Document ID: FAA-2015-7301-0001
Agency: faa
Document Type: Rule
Title: Special Conditions: Gulfstream Aerospace Corp. Model GVII-G500 Airplanes, Pilot Compartment View Requirements with an Enhanced Flight Vision System
Posted Date: 2016-04-22T04:00Z

[Federal Register Volume 81, Number 78 (Friday, April 22, 2016)]
[Rules and Regulations]
[Pages 23570-23572]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2016-09334]

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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.

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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.

[[Page 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/ 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 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 or similar 
novel or unusual design feature, the special conditions would also 
apply to the other model under Sec.  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 
noise-certification requirements of 14 CFR part 36. The FAA must issue 
a finding of regulatory adequacy under Sec.  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 Sec.  11.38, and they become part of the type-
certification basis under Sec.  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 forward-looking infrared (FLIR) 
imagery, intended to be used for instrument approaches under provisions 
of Sec.  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 Sec.  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 Sec.  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 
infrared-based, 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 Sec.  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 Sec.  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 Sec.  
91.175(l)(3), to continue the approach with vertical

[[Page 23572]]

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 Sec.  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 
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 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, wind-
shear 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