Professional Pilot, January 2019

Low viz takeoffs using EFVS 1 Enhanced vision DO315A MASPS Min 15 x 20 2 Heading course indication 3 Natural vision Takeoffs in low visibility using Enhanced Flight Vision Systems EFVS will provide the means for departure from runways other than Cat II and III types I n aviation the number of takeoffs is supposed to equal the number of landings At least thats what we have been told But not all takeoffs are equal and the reasons are due to a whole set of circumstances Visibility is a major one Take the foggy low visibility departure for example a challenge to even the most seasoned aviator Whats missing is seeing the runway remaining boards or seeing the end of the runway or in real low visibility even seeing the edge of the runway And for Part 135 operator the issue is also being able to depart on time Low visibility conditions around an airport play havoc with the departures as much with the arrivals In fact these conditions for a departure may be double trouble because of the backup and demand for the single runway configured for low visibility operations The person paying the high prices for transportation 46 PROFESSIONAL PILOT January 2019 may not care for the technical explanation of fog RVR and the like especially when they see others headed out on time However most all corporate type aircraft may have limited options when it comes to a 500 ft RVR departure if you are a Part 135 operator Soon there will be another option the use of Enhanced Flight Vision Systems EFVS for takeoff Use of EFVS for takeoff In 2016 the rules for EFVS to land without natural vision were amended and published permitting landing without natural vision The rule FAR 91176 explains operationally what you can do with EFVS including what visual references you must see with the EFVS sensor and what additional equipage you need mainly the Head Up Display HUD The FAA also revised the rules for dispatch and approach to land for both 121 and 135 operators effective March 2018 to permit use of EFVS in weather below published minimums The revised EFVS regulation covers the cases for weather issues at both your departure point and destination Similarly the FAA has also begun to introduce changes in the OPSPECS regarding EFVS defining what an operator can now do based on the demonstrated performance of the EFVS system called Visual Advantage Around 2016 as the new EFVS rule was released the FAA also began to consider the expansion of EFVS for the takeoff segment The plan was to assess what the minimum requirements operationally for EFVS takeoff would be and approve operators under OPSPECS Within OPSPEC C078 you can find for example where the use of HUDs for takeoff is approved These HUD takeoff operations are focused on a Cat III runway and require a Cat III HUD Several Part 121 airline operators like Alaska Airlines have adopted the use of the Collins HUD for Cat III takeoff However these HUD operations are still limited to a Cat III runway The motivation for EFVS as a means for takeoff is connected to the change in rules that enable you to dispatch to your destination Being able to use any runway without being limited to Cat III types is a significant economic and operational driver The use of EFVS for takeoff even at a large airport means that you can maintain your departure schedule and leave the competition chained to the gate RTCA Special Committee 213 The FAA once again turned to the now famous RTCA Special Committee 213 comprised of the worlds leading flightdeck designers and experienced aviation regulators with EFVS Synthetic Vision Systems SVS and HUD operations The groups end objectives is gate to gate capability regardless of the visibility Their most recent activity is the development of the Aircraft State Awareness Standard with SVS to keep crews from loss of control during flight This new focus on low visibility takeoffs with EFVS touches all the ROAD TO ZERO ZERO Below minimums takeoffs in Part 121 and 135 operations By Glenn Connor ATP Cessna 425 President Discover Technology Intl