Home' RTCA Documents for Review : DO_XYZ_SPR_SC213_WG_79_OC_FRAC Contents 7
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Relationship to Other Applications
This technology and application are a natural consequence from and logical extension of
existing vision systems technologies and applications.
SC-213 has developed DO-315 which describes Minimum Aviation System Performance
Standards (MASPS) for Enhanced Vision Systems (EVS), Synthetic Vision Systems
(SVS), and Combined Vision Systems (CVS) technologies. An approved combination of
EVS and HUD is termed an Enhanced Flight Vision System (EFVS).
Further, MASPS have been established for systems used for approach to touchdown in
visibility as low as 1000 ft Runway Visual Range (RVR) (or 300 m if applicable) by use
of an approved EFVS (RTCA DO-315A). Under DO-359, MASPS have been established
for systems that could be used on an instrument approach with lower decision
altitude/height and/or possible lower visibility minima, by use of an approved SVS.
Lastly, MASPS were published in DO-341 for EFVS to enable straight-in instrument
approaches with published vertical guidance to touchdown, landing, and roll-out to a safe
taxi speed in visibility as low as 300 ft RVR (100 m) by use of an approved EFVS without
need or reliance on natural vision. The operational concept follows a fail-operational
In the U.S., the approving regulation to use Enhanced Flight Vision system technology is
established under Title 14 of the Code of Federal Regulations (CFR) §91.176 which states
that an approved EFVS may be used in lieu of a pilot’s natural vision, and a pilot may
proceed with the visual segment of the approach based on the use of EFVS to 100 ft above
threshold elevation. An approved EFVS effectively replaces the pilot’s natural vision by
providing the pilot with the required visual reference cues to fly, maneuver, land, and roll-
out without the need for or reliance on natural vision. Airworthiness guidance also exists
for Synthetic Vision and Combined Vision Systems under Advisory Circular (AC) 20-167.
The operational scenarios used for design context and concepts discussed in this document
are written to describe the intended use of the proposed systems and from this context,
associated minimum performance standards are derived.
Scope of the Document
This document includes the definition of the services and the environmental conditions
relevant to the implementation of EFVS takeoff minima, and the operational, safety,
performance, and interoperability requirements for EFVS takeoff.
This document identifies associated safety and equipage implications for the use of this
technology in both 14 Code of Federal Regulations (CFR) Part 23 and Part 25 aircraft.
This document does not specifically address Part 27 and Part 29 helicopters, although the
document in part may apply. The FAA’s operational rules provide the context for
acceptable types of operations, and in some cases the top level performance and equipage
of the aircraft or airport. The FAA’s system and safety criteria also provide the necessary
guidance for the required level of safety for each phase of flight and by type of operation.
Structure of This Document
Section 1 (the current Section) provides an explanation of the scope and purpose of this
document and introduces the ETOS application, and the SPR and INTEROP materials and
Section 2 describes the approach and methodology aspects applied for the development of
this application and the safety, performance and interoperability assessments.
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