AC 20-167B Appendix B Table B-2. EFVS Landing System Supplemental Flight Test Evaluation Matrix
A Confirm that the EFVS provides the correct and appropriate visual cues for the pilot to perform the required stabilized approach from the DA/DH.
B Confirm that approach speed can be controlled within +10/-5kts, both with and without autothrottle if fitted, up to the point where the throttles are retarded for landing.
C Confirm that the EFVS provides the correct visual cues for the pilot to perform a smooth transition through flare to landing.
D Confirm that the EFVS provides the correct visual cues for the pilot to perform a flare and landing with a normal sink rate.
E Confirm that the EFVS provides the correct visual cues to always allow a consistent touchdown in the defined touchdown zone.
F Confirm that the EFVS provides the correct visual cues to allow a consistent touchdown with a bank angle that is not hazardous to the airplane.
G Confirm that the EFVS provides the correct visual cues to allow normal derotation rate.
H Confirm that EFVS provides the correct visual cues to allow satisfactory and smooth control of the airplane from touchdown to a safe taxi speed.
I Confirm that the EFVS provides the correct visual cues to allow prompt and predictable correction of any lateral deviation away from the runway centerline to smoothly intercept the centerline.
B-12
AC 20-167B Appendix C APPENDIX C. DETERMINING QUANTIFIED VISUAL ADVANTAGE C.1 Introduction.
Demonstrating a quantified visual advantage is not required for the installed EFVS to be approved. However, any operator that uses the installed EFVS to dispatch the aircraft in accordance with § 121.613, § 125.361, or § 135.219, or to commence an instrument approach under § 121.561, § 125.325, § 125.381, or § 135.225 requires an operational approval from the FAA’s Flight Standards Service. For the operator to receive the required operational approval, the applicant must demonstrate and document a quantifiable measure of the EFVS visual advantage performance.
C.2 Quantified Visual Advantage Test Plan.
For determination of visual advantage, a data set demonstrating in-flight the relationship between slant range flight visibility and slant range enhanced flight visibility (visual advantage) with the reported visibility should be created and analyzed.
C.2.1 RTCA DO-390/EUROCAE ED-291, Test Procedures for Quantitative Visual Advantage.
Provides an industry consensus methodology for testing and documenting the quantitative visual advantage provided by the installed EFVS. The methodology in DO- 390/ED-291 has been deemed to be acceptable to FAA Flight Standards for the purposes of documenting the performance of the installed EFVS and supporting applications for operational approvals.
C.2.2 Alternate Methods.
An applicant may propose alternate methods of measuring and documenting the quantified visual advantage of the system. Should the applicant propose an alternate method to test the visual advantage for the installed EFVS, it is recommended that the applicant coordinate with the FAA’s Flight Standards Service to ensure that the results of the proposed quantitative visual advantage testing will be sufficient to support an operator’s application for operational approvals.
C-1
AC 20-167B Appendix D APPENDIX D. SA MPLE AIRPLANE FLIGHT MANUAL (AFM) SUPPLEMENT D.1 Introduction.
Appendix D presents a sample below for the AFM supplement for Supplemental Type Certificate (STC) installations. This example may not be entirely applicable to airplane manufacturers when EVS, CVS, or EFVS are approved with the type certificate. The AIR certification branch will assist the applicant in developing an appropriate RFMS.
Installation Center/Repair Station Model XXX EVS/EFVS 123 Fourth Street Vision System Anytown, USA
FAA-APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT
ABC MODEL XXX YYY VISION SYSTEM AIRPLANE MAKE:
AIRPLANE MODEL:
AIRPLANE SERIAL NO.:
REGISTRATION NO.:
This document must be carried in the airplane at all times. It describes the operating procedures for the ABC Model XXX YYY vision system when it has been installed in accordance with <manufacturer's installation manual number and date>.
For airplanes with an FAA-approved airplane flight manual, this document serves as the FAA Approved ABC Model XXX YYY Flight Manual Supplement. For airplanes that do not have an FAA-approved flight manual, this document serves as the FAA Approved ABC Model XXX YYY Supplemental Flight Manual.
The information contained herein supplements or supersedes the basic airplane flight manual dated <insert date> only in those areas listed herein. For limitations, procedures, and performance information not contained in this document, consult the basic airplane flight manual.
FAA-APPROVED ____________________ Title Office Federal Aviation Administration City, State D -1
AC 20-167B Appendix D APPENDIX D. SAMPLE AIRPLANE FLIGHT MANUAL (Continued) Installation Center/Repair Station Model XXX EVS/EFVS 123 Fourth Street Vision System Anytown, USA Table of Contents
SectionPage
1 General.............................................< > 2 Limitations........................................< > 3 Emergency/Abnormal Procedures....< > 4 Normal Procedures...........................< > 5 Performance......................................< > 6 Weight and Balance..........................< > 7 System Description...........................< > FAA Approved Page <> of <> Date: ________ D-2
AC 20-167B Appendix D APPENDIX D. SAMPLE AIRPLANE FLIGHT MANUAL (Continued) Installation Center/Repair Station Model XXX EVS/EFVS 123 Fourth Street Vision System Anytown, USA SECTION 1 - GENERAL <Include the appropriate statement to describe the equipment capability:> EVS: The installed ABC Enhanced Vision System meets the regulatory requirements and performance criteria as described in AC 20-167B for <situation awareness>.
CVS: The installed ABC Combined Vision System meets the regulatory requirements and performance criteria as described in AC 20-167B for <situation awareness>.
EFVS Approach System: The demonstrated visual advantage of the installed <Manufacture, Model #> EFVS landing system meets applicable requirements as described in AC 20-167B for EFVS operations to 100 feet above the touchdown zone and is eligible for operational credit in accordance with the operator’s specific EFVS approvals.
Note: The <Manufacture, Model #> EFVS landing system does not provide a visual advantage when viewing LED lighting EFVS Landing System: The demonstrated visual advantage of the installed <Manufacture, Model #> EFVS landing system meets applicable requirements as described AC 20-167B for EFVS operations to touchdown and roll out and is eligible for operational credit in accordance with the operator’s specific EFVS approvals.
The maximum final approach offset angle satisfactorily demonstrated during certification flight test was <insert angle in degrees>.
Note: The <Manufacture, Model #> EFVS landing system does not provide a visual advantage when viewing LED lighting.
D-3
AC 20-167B Appendix D APPENDIX D. SAMPLE AIRPLANE FLIGHT MANUAL (Continued) SECTION 2 - LIMITATIONS
1. The system must utilize software version <insert version identification>.
2. A valid and compatible database must be installed and contain current data.
3. <Specify any additional limitations applicable to the particular installation.> FAA-Approved Page <> of <> Date: ________ SECTION 3 - EMERGENCY/ABNORMAL PROCEDURES
EMERGENCY PROCEDURES No Change
ABNORMAL PROCEDURES
1. If ABC Model XXX YYY vision system information is not available or is invalid, utilize remaining operational navigation equipment as appropriate.
2. If “Loss of Integrity Monitoring” message is displayed, revert to an alternate means of navigation appropriate to the route and phase of flight, or periodically cross-check the global positioning system (GPS) guidance to other, approved means of navigation.
SECTION 4 - NORMAL PROCEDURES
1. Normal operating procedures are outlined in the ABC Model XXX YYY Pilot's Guide.
2. System Annunciators <applicable to installations with external annunciators>.
D-4
AC 20-167B Appendix D APPENDIX D. SAMPLE AIRPLANE FLIGHT MANUAL (Continued)
3. System Switches <applicable to installations with external switches>.
4. Pilot's Display <describe the pilot's display(s)>.
5. Flight Director/Autopilot Coupled Operation <describe any procedures for integrated flight director and/or autopilot system(s)>.
6. <Include any other normal operating procedures as necessary.> FAA-Approved Page <> of <> Date: ________ SECTION 5 - PERFORMANCE No Change SECTION 6 - WEIGHT AND BALANCE <Refer to revised weight and balance data, if applicable.> SECTION 7 - SYSTEM DESCRIPTION <Provide a brief description of the system, its operation, installation, etc.> FAA-Approved Page <> of <> Date: ________ D-5
AC 20-167B Appendix E APPENDIX E. INSTALLATION OF ENHANCED VISION SYSTEM ON
ROTORCRAFT E.1 General.
This appendix provides guidelines for the installation of EVS installed in rotorcraft as non-required safety enhancing equipment. Policy statements PS-ASW-27, 29-10 (dated May 29, 2013), PS-AIR-21.8-1602 (dated March 31, 2016), and PS-ASW-27-15 (dated June 30, 2015) were published to promote standardized installation of non-required safety enhancing equipment. Contact the appropriate FAA office responsible for rotorcraft standards for guidance. Also refer to AC 27-1B CHG 1-9 and AC 29-2C CHG 9 for certification guidance.
E.2 Applicability.
There are unique aspects to rotorcraft that do not apply to fixed wing aircraft. Rotorcraft typically operate at altitudes much closer to obstacles and the ground than fixed-wing aircraft. Additionally, they are inherently unstable and, without a stabilization system, require hands-on control at all times, accompanied by constant visual scans to keep the pilot oriented correctly. There are advantages and disadvantages to presenting EVS information to the pilot. Particular issues of concern are the compelling nature of the display used in a VFR see-and-avoid environment, the presentation of misleading information relating to aircraft location relative to hazards (particularly in night operations), and the installation of EVS or CVS displays that interact with automated flight control systems and flight guidance systems.
E.3 Airworthiness Approval.
For rotorcraft, the FAA has determined that installation of EVS or CVS on a primary flight display, either ADI or NAV display, requires AIR certification branch involvement through the STC process, under FAA Order 8900.1A, Volume 4, Chapter 9 Selected Field Approvals Figure 4-68, Major Alterations Job Aid. Installations on a primary flight display will involve human factors evaluations and flight test evaluations.
E-1
AC 20-167B Appendix E E.4 Design Considerations.
The FHA developed for the system should define the hazards of presenting misleading information to the pilot, and the loss of an EVS feature. The system should be designed accordingly. The hazard classification will be based on display location, intended function of the system features, and phase of flight. The hazard classification of misleading information for EVS/CVS on the primary flight displays will be higher than the classification of misleading information on a display outside the pilot’s primary field of view. For example, the hazard classification of misleading information may be lower if the EVS/CVS is placed on ancillary displays not used for the display of flight information and not in the pilot’s primary field of view. However, for rotorcraft the FAA does not accept “situation awareness only” information on primary flight displays (either PFD or MFD within the pilot’s primary field of view). Therefore, the intended function of the EVS/CVS should be defined. If helicopter terrain awareness and warning system (HTAWS) or HTAWS-like features are incorporated, see TSO-C194.
E-2
AC 20-167B Appendix F APPENDIX F. DEFINITIONS AND ACRONYMS F.1 Definitions.
F.1.1 Appliance (14 CFR 1.1).
Any instrument, mechanism, equipment, part, apparatus, appurtenance, or accessory, including communications equipment, that is used or intended to be used in operating or controlling an aircraft in flight, is installed in or attached to the aircraft, and is not part of an airframe, engine, or propeller.
F.1.2 Approach Lighting Designators.
• ALSF-I. High Intensity Approach Lighting System with Sequenced Flashing Lights, Category I Configuration.
• ALSF-II. High Intensity Approach Lighting System with Sequenced Flashing Lights, Category II Configuration.
• MALSR. Medium Intensity Approach Lighting System with Runway Alignment Indicator Lights.
• SSALR. Simplified Short Approach Lighting System with Runway Alignment Indicator Lights.
• MALSF. Medium Intensity Approach Lighting System with Sequenced Flashing Lights.
• RAIL. Runway Alignment Indicator Lights (RAIL).
• SF. Sequenced Flashing Lights (SF).
F.1.3 Combined Vision System (CVS).
A system which combines information from an enhanced vision system and a synthetic vision system in a single integrated display.
F.1.4 Command Guidance.
Symbolic information that directs the pilot to follow a course of action to control attitude or thrust in a specific situation (for example, flight director).
F.1.5 Conformal (AC 25-11B).
Refers to displayed graphic information that is aligned and scaled with the outside view.
F.1.6 Decision Altitude (14 CFR 1.1).
A specified altitude in an instrument approach procedure at which the pilot must decide whether to initiate an immediate missed approach if the pilot does not see the required visual reference, or to continue the approach. Decision altitude is expressed in feet above mean sea level.
F-1
AC 20-167B Appendix F F.1.7 Decision Height (14 CFR 1.1).
A specified height above the ground in an instrument approach procedure at which the pilot must decide whether to initiate an immediate missed approach if the pilot does not see the required visual reference, or to continue the approach. Decision height is expressed in feet above ground level.
F.1.8 Egocentric.
Used to define the view of a display image that correlates to inside the aircraft. One example is what the flightcrew would see out the window from a forward-facing perspective.
F.1.9 Enhanced Flight Visibility (EFV) (14 CFR 1.1).
The average forward horizontal distance, from the flight deck of an aircraft in flight, at which prominent topographical objects can be clearly distinguished and identified by day or night by a pilot using an EFV system.
F.1.10 Enhanced Flight Vision System (EFVS) (14 CFR 1.1).
An installed aircraft system which uses an electronic means to provide a display of the forward external scene topography (the natural or manmade features of a place or region especially in a way to show their relative positions and elevation) through the use of imaging sensors, including but not limited to forward-looking infrared, millimeter wave radiometry, millimeter wave radar, and/or low light level image intensification.
An EFVS includes the display element, sensors, computers and power supplies, indications, and controls.
F.1.11 Enhanced Vision System (EVS).
An electronic means to provide a display of the forward external scene topography (the natural or engineered features of a place or region especially in a way to show their relative positions and elevation) through the use of imaging sensors, such as a forward looking infrared, millimeter wave radiometry, millimeter wave radar, low light level image intensifying.
F.1.11.1 Unlike an EFVS, an EVS does not necessarily provide the additional flight information/symbology required by § 91.176, might not use a HUD or an equivalent display, and might not be able to present the image and flight symbology in the same scale and alignment as the outside view. This system can provide situation awareness to the pilot but does not meet the regulatory requirements of § 91.176. As such, an EVS cannot be used as a means to determine enhanced flight visibility or to identify the required visual references and descend below DA/DH or MDA.
F.1.12 Equivalent Display.
In the context of § 91.176, a display which has at least the following characteristics:
• A head-up presentation not requiring transition of visual attention from head down to head up.
F-2
AC 20-167B Appendix F
• Displays sensor-derived imagery conformal (as defined in SAE AS 8055A) with the pilot’s external view.
• Permits simultaneous view of the EFVS sensor imagery, required aircraft flight symbology, and the external view.
• Display characteristics and dynamics are suitable for manual control of the aircraft.
F.1.13 Exocentric.
Used to define the view of a display image that correlates to outside the aircraft. One common exocentric view would be a “North Up Plan” view shown on moving map displays.
F.1.14 Eye Reference Point.
The point in the flightdeck that allows for a finite reference enabling the precise determination of geometric entities that define the layout of the flightdeck and displays.
F.1.15 Field of Regard (FOR) (SAE ARP 5677).
The angular extent of the external world that is represented on a display.
F.1.16 Field of View (FOV).
The angular extent of the display that can be seen by either pilot with the pilot seated at the pilot’s station.
F.1.17 Flare Guidance.
Provides explicit command guidance for the pilot to flare the aircraft.
F.1.18 Flare Prompt.
The flare prompt advises the pilot when it is time to begin making the control inputs for the flare maneuver and transition to landing. A flare prompt does not provide command guidance for maneuvering the airplane with regard to the rate or magnitude of manual inputs, alignment to runway heading nor touching down at a specific point on the runway.
F.1.19 Flicker (RTCA DO-315A).
High frequency luminance variations.
F.1.20 Flight Path Angle Reference Cue.
A pilot selectable reference cue on the pitch scale displaying the desired approach angle.
F.1.21 Flight Path Vector.
A symbol on the primary display (HUD or PFD) that shows where the aircraft is actually going, the sum of all forces acting on the aircraft.
F-3