Professional Pilot, January 2019

Lowest allowable visibility minima for takeoff without EFVS per OpSpec C078 C079 NR Not required Two operating RVR sensors are required All operating RVR sensors are controlling except per notes With an approved HUD takeoff guidance system Adq Viz Refs RCLM HIRL CLL RVR 1 4 Statue mile 400 m 3 or 3 or 3 or 3 1600 RVR 500 m 3 or 3 or 3 or 3 1600 NR NR 1200 RVR Day 350 m 3 or 3 or 3 1200 1200 1000 1200 RVR Night 350 m 3 or 3 1200 1200 1000 1000 RVR 300 m 3 and 3 or 3 1000 1000 1000 500 RVR 150 m 3 and 3 500 500 500 300 RVR 75 m 3 and 3 300 300 300 crews many from operators with EFVS capability including airline operations The tests were designed to validate EFVS operations and visual references provided by the system for both cases the RVR 1000 and 500 ft For the 500 ft RVR scenario the use of lateral path deviation symbology was added to the HUD symbology The NASA test also helped to support the concept of operations regarding the need for centerline lighting or just centerline markings Most regional airports are not equipped with centerline lighting so an EFVS takeoff system that can operate without them has more value As part of the test program SVS was added for additional evaluations as a blended image with EFVS Test results showed how the technology provides additional cueing in all phases of operation not just takeoff SVS was found to be a significant contributor to flight crew awareness of the runway taxiways The recent results of NASAs experiments with EFVS for takeoff seemed to be universal low visibility takeoff from a standard Cat I runway was a non event The value of EFVS takeoffs for business aviation operators For business aviation the expectations are to leave on time to make a scheduled meeting A ground delay is difficult to explain to a time pressured executive and watching others taxi by you at the FBO can jade even the most patient traveler Especially those who pay the bill The FAA sees that the additional credit for EFVS for takeoff truly has both economic and operational benefits For the operator a reduced delay translates into direct dollars saved With fuel crew costs and manpower expended beyond 48 PROFESSIONAL PILOT January 2019 normal for each weather event it doesnt take much to imagine the total savings to the company For the air traffic aspect the Equivalent Visual Operation EVO can reduce traffic congestion and provide more utility for lesser equipped runways with EFVS The ability for an aircraft to dispatch without a ground delay keeps the traffic flow up and the operators flying on time The bizjet community is also competing for space in the departure zone as much as for arrivals and being limited by the airports infrastructure with hopes of a runway upgrade is not a realistic solution Therefore the market discriminator can be found in those aircraft that can manage on their own without elaborate airports The Aircraft Centric capability coined by Nick Sabatini former FAA Associate Administrator is the direction new aircraft designs are taking This philosophy is quite simple with new technology on the aircraft and not on the ground you have the means to complete the mission ICAO and other global regulators have also moved in this direction with proposed changes to approach classification arguing aircraft technology can better meet the requirements where the airport is lacking 2 HUDS are better than 1 Todays EFVS operators are typically equipped with a with a single HUD on the captains side This configuration has worked since 2001 with the first EFVS STC but the expanded use of EFVS may prompt dual HUD architecture sooner with additional new benefits Recently Dassault set a new standard with dual HUDs and CVS for the Falcon 8X The captain and copilot both benefit from dual HUD operations is getting all the eyes on the flightdeck looking outside Dassaults award winning Falcon Eye with EFVS and SVS combinations is also new integrating the elements of SVS into the EFVS image and providing information that expands your awareness Dual HUD combinations also offer a level of redundancy that may be needed to go further in the low visibility regime The ability for both pilots to see in low visibility taxiing operations line up and takeoff and each pilot equipped with a HUD enables successfully monitoring of critical speeds and guidance while observing the visual references provided by EFVS Better all weather ops The ability for gate to gate operations in zero visibility is about to begin Weather ceilings and visibility limits may soon be removed with the new EFVS technology providing the means to improve regular service at airports that are only minimally equipped As for the RTCA SC 213 effort the new technical standard for the FAAs EFVS Takeoff Requirements state that it is a visual maneuver with the visual advantage that it provides creates an operational and safety benefit The road to zero zero seems pretty clear if you dont mind me saying so Glenn Connor is president of Discover Technology Intl He is a pilot and a researcher specializing in the development of enhanced vision systems and advanced avionics