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SUMMARY: This document addresses public comments received to a previously published general statement of policy that is applicable to the type certification process of transport category airplanes. The policy statement provides guidance to FAA Certification Teams conducting a review of applicants’ proposed methods of compliance for 14 CFR part 25 regulations related to flight deck human factors. FOR FURTHER INFORMATION CONTACT: Steve Boyd, Federal Aviation Administration, Transport Airplane Directorate, Transport Standards Staff, Airplane & Flightcrew Interface Branch, ANM-111, 1601 Lind Avenue SW., Renton, WA 98055-4056; telephone (425) 227-1138; fax (425) 227-1320; e-mail: 9-ANM-111-human-factors@faa.gov. SUPPLEMENTARY INFORMATION: Effect of Policy The FAA is presenting this information as a set of guidelines suitable for use by applicants for a type certificate (TC), supplemental type certificate (STC), or amended type certificate (ATC). The general policy stated in this document does not constitute a new regulation or create what the courts refer to as a “binding norm.” The office that implements policy should follow this policy when applicable to the specified project. Whenever an applicant’s proposed method of compliance is outside this established policy, it must be coordinated with the policy issuing office, e.g., through the issue paper process or equivalent. Applicants should expect that the certificating officials will consider this information when making findings of compliance relevant to new certificate actions. Also, as with all advisory material, this policy statement identifies one means, but not the only means, of compliance.
aircraft evaluation group inspectors, avionics engineers, Certification Team project managers, flight test pilots, flight test engineers, human factors specialists, propulsion engineers, and systems engineers.
The complexity of the project. The safety implications of the human factors issues. The availability and need for test environments (simulators, for example). The experience base of the applicant. The cost and schedule implications of each MOC.
the significance of the human factors safety risks, and the complexity of the issues underlying a finding of compliance.
For example, the FAA should not insist on an extensive and costly evaluation of a simple design change that has no significant safety implications. Conversely, the applicant should not request a quick FAA approval for a novel, complex design that may have the potential for significant safety-related pilot errors. The policy statement does not supersede any current or future FAA Advisory Circulars (AC)s that deal with human factors MOCs. Wherever possible, the policy statement attempts to provide references to relevant existing advisory material. If there are any cases in which there is a conflict between existing ACs and the policy statement, the ACs take precedence. The FAA recognizes the current effort of several Harmonization Working Groups, chartered under the Aviation Rulemaking Advisory Committee (ARAC) process, that may develop regulatory or advisory material affecting human factors requirements or MOCs. If these ARAC Harmonization Working Groups develop or modify regulatory or advisory material relevant to human factors issues, the FAA will review this policy statement and update it as necessary to maintain consistency. Comments Received in Response to Proposed Policy Statement A summary of public comments received in response to Notice No. ANM-01-03 was published in the Federal Register on May 16, 2001 (66 FR 27196) and is shown in Appendix E.
GENERAL STATEMENT OF POLICY The guidance provided in the following sections is intended to help the FAA Certification Team members review the human factors MOCs proposed by an applicant during a certification project. Those MOCs may be identified in a Certification Plan or other document submitted by an applicant. The applicant may wish to provide this information by any number of means, such as: • part of a Human Factors Certification Plan or overall Project Certification plan, if submitted; • a separate, unique document; or • a briefing or series of briefings and discussions. Regardless of the medium used for providing information, it should be organized in a way that shows the relationship between the specific human factors requirements and the MOCs used for each. The applicant is under no obligation to provide the information described in this policy statement, except as necessary to demonstrate compliance when certification is requested. However, the FAA considers that early discussions of the proposed MOCs for human factors requirements are beneficial to both the FAA and the applicant, and may significantly reduce certification risk. This policy statement does not imply that applicants should be required to provide extensive, written justifications of their proposed MOCs. Rather, the information in the policy statement should be used by the FAA Certification Team to evaluate the proposed MOCs and provide common reference points for discussions between the applicant and the FAA. Organization of the Policy Statement The information provided in the policy statement covers three topics: 1. General information on methods of compliance for regulations related to human factors. 2. Identification of design-specific human factors issues. 3. Identification of regulation-specific human factors issues. In addition, a list of selected regulations is included in Appendix A. This list contains the same regulations as those cited in Policy Statement No. ANM-99-2 (referred to previously). Appendix A of the policy statement, however, provides a more detailed discussion of MOCs for each of the cited regulations. The FAA also plans to maintain the policy statement Appendix A information as a “living document” that will be updated as new regulatory material, advisory material, information, processes, and technology become available. 1. Methods of Compliance An applicant may propose or describe the methods that will be or have been used to demonstrate compliance with the relevant human factors regulations. The review and discussion of the methods of compliance is an opportunity for the FAA and the applicant to work together, early in the certification program, to identify potential certification issues related to human factors. Policy Statement No. ANM-99-2 provides a brief discussion of the MOCs; the section below expands on that information by providing more detailed discussions.
in order to maintain consistency and prevent confusion. such configuration descriptions may provide sufficient information for a finding of compliance with a specific requirement. or the presence of a given feature. however. c. logical. allocation of color codes to displays and alerts. Past certification precedents are important. For example. b. Also. etc. and how the data will be collected. easy-to-understand manner. of the regulated item. what data will be collected. and operational similarities of the two systems in complying with the regulations. Statement of similarity: This is a description of the system to be approved and a description of a previously approved system. assessments. The background information provided by configuration descriptions. groupings of control functions. 6 . Drawings typically are used when demonstration of compliance can easily be reduced to simple geometry. direction of movement. Following is a list of MOCs relevant to compliance with human factors regulations: a. Evaluations. may significantly reduce the complexity and/or risk associated with the demonstrations or tests. and are developed in order to point out the features of the design that are supportive of a finding of compliance. more often. rather than merely as a set of individual functions or systems. two functions that have been previously approved on two different programs may be incompatible when combined on a single flight deck. This will allow the FAA Certification Team to determine the extent to which the evaluations. the applicant should fully document the selection of subjects. Drawings: These are layout drawings and/or engineering drawings that show the geometric arrangement of hardware or display graphics. who then provide a report of their results to the FAA. arrangement. Configuration descriptions may illustrate how a design philosophy or concept is implemented in a consistent.. The description details the physical. or a reference to similar documentation. or other means to confirm compliance. d. assessments.The methods of compliance are not mutually exclusive. In some cases. In cases where human subjects (pilots. however. The applicant should describe all methods of compliance to be used in a certification project in enough detail to give the FAA Certification Team confidence that the results of the chosen methods will provide the information necessary for finding compliance. configuration descriptions provide important background information requiring demonstrations. this method of compliance must be used with care because the flight deck should be evaluated as a whole. Configuration description: This is a description of the layout. however. general arrangement. on a technical drawing. For example. for example) are used when gathering data (subjective or objective). tests. and analyses: These are conducted by the applicant or others (not the FAA or a designee). The applicant may choose to include any one or a combination of these methods of compliance. and analyses provide valid and relevant information with respect to finding compliance with the regulations. changing one feature in a flight deck may necessitate corresponding changes in other features. Configuration descriptions are generally less formalized than engineering drawings. such a description could be used to show the relative locations of flight instruments. etc.
depending on the issue being considered. also have been used as “virtual” mock-ups for certain limited types of evaluations. Using data extracted from computer-aided design (CAD) systems. • reach or strength analysis via computer modeling. etc. In some cases. For a more detailed discussion of how such developmental evaluations and analyses can be used and formalized. therefore. in conjunction with threedimensional models of the flight deck occupants. a worst-case might be a 5’2” pilot with more than proportionally short legs). many of these types of activities have been performed as part of the design process without formal certification credit. (2) Mock-up evaluations – These are evaluations using mock-ups of the flight deck and/or components. demand a high degree of geometric accuracy. due to the means of actuation or forces required. many types of mock-ups may be of even greater use during the design phase as part of engineering evaluations.) or • carefully chosen sets of specific combinations of body characteristics. limb sizes.(1) Engineering evaluations or analyses – These assessments can involve a number of techniques. For example. when properly performed. visibility of labels. Three-dimensional representations of the design in a CAD system. However. which have allowed evaluators to physically interact with the design. or • other methods. drawings of controls and indicators. control panels can now be mockedup physically in three-dimensional form (a process generally referred to as “stereo lithography”). These mock-ups can allow more precise evaluations of finger clearances. these developmental evaluations and analyses can result in better designs that are more likely to be compliant with applicable regulations. • time-line analysis for assessing task demands and workload. then the applicant may be asked to validate the use of the data derived from the research. number of steps. it may be 7 . especially at extreme body positions or near joint rotation limits. Mock-ups are typically used for assessment of reach and clearance and. In the latter case. can be beneficial in conducting reach assessments. attention should be given to selecting reasonable combinations of limiting characteristics (for example. It is important to note that this type of virtual mock-up and. see Appendix D of this policy statement. a control may be reachable in a given location. If analysis involves comparing measured characteristics to recommendations derived from pre-existing research (internal or public domain). Care must be taken to determine if the model of the human reasonably represents actual human movement capabilities.). They should only be used judiciously as an MOC because they typically represent only certain features of the physical arrangement. Mock-ups have traditionally been physical representations of the design. in fact. placed on accurately positioned representations of instrument panels. joint limits. For example. and request that applicants validate any computation tools used in such analyses. including: • procedure evaluations (complexity. nomenclature. but. Certification Teams should carefully consider the validity of assessment techniques for analyses that are not based on advisory material or accepted industry standard methods. etc. etc. Traditionally. reach assessments using this technique can use either: • statistical samples of relevant body characteristics (for example.
these evaluations are limited by the extent to which the simulation is a realistic. which usually requires evaluation in the overall flight deck. In such cases. in some cases not all of the scenarios of interest can be demonstrated. It should be noted that not all aspects of the simulation must have a high level of fidelity for any given compliance issue. simulated systems. For additional information. While evaluations using the actual airplane are the closest to real operations. to some extent. these evaluations are limited by the extent to which acceptability may be affected by other flight deck tasks. the integration of the flight crew interface features can be evaluated in a flight environment.too difficult to use when placed there. it may be difficult or impossible to assess how well the avionics system will fit into the overall flight deck without more complete simulation or use of the actual airplane. For many of the compliance issues typically evaluated in mock-ups. or unusual attitudes) can be located or generated. including communication tasks and interaction with the ATC environment. a TSO does not constitute installation approval. 1987. simulated systems. or combinations of these. the flight deck. or combinations of these) of the flight deck and the operational environment. As flight deck systems become more integrated. Rather. typically. (3) Part-task evaluations – These are evaluations using devices that emulate the crew interfaces for a single system or a related group of systems. Typically. A typical example of a part-task demonstrator for an integrated system would be an avionics suite installed in a mock-up of a flight deck. (4) Simulator evaluations – These are evaluations using devices that present an integrated emulation (using flight hardware. and crew operations.” dated July 16. part-task evaluations may become less useful as an MOC. However. “Transport Category Airplane Electronic Display Systems. However. section 4b(1). although their utility as engineering tools may increase. However. Typically. Flight tests generally offer the most realistic and comprehensive environment for evaluating the flight crew interface design in realistic scenarios. weather. They can also be “flown” with response characteristics that replicate. high fidelity representation of the airplane. these evaluations may be limited by the extent to which the critical flight conditions (for example. and then safely evaluated in flight. For additional information see FAA AC 25-11. This MOC is most easily used for stand-alone systems. with the main displays and autopilot controllers included. see section 4b(1)(iv) of FAA Advisory Circular (AC) 25-11. using flight hardware. Some part-task evaluations may be performed as part of seeking Technical Standard Order (TSO) approval. applicants may find it necessary to combine flight testing with other MOCs in order to gain a complete evaluation. The applicant may not be able to show certain failures or combinations of failures for a variety of technical or safety reasons. (5) In-flight evaluations – These are evaluations using the actual airplane. Assuming that the airplane is fully configured. the external environment. 8 . final compliance findings often can be found only in the actual airplane or a simulator. simulator fidelity requirements should be determined in view of the issue being evaluated. the responses of the airplane. in a highly integrated architecture. failures. Such a tool may be valuable during development and for providing system familiarization to the authorities.
but conducted by the applicant with participation by the FAA or its designee. This might include a geometric analysis to show the potential directions from which the sun could shine on the display. and/or window construction. Inspection: This is a review of a regulated item by the FAA or its designee. Types of tests include: (1) Bench tests . specialized test equipment may be used to allow the airplane systems to behave as if the airplane were airborne. display hardware. This MOC is generally limited to those items for which compliance can be found simply by looking at (or listening to) the feature being considered (for example. either from the user or from other systems (real or simulated). These conditions might then be replicated in the laboratory. bench tests are insufficient to show compliance. who will be making the compliance finding. In some cases. Such a test usually involves covering the flight deck windows to simulate darkness and setting the flight deck lighting to desired levels. This is to ensure that the demonstration adequately addresses the compliance issues and that there is participation by the appropriate FAA evaluators. what data will be collected (objective and/or subjective). above. The applicant may provide a report or summary.] (4) Flight tests – These are tests conducted in the actual airplane during flight. the applicant should note the limitations of the demonstration and how those limitations relate to the compliance issues being considered. requesting FAA concurrence on the findings. In each case. g. The FAA should carefully consider which of its specialists will participate (for example. pilots. above. but can provide useful supporting data in combination with other methods. for example) or logical/dynamic responses to inputs. For example. Another example of a typical ground test is an evaluation of potential reflections in displays. Tests: These are tests conducted by the FAA or a designee. to the exclusion of other MOCs. Typical bench testing may include measuring physical characteristics (forces. Certain failures that would be unsafe to test in flight might be evaluated using ground tests. visibility of a display under the brightest of the expected lighting conditions might be shown with a bench test. For most human factors evaluations. the direction of control movement. while the airplane is on the ground. (See Inflight evaluations. or format. This may be based on the 9 . and how the data will be collected. This type of testing is usually confined to showing that the components perform as designed. along with calculations of expected viewing angles. Demonstrations: These are similar to evaluations (as described above). or systems engineers). provided there is supporting analysis to define the expected lighting conditions. paragraph 1d(4).). provided that the test capability can adequately simulate the in-flight failure condition. luminance. the presence or absence of a placard. applicants and the FAA may place too much emphasis on flight testing. etc. human factors specialists.These are tests of components in a laboratory environment. This particular test may not be possible in a simulator due to differences in the light sources. (3) Simulator tests – [See Simulator evaluations. (2) Ground tests – These are tests conducted in the actual airplane. Examples of demonstrations include: • Mock-up demonstrations • Part-task demonstrations • Simulator demonstrations f. paragraph 1d(5).) In some cases.e.
is “optimized”). it may not be possible to test all of the important scenarios or conditions. it is often best to use flight testing as a final confirmation of data collected using other MOCs. above. h. They are intended to form the basis for discussions regarding acceptable methods of compliance for a specific product with regard to a requirement. The FAA and the applicant should discuss thoroughly how and when flight tests will be used to show compliance. to methods that replicate the actual airplane and its operation with great accuracy. When a product may need to meet multiple requirements.belief that flight testing is the best available method for evaluating the flight deck. While many simple evaluations can and should be handled by a single FAA evaluator. While it is true that flight testing can be very powerful. it also has limitations. applicants are under no legal obligation to conduct assessments to show that a compliant design is the best that they could implement among feasible alternatives (i.. a. Novelty/past experience: If the technology is mature and well understood then less rigorous methods may be appropriate. Features of the product being certified and the types of human factors issues to be evaluated are key considerations when selecting which method is to be used. It is important to note that the following characteristics are only general principles. in other cases. design optimization: The FAA personnel evaluating proposed methods of compliance for regulations related to human factors should keep in mind there may be a number of crew interface design features that are compliant with the applicable regulations. Flight testing provides the least control over conditions of any of the MOCs. including analyses and evaluations. b. the issues are too complex and subjective to be decided by a single person on a few flights. to partial approximations of the system(s). As described in the section on in-flight evaluations. The characteristics described below can be used to help in coming to agreement on what constitutes the minimum acceptable method(s) of compliance for any individual requirement. from documents that simply describe the product. but could be improved. less integrated methods of compliance may be acceptable.e. either directly or by the ways that flightcrews use them. comprehensive evaluation with sufficient numbers of FAA evaluators. Compliance vs. In addition. if the product is a complete flight deck (as in a TC program) or is a single system that is tightly tied to other systems in the flight deck. some requirements may demand more complex testing. flight testing is extremely expensive and may not allow a thorough. as well as how flight test results will be supported by other MOCs. then it may be necessary to use methods that allow the testing of those interactions. 2. Degree of integration/independence: If the product to be evaluated for compliance is a stand-alone piece of equipment that does not interact with other aspects of the crew interface. Identification of Design-Specific Human Factors Issues The MOCs identified above cover a wide spectrum. For such issues. However. More rigorous methods may be called for if the technology is: 10 . while others can be handled using simple descriptive measures. especially for novel designs. However.
the applicant can often use simpler methods to demonstrate compliance. primary flight parameters). components. and features that are potentially affected by the regulation. so that the evaluations take into account the aspects of the integrated flight deck that may affect those evaluations. or unfamiliar to the certification personnel. in normal and backup or reversionary modes of operation. The central point is to carefully match the method to the product and the underlying human factors issues. objectively measurable criteria. Look for aspects of those systems. Review past precedents. 11 . because any problems are more likely to have serious consequences. the applicant will need to use more integrated test methods. As the acceptance criteria become more subjective. they adequately address the compliance issues that have been identified for the relevant systems. look for ways in which new aspects of the design may compromise compliance with previously certified designs. the compliance methods should be capable of replicating those dynamic conditions. Identify systems. f. 3. a. and features that need to be evaluated in order to show compliance with the regulation d. used in some new application. Complexity/Level of automation: More complex and automated systems typically require test methods that will reveal how that complexity will manifest itself to the pilot. Identify key human factors issues related to the regulation b. Review the proposed MOCs for each human factors regulation and determine if. taken together. new for the particular applicant. Dynamics: If the control and display features of the product are highly dynamic (e. e. Assess design novelty.• • • • new. For modifications to existing flight decks or new type designs that are based on or derived from an existing flight deck design. g. f.g. e. components. It is also important for the FAA Certification Team to recognize that several alternative methods may be acceptable. Subjectivity of acceptance criteria: If a requirement has specific. Criticality: For those systems where a consistently high level of pilot performance is essential to safety. c. Identification of Regulation-Specific Human Factors Issues. d. c. The following eight steps outline a strategy for identifying the human factors issues associated with each regulation. testing in the most realistic environments (high quality simulation or flight test) may be necessary.
Look for aspects of those systems. dynamics. panels.777 (in part) states that the flight deck must accommodate pilots from 5’2” to 6’3” in height. component. Underlying variables may include the size. While regulations may focus on a single concept. and light sources (all in the correct geometry) may be affected.773(a)(2) states that there should be no objectionable reflections in the flight deck. If the proposed MOCs do not fully address the human factors issues associated with compliance. and number of discrete actions required). Example 2: Section 25. forces required. components. Example 2: Windows. These aspects are likely to vary by system. • b. consideration must be given to various representative body proportions that fall within the height range identified in the regulation. and feature. especially for tall pilots with long legs. legs. a. Identify key human factors issues related to the regulation. • Example 1: Section 25. etc. see all of the displays. should be evaluated for reach. Potential knee contact with the lower edge of the main instrument panel may need to be evaluated for clearance. Further detail on a selected set of regulations related to human factors can be found in Appendix A of this policy statement. A discussion of each of these steps follows. Identify systems. So. Height is not the only variable of interest. • c. • Example 1: Seat and rudder pedal adjustment ranges should be factored into evaluations of reach and clearance. readability of labels. and by regulation. and have sufficient clearance with the structure. Two hypothetical examples are carried through each step for purposes of illustration. and features that are potentially affected by the regulation. displays. because people of the same height may have different lengths of arms. and location of the reflections. This means that pilots within this range should be able to reach all required controls. and features that need to be evaluated in order to show compliance with the regulation (for example. as well as those that may be blocked by intervening objects (such as a control that is installed in front of the throttles). color. • Example 1: Components that are near the expected reach boundaries. etc.h. brightness. there may be several underlying components that must be considered in order to evaluate that issue. 12 . components. determine if the level of effort needed for the MOC preferred by the FAA Certification Team is commensurate with the level of safety risk and the compliance uncertainty.
• Example 1: Reaching for a new control may result in the inadvertent activation of a previously installed and certificated control. However. If so.• Example 2: Light source luminance levels. • Example 1: Two questions to ask are: If a new control is being added. Assess design novelty. which might require the development of Special Conditions. In this context. any unique characteristics of the lighting environment in the new installation may increase uncertainty. that similarity may result in fewer unknowns and a commensurate reduction in the rigor of the evaluations. • f. NOTE: Any evaluations intended to identify such new safety problems. Rather. it is important to look for installation-unique issues when evaluating the relevance of past precedents. and readability of the display in the presence of the reflections should all be considered. should be accomplished as early in the project as possible. precedents should be reviewed to assess novelty of the design. It is important to assess whether or not there are new issues or interactions that were not present in previously certificated installations. 13 . d. and to allow the applicant sufficient time to show compliance with any resultant Special Conditions. For modifications to existing flight decks or new type designs that are based on or derived from an existing flight deck design. a new electronic display [for example. In another situation. This will allow the FAA and the applicant to reach a common understanding of the issues. look for ways in which new aspects of the design may compromise compliance with previously certified designs. In addition to the need to fully determine their compliance with existing rules. Because it is the installation (in the flight deck) that is certificated. Similarity to a previously certificated design does not necessarily mean that the new product will be certificated. Another example might be the possibility of striking one’s head on a newly installed head-up display when reaching for an existing control on the main instrument panel. novel designs may require more rigorous evaluations to ensure that their novel features (not covered by current regulations) do not result in any new safety problems. reflectance of display surfaces. because novelty of the design will often affect the selection of an appropriate MOC. there may be less concern about unacceptable reflectance characteristics. a liquid crystal display (LCD)] may be more susceptible to reflections than the electro-mechanical display it replaces. Review past precedents. have other similar controls been installed in the same location on other versions of this flight deck? Are there any other differences that might cause new reach or clearance issues to emerge? Example 2: Determine whether the actual LCD “glass” in the new device is already certificated in similar installations. • e. not the equipment itself. Example 2: Placing a new display device in the flight deck may produce new reflections in the windows.
There may be interactions between the lighting and display technologies that could exacerbate reflections/glare. Example 2: A new lighting technology may have optical characteristics that are different from those used on current airplanes. it may be important to include people with relatively tall sitting height and short arms. Example 2: The applicant might use a combination of laboratory measurements. he might choose to rely on just the final evaluation in the airplane in flight. In the case of the trackball installation. A thorough review of the safety and compliance issues could identify concerns in areas such as orientation of the control with respect to the pilot’s hand and arm position at various seat adjustment points and support of the hand/arm during turbulence. if the applicant is confident that there will be no significant certification issues. and final confirmation in the actual airplane. On the other hand. If the proposed MOCs do not fully address the human factors issues associated with compliance. it is based on the judgment of the FAA Certification Team. time-consuming MOCs are not demanded for simple.• Example 1: If the control is a new technology. determine if the level of effort needed for the MOC preferred by the FAA Certification Team is commensurate with the level of safety risk and the compliance uncertainty. There is no formula for this determination. It is important to note that this step is not intended to determine if all potential human factors issues have been fully addressed. new requirements or evaluation methods may be needed. Such potential interactions could demand thorough evaluations in environments that accurately represent the total lighting environment. taken together. using people with a variety of body sizes and proportions. • g. low-risk designs. addition of a trackball for “point and click” control of systems could represent a new application of existing (desktop computing) technology. supplemented with a set of evaluations in the airplane flight deck. as well as those with short sitting height and longer arms. it is concerned only with determining if the proposed MOCs address the regulatory compliance issues. • Example 1: The applicant may propose a combination of computer-based reach analysis for the new controls. The MOCs should focus on the compliance and safety 14 . Instead. The FAA Certification Team should carefully consider the regulation-specific issues and the design-specific issues to ensure that costly. For example. Review the proposed MOCs for each human factors regulation and determine if. • h. including those associated with Special Conditions. they adequately address the compliance issues that have been identified for the relevant systems. or an existing technology being applied for the first time in this applicant’s designs. testing in a lighting lab.
although the applicant may choose to record the information in the relevant Certification Plan(s) or in a separate document. In most cases. The FAA Certification Team might specify specific lighting conditions that must be tested (either in flight or on the ground) and might specify other characteristics of the test environment (such as requiring that the test pilots wear white shirts. the FAA Certification Team might wish to ensure that the conditions tested in flight represent the full spectrum of expected lighting conditions. due to potential variability in actual seat positioning (e. If this latter option is used. Often. However.g. it is recommended that the discussion be documented and that the conclusions be jointly approved. An open dialog is an important part of reaching that consensus. Additional guidance on this policy statement is provided in the following appendices: • Appendix A: Partial List of 14 CFR Part 25 Regulations Related to Human Factors Issues. applicants should be allowed to select (and justify) efficient and low cost MOCs. However. (This same list was published in Policy Statement No. pilots may not always position themselves at the Design Eye Reference Point). In general. it would be desirable to show whether these expected variations in seat position would have a significant effect on the usability of the trackball. when appropriate and adequate for showing compliance with the requirements.) 15 . it will be beneficial for the applicant to review this policy and use it to structure the explanation or justification for the selection of Human Factors MOCs for the certification project. which may result in increased reflections on displays). the FAA Certification Team might decide that an extensive evaluation to explore this issue would be unwarranted.issues. • Certification Documentation This policy statement describes a number of issues that the FAA should consider when evaluating the applicant’s proposed Human Factors MOCs. ANM-99-2. • Example 1: The FAA Certification Team might determine that. the most effective and efficient means to convey the rationale for the selected MOCs is to hold discussions between the applicant and the FAA. rather than on design optimization. if the trackball were only to be used for low priority tasks in low workload phases of flight. The FAA Certification Team might determine that such comprehensive testing is necessary if the display or lighting technology is novel. It contains detailed description of the regulation-specific issues. The applicant may provide to the FAA the information supporting the proposed Human Factors MOCs in any format or media that is mutually agreeable to the applicant and the FAA Certification Team. Example 2: If the applicant proposed flight test only. and cites relevant Advisory Circulars. The applicant and the FAA Certification Team should strive for consensus on the MOCs. a formal document is not required.
Appendix E: Summary and Disposition of Public Comments. Washington. Appendix D: The Use of Design Evaluations to Support the Certification Process. Appendix C: Sample Human Factors Methods of Compliance Briefing. 2003. /s/ Ali Bahrami Ali Bahrami Acting Manager Transport Airplane Directorate Aircraft Certification Service 16 .• • • • Appendix B: Related Documentation. Issued in Renton. on February 7.
These lists are not all encompassing. 3. Where there is associated advisory material. 2. Rather. However. Following each regulatory requirement are the following subsections. it is important for the FAA Certification Team to carefully consider the applicant’s proposed MOCs and attempt to come to agreement with the applicant. This list does not include all regulations associated with flightcrew interfaces. Therefore. In some cases. those listed represent some of the requirements for which demonstrating compliance can be problematic. the FAA Certification Team should ensure that the applicant refers to the exact wording of the regulation in all plans and compliance documents. These regulation-specific questions assist the Certification Team to ensure that the applicant has tailored the MOCs to the potential human factors issues for the design being considered. it is cited. The questions help provide focus on some of the features of designs and the way the flightcrew will use them that typically result in concerns about how to show compliance with the requirement. As new technologies emerge. 18 . However. 2. Key questions to be asked or considered by the FAA Certification Team in order to help identify the MOC issues associated with the requirement. General Human Factors Requirements: Regulations that deal with the acceptability of the flight deck and flightcrew interfaces across a variety of systems/features. The list is divided into the following three categories: 1. Specific Human Factors Requirements: Regulations that deal with the acceptability of a specific feature or function in the flight deck. where appropriate: 1.APPENDIX A Partial List of 14 CFR Part 25 Regulations Related to Human Factors Issues This appendix provides a list of current regulations that are related to human factors issues. they have been paraphrased for clarity. the information that is provided below for each regulation is intended to identify issues that should be considered when reviewing the applicant’s proposed MOC. In many other cases. Specific Crew Interface Requirements: Regulations that mandate a specific system feature that must be implemented in an acceptable manner. there may be no explicit guidance on methods of compliance (MOC). which is the function of advisory material. where only subparagraphs are noted. General discussion of the regulation and issue. the issues may change and new questions will need to be asked in order to identify the human factors issues related to the requirement. Rather than specifying an acceptable MOC for any given project. they are intended to stimulate the review process and lead to additional questions that are unique to the features of the specific designs.
the FAA Certification Team should consider the expected sources of fatigue. or might otherwise result in fatigue. not the acceptability of the design itself. for the purposes of this policy statement. the test designs. AC 25-7A) and FAA orders. the focus is on the general types of MOCs that the applicant has proposed.e. Other factors affecting fatigue. the methods of compliance are discussed in flight test advisory material (e. However.771(a) [at amendment 25-4]: “Each pilot compartment and its equipment must allow the minimum flightcrew to perform their duties without unreasonable concentration or fatigue. 1. although testing may be warranted for new flightcrew interface designs or functions. may also need to be evaluated. or how to determine whether or not the design is acceptable based on the data. While such regulations obviously have human factors implications. The applicant may. When appropriate. such as noise and seat comfort. Complexity or Level of automation. More specifically. and Subjectivity of acceptance criteria. Degree of integration and independence. the information is directed at reviews of the proposed MOCs. Level of training required. and test pilots.g. Dynamics. if it so chooses. When reviewing the applicant’s proposed MOC. It is important to remember that. include such regulations in the Human Factors Certification Plan. it does not discuss how the simulator should be used. what data should be collected.3. Note that none of the regulations listed below are associated with airplane handling qualities..” Discussion: The FAA Certification Team should carefully consider the aspects of the flightcrew interface that might require significant or sustained mental or physical effort. the following design-related factors are included to point out other more generic issues relevant to the MOC for the requirement: • • • • • • • Novelty and past experience. this appendix discusses whether or not simulation would be appropriate for showing compliance with a given requirement. 19 . These topics will be the subjects of future policy statements. and the types of subjects) or the criteria for compliance (i. Applicants have often successfully used comparisons to previously certificated designs. and are outside the purview of this policy statement. GENERAL HUMAN FACTORS REQUIREMENTS: § 25. For example. Criticality. Details of how the compliance assessments are to be conducted (for example. they have traditionally been the responsibility of aeronautical engineers. acceptance criteria) are not included. control system designers. as well as how and when that fatigue is likely to manifest itself.
it may be possible to measure task performance. the FAA Certification Team should review any strength data and analysis methods to ensure that they can be generalized to the flight deck controls in question. but subjective assessments are more frequently used and are likely to be more practical. in many other cases. due to the complex interactions between the various flightcrew tasks. 20 . In some cases. other than that required as part of normal flying skills? Is this aircraft intended primarily for low cycle rate. short haul operations? Is this a new or modified seat design? Are there functions of time-shared common displays or controls that increase pilot workload? Other factors to consider when reviewing the MOC are discussed in Table A-2. or for high cycle rate. Table A-1. It may be appropriate to determine that a new seat design should be tested for long-term comfort. using subjective measures are typically proposed for such issues. The effects of multiple cycles per crew per day or long duration flights may need to be factored into MOCs. depending on the functions being time-shared and the critical scenarios. especially during high workload flight phases. § 25. to the extent that discomfort is expected to add to fatigue. in order to replicate the other tasks. maintenance display functions time-shared with navigation). the FAA Certification Team may accept analysis intended to show that there is sufficient time available to use the display for multiple purposes (for example. In some cases.771(a): Questions to Identify Human Factors Issues Question Are there any controls that will require significant peak or sustained muscular exertion? Discussion If the applicant chooses to perform analyses as a way to provide data in support of compliance.Questions that the FAA Certification Team should ask the applicant when identifying the human factors-related MOC issues are discussed in Table A-1. long haul operations. However. that information is likely to be usable only as supporting data that must be verified in simulation or flight test. Simulation and/or flight testing. Are there any displays that will require sustained attention? Are there any pilot actions that will require sustained mental concentration. The FAA Certification Team may determine that the ability to time-share attention to the displays may require testing in a full simulation or in flight.
the need for demonstrations and tests increases. rather than on the ability to perform the required tasks (i. etc. However. weeks. there are no widely used and accepted vibration standards or testing methods which directly address whether or not pilots will be able to safely operate the airplane under the expected vibration conditions.771(e) [at amendment 25-4]: “Vibration and noise characteristics cockpit equipment may not interfere with safe operation of the airplane. The FAA Certification Team should ensure that the proposed MOCs cover such critical situations. and an analysis of menu complexity and function accessibility. especially on a single issue during a critical flight situation. although certain applicants have employed physiological methods as methods to collect supporting data. the tasks that may be affected by vibration (for example. months). Criticality Subjectivity of acceptance criteria § 25.Table A-2. This phenomenon has been implicated in numerous accidents. continued safe flight and landing). communication and identification of aural alerts) should be identified.771(a): Factors to Consider Issue Complexity/Level of automation Discussion Navigating though complex menu trees and deciphering or predicting operating modes for complex automation can lead to high concentration and memory demands. can yield useful supporting data. 21 . has been shown to result in “attention tunneling” or “channelized attention” (focusing of attention on one task to the extent that other important tasks receive little or no attention).” Discussion: When reviewing the proposed MOC.. § 25.e. the FAA Certification Team should ensure that the applicant has carefully considered the types and magnitudes of vibration and noise that may be present under both normal and abnormal conditions. Existing standards for workplace vibration primarily focus on injury to the worker after long periods of exposure (days. System description information. as complexity and level of automation increases. A high demand for concentration. Then. during non-normal conditions. if they exist. Unfortunately.). These demands can be especially significant if they occur during high stress or workload portions of the flight (for example. Additionally. severe weather. Currently available and accepted methods for assessing concentration and mental fatigue usually involve subjective assessment. It is often useful to compare the proposed design with previously certificated designs that have been shown in service to result in acceptable levels of concentration and fatigue. display legibility and the operation of controls) and noise (for example. the methods that could be used to determine whether the vibration or noise will unacceptably interfere with safe operation of the airplane should be identified. if provided by the applicant.
Questions to ask when identifying the human factors-related compliance issues are discussed in Table A-3. § 25. Relatively minor changes to seat cushion design can significantly affect the transmission of vibrations to the pilot. cursor control devices. As a result.771(e): Questions to Identify Human Factors Issues Question Are there any controls requiring precise dexterity to operate (for example. then testing may not be needed. Table A-3. amplitude) of the expected engine fan blade-loss vibrations or other expected vibratory modes? To what extent will the seat design dampen or amplify the vibrations that are transmitted from the seat structure. The duration of the tests may also present a problem – it may be difficult to find a group of pilots willing to sit on a shaker table for the maximum duration of an extended twin-engine operation (ETOPS) diversion. especially if an applicant were to be required to develop a test facility with which the pilots could interact as with the actual airplane.)? Are there fine details of displays that must be interpreted during turbulence or vibration conditions? What are the characteristics (frequency.Actual testing of pilots in representative vibration environment with actual flight deck equipment (seats. the devices may already be in service for non-essential functions. arm. especially if frequencies at known body resonances are expected to be present at the seat pan. acceleration. Such changes may warrant testing. eye. etc. Other factors to consider when reviewing the MOC are discussed in Table A-4. to the pilot? Discussion In some cases. touch screens. etc)? If the pilots are not likely to be exposed to frequencies at body resonances. (Self-explanatory. showing compliance with this regulation can be especially problematic. More thorough testing may be warranted if the devices are to be used for essential or critical functions.) Are the vibration frequencies the same as any relevant body resonant frequencies (hand. through the seat cushion. abdomen. 22 . displays) can be extremely involved and expensive. head. controls.
clear. after a short duration exposure. such as pushbuttons and rotary knobs can generally be shown to be compliant via similarity.773-1. and landing.” Discussion: The applicant should carefully consider the methods of compliance described in Advisory Circular (AC) 25.Table A-4. 1993. Criticality Subjectivity of acceptance criteria Other factors relative to finding compliance with § 25. As of the time of publishing this policy statement. Improved MOCs and standards for this requirement are being considered for development. 2.” dated January 8. 23 . tactile feedback) and the vibration environment is not expected to be severe (see discussion above). However. approach.771(e): Factors to Consider Issue Novelty/past experience Discussion Conventional controls. in cases that cannot be clearly disposed of through similarity or analysis. the FAA will provide more information on MOCs. The FAA Aircraft Certification Offices (ACO) should use care when assessing the proposed MOCs. to enable them to safely perform any maneuvers within the operating limitations of the airplane. if the controls/displays are non-conventional or if the vibration is expected to be unusual. the only certification evaluations in an actual vibratory environment have involved a subjective assessment of the acceptability of the vibration. providing that they have conventional characteristics (size. “Pilot compartment View for Transport Category Airplanes. the FAA Certification Team may wish to request testing with human subjects. Analysis and testing of components could be used to show that no significant vibration problems are present. force/friction. due to the difficulty and cost of doing full-scale testing. § 25. including takeoff.773(a)(1) [at amendment 25-72]: “Each pilot compartment must be arranged to give the pilots sufficiently extensive.771(e) are: 1. The ACOs should work closely with the applicant to develop sufficient evidence to make a supportable determination regarding the need for such testing. Are the tasks that require a high degree of visual resolution or manual dexterity likely to be critical to continued safe flight and landing in situations that result in flight deck vibration? Such a condition may warrant testing. As the FAA and applicants become more experienced in dealing with this issue. There is no standardized and accepted subjective measurement method for this requirement. and undistorted view. § 25.
Compliance can be greatly affected by to the relative geometry of the reflective surfaces (windows.773(a)(2) can be found in AC 25-11. potential reflections on primary flight displays or other important display surfaces should get special attention. glass instrument faces. Both internal sources of reflections (for example. Factors to consider when reviewing the MOC are listed in Table A-5. If reflections are likely to be present in the forward windshield. analysis results typically should be verified in an environment with a high degree of geometric and optical fidelity. Simulators. white shirts.§ 25. Additional information regarding the evaluation of electronic displays with respect to § 25. if available. In addition.” Discussion: While applicants sometimes use physical mock-ups for preliminary evaluations. because they allow 24 . the FAA Certification Team should encourage applicants to measure the intensity of reflections as an objective means for comparison with existing designs. they must be carefully evaluated for the possibility of interference with external visual scanning during critical phases of flight (especially takeoff and landing). Therefore. etc) and the direct/indirect light sources (instrumentation.777(a) [at amendment 25-46]: “Each cockpit control must be located to provide convenient operation and to prevent confusion and inadvertent operation.773(a)(2) [at amendment 25-72]: “Each pilot compartment must be free of glare and reflections that could interfere with the normal duties of the minimum flightcrew. as a means for reducing the risk of problems identified after the major structural features have been committed. However. Similarly. Even though objective standards for reflectivity do not exist. Visual Display Characteristics. instruments) can vary greatly with material and manufacturing processes. area lighting. etc). § 25. section 6. Subjectivity of acceptance criteria § 25. provide a more powerful evaluation environment. it is important that those surfaces are representative of those that will be present in the airplane. such devices often have insufficient fidelity to allow findings of compliance.773(a)(2): Factors to Consider Issue Degree of integration/independence Criticality Discussion This means that testing or evaluations usually must be conducted using an environment with accurate geometry. area and instrument lighting) and external sources of reflection (for example.” Discussion: The applicant may be able to develop analytical techniques that identify potential sources of glare and reflections. the reflective characteristics of the surfaces (windows. shafting sunlight) so should be considered. Mock-ups also may be a useful means for early assessments. Table A-5.
the evaluation to take place in a flight scenario that may influence convenience and inadvertent operation. 25 . the landing gear handle)? Discussion Are there other circumstances where the pilot will need to reach past prominent controls in order to accomplish flight deck tasks. mock-ups. or reaching for food from the flight attendant)? Such cases may provide justification for the FAA Certification Team to request specific evaluations using computer modeling.777(a): Questions to Identify Human Factors Issues Question Are there situations in which a pilot will be required to reach across the centerline of the flight deck to operate controls on the other side (for example. so the proposed evaluations should include both aspects. and if the error will be obvious and easy to correct. Questions to ask when identifying the human factors-related compliance issues are discussed in Table A-6. Determine if the controls for which inadvertent operation has significant safety implications have appropriate guards or other means of protection. simulators. Simulator evaluations also may reduce the need for flight testing. § 25.777(a): Factors to Consider Issue Complexity/Level of automation: Criticality: Discussion The proposed MOC should address the ease of use and inadvertent operation of control functions that are accessed through menu logic. then the MOCs necessary to fully evaluate the possibility of confusion may be reduced. Are there safety consequences if the pilot inadvertently activates a similar control that is in proximity to the control in question? Factors to consider when reviewing the MOC are discussed in Table A-7. § 25. reaching for something stowed behind a seat. Table A-6. Table A-7. whether or not those tasks are “required” for operation of the airplane (for example. Such safeguards typically reduce both inadvertent operation and convenience. and/or the airplane. If safety is not a significant issue.
etc. and timely. Finally.” Discussion: While this regulation directly addresses body height. and thus. can have significant effects on the geometric acceptability of the flight deck for pilots within the specified height range. sitting shoulder height. Transport Category Airplane Electronic Display Systems. with respect to the pilot’s seats. such as changes in the operational environment. 26 . other body dimensions. in realistic scenarios and timelines. Computer modeling allows for more control over the dimensions of the pilot model.§ 25.1301(a) [original amendment. successful crew interfaces. In addition. Various requirements analysis techniques can be used to show that the information that the pilot needs to perform key tasks is available. The FAA Certification Team should carefully consider the advantages and limitations of each of these methods when assessing the applicant’s proposal to use such data in support of findings of compliance. Simulation may be used to verify that properly trained pilots can adequately perform all required tasks.” dated July 16.777(c) [at amendment 25-46]: “The controls must be located and arranged. in accordance with the stated intended functions. such as computer modeling of the flight deck and the pilots. the FAA Certification Team should usually require final verification in the airplane. may allow the assessment of otherwise unavailable combinations of body dimensions. as appropriate.” sections 6 and 7.]: “Each item of installed equipment must be of a kind and design appropriate to its intended function. using the controls and displays provided by the design. hand size. along with those of the components or other elements of the system (for example. § 25. System descriptions can be used to define the intended functions of the systems. is seated with the seat belt and shoulder harness fastened. flight tests can be used to investigate specific normal and abnormal operational scenarios to show that the system adequately supports the pilots’ tasks. 1987. The MOC should reasonably account for these variables.” Discussion: The applicant might propose a number of methods for showing compliance with this requirement. see FAA AC 25-11. the intended function of each piece of data on a display). service experience may be an effective means for assessing systems with well-understood. do not affect the relevance of that experience. For example. so that there is full and unrestricted movement of each control without interference from the cockpit structure or the clothing of the minimum flightcrew when any member of this flightcrew. These other dimensions do not necessarily correlate well with height or with each other. because even simulators rarely reproduce all of the aspects of the flight deck geometry that may be relevant to this requirement. from 5’2” to 6’3” in height. The applicant may choose to use analytical methods. with respect to human factors. such as sitting height. For additional guidance on electronic display systems. arm length. for early risk reduction and to supplement certification evaluations using human subjects. usable. assuming that other factors.
Simulators and aircraft are often used.” Discussion: The applicant should carefully consider the methods of compliance described in Advisory Circular (AC) 25. 25-3]: “The minimum flightcrew must be established so that it is sufficient for safe operation. For additional information.1523-1. Final assessments of the acceptability of the visibility of the instruments may require a simulator with a high degree of geometric fidelity and/or the airplane.1309(c [at amendment 25-41]: “. and powerplant instrument for use by any pilot must be plainly visible to him from his station with the minimum practicable deviation from his normal position and line of vision when he is looking forward along the flight path. along with other indications and alerts. 1993.1309-1A.” Discussion: The applicant may wish to perform analyses of the visual angles to each of the identified instruments. considering: (a) The workload on individual crewmembers.” Discussion: The criteria used in making the determinations required by this section are set forth in Appendix D of 14 CFR part 25.1523 [at amdt.” dated June 21. are visible under the expected lighting conditions will typically use production quality hardware and careful control of lighting conditions (for example. “Minimum Flightcrew. . and associated monitoring and warning means must be designed to minimize crew errors that could create additional hazards. 27 . bright forward field. section 5b.1321(a) [at amendment 25-41]: “If a visual indicator is provided to indicate malfunction of an instrument. . § 25. and (c) The kind of operation authorized under § 25. navigation. it must be effective under all probable cockpit lighting conditions. controls. For more information on electronic display systems. 1988 (revision B is in development). This AC describes human factors issues to be considered when assessing the severity of system failures and provides information regarding when the designer can “take credit” for crew actions intended to mitigate the consequences of system failures. § 25.” dated February 2. § 25. see: • • AC 25. “System Design and Analysis.§ 25. Systems. as appropriate. dark. see FAA AC 25-11.1321(a) [at amendment 25-41]: “Each flight. although supporting data from laboratory testing also may be useful.1525. section 7. shafting sunlight). (b) The accessibility and ease of operation of necessary controls by the appropriate crewmember. and AC 25-11.” Discussion: Demonstrations and tests intended to show that these indications of instrument malfunctions.
in representative lighting conditions. Factors to consider when reviewing the MOC are discussed in Table A-8: Table A-8.” Discussion: The applicant may choose to use computer modeling to provide preliminary analysis showing that there are no visual obstructions between the pilot and the instrument markings.785(g) [at amendment 25-88]: “Each seat at a flight deck station must have a restraint system . under normal and abnormal conditions. . and thus restrict reach. 28 . Where head movement is necessary. the MOC may need to include evaluations under these conditions. such analyses also can be used to measure its magnitude. For more information on marking of power plant instruments. Other analysis techniques can be used to establish appropriate font sizes. as appropriate. see AC 20-88A. using subjects with vision that is representative of the pilot population. to perform all of the occupant’s necessary flight deck functions. SPECIFIC HUMAN FACTORS REQUIREMENTS § 25. with the additional consideration of movement constraints imposed by the full restraint system. The data collected in these analysis and assessments are typically used to support final verification in the flight deck. § 25. 2. see AC 25-11.777 also may be appropriate for this paragraph.” dated 9/30/85. “Guidelines on the Marking of Aircraft Powerplant Instruments (Displays). that permits the flight deck occupant. Mock-ups also can be helpful in some cases. based on research-based requirements.1543(b) [at amendment 25-72]: “Each instrument marking must be clearly visible to the appropriate crewmember. . when seated with the restraint system fastened.§ 25.” Discussion: The applicant may choose to develop a list of what it considers to be necessary flight deck functions. For more information on electronic display systems. Methods similar to those used to show compliance with § 25.785(g): Factors to Consider Issue Dynamics Discussion If the restraint system could lock-up during turbulence or vibration. sections 6 and 7.
§ 25. The applicant also should consider how to evaluate the ability of the pilot to readily identify the device(s). display screen on which the circuit breaker status can be displayed and controlled).” Discussion: The applicant may choose to use methods similar to those employed for § 25. the evaluations often must occur in the actual airplane. and to look for places where pilots will naturally place their hands and feet during ingress and egress. or moving normally in the cockpit. due to limitations in the ability to adequately model “normal” movement in the cockpit.. Evaluations should be designed: • to include cases in which the pilots must reach across the area surrounding the powerplant controls. visibility of displays). and during cruise. A necessary question to ask when identifying the human factors-related compliance issues is discussed in Table A-9.777 to demonstrate the ability of the pilot to reach the specific circuit protective device(s). Computer-based analysis and/or mock-ups can be used to develop supporting data (for example.1357(d) [original amendment]: “If the ability to reset a circuit breaker or replace a fuse is essential to safety during flight. § 25. The FAA Certification Team personnel should consult with FAA Flight Standards personnel to validate these requirements.e. 29 .1141(a) [at amendment 25-72]: “Each powerplant control must be located so that it cannot be inadvertently operated by persons entering. what must be seen and reached) based on the expected tasks to be performed by an inspector. § 25. Since the geometric relationship between the observer’s seat and the rest of the flight deck (including the pilots) is important. leaving.” Discussion: This type of assessment typically requires at least a physical mock-up.785(l) [at amendment 25-88]: “The forward observer’s seat must be shown to be suitable for use in conducting the necessary enroute inspections.” Discussion: The applicant may choose to develop a set of requirements (for example. that circuit breaker or fuse must be located and identified so that it can be readily reset or replaced in flight. evaluation of enroute inspection scenarios can be used to verify that all required tasks can be performed. whether they are installed on a circuit breaker panel or controlled using an electronic device (i. • Subjective assessments by the FAA Designated Engineering Representative (DER) or FAA pilots would be the most typical method for assessing the likelihood and seriousness of any inadvertent operation of the powerplant controls.
” Discussion: See the discussion of § 25.” Discussion: Compliance with this requirement is typically shown by a description of each of the warning. it is likely that a flight test would be the most appropriate method of compliance. for lights not described in paragraphs (a) through (c) of this section. SPECIFIC CREW INTERFACE REQUIREMENTS § 25. § 25. provided the color differs sufficiently from the colors prescribed in paragraphs (a) through (c) of this section to avoid possible confusion. (b) Amber.e. Assessment of the forces required to open the window under flight conditions also may be needed. for caution lights (lights indicating the possible need for future corrective action). (ii) no objectionable reflections are visible to the pilot. caution. or advisory lights are installed in the cockpit. and advisory lights (or their electronic equivalents). for warning lights (lights indicating a hazard which may require immediate corrective action). above. amber looks amber) and discriminability (i. . unless otherwise approved by the Administrator. including white. § 25.Table A-9. . . under the expected lighting levels. due to the nature of the task (landing the airplane by looking out the opened window). red looks red. and gives sufficient protection from the elements against impairment of the pilot’s vision. and (d) Any other color. (c) Green for safe operation lights. be— (a) Red. colors can be distinguished reliably from each other) of the colors being used. they must. Evaluations may also be useful to verify the chromaticity (for example. § 25. These evaluations can be affected by the specific 30 .773(a).” Discussion: While the applicant may perform analyses to show the visual field through the openable window.773(b)(2)(i) [at amendment 25-72]: “The first pilot must have a window that is openable . 3.1381(a)(2) [at amendment 25-72]: “The instrument lights must be installed so that .1357(d): Questions to Identify Human Factors Issues Question Are there any specific crew procedures which require the flightcrew to reset a circuit breaker or replace a fuse? Discussion If not. caution. it may be reasonable for an applicant to state this and to provide verification via published flightcrew procedures. ..1322 [at amendment 25-38]: “If warning.
see AC 25-11. A description of a well-defined color coding philosophy.display technology being used. For additional information. so final evaluation with flight quality hardware is sometimes needed. which is consistently applied across flight deck systems. can be used to show how the design avoids “possible confusion”. section 5a. 31 .
Equipment: Function and installation § 25.1381. and if the required actions cause an excessive workload b. rather than identifying specific design features that will generally be accepted as compliant.). AC 25-11. Equipment. The AC is used to support compliance with a number of regulations. Section 9 (subparagraphs on “Crew and Maintenance Actions”) provides some information on determining if failure indications are considered to be recognizable. Instrument lights § 25. inspection. but the FAA plans to update it to cover other display technologies [for example. etc.777. This section includes a discussion of the use of simulation and in-flight evaluations. Pilot compartment § 25.1309. and advisory lights § 25.771. Various subsections of this section contain guidance on evaluation and test conditions and methods. “Transport Category Airplane Electronic Display Systems. Compliance Considerations. Instrument markings: general Several sections of AC 25-11 identify display system characteristics that can be verified by inspection. Cockpit controls § 25.1322. The information provided in the following sections of the AC may be useful in assessing the applicant’s other proposed evaluation methods: • Section 4b(1): General Certification Considerations. including the following.1543. systems. also cited in this policy statement.1523. “System Design and Analysis” [draft]: This AC identifies certain human factors assessments that should be done as part of the overall safety assessments intended to show compliance with § 25. Warning.APPENDIX B Related Documents 1. Powerplant controls: general § 25.1309-1B.” dated July 16. caution. AC 25. • 33 . Minimum flightcrew § 25. a. liquid crystal displays (LCD)]. and installations § 25. ADVISORY CIRCULARS (AC): The specified sections of the ACs listed below concern selecting a method of compliance (test.1301. that are related to human factors aspects of the flightcrew interfaces: • • • • • • • • • § 25.1141.1309. Human Factors. simulation. 1987: This AC applies to systems using cathode ray tube (CRT)-based technology. Section 6: Display Visual Characteristics.
However. GAMA Publication No.1543.1523 and Appendix D of 14 CFR part 25. “Pilot Compartment View Design Considerations. “Minimum Flightcrew.c.). “Guidelines on the Markings of Aircraft Powerplant Instruments (Displays). Placards and markings: General.” dated July 1993. “Pilot Visibility from the Flight Deck. which can be ordered through the National Technical Information Service (http://www. 2. including the following. Powerplant and auxiliary power unit instruments. and Human Error.1541. 1985: This AC provides information related to marking of aircraft powerplant instruments and electronic displays (cathode ray tubes. etc.” dated January 8. this document was prepared by industry to support the development of aircraft to be certified under 14 CFR part 23. § 25. In practice. d. that are related to human factors aspects of the flightcrew interfaces: • • • § 25. AC 20-88A. Chapter 11: Workload Assessment. § 25. which contain the certification requirements for the minimum number of flightcrew personnel on transport category airplanes.1549. • 34 . Referenced in this AC is Society of Automotive Engineers (SAE) Aerospace Recommended Practice (ARP) 4101/2 (which replaced AS 580B). Instrument markings: General. this approach can be carried out using direct measurements of an actual flight deck (or high fidelity physical flight deck). Important considerations when referring to this document: • This document contains information that may be useful when assessing proposed MOCs. OTHER REFERENCES: a.1523-1.” dated September 30. 10. 1993: This AC defines a method for determining the clear view area of the flight deck windows. Chapter 12: Human Factors Testing and Evaluation. or using computer analysis of a 3-D computer aided design (CAD) model of the flight deck. Recommended Practices and Guidelines for Part 23 Cockpit/Flight Deck Design.” dated February 1989. “Human Factors for Flight Deck Certification Personnel.” dated February 2. Not all recommendations in this document should be applied to Transport Category airplanes. b. AC 25. 1993: This AC provides information related to compliance with § 25.773-1. e. nor does compliance with the recommendations necessarily imply compliance with part 25 requirement or Transport Airplane Directorate policies. Technical Report DPT/FAA/RD-93/5.ntis. Workload. The AC is used to support compliance with a number of regulations.gov/): Key chapters of this document include: • • • Chapter 8: Timesharing. AC 25.
The primary intent here is to illustrate a way that an applicant could provide information to the FAA. Keep the following in mind while reviewing this sample: • It is based on a totally hypothetical certification program. However. For more information on this hypothetical program. The extracts from the human factors certification compliance matrix contained in this policy statement are drawn from that appendix. this example could be considered to be an Electronic Flight Bag (EFB). The titles of reports represent examples of how an applicant might choose to package the information. Also. even for the hypothetical program. although such a reference would be appropriate in an actual certification program. but do not necessarily include all of the issues. rather. Alternative methods for providing this information are acceptable. see the FAA policy on human factors certification plans. to which AC 120-76 would be applicable. the sample briefing is not intended to specify the format of how this information is provided to the FAA. actual applicants may chose to organize their compliance documents in different ways. and no connection to any real system or certification program is intended or implied. such as adding it to the Certification Plan or providing it in a separate document. Such methods would have to be discussed and agreed upon within the context of a specific program. The methods of compliance are intended to show the methods that a hypothetical applicant might have proposed for the project. This sample briefing should not be considered comprehensive. this example does not refer to AC 120-76. it is meant to provide guidance only on an acceptable structure and recommended content. Finally. contained Appendix C of Policy Statement No. explaining why and how the proposed methods of compliance are sufficient. The examples are intended to be illustrative. It should not be construed as describing an acceptable list of methods for any real program. The “Deliverable Products” column in the compliance matrix identifies what the hypothetical applicant will produce to substantiate compliance. • • • • 36 . etc.APPENDIX C Sample Human Factors Methods of Compliance Briefing This sample briefing is intended to provide examples of the types of information that could be included in such a briefing. For brevity (within this policy). provided in a hardcopy outline. The contents provided below could be put onto briefing slides. ANM-99-2.
SYSTEM DESCRIPTION. 37 . b. (2) During flight (normal operations): (a) The pilot will quickly access the pre-selected approach charts. c. The intent of the EACS is to provide an alternative to the use of paper approach charts. a. Project: This project seeks a Supplemental Type Certificate (STC) for the installation of an Electronic Approach Chart System (EACS) in Guerin Model 522 airplanes. the system will be able to query the Flight Management System (FMS) to pre-identify the appropriate charts. (c) If initiated by the pilot. 2. The key functions include the following: (1) During the preflight preparation: (a) The pilot will use the system to call up and review the approach charts for the destination airport and selected alternates. Installation: The ECAS will be installed so that it is physically and functionally integrated into the flight deck. Charts that were not pre-selected also will be accessible. (b) The pilot will be able to “mark” the appropriate charts for quick retrieval later in the flight. Data loading: System data will use existing on-board data loading capabilities. a. INTRODUCTION.[HYPOTHETICAL] Human Factors Certification Methods of Compliance for the Electronic Approach Chart System (EACS) 1. System type: The EACS will be certified as a non-essential system. Intended Function: The EACS uses a panel-mounted Active Matrix Liquid Crystal Display (AMLCD) to display approach charts for the pilots to use on the ground and in flight. (b) The pilot will be able to manipulate the display of the chart to show only the information relative to the planned route of flight. based on the flight plan. d.
) 38 . A rudimentary personal computer-based simulator will be used for some evaluations. requiring an emergency diversion): In addition to those functions available for normal operations. i. 3. minimums. see the Human Factors Certification Plan and System Description Document. the EACS provides the following functionality to support emergency diversions: (a) When the pilot selects the ALTERNATE AIRPORT function on the FMS. see the EACS System Description Document. (The EACS has no interaction with aircraft performance. (3) During flight (non-normal operations.(c) The pilot will be able to select the appropriate approach parameters (transition.. The rules are organized into the following categories for discussion: (1) (2) (3) (4) (5) (6) (7) Flightcrew workload Noise and vibration Internal/external vision Flight deck lighting Flight deck arrangement System failures and alerting Miscellaneous 4. etc. (b) At the pilot’s request. b. b. As in normal operations. which will preselect them (mark them for quick retrieval). approach navigation aids. the approach navaids will be sent to the FMS for autotuning. Upon pilot initiation.) using the EACS. and performance models.e. The simulator has representative (generic) flight controls. this selection will be automatically transmitted to the FMS and other using systems. the EACS will load these selections into the other systems on the airplane [for example. autopilot. a. a. so high fidelity is not needed. and decision height (DH) will be sent to the altitude alerting system and display system]. For a complete list of EACS functions. These airports will be automatically transmitted to the EACS. The following is a discussion of the proposed Method of Compliance for each of the human factors regulations identified in the EACS Human Factors Certification Plan. NOTE: For more detail on the EACS. the FMS automatically identifies the five nearest airports that meet the landing requirements for the airplane. SIMULATOR. PROPOSED METHODS OF COMPLIANCE. the EACS will display a listing of the diversion airports and allow the pilot to quickly review the approach charts and select the desired approach.
Any evaluations requiring accurate installation geometry will be conducted on the test airplane. (b) The accessibility and ease of operation of necessary controls by the appropriate crewmember. Because EACS does not interact with other airplane systems (pressurization. e. those systems are not replicated in the simulator. The EACS will be installed only on the captain’s side in the simulator. The simulator includes the same flight management computer (FMC) and main displays as the STC configuration. etc). The EACS functions are centered around the selection and review of approach charts.1525. Installation geometry of the simulator is approximately equivalent to the actual installation. The criteria used in making the determinations required by this section are set forth in Appendix D of 14 CFR part 25. Level] § 25. The minimum flightcrew must be established so that it is sufficient for safe operation. simulating an electrical bus failure.c. The simulator will be used primarily to assess EACS/FMS interaction and to perform comparisons between use of paper charts and EACS. d. It will be possible to fail the EACS. Section [Amdt. Although we do not anticipate any certification issues with respect to showing compliance with 39 . 25-4] General Human Factors Requirements Each pilot compartment and its equipment must allow the minimum flightcrew to perform their duties without unreasonable concentration or fatigue. • • Method(s) of Compliance Analysis Simulator evaluations Flight test Simulator demonstration Flight test • Deliverable Product Workload Certification Report • • § 25. considering: (a) The workload on individual crewmembers. FLIGHTCREW WORKLOAD.771(a) [at amdt. f. Any evaluations requiring participation by both crewmembers will be conducted on the test airplane. 25-3] Demonstration Report Flight Test Report • • a. hydraulics. 5. and (c) The kind of operation authorized under § 25.1523 [at amdt.
VIBRATION AND NOISE. Limited flight tests with FAA pilots will be used to confirm the analyses and simulator tests. Subjects will include DER and customer pilots. along with any other tasks necessary for operation of the EACS. turbulence will be sought out for pilot subjective evaluations of EACS usability. During flight test program.the above regulations (workload reduction is a central goal for this system). b. c. Subjective measures of task difficulty and workload will be taken. Controls are conventional in design and similar to other certificated systems: (1) Function keys [similar to keys on current Master Control Display Unit (MCDU)]. (2) Touch screen [similar to certain Aircraft Communications Addressing and Reporting System (ACARS) units]. Level] § 25. Analysis will be used to identify all of the pilot activities associated with identification. However. review. we will perform a workload evaluation in order to show the benefits of the system. Section [Amdt. c. so we suggest that full testing of usability in high vibration and turbulence is not required (pilot can revert to paper charts). Simulator evaluations or demonstrations will be used to measure task times and error rates for conventional charts and the EACS. b. d. (3) Brightness control (conventional rotary knob). 40 . retrieval. and use of the charts. 6. certification will not be contingent upon testing in turbulence.771(e) [at amdt. 25-4] Human Factors Requirements Vibration and noise characteristics of cockpit equipment may not interfere with safe operation of the airplane. Method(s) of Compliance Flight test Deliverable Product Flight Test Report a. Normal and non-normal scenarios will be included. The EACS is a supplemental system.
25-41] instrument for use by any pilot must be plainly visible to him from his station with the minimum practicable deviation from his normal position and line of vision when he is looking forward along the flight path. d.1543(b) Each instrument marking must be clearly [at amdt. navigation. 41 . and landing. Each flight. external vision will be unaffected by the installation. .7. Thus. there will be little pilot-to-pilot variability with respect to the visibility of the display. b. The visual angles from the DERP to the EACS will be determined and compared to other display systems. Because all pilots are intended to position themselves at the Design Eye Reference Point (DERP). Level] Human Factors Requirements Method(s) of Compliance Similarity Deliverable Product Vision Certification Report § 25. approach. c. to enable them to safely perform any maneuvers within the operating limitations of the airplane. including takeoff.1321(a) . as well as the clipboard where pilots currently place their paper charts. Section [Amdt. 25-72] to give the pilots sufficiently extensive. . and undistorted view. 25-72] visible to the appropriate crewmember. Because this system will be fully integrated into the existing instrument panels. • System description Analysis Flight test • Installation Drawings Vision Certification Report Flight Test Report Vision Certification Report Ground Test Report • • • • § 25. Readability will be assessed (using a questionnaire) in the airplane during ground testing. § 25.773(a)(1) Each pilot compartment must be arranged [at amdt. Ground test • • a. INTERNAL/EXTERNAL VISION AND FLIGHT DECK LIGHTING. visibility will be easily confirmed during flight test. concurrently with the lighting tests. This will allow evaluation of readability under all expected lighting conditions. clear. Risk for this installation is expected to be very low. and powerplant [at amdt.
8. The AMLCD is provided by a vendor who has produced similar display glass for other previously certificated flight deck systems. Ground test Flight Test Report a. c. 25-41] malfunction of an instrument. and (2) Shafting sunlight (using a hand held spotlight). Reflections that might be caused by the EACS. or that might be present on the EACS display. Section [Amdt. will be assessed subjectively during the ground test. § 25. In general. 72] glare and reflections that could interfere with the normal duties of the minimum flightcrew.1381(a)(2) The instrument lights must be installed so [at amdt.1321(e) If a visual indicator is provided to indicate [at amdt. This system uses a conventional normally white Active Matrix Liquid Crystal Display (AMLCD) display. f. Level] Human Factors Requirements Method(s) of Compliance Ground test Deliverable Product Lighting Certification Report • § 25. it must be effective under all probable cockpit lighting conditions. 25. b. d. FLIGHT DECK LIGHTING. e. Ground tests will cover the following lighting cases: (1) Night (windows will be covered).773(a)(2) Each pilot compartment must be free of [at amdt. • • • Similarity Flight test Ground test System Description and Statement of Similarity Flight Test Report • § 25. 42 . visibility/lighting risk should be low for this display. Flight tests will cover the following lighting cases: (1) Bright forward field (flying into brightly lit clouds). 25-72] that (ii) no objectionable reflections are visible to the pilot. and (2) Bright forward point light source (flying toward the sun).
777(a) Each cockpit control must be located to [at amdt. 25-46] provide convenient operation and to prevent confusion and inadvertent operation. § 25. Level] Human Factors Requirements • • Method(s) of Compliance Ground test Flight test Deliverable Product Flight Deck Anthropometry Certification Report Flight Deck Anthropometry Certification Report § 25.9. so that there is full and unrestricted movement of each control without interference from the cockpit structure or the clothing of the minimum flightcrew when any member of this flightcrew. 25-46] with respect to the pilot’s seats. Ground test a. Ground tests will show that the EACS does not interfere with use of the nose wheel steering tiller and oxygen masks (the only controls in the vicinity of the EACS). from 5’2” to 6’3” in height. Section [Amdt. FLIGHT DECK ARRANGEMENT. [at amdt. Reach to the EACS will be shown by using a representative sample of people within the required height range.777(c) The controls must be located and arranged. is seated with the seat belt and shoulder harness fastened. b. 43 .
and (d) Any other color. and gives sufficient protection from the elements against impairment of the pilot’s vision.1322 [at amdt. 25-38] Configuration description System Description Document § 25. Level] § 25.] System description Simulator demonstration Flight test • • System Description Document Demonstration Report Flight Test Report • • • 44 . provided the color differs sufficiently from the colors prescribed in paragraphs (a) through (c) of this section to avoid possible confusion. MISCELLANEOUS. for warning lights (lights indicating a hazard which may require immediate corrective action).10. Ground test (to verify no interference with window opening) • Flight Test Report § 25. unless otherwise approved by the Administrator. or advisory lights are installed in the cockpit. Section [Amdt. for caution lights (lights indicating the possible need for future corrective action). 25-41] Human Factors Requirements .773(b)(2)(i) [at amdt. be – (a) Red. Each item of installed equipment must be of a kind and design appropriate to its intended function.1309(c) [at amdt. 25-72] The first pilot must have a window that is openable . they must. controls. and associated monitoring and warning means must be designed to minimize crew errors that could create additional hazards. including white. . . . caution. . If warning. (c) Green for safe operation lights. (b) Amber. for lights not described in paragraphs (a) through (c) of this section. Systems. • Method(s) of Compliance Hazard assessment Simulator demonstration • Deliverable Product Fault Tree System Safety Assessment Demonstration Report • • § 25.1301(a) [original amdt.
1309(c): (1) The EACS failure annunciations.1301(a): (1) A checklist of all functions (listed in the System Description Document) involving flightcrew interfaces will be developed (2) The DER and FAA pilots will use this checklist throughout the demonstration and test program to verify that all intended functions are satisfactorily implemented.a. b. We believe this to be a very low risk issue. Regarding § 25. 45 . data transfer inhibits. and crew procedures are very simple and straightforward. Regarding § 25. (2) The annunciation. will be demonstrated in the simulator. along with their associated crew procedures.
so changes can be made with acceptable technical. assessments. when warranted by the nature of the design being developed. and Analyses in Support of Certification 1. The applicant may choose to conduct evaluations using a variety of pilots. Design changes that are incorporated early also are more likely to be well integrated into the design. This policy does not establish any new requirements for such evaluations. 2. However. can reduce the amount of more costly testing (especially flight testing). 47 . many applicants routinely perform them as part of their normal design development processes. d. As stated in this policy. and analyses (from here on referred to as “evaluations”) during the applicant’s design process. Such confidence. such evaluations have several potential benefits within the context of certification: a. Instead. which can increase applicant and FAA confidence. rather than quick “patches” needed to “plug holes. often without FAA involvement.” b. The FAA should encourage all applicants to conduct such evaluations. with different backgrounds and levels of experience. Good aspects of the design can be confirmed early. This can help foster better designs with fewer certification risks and fewer last minute design changes. the FAA wishes to provide incentives by establishing an explicit process by which applicants can use these evaluations to reduce certification risk if they choose to do so. Human factors or flight crew interface problems related to certification can be identified in a timely manner. because the design is in development and differs from the expected. especially with respect to human factors issues. Assessments. What are the benefits of evaluations? The FAA recognizes the benefits of early and continuing human factors evaluations. schedule. as the design evolves.APPENDIX D Information on the Use of Applicant-Conducted Human Factors Development Evaluations. Are evaluations required? While such human factors evaluations are not required by current FAA regulations or advisory material. Such tests and evaluations can provide valuable insights into how the well the airplane or system will function with line pilots. c. and economic impacts. Cooperation between the FAA and the applicant on these evaluations can give the FAA more overall confidence in the applicant’s methods and processes with respect to human factors issues. final certificated design. these types of activities have been used traditionally as part of the design process without formal certification credit.
Applicants should be encouraged to discuss in some detail with the FAA the evaluations they are developing. This policy will not establish a specific set of recommendations for these evaluations. so that agreement can be reached on the appropriateness 48 . The pilots (or others) that will be used in the evaluations. Are evaluations necessary to show compliance? These evaluations. including those listed as follows. it is appropriate for FAA personnel to ask for an opportunity to review the tested configuration and the test scenarios. The design characteristics and the related regulations should both be considered. if the applicant wishes to use such evaluations as part of their overall data collection effort in support of certification. opinion). the FAA recognizes that such evaluations may be conceived and planned later during the development cycle.3. applicants may wish to use such data to support compliance decisions. In most cases. • • • • 5. in and of themselves. How should the evaluations be conducted? Because these evaluations can take a variety of forms. The FAA personnel should take note of the results of evaluations presented for consideration by applicants. The types of conclusions that the applicant hopes to derive. However. However. 4. The requirements for any specific evaluation that an applicant might propose would be influenced by several factors. In such cases. The areas of certification risk related to human factors. The types of data that will be collected (objective vs. subjective. This will allow the FAA personnel to determine whether the evaluations are appropriate and relevant for the compliance issues under consideration. When should the evaluation be planned and coordinated with the FAA? It would be desirable for the applicant to identify the types of evaluations that will be conducted when certification planning is in progress. • The level of similarity between the tested flightcrew interface (including displays. The FAA and applicant should discuss these factors. based on the evaluations. the FAA and the applicant should discuss them fully to understand the capabilities and limitations of the evaluations and the conclusions that can be drawn from them. in situations where compliance or non-compliance is not obvious and clear-cut. should never be considered to be necessary or sufficient to show compliance with the regulations. providing that the FAA agrees the results are relevant to the compliance findings. system performance) and the expected characteristics of the system (hardware and software) that will be certified. performance vs. it is acceptable for the applicant to communicate such plans to the FAA as they develop. controls. procedures.
For example. However. Rather. the explanations. so that they will conduct effective human factors evaluations during the design phase of a program. In such situations. This policy should not be used by FAA personnel to force such evaluations as part of the certification process. applicants should be given the opportunity to explain causes of the reported problems and how the features of the design have been modified to account for the problems. either formal or informal. the nature of the problems. 8. especially in view of the issues described above. and the design modifications can all be used to form the basis for the FAA’s overall assessment of the results and the relevance of those results to certification. it is acceptable for the applicant to describe the evaluations to the FAA and request consideration of the results. and in some cases. if the applicant chooses to submit the results of such evaluations. Involvement of the FAA during the design phase is also a desired. foster FAA confidence in the applicant’s evaluation methods and processes. This will improve the quality and value of the evaluations (with respect to certification). How should evaluation results be interpreted? In order for applicants to consider such evaluations to be a way to reduce rather than increase certification risk. this policy is intended to provide an incentive to applicants. but may achieve results that are subsequently believed to be relevant to certification. the applicant should feel confident collecting and then presenting evaluations that include data from subjects who experienced difficulties or who provided negative comments on the design. Finally. the applicant should not be expected to repeat the evaluations in order to “prove” that the problems have been mitigated. Applicants should be encouraged to keep the FAA involved. it may be useful to update the certification plan as a way to document the intent to use such evaluations. and maximize the benefit of the evaluations. 49 . Such data should be considered a normal part of such development testing. and the FAA agrees that the evaluations were appropriate. the FAA recognizes that the applicant may collect data during evaluations without intending to use the evaluations to support certification. outcome. for an applicant who chooses not to use such evaluations as part of their certification effort.of the evaluations with respect to certification. Summary In summary. point out the strength and value of such testing. even though the evaluations were not part of the certification plans. 6. some latitude in interpreting evaluation results must be permitted. Under these circumstances. If the applicant has already developed a certification plan. In other words. but not a required. there should be no penalties. then the FAA should consider the results of the evaluations as part of their overall determination of the amount of additional testing (or other methods of compliance) required to show compliance with the regulations. Unlike conventional certification testing for systems.
the Human Factors Harmonization Working Group was tasked by the Aviation Rulemaking Advisory Committee to determine the need for new advisory material. The report will also be used to identify future ARAC working group tasks to develop additional new or modified ACs. In August 1999.APPENDIX E Summary and Disposition of Public Comments The FAA received comments from seven respondents: Air Line Pilots Association (ALPA) Airline Transport Association of America (ATA) United Air Lines (UAL) General Aviation Manufacturers Association (GAMA) Bombardier Aerospace Airbus The Boeing Airplane Company Consolidated Comments and FAA Disposition Issue Support for the policy Development of advisory material Comments Several commenters expressed general support for the policy and its approach. This final report may provide new proposed advisory material and/or may identify which advisory material should be developed. Their current plan is to produce a final report in late 2003. Two commenters stated that the information in this policy should be developed into advisory material FAA Disposition The FAA appreciates this support. It is expected that the final publications of those yet-to-be-identified . The FAA concurs that more guidance material is needed for regulations related to human factors issues.
1301 and 25. Inclusion of a references page is standard practice.1309 and that the 52 . these requirements are duplicated in the various Parts. rather than just in a separate stand-alone appendix.g. processes. the policy. Where process should be incorporated into the same technical requirements are applicable to different categories 14 CFR Part 21. In general. These regulations are being reviewed by the subjective application of 14 CFR Human Factors Harmonization Working Group. technical principles in the type certification requirements for transport category airplanes are in Part 25). rather than in Part 21. Instead.1309 Advisory Circulars (ACs) will be two or more years away. In a number of One commenter recommended that references should be cited throughout cases. Even though not sufficient to qualify as an AC. This current policy does not provide definitive guidance on an acceptable method of compliance (MOC) for any regulation. The FAA concurs and the policy has been modified to reflect this One commenter stressed the increased emphasis. where applicable. of aircraft.1301/1309 can be particularly challenging. Requirements regarding the application and that requirements for the of specific technical disciplines. Involvement of the Aircraft Evaluation Group (AEG) Usability of list of references Information related to 14 CFR §25.Future regulatory development with respect to the incorporation of human factors principles in type certification. the policy is intended to provide useful information regarding MOCs until such time as new ACs are developed through ARAC and then published by the FAA.1301 and §25. and features to the type integration of human factors design of airplanes are handled in other Parts (e. The FAA agrees that methods of compliance for the human factors One commenter stated that many certification problems result from the aspects of 25. importance of Aircraft Evaluation Group involvement in the evaluation of proposed MOCs and recommended greater emphasis on the AEG role. for both the FAA and applicants. therefore it is not considered adequate for an AC. the references are also cited in the text of the document. One commenter stated that this policy The FAA disagrees with this comment. this policy discusses the issues that should be considered when the FAA evaluates proposed MOCs. If the HFHWG §25. 14 CFR Part 21 should be considered an interim step governs procedural requirements for the issue of type certificates and changes to those certificates.
The FAA concurs with the suggestion and has extended the examples in this section. One commenter stated that the policy should state that the human factors evaluation plan should identify the user population. 53 . The FAA concurs with this suggestion and has added this document to the reference list. One commenter recommended addition of the following to the list of references: GAMA Publication No. 10.” One commenter suggested that the section “Objectives of this policy statement” should more strongly emphasize that it would be beneficial for applicant to use this policy.Description of user (pilot) population Accounting for variations in pilot size characteristics Benefits to applicants Use of examples Additional reference policy should provide more information for dealing with the human factors issues implicit in these requirements. One commenter suggested that the use of “reasonable worst case combinations of characteristics” in section 1d(2) Mock-up evaluations should be replaced with “reasonable combinations of limiting characteristics. Recommended Practices and Guidelines for Part 23 Cockpit/Flight Deck Design. the policy will be updated to reference the new material. Identification of RegulationSpecific Human Factors Issues. The FAA concurs with this wording change. One applicant recognized the benefits of the examples provided in section 3. provides new or modified guidance material to address these regulations. This issue was addressed in the previously published policy on Human Factors Certification Plans (ANM-99-2). The FAA concurs with the proposed wording change. and suggested that the examples be carried through the entire section.
the details of the material the HFHWG may develop and when that material may be formalized 54 . It is not expected that the HFHWG will produce regulatory material for all regulatory deficiencies it identifies.” The FAA concurs with this suggestion and has modified the document using the term. 5. When the HFHWG develops new advisory material. ACs are intended to identify acceptable MOCs for rules. 2. However.“Rule” vs. This policy is not a substitute for Advisory Circulars. “Regulation” Relationship between this policy and the task of the Human Factors Harmonization Working Group (HFHWG) One commenter suggested consistent use of the either the term “rule” or “regulation. For those areas of interest where the HFHWG does not develop new material. This policy. The HFHWG tasking includes the possible development of advisory material. In cases where there is an existing AC. Finally.” The FAA disagrees with this comment for the following reasons: 1. these policies will continue to provide useful information. that material should provide much more specific guidance than the information which this policy provides. The FAA agrees that the HFHWG has been tasked with the development of MOCs. This policy clearly recognizes the activity of several ongoing ARAC groups (which includes the HFHWG) that may develop regulatory material related to human factors. this policy points to it. it may be several years before any regulatory material that may be drafted by the HFHWG will become effective. this policy only identifies issues to be considered when proposed MOCs are reviewed. along with the other planned human factors policies. are intended to provide useful information in the near term. It further states that this policy will be reviewed and updated. 3. as necessary. 4. “regulation. they state that these issues should be handled by the HFHWG rather than through “unilaterally issuing policy statements. to be consistent with any new regulations and/or advisory circulars. The HFHWG is conducting a comprehensive review of existing regulations and advisory material to identify deficiencies with respect to the area of human performance and error.” Several commenters suggested that this policy is in conflict with the tasks that have been assigned to the HFHWG and the FAA should not establish any new human factors policies until the HFHWG has finished its work. However. They further state that the issues covered by this policy are within the tasking of the HFHWG and the presence of this policy causes confusion.
the advisory material should provide more specific guidance. this policy provides useful information on the topic of MOCs without specifying acceptable MOCs for any regulation. since the information in this policy is much more general than what should be contained in any advisory material that the HFHWG may produce. The FAA has provided JAA specialists with opportunities to comment on the human factors policies. Generally speaking. However. directing Industry’s limited resources to a paperwork process without adding value. as evidenced by repeated JAA reference to the policies.” and implemented are not known at this time. The HFHWG is not currently planning to develop a requirement (by regulation) for Human Factors Certification Plans (the airworthiness regulations do not require the development of any certification plans). This policy emphasizes that no extensive documentation is required. the FAA considers this material to have utility while we collectively wait for the products of the HFHWG. Applicants have always had to show that their MOCs are adequate to show compliance with the rules. There is good agreement between the FAA and JAA on the content of the first two policies. the FAA expects that there will be little conflict between the two. Additional administrative burden on applicants One commenter expressed concern that “the FAA policies result in a bureaucratic approach to human factors.Human Factors Certification Plans One commenter stated that the HFHWG will determine the relevance of Human Factors Certification Plans. the FAA would likely consider such new guidance material as a replacement for the previously published policy on HFCPs (policy ANM-99-2) The FAA disagrees with this comment. if the HFHWG elects to propose new advisory material to cover the contents of HFCPs. The HFHWG is tasked with identifying design-related flight crew performance vulnerabilities. tolerance. This policy simply provides information regarding how to make the determination of adequacy. the sample in Appendix C shows a simple briefing as a way for the applicant to explain its 55 . and prevention and management (detection. As stated above. nor are they currently planning to develop guidance regarding the contents of HFCPs. the HFCP is a document that supports the certification process. and recovery) of flight crew error. Furthermore. Therefore. For example. 6. it is not required to show compliance with any regulations. In areas where there is overlap.
In addition. Several applicants have voluntarily produced HFCPs for significant projects (e. so they do not very least new FAA expectations for “rise to the level” of Advisory Circulars. In fact. While the previous policy provides recommendations for Human Factor Certification Plans (a document). and costs of various MOCs. providing discussion of the merits. they are not rulemaking. there is growing consensus between industry and the authorities that such plans can be very useful communication tools. it contains no new requirements. However. The FAA considers this to be “nonbureaucratic” method for the applicant to communicate its rationale. the FAA has not “forced” any applicant to develop HFCPs on any programs. the policy goes to great lengths of the policies…” to cover both sides of the issues. the equivalent of requirements.g. may result from rigid implementation most of the policy consists of a discussion of issues – there is little that can be “rigidly” implemented. certification testing and publication in no way implies that the policies are new regulatory documentation.” In the three years since the release of the policy on HFCPs. where one section describes the potential value of high fidelity simulation. Advisory Circulars. which ARAC process. “Rulemaking by One commenter stated: “Of utmost Policy” concern is that the practice appears to regulations) and Advisory Circulars are best accomplished through the be rulemaking by policy letter. large-scale avionics 56 . For example. the policies do not provide specific shared implies requirements or at the acceptable methods of compliance to the regulations. so that all parties can use the policies to make rational decisions. In fact. The MOC policy provides information to the FAA Certification Team Rigid application of One commenter expressed concern the policies about “the considerable workload that (and also to applicants). it is the FAA that requested the tasking of the HFHWG by ARAC. other sections describe reasons why such simulation may not be warranted. new Type Certificate projects.e. As stated in industry participation… Generating “internal” policies which are publicly responses to other comments. The FAA agrees that the development of new requirements (i. the policies clearly state that they do circumvents accepted processes for not represent new requirements. weaknesses.choices of MOCs to the FAA. The FAA now publishes such policies because it considers doing so to be in the public interest. The FAA considers this to be an even-handed treatment.
no HFCP was submitted. There is always a possibility that information can be used inappropriately. but differed in organization and content from the specific recommendations in the policy. In many smaller projects. the previous lack of any information. with respect to human factors certification issues. the applicant and the FAA were able to use these HFCPs as valuable tools for discussing human factors certification planning. In no case was the policy used as a strict blueprint for the HFCPs.replacements. Given that decisions regarding human factors-related MOCs are made on every certification program. system specialists. a statement has been included to emphasize the roles of pilots and human factors specialists in determining the adequacy of the MOCs covered by this policy. Overall. Roles and responsibilities One commenter expressed concern about the roles and responsibilities of the various members of the FAA Certification Team (test pilots. it is also reflected in differences in the position regarding MOCs that may be taken by various Aircraft Certification Offices. the FAA considers the HFCP policy to be a success and has no evidence that it has been applied unreasonably. and this was considered by the FAA to be an appropriate decision. human factors specialists. etc). it provides a set of considerations that can be openly discussed and weighed. 57 . Furthermore. These HFCPs captured the intent of the policy. this policy seeks to reduce that problem. In each case. As stated in this policy. This is often manifested in wide variations in methods of compliance that are proposed by various applicants. creates large opportunities for differences in interpretations. etc) in matters related to the interpretation of the policies and the actual certification of the airplanes. There was concern those individuals without the proper knowledge could interpret and/or use the information inappropriately. as applicants and ACOs strive for agreement on MOCs. the FAA is planning to develop a more detailed policy on roles and responsibilities for FAA Certification Team members. Finally. The FAA plans to take the same approach with the MOC policy and with subsequent HF policies. This policy should help reduce that variability and help create a more level playing field. other than the personal experience of the involved individuals.
Ease of use One commenter stated that. The MOCs in the policy were broken out in a manner that allowed “standard” set of methods of compliance that does not exactly map description of their characteristics with respect to human factors issues. the policy may be difficult to use. Availability date for this guide is not yet known. 58 . regarding the organization of MOCs. Standard methods of compliance Conformity of test articles Single vs. multiple policies The FAA agrees and is working to deal with the issue. We are considering the development of a “users guide” for the policies. early policies. or airplane) is an important issue that should be covered by the policy. The purpose of the guide (which will be updated as subsequent policies are published) will be to provide a quick way to find the information contained in the policies. when conducting testing. However. bench equipment. type design) of the test article (simulator. conformity (to the planned policy on human factors testing. One commenter noted that they use a There are no official FAA standards for the breakdown of MOCs. The conceptual information in the policy is usable. The FAA agrees and will address test article conformity in the One commenter stated that. if individual applicants have established practices to those in the policy. Also. these can still be used. The FAA is developing these policies incrementally to allow industry One commenter suggested that the to comment and to allow us to gain in-service experience with the FAA should combine all five of the planned policies into a single policy. so that we do a better job with the later efforts. even if the specific names of the MOCs are changed. due to its considerable length. incremental publication allows us to get information into the field sooner.

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