17052 Federal Register / Vol. 62, No. 68 / Wednesday, April 9, 1997 / Rules and Regulations

movement of the controls must not lead

to inadvertent operation. The HUD

controls must be adequately illuminated

for all normal background lighting

conditions, and must not create any

objectionable reflections on the HUD or

other flight instruments.

b. The display brightness must be

satisfactory in the presence of

dynamically changing background

(ambient) lighting conditions. If

automatic control is not provided, it

must be shown that a single setting is

satisfactory. When the brightness level

is altered, the relative luminance of each

displayed symbol, character, or data

shall vary smoothly. In no case shall any

selectable brightness level allow any

information to be invisible while other

data remains discernible. There shall be

no objectionable brightness transients

when transitioning between manual and

automatic control. The HUD data shall

be visible in lighting conditions from 0

fL to 10,000 fL. If certain lighting

conditions prevent the crew to

adequately seeing and interpreting HUD

data (for example, flying directly toward

the sun), accommodation must be

provided to permit the crew to make a

ready transition to the head down

displays.

c. To the greatest extent practicable,

the HUD controls must be integrated

with other controls, including the flight

director, to minimize the crew workload

associated with HUD operation and to

ensure flightcrew awareness of engaged

flight guidance modes.

d. The installation of the HUD system

must not interfere or restrict other

installed equipment such as emergency

oxygen masks, headsets, or

microphones. The installation of the

HUD must not adversely affect the

emergency egress provisions for the

flightcrew, or significantly interfere

with crew access. The system also must

not hinder the crew’s movement while

conducting any flight procedures.

e. The installation of the HUD system

must not present the crew with any

objectionable glare or reflection in any

lighting conditions. This is equally

applicable from glare or reflections

visible on the HUD system itself, or that

originating from the HUD system and

visible in other areas such as the

windshield. The installation of the HUD

system must not significantly obstruct

either pilot’s external field of view

when both combiners are deployed. The

external view requirements of § 25.773

must be retained with both combiners

deployed.

f. The HUD system must be designed

and installed to prevent the possibility

of pilot injury in the event of an

accident or any other foreseeable

circumstance such as turbulence

encounter, hard landing, bird strike, etc.

The installation of the HUD, including

overhead unit and combiner, must

comply with the head injury criteria of

§ 25.562, Amendment 25–64.

g. The design eyebox shall be laterally

and vertically centered around the

respective pilot’s design eye position,

and must be large enough that the

minimum monocular field of view is

visible at the following minimum

displacements from the cockpit Design

Eye Position:

Lateral: 1.5 inches left and right

Vertical: 1.0 inches up and down

Longitudinal: 2.0 inches fore and aft

These requirements must be met for

pilots from 5′2′′ to 6′3′′ tall, while seated

with seat belts fastened and with the

pilot positioned at the design eye

position (ref. § 25.777(c)). Larger eyebox

dimensions may be required for meeting

operational requirements for use as a

full time primary flight display.

h. The HUD system combiner must

not create any objectionable distortion

of the pilot’s external view. The optical

qualities (accommodation, luminance,

vergence) of the HUD shall be uniform

across the entire field of view. When

viewed by both eyes from any off-center

position within the eyebox, nonuniformities shall not produce

perceivable differences in binocular

view. Notwithstanding compliance with

these minimum eyebox dimensions, the

HUD eyebox must be large enough to

adequately serve as a primary flight

display without inducing adverse effects

on pilot vision and fatigue.

3. System Requirements

a. The HUD system must be shown to

perform its intended function as a

primary flight display during all phases

of flight. The normal operation of the

HUD system cannot adversely affect, or

be adversely affected by other airplane

systems. Malfunctions of the HUD

system which cause loss of all primary

flight information, including that

displayed on HUDs and head down

instruments, shall be extremely

improbable.

b. The criticality of the HUD system’s

function to display flight and navigation

data, including the potential to display

hazardously misleading information,

must be assessed according to

§§ 25.1309 and 25.1333, Advisory

Circular (AC) 25–11 paragraph 4.a., and

AC 25.1309–1A. All alleviating

flightcrew actions that are considered in

the HUD safety analysis must be

validated during testing for

incorporation in the airplane flight

manual procedures section or for

inclusion in type-specific training.

c. Since the display of hazardously

misleading information on more than

one primary flight display must be

extremely improbable, HUD system

software which generates, displays or

affects the generation or display of

primary flight information shall be

developed to Level A requirements, as

specified by RTCA Document DO–178B,

‘‘Software Considerations in Airborne

Systems and Equipment Certification.’’

d. The HUD system must monitor the

position of the combiner and provide a

warning to the crew when the combiner

position is such that conformal symbols

will be hazardously misaligned.

e. The HUD system must be shown

adequate for airplane control and

guidance during an engine failure

during any phase of flight.

f. There must be no adverse

physiological effects of long term use of

the HUD system, such as fatigue or eye

strain, that cause the pilot to have to

revert to the HDD. Use of the HUD

system also cannot require excessive

cognitive workload or unreasonable

limitations on head position.

g. The HUD system must be shown to

comply with the high intensity radiated

fields certification requirements

specified in another special condition,

not yet finalized.

Issued in Renton, Washington, on March

24, 1997.

Stewart R. Miller,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service,

ANM–100.

[FR Doc. 97–9152 Filed 4–8–97; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Docket No. 97–ACE–5]

Removal of Class D Airspace, Marshall

Army Airfield, Ft. Riley, KS

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Direct final rule; request for

comments.

SUMMARY: This action removes the Class

D airspace area at Marshall Army

Airfield, Ft. Riley, KS. The Control

Tower at Marshall Army Airfield is not

in operation and will not be operational

in the foreseeable future.

DATES: Effective date: 0901 UTC July 17,

1997.
Federal Register / Vol. 62, No. 68 / Wednesday, April 9, 1997 / Rules and Regulations 17053

Comment date: Comments must be

received on or before May 15, 1997.

ADDRESSES: Send comments regarding

the rule in triplicate to: Manager,

Operations Branch, Air Traffic Division,

ACE–530, Federal Aviation

Administration, Docket Number 97–

ACE–5, 601 East 12th St., Kansas City,

MO 64106.

The official docket may be examined

in the Office of the Assistant Chief

Counsel for the Central Region at the

same address between 9:00 am. and 3:00

p.m., Monday through Friday, except

Federal holidays.

An informal docket may also be

examined during normal business hours

in the Air Traffic Division at the same

address listed above.

FOR FURTHER INFORMATION CONTACT:

Kathy Randolph, Air Traffic Division,

Operations Branch, ACE–530C, Federal

Aviation Administration, 601 East 12th

Street, Kansas City, Missouri 64106;

telephone (816) 426–3408.

SUPPLEMENTARY INFORMATION: The

control tower at Marshall Army Airfield,

Ft. Riley, KS, has been closed and will

not be operational in the foreseeable

future. The Department of the Army has

requested the Class D airspace be

removed. However, the Class E2 and E4

surface area will be retained.

The Direct Final Rule Procedure

The FAA anticipates that this

regulation will not result in adverse or

negative comment and, therefore, is

issuing it as a direct final rule. Previous

actions of this nature have not been

controversial and have not resulted in

adverse comments or objections. This

removal is required because the control

tower is no longer operational. Unless a

written adverse or negative comment, or

a written notice of intent to submit an

adverse or negative comment is received

within the comment period, the

regulation will become effective on the

date specified above. After the close of

the comment period, the FAA will

publish a document in the Federal

Register indicating that no adverse or

negative comments were received and

confirming the date on which the final

rule will become effective. If the FAA

does receive, within the comment

period, an adverse or negative comment,

or written notice of intent to submit

such a comment, a document

withdrawing the direct final rule will be

published in the Federal Register, and

a notice of proposed rulemaking may be

published with a new comment period.

Comments Invited

Although this action is in the form of

a final rule and was not preceded by a

notice of proposed rulemaking,

comments are invited on this rule.

Interested persons are invited to

comment on this rule by submitting

such written data, views, or arguments

as they may desire. Communications

should identify the Rules Docket

number and be submitted in triplicate to

the address specified under the caption

ADDRESSES. All communications

received on or before the closing date

for comments will be considered, and

this rule may be amended or withdrawn

in light of the comments received.

Factual information that supports the

commenter’s ideas and suggestions is

extremely helpful in evaluating the

effectiveness of this action and

determining whether additional

rulemaking action would be needed.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the rule that might suggest a need to

modify the rule. All comments

submitted will be available, both before

and after the closing date for comments

in the Rules Docket for examination by

interested persons. A report that

summarizes each FAA-public contact

concerned with the substance of this

action will be filed in the Rules Docket.

Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to this rule must

submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket No. 97–ACE–5.’’ The postcard

will be date stamped and returned to the

commenter.

Agency Findings

The regulations adopted herein will

not have substantial direct effects on the

States, on the relationship between the

national government and the States, or

on the distribution of power and

responsibilities among the various

levels of government. Therefore, in

accordance with Executive Order 12612,

it is determined that this final rule does

not have sufficient federalism

implications to warrant the preparation

of a Federalism Assessment.

The FAA has determined that this

regulation is noncontroversial and

unlikely to result in adverse or negative

comments. For the reasons discussed in

the preamble, I certify that this

regulation (1) is not a ‘‘significant

regulatory action’’ under Executive

Order 12866; (2) is not a ‘‘significant

rule’’ under Department of

Transportation (DOT) Regulatory

Policies and Procedures (44 FR 11034,

February 26, 1979); and (3) if

promulgated, will not have a significant

economic impact, positive or negative

on a substantial number of small entities

under the criteria of the Regulatory

Flexibility Act. A copy of it may be

obtained by contacting the Rules Docket

at the location provided under the

caption ADDRESSES.

List of Subjects in 14 CFR Part 71

Airspace, Incorporation by reference,

Navigation (air).

Adoption of the Amendment

Accordingly, the Federal Aviation

Administration amends Part 71 of the

Federal Aviation Regulations (14 CFR

Part 71) as follows:

PART 71—[AMENDED]

1. The authority citation for Part 71

continues to read as follows:

Authority: 49 U.S.C. 106(g); 40103, 40113,

40120; E.O. 10854, 24 FR 9565, 3 CFR, 1959–

1963 Comp., p. 389; 14 CFR 11.69.

§ 71.1 [Amended]

2. The incorporation by reference in

14 CFR 71.1 of Federal Aviation

Administration Order 7400.9D, Airspace

Designations and Reporting Points,

dated September 4, 1996, and effective

September 16, 1996, is amended as

follows:

Paragraph 5000 Class D airspace

* * * * *

ACE KS D Ft. Riley, KS. [Removed]

* * * * *

Issued in Kansas City, MO, on March 12,

1997.

Christopher R. Blum,

Acting Manager, Air Traffic Division, Central

Region.

[FR Doc. 97–9139 Filed 4–8–97; 8:45 am]

BILLING CODE 4910–13–M

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Airspace Docket No. 96–AGL–32]

Establishment of Class E Airspace;

Hillsboro, ND, Hillsboro Municipal

Airport

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Final rule.

SUMMARY: This action establishes Class

E airspace at Hillsboro, ND. A Global

Positioning System (GPS) standard

instrument approach procedure (SIAP)

to Runway 16 and a GPS SIAP to

Runway 34 have been developed for

Hillsboro Municipal Airport. Controlled

airspace extending upward from 700 to