[Federal Register Volume 75, Number 91 (Wednesday, May 12, 2010)]
[Rules and Regulations]
[Pages 26643-26645]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2010-11309]



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  Federal Register / Vol. 75, No. 91 / Wednesday, May 12, 2010 / Rules 
and Regulations  

[[Page 26643]]



DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 25

[Docket No. NM427; Special Conditions No. 25-405-SC]


Special Conditions: Rockwell Collins, Inc., Boeing Model 737-700/
-700C/-800/-900 and -900ER Series Airplanes Equipped With Rockwell HGS-
4000 Head-Up Guidance System With Enhanced Vision System Functionality

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final special conditions; request for comments.

-----------------------------------------------------------------------

SUMMARY: These special conditions are issued for the Boeing Model 737-
700/-700C/-800/-900 and -900ER series airplanes equipped with the 
Rockwell HGS-4000 Head-Up Guidance System. These airplanes, as modified 
by Rockwell Collins, Inc., will have a novel or unusual design feature 
associated with the Enhanced Vision System (EVS) functionality, to be 
added by Supplemental Type Certificate (STC). 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 May 6, 2010. 
We must receive your comments by June 1, 2010.

ADDRESSES: You must mail two copies of your comments to: Federal 
Aviation Administration, Transport Airplane Directorate, Attn: Rules 
Docket (ANM-113), Docket No. NM427, 1601 Lind Avenue, SW., Renton, 
Washington, 98057-3356. You may deliver two copies to the Transport 
Airplane Directorate at the above address. You must mark your comments: 
Docket No. NM427. You can inspect comments in the Rules Docket 
weekdays, except Federal holidays, between 7:30 a.m. and 4 p.m.

FOR FURTHER INFORMATION CONTACT: Dale Dunford, FAA, Aircraft and Flight 
Crew Interface Branch, ANM-111, Transport Airplane Directorate, 
Aircraft Certification Service, 1601 Lind Avenue SW., Renton, 
Washington, 98055-4056; telephone (425) 227-2239; facsimile (425) 227-
1320; e-mail [email protected].

SUPPLEMENTARY INFORMATION: The FAA has determined that notice of, and 
opportunity for, prior public comment on these special conditions are 
impracticable because these procedures would significantly delay 
issuance of the design approval and thus delivery of the affected 
aircraft. 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 
issuance.

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 ask 
that you send us two copies of written comments.
    We will file in the docket all comments we receive, as well as a 
report summarizing each substantive public contact with FAA personnel 
concerning these special conditions. You can inspect the docket before 
and after the comment closing date. If you wish to review the docket in 
person, go to the address in the ADDRESSES section of this preamble 
between 7:30 a.m. and 4 p.m., Monday through Friday, except Federal 
holidays.
    We will consider all comments we receive on or before the closing 
date for comments. We will consider comments filed late if it is 
possible to do so without incurring expense or delay. We may change 
these special conditions based on the comments we receive.
    If you want us to acknowledge receipt of your comments on this 
proposal, include with your comments a self-addressed, stamped postcard 
on which you have written the docket number. We will stamp the date on 
the postcard and mail it back to you.

Background

    On September 22, 2008, Rockwell Collins applied to the FAA for 
approval of the installation of an EVS on the Boeing Model 737-700/-
700C/-800/-900 and -900ER series aircraft with a Rockwell Collins Model 
HGS 4000 head-up display (HUD) that is able to display forward-looking 
infrared (FLIR) imagery.
    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 Enhanced Flight Visibility System (EFVS) to 
meet certain visibility requirements. However the applicant does not 
seek approval of this EVS as an EFVS.

    Note: The term ``enhanced vision system'' (EVS) in this document 
refers to a system comprised of a head-up display, imaging 
sensor(s), and avionics interfaces that display the sensor imagery 
on the HUD, and overlay that imagery with alpha-numeric and symbolic 
flight information. However, the term has also been commonly used in 
reference to systems that displayed the sensor imagery, with or 
without other flight information, on a head-down display. For 
clarity, 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 which 
can be used to determine ``enhanced flight visibility.'' An EFVS can 
be considered a subset of a system otherwise labeled EVS.

    The EVS uses new and novel technology for which the FAA has no 
certification criteria. Title 14 Code of Federal Regulations (14 CFR) 
25.773 does not permit visual distortions and reflections that could 
interfere with the pilot's normal duties, and was not written in 
anticipation of such technology. Because Sec.  25.773 does not provide 
for alternatives or considerations for such a new and novel system, it 
is necessary to establish safety requirements that assure an equivalent 
level of safety and effectiveness of the pilot compartment view as 
intended by this rule. Other applications for

[[Page 26644]]

certification of such technology are anticipated in the near future and 
magnify the need to establish FAA safety standards that can be applied 
consistently for all such approvals. Special conditions are therefore 
prescribed under the provisions of Sec.  21.16.
    Compliance with this special condition is required for the EVS to 
be found acceptable to provide supplemental situational-awareness 
information particularly for the following intended functions:
     Verification of aircraft position during takeoff roll, 
approach, landing, and rollout;
     Verification of aircraft attitude during takeoff climb, 
enroute cruise, descent, approach, and landing;
     Terrain and obstacle awareness and avoidance during 
takeoff, climb, enroute cruise, descent, approach, landing, and 
rollout.

Type Certification Basis

    Under the provisions of 14 CFR 21.101, Rockwell Collins, Inc., must 
show that the Boeing Model 737-700/-700C/-800/-900 and -900ER series 
airplanes meet the applicable provisions of the regulations 
incorporated by reference in Type Certificate No. A16WE, or the 
applicable regulations in effect on the date of application for the 
change. The regulations incorporated by reference in the type 
certificate are commonly referred to as the ``original type 
certification basis.''
    The regulations incorporated by reference in Type Certificate No. 
A16WE are as follows:
    Title 14 CFR part 25, as amended by Amendment 25-1 through 
Amendment 25-77, for Boeing Model 737-700, and -800 series airplanes, 
with the exceptions listed on the type certificate; part 25, as amended 
by Amendment 25-1 through Amendment 25-91, for Boeing Model 737-700C 
and -900 series airplanes, with the exceptions listed on the type 
certificate; and part 25, as amended by Amendment 25-1 through 
Amendment 25-108, for the Boeing model 737-900ER series airplanes, with 
the exceptions listed on the type certificate.
    In addition, the certification basis includes certain special 
conditions, exemptions, or later amended sections of the applicable 
parts that are not relevant to these special conditions.
    If the regulations incorporated by reference do not contain 
adequate or appropriate safety standards for the Boeing Model 737-700/-
700C/-800/-900 and -900 ER series airplanes because of a novel or 
unusual design feature, special conditions are prescribed under Sec.  
21.16.
    In addition to the applicable airworthiness regulations and special 
conditions, the Boeing Model 737-700/-700C/-800/-900 and -900 ER series 
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.

Novel or Unusual Design Features

    The Rockwell Collins, Inc., STC to add EVS capability to the HGS-
4000 Head-Up Guidance System uses new and novel technology that 
displays video raster imagery in the field of view regulated by Sec.  
25.773. This rule does not permit distortions and reflections in the 
pilot compartment view that can interfere with normal duties, and 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.
    Unlike the pilot's natural forward vision, the EVS image is 
infrared-based, monochrome, two-dimensional (i.e. no depth perception), 
and of lower resolution. While the pilot may be readily 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 EVS may be capable of meeting an equivalent level of 
safety when considering the combined view of the image and the outside 
scene which is 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 EVS image.

Discussion

    Since Sec.  25.773 does not expressly provide for alternatives or 
considerations for such a new and novel system, it is necessary to 
establish safety requirements that assure an equivalent level of safety 
and effectiveness of the pilot compartment view as intended by that 
rule. The purpose of this special condition is to provide the unique 
pilot compartment view requirements for the EVS installation.

Applicability

    As discussed above, these special conditions are applicable to the 
Boeing Model 737-700/-700C/-800/-900 and -900ER series airplanes. 
Should Rockwell Collins, Inc., apply at a later date for a STC to 
modify any other model included on Type Certificate No. A16WE 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 one model series of airplanes. It is not a rule of general 
applicability and it affects only the applicant who applied to the FAA 
for approval of these features on the airplane.

List of Subjects in 14 CFR Part 25

    Aircraft, Aviation safety, Reporting and recordkeeping 
requirements.

0
The authority citation for these special conditions is as follows:

    Authority: 49 U.S.C. 106(g), 40113, 44701, 44702, 44704.

The Special Conditions

0
Accordingly, the Federal Aviation Administration (FAA) proposes the 
following special conditions as part of the type-certification basis 
for Boeing Model 737-700/-700C/-800/-900 and -900ER series airplanes 
equipped with Rockwell HGS-400 Head-Up Guidance Systems modified by 
Rockwell Collins to add EVS functionality:

0
1. EVS 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. Use of the EVS during approach operations, though not intended 
for use as an Enhanced Flight Visibility System (EFVS), according to 14 
CFR 91.175 (l), must not degrade the pilot's outside view of visual 
references, the forward visibility, nor the pilot's ability to assess 
the aircraft position for a safe landing. EVS imagery of the apparent 
airport and runway environment must not be misleading, create pilot 
confusion, nor increase pilot workload.

0
2. To avoid unacceptable interference with the safe and effective use 
of the pilot compartment view, the EVS device must meet the following 
requirements:
0
a. EVS 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.
0
b. Control of EVS display brightness must be sufficiently effective, in 
dynamically changing background

[[Page 26645]]

(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 time-critical, high-workload phase of flight 
(e.g., low-visibility instrument approach).
0
c. A readily accessible control must be provided that permits the pilot 
to immediately deactivate and reactivate display of the EVS image on 
demand without removing the pilot's hands from the primary flight 
controls (yoke or equivalent) or thrust control.
0
d. The EVS 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, and unusual-attitude recovery cues.
0
e. The EVS 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 and, 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, such as the zero-pitch line or flight path 
vector, to reach field-of-view limits such that they cannot be 
positioned conformably 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 
conformably (for example, ``ghosting'').
0
f. A HUD system used to display EVS images must, if previously 
certified, continue to meet all of the requirements of the original 
approval.

0
3. The safety and performance of the pilot tasks associated with the 
use of the pilot compartment view must be not be degraded by the 
display of the EVS image. Pilot tasks which must not be degraded by the 
EVS image include:
0
a. Detection, accurate identification, and maneuvering, as necessary, 
to avoid traffic, terrain, obstacles, and other hazards of flight.
0
b. Accurate identification and utilization of visual references 
required for every task relevant to the phase of flight.

0
4. Appropriate limitations must be stated in the Operating Limitations 
section of the airplane flight manual. The airplane flight manual must 
prohibit the use of the EVS for functions that have not been found to 
be acceptable.

    Issued in Renton, Washington, on May 6, 2010.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2010-11309 Filed 5-11-10; 8:45 am]
BILLING CODE 4910-13-P