Special Conditions: Embraer S.A. Model EMB-545 and EMB-550 airplanes, Synthetic Vision System and Enhanced Flight Vision System on Head-Up Display, 51090-51093 [2016-18447]
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Federal Register / Vol. 81, No. 149 / Wednesday, August 3, 2016 / Rules and Regulations
V′ = Clearance speed as defined by
§ 25.629(b)(2).
V″ = Clearance speed as defined by
§ 25.629(b)(1).
Where:
Qj = (Tj)(Pj) where:
Qj = Probability of being in failure mode j
Tj = Average time spent in failure mode j (in
hours)
Pj = Probability of occurrence of failure mode
j (per hour)
rmajette on DSK2TPTVN1PROD with RULES
Note: If Pj is greater than 10¥3 per flight
hour, then the flutter clearance speed must
not be less than V″.
vi. Freedom from aeroelastic
instability must also be shown up to V′
in Figure 3, above, for any probable
system-failure condition, combined
with any damage required or selected
for investigation by § 25.571(b).
b. Consideration of certain failure
conditions may be required by other
sections of 14 CFR part 25 regardless of
calculated system reliability. Where
analysis shows the probability of these
failure conditions to be less than 10¥9,
criteria other than those specified in this
paragraph may be used for structural
substantiation to show continued safe
flight and landing.
4. Failure indications. For systemfailure detection and indication, the
following apply:
a. The system must be checked for
failure conditions, not extremely
improbable, that degrade the structural
capability below the level required by
14 CFR part 25, or that significantly
reduce the reliability of the remaining
system. As far as reasonably practicable,
the flightcrew must be made aware of
these failures before flight. Certain
elements of the control system, such as
mechanical and hydraulic components,
may use special periodic inspections,
and electronic components may use
daily checks, in lieu of detection and
indication systems, to achieve the
objective of this requirement. These
certification-maintenance requirements
must be limited to components that are
not readily detectable by normal
detection-and-indication systems, and
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14:12 Aug 02, 2016
Jkt 238001
where service history shows that
inspections will provide an adequate
level of safety.
b. The existence of any failure
condition, not extremely improbable,
during flight, that could significantly
affect the structural capability of the
airplane, and for which the associated
reduction in airworthiness can be
minimized by suitable flight limitations,
must be signaled to the flightcrew. For
example, failure conditions that result
in a factor of safety between the airplane
strength and the loads of 14 CFR part
25, subpart C below 1.25, or flutter
margins below V″, must be signaled to
the crew during flight.
5. Dispatch with known failure
conditions. If the airplane is to be
dispatched in a known system-failure
condition that affects structural
performance, or that affects the
reliability of the remaining system to
maintain structural performance, then
the provisions of these special
conditions must be met, including the
provisions of special condition 2 for the
dispatched condition, and special
condition 3 for subsequent failures.
Expected operational limitations may be
taken into account in establishing Pj as
the probability of failure occurrence for
determining the safety margin in Figure
1. Flight limitations and expected
operational limitations may be taken
into account in establishing Qj as the
combined probability of being in the
dispatched failure condition and the
subsequent failure condition for the
safety margins in Figures 2 and 3. These
limitations must be such that the
probability of being in this combined
failure state, and then subsequently
encountering limit load conditions, is
extremely improbable. No reduction in
these safety margins is allowed if the
subsequent system-failure rate is greater
than 10¥3 per hour.
PO 00000
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Issued in Renton, Washington, on July 27,
2016.
Victor Wicklund,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2016–18448 Filed 8–2–16; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA–2016–3872; Special
Conditions No. 25–629–SC]
Special Conditions: Embraer S.A.
Model EMB–545 and EMB–550
airplanes, Synthetic Vision System and
Enhanced Flight Vision System on
Head-Up Display
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions;
request for comments.
AGENCY:
These special conditions are
issued for the Embraer S.A. (Embraer)
Model EMB–545 and EMB–550
airplanes. These airplanes will have a
novel or unusual design feature
associated with a vision system that
displays video imagery on the head-up
display. 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: This action is effective on
Embraer S.A. on August 3, 2016. We
must receive your comments by
September 19, 2016.
ADDRESSES: Send comments identified
by docket number FAA–2016–3872
using any of the following methods:
• Federal eRegulations Portal: Go to
https://www.regulations.gov/and follow
SUMMARY:
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ER03AU16.002</GPH>
51090
rmajette on DSK2TPTVN1PROD with RULES
Federal Register / Vol. 81, No. 149 / Wednesday, August 3, 2016 / Rules and Regulations
the online instructions for sending your
comments electronically.
• Mail: Send comments to Docket
Operations, M–30, U.S. Department of
Transportation (DOT), 1200 New Jersey
Avenue SE., Room W12–140, West
Building Ground Floor, Washington, DC
20590–0001.
• Hand Delivery or Courier: Take
comments to Docket Operations in
Room W12–140 of the West Building
Ground Floor at 1200 New Jersey
Avenue SE., Washington, DC, between 9
a.m. and 5 p.m., Monday through
Friday, except Federal holidays.
• Fax: Fax comments to Docket
Operations at 202–493–2251.
Privacy: The FAA will post all
comments it receives, without change,
to https://www.regulations.gov/,
including any personal information the
commenter provides. Using the search
function of the docket Web site, anyone
can find and read the electronic form of
all comments received into any FAA
docket, including the name of the
individual sending the comment (or
signing the comment for an association,
business, labor union, etc.). DOT’s
complete Privacy Act Statement can be
found in the Federal Register published
on April 11, 2000 (65 FR 19477–19478),
as well as at https://DocketsInfo.
dot.gov/.
Docket: Background documents or
comments received may be read at
https://www.regulations.gov/ at any time.
Follow the online instructions for
accessing the docket or go to Docket
Operations in Room W12–140 of the
West Building Ground Floor at 1200
New Jersey Avenue SE., Washington,
DC, between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
FOR FURTHER INFORMATION CONTACT: Dale
Dunford, FAA, Airplane and Flightcrew
Interface Branch, ANM–111, Transport
Airplane Directorate, Aircraft
Certification Service, 1601 Lind Avenue
SW., Renton, Washington 98057–3356;
telephone 425–227–2239; facsimile
425–227–1320.
SUPPLEMENTARY INFORMATION: The FAA
has determined that notice of, and
opportunity for prior public comment
on, these special conditions is
impracticable because these procedures
would significantly delay issuance of
the design approval and thus delivery of
the affected airplane.
In addition, the substance of these
special conditions has been subject to
the public comment process in several
prior instances with no substantive
comments received. The FAA therefore
finds that good cause exists for making
these special conditions effective upon
publication in the Federal Register.
VerDate Sep<11>2014
14:12 Aug 02, 2016
Jkt 238001
Comments Invited
We invite interested people to take
part in this rulemaking by sending
written comments, data, or views. The
most helpful comments reference a
specific portion of the special
conditions, explain the reason for any
recommended change, and include
supporting data.
We will consider all comments we
receive by the closing date for
comments. We may change these special
conditions based on the comments we
receive.
Background
On October 9, 2014, Embraer applied
for a change to Type Certificate No.
TC00062IB for a synthetic vision system
(SVS) and enhanced flight vision system
(EFVS) on a head-up display (HUD) in
Model EMB–545 and EMB–550
airplanes. These airplanes are business
jets capable of accommodating up to 9
passengers (EMB–545) or 12 passengers
(EMB–550).
Type Certification Basis
Under the provisions of title 14, Code
of Federal Regulations (14 CFR) 21.101,
Embraer must show that the Model
EMB–545 and EMB–550 airplanes, as
changed, continue to meet the
applicable provisions of the regulations
listed in Type Certificate No.
TC00062IB, or the applicable
regulations in effect on the date of
application for the change, except for
earlier amendments as agreed upon by
the FAA. The regulations listed in the
type certificate are commonly referred
to as the ‘‘original type certification
basis.’’ In addition, the certification
basis includes certain special
conditions, exemptions, or later
amended sections of the applicable part
that are not relevant to these special
conditions.
If the Administrator finds that the
applicable airworthiness regulations
(i.e., 14 CFR part 25) do not contain
adequate or appropriate safety standards
for the Model EMB–545 and EMB–550
airplanes because of a novel or unusual
design feature, special conditions are
prescribed under the provisions of
§ 21.16.
Special conditions are initially
applicable to the model for which they
are issued. Should the type certificate
for that model be amended later to
include any other model that
incorporates the same novel or unusual
design feature, or should any other
model already included on the same
type certificate be modified to
incorporate the same novel or unusual
design feature, these special conditions
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51091
would also apply to the other model
under § 21.101.
In addition to the applicable
airworthiness regulations and special
conditions, Embraer Model EMB–545
and EMB–550 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.
The FAA issues special conditions, as
defined in 14 CFR 11.19, in accordance
with § 11.38, and they become part of
the type-certification basis under
§ 21.101.
Novel or Unusual Design Features
The Embraer Model EMB–545 and
EMB–550 airplanes will incorporate the
following novel or unusual design
feature: an enhanced-flight vision
system and synthetic vision system that
display video imagery on a head-up
display.
Discussion
Video display on the HUD constitutes
new and unusual technology for which
the FAA has no certification criteria.
Section 25.773 does not permit visual
distortions and reflections in the pilot’s
view out the airplane windshield that
could interfere with the pilot’s normal
duties, and was not written in
anticipation of such technology. Special
conditions are therefore issued as
prescribed under the provisions of
§ 21.16.
For many years the FAA has
approved, on transport-category
airplanes, the use of HUD that display
flight symbols without a significant
visual obstruction of the outside view.
When the FAA began to evaluate the
display of enhanced vision-system
(EVS) imagery on the HUD, significant
potential to obscure the outside view
became apparent, contrary to the
requirements of 14 CFR 25.773. This
rule does not permit distortions and
reflections in the pilot-compartment
view, through the airplane windshield,
that interferes with normal duties, and
the rule was not written in anticipation
of such technology. The video image
potentially interferes with the pilot’s
ability to see the natural scene in the
center of the forward field of view.
Therefore, the FAA issued special
conditions for such HUD/EVS
installations to ensure that the level of
safety required by § 25.773 would be
met even when the image might
partially obscure the outside view.
While many of the characteristics of
EVS and SVS video differ in some ways,
they have one thing in common: the
potential for interference with the
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Federal Register / Vol. 81, No. 149 / Wednesday, August 3, 2016 / Rules and Regulations
outside view through the airplane
windshield.
Although the pilot may be able to see
around and through small, individual,
stroke-written symbols on the HUD, the
pilot may not be able to see around or
through the image that fills the display
without some interference of the outside
view. Nevertheless, the vision-system
video may be capable of meeting the
required level of safety when
considering the combined view of the
image and the outside scene visible to
the pilot through the image. It is
essential that the pilot can use this
combination of image and natural view
of the outside scene as safely and
effectively as the pilot-compartment
view currently available without the
vision-system image.
Because § 25.773 does not provide for
any alternatives or considerations for
such a new and novel system, the FAA
establishes safety requirements that
assure an equivalent level of safety and
effectiveness of the pilot-compartment
view as intended by that rule. The
purpose of these special conditions is to
provide the unique pilot-compartmentview requirements for the EFVS/SVS
installation.
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.
Applicability
As discussed above, these special
conditions are applicable to the Embraer
Model EMB–545 and EMB–550
airplanes. Should Embraer apply at a
later date for a change to the type
certificate to include another model
incorporating the same novel or unusual
design feature, these special conditions
would apply to that model as well.
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Conclusion
This action affects only certain novel
or unusual design features on one model
series of airplanes. It is not a rule of
general applicability.
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. Therefore, because a
delay would significantly affect the
certification of the airplane, the FAA
has determined that prior public notice
and comment are unnecessary and
impracticable, and good cause exists for
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adopting these special conditions upon
publication in the Federal Register.
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 apply to all Synthetic Vision
System (SVS) and Enhanced Flight
Vision System (EFVS) on Head-Up
Display (HUD) installations on the
Embraer Model EMB–545 and EMB–550
airplanes in lieu of the requirements of
§ 25.773 at Amendment 25–129:
1. The synthetic vision system (SVS)
or enhanced flight vision system (EFVS)
imagery on the head-up display (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 SVS or
EFVS device must meet the following
requirements:
a. The SVS or EFVS design must
minimize unacceptable display
characteristics or artifacts (e.g. noise,
‘‘burlap’’ overlay, running water
droplets, terrain shadowing against a
dark background) 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 SVS or EFVS imagedisplay brightness must be sufficiently
effective in dynamically changing
background (ambient) lighting
conditions to avoid pilot distraction,
impairment of the display that would
distract the pilot, impairing the pilot’s
ability to detect and identify visual
references, masking of flight hazards, or
otherwise degrading 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).
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c. A readily accessible control must be
provided that permits the pilot to
immediately deactivate and reactivate
display of the SVS or EFVS image on
demand, without removing the pilot’s
hands from the primary flight controls
(yoke or equivalent) or thrust control.
d. The SVS or EFVS image on the
HUD must not impair the pilot’s use of
guidance 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, wind-shear
guidance, traffic-alert and collisionavoidance system (TCAS) resolution
advisories, or unusual attitude recovery
cues.
e. The SVS or 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 SVS or EFVS
image and the HUD symbols—when
considered singly or in combination—
must not be misleading, cause pilot
confusion, or increase workload.
Airplane attitudes or cross-wind
conditions may 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 that makes the pilot aware
that they are no longer displayed
conformally (for example, ‘‘ghosting’’).
The combined use of symbology and
runway image may not be used for path
monitoring when path symbology is no
longer conformal.
f. A HUD system installed to display
SVS or EFVS images must, if previously
certified, continue to meet all of the
requirements of the original approval.
3. The display of the SVS or EFVS
image must not degrade the safety and
performance of the pilot tasks associated
with the use of the pilot-compartment
view. Pilot tasks that must not be
degraded by the SVS or EFVS image
include:
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. Appropriate limitations must be
stated in the operating limitations
section of the airplane flight manual to
prohibit the use of the SVS or EFVS for
functions that have not been found to be
acceptable.
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Federal Register / Vol. 81, No. 149 / Wednesday, August 3, 2016 / Rules and Regulations
Issued in Renton, Washington, on July 27,
2016.
Victor Wicklund,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2016–18447 Filed 8–2–16; 8:45 am]
BILLING CODE 4910–13–P‘
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA–2016–4116; Special
Conditions No. 25–627–SC]
Special Conditions: FedEx Express
Corporation, Boeing Model 767–300F;
Enhanced Flight Vision System
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions; request
for comments.
AGENCY:
These special conditions are
issued for the Boeing Model 767–300F
airplane. This airplane, as modified by
the FedEx Express Corporation (FedEx),
will have a novel or unusual design
feature associated with an advanced,
enhanced flight vision system (EFVS).
The EFVS consists of a head-up display
(HUD) system modified to display
forward-looking 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: This action is effective on FedEx
on August 3, 2016. We must receive
your comments by September 19, 2016.
ADDRESSES: Send comments identified
by docket number FAA–2016–4116
using any of the following methods:
• Federal eRegulations Portal: Go to
https://www.regulations.gov/ and follow
the online instructions for sending your
comments electronically.
• Mail: Send comments to Docket
Operations, M–30, U.S. Department of
Transportation (DOT), 1200 New Jersey
Avenue SE., Room W12–140, West
Building Ground Floor, Washington, DC
20590–0001.
• Hand Delivery or Courier: Take
comments to Docket Operations in
Room W12–140 of the West Building
Ground Floor at 1200 New Jersey
Avenue SE., Washington, DC, between 8
a.m. and 5 p.m., Monday through
Friday, except Federal holidays.
rmajette on DSK2TPTVN1PROD with RULES
SUMMARY:
VerDate Sep<11>2014
14:12 Aug 02, 2016
Jkt 238001
• Fax: Fax comments to Docket
Operations at 202–493–2251.
Privacy: The FAA will post all
comments it receives, without change,
to https://www.regulations.gov/,
including any personal information the
commenter provides. Using the search
function of the docket Web site, anyone
can find and read the electronic form of
all comments received into any FAA
docket, including the name of the
individual sending the comment (or
signing the comment for an association,
business, labor union, etc.). DOT’s
complete Privacy Act Statement can be
found in the Federal Register published
on April 11, 2000 (65 FR 19477–19478),
as well as at https://DocketsInfo.
dot.gov/.
Docket: Background documents or
comments received may be read at
https://www.regulations.gov/ at any time.
Follow the online instructions for
accessing the docket or go to Docket
Operations in Room W12–140 of the
West Building Ground Floor at 1200
New Jersey Avenue SE., Washington,
DC, between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
FOR FURTHER INFORMATION CONTACT: Dale
Dunford, FAA, Transport Standards
Staff, ANM–111, Transport Airplane
Directorate, Aircraft Certification
Service, 1601 Lind Avenue SW.,
Renton, Washington 98057–3356;
telephone 425–227–2239; fax 425–227–
1320; email dale.dunford@faa.gov.
SUPPLEMENTARY INFORMATION: The FAA
has determined that notice of, and
opportunity for prior public comment
on, these special conditions are
impracticable because the substance of
these special conditions has been
subject to the public-comment process
in several prior instances with no
substantive comments received. The
FAA therefore finds that good cause
exists for making these special
conditions effective upon publication in
the Federal Register.
Comments Invited
We invite interested people to take
part in this rulemaking by sending
written comments, data, or views. The
most helpful comments reference a
specific portion of the special
conditions, explain the reason for any
recommended change, and include
supporting data.
We will consider all comments we
receive on or before the closing date for
comments. We may change these special
conditions based on the comments we
receive.
Background
On November 30, 2012, FedEx
applied for a supplemental type
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51093
certificate for the installation and
operation of a HUD and an EFVS in the
Boeing Model 767–300F airplane. The
original type certificate for the 767–
300F airplanes is A1NM. The Boeing
Model 767–300F is a transport-category,
cargo-carrying airplane that operates
with a crew of two.
Type Certification Basis
Under the provisions of 14 CFR
21.101, FedEx must show that the
Boeing Model 767–300F airplane, as
changed, continues to meet the
applicable provisions of the regulations
listed in type certificate no. A1NM, or
the applicable regulations in effect on
the date of application for the change,
except for earlier amendments as agreed
upon by the FAA. The regulations listed
in the type certificate are commonly
referred to as the ‘‘original type
certification basis.’’ The regulations are
listed in Type Certificate Data Sheet No.
A1NM, which covers all variants of
Boeing Model 767 airplanes. In
addition, the certification basis includes
certain special conditions and
exemptions that are not relevant to these
special conditions.
If the Administrator finds that the
applicable airworthiness regulations
(i.e., 14 CFR part 25) do not contain
adequate or appropriate safety standards
for the Boeing Model 767–300F airplane
because of a novel or unusual design
feature, special conditions are
prescribed under the provisions of
§ 21.16.
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,
these special conditions would also
apply to the other model under § 21.101.
In addition to the applicable
airworthiness regulations and special
conditions, the Model 767–300F
airplane must comply with the fuel-vent
and exhaust-emission requirements of
14 CFR part 34, and the noisecertification requirements of 14 CFR
part 36.
The FAA issues special conditions, as
defined in 14 CFR 11.19 in accordance
with § 11.38, and they become part of
the type certification basis under
§ 21.101.
Novel or Unusual Design Features
The Boeing Model 767–300F airplane
will incorporate the following novel or
unusual design feature: An EFVS that
projects a video image derived from a
FLIR camera through the HUD. The
EFVS image is projected in the center of
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]]>Agencies
[Federal Register Volume 81, Number 149 (Wednesday, August 3, 2016)]
[Rules and Regulations]
[Pages 51090-51093]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2016-18447]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA-2016-3872; Special Conditions No. 25-629-SC]
Special Conditions: Embraer S.A. Model EMB-545 and EMB-550
airplanes, Synthetic Vision System and Enhanced Flight Vision System on
Head-Up Display
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions; request for comments.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued for the Embraer S.A.
(Embraer) Model EMB-545 and EMB-550 airplanes. These airplanes will
have a novel or unusual design feature associated with a vision system
that displays video imagery on the head-up display. 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: This action is effective on Embraer S.A. on August 3, 2016. We
must receive your comments by September 19, 2016.
ADDRESSES: Send comments identified by docket number FAA-2016-3872
using any of the following methods:
Federal eRegulations Portal: Go to https://www.regulations.gov/and follow
[[Page 51091]]
the online instructions for sending your comments electronically.
Mail: Send comments to Docket Operations, M-30, U.S.
Department of Transportation (DOT), 1200 New Jersey Avenue SE., Room
W12-140, West Building Ground Floor, Washington, DC 20590-0001.
Hand Delivery or Courier: Take comments to Docket
Operations in Room W12-140 of the West Building Ground Floor at 1200
New Jersey Avenue SE., Washington, DC, between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays.
Fax: Fax comments to Docket Operations at 202-493-2251.
Privacy: The FAA will post all comments it receives, without
change, to https://www.regulations.gov/, including any personal
information the commenter provides. Using the search function of the
docket Web site, anyone can find and read the electronic form of all
comments received into any FAA docket, including the name of the
individual sending the comment (or signing the comment for an
association, business, labor union, etc.). DOT's complete Privacy Act
Statement can be found in the Federal Register published on April 11,
2000 (65 FR 19477-19478), as well as at https://DocketsInfo.dot.gov/.
Docket: Background documents or comments received may be read at
https://www.regulations.gov/ at any time. Follow the online instructions
for accessing the docket or go to Docket Operations in Room W12-140 of
the West Building Ground Floor at 1200 New Jersey Avenue SE.,
Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday,
except Federal holidays.
FOR FURTHER INFORMATION CONTACT: Dale Dunford, FAA, Airplane and
Flightcrew Interface Branch, ANM-111, Transport Airplane Directorate,
Aircraft Certification Service, 1601 Lind Avenue SW., Renton,
Washington 98057-3356; telephone 425-227-2239; facsimile 425-227-1320.
SUPPLEMENTARY INFORMATION: The FAA has determined that notice of, and
opportunity for prior public comment on, these special conditions is
impracticable because these procedures would significantly delay
issuance of the design approval and thus delivery of the affected
airplane.
In addition, the substance of these special conditions has been
subject to the public comment process in several prior instances with
no substantive comments received. The FAA therefore finds that good
cause exists for making these special conditions effective upon
publication in the Federal Register.
Comments Invited
We invite interested people to take part in this rulemaking by
sending written comments, data, or views. The most helpful comments
reference a specific portion of the special conditions, explain the
reason for any recommended change, and include supporting data.
We will consider all comments we receive by the closing date for
comments. We may change these special conditions based on the comments
we receive.
Background
On October 9, 2014, Embraer applied for a change to Type
Certificate No. TC00062IB for a synthetic vision system (SVS) and
enhanced flight vision system (EFVS) on a head-up display (HUD) in
Model EMB-545 and EMB-550 airplanes. These airplanes are business jets
capable of accommodating up to 9 passengers (EMB-545) or 12 passengers
(EMB-550).
Type Certification Basis
Under the provisions of title 14, Code of Federal Regulations (14
CFR) 21.101, Embraer must show that the Model EMB-545 and EMB-550
airplanes, as changed, continue to meet the applicable provisions of
the regulations listed in Type Certificate No. TC00062IB, or the
applicable regulations in effect on the date of application for the
change, except for earlier amendments as agreed upon by the FAA. The
regulations listed in the type certificate are commonly referred to as
the ``original type certification basis.'' In addition, the
certification basis includes certain special conditions, exemptions, or
later amended sections of the applicable part that are not relevant to
these special conditions.
If the Administrator finds that the applicable airworthiness
regulations (i.e., 14 CFR part 25) do not contain adequate or
appropriate safety standards for the Model EMB-545 and EMB-550
airplanes because of a novel or unusual design feature, special
conditions are prescribed under the provisions of Sec. 21.16.
Special conditions are initially applicable to the model for which
they are issued. Should the type certificate for that model be amended
later to include any other model that incorporates the same novel or
unusual design feature, or should any other model already included on
the same type certificate be modified to incorporate the same novel or
unusual design feature, these special conditions would also apply to
the other model under Sec. 21.101.
In addition to the applicable airworthiness regulations and special
conditions, Embraer Model EMB-545 and EMB-550 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.
The FAA issues special conditions, as defined in 14 CFR 11.19, in
accordance with Sec. 11.38, and they become part of the type-
certification basis under Sec. 21.101.
Novel or Unusual Design Features
The Embraer Model EMB-545 and EMB-550 airplanes will incorporate
the following novel or unusual design feature: an enhanced-flight
vision system and synthetic vision system that display video imagery on
a head-up display.
Discussion
Video display on the HUD constitutes new and unusual technology for
which the FAA has no certification criteria. Section 25.773 does not
permit visual distortions and reflections in the pilot's view out the
airplane windshield that could interfere with the pilot's normal
duties, and was not written in anticipation of such technology. Special
conditions are therefore issued as prescribed under the provisions of
Sec. 21.16.
For many years the FAA has approved, on transport-category
airplanes, the use of HUD that display flight symbols without a
significant visual obstruction of the outside view. When the FAA began
to evaluate the display of enhanced vision-system (EVS) imagery on the
HUD, significant potential to obscure the outside view became apparent,
contrary to the requirements of 14 CFR 25.773. This rule does not
permit distortions and reflections in the pilot-compartment view,
through the airplane windshield, that interferes with normal duties,
and the rule was not written in anticipation of such technology. The
video image potentially interferes with the pilot's ability to see the
natural scene in the center of the forward field of view. Therefore,
the FAA issued special conditions for such HUD/EVS installations to
ensure that the level of safety required by Sec. 25.773 would be met
even when the image might partially obscure the outside view. While
many of the characteristics of EVS and SVS video differ in some ways,
they have one thing in common: the potential for interference with the
[[Page 51092]]
outside view through the airplane windshield.
Although the pilot may be able to see around and through small,
individual, stroke-written symbols on the HUD, the pilot may not be
able to see around or through the image that fills the display without
some interference of the outside view. Nevertheless, the vision-system
video may be capable of meeting the required level of safety when
considering the combined view of the image and the outside scene
visible to the pilot through the image. It is essential that the pilot
can use this combination of image and natural view of the outside scene
as safely and effectively as the pilot-compartment view currently
available without the vision-system image.
Because Sec. 25.773 does not provide for any alternatives or
considerations for such a new and novel system, the FAA establishes
safety requirements that assure an equivalent level of safety and
effectiveness of the pilot-compartment view as intended by that rule.
The purpose of these special conditions is to provide the unique pilot-
compartment-view requirements for the EFVS/SVS installation.
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.
Applicability
As discussed above, these special conditions are applicable to the
Embraer Model EMB-545 and EMB-550 airplanes. Should Embraer apply at a
later date for a change to the type certificate to include another
model incorporating the same novel or unusual design feature, these
special conditions would apply to that model as well.
Conclusion
This action affects only certain novel or unusual design features
on one model series of airplanes. It is not a rule of general
applicability.
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. Therefore, because a delay would
significantly affect the certification of the airplane, the FAA has
determined that prior public notice and comment are unnecessary and
impracticable, and good cause exists for adopting these special
conditions upon publication in the Federal Register.
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 apply to all Synthetic
Vision System (SVS) and Enhanced Flight Vision System (EFVS) on Head-Up
Display (HUD) installations on the Embraer Model EMB-545 and EMB-550
airplanes in lieu of the requirements of Sec. 25.773 at Amendment 25-
129:
1. The synthetic vision system (SVS) or enhanced flight vision
system (EFVS) imagery on the head-up display (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 SVS or EFVS device must meet the
following requirements:
a. The SVS or EFVS design must minimize unacceptable display
characteristics or artifacts (e.g. noise, ``burlap'' overlay, running
water droplets, terrain shadowing against a dark background) 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 SVS or EFVS image-display brightness must be
sufficiently effective in dynamically changing background (ambient)
lighting conditions to avoid pilot distraction, impairment of the
display that would distract the pilot, impairing the pilot's ability to
detect and identify visual references, masking of flight hazards, or
otherwise degrading 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 time-critical, 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 SVS or
EFVS image on demand, without removing the pilot's hands from the
primary flight controls (yoke or equivalent) or thrust control.
d. The SVS or EFVS image on the HUD must not impair the pilot's use
of guidance 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,
wind-shear guidance, traffic-alert and collision-avoidance system
(TCAS) resolution advisories, or unusual attitude recovery cues.
e. The SVS or 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
SVS or EFVS image and the HUD symbols--when considered singly or in
combination--must not be misleading, cause pilot confusion, or increase
workload. Airplane attitudes or cross-wind conditions may 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 that makes the pilot aware
that they are no longer displayed conformally (for example,
``ghosting''). The combined use of symbology and runway image may not
be used for path monitoring when path symbology is no longer conformal.
f. A HUD system installed to display SVS or EFVS images must, if
previously certified, continue to meet all of the requirements of the
original approval.
3. The display of the SVS or EFVS image must not degrade the safety
and performance of the pilot tasks associated with the use of the
pilot-compartment view. Pilot tasks that must not be degraded by the
SVS or EFVS image include:
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. Appropriate limitations must be stated in the operating
limitations section of the airplane flight manual to prohibit the use
of the SVS or EFVS for functions that have not been found to be
acceptable.
[[Page 51093]]
Issued in Renton, Washington, on July 27, 2016.
Victor Wicklund,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2016-18447 Filed 8-2-16; 8:45 am]
BILLING CODE 4910-13-P`
