AVTX- if not in, this is great opportunity to get in before company PR's this
Fantastic price of .044 with sound support
From RB
By: sonk1
30 Aug 2005, 11:43 PM EDT
Msg. 7670 of 7680
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o.k., how about some real news.....................
I hope you have all had a chance to read your copy of this month's Federal Register, updating the new FAA rules and regulations. If you haven't yet, I have provided an excerpt of interest from it to all AVTX shareholders, below.
If you have been following the FedEx deal, you know that the 200 unit order they placed with Kollsman, was subject to their McDonnel Douglas and Airbus aircraft receiving a special Supplemental FAA Certification certificate to install an EVS product. The certification process was expected to take years and not be completed until the end of 2006, with installations scheduled for 2007!
Well as of August 9th, 2005, the installations can begin now!
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. NM324; Special Conditions No.
25–293–SC]
Special Conditions: McDonnell
Douglas Model MD–10–10F and MD–
10–30F Airplanes; Enhanced Flight
Visibility System (EFVS)
AGENCY: Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions; request
for comments.
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48845 Federal Register / Vol. 70, No. 161 / Monday, August 22, 2005 / Rules and Regulations
SUMMARY:
.These special conditions are
issued for the McDonnell Douglas
Model MD–10–10F and MD–10–30F
airplanes. These airplanes, as modified
by the Federal Express Corporation, will
have an advanced enhanced flight
visibility system (EFVS). The EFVS is a
novel or unusual design feature which
consists of a head up display (HUD)
system modified to display forwardlooking
infrared (FLIR) imagery. The
applicable airworthiness regulations do
not contain adequate or appropriate
safety standards for this design feature.
These special conditions contain the
additional safety standards that the
Administrator considers necessary to
establish a level of safety equivalent to
that established by the existing
airworthiness standards.
DATES: The effective date of these
special conditions is August 9, 2005.
Comments must be received on or
before September 21, 2005.
ADDRESSES: Comments on these special
conditions may be mailed in duplicate
to: Federal Aviation Administration,
Transport Airplane Directorate, Attn:
Rules Docket (ANM–113), Docket No.
NM324, 1601 Lind Avenue SW.,
Renton, Washington, 98055–4056; or
delivered in duplicate to the Transport
Airplane Directorate at the above
address. Comments must be marked:
Docket No. NM324. Comments may be
inspected in the Rules Docket
weekdays, except Federal holidays,
between 7:30 a.m. and 4 p.m.
FOR FURTHER INFORMATION CONTACT: Dale
Dunford, FAA, Transport Standards
Staff, ANM–111, Transport Airplane
Directorate, Aircraft Certification
Service, 1601 Lind Avenue SW.,
Renton, Washington 98055–4056;
telephone (425) 227–2239; fax (425)
227–1320; e-mail:
dale.dunford@faa.gov.
SUPPLEMENTARY INFORMATION: The FAA
has determined that the substance of
these special conditions has previously
been subject to the public comment
process. These particular special
conditions were recently issued and
only three non-substantive comments
were received during the public
comment period. The FAA therefore
finds that good cause exists for making
these special conditions effective upon
issuance.
Comments Invited
Interested persons are invited to
submit such written data, views, or
arguments, as they may desire.
Communications should identify the
rules docket number and be submitted
in duplicate to the address specified
above. The Administrator will consider
all communications received on or
before the closing date for comments.
The special conditions may be changed
in light of the comments received. All
comments received will be available in
the Rules Docket for examination by
interested persons, both before and after
the closing date for comments. A report
summarizing each substantive public
contact with FAA personnel concerning
this rulemaking will be filed in the
docket. Persons wishing the FAA to
acknowledge receipt of their comments
submitted in response to these special
conditions must include with those
comments a self-addressed, stamped
postcard on which the following
statement is made: ‘‘Comments to
Docket No. NM324’’. The postcard will
be date stamped and returned to the
commenter.
Background
On May 1, 2004, the Federal Express
Corporation applied for a supplemental
type certificate for the installation and
operation of a head-up display (HUD)
and an infrared enhanced flight vision
system (EFVS) on McDonnell Douglas
Model MD–10–10F and MD–10–30F
airplanes. The original type certificate
for the MD–10–10F and MD–10–30F
airplanes is A22WE, revision 7, dated
May 24, 2002.
The McDonnell Douglas Model MD–
10–10F and MD–10–30F are transport
category cargo-carrying airplanes that
operate with a crew of two and carry no
passengers. The model MD–10–10F
airplane has a wing span of 155 feet, a
length of 181 feet, a maximum takeoff
gross weight of 440,000 pounds, is
powered by three General Electric CF6–
6D or CF6–K turbofan engines, and has
a maximum range of 5,514 nautical
miles. The Model MD–10–30F airplane
has a wing span of 165 feet; a length of
182 feet; a maximum takeoff gross
weight of 565,000 pounds or 580,000
pounds, depending on the serial
number; is powered by three General
Electric CF6–50C2 turbofan engines;
and has a maximum range of 6,500
nautical miles.
The electronic infrared image
displayed between the pilot and the
forward windshield represents a novel
or unusual design feature in the context
of 14 CFR 25.773. Section 25.773 was
not written in anticipation of such
technology. The electronic image has
the potential to enhance the pilot’s
awareness of the terrain, hazards and
airport features. At the same time, the
image may partially obscure the pilot’s
direct outside compartment view.
Therefore, the FAA needs adequate
safety standards to evaluate the EFVS to
determine that the imagery provides the
intended visual enhancements without
undue interference with the pilot’s
outside compartment view. The FAA
intent is that the pilot will be able to use
a combination of the information seen
in the image and the natural view of the
outside scene seen through the image, as
safely and effectively as a pilot
compartment view without an EVS
image that is compliant with § 25.773.
Although the FAA has determined
that the existing regulations are not
adequate for certification of EFVSs, it
believes that EFVSs could be certified
through application of appropriate
safety criteria. Therefore, the FAA has
determined that special conditions
should be issued for certification of
EFVS to provide a level of safety
equivalent to that provided by the
standard in § 25.773.
Note: The term ‘‘enhanced vision system’’
(EVS) has been commonly used to refer to a
system comprised of a head-up display,
imaging sensor(s), and avionics interfaces
that displayed the sensor imagery on the
HUD and overlaid it with alpha-numeric and
symbolic flight information. However, the
term has also been commonly used in
reference to systems which displayed the
sensor imagery, with or without other flight
information, on a head down display. To
avoid confusion, the FAA created the term
‘‘enhanced flight visibility system’’ (EFVS) to
refer to certain EVS systems that meet the
requirements of the new operational rules—
in particular the requirement for a HUD and
specified flight information—and can be used
to determine ‘‘enhanced flight visibility.’’
EFVSs can be considered a subset of systems
otherwise labeled EVSs.
On January 9, 2004, the FAA
published revisions to operational rules
in 14 CFR parts 1, 91, 121, 125, and 135
to allow aircraft to operate below certain
altitudes during a straight-in instrument
approach while using an EFVS to meet
visibility requirements.
Prior to this rule change, the FAA
issued Special Conditions No. 25–180–
SC, which approved the use of an EVS
on Gulfstream Model G–V airplanes.
Those special conditions addressed the
requirements for the pilot compartment
view and limited the scope of the
intended functions permissible under
the operational rules at the time. The
intended function of the EVS imagery
was to aid the pilot during the approach
and allow the pilot to detect and
identify the visual references for the
intended runway down to 100 feet
above the touchdown zone. However,
the EVS imagery alone was not to be
used as a means to satisfy visibility
requirements below 100 feet.
The recent operational rule change
expands the permissible application of
certain EVSs that are certified to meet
the new EFVS standards. The new rule
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48846 Federal Register / Vol. 70, No. 161 / Monday, August 22, 2005 / Rules and Regulations
will allow the use of EFVSs for
operation below the minimum descent
altitude (MDA) or decision height (DH)
to meet new visibility requirements of
§ 91.175(l). The purpose of these special
conditions is not only to address the
issue of the ‘‘pilot compartment view,’’
as was done by Special Conditions No.
25–180–SC, but also to define the scope
of intended function consistent with
§ 91.175(l) and (m).
Type Certification Basis
Under the provisions of 14 CFR
21.101, the Federal Express Corporation
must show that the McDonnell Douglas
Model MD–10–10F and MD–10–30F
airplanes, as modified, comply with the
regulations in the U.S. type certification
basis established for those airplanes.
The U.S. type certification basis for the
airplanes is established in accordance
with §§ 21.21 and 21.17, and the type
certification application date. The U.S.
type certification basis for these model
airplanes is listed in Type Certificate
Data Sheet No. A22WE, revision 7,
dated May 24, 2005, which covers all
variants of the DC–10, MD–10, and MD–
11 airplanes.
In addition, the certification basis
includes certain special conditions and
exemptions that are not relevant to these
special conditions. Also, if the
regulations incorporated by reference do
not provide adequate standards with
respect to the change, the applicant
must comply with certain regulations in
effect on the date of application for the
change.
If the Administrator finds that the
applicable airworthiness regulations
(i.e., part 25 as amended) do not contain
adequate or appropriate safety standards
for the McDonnell Douglas Model MD–
10–10F and MD–10–30F airplanes
modified by Federal Express because of
a novel or unusual design feature,
special conditions are prescribed under
the provisions of § 21.16.
In addition to the applicable
airworthiness regulations and special
conditions, the McDonnell Douglas
Model MD–10–10F and MD–10–30F
airplanes must comply with the fuel
vent and exhaust emission requirements
of 14 CFR part 34 and the noise
certification requirements of 14 CFR
part 36.
Special conditions, as defined in
§ 11.19, are issued in accordance with
§ 11.38 and become part of the type
certification basis in accordance with
§ 21.101.
Special conditions are initially
applicable to the model for which they
are issued. Should the applicant apply
for a supplemental type certificate to
modify any other model included on the
same type certificate to incorporate the
same novel or unusual design feature,
the special conditions would also apply
to the other model.
Novel or Unusual Design Features
The McDonnell Douglas Model MD–
10–10F and MD–10–30F airplanes will
incorporate an EFVS, which is a novel
or unusual design feature. The EFVS is
a novel or unusual design feature
because it projects a video image
derived from a FLIR camera through the
HUD. The EFVS image is projected in
the center of the ‘‘pilot compartment
view,’’ which is governed by § 25.773.
The image is displayed with HUD
symbology and overlays the forward
outside view. Therefore, § 25.773 does
not contain appropriate safety standards
for the EFVS display.
Operationally, during an instrument
approach, the EFVS image is intended
to enhance the pilot’s ability to detect
and identify ‘‘visual references for the
intended runway’’ [see § 91.175(l)(3)] to
continue the approach below decision
height or minimum descent altitude.
Depending on atmospheric conditions
and the strength of infrared energy
emitted and/or reflected from the scene,
the pilot can see these visual references
in the image better than he or she can
see them through the window without
EFVS.
Scene contrast detected by infrared
sensors can be much different from that
detected by natural pilot vision. On a
dark night, thermal differences of
objects which are not detectable by the
naked eye will be easily detected by
many imaging infrared systems. On the
other hand, contrasting colors in visual
wavelengths may be distinguished by
the naked eye but not by an imaging
infrared system. Where thermal contrast
in the scene is sufficiently detectable,
the pilot can recognize shapes and
patterns of certain visual references in
the infrared image. However, depending
on conditions, those shapes and
patterns in the infrared image can
appear significantly different than they
would with normal vision. Considering
these factors, the EFVS image needs to
be evaluated to determine that it can be
accurately interpreted by the pilot.
The image may improve the pilot’s
ability to detect and identify items of
interest. However, the EFVS needs to be
evaluated to determine that the imagery
allows the pilot to perform the normal
duties of the flightcrew and adequately
see outside the window through the
image, consistent with the safety intent
of § 25.773(a)(2).
Compared to a HUD displaying the
EFVS image and symbology, a HUD that
only displays stroke-written symbols is
easier to see through. Stroke symbology
illuminates a small fraction of the total
display area of the HUD, leaving much
of that area free of reflected light that
could interfere with the pilot’s view out
the window through the display.
However, unlike stroke symbology, the
video image illuminates most of the
total display area of the HUD
(approximately 30 degrees horizontally
and 25 degrees vertically) which is a
significant fraction of the pilot
compartment view. The pilot cannot see
around the larger illuminated portions
of the video image, but must see the
outside scene through it.
Unlike the pilot’s external view, the
EFVS image is a monochrome, twodimensional
display. Many, but not all,
of the depth cues found in the natural
view are also found in the image. The
quality of the EFVS image and the level
of EFVS infrared sensor performance
could depend significantly on
conditions of the atmospheric and
external light sources. The pilot needs
adequate control of sensor gain and
image brightness, which can
significantly affect image quality and
transparency (i.e., the ability see the
outside view through the image).
Certain system characteristics could
create distracting and confusing display
artifacts. Finally, because this is a
sensor-based system intended to
provide a conformal perspective
corresponding with the outside scene,
the system must be able to ensure
accurate alignment.
Therefore, safety standards are needed
for each of the following factors:
• An acceptable degree of image
transparency;
• Image alignment;
• Lack of significant distortion; and
• The potential for pilot confusion or
misleading information.
Section 25.773, Pilot compartment
view, specifies that ‘‘Each pilot
compartment must be free of glare and
reflection that could interfere with the
normal duties of the minimum flight
crew * * *’’ In issuing § 25.773, the
FAA did not anticipate the development
of EFVSs and does not consider § 25.773
to be adequate to address the specific
issues related to such a system.
Therefore, the FAA has determined that
special conditions are needed to address
the specific issues particular to the
installation and use of an EFVS.
Discussion
The EFVS is intended to function by
presenting an enhanced view during the
approach. This enhanced view would
help the pilot to see and recognize
external visual references, as required
by § 91.175(l), and to visually monitor
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48847 Federal Register / Vol. 70, No. 161 / Monday, August 22, 2005 / Rules and Regulations
the integrity of the approach, as
described in FAA Order 6750.24D
(‘‘Instrument Landing System and
Ancillary Electronic Component
Configuration and Performance
Requirements,’’ dated March 1, 2000).
Based on this approved functionality,
users would seek to obtain operational
approval to conduct approaches—
including approaches to Type I
runways—in visibility conditions much
lower than those for conventional
Category I.
The purpose of these special
conditions is to ensure that the EFVS to
be installed can perform the following
functions:
• Present an enhanced view that
would aid the pilot during the
approach.
• Provide enhanced flight visibility to
the pilot that is no less than the
visibility prescribed in the standard
instrument approach procedure.
• Display an image that the pilot can
use to detect and identify the ‘‘visual
references for the intended runway’’
required by § 91.175(l)(3) to continue
the approach with vertical guidance to
100 feet height above the touchdown
zone elevation.
Depending on the atmospheric
conditions and the particular visual
references that happen to be distinctly
visible and detectable in the EFVS
image, these functions would support
its use by the pilot to visually monitor
the integrity of the approach path.
Compliance with these special
conditions does not affect the
applicability of any of the requirements
of the operating regulations (i.e., 14 CFR
parts 91, 121, and 135). Furthermore,
use of the EFVS does not change the
approach minima prescribed in the
standard instrument approach
procedure being used; published
minima still apply.
The FAA certification of this EFVS is
limited as follows:
• The infrared-based EFVS image will
not be certified as a means to satisfy the
requirements for descent below 100 feet
height above touchdown (HAT).
• The EFVS may be used as a
supplemental device to enhance the
pilot’s situational awareness during any
phase of flight or operation in which its
safe use has been established.
An EFVS image may provide an
enhanced image of the scene that may
compensate for any reduction in the
clear outside view of the visual field
framed by the HUD combiner. The pilot
must be able to use this combination of
information seen in the image and the
natural view of the outside scene seen
through the image as safely and
effectively as the pilot would use a pilot
compartment view without an EVS
image that is compliant with § 25.773.
This is the fundamental objective of the
special conditions.
The FAA will also apply additional
certification criteria, not as special
conditions, for compliance with related
regulatory requirements, such as
§§ 25.1301 and 25.1309. These
additional criteria address certain image
characteristics, installation,
demonstration, and system safety.
Image characteristics criteria include
the following:
• Resolution,
• Luminance,
• Luminance uniformity,
• Low level luminance,
• Contrast variation,
• Display quality,
• Display dynamics (e.g., jitter,
flicker, update rate, and lag), and
• Brightness controls.
Installation criteria address visibility
and access to EFVS controls and
integration of EFVS in the cockpit.
The EFVS demonstration criteria
address the flight and environmental
conditions that need to be covered.
The FAA also intends to apply
certification criteria relevant to high
intensity radiated fields (HIRF) and
lightning protection.
Applicability
As discussed above, these special
conditions are applicable to McDonnell
Douglas Model MD–10–10F and MD–
10–30F airplanes. Should the Federal
Express Corporation apply at a later date
for a supplemental type certificate to
modify any other model included on
Type Certificate No. A22WE to
incorporate the same novel or unusual
design feature, the special conditions
would apply to that model as well.
Conclusion
This action affects only certain novel
or unusual design features on
McDonnell Douglas Model MD–10–10F
and MD–10–30F airplanes modified by
the Federal Express Corporation. It is
not a rule of general applicability and
affects only the applicant who applied
to the FAA for approval of these features
on the airplane.
The substance of these special
conditions has been subjected to the
notice and comment period in several
prior instances and has been derived
without substantive change from those
previously issued. It is unlikely that
prior public comment would result in a
significant change from the substance
contained herein. For this reason, the
FAA has determined that prior public
notice and comment are unnecessary
and impracticable, and good cause
exists for adopting these special
conditions upon issuance. The FAA is
requesting comments to allow interested
persons to submit views that may not
have been submitted in response to the
prior opportunities for comment
described above.
List of Subjects in 14 CFR Part 25
Aircraft, Aviation safety, Reporting
and recordkeeping requirements.
The authority citation for these special
conditions is as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701,
44702, 44704.
The Special Conditions
Accordingly, pursuant to the authority
delegated to me by the Administrator,
the following special conditions are
issued as part of the type certification
basis for McDonnell Douglas Model MD–
10–10F and MD–10–30F airplanes
modified by the Federal Express
Corporation.
1. The EFVS imagery on the HUD
must not degrade the safety of flight or
interfere with the effective use of
outside visual references for required
pilot tasks during any phase of flight in
which it is to be used.
2. To avoid unacceptable interference
with the safe and effective use of the
pilot compartment view, the EFVS
device must meet the following
requirements:
a. The EFVS design must minimize
unacceptable display characteristics or
artifacts (e.g. noise, ‘‘burlap’’ overlay,
running water droplets) that obscure the
desired image of the scene, impair the
pilot’s ability to detect and identify
visual references, mask flight hazards,
distract the pilot, or otherwise degrade
task performance or safety.
b. Control of EFVS display brightness
must be sufficiently effective in
dynamically changing background
(ambient) lighting conditions to prevent
full or partial blooming of the display
that would distract the pilot, impair the
pilot’s ability to detect and identify
visual references, mask flight hazards,
or otherwise degrade task performance
or safety. If automatic control for image
brightness is not provided, it must be
shown that a single manual setting is
satisfactory for the range of lighting
conditions encountered during a timecritical,
high workload phase of flight
(e.g., low visibility instrument
approach).
c. A readily accessible control must be
provided that permits the pilot to
immediately deactivate and reactivate
display of the EFVS image on demand.
d. The EFVS image on the HUD must
not impair the pilot’s use of guidance
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information or degrade the presentation
and pilot awareness of essential flight
information displayed on the HUD, such
as alerts, airspeed, attitude, altitude and
direction, approach guidance,
windshear guidance, TCAS resolution
advisories, or unusual attitude recovery
cues.
e. The EFVS image and the HUD
symbols—which are spatially referenced
to the pitch scale, outside view and
image—must be scaled and aligned (i.e.,
conformal) to the external scene. In
addition, the EFVS image and the HUD
symbols—when considered singly or in
combination—must not be misleading,
cause pilot confusion, or increase
workload. There may be airplane
attitudes or cross-wind conditions
which cause certain symbols (e.g., the
zero-pitch line or flight path vector) to
reach field of view limits, such that they
cannot be positioned conformally with
the image and external scene. In such
cases, these symbols may be displayed
but with an altered appearance which
makes the pilot aware that they are no
longer displayed conformally (for
example, ‘‘ghosting’’).
f. A HUD system used to display
EFVS images must, if previously
certified, continue to meet all of the
requirements of the original approval.
3. The safety and performance of the
pilot tasks associated with the use of the
pilot compartment view must not be
degraded by the display of the EFVS
image. These tasks include the
following:
a. Detection, accurate identification
and maneuvering, as necessary, to avoid
traffic, terrain, obstacles, and other
hazards of flight.
b. Accurate identification and
utilization of visual references required
for every task relevant to the phase of
flight.
4. Compliance with these special
conditions will enable the EFVS to be
used during instrument approaches in
accordance with § 91.175(l) such that it
may be found acceptable for the
following intended functions:
a. Presenting an image that would aid
the pilot during a straight-in instrument
approach.
b. Enabling the pilot to determine that
there is sufficient ‘‘enhanced flight
visibility,’’ as required by § 91.175(l)(2),
for descent and operation below
minimum descent altitude/decision
height (MDA)/(DH).
c. Enabling the pilot to use the EFVS
imagery to detect and identify the
‘‘visual references for the intended
runway,’’ required by § 91.175(l)(3), to
continue the approach with vertical
guidance to 100 feet height above
touchdown zone elevation.
5. Use of EFVS for instrument
approach operations must be in
accordance with the provisions of
§ 91.175(l) and (m). Appropriate
limitations must be stated in the
Operating Limitations section of the
airplane flight manual to prohibit the
use of the EFVS for functions that have
not been found to be acceptable.
Issued in Renton, Washington, on August
9, 2005.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 05–16518 Filed 8–19–05; 8:45 am]
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