23570 Federal Register / Vol. 81, No. 78 / Friday, April 22, 2016 / Rules and Regulations 

a. An ATTCS failure or a combination 

of failures in the ATTCS during the 

critical time interval (Figure 2): 

i. Must not prevent the insertion of 

the maximum approved go-around 

thrust or power, or must be shown to be 

a remote event. 

ii. Must not result in a significant loss 

or reduction in thrust or power, or must 

be shown to be an extremely improbable 

event. 

b. The concurrent existence of an 

ATTCS failure and an engine failure 

during the critical time interval must be 

shown to be extremely improbable. 

c. All applicable performance 

requirements of 14 CFR part 25 must be 

met with an engine failure occurring at 

the most critical point during go-around 

with the ATTCS functioning. 

d. The probability analysis must 

include consideration of ATTCS failure 

occurring after the time at which the 

flightcrew last verifies that the ATTCS 

is in a condition to operate until the 

beginning of the critical time interval. 

e. The propulsive thrust obtained 

from the operating engine after failure of 

the critical engine during a go-around 

used to show compliance with the oneengine-inoperative climb requirements 

of § 25.121(d) may not be greater than 

the lesser of: 

i. The actual propulsive thrust 

resulting from the initial setting of 

power or thrust controls with the 

ATTCS functioning; or 

ii. 111% of the propulsive thrust 

resulting from the initial setting of 

power or thrust controls with the 

ATTCS failing to reset thrust or power 

and without any action by the 

flightcrew to reset thrust or power. 

4. Thrust setting 

a. The initial go-around thrust setting 

on each engine at the beginning of the 

go-around phase may not be less than 

any of the following: 

i. That required to permit normal 

operation of all safety-related systems 

and equipment dependent upon engine 

thrust or power lever position; or 

ii. That shown to be free of hazardous 

engine response characteristics and not 

to result in any unsafe aircraft operating 

or handling characteristics when thrust 

or power is advanced from the initial 

go-around position to the maximum 

approved power setting. 

b. For approval to use an ATTCS for 

go-arounds, the thrust setting procedure 

must be the same for go-arounds 

initiated with all engines operating as 

for go-arounds initiated with one engine 

inoperative. 

5. Powerplant controls 

a. In addition to the requirements of 

§ 25.1141, no single failure or 

malfunction, or probable combination 

thereof, of the ATTCS, including 

associated systems, may cause the 

failure of any powerplant function 

necessary for safety. 

b. The ATTCS must be designed to: 

i. Apply thrust or power on the 

operating engine(s), following any oneengine failure during a go-around, to 

achieve the maximum approved goaround thrust without exceeding the 

engine operating limits; 

ii. Permit manual decrease or increase 

in thrust or power up to the maximum 

go-around thrust approved for the 

airplane under the existing conditions 

through the use of the power lever. For 

airplanes equipped with limiters that 

automatically prevent the engine 

operating limits from being exceeded 

under existing ambient conditions, 

other means may be used to increase the 

thrust in the event of an ATTCS failure, 

provided that the means: 

1. Is located on or forward of the 

power levers; 

2. Is easily identified and operated 

under all operating conditions by a 

single action of either pilot with the 

hand that is normally used to actuate 

the power levers; and 

3. Meets the requirements of 

§ 25.777(a), (b), and (c). 

iii. Provide a means to verify to the 

flightcrew before beginning an approach 

for landing that the ATTCS is in a 

condition to operate (unless it can be 

demonstrated that an ATTCS failure 

combined with an engine failure during 

an entire flight is extremely 

improbable); and 

iv. Provide a means for the flightcrew 

to deactivate the automatic function. 

This means must be designed to prevent 

inadvertent deactivation. 

6. Powerplant instruments: In 

addition to the requirements of 

§ 25.1305: 

a. A means must be provided to 

indicate when the ATTCS is in the 

armed or ready condition; and 

b. If the inherent flight characteristics 

of the airplane do not provide adequate 

warning that an engine has failed, a 

warning system that is independent of 

the ATTCS must be provided to give the 

pilot a clear warning of any engine 

failure during a go-around. 

Issued in Renton, Washington, on April 8, 

2016. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–09333 Filed 4–21–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2015–7301; Special 

Conditions No. 25–614–SC] 

Special Conditions: Gulfstream 

Aerospace Corporation Model GVII– 

G500 Airplanes, Pilot Compartment 

View Requirements With an Enhanced 

Flight Vision System 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions; 

request for comments. 

SUMMARY: These special conditions are 

issued for the Gulfstream Aerospace 

Corporation (Gulfstream) Model GVII– 

G500 airplane. This airplane will have 

a novel or unusual design feature when 

compared to the state of technology 

envisioned in the airworthiness 

standards for transport category 

airplanes. This design feature is an 

enhanced flight vision system (EFVS) 

that includes a head-up display (HUD) 

capable of displaying forward-looking 

infrared (FLIR) imagery, intended to be 

used for instrument approaches under 

provisions of Title 14, Code of Federal 

Regulations (14 CFR) 91.175(l) and (m). 

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 

Gulfstream Aerospace Corporation on 

April 22, 2016. We must receive your 

comments by June 6, 2016. 

ADDRESSES: Send comments identified 

by docket number FAA–2015–7301 

using any of the following methods: 

• Federal eRegulations Portal: Go to 

http://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 9 

a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. 


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Federal Register / Vol. 81, No. 78 / Friday, April 22, 2016 / Rules and Regulations 23571 

• Fax: Fax comments to Docket 

Operations at 202–493–2251. 

Privacy: The FAA will post all 

comments it receives, without change, 

to http://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 http://DocketsInfo.dot. 

gov/. 

Docket: Background documents or 

comments received may be read at 

http://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 March 29, 2012, Gulfstream 

Aerospace Corporation applied for a 

type certificate for their new Model 

GVII–G500 series airplane. The Model 

GVII–G500 series airplane will be a 

business jet capable of accommodating 

up to 19 passengers. It will incorporate 

a low, swept-wing design with winglets 

and a T-tail. The powerplant will 

consist of two aft-fuselage-mounted 

Pratt & Whitney turbofan engines. 

Type Certification Basis 

Under the provisions of Title 14, Code 

of Federal Regulations (14 CFR) 21.17, 

Gulfstream must show that the Model 

GVII–G500 series airplane meets the 

applicable provisions of 14 CFR part 25, 

as amended by Amendments 25–1 

through 25–129. 

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 GVII–G500 series 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 type certificate 

for that model be amended later to 

include any other model that 

incorporates the same or similar novel 

or unusual design feature, the special 

conditions would also apply to the other 

model under § 21.101. 

In addition to the applicable 

airworthiness regulations and special 

conditions, the Model GVII–G500 series 

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 must issue a finding 

of regulatory adequacy under § 611 of 

Public Law 92–574, the ‘‘Noise Control 

Act of 1972.’’ 

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 

§ 21.17(a)(2). 

Novel or Unusual Design Features 

The Gulfstream Model GVII–G500 

airplane will incorporate the following 

novel or unusual design feature: 

An enhanced flight vision system 

(EFVS) that includes a head-up display 

(HUD) capable of displaying forwardlooking infrared (FLIR) imagery, 

intended to be used for instrument 

approaches under provisions of 

§ 91.175(l) and (m). 

Discussion 

The EFVS uses novel technology for 

which the FAA has no certification 

criteria. Furthermore, 14 CFR 25.773, 

which was not written in anticipation of 

such technology, does not permit visual 

distortions and reflections that could 

interfere with the pilot’s compartment 

view. The video image potentially 

interferes with the pilot’s ability to see 

the natural scene in the center of their 

forward field of view. Because § 25.773 

does not provide for alternatives or 

considerations for such a 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. These special conditions for 

the EFVS are prescribed under the 

provisions of § 21.16. Other applications 

for 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. 

Unlike the pilot’s natural forward 

vision, the EFVS image is infraredbased, monochrome, 2-dimensional (i.e., 

providing 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 EFVS 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 be able to use 

this combination of image and natural 

view of the outside scene as safely and 

effectively as the pilot compartment 

view currently allows without the EFVS 

image. 

These special conditions provide the 

unique pilot-compartment view 

requirements for the EFVS installation. 

Compliance with these special 

conditions is required for the EFVS to 

be found acceptable, for the following 

intended functions, in accordance with 

§ 91.175(l) and (m): 

1. Presenting an image that would aid 

the pilot during a straight-in instrument 

approach. 

2. Enable the pilot to determine the 

‘‘enhanced flight visibility,’’ as required 

by § 91.175(l)(2), for descent and 

operation below MDA/DH. 

3. Enable 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 


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23572 Federal Register / Vol. 81, No. 78 / Friday, April 22, 2016 / Rules and Regulations 

guidance to 100 feet height above 

touchdown-zone elevation. 

Note: The term ‘‘Enhanced Vision 

System,’’ or EVS, commonly refers to a 

system comprising a HUD, imaging 

sensor(s), and avionics interface(s) that 

displays the sensor imagery on the HUD 

and overlays it with alpha-numeric and 

symbolic flight information. However, 

the term has also been used to refer to 

systems that display the sensor imagery, 

with or without other flight information, 

on a head-down display. Therefore, to 

avoid confusion, the FAA has defined 

the term ‘‘Enhanced Flight Vision 

System’’ (EFVS) to refer to certain EVS 

that meet the requirements of 

§ 91.175(m), in particular the 

requirement for a HUD and specified 

flight information, and the ability to 

determine ‘‘enhanced flight visibility.’’ 

Accordingly, an EFVS can be 

considered a subset of systems 

otherwise labeled EVS. 

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 

Gulfstream Model GVII–G500 airplane. 

Should Gulfstream 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 a certain 

novel or unusual design feature on one 

model series of airplane. 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 are issued as part of the type 

certification basis for Gulfstream Model 

GVII–G500 airplanes. 

1. 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 EFVS 

device must meet the following 

requirements: 

a. 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, 

without removing the pilot’s hands from 

the primary flight controls (yoke or 

equivalent) or thrust control. 

d. The 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, windshear guidance, traffic collision 

avoidance system (TCAS) resolution 

advisories, and 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 and, 

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, 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’’). 

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 be not be 

degraded by the display of the EFVS 

image. Pilot tasks which must not be 

degraded by the 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 EFVS for 

functions that have not been found to be 

acceptable. 

Issued in Renton, Washington, on April 5, 

2016. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–09334 Filed 4–21–16; 8:45 am] 

BILLING CODE 4910–13–P 


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