon thereafter issued a descent down to 1;200m.I have several suggestions. 1. Aviate; navigate; communicate; fly the jet first always! 2. Last minute unanticipated changes by approach control on base to final; a/P and a/T on. 3. The new efb software is a situational awareness black-hole. Definitely a major detractor in all flight phases. 4. Company required efb training and self study accessible training aids totally inadequate. Jepps change is about money with apparently a total disregard of the real/potential safety implications.

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Original NASA ASRS Text

Title: A flight crew using a new EFB software package commented about distractions caused by the lack of its usability and the First Officer overshot an assigned altitude while searching for a DH after a runway change.

Narrative: Hand flying A/P and A/T off descending from 2;400m to 1;800m while being vectored to the ILS 02R final; ATC issued a runway change to 02L. My misplaced confidence in selecting the correct EFB approach plate and making the required Baro DH change while simultaneously leveling off at 1;800m was obviously the major factor. Complicating the situation was the new EFB software. It is far from intuitive and the touch screen accuracy; despite repeated calibration; is anything but accurate. Additionally; I attempted to set the new DH while the altimeter was set for meters; further distracting me from my primary task of flying the jet. I recognized my error descending through approximately 1;770m with a max deviation of 50m (approximately 150 feet) before correcting back to 1800m. ATC soon thereafter issued a descent down to 1;200m.I have several suggestions. 1. Aviate; navigate; communicate; fly the jet first always! 2. Last minute unanticipated changes by approach control on base to final; A/P and A/T on. 3. The new EFB software is a SITUATIONAL AWARENESS black-hole. Definitely a major detractor in all flight phases. 4. Company required EFB training and self study accessible training aids totally inadequate. JEPPS change is about money with apparently a total disregard of the real/potential safety implications.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.