Volume 12 International Aviation
Chapter 2 Foreign Air Carriers Operating To the united states and foreign operators of u.S.-Registered aircraft engaged in common carriage outside the united states
Section 5 Part
129 Part C Operations Specifications—Airplane Terminal Instrument
Procedures and Airport Authorizations and Limitations
12-214 PART C OPERATIONS SPECIFICATIONS (OPSPECS). The
Federal Aviation Administration (FAA) issues Part C OpSpecs to foreign air carriers
who conduct airplane operations under Title 14 of the Code of Federal Regulations (14 CFR) part
129. The FAA does not issue Part C OpSpecs to foreign air
carriers who conduct only helicopter operations. Instrument flight rules (IFR)
helicopter operators are issued Part H OpSpecs. The FAA does not usually issue
Part C OpSpecs to part
129 on-demand operators who are restricted to visual flight rules
OPSPEC C048—ENHANCED FLIGHT VISION SYSTEM (EFVS) USE ON STRAIGHT-IN INSTRUMENT APPROACH PROCEDURES OTHER THAN CATEGORY II OR CATEGORY III.
A. Authorization. The C048 authorization is issued to foreign air carriers conducting airplane operations under 14 CFR part
129. C048 authorizes a certified enhanced flight vision system (EFVS) to
be used to descend below Decision Altitude (DA) or minimum descent altitude (MDA) on straight in instrument approach procedures (IAP), other than Category (CAT) II or CAT III, in accordance with applicable U.S.
B. EFVS Use. Title 14 CFR part
91.175(l) and (m) authorize an EFVS to be used to descend below DA or MDA
on straight-in IAP, other than CAT II or CAT III. These regulations require
that the EFVS have an FAA type design approval (type certificate (TC) or Supplemental
Type Certificate (STC)) or, for foreign-registered aircraft, that the EFVS complies
with all of the EFVS requirements of the U.S. regulations. An EFVS uses imaging
sensor technologies to provide a real-time enhanced image of the forward external
visual scene to the pilot. An EFVS is used by the pilot to determine that the
enhanced flight visibility is not less than the visibility prescribed in the
IAP to be flown and that the required visual references for descending below
DA or MDA down to 100 feet (ft) above the touchdown zone elevation (TDZE) are
distinctly visible and identifiable using the sensor image when the runway environment
is not visible using the pilot’s natural vision. An EFVS also helps to verify
proper runway alignment at night and in low visibility conditions.
NOTE: The authorization associated with this OpSpec is in keeping with the intent of §
91.175(l) and (m) and does not authorize an EFVS to be used to satisfy the §
91.175 (e)(2) requirement that an identifiable part of the airport be distinctly
visible to the pilot during a circling maneuver at or above MDA or while descending
below MDA. An EFVS is permitted to be used to identify the required visual references
in order to descend below DA or MDA on straight-in IAP only. An instrument approach
with a circle-to-land maneuver is not a straight-in IAP and does not have straight-in
minima. While the regulations do not prohibit EFVS from being used during any
phase of flight, they do prohibit it from being used for operational credit
on anything but a straight-in IAP. An EFVS may be used during a circle-to-land
maneuver provided the visual references required at or above MDA and throughout
the circling maneuver are distinctly visible using natural vision. Use of EFVS
during a circling maneuver may enable a pilot to see much more of the external
scene at night and in low visibility conditions than would be possible using
natural vision, thereby enhancing situational awareness (SA).
C. Visual References. In order to descend below DA or MDA, the
following visual references for the runway of intended landing must be distinctly
visible and identifiable to the pilot using the EFVS:
1) The Approach Light System (ALS) (if installed); or
2) The following visual references in both subparagraphs a) and b) below:
a) The runway threshold, identified by at least one of the following:
1. The beginning of the runway landing surface;
2. The threshold lights; or
3. The runway end identifier lights (REIL).
b) The touchdown zone (TDZ), identified by at least one of the following:
1. The runway TDZ landing surface;
2. The TDZ lights;
3. The TDZ markings; or
4. The runway lights.
D. Natural Vision. To descend below 100 ft above the TDZE of
the runway of intended landing, the pilot must be able to see the visual references required by §
natural vision, without relying on the EFVS. That is, the enhanced flight visibility
observed by use of an EFVS is no longer applicable. At this point, the flight
visibility only has to be sufficient for the pilot to distinctly see and identify
the lights or markings of the threshold or the lights or markings of the TDZ
using natural vision before continuing to a landing.
E. Using Natural Vision. The visual references required by §
91.175(l) using EFVS to descend below DA or MDA are different from those required by §
91.175(c) using natural vision. Table 12-4A, Required Visual References, Section
91.175(c) and (l), provides a comparison of visual reference requirements
for both natural vision and EFVS. Generally, the visual reference requirements for EFVS are more stringent than those for natural vision. For example, §
91.175(c) allows descent below DA or MDA using natural vision when only
one of the visual references listed can be seen. For EFVS, §
91.175(l) requires that a pilot either see the ALS or at least one visual
reference listed for the threshold environment and one visual reference listed
for the TDZ environment. When natural vision is used, the Visual Approach Slope
Indicator (VASI) is permitted to be used as a required visual reference for
descent below DA or MDA. Under §
91.175(l) using EFVS, however, the VASI cannot be used as a visual reference
for descent below DA or MDA using EFVS because the EFVS display is monochromatic.
For descent below 100 ft above TDZE using natural vision, §
91.175(c)(3) permits the approach lights to be used as a reference only
if the red terminating bars or the red side row bars are visible and identifiable.
For EFVS operations below 100 ft above TDZE, the approach lights with red side
row bars are not permitted to be used as a visual reference, even though the
pilot is required to rely only on natural vision to descend below 100 ft above
TDZE. The only visual references permitted to be used for EFVS operations below
100 ft above TDZE are the lights or markings of the threshold or the lights or markings of the TDZ.
Table 12-4A. Required Visual References, Section
91.175(c) and (l)
For operation below Decision Altitude (DA)
or minimum descent altitude (MDA):
At least one of
the following visual references:
Approach Light System (ALS).
Runway end identifier lights (REIL).
Visual Approach Slope Indicator (VASI).
Touchdown zone (TDZ).
below DA or MDA:
references, using the EFVS:
A and B:
A. The runway threshold,
identified by at least one of the following:
Beginning of the runway landing surface,
Volume 1 Threshold lights, or
Volume 1 REIL.
B. The touchdown zone, identified by at least
one of the following:
Volume 2 Runway TDZ landing surface,
Volume 3 TDZ lights,
Volume 4 TDZ markings, or
Volume 5 Runway lights.
Descent below 100 ft height above TDZE:
At least one of the following visual references:
ALS, as long as the red terminating bars or
red side row bars are also distinctly visible and identifiable.
Descent below 100 ft height above TDZE:
The following references, using natural vision:
The lights or
markings of the threshold,
The lights or
markings of the TDZ.
F. Conditions of Approval. Before issuing C048 based on aircraft
equipment and operation, inspectors shall ensure that the foreign air carrier
meets the following conditions:
1) Aircraft and Associated Aircraft Systems. The authorized aircraft
must be equipped with an EFVS certified for conducting operations under §
91.175(l) and (m) and must either have an FAA type design approval (TC or
STC) or, for a foreign-registered aircraft, the EFVS must comply with all of
the EFVS requirements of the U.S. regulations. Furthermore, the foreign air
carrier must be approved by the State of Operator to use an EFVS on straight-in
IAPs, other than CAT II or CAT III, and a copy of that approval must be provided
to the FAA. Field approvals for EFVS installations are not authorized. An EFVS
is an installed airborne system and must include:
a) A head-up display (HUD) or equivalent display.
1. The EFVS sensor imagery and aircraft flight symbology must be presented
so that they are clearly visible to the Pilot Flying (PF) in his normal position,
line of vision, and looking forward along the flightpath.
2. The EFVS display must be conformal. That is, the sensor imagery,
aircraft flight symbology, and other cues that are referenced to the imagery
and external scene must be aligned with and scaled to the external view.
b) Sensors that provide a real-time image of the forward external
c) Computers and power supplies.
d) Indications and controls.
e) Aircraft flight symbology that includes at least the following:
2. Vertical speed,
3. Aircraft attitude,
6. Command guidance as appropriate for the approach to be flown,
7. Path deviation indications,
8. Flight Path Vector (FPV) cue, and
9. Flight Path Angle (FPA) reference cue. The FPA reference cue must
be displayed with the pitch scale and must be selectable by the pilot for the
appropriate approach descent angle.
NOTE: An EFVS must not be confused with an Enhanced Vision System (EVS).
An EVS is an electronic means to provide the flightcrew with a sensor-derived
or enhanced image of the external scene (e.g., millimeter wave radar, Forward
Looking Infrared (FLIR)). Unlike an EFVS, an EVS does not necessarily provide
the additional flight information/symbology required by §
91.175(m). An EVS might not use a HUD, 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 SA to the pilot, but does not meet the regulatory
requirements of §
91.175(m). As such, an EVS cannot be used as a means to determine enhanced
flight visibility and to descend below the DA or MDA.
2) Flightcrew Procedures. The pilot can continue the approach
below DA or MDA to 100 ft above the TDZE if he or she determines that the enhanced
flight visibility observed by the use of a certified EFVS is not less than the
minimum visibility prescribed in the straight-in IAP being flown, and the pilot
acquires the required visual references prescribed in §
91.175(l)(3). The pilot uses the EFVS to visually acquire the runway environment,
confirm lateral alignment, maneuver to the extended runway centerline (RCL),
and continue a normal descent from the DA or MDA to 100 ft above the TDZ.
a) A pilot may continue the approach below 100 ft above the TDZE
as long as the flight visibility, using natural vision, is sufficient for the
required visual references to be seen. In addition, the aircraft must be continuously
in position from which a descent to landing can be made on the intended runway,
at a normal rate of descent using normal maneuvers, and at a descent rate that
allows touchdown to occur within the TDZ.
b) It should be noted that the rule does not require the EFVS to
be turned off or the sensor image to be removed from the HUD in order to continue
to a landing without reliance on the EFVS sensor image. In keeping with the
requirements of the regulations, however, the decision to continue descending
below 100 ft above the TDZE must be based on seeing the visual references required
by the rule through the HUD by means of natural vision. An operator may not
continue to descend beyond this point by relying on the sensor image displayed on the HUD.
c) EFVS equipage may vary. Some aircraft may be equipped with a single
EFVS display. Others may have an EFVS display and a separate repeater display
located in or very near the primary field of view (FOV) of the nonflying pilot.
Still others may be equipped with dual EFVS displays. The regulations do not
require a repeater display or a separate EFVS for the nonflying pilot, but neither
do they preclude it. Procedures for EFVS operations should be developed that
are appropriate to the equipment installed and the operation to be conducted.
In establishing these procedures, both normal and abnormal or failure modes
must be addressed for the various phases of the approach (e.g., prior to final
approach fix (FAF), FAF to DA or MDA, and after reaching DA or MDA).
d) Procedures should support appropriate levels of crew coordination
with special emphasis on the transition to and reliance on natural vision. Each
EFVS has a specified limit to the FOV. An offset final approach or crosswinds
may affect use of the EFVS, as well as when the decision is made to rely on
natural vision for the primary reference. Also, specific pilot/crew decisionmaking
and coordination must be addressed in the segment from FAF to DA or MDA (or
point that a decision to rely on natural vision is made) and the EFVS segment
(from DA or MDA down to 100 ft height above TDZE). The transition from enhanced
vision to natural vision for landing is an especially important segment. Foreign
air carriers should describe how common SA will be achieved—either procedurally
when a single EFVS is used or through a combination of procedures and equipment
when a repeater display or dual EFVSs are used.
3) Flightcrew Qualification and EFVS Training Program. The flightcrew
must be trained in the use of EFVS and demonstrate proficiency conducting straight-in
IAPs, other than CAT II or CAT III (e.g., CAT I instrument landing system (ILS),
nonprecision, approach procedures with vertical guidance (APV), etc.). Part
129 operators must have approved training programs. Part
129 operators must have approved training programs approved by the State
of Operator. These programs should include the following items:
a) Pilots should demonstrate knowledge of the regulatory requirements
for EFVS operations contained in §
91.175 for approach to straight-in landing operations below DA or MDA.
b) Pilots operating an EFVS should be able to demonstrate knowledge
and proficiency in the use of this equipment through training and checking as
required by the type of operation. As a minimum, pilots should be knowledgeable
and proficient in the following areas:
1. The specific sensor technology to include limitations that impact
enhanced vision under various environmental conditions (weather, system resolution,
external interference, thermal characteristics, variability, and unpredictability
of sensor performance, etc.).
2. EFVS operational considerations:
a. Use of HUD symbology.
b. Preflight and warmup requirements, as applicable.
c. Controls, modes, adjustments, and alignment of the EFVS/HUD.
d. Importance of the Design Eye Position (DEP) in acquiring the proper EFVS image.
e. System limitations, normal, and abnormal procedures, including visual anomalies such as noise, blooming, and thermal crossover.
f. Use of EFVS on precision, non-precision, and APV approaches.
g. Use of caged and uncaged modes of the EFVS, if applicable, in crosswind conditions.
3. Impact of EFVS on other aircraft systems, such as autopilot minimum use height limitations.
4. Runway lighting systems and ALS.
5. Crew briefings, callouts, and crew coordination procedures.
6. Visual references required by §
91.175(l)(3) and (4).
7. Transition from EFVS imagery to natural vision and recognition of the required visual references.
8. Obstacle clearance requirements for approach and missed approach:
a. Flight planning for obstacle clearance on a missed approach (e.g., go-around or balked landing) below DA or MDA.
b. Use and significance of a published vertical descent angle (VDA) on IAPs.
c. Vertical Path (VPATH), Vertical Approach Slope Indicator (VASI), precision approach path indicator (PAPI), published visual descent points (VDP), calculated
d. Use of the FPA reference cue and FPV cue.
9. Missed approach requirements—loss of required equipment, enhanced
flight visibility, or required visual references for various phases of the approach
(e.g., FAF to DA or MDA, and after passing DA or MDA).
c) The flightcrew shall not conduct any operations authorized by
this paragraph unless they are trained and qualified in the equipment and special
procedures to be used. For foreign air carriers operating under part
129, no pilot in command (PIC) or second in command (SIC) shall conduct
EFVS operations in any airplane until that pilot has successfully completed
the foreign air carrier’s approved EFVS training program and has been certified
as being qualified for EFVS operations by one of the foreign air carrier’s check
airmen properly qualified for EFVS operations or a civil aviation authority
(CAA) inspector from the State of Operator. EFVS training is required in accordance
with the Standards established in International Civil Aviation Organization
(ICAO) Annex 6, Part 1. It should be noted that foreign EFVS regulatory requirements,
operational concepts, operational authorizations, airworthiness criteria, and
equipment requirements may differ from those specified in §
91.175(l) and (m). Where there are differences, it is important to ensure
that the foreign air carrier’s approved training program addresses those differences
and that operations are not authorized without appropriate training. European
Aviation Safety Agency (EASA) regulations for EFVS operations can be found in
OPS 1: Commercial air transportation (aeroplanes),
Annex III of Council Regulation (EEC) No 3922/91 (EU Ops) Subpart E, appendix
1 to OPS 1.430(h). It should be noted that EASA uses the term EVS to describe
a system that has the same elements, features, and characteristics as an EFVS
certified by the FAA for use in the United States.
4) Aircraft Flight Manual (AFM) Provisions. Foreign-registered
aircraft used by a foreign air carrier for EFVS operations within the United
States must have AFM provisions reflecting an appropriate level of EFVS capability
that meets the display, features, and characteristics required by §
91.175. The approved AFM for the aircraft must contain EFVS provisions appropriate
to the EFVS operation authorized. For foreign persons or foreign air carriers
operating U.S.-registered aircraft, the approved AFM must contain EFVS provisions
appropriate to the EFVS operation authorized.
5) Minimum Equipment List (MEL). For foreign air carriers operating
foreign-registered aircraft within the United States, the MEL for the aircraft,
including EFVS provisions, if MEL relief for EFVS is sought, must be approved
by the State of Operator CAA. For foreign persons or foreign air carriers operating
U. S.-registered aircraft, the MEL for the aircraft, including EFVS provisions,
if MEL relief for EFVS is sought, must be approved by the FAA and the State
of Operator when operations issues are involved.
6) Approved Maintenance Program. For foreign air carriers operating foreign‑registered
aircraft within the United States, the maintenance program must be approved
by the State of Operator CAA. Foreign persons or foreign air carriers operating
U. S.-registered aircraft, within or outside the United States in common carriage,
shall in accordance with part
129.14, “ensure that each aircraft is maintained in accordance with a program
approved by the Administrator.” This maintenance program should also address issues unique to the EFVS.
OPSPEC C050—SPECIAL PILOT-IN-COMMAND QUALIFICATION AIRPORTS (Required for All Foreign Air Carriers Conducting IFR Operations Into Special Airports Requiring Special
Qualification by the Pilot In Command, as Designated by the FAA).
A. The Intent of OpSpec C050. This OpSpec is issued to authorize
the foreign air carrier to operate to U.S. special airports, designated as Special
Pilot-In-Command (PIC) Qualification Airports by the FAA. Additionally, this
paragraph imposes the same requirements regarding Special PIC Qualification
Airports that would be imposed on a U.S. carrier for operations in accordance with 14 CFR part
121.445, in an attempt to ensure an equivalent level of safety. This OpSpec applies to:
1) Scheduled operations conducted using turbojet-powered airplanes
or airplanes having a passenger‑seat configuration of more than nine passenger
seats, excluding each crewmember seat.
2) Any operation with large aircraft as defined in OpSpec A002
of the air carrier’s OpSpecs.
B. Representing a New Process. This OpSpec and associated guidance
also represent part of a new process for updating and maintaining a current
Special PIC Qualification Airport List and notification to the foreign air carrier.
Advisory circular (AC) 121.445-1D, Pilot-In-Command Qualifications for Special
Area/Routes and Airports, dated June 20, 1990, was cancelled and OpSpec C050
was put into place.
C. The Special PIC Qualification Airports List. The current Special
PIC Qualification Airports list is maintained on the Flight Standards Information
Management System (FSIMS). The list is also maintained in the automated Operations
Safety System (OPSS) guidance subsystem in association with OpSpec C050 for
those carriers that have access to the OPSS through the Industry Operations
Specifications Subsystem (IOPSS).
D. Special PIC Qualifications Airports. The FAA has designated
certain airports in the United States as Special PIC Qualification Airports
due to items such as surrounding terrain, obstructions, or complex approach
or departure procedures (DPs). The foreign air carrier is only authorized to
conduct instrument flight rules (IFR) operations into U.S. airports listed as
Special PIC Qualification Airports with large aircraft as defined in OpSpec
A002, turbojet‑powered airplanes, or airplanes having a passenger seat configuration
of more than nine passenger seats, excluding each crewmember seat, in accordance
with the following provisions:
1) The foreign air carrier may not use any person, nor may any
person serve, as PIC to or from a U.S. airport determined to require special
airport qualifications, as indicated in the FAA’s list of Special PIC Qualification Airports, unless:
a) The PIC or second in command (SIC) has made an entry to that airport
using an aircraft or the entry is simulated using a level D simulator or better
in accordance with a qualification program approved/accepted by their Civil
Aviation Authority (CAA), including takeoff and landing, while serving as a
pilot flightcrew member within the preceding 12 calendar-months, or
b) The PIC has qualified by using a pictorial means approved/accepted
by the foreign air carrier’s CAA for that airport.
c) The PIC or SIC has made an entry to that airport while occupying
the flight deck observer’s seat, they are qualified on the aircraft type and
monitor radio communications during the entry, and the procedure is included
in the carrier’s manual, which has been approved/accepted by the State of Operator CAA.
d) The restrictions of subparagraph D1) do not apply when an entry
(including a takeoff or a landing) to that airport is being made if the ceiling
at that airport is at least 1,000 feet (ft) above the lowest minimum en route
altitude (MEA) or minimum obstruction
clearance altitude (MOCA), or the initial approach altitude prescribed
for the instrument approach procedure (IAP) for that airport, and the visibility
at that airport is at least 3 miles.
2) In reference to subparagraph D1)a), the PIC or SIC would receive
equally valuable familiarization with the Special PIC Qualification Airports
whether they are the Pilot Flying (PF) or the pilot-not-flying (PNF) during
the entry. There is no requirement for a pilot to act as PF during takeoff or
landing in order for the entry to count towards the requirements of OpSpec C050.
3) In reference to subparagraph D1)c), in order for the pilot
to receive a familiarization benefit equal to a pilot who qualifies in a simulator
or using pictorial means, in order for the foreign air carrier to use the provision
of subparagraph D1)c), the foreign air carrier’s manual needs to clearly spell
out the procedures used by a pilot occupying the flight deck for the purposes
of qualification at U.S. Special PIC Qualification Airports. The foreign air
carrier shall provide their responsible Flight Standards District Office (FSDO)/International
Field Office (IFO)/International Field Unit (IFU) with a copy of this procedure
and evidence of approval/acceptance by the State of Operator CAA, subparagraph
c3) in OpSpec C050, which specifies this provision, is a selectable subparagraph
that must be selected if applicable from the dropdown in subparagraph c during
E. Applicability. This OpSpec is issued to all foreign air carriers
conducting IFR operations into the United States and establishes provisions
the foreign air carrier must comply with to operate to Special PIC Qualification Airports.
OPSPEC C051—TERMINAL INSTRUMENT PROCEDURES (Required For All Air Carriers Conducting IFR Operations).
A. Purpose. The FAA issues OpSpec C051 to all foreign air carriers
who operate airplanes and conduct any flight operations under instrument flight
rules (IFR). This paragraph provides direction and guidance on acceptance of
U.S. Terminal Instrument Procedures (TERPS). This OpSpec also provides additional
guidance to the foreign air carrier for converting any takeoff and landing minimum
expressed in the metric linear measurement system to the U.S. standard linear measurement system
B. No Inspector Input Required. This paragraph requires no inspector
input. Additional information concerning TERPS is contained in
Volume 4, Chapter 2, Section 1.
OPSPEC C052—STRAIGHT-IN NON-PRECISION, APV, AND CATEGORY I PRECISION APPROACH AND LANDING MINIMA—ALL AIRPORTS (Required
for All Air Carriers Conducting IFR Operations).
A. Applicability. OpSpec C052 specifies the types of instrument
approaches the foreign air carrier is authorized to conduct, prohibits the use
of other types of instrument approaches, and authorizes the lowest straight-in
non-precision, approach procedures with vertical guidance (APV), and Category
(CAT) I precision approach and landing minima. Before authorizing a type of
instrument approach procedure (IAP), the principal operations inspector (POI)
must ensure the foreign air carrier has established the aircraft system eligibility
and that its manual, which the State of Operator must have approved/accepted,
includes both flightcrew training and procedures, as applicable, for the types
of approaches authorized. All of the approaches authorized by OpSpec C052 must
be published in accordance with 14 CFR part
NOTE: Questions regarding the issuance of OpSpec/management specification
(MSpec)/letter of authorization (LOA) C052 should be directed to the Flight
Technologies and Procedures Division (AFS-400) at 202-385-4623 or the International
Programs and Policy Division (AFS-50) at 202‑385‑8070.
B. Types of Instrument Approaches Authorized. In paragraph C052,
Table 1 specifies the types of instrument approaches the operator is authorized
to conduct under instrument flight rules (IFR) and prohibits the use of other
types of instrument approaches. In the Web-based Operations Safety System (WebOPSS),
the POI will select the approaches that apply to the operator. Refer to the
Aeronautical Information Manual (AIM) for a detailed description of each approach.
Volume 4, Chapter 2, Section 1 for information on required training for various types of approaches.
2) All the approaches approved by OpSpec/MSpec/LOA C052 must be published in accordance with part
3) If the foreign air carrier is authorized to conduct Global
Positioning System (GPS) procedures as listed in Table 1 of OpSpec/MSpec/LOA C052, the aircraft and equipment must be listed in Table 1 of OpSpec/MSpec/LOA B034.
4) Required Navigation Performance Approaches (RNP APCH)—Area
Navigation (RNAV) (RNP) approaches are different from RNAV (GPS) approaches
in that a specific performance requirement is defined for the navigation system,
and onboard performance monitoring and alerting is required. An RNP APCH typically
addresses only the requirement for the lateral navigation aspect (2D navigation)
along straight segments. RNP approaches that contain a curved segment (RF leg),
Final Approach Segments (FAS) specifying less that 0.3 nm accuracy, or a Missed Approach Segment (MAS) that specifies less than 1.0 nm accuracy, require more
rigorous equipment qualification and training so special authorization is required.
These are referred to as RNAV RNP IAP with Authorization Required (AR) or RNP
AR approaches. C052 does not authorize RNP AR operations. Authorization for
RNAV RNP AR approaches is through nonstandard OpSpec C384. (Refer to the current
edition of Advisory Circular (AC)
90-101, Approval Guidance for RNP Procedures with AR.)
5) Three groups of IAPs may be authorized in OpSpec/MSpec/LOA C052:
a) Column one specifies the Nonprecision Approaches (NPA) without
vertical guidance that are authorized by OpSpec/MSpec/LOA C052. Operators must
ensure the aircraft will not go below the minimum descent altitude (MDA) without
the required visual references specified in 14 CFR part
1. The International Civil Aviation Organization (ICAO) term for an
airport surveillance radar (ASR) approach is surveillance radar approach (SRA).
2. Belgium labels these approaches as “SRE.” Select “ASR/SRA/SRE” in
column one to authorize these approaches.
b) Column two of OpSpec/MSpec/LOA C052 provides for the authorization
of APV. These approaches provide vertical guidance, but do not meet the same
standards as precision approach systems (e.g., instrument landing systems (ILS), microwave landing
systems (MLS), and Ground Based Augmentation System (GBAS)). These APVs are
trained using an approved method that allows descent to a published decision altitude (DA).
1. APV approaches may contain Localizer Performance with Vertical Guidance
(LPV) minima requiring wide area augmentation system (WAAS) and lateral navigation
(LNAV)/vertical navigation (VNAV) minima which may be flown with either barometric
vertical navigation (baro-VNAV) or WAAS-based VNAV and are authorized in column
two of Table 1 of OpSpec/MSpec/LOA C052. (See subparagraph C to determine applicable
lines of minima.) The AIM and the approach chart legend also have this information.
2. Aircraft accomplishing RNP approaches (RNAV (GPS) or RNAV Global
Navigation Satellite Systems (GNSS)) are required to monitor lateral and, if
approved for operational credit, vertical guidance deviations. For baro-VNAV
approach operations on an RNP approach using the LNAV/VNAV minimums, the current
vertical deviation limits are +100/-50 feet. Aircraft qualified using the current edition of AC
20-138, Airworthiness Approval of Positioning and Navigation Systems,
deviation display requirements for navigation, may use a vertical deviation
limit of ±75 feet (or a smaller value). This information must be published in
the Airplane Flight Manual (AFM), a Supplemental Type Certificate (STC) or verified
by the Aircraft Evaluation Group (AEG).
3. To authorize RNAV APVs, select “RNAV (GPS)” (for part
97 approaches) or “RNAV Global Navigation Satellite System (GNSS)” (for
foreign approaches) from the selectable menu for column two of the OpSpec/MSpec/LOA C052 template Table 1.
c) Column three of OpSpec/MSpec/LOA C052 provides for the authorization of CAT I precision IAPs from an electronic glideslope (ILS, MLS, or GPS Landing System (GLS)).
1. “*RNAV/ILS” in column three may only be selected in C052 if the operator
meets the requirements in OpSpec/MSpec/LOA C063.
2. For pilot qualifications, the initial qualification segment of the
certificate holder’s approved ILS precision runway monitor (PRM) training program
must be successfully completed prior to conducting ILS PRM approach and landing
operations. Initial training materials must include published ILS PRM approach
chart materials, the AIM, related Notices to Airmen (NOTAM), and the latest
available FAA-produced and -approved ILS PRM video entitled “ILS PRM & SOIA
Approaches Information for Air Carrier Pilots” that each pilot must view, and
which appears on the FAA Web site at
3. Pilots trained in PRM operations under previous guidance are not
required to retrain using the new version of the video. However, pilots are
required to know the change in operations of Traffic Alert and Collision Avoidance
System (TCAS) during PRM operations, as well as the required actions in response
to a controller instruction. Testing of knowledge objectives is required as
part of initial and recurrent qualification training. See subparagraph K.
Figure 12-3A. Sample OpSpec/MSpec/LOA C052 Table
LDA w/ glideslope
AZI/DME Back Course
LDA PRM DME
SDF w/ glideslope
LOC BC w/ glideslope
RNAV (GPS) PRM
C. GPS Authorization.
Volume 4, Chapter 1, Section 2 provides more extensive guidance on GPS and
GPS WAAS equipment. The applicant must show that it has the ability to safely
conduct GPS operations.
1) Background. GPS approach procedures have evolved from overlays
of existing conventional approaches to standalone GPS approaches. (Overlay approaches
are predicated upon the design criteria of the ground‑based Navigational Aid
(NAVAID) used as the basis of the approach and do not adhere to the design criteria
for standalone GPS approaches.) Due to this transition, the FAA has revised
the titles of the approach procedures to reflect these upgrades. The titles
of all remaining GPS overlay procedures have been revised on the approach charts
to read “…or GPS” (e.g., “VOR or GPS RWY 24”). Therefore, all the approaches
that can be used by GPS now contain “GPS” in the title (e.g., “VOR or GPS RWY
24,” “GPS RWY 24,” or “RNAV (GPS) RWY 24”). During these GPS approaches, underlying
ground-based NAVAIDs are not required to be operational and associated aircraft
avionics need not be installed, operational, turned on, or monitored (although
monitoring of the underlying approach is suggested when equipment is available
and operational). Existing overlay approaches may be requested using the GPS
title. For example, request “GPS RWY 24” to fly the VOR or GPS RWY 24 approach.
NOTE: VOR/DME RNAV approaches will continue to be identified as VOR/DME
RNAV RWY (Number) (e.g., VOR/DME RNAV RWY 24). VOR/DME RNAV procedures which
can be flown by GPS will be annotated with “or GPS” (e.g., VOR/DME RNAV or GPS RWY 24).
2) WAAS. As the satellite navigation evolution continues, the
WAAS has been developed to improve the accuracy, integrity, and availability
of GPS signals. WAAS receivers support all basic GPS approach functions and
will provide additional capabilities. One of the major improvements provided
by the WAAS is the ability to generate an electronic glidepath, independent
of ground equipment or barometric aiding. There are differences in the capabilities
of the WAAS receivers. Some approach-certified receivers will only support a
glidepath with performance similar to Baro-VNAV, and are authorized to fly the
LNAV/VNAV line of minima on the RNAV (GPS) approach charts. Receivers with additional
capability such as update rate and integrity limits are authorized to fly the
LPV or Localizer Performance (LP) line of minima. WAAS approach procedures may
provide LPV, LNAV/VNAV, LP, and LNAV minimums and are charted as RNAV (GPS)
RWY (Number) (e.g., RNAV (GPS) RWY 24). For further guidance, please see the
AIM or contact AFS-400 at FAA HQ.
NOTE: Some WAAS installations do not support approaches at all, while some do not support LPV or LP lines of minima.
3) Local Area Augmentation System (LAAS). An additional augmentation
system, the LAAS has been developed to provide precision approaches similar
to ILS at airfields. These precise approaches are based on GPS signals augmented
by ground equipment. The international term for LAAS is GBAS and the approaches
which use the equipment are referred to as GBAS Landing System (GLS) or Global
Navigation Satellite System (GNSS) Landing System (GLS) approaches. LAAS equipment
consists of a GBAS Ground Facility (GFF) supported by a minimum of four accurately
surveyed reference stations and an uplink antenna called the very high frequency
(VHF) Data Broadcast (VDB) antenna, as well as an aircraft LAAS receiver. The
GGF can support multiple runway ends or landing areas served by procedures that
are within the service coverage.
a) Similar to LPV and ILS approaches, GLS provides lateral and vertical
guidance. By design, LAAS was developed as an “ILS look-alike” system from the
pilot perspective. Unlike WAAS, LAAS may support approaches to CAT III minimums
in the future due to its nearly identical performance standards to ILS in terms
of accuracy, integrity, availability and continuity. Portions of the GLS approach
prior to and after the FAS may be based on RNAV or RNP segments. Therefore,
a switch transition between RNAV or RNP and GLS modes may be required. In the
future, the GGF may be able to support portions of the procedure outside the FAS.
b) There are also a few differences from LPV, GLS, and ILS approaches
in terms of charting, procedure selection, and identification. The LAAS procedure
is titled “GLS RWY XX” on the approach chart. In the aircraft, pilots will select
a five-digit GBAS channel number or associated approach within the flight management
system (FMS) menu. Selection of the GBAS channel number by pilot or FMS also
tunes the VDB. The VDB provides information to the airborne receiver where the
guidance is synthesized. The LAAS procedure is identified by a four alpha-numeric
character field referred to as the Reference Path Indicator (RPI) or approach
ID. This identifier is analogous with the IDENT feature of the ILS. The RPI
is charted. Following procedure selection, confirmation that the correct LAAS
procedure is loaded can be accomplished by cross-checking the charted RPI with
the cockpit-displayed RPI or audio identification of the RPI with Morse code
(for some systems). Once selected and identified, the pilot will fly the GLS
approach using the same techniques as an ILS.
D. Authorized Criteria for Approved IAPs. For operations to all
U.S. airports, operators are authorized to execute instrument approach operations
on IAPs that have been published:
1) Under part
2) Under the criteria in the current edition of Order 8260.3,
United Standard for Terminal Instrument Procedures (TERPS).
3) Under any other criteria authorized by AFS-400.
4) By the U.S. military agency operating the U.S. military airport.
5) All published Standard Instrument Approach Procedures (SIAP)
in the United States meet this requirement.
E. Runway Visual Range (RVR). Touchdown zone (TDZ) RVR is controlling
for all operations authorized in paragraph C052. All other RVR reports are advisory.
A mid-field RVR report may substitute for an inoperative TDZ RVR report, except
for Special Authorization (SA) CAT I operations as described in subparagraph I below.
F. Continuous Descent Final Approach (CDFA) Technique. A CDFA
is a specific technique for flying the FAS of an IAP as a continuous descent,
without level-off, from an altitude at or above the final approach fix (FAF)
altitude, typically to a point approximately 50 feet (ft) above the runway threshold
or the point where the flare will begin. For approaches that do not use LNAV/VNAV,
LPV, or an ILS/MLS/GLS glidepath, a CDFA technique is recommended. When electronic
or a pre-stored computed vertical guidance is not used, Vertical Speed (VS)
or FPA may be used to achieve a CDFA profile. Compared to the “step down” descent
approach technique, where the aircraft descends step-by-step prior to the next
minimum altitude, a CDFA technique has safety and operational advantages, such
as standardization of procedures, simplification of the decision process (one
technique and one decision at one point), and use of a stable flightpath. However,
precision approach (ILS, MLS, GLS) obstacle penetration is not provided. The
continuous descent approach technique can be flown on almost any published approach
when VNAV or ILS/MLS/GLS is not available.
1) When using a CDFA technique, the decision point to determine
if the flightcrew has the required visual references in sight to continue below
the MDA may only be treated like a DA in reference to approach profiles and
procedures. The operator must add an altitude increment to the MDA (e.g., 50
ft) to determine the altitude at which the missed approach must be initiated
in order to prevent descent below the MDA or flight beyond the MAP.
2) The operator should ensure that, prior to conducting a CDFA,
each flightcrew member intending to fly CDFA profiles undertakes training appropriate
to the aircraft, equipment, and IAPs to be flown.
G. Reduced Precision CAT I Landing Minima. Paragraph C052 specifies
the equipment usage requirements and part
97 SIAP depiction required for reduced CAT I landing minima. Credit is
given for flight director (FD), autopilot, and head-up display (HUD) usage. The POI
should allow the use of 1800 RVR minima to runways without centerline (CL) lighting
or TDZ lighting, provided the SIAP contains a straight-in ILS minimum with the
chart note, “RVR 1800 Authorized with use of FD or autopilot or HUD to DA.”
Additionally, the foreign air carrier issued C052 is allowed to continue to
use 1800 RVR line of minima on SIAPs without the above procedural note when
the TDZ and/or CL lights are inoperative, if the approach is conducted in accordance
with the equipment requirements outlined in paragraph C052. This is also reflected
in the published inoperative components table for IAPs.
1) FAA Approval. Operators may continue to use the standard CAT
I minima based solely on ground lighting systems without alteration of current
authorizations or procedures. Operators can utilize reduced CAT I landing minima,
provided the SIAP contains a straight-in ILS minimum with the chart note, “RVR
1800 Authorized with use of FD or autopilot or HUD to DA.”
2) Conditions of Approval. Before issuing the C052 authorization
to use CAT I minima based on aircraft equipment and operation, inspectors shall
ensure that each operator meets the following conditions:
a) Aircraft and Associated Aircraft Systems. The authorized aircraft
must be equipped with an FD, or autopilot, or HUD that provides guidance to
DA. The FD, autopilot, or HUD must be used in approach mode (e.g., tracking
the localizer and the glideslope). Inspectors must establish that the FD, autopilot,
or HUD are certified for use down to an altitude of 200 ft above ground level (AGL) or lower.
b) Flightcrew Procedures. The flightcrew must use the FD, or autopilot,
or HUD to DA or to the initiation of a missed approach, unless visual references
with the runway environment are established, thus allowing safe continuation to a landing.
1. If the FD, autopilot, or HUD malfunctions or becomes disconnected, the flightcrew must execute a missed approach unless the runway environment is in sight.
2. Single pilot operators are prohibited from using the FD to reduced
landing minima without accompanying use of an autopilot or HUD.
c) Flightcrew Qualification. Each member of the flightcrew must have
demonstrated proficiency using the FD, autopilot, or HUD, (as appropriate) in
the foreign air carrier’s training program approved by their Civil Aviation
H. SA CAT I. OpSpec C052 contains selectable text which authorizes
SA CAT I ILS approaches to runways without TDZ or RCL lights with a radio altimeter
(RA) DH as low as 150 ft and a visibility minimum as low as RVR 1400 when using
a HUD to DH. The operator must meet all of the following requirements:
1) Eligibility Requirements. Before authorizing SA CAT I, the
POI must ensure that the foreign air carrier has established the aircraft system
eligibility and that its manual, which the State of Operator must have approved/accepted,
includes both flightcrew training and procedures, as applicable.
2) Aircraft Requirements. To be approved for SA CAT I, each airplane
must be authorized and maintained for CAT II operations. Those airplanes and
equipment must be listed in Table 2 of OpSpec C059. The authorized airplane(s)
must be equipped with a HUD which is approved for CAT II or CAT III operations.
3) Training Requirements. The flightcrew must be current and
qualified for CAT II operations. Each member of the flightcrew must have demonstrated
proficiency using the HUD in the foreign air carrier’s training program approved
by their CAA. This requirement applies both to initial eligibility for SA CAT
I as well as recurrent training.
4) Operational Requirements:
a) The flightcrew must use the HUD to DH in a mode used for CAT II
or CAT III operations. This mode provides greater lateral and vertical flightpath
accuracy and more sensitive alarm limits.
b) The flightcrew must use the HUD to DH, or to the initiation of
missed approach, unless adequate visual references with the runway environment
are established that allow safe continuation to a landing. Should the HUD malfunction
during the approach, the flightcrew must execute a missed approach unless visual
reference to the runway environment has been established.
c) The crosswind component on the landing runway must be 15 knots
or less, unless the AFM’s crosswind limitations are more restrictive.
d) The part
97 SIAP must have a published SA CAT I minimum. The first procedures with
these minimums will be published in 2010.
e) Unlike the other approaches authorized in C052, the mid-RVR report may not be substituted for the TDZ RVR report when using SA CAT I minima.
I. PRM. The FAA began the Multiple Parallel Approach Program
(MPAP) to research whether simultaneous ILS approaches to parallel runways would
improve capacity. The objective was to achieve improvements in airport arrival
rates through the conduct of simultaneous closely-spaced parallel approaches.
That objective is being met using PRM.
1) ILS PRM, LDA PRM and RNAV (GPS) PRM Approaches with Vertical Guidance.
Where parallel RCLs are less than 4,300 feet apart, but not less than 3,000
feet apart, simultaneous ILS PRM approaches may be conducted. Similarly, where
parallel RCLs are less than 3,000 feet apart, but no less than 750 feet, simultaneous
offset instrument approaches (SOIA) may be conducted using an ILS and an LDA
approach with glideslope. Those approaches are labeled “ILS PRM” and “LDA PRM,”
respectively, on instrument approach charts. Air traffic control (ATC) provides
one PRM monitor controller for each runway to provide intrusion protection for
the No Transgression Zone (NTZ), located between the two final approach courses.
Whenever the runway spacing (or in the case of SOIA the approach course spacing)
is less than 3,600 feet and at least 3,000 feet, NTZ monitoring is accomplished
using a special PRM radar. Utilization of vertical guidance is required for
all PRM approaches. RNAV (GPS) PRM approaches may be substituted for the ILS
PRM and/or the LDA PRM approach. Pilots must have completed PRM training prior
to conducting any PRM approach. An ILS PRM and its overlayed RNAV (GPS) PRM
approach are procedurally equivalent. LDA PRM and its overlayed RNAV (GPS) PRM
approach are procedurally equivalent. Pilots may request the RNAV (GPS) PRM
approach in lieu of the ILS PRM or LDA PRM approach; however, they may only
conduct the approach when specifically cleared to do so by ATC.
2) The Breakout Maneuver. Working with industry, the FAA conducted
extensive analysis of simulation data and determined that the implementation
of PRM and SOIA approach operations to closely-spaced parallel runways requires
additional crew training. The primary focus of this training is to raise each
pilot’s situational awareness in ILS PRM, LDA PRM and RNAV (GPS) PRM operations.
The breakout maneuver must be flown manually.
a) Traffic Alert. One important element of the additional training
is the pilot understands the difference between a normal missed approach initiated
by a pilot and a breakout initiated by a PRM final monitor controller. It must
be clear to flightcrews that when the final monitor controller uses the words
“Traffic Alert,” the controller will then give critical instructions that the
pilot must act on promptly to preserve adequate separation from an airplane
straying into the adjoining approach path.
b) ATC Breakout Maneuver Command to Turn and/or Descend, Climb, or
Maintain Altitude. The flightcrew must immediately follow the final monitor
controller’s vertical (climb/descend/maintain altitude) and horizontal (turn)
commands. If the flightcrew is operating the TCAS in the traffic advisory (TA)/Resolution
Advisory (RA) mode and receives a TCAS RA at any time while following the final
monitor controller’s command, the flightcrew will simultaneously continue to
turn to the controller’s assigned heading and follow the vertical guidance provided by the TCAS RA.
c) Time-to-Turn Standard. Regardless of airplane type, tests and
data analysis revealed that pilots normally passed through an angle of bank
of at least 3 degrees while rolling into a breakout turn within 10 seconds of
receiving a breakout command. (Bank angles of between 20 and 30 degrees were
normally achieved during the breakout.) The operator must show that its CAA
has determined that pilots can readily meet this time-to-initiate-turn standard
prior to the POI authorizing ILS/PRM, LDA/PRM or RNAV (GPS) PRM approaches in
OpSpec/MSpec/LOA C052. Flightcrews are required to manually fly the breakout
maneuver unless otherwise approved. The air carrier should demonstrate its ability
to meet this standard by having representative pilots perform the breakout maneuver
while the POI or the POI’s designated representative observes. The demonstration
should conform to procedures contained in the air carrier’s approved operating
manual for its flightcrews. The commercial operator should submit procedures
to its POI for this authorization.
NOTE: In a breakout, ATC will never command a descent below the applicable
minimum vector altitude (MVA), thus assuring that no flight will be commanded
to descend below 1,000 ft above the highest obstacle during a breakout.
3) ILS/PRM, LDA/PRM, RNAV (GPS) PRM and the Use of TCAS. TCAS
may be operated in TA/RA mode while executing ILS PRM, LDA PRM or RNAV (GPS)
PRM approaches. However, when conducting these operations, pilots must understand
that the final monitor controller’s instruction to turn is the primary means
for ensuring safe separation from another airplane. Pilots must bear in mind
that the TCAS does not provide separation in the horizontal plane; the TCAS
accomplishes separation by commands solely in the vertical plane. Therefore,
during final approach, only the final monitor controller has the capability
to command a turn for lateral separation. Flightcrews are expected to follow
any ATC instruction to turn.
a) ATC Command to Turn with TCAS RA. In the unlikely event that a
flightcrew should simultaneously receive a final monitor controller’s command
to turn and a TCAS RA, the flightcrew must follow both the final monitor controller’s
turn command and the TCAS RA’s climb or descent command.
b) TCAS RA Alone. In the extremely unlikely event that an RA occurs
without a concurrent breakout instruction from the final monitor controller,
the pilot should follow the RA and advise the controller of the action taken
as soon as possible. In this instance, it is likely that a breakout command
c) TCAS Not Required. An operator does not need an operative TCAS
to conduct ILS/PRM or LDA/PRM or RNAV (GPS) PRM approaches.
4) Required and Recommended Training for ILS/PRM, LDA/PRM, and RNAV
(GPS) PRM Approaches. A foreign air carrier must include required training
in its training program and the State of Operator must approve that training
before the FAA may authorize either or both PRM approaches in OpSpec C052. Flightcrews
must accomplish required ground training before conducting ILS/PRM or LDA/PRM
or RNAV (GPS) PRM approaches.
a) Initial ground training—required.
1. This training must include all elements of the “Attention All Users
Page” of an ILS/PRM or an LDA/PRM or an RNAV (GPS) PRM as authorized, along
with viewing the latest version of the PRM video. (Contact FAA Flight Standards
at 202-267-8166 for the most current version.)
NOTE: The FAA does not require flightcrews trained previously in PRM operations under earlier guidance to requalify with each new version of the PRM video.
2. The ground portion of the training program must support the following knowledge objectives. Each flightcrew member must:
a. Describe the PRM system to include the meaning of “no transgression zones.”
b. Know that an airplane on an adjacent approach path may be less than 4,300
ft away and may be flying at a different speed.
c. Know that the automated terminal information service (ATIS) broadcasts
a pilot advisory when ILS/PRM, LDA/PRM or RNAV (GPS) PRM approaches are in progress.
d. Identify the differences between PRM approach charts and normal approach
charts, including the special instruction pages for PRM.
e. Explain the unique communication requirements (equipment and procedures)
for ILS/PRM, LDA/PRM, and RNAV (GPS) PRM approaches.
f. Know that an unpublished missed approach instruction that ATC may issue
prior to published MAPs is called a “breakout.”
g. Know that a breakout may include instructions to descend and that the
descent will be to no lower than the MVA for the sector. The MVA guarantees
1,000 ft above the highest obstruction in that sector. The rate of descent that
controllers expect is not more than 1,000 ft per minute.
h. Know that a pilot must initiate a breakout maneuver manually and immediately
upon hearing the “Traffic Alert” command from ATC, and that adequate separation
requires that the pilot establish a 3‑degree‑per‑second rate of turn within 8 seconds.
i. Know that the three areas (ATIS, Dual VHF Comm. Required, and All “Breakouts”)
in the “Attention All Users Page” must be briefed (in flight) prior to conducting
an ILS/PRM or an LDA/PRM or an RNAV (GPS) PRM approach.
j. Know that flightcrews may operate the TCAS in the TA/RA mode when conducting
PRM approaches, including the following points:
· When an RA occurs with a concurrent ATC breakout command—follow
the turn required in the ATC instructions; follow the climb or descent in the
RA command (split commands);
· When an RA occurs without a concurrent ATC breakout command—follow
the RA and contact ATC as soon as practical;
· TCAS provides only vertical resolution to aircraft conflicts;
· An operative TCAS is not required for PRM operations.
k. Know procedures for SOIAs, including the following points:
· A visual segment of the LDA/PRM or the offset RNAV (GPS) PRM approach
is established prior to the MAP to permit;
· Visual acquisition of the traffic to the parallel runway and advising
· Visual acquisition of the runway environment;
· LDA PRM or the offset RNAV (GPS) PRM course is maintained until
the MAP. At the MAP, the pilot must have the parallel traffic in sight and the
runway environment in sight, or fly the missed approach;
· At the MAP with the parallel traffic and the runway in sight,
the pilot may continue to a landing;
· Maneuver to align with the RCL;
· Stabilize on glidepath no lower than 500 ft above TDZ; and
· Avoid wake turbulence from the parallel runway traffic.
3. Testing of these knowledge objectives is recommended.
b) Initial flight training—required.
c) Breakout maneuver—required.
NOTE: Initial breakout flight training must focus on the descending breakout.
NOTE: Air carriers who currently hold OpSpec approval to conduct PRM
approaches have 12 months from the effective date of HBAT 03-03 (05/29/03) to
initiate breakout flight training, and must complete training by the end of
the next full training cycle.
NOTE: Air carriers applying for initial approval to conduct PRM approaches
must complete breakout flight training by the end of the next full training
cycle after receiving OpSpec approval.
NOTE: The FAA may authorize air carriers to conduct ILS/PRM, LDA/PRM
or RNAV (GPS) PRM approaches. The FAA does not require duplicative flight training
in the breakout maneuver (i.e., a breakout covered in flight training for ILS/PRM
or LDA/PRM or RNAV (GPS) PRM satisfies the requirement).
NOTE: All air carriers who provide breakout training to flightcrews
prior to the effective date of HBAT 03-03 (5/29/03) are not required to requalify.
NOTE: LDA/PRM approach. Recommended: ILS/PRM approach (if authorized
d) Recurrent ground training—required: Review of the ground training
elements and the video in subparagraph E4)a) above and testing in those elements.
e) Recurrent flight training.
1. Required: None.
· ILS/PRM approach,
· LDA/PRM approach, and
5) Authorizing ILS/PRM Approaches, LDA/PRM Approaches, and RNAV (GPS) PRM Approaches for 14 CFR Part
129 Foreign Air Carriers. A part
129 foreign air carrier operating in the United States may be authorized
in OpSpec C052 to conduct ILS/PRM approaches, LDA/PRM approaches, and/or RNAV (GPS) PRM approaches if:
a) That foreign air carrier meets the ground and flight training
requirements contained in subparagraphs J4)a) through c) above;
b) The CAA for the foreign air carrier authorizes these type approaches; and
c) The air carrier’s POI determines that a point of contact (POC)
for the foreign air carrier’s CAA has been established in the foreign air carrier’s OpSpec A006(c).
NOTE: A definition of RNAV (GPS) PRM has been added to the A002 template.
OPSPEC C053 and C054. RESERVED.
OPSPEC C055—ALTERNATE AIRPORT IFR WEATHER MINIMUMS (OPTIONAL).
A. Applicability. Paragraph C055 is an optional authorization available to all operators conducting airplane operations under 14 CFR part
129. The OpSpec is approved by the Administrator as an
alternative method of calculating alternate minima to that specified in 14 CFR part
91.169(c). The OpSpec may be issued if the State of Operator has approved
the foreign air carrier for this alternative method. The OpSpec must not be
issued if the State of Operator has not approved the foreign air carrier for
this alternative method. Without OpSpec C055, the foreign air carrier must comply
with the highest minima of the State of Operator authorized method and §
91.169(c). The relevant International Civil Aviation Organization (ICAO)
Annex 6 Part I, International Commercial Air Transport – Aeroplanes, standards
are 4.3.4 and 4.3.5 with additional guidance in ICAO DOC 9976, Flight Planning
and Fuel Management Manual. Paragraph C055 provides a two-part table from which
the operator, during the initial dispatch or flight release planning segment
of a flight, derives alternate airport IFR weather minimums in those cases where
it has been determined that an alternate airport is required.
NOTE: Questions regarding the issuance of OpSpec/MSpec/LOA C055 should
be directed to the Flight Technologies and Procedures Division (AFS-400) or
the International Programs and Policy Division (AFS-50). If the PI directs questions
to AFS-50, the PI should copy AFS-400 and vice versa.
B. Airports With At Least One Operational Navigation Facility.
The first part of the table is for airports with at least 1 operational navigational
facility providing a straight-in Nonprecision Approach (NPA) procedure, or a
straight-in precision approach procedure, or, when applicable, a circling maneuver
from an instrument approach procedure (IAP). The required ceiling and visibility
is obtained by adding 400 feet (ft) to the minimum descent altitude/height (MDA/H)
or, when applicable, the authorized decision altitude/height (DA/H) and by adding
1 statute mile (mi) or 1,600 meters (m) to the authorized landing minimum.
C. Airports With At Least Two Operational Navigation Facilities.
The second part of the table is for airports with at least two operational navigational
facilities, each providing a straight-in NPA procedure or a straight-in precision
approach procedure to different suitable runways. The required ceiling and visibility
is obtained by adding 200 ft to the higher MDA/H or DA/H of the two approaches
used and by adding 1/2 mi or 800 m visibility to the higher authorized landing
minimum of the two approaches used.
D. Higher Alternate Minimums When Using Two Operational Navigation
Facilities. In some cases, it is possible to have higher alternate minimums
when using two operational navigational facilities than when using one. For
example, an airport with one straight-in NPA procedure with a MDA/H of 400 ft
and 1 mi visibility would have alternate minimums of 800 ft and 2 mi visibility
(400 ft + 400 ft and 1 mi + 1 mi). On the other hand, an airport with two straight-in
approaches, one which is a straight-in precision approach with a DA/H of 200
ft and 1/2 mi visibility and the other a straight-in NPA with a MDA/H of 700
ft and 1 mi visibility, would have alternate minimums of 900 ft and 1 1/2 mi
visibility (200 ft + 700 ft and 1/2 mi + 1 mi). Since the OpSpecs require that
the operator use the higher ceiling and visibility, the minimums for the airport
with two straight-in approaches are higher than for the airport with only one
straight-in approach. When this situation exists, the operator may elect to
consider the airport as having only one straight-in approach procedure and may
add the higher buffer requirement (400 ft and 1 mi) to whichever straight-in
approach procedure provides for the lowest possible ceiling and visibility minimums.
E. Using Two Different Runways. Two different runways may be
the different ends of the same physical runway surface (such as, runway 4 and
runway 22 are two different runways). When determining the suitability of a
runway, wind plus gust must be forecast to be within operating limits, including
reduced visibility and runway contamination limits, and should be within the
manufacturer’s maximum demonstrated crosswind. The operator should also take
into account any other potential runway limitations, such as Notices to Airmen
(NOTAM) that may affect the landing at the estimated time of arrival (ETA).
F. Credit for Alternate Minimums. OpSpec C055 allows credit for
alternate minimums for airports with a published Category (CAT) II or CAT III
approach based on engine inoperative CAT II or CAT III capability. (See subparagraph
I below for additional details.) Flightcrews having that capability may take
credit for engine inoperative CAT II/III qualified aircraft and adjust minimums
accordingly. The alternate minimums are based on CAT III engine inoperative
requirements. The ceiling and visibility required for CAT II procedures is a
ceiling of at least 300 ft and a visibility of at least RVR 4000, or for CAT
III procedures, a ceiling of at least 200 ft height above touchdown (HAT), and
a visibility of at least RVR 1800. Foreign air carriers having that capability
may take credit for CAT II/III‑qualified aircraft and adjust minimums accordingly.
The alternate minimums are based on CAT III engine inoperative requirements.
1) The following are some but not all of those requirements.
See the criteria in the current edition of Advisory Circular (AC)
120-28, Criteria for Approval of Category III Weather Minima for Takeoff,
Landing, and Rollout—engine inoperative, for further requirements.
a) The aircraft is capable of engine inoperative CAT III.
b) The carrier has established appropriate procedures.
c) Performance and obstruction clearance information has been provided
to the flightcrew.
d) Appropriate aircraft configuration, wind limits, and other appropriate
information is provided to the flightcrew.
2) Before authorizing the additional selectable row(s) in Table
1 of the OpSpec, the principal operations inspector (POI) shall ensure through
documentation that the foreign air carrier has provided that subparagraphs F1)a)
through d) above are met and the air carrier’s Civil Aviation Authority (CAA)
authorizes it for CAT II/III alternate minimum. If the foreign air carrier does
not meet the preceding conditions or equivalent conditions acceptable to the
FAA, the PI must ensure that the issued OpSpec does not contain any additional
rows in Table 1 (should only have two rows).
NOTE: The ICAO equivalent to AC
120-28 is ICAO DOC 9365/AN910, Manual of All-Weather Operations.
G. Definition of “Two Operational Facilities.” Question: “Does
the FAA consider an ILS facility that contains a single transmitter frequency
for an ILS, but with two different ILS identifications (depending on which runway
is being used) as one or two navigational facilities?”
1) The words “two operational facilities” have always meant that
in the event there is a single failure of one facility, the other would be operational.
In the situation where both instrument landing system (ILS) facilities share
a single transmitter, it would be considered “one operational navigational facility,”
because both ILSs would become inoperative in the event of a single transmitter failure.
2) The two ILS identifiers would have to be different even though
the ILS transmitter frequency is the same for both. The charts should tell pilots
whether there is one frequency or two. Thus, one or two navigational facilities.
H. Use of Area Navigation (RNAV) Global Positioning System (GPS)
Minima at a Destination Alternate. Pilots may plan to use any instrument
approach authorized for use with wide area augmentation system (WAAS) avionics
at a required alternate if the aircraft is suitably equipped with GPS WAAS equipment
and the foreign air carrier is authorized to conduct Localizer Performance with
Vertical Guidance (LPV) and/or Localizer Performance (LP) approach and landing
operations by the State of Operator. When using WAAS at an alternate airport,
flight planning must be based on flying the RNAV (GPS) lateral navigation (LNAV)
minimums line, or minimums on a GPS approach procedure, or conventional approach
procedure with “or GPS” in the title. Also, RNAV (GPS) (or RNAV Global Navigation
Satellite System (GNSS)) are based on a single navigational facility when determining
the approach facility configuration in Table 1 of the OpSpec, even if there
are two or more RNAV (GPS) approaches to different suitable runways. Upon arrival
at an alternate, when the WAAS navigation system indicates that LNAV/vertical
navigation (VNAV) or LPV service is available, vertical guidance may be used
to complete the approach using the displayed level of service. The FAA has begun
removing the NA (alternate minimums not authorized) symbol from select RNAV
(GPS) and GPS approach procedures so they may be used by approach approved WAAS
receivers at alternate airports. Some approach procedures will still require
the NA for other reasons (e.g., no weather reporting); therefore, it cannot
be removed from all procedures. Because every procedure must be individually
evaluated, removal of NA from RNAV (GPS) and GPS procedures will take some time.
I. Selectable Text and Table 1. There are two selectable rows
which can be loaded into Table 1 of the OpSpec (Alternate Airport IFR Weather
Minimums) and three selectable text options for additional limitation and provisions
(subparagraph b(5) of the OpSpec).
1) Table 1. The two selectable rows in Table 1 authorize lower
alternate minimums when planning to use either a CAT II or CAT III approach
at the alternate airport. If a CAT II or CAT III credit is authorized, the first
selectable text paragraph must be loaded as well.
2) Selectable Text Options. Selectable text options for additional
limitation and provisions (subparagraph b(5) of the OpSpec): The first selectable
text option states requirements for CAT II and CAT III credit applicable to
alternate airport flight planning, and must be loaded if the operator is authorized
the CAT II or CAT III credit described in subparagraph I1) above. The second
selectable text option authorizes operators equipped with WAAS to use GPS approaches
when determining an alternate, and lists the restrictions associated with using
GPS approaches in alternate planning. The third selectable text option authorizes
both (the air carrier is authorized CAT II or III and GPS/WAAS alternate minimums.)
NOTE: Prior to issuing C055 to the foreign air carrier, principal inspectors
(PI) must ensure that the appropriate selectable text option is selected, if
applicable. If none of the selectable text options apply, the PI must ensure
that none of the selectable text options are selected.
OPSPEC C056—IFR TAKEOFF MINIMUMS—AIRPLANES (OPTIONAL).
A. General. The FAA issues OpSpec C056 to foreign air carriers
who conduct operations under IFR with airplanes to the United States. This OpSpec
contains guidance regarding pilots, aircraft, and airports when lower minimums
than those defined in 14 CFR part
91.175(f), hereinafter referred to as standard takeoff minimums, are used.
OpSpec C056 lists the lowest Runway Visual Range (RVR) in feet based on the authorized airplane type.
B. Inspector Action/Web-based Operations Safety System (WebOPSS) Entry. When issuing OpSpec C056, the principal operations inspector (POI)
must select in the table in subparagraph b of the OpSpec the following:
1) No lower than the lowest State of the Operator Authorized RVR for each airplane type to be used to fly to the U.S.
NOTE: Regardless of the particular authorizations of a foreign carrier the POI may not authorize minima lower than RVR 300/300/300.
2) The free text box to manually enter the appropriate Head Up
Display (HUD) for each type of aircraft to be used to fly to the U.S. or select
N/A if HUD is not authorized by the State of the Operator.
3) Any additional limitations and provisions not specified in
the OpSpec and applicable to the lowest RVR for the type of aircraft to be used.
4) Additionally, the POI must select:
a) The static text in subparagraphs c(3) and e of the OpSpec if the
foreign air carrier is operating airplanes with a seating configuration of 30
seats or less or a maximum payload capacity of 7,500 pounds or less.
b) The radio button specifying the limitations and requirements applicable
to the lowest RVR value selected in the table in subparagraph b) of the OpSpec.
(For a summary see Table 12-4B below).
Table 12-4B. Runway Equipment Requirements for Takeoff Minima
Adequate visual reference,
Any one of the following:
Centerline (CL) lighting
High Intensity Runway Light (HIRL)
Runway centerline marking (RCLM)
RVR not available;
1/4 mile (mi) (500 meters (m)); or
RVR 1600 feet (ft) (500 m)/Not Required/Not
Required. (Mid-point can substitute for an unavailable touchdown).
Note: Below RVR 1600, two operating
RVR sensors are required. All operating RVR sensors are controlling
(except per the note below for far-end sensors). Extremely long
runways (e.g., Denver International Airport (DEN) 16R) utilize four
RVR sensors (i.e., TDZ, mid, rollout, and far-end). When a fourth
far-end RVR value is reported, it is not controlling and is not
to be used as one of the two required operative RVR sensors. Visual
aids (CL lighting, RCLM) must be visible (for example not obstructed
Day: CL lighting or HIRL or RCLM
Night: CL lighting or HIRL
RVR 1200 ft (350 m)/1200 ft
(350 m)/1000 ft (300 m)
RCLM and HIRL, or CL lighting
RVR 1000 ft/1000 ft/1000 ft
HIRL and CL lighting
RVR 600 ft/600 ft/600 ft (175 m) or
RVR 500 ft/500 ft/500 ft (150 m)
With an approved HUD takeoff guidance system,
HIRL, and CL lighting
RVR 300 ft/300 ft/300 ft (75 m)
Note: Additionally, RVR 300 ft/300 ft/300
ft (75 m) takeoff is conducted on a runway with a published landing
minimum of RVR 300 and localizer front course guidance displayed
on the HUD.
OPSPEC C057. DECOMMISSIONED.
OPSPEC C059—CATEGORY II INSTRUMENT APPROACH AND LANDING OPERATIONS (OPTIONAL).
A. Conditions of Approval. The FAA authorizes Category (CAT) II operations in accordance with 14 CFR part
91.189 (g) by issuance of OpSpec C059. Before the FAA issues OpSpec C059,
each foreign air carrier and each airplane type used by that foreign air carrier
require approval by the State of Operator.
B. Acceptable Criteria. The FAA issues the OpSpec for CAT II operations in accordance with but not limited to the following:
1) The current edition of Advisory Circular (AC)
120-29, Criteria for Approval of Category I and
Category II Weather Minima for Approach, if adopted by the Civil Aviation Authority (CAA), or equivalent
standards, such as European Aviation Safety Agency (EASA) certification (CS-AWO) and operational approval
(EU-OPS) regulations or the International Civil Aviation Organization
(ICAO) Manual of All Weather Operations DOC 9365/AN910.
2) Volume 4, Chapter 2 of this Order.
3) For foreign-registered airplanes, a Lower Landing Minimums (LLM) maintenance
program approved by the State of Operator and for U.S.-registered airplanes,
an LLM maintenance program approved by the FAA in accordance with part
Volume 4, Chapter 2, Section 11, Introduction of Performance-Based
Operations). The POI must coordinate with the principal avionics inspectors
(PAI) and principal maintenance inspectors (PMI).
4) Approval of the State of Operator is also required before amending OpSpec C059 to include an airplane make, model, and series (M/M/S) new to the foreign air carrier.
C. Approved Airplanes. Each airplane type (M/M/S) used in CAT
II operations must be listed in Table 1 of OpSpec C059 (see Table 12-5, Example
Category II Approach and Landing Minimums, for example). The approach/landing system used, lowest decision
height (DH), lowest touchdown zone (TDZ) Runway Visual Range (RVR) authorized
for each airplane type, and any special equipment and other limitations must
also be specified. The example in Table 12-5 illustrates the method for
authorizing each airplane in OpSpec C059:
Table 12-5. Example Category II Approach and Landing Minimums (Sample OpSpec Table 1)
Dual HUD A3 Mode
All engines and autothrottle operating
AFM supplement 4 equipment operating
Autoland required for RVR 1000 (300 m)
D. Required CAT II Airborne Equipment. Examples of C059 Table
1 additional equipment are shown in Table 12-5, above, for each airplane M/M/S.
The equipment required is established in accordance with the applicable regulations,
the approved Aircraft Flight Manual (AFM) (if applicable), AC
120-29, and equipment required by acceptable equivalent
standards. There are two acceptable methods of demonstrating that an airplane is airworthy for
CAT II operations. These acceptable methods are “type design approval,” obtained
by a manufacturer or Supplemental Type Certification (STC) holder, or an “operational
demonstration,” conducted by the foreign air carrier.
1) Type Design Approval. Unless otherwise authorized by FAA, aircraft used
by international operators for CAT II within the United States should have Aircraft
Flight Manual (AFM) provisions reflecting an appropriate level of CAT II capability
as demonstrated to or authorized by FAA, or demonstrated to or authorized by
an authority recognized by FAA as having acceptable equivalent CAT II airworthiness
criteria (e.g., EASA CS-AWO, Canada MOT, UK CAA). The approved AFM (or flight
manual supplement), for airplanes that have CAT II type design approval, contains
a statement that the airborne systems have demonstrated the reliability and
redundancy necessary for CAT II operations in accordance with AC
120-29. AFMs also specify that certain equipment is
required for airworthiness
approval of the various kinds of CAT II operations. Some AFMs also indicate
that acceptable CAT II performance was demonstrated both with, and without,
certain equipment (e.g., “autothrottles with or without”).
AC 120-29 also specifies that certain types of equipment
are required for
operational approval of the various kinds of CAT II operations (manual/autopilot).
Therefore, both the approved AFM and AC
120-29 must be considered in determining if the
requirement must be listed (specified) in Table 1 of OpSpec C059. The illustration
above shows how the additional or required equipment should be listed in
Table 1 of OpSpec C059.
a) Equipment that is explicitly required by the airplane certification regulations (14 CFR parts
and 25, or the foreign equivalent), the operating regulations (parts
129) and/or the approved AFM should not be listed in Table 1. The standard
text of OpSpec C059 requires this equipment to be functional. Therefore, the
additional equipment or operational requirement that must be listed (specified)
in OpSpec C059 is determined by cross‑checking the type of equipment required by AC
120-29 for the kinds of CAT II operations proposed
against the equipment required by regulations and the approved AFM.
b) Enter into Table 1 the additional equipment for the M/M/S and kind(s)
of CAT II operations authorized (see example Table 12-5). Do not include equipment
explicitly required by regulations and/or the AFM (e.g., autoland for B-747
operations below RVR 1600). Do include additional equipment required in any of the following: AC
120-29, an STC, an Aircraft Flight Manual Supplement
(AFMS), or the current edition of
Order 8400.13, Procedures for the Evaluation and Approval of Facilities for Special
Authorization Category I Operations and All Category II and III Operations.rocedures
for the Evaluation and Approval of Facilities for Special Authorization Category
I Operations and All Category II and III Operations.
c) When the AFM indicates acceptable performance either with or without certain
items of equipment (which are not explicitly required by AC
120-29), it must be determined how the foreign air
carrier intends to conduct CAT II operations and train flightcrews with those items of equipment.
If the foreign air carrier proposes to conduct operations either with or without
certain items of equipment (such as autothrottle, autopilot), flightcrews must
be trained for both situations and the item of equipment does not need to be
listed in Table 1 of OpSpec C059.
2) Operational Demonstration. This method is used when equipment
eligibility is not stated in the AFM, the AFMS, or the Flight Standardization
Board (FSB) report. The operational demonstration method is only appropriate
for airplanes and equipment that do not have CAT II type design approval. The
operational demonstration must be conducted in accordance with AC
120-29. A part
129 foreign air carrier should request that its responsible Flight
Standards District Office (FSDO)/International Field Office (IFO)/International Field
Unit (IFU) provide assistance in the eligibility assessment.
a) The foreign air carrier should provide the responsible FSDO/IFO/IFU
with the aircraft make, model, and serial number, any evidence of instrument
flight rules (IFR) approach approval, and pertinent information from flightcrew operating procedures.
b) For U.S.-registered aircraft, if the responsible FSDO/IFO/IFU
is unable to determine equipment eligibility from the approved documentation,
it should forward the request and supporting data through its FAA regional Flight
Standards division (RFSD) to the appropriate Aircraft Evaluation Group (AEG).
The AEG will verify that the aircraft and its landing system meet the criteria
for CAT II operations, and that the system can safely fly the CAT II approach
procedures. The AEG will provide written documentation (e.g., amended FSB report
or other official documentation) to verify the eligibility of that equipment.
c) For foreign-registered aircraft, the foreign air carrier should
forward the request and supporting data to the appropriate State CAA to verify
eligibility of equipment.
E. OpSpec C059 Table 1 Guidelines. The following guidelines should be followed for filling out Table 1:
1) CAT II equipment required by the regulations or the approved AFM should not be listed.
2) The kind of CAT II approach/landing system (manual Head Up Display (HUD), i.e.,
manual control using a HUD to touchdown; autopilot, i.e., approach coupler used
to DH, followed by manual control landing; or autoland) must be specified for
each airplane listed in Table 1 of OpSpec C059. The principal operations inspector
(POI) will select the appropriate phrase to place in the Approach/Landing System
column: Manual (HUD), Autopilot, or Autoland.
3) If an operator is authorized to conduct a particular CAT II
operation using more than one approach/landing system (e.g., CAT II at 1200
RVR using a HUD or autopilot to DH), both manual HUD and autopilot can be highlighted
and selected for insertion into the column.
4) The equipment required for RVR 1000 CAT II authorization is to be listed in the “Additional Equipment” column.
F. Operational RVR Minimums. Table 2 in OpSpec C059, shown below as Table 12 6, Example of Category II Runway Visual Range Minimums (Sample OpSpec Table 2), is a summary of the
required RVR minimums for each type of CAT II operation.
1) Row 1 of Table 12-6, below, shows that for Standard CAT II operations at 1600 RVR, only the touchdown RVR report is required. During the 6-month Operator Use Suitability
Demonstration, 1600 RVR is commonly authorized for new CAT II operators. Also, if the rollout RVR is out of service, CAT II approaches may still be flown to 1600 RVR. Note that the intention of this requirement is
not that rollout and mid RVR reports may be ignored and CAT II approaches may still be flown to 1600 RVR. If these reports are available, minimum RVR values shown in the lower rows of Table 12-6 must be used.
2) Rows 2–4 of Table 12-6, below, show the TDZ RVR requirements for other, lower visibility CAT II operations. Mid RVR equal to 600 and rollout RVR equal to 300 are the lowest
values that may be reported to conduct Standard CAT II, CAT II to 1000 RVR (TDZ), or Special Authorization (SA) CAT II operations. All available RVR reports are controlling, and a TDZ and rollout report are
required in order to conduct CAT II operations below 1600 RVR. If the rollout report is not available, the mid or far-end report may be substituted. Midfield reports substituted for unavailable rollout reports must
report 600 RVR or greater; far-end reports substituted for unavailable rollout reports must report 300 RVR or greater.
Table 12-6. Example of Category II Runway Visual Range Minimums (Sample OpSpec Table 2)
Standard CAT II
1600 (500 m)
Standard CAT II
1200 (350 m)
600 (175 m)#
300 (75 m)
CAT II to 1000 RVR
1000 (300 m)
600 (175 m)#
300 (75 m)
1200 (350 m)
600 (175 m)#
300 (75 m)
NOTE: NR = Not Required; # = If available.
G. Airplane Maintenance. For CAT II authorization, the foreign
air carrier must have an acceptable LLM maintenance program.
1) For U.S.-registered airplanes, this LLM maintenance program shall be in accordance with
Volume 4, Chapter 2, Section 3, Approval of Small Category A Aircraft for
Category II Operations – Part
91, and must be approved by the FAA in accordance with §
129.14. This LLM maintenance program should be coordinated with the PMIs and PAIs.
2) For foreign-registered airplanes, this LLM maintenance program
shall be approved by the State of Operator.
H. Flightcrew Qualifications. Flightcrews are trained and checked
in accordance with the foreign air carrier’s approved training program for CAT
II operations authorized with a DH of 100 ft and RVR 1,000 ft (300 m), and these
minimums are approved by the State of Operator. If the flightcrew is currently
authorized CAT III operations, no further training is required for this authorization
in OpSpec C059.
I. Authorized CAT II Approach and Landing Minimums. To determine the applicable minima for an approach, the pilot must first compare the DH shown on the 14 CFR part
97 approach chart with the foreign air carrier’s lowest authorized
DH for the airplane being flown. The higher number is used. Then, the RVR to
be used for the approach is the highest RVR value shown in the approach chart,
Table 1 of the OpSpec or paragraph g. of the OpSpec, considering RVR sensor reports available.
J. Authorized CAT II Approaches, Airports, and Runways.
1) CAT II Airport and Runway Approval. If the airport and runways
are approved for CAT II operations in part
97, they should not be routinely listed in OpSpec C059 unless the POI
determines there is a need to specify a special limitation for foreign air carriers at
a particular airport.
a) Standard CAT II approaches are published in the FAA National Aeronautical Navigation
(AeroNav) Products office instrument approach procedures (IAP) flight information
publication as CAT II procedures. They are identified by the procedure name
“ILS RWY 16C (CAT II)” and by the note in the minima section stating “CATEGORY
II ILS - SPECIAL AIRCREW & AIRCRAFT CERTIFICATION REQUIRED.”
b) SA CAT II approaches are published by the National Aeronautical Navigation Services
(AeroNav) with the same identifiers as standard CAT II approaches, but they
also have a note in the Procedure Notes section stating, “Reduced Lighting:
Requires specific OPSPEC approval. Requires Autoland or HUD to touchdown.”
2) Standard CAT II. The foreign air carriers may be authorized
up to three different minima for use with published part
97 approaches, 1600 RVR,
1200 RVR, and 1000 RVR. Allowable minima depend on availability of RVR
sensors and availability and use of required airplane equipment.
a) The 1600 RVR (TDZ RVR only) and 1200 RVR (TDZ and at least one other RVR) minima
require the flightcrew to use an approach coupler or to fly under manual control
using a HUD for flight guidance at least to DH. A manually flown landing is
assumed and need not be specified. Autoland or HUD-to-touchdown operations for
Standard CAT II may be authorized if the operators are authorized for these
operations by the CAA.
b) The 1000 RVR (TDZ RVR and at least one other RVR) minima requires
the flightcrew to use autoland or to fly under manual control using a HUD to touchdown.
1. For operations to touchdown, the airplane and its automatic flight
control guidance system (AFCGS), or manually flown guidance system, are approved
for approach and landing operations as specified by
2. For manual control using a HUD to touchdown, the HUD must be flown
in a CAT III mode.
c) Foreign air carriers authorized SA CAT II as described in subparagraph J.3)
below may also be authorized to conduct approaches to standard CAT II facilities
when the TDZ and/or centerline (CL) lights are inoperative. They must comply
with all requirements in subparagraph J.3), using minima appropriate to the
RVR available and using autoland or manual HUD to touchdown.
3) SA CAT II. In addition to the standard CAT II operations authorized by
OpSpec C059, SA CAT II operations can be authorized to qualifying runways that
do not meet the performance or equipment requirements normally associated with
a compliant CAT II operation (e.g., TDZ lighting, CL lighting, or Approach Lighting
System With Sequenced Flashing Lights (ALSF)-1 and 2).
a) Approval criteria for SA CAT II approaches are given in FAA Order
where they are described as CAT II Approach Operations on Type I ILS facilities.
These Type I facilities are CAT I ILS installations that meet the glideslope
(GS) and localizer signal quality requirements of CAT II facilities. The SA
requirements are mitigated by the required increase in aircraft capabilities
(i.e., HUD and/or autoland).
b) RVR requirements and available minima are the same as standard CAT II, 1600
RVR (TDZ RVR only) and 1200 RVR (TDZ and at least one other RVR), but these
minima require the flightcrew to use autoland or to fly under manual control
using a HUD to touchdown.
c) Aircraft operational approval, HUD usage and flightcrew training
requirements are the same as for standard CAT II to 1000 RVR.
d) The operational equipment requirements above are summarized in
Table 12-7, Category II Approach and Landing System (Sample OpSpec Table 3).
Table 12-7. Category II Approach and Landing Systems (Sample OpSpec Table 3)
to DH or
CAT II to 1000 RVR
Touch down or
Touch down or
4) CAT II Type Operations Information. The lists of restricted
U.S. facilities approved for CAT II/III operations and U.S. runways approved
for CAT II on Type I operations can be found on the Flight Operations Branch
(AFS-410) Web site at
K. Missed Approach Requirements. The point at which a decision is made to
continue or abort the approach based on weather, equipment failure, etc. is
changed from 1,000 feet above touchdown to the final
approach fix (FAF). After passing the FAF, if the required visual landing
references are not acquired, and any failure of required equipment occurs, or
if the primary guidance system in use (autopilot or HUD) is disengaged for any
reason, the flightcrew must execute the missed approach. The exception to this
requirement is that if both guidance systems are properly briefed and engaged
before reaching the FAF and one system is disengaged or fails after the FAF,
the remaining guidance system is considered the primary and the approach may
L. CAT II Runway Restrictions and SA CAT II Runways. The requirement to
conduct automatic landings in reduced lighting and 1000 RVR operations implies
that autoland restrictions imposed by pre-threshold terrain must be considered.
The airport name/identifier and runway along with the restrictions and limitations
should be listed in Table 4 of OpSpec C059 The list of restricted U.S. facilities
approved for CAT II/III operations can be found on AFS‑410 Web site at
The list of U.S. runways approved for SA CAT II operations can be found
at the same site, but is provided for convenience only, and may not be complete.
Any published SA CAT II procedure, subject to the Restricted Runway considerations
above, may be flown. These runways need not be listed in OpSpec C059.
Table 12-8. Example of Runway and Airplane Restrictions and Limiting Conditions for Part
97 CAT II Operations (Sample Table 4)
Airport Name/Identifier, and Runways
Restrictions and Limitations
Pittsburgh, PA / PIT / 10L
MD-80 not authorized
OPSPEC C060—CATEGORY III INSTRUMENT APPROACH AND LANDING
OPERATIONS (OPTIONAL). The FAA evaluates Category (CAT) III operations in
accordance with the current edition of Advisory Circular (AC)
120-28, Criteria for Approval of CAT III Landing Weather Minima for
Takeoff, Landing, and Rollout, equivalent European Aviation Safety Agency (EASA)
criteria, or the International Civil Aviation Organization (ICAO) DOC 9365/AN910,
Manual of All Weather Operations. The FAA authorizes CAT III operations by issuing
OpSpec C060. Each airplane type make, model, and serial (M/M/S) used in CAT
III operations must be listed in OpSpec C060 subparagraph a along with the Decision
Height (DH)/Alert Height (AH), lowest Runway Visual Range (RVR) authorized,
and runway field length factor for the type of CAT III operation authorized.
Foreign air carriers requesting authorization for CAT III at U.S. airports should
meet the following criteria.
A. Acceptable Criteria. Criteria acceptable for use for assessment
of foreign air carrier’s applications for CAT III at U.S. airports include AC
120-28, equivalent EASA criteria, or the ICAO Manual of All Weather Operations
DOC 9365/AN910. Foreign air carriers previously approved by the FAA in accordance
with earlier criteria may continue to apply those earlier criteria. Foreign
air carriers seeking credit for operations addressed only by the current edition of AC
120-28 (e.g., CAT III head-up display (HUD) operations) must meet the
criteria of this AC, or equivalent criteria acceptable to the FAA, for those applicable provisions.
B. Foreign Air Carrier Aircraft Flight Manual (AFM) Provisions.
Unless the FAA authorizes otherwise, aircraft used by foreign air carriers for
CAT III within the United States should have AFM provisions reflecting an appropriate
level of CAT III capability as demonstrated to or authorized by the FAA, or
demonstrated to or authorized by a civil aviation authority (CAA) recognized
by the FAA, as having acceptable equivalent CAT III airworthiness criteria (e.g.,
EASA, Canada Minister of Transportation (MOT), UK CAA).
C. Foreign Air Carrier CAT III Demonstrations. Foreign air carriers
meeting FAA criteria, or criteria acceptable to the FAA (e.g., EASA, ICAO criteria
including Doc. 9365/AN910), and having more than 6 months experience in the
use of CAT III operations with the applicable aircraft type may be approved
for CAT III in accordance with the provisions of their own CAA, or in accordance
with the standard provisions of OpSpec C060, whichever is the more restrictive.
The FAA does not require a separate demonstration period if the foreign air
carrier’s CAA does not require it. However, foreign air carriers authorized
in accordance with this provision may nonetheless be subject to additional FAA
demonstration for special situations, such as at airports with irregular underlying
terrain (see subparagraph D below), or for aircraft types not having flown to
U.S. facilities having CAT III procedures. For foreign air carriers having current
U.S. CAT III authorization, the CAT III demonstration period may be reduced
or waived for the addition of a new type aircraft to the existing CAT III authority.
The demonstration period may be reduced or waived to the extent that the FAA
has accepted a successful demonstration for that aircraft type for any other
U.S. or foreign air carrier. Foreign air carriers not meeting the above provisions
may be subject to the demonstration described in paragraphs 10.5.2 and 10.9
of the current edition of AC
120-28 (equivalent to those necessary for U.S. operators) as the FAA determines applicable.
D. Issuance of 14 CFR Part
129 OpSpecs. If a foreign air carrier operating to U.S.
airports meets the above applicable provisions, the FAA authorizes that air
carrier for CAT III by issuing OpSpec C060. Air Carriers intending CAT III operations
at U.S.-designated irregular terrain airports, or airports otherwise requiring
special assessments, must successfully complete those assessments before using
E. Use of Certain Restricted U.S. Facilities.
1) Foreign air carriers typically use CAT III procedures in the
United States that are available as unrestricted public use procedures. However,
the FAA may also authorize certain restricted public use procedures and special
CAT III approach procedures for non-U.S. operators. Typically, these procedures
require special airborne equipment capability, special training, or nonstandard
facility and obstacle assessments. The CAT II/III status checklist identifies
these special procedures. They are not usually published as a 14 CFR part
97 CAT III Standard Instrument Approach Procedure (SIAP). Foreign
air carriers may be eligible to use certain of these procedures if they meet
the same special criteria as would apply to a U.S. operator, and if their own
CAA approves them specifically for the use of the procedure. Some procedures
may not be eligible for foreign air carriers because of other applicable restrictions
such as a restriction placed on private facility use. Special or restricted
procedures require both FAA authorization and specific authorization from the
foreign air carrier’s CAA for each procedure. This is to ensure that both the
operator and foreign CAA are aware of the special provisions needed, and to
ensure equivalent safety to use of standard ICAO criteria. Each foreign air
carrier seeking CAT III procedure authorization at a facility not published
as a standard and unrestricted CAT III SIAP, or at any other facilities that
the FAA CAT II/III status checklist identifies as special or restricted, and
that carrier’s CAA must:
a) Be aware of the restrictions applicable to the procedure (e.g.,
b) Provide evidence to FAA of the CAA’s approval of the foreign air
carrier for each special procedure requested, and
c) Must have the applicable limitations and conditions included in
that air carrier’s OpSpecs for each procedure to be used.
2) Foreign air carriers shall not normally be authorized special
CAT III operations to minima lower than those specified in part
97 CAT III SIAPs consistent with ICAO criteria. If special instrument
approach procedures (IAP) other than those specified in part
97 are authorized, paragraph C381 shall also be issued.
F. Type of CAT III Operation. The type of CAT III landing system
and rollout control system (fail‑passive and/or fail-operational) must be specified
for each airplane type in OpSpec C060, Table 1. This is accomplished by selecting
the type of operation from the select data screen in the automated Operations
Safety System (OPSS). Selections available are NA=Not applicable; FP=Fail Passive, or FO=Fail Operational.
G. DH/AH and Lowest RVR. In Table 1, enter the DH/AH and lowest
authorized RVR that the State of Operator has authorized for each airplane M/M/S
and type of CAT III operation.
H. Field Length Factor Required. Runway field length factor is
used in determining the required runway field length for CAT III operations
and is multiplied times the runway field length required by State of Operator
performance regulations or ICAO Annex 6 performance requirements, whichever
are more restrictive.
1) OpSpec C060 Table 1 must specify the runway field length factor
required for the various kinds of CAT III operations for each airplane. For
operations with a controlling RVR at or above 600 feet (ft) the required field
length is 1.15 times the field length required by the previously cited regulations,
or AFM as appropriate.
2) For a precision instrument approach and landing with a controlling
RVR below 600 ft, the required field length is either 1.15 or 1.3 times the
field length required by the previously cited regulations depending on the operational
procedures and/or additional equipment the operator uses or AFM, as appropriate.
I. Special Operational Equipment and Limitations. OpSpec C060
subparagraph a Table 1 should not list equipment that the airplane certification
regulations (14 CFR parts
25 or foreign equivalent if foreign-registered), the operating regulations
of 14 CFR, and/or the approved AFM explicitly require. The “Special Operational
Equipment and Limitations” column is provided for equipment that is in addition
to that required by regulation and not included in the AFM. For example, additional
equipment may be required if a field length factor of 1.15 is used in operations
below RVR 600 where a procedural means alone is not acceptable (see AC
120-28). For foreign air carriers that have CAT III approval, copy the
airplane M/M/S, rollout control system (e.g., FP or FO), the DH/AH, and lowest
authorized RVR for each rollout control system into Table 1. Determine the field
length factor as described above (e.g., 1.3 or 1.15) and copy special operational
equipment and limitations noted in the air carrier’s current OpSpec C060, if
any, and insert that information into Table 1 of the new OpSpec. If the operator
does not need special operational equipment, put “NA” under the appropriate
column. Do not delete or leave any cells blank.
NOTE: Only include that equipment which is not explicitly required by
the regulations and/or the Airplane Flight Manual.
J. Authorized CAT III Airports and Runways.
1) All airports and runways to which a foreign air carrier is
authorized to conduct CAT III instrument approach and landing operations need
to be entered in Table 2, along with any required limitations.
2) CAT II/III status lists. The lists contain information concerning
U.S. airports/runways approved for CAT II and CAT III instrument landing system
(ILS) operations. The CAT II/III status list will be published semi‑annually
on January 31 and July 31. The CAT III lists in Sections 3, 4, and 7 replace
the information in FAA Order 8400.8, Procedures for the Approval of Facilities for FAR Part
121 and Part
135 Cat III Operations, appendix 4.
OPSPEC C063—IFR RNAV 1 DEPARTURE PROCEDURES (DP) AND STANDARD TERMINAL ARRIVALS (STAR)—U.S. AIRPORTS (OPTIONAL).
A. General. The FAA authorizes instrument flight rules (IFR)
Area Navigation (RNAV) 1 Departure Procedures (DP) and Standard Terminal Arrival
Route (STAR) to U.S. airports in accordance with 14 CFR part
129.17 by issuance of OpSpec C063. Before the FAA issues OpSpec C063, each
foreign air carrier and each airplane type used by that foreign air carrier
require approval by the State of the Operator.
1) OpSpec C063 authorizes foreign air carriers to conduct operations using 14 CFR part
97, Standard Instrument Procedures, U.S. IFR terminal area navigation
RNAV 1 DP and RNAV 1 STAR in the U.S. National Airspace System (NAS). Foreign
air carriers must be authorized to conduct RNAV 1 DPs and STAR operations by
the State of the Operator Civil Aviation Authority (CAA) prior to applying to
the FAA for issuance of OpSpec C063.
2) The term RNAV 1 DPs includes Standard Instrument Departures (SID) and Obstacle Departure
3) OpSpec C063 authorization must not be issued to a foreign
air carrier unless the State of the Operator CAA has approved the air carrier
for RNAV 1 DPs
and STAR (to include operations, procedures, aircraft and aircraft equipment,
and flightcrew training to conduct RNAV 1 DP and STAR).
B. Criteria Acceptable to the FAA. The FAA issues OpSpec C063
for RNAV 1 DPs
and STAR operations in accordance with, but not limited to, the following:
1) The current edition of International Civil Aviation Organization
(ICAO) Doc 9613, Performance-based Navigation (PBN) Manual.
2) Joint Aviation Authority (JAA) temporary guidance leaflet
(TGL) Number 10, Airworthiness and Operational Approval for Precision RNAV Operations
in Designated European Airspace.
3) If adopted by the CAA, equivalent standards to the current edition of Advisory Circular (AC)
90-100, U.S. Terminal and En Route Area Navigation
(RNAV) Operations, or AC
90-105, Approval Guidance for RNP Operations and
Barometric Vertical Navigation in the U.S. National Airspace System.
NOTE: Principal inspectors (PI) must coordinate all acceptable criteria
other than these specified in subparagraph B with the International Programs
and Policy Division (AFS-50) and the Flight Technologies and Procedures Division (AFS-400).
C. RNAV 1 DPs and STARs. AC
90-100 provides detailed guidance for operations on RNAV 1 DPs and RNAV 1 STAR in U.S. airspace.
2) Additional information may also be found in the Web-based
Operations Safety System (WebOPSS) guidance in association with OpSpec C063
by clicking on the “Guidance” tab.
D. Outlining Procedures Using This Approval. Procedures used
under this approval should be outlined in the appropriate operations manual
approved by the State of the Operator CAA or within the OpSpec C063 template
for foreign air carriers that do not have an operations manual. Foreign air
carriers that do not have an operations manual must still have procedures using
RNAV 1 or Required
Navigation Performance (RNP) 1 approved by the State of the Operator CAA.
E. Designation of RNAV 1. Part
97 U.S. RNAV DPs and STARs throughout the NAS are designated as RNAV 1 and
published in accordance with part
F. Definitions Related to This Authorization. Some important
definitions as they relate to this authorization:
1) Climb Via and Descent Via. Refer to Information for Operators
(InFO) 14003, “Climb Via” Phraseology for Standard Instrument Departure (SID),
Modification to “Descend Via” Phraseology for Standard Terminal Arrival Route
(STAR), and Phraseology associated with Speed Instructions.
2) Flight Management System Procedure (FMSP). An RNAV arrival,
departure, or approach procedure developed for use by aircraft equipped with
a flight management system (FMS).
NOTE: The number of FMSPs in the NAS is limited and FMSP criteria are
no longer preferred for the design of RNAV procedures.
3) Instrument DP. Instrument DPs are published IFR procedures
that provide obstruction clearance from the terminal area to the en route structure.
There are two types of DPs: SIDs and ODPs.
a) SID. A SID is a published IFR air traffic control (ATC) DP that
provides obstacle clearance and a transition from the terminal area to the en
route structure. SIDs are primarily designed for air traffic system enhancement
to expedite traffic flow and to reduce pilot/controller workload.
b) ODP. An ODP is a published IFR DP that provides obstruction clearance
via the least onerous route from the terminal area to the appropriate en route
structure. ODPs are recommended for obstruction clearance unless an alternate
DP (such as a SID or radar vector) has been specifically assigned by ATC. The
RNAV 1 ODP must be retrievable from the FMS database and included in the filed flight plan.
4) STAR. An RNAV STAR is a published IFR ATC arrival procedure
that provides a transition from the en route structure to the terminal area.
5) RNAV 1 DPs and STARs. RNAV 1 terminal procedures require the aircraft’s track-keeping
accuracy remain bounded by +1 nautical mile for 95 percent of the total flight
time. RNAV 1 terminal procedures requiring, as a minimum, a distance measuring
equipment (DME)/DME/Inertial Reference Unit (IRU)-based and/or Global Position
System (GPS)-based RNAV system satisfying the criteria of AC
G. Training. All foreign air carrier flightcrews must have successfully
completed their State of the Operator CAA-approved IFR RNAV 1 DP or STAR training program prior to conducting IFR RNAV 1 DPs or STARs at U.S. airports.
H. Foreign Air Carrier Actions. A foreign air carrier
applying to the FAA for the issuance of OpSpec C063 must provide the responsible
Flight Standards District Office (FSDO)/International Field Office (IFO)/International
Field Unit (IFU) with evidence that the State of the Operator has approved the
foreign air carrier for this operation. The approval must include:
· A statement from the State of the Operator’s CAA stating that
the foreign air carrier is approved for RNAV 1 DP and STAR in accordance with XXXX (e.g., ICAO Doc 9613) criteria, that
the aircraft and aircraft equipment are eligible and approved for RNAV 1 DP and STAR, and that the flightcrews are trained to conduct RNAV 1 DP and STARs;
· RNAV system make, model, and part number(s) approved;
· Procedures using RNAV 1 DP and STAR (see subparagraph D), and
· Any other pertinent information.
NOTE: The FAA and PIs are not responsible for evaluating a foreign air
carrier’s training program. Air carrier training programs are evaluated and
approved by the State of the Operator CAA. PIs may accept equipment eligibility
that has been determined eligible and approved by a foreign air carrier’s CAA
when it is also documented by the Aircraft Flight Manual (AFM) or other FAA-recognized means.
I. PI Actions. Based on the information supplied by the foreign
air carrier, the principal operations inspector (POI) must coordinate with the
principal avionics inspector (PAI) to determine equipment eligibility in accordance
with the RNAV 1 DPs and STARs compliance table. An aircraft equipment compliance
table is available via the AFS-470 Web site at
http://www.faa.gov/about/office_org/headquarters_offices/avs/offices/afs/afs400/afs470/pbn/. A link to
this site may also be found under the guidance tab in WebOPSS for OpSpec C063.
1) The PAI determines the proper nomenclature of the equipment
manufacturer’s make, model, and software version, and that the RNAV equipment
and system is installed in accordance with approved data and meets the criteria of AC
90-100 or AC
90-105. To ensure the proper configuration control of
the approved RNAV operating system, it is required to list both the hardware and the software part numbers or version/revision numbers in Table 1 of OpSpec C063.
2) As described in the AC
90-100 and AC
90-105, the term “compliance” means meeting the
operational and functional performance criteria. For the intended purpose of this policy, “compatible” means equipment and systems that perform their intended function and meet performance
requirements for RNAV 1 operations, as determined to be in compliance for approval.
NOTE: Aircraft compliant with the current edition of AC
90-45, Approval of Area Navigation Systems for Use in the U.S. National
Airspace System, may not be compliant with the criteria in AC
NOTE: Per AC
90-100 and AC
90-105, data suppliers and avionics data suppliers
must have an LOA in accordance with the current edition of AC
20-153, Acceptance of Aeronautical Data Processes and
Associated Databases; operators must ensure that data supplier(s) are compliant.
3) RNAV 1 procedures require DME/DME/Inertial Reference Units (IRU) sensors and/or
GPS inputs. Due to gaps in the DME infrastructure of the NAS, “RNAV 1” procedures require IRU sensor inputs to augment DME/DME, which is often referred to as DME/DME/IRU.
NOTE: The Air Traffic Control Flight Plan must contain information in item 18 of the Flight Plan Form indicating the RNAV capabilities and include applicable descriptors.
NOTE: If the responsible FSDO/IFO/IFU is unable to determine equipment
eligibility for RNAV 1 DPs and STARs via the AFS-470 Web site, contact AFS-470 for guidance.
4) Some RNAV equipment and systems may not be able to perform
multiple STAR runway transitions, sometimes known as “route Type 3,” because
of database limitations. Operators of such RNAV systems must procure a “tailored”
database and charts to allow the use of multiple runway transitions in order
to qualify for RNAV 1 approval.
5) After the POI and PAI agree that the foreign air carrier has
been authorized to conduct RNAV 1 DPs and STAR operations by the State of the Operator CAA and that the
foreign air carrier is eligible for RNAV 1 DPs and STARs operations in the U.S. NAS, the OpSpec C063 template may
be issued indicating the appropriate authorizations in Table 1.
J. References to Include (current editions):
· Title 14 CFR Parts
91.503 (data currency);
· FAA Order
1050.1, Environmental Impacts: Policies and Procedures.
· FAA Order JO 7100.9, Standard Terminal Arrival Program and Procedures.
· FAA Order JO 7110.65, Air Traffic Control.
· FAA Order JO 7400.2, Procedures for Handling Airspace Matters.
· FAA Order
8260.3, United States Standard for Terminal Instrument
· FAA Order
8260.19, Flight Procedures and Airspaces.
90-100, U.S Terminal and En Route Area Navigation
90-105, Approval Guidance for RNP Operations and
Barometric Vertical Navigation in the U.S. National Airspace System.
90-45, Approval of Area Navigation Systems for use in the U.S. National
90-96, Approval of U.S. Operators and Aircraft to Operate
Under Instrument Flight Rules (IFR) in European Airspace Designated for Basic Area Navigation (B-RNAV) and Precision Area Navigation (P-RNAV).
20-153, Acceptance of Aeronautical Data Processes and
· ICAO Global Operational Data Link Document (GOLD).
· ICAO Doc 9613, Performance-based Navigation (PBN) Manual.
OPSPEC C064. DECOMMISSIONED.
OPSPEC C065—POWERBACK OPERATIONS WITH AIRPLANES (OPTIONAL). OpSpec C065 authorizes the use of powerplant
reversing systems for rearward taxi operations. Before issuing OpSpec C065,
the foreign air carrier must provide documentation to enable the principal operations
inspector (POI) to determine whether the carrier has established procedures
for powerback operations that its civil aviation authority (CAA) has accepted/approved.
Airplane types make, model, and series (M/M/S) authorized for powerback operations
must be listed in OpSpec C065. Airports where powerback operations are authorized
must also be listed. If the POI and/or foreign air carrier determine that restrictions
to powerback operations are required at certain gates or ramp areas, the restrictions
must be described (adjacent to the airport name) in the “Restrictions and Limitations” column.
OPSPEC C067—SPECIAL AUTHORIZATIONS, PROVISIONS, AND LIMITATIONS FOR CERTAIN AIRPORTS (Required for All Foreign Air Carriers).
A. General. OpSpec C067 authorizes and limits the foreign air
carrier’s operation of airplanes into certain airports. These authorizations
and limitations include the following types of operations:
· Foreign air carriers conducting certain passenger-carrying operations
into uncertificated airports (see subparagraph C),
· Foreign air carriers conducting operations at airports that require
curfew limitations for flights into or out of specific airports (see subparagraph D),
· Foreign air carriers conducting operations into airports that
because of operational considerations may require special aircraft performance
charts and equipment, special lighting (flare pots, etc.), or unpaved runways
(see subparagraph D),and
· Foreign air carriers conducting operations using the Reginald
Bennett International (RBI) Runway Reflectorization System in Alaska (see subparagraph D2).
B. Authorizations Where Other OpSpecs Are Applicable.
1) OpSpec C050 for “special PIC qualification airports” is applicable
for the airport if contained on the List of Special Pilot In Command Qualifications
Airports at the Flight Standards Information Management System (FSIMS)
http://fsims.faa.gov, Publications, Operations Safety System (OPSS) Documents, Operations Safety System
(OPSS) Guidance. Do not list those airports in OpSpec C067 unless one of the
items in subparagraph A also applies.
2) Use OpSpec C381 for listing the airports/runways where the
Flight Technologies and Procedures Division (AFS-400) has approved specific
“special” instrument procedures for a foreign air carrier.
3) OpSpec C064 and C080 are applicable for authorizing a foreign
air carrier to conduct airplane operations in airport terminal areas in Class
G airspace or at airports without an operating control tower.
C. Uncertificated Airports. Title 49 of the United States Code (49 U.S.C.) § 44706, and 14 CFR
part 121, §
121.590 impose restrictions on U.S. carriers operating certain types of
passenger-carrying operations into U.S. land airports that are not certified under 14 CFR part
139 and allow for authorization for such operations by the FAA.
OpSpec C067 imposes the same restrictions for foreign air carriers operating to U.S. land airports under 14 CFR part
129 and makes allowances for certain authorizations.
1) Limitations on the use of uncertificated U.S. land airports by passenger-carrying airplanes in OpSpec C067 are designed to mirror the requirements of §
2) In accordance with the requirements of OpSpec C067, a foreign
air carrier may be authorized to conduct passenger-carrying airplane operations
into an airport (military and nonmilitary) operated by the U.S. Government that
is not certificated under part
139 if those airports to be used meet:
· The equivalent safety standards for airports certificated under part
· The equivalent airport classification requirements under part
139 to serve the type of airplanes to be operated and the type of
operations to be conducted.
3) Inspectors may grant authorization to serve such airports
by entering the location/identifier of each airport, and the make, model, and
series (M/M/S) of the airplanes to be operated in Table 1, provided the State
of Operator civil aviation authority (CAA) has also approved/accepted the operation.
4) Operators should obtain permission from the airport manager
of nonmilitary airports and the base commander of military airports to operate
at these airports before starting operations.
5) This permission is not needed for operations at joint-use
civil and military airports.
D. Other Special Authorizations.
1) Other special authorizations, limitations, and provisions
include those operations that would require special operational considerations
and special flightcrew member training if operations were conducted by a U.S.
carrier. (See guidance in
Volume 4, Chapter 3, Section 5.) Each of these operations must also be approved/accepted
by the State of Operator CAA. These may include but are not limited to:
· Operations into airports with special runway markings, such as
flare pots or trees;
· High altitude airports with special airplane performance requirements; and
· Airports with unpaved runways or runways constructed on frozen lakes and rivers.
2) Special authorization for conducting operations at airports
in Alaska. For authorization to conduct airplane operations using the RBI Runway
Reflectorization System in Alaska:
a) The air carrier must provide a station agent at the airport trained
to give wind information to the flightcrew, and
b) The air carrier must train its flightcrews on this specific system
in accordance with an approved training program. The training program must be
approved in accordance with the following criteria:
1. Each pilot must receive initial and recurrent training in accordance
with their company’s training program approved by the State of Operator’s CAA.
2. Each person must complete initial training (both ground and flight
personnel) prior to his or her participation with this authorization.
3. Recurrent training must be completed within each subsequent 12 calendar-months.
4. Whenever a person who is required to take this recurrent training
completes the training in the calendar-month before or the calendar-month after
the month in which this recurrent training is required, that person is considered
to have completed it in the calendar-month in which it was required.
5. The sample Table 1 (Table 12-7, Sample of Table 1 Airports and Special
Provisions) shows how to provide authorization for conducting operations after
curfew hours at specific airports or use of the RBI Runway Reflectorization
system at specific airports in Table 1 of OpSpec C067.
3) Foreign air carrier turbojet operations on unpaved runways.
Airports with unpaved runways shall be required to have special operational
procedures and flightcrew member training approved/accepted as appropriate by
the State of Operator CAA. For authorization of operations at an airport with
unpaved runways, the principal operations inspector (POI) must identify the
airport and reference the appropriate section of the foreign air carrier’s manuals
in Table 1 of OpSpec C067.
4) Foreign air carrier operations to U.S. airports that do not
have an available alternate in accordance with Annex 6, Part I, Paragraph 22.214.171.124
(b) that are dispatched in accordance with the required fuel reserves set forth
in Annex 6, Part I, Paragraph 126.96.36.199.2 (b), shall be listed along with any
special provisions or limitations, including those imposed by the foreign CAA.
5) Although the FAA does not encourage operators to list in their
OpSpecs aircraft limitations at certain airports during curfew hours, if an
airport authority requires operators to list these limitations in their OpSpecs,
then operators may list them in Table 1 of OpSpec C067. A sample of Table 1
(Table 12-7) below shows an example of limitations for air carrier operations
into specific airports during curfew hours.
Table 12-7. Sample of Table 1 Airports and Special Provisions
PKEK, Ekwok, Alaska
A station agent is required to give wind information
to the flightcrews and the flightcrew must have completed the required
approved training on the Reginald Bennett International (RBI) Runway
DCA, Ronald Reagan Washington National Airport
Limitations during the curfew hours.
Boeing 737-800—Max Takeoff—159,000 pounds
Max Landing—137,600 pounds.
OPSPEC C068—NOISE ABATEMENT DEPARTURE PROFILES (NADP) (OPTIONAL).
A. The Intent of OpSpec C068. OpSpec C068 authorizes foreign
air carriers to conduct Noise Abatement Departure Profile (NADP) operations
in accordance with the provisions of OpSpec C068 and the procedures in the foreign
air carrier’s manuals that its civil aviation authority (CAA) has accepted/approved.
The foreign air carrier shall use the approved NADPs for its turbojet airplanes,
having a maximum certificated gross takeoff weight (GTOW) of more than 75,000
pounds, operating from a noise-sensitive airport within the United States. The
foreign air carrier shall conduct each NADP in accordance with the restrictions
and limitations specified in OpSpec C068 and shall not conduct any other noise
abatement departure profile operations.
1) For the purpose of these OpSpecs, the NADPs for any airplane
type at any one time shall be limited to a maximum of two profiles:
· Close-In NADP operations, and/or
· Distant NADP operations.
2) Only one NADP can be designated for each runway at each airport.
The foreign air carrier’s NADPs must meet the following criteria:
a) For each NADP, the foreign air carrier shall specify the altitude
above field elevation (AFE) at which flightcrews will initiate thrust reduction
from takeoff thrust (close-in profile) or airplane configuration change (distant
profile), excluding gear retraction.
b) Close-In NADP. The foreign air carrier shall use the following
NADP criteria for individual airplane types intended to provide noise reduction
for noise-sensitive areas located in close proximity to the departure end of
1. Initiate thrust cutback at an altitude of no less than 800 feet (ft)
AFE and prior to initiation of flaps or slats retraction.
2. The thrust cutback may be made by manual throttle reduction or by
approved automatic means. Flightcrews may arm the automatic means before takeoff
for cutback at or above 800 ft AFE or may be pilot initiated at or above 800
3. For airplanes without an operational automatic thrust restoration
system, achieve and maintain no less than the thrust level necessary after thrust
reduction to maintain, for the flaps/slats configuration of the airplane, the
takeoff path engine-inoperative climb gradients specified in 14 CFR part
25.111(c)(3) in the event of an engine failure.
4. For airplanes with an operational automatic thrust restoration system,
achieve and maintain no less than the thrust level necessary after thrust reduction
to maintain, for the flaps/slats configuration of the airplane, a takeoff path
engine-inoperative climb gradient of zero percent, provided that the automatic
thrust restoration system will, at a minimum, restore sufficient thrust to maintain
the takeoff path engine-inoperative climb gradients that §
25.111(c)(3) specifies in the event of an engine failure.
5. During the thrust reduction, coordinate the pitchover rate and thrust
reduction to provide a decrease in pitch consistent with allowing indicated
airspeed to decay to no more than 5 knots below the all-engine target climb
speed, and in no case to less than takeoff safety speed (multi) (V2)
for the airplane configuration. For automated throttle systems, acceptable speed
tolerances can be found in the current edition of Advisory Circular
25-15, Approval of Flight Management Systems in Transport Category Airplanes.
6. Maintain the speed and thrust criteria as described in steps A2)b)3
through A2)b)5 to 3,000 ft AFE or above, or until the airplane has been
fully transitioned to the en route climb configuration (whichever occurs first),
then transition to normal en route climb procedures.
c) Distant NADP. The foreign air carrier shall use the following
NADP criteria for individual airplane types intended to provide noise reduction
for all other noise sensitive areas.
1. Initiate flaps/slats retraction prior to thrust cutback initiation.
Flightcrews should initiate thrust cutback at an altitude no less than 800 ft AFE.
2. Flightcrews may make the thrust cutback by manual throttle reduction
or by approved automatic means. Flightcrews may arm the automatic means prior
to takeoff for cutback at or above 800 ft AFE or the flightcrew may initiate
it at or above 800 ft AFE.
3. For airplanes without an operational automatic thrust restoration
system, achieve and maintain no less than the thrust level necessary after thrust
reduction to maintain, for the flaps/slats configuration of the airplane, the
takeoff path engine-inoperative climb gradients specified in §
25.111(c)(3) in the event of an engine failure.
4. For airplanes with an operational automatic thrust restoration system,
achieve and maintain no less than the thrust level necessary after thrust reduction
to maintain, for the flaps/slats configuration of the airplane, a takeoff path
engine-inoperative climb gradient of zero percent, provided that the automatic
thrust restoration system will, at a minimum, restore sufficient thrust to maintain
the takeoff path engine-inoperative climb gradients specified in
§ 25.111(c)(3) in the event of an engine failure.
5. During the thrust reduction, coordinate the pitchover rate and thrust
reduction to provide a decrease in pitch consistent with allowing indicated
airspeed to decay to no more than five knots below the all-engine target climb
speed, and in no case to less than V2 for the airplane configuration.
For automatic throttle systems, acceptable speed tolerances can be found in AC
6. Maintain the speed and thrust criteria as described in steps A2)c)3
through A2)c)5 to 3,000 ft AFE or above, or until the airplane has been
fully transitioned to the en route climb configuration
(whichever occurs first), then transition to normal en route climb procedures.
B. Airplane Vertical Departure Profiles. Before authorizing this
paragraph, the POI must ensure that all airplane vertical departure profiles
described in the certificate holder’s operations and/or training manuals comply
with the above criteria before authorizing OpSpec C068 for the foreign air carrier.
NOTE: Configuration changes necessary to meet regulatory performance
or operations requirements shall not be affected by this procedure. For those
airplanes that have a performance requirement to reduce takeoff flaps to an
intermediate takeoff flap setting at 400 ft AFE or above, the next flap/slats
retraction should be initiated at an altitude of no less than 800 ft AFE.
OPSPEC C069-C074. RESERVED.
OPSPEC C075—CIRCLING MANEUVERS AND/OR CONTACT APPROACHES AT U.S. AIRPORTS (OPTIONAL).
A. Issuing OpSpec C075. The FAA issues OpSpec C075 to foreign
air carriers with fixed-wing airplanes who conduct either circling maneuvers,
contact approaches, or both (circling maneuvers and contact approaches). OpSpec
C075 specifies the lowest minimums that can be used.
NOTE: Do not issue OpSpec C075 if the foreign air carrier is not authorized
for either the circling maneuver or contact approach.
B. Before Issuing OpSpec C075. The foreign air carrier must submit
documentation showing that their crewmember training program approved by their
Civil Aviation Authority (CAA) provides the appropriate training and checking,
and that the CAA authorized the maneuver and/or approach.
C. Drafting OpSpec C075. Within the OpSpec there are two sets
of selectable static text for circling maneuvers and contact approaches (one
for each when authorized, and one for each when not authorized). The inspector
must select the appropriate text based on what the air carrier is authorized.
For example, if the air carrier is authorized for circling maneuvers and not
for contact approaches, then select the text that states the limitations of
circling maneuvers and the “not authorized” text for contact approaches.
D. Circling Maneuvers Terminology. In any weather condition,
a foreign air carrier that permits its pilots to accept a “circle to land” or
a “circle to runway (runway number)” clearance from air traffic control (ATC)
conducts circle-to-land maneuvers. The term “circle-to-land maneuver” includes
the maneuver that is referenced in various regulations, publications, and documents
as “circle-to-land maneuver,” “circling,” “circling maneuver,” “circle,” “circling approach,” and “circling approach maneuver.” With regard to pilots, conducting
a circle-to-land maneuver means to act as the Pilot Flying (PF) when a circle-to-land
maneuver is being conducted.
E. Aircraft Operating Under Instrument Flight Rules (IFR) During
All Circle-To-Land Maneuvers. Aircraft operating under IFR during all circle-to-land
maneuvers are required to remain clear of clouds. If a flightcrew loses visual
reference to the airport while conducting a circle-to-land maneuver, they must
follow the missed approach procedure specified for the applicable instrument
approach, unless ATC specifies an alternate missed approach procedure.
F. Circling Landing Maneuver. When the ceiling is less than 1,000
feet and visibility is less than 3 statute miles, then the foreign air carrier
shall not use any circling landing minimum lower than that prescribed for the
applicable published instrument approach to be used.
NOTE: This does not authorize the pilots to go below the lowest minimum
authorized by the State of Operator.
G. Pilots Restricted to Circling in Visual Conditions. Any pilot
who possesses a pilot certificate restricting circling approaches to visual
meteorological conditions (VMC) is not eligible to conduct circle-to-land maneuvers except as provided below:
1) He or she must use the higher of the minimum descent altitude
(MDA) of 1,000 feet height above airport (HAA) or the MDA of the published circling
landing minimums for the instrument approach to be used.
2) He or she remains under an IFR clearance and must comply with
the procedures otherwise required for circle-to-land maneuvers. The foreign
air carrier may conduct a circle-to-land maneuver when the reported ceiling
is at least 1,000 feet and the visibility is at least 3 miles, or the reported
weather is at least equal to the published circling landing minimums for the
instrument approach to be used, whichever is higher.
NOTE: Foreign air carriers conducting circle-to-land maneuvers without
training and checking are subject to the same provisions as pilots restricted
to circling in visual conditions.
H. Contact Approach Criteria. The Aeronautical Information Publication
(AIP) of the United States provides further guidance on foreign operators operating
contact approaches in the United States. See
Part 2—En Route (ENR), ENR 1.1,
paragraph 42.3 and ENR 1.5, paragraph 23 of the AIP of the United States, located
at the following Web site:
OPSPEC C076. DECOMISSIONED.
OPSPEC C077—TERMINAL FLIGHT RULES LIMITATIONS AND PROVISIONS (Required for All Carriers Conducting IFR Operations).
A. To Whom OpSpec C077 is Issued. The FAA issues OpSpec C077
to all foreign air carriers operating turbojet and large airplanes to the United
States. Except as provided within OpSpec C077, it restricts all operations to
those conducted to instrument flight rules (IFR) except in accordance with the provisions of 14 CFR part
93, Special Federal Aviation Regulation (SFAR) 50-2, SFAR 71,
or OpSpec B051, if issued. OpSpec C077 allows the foreign air carrier to conduct
the following operations in the terminal area with the restrictions and limitations listed therein:
1) Terminal arrival IFR—visual approach or a charted visual flight procedure (CVFP).
2) Terminal arrival visual flight rules (VFR).
3) Terminal departures VFR.
4) Terminal departures IFR.
B. CVFP. For a foreign air carrier conducting a CVFP, the weather minimums of 14 CFR part
91 prevail except that the carrier shall not use minimums lower
than those established in the CVFP.
C. OpSpec C077 Subparagraph b(2)(b)—Uncontrolled Airports. Uncontrolled
airports may be in Class G airspace. In order for the foreign air carrier to
exercise this provision, OpSpecs C064 and/or C080 must also be issued allowing
operation at airports without an operating control tower and/or operation in Class G airspace.
D. OpSpec C077 Subparagraph b(3). In lieu of a CVFP, a charted
visual procedure that the air carrier’s civil aviation authority (CAA) approved
is highly recommended for all terminal VFR departures/arrivals that fall under
this OpSpec. The proximity of obstacles to the departure flightpath, the seeing
conditions, the accuracy of the guidance and control systems, the pilot’s proficiency,
and the foreign air carrier’s training should determine the size of the area
in which obstacle clearance or avoidance must be considered.
E. OpSpec C077 Subparagraph c(3). This subparagraph contains
a requirement to obtain an IFR clearance no farther than 50 nautical miles (NM)
from the departure airport. However, it is recognized that this procedure may
not be practical in all situations. If a greater distance is necessary, the
foreign air carrier may apply for a nonstandard paragraph. If OpSpec B051 is
issued for VFR en route operations, then for propeller-driven aircraft, except
for certain en route VFR provisions in part
93, SFAR 50-2, or SFAR 71, the flightcrew may depart VFR under the
provision of OpSpec C077 subparagraph c, and the requirement to obtain an IFR clearance en route does not apply.
F. Terminal Departure IFR Requirements in Subparagraph d. If
air traffic control (ATC) clears the flight, it is acceptable to execute a visual
meteorological conditions (VMC) takeoff and climb to a specified point in the
clearance as part of an IFR clearance. However, the foreign air carrier must
ensure that the obstacle performance requirements are met. Further, the flight
must not depart on a VFR flight plan if the capability to go on an IFR flight plan is evident.
G. Subparagraph e. Subparagraph e provides special limitations
and provisions for all VFR operations. This subparagraph is applicable to all
the provisions and limitations of OpSpec C077.
1) Subparagraph e(1). In order for the foreign air carrier to
conduct VFR operations under OpSpec C077, they must have in place either a procedure
or program that can identify obstacles and the airport obstacle data. Further,
they must ensure that the flightcrew use that information. The POI shall request
documentation from the foreign air carrier that this program is in place and
that the air carrier’s CAA has approved VFR terminal operations.
2) OpSpec C077, Subparagraph e(2). Although each subparagraph
has specific details and minimums regarding VFR, the requirement for sufficient
seeing conditions to identify and avoid obstacles is required for all VFR operations.
OPSPEC C078. RESERVED.
OPSPEC C080—TERMINAL AREA IFR OPERATIONS IN CLASS G AIRSPACE AND AT AIRPORTS WITHOUT AN OPERATING CONTROL
TOWER (OPTIONAL). The FAA issues OpSpec C080 to authorize a foreign air
carrier to conduct terminal area airplane instrument flight rules (IFR) operations
in Class G airspace or at airports without an operating control tower.
A. Before Authorizing OpSpec C080. Before authorizing OpSpec
C080, the principal operations inspector (POI) must determine that the foreign
air carrier’s civil aviation authority (CAA) has authorized/approved it for
these types of operations. The foreign air carrier must provide documentation
to the POI showing that they have the required methods or procedures and arrangements
in place for obtaining and disseminating necessary operational information and
that their CAA has accepted/approved them. This operational information must include the following:
1) That the airport is served by an authorized instrument approach
procedure (IAP) (and departure procedure, when applicable).
2) Applicable charts for crewmember use.
3) Operational weather data from an approved source for control
of flight movements and crewmember use. (For a list of examples, see
Volume 3, Chapter 26, Section 4. Note that the examples contained therein are not all inclusive.)
4) Status of airport services and facilities at the time of the operation.
5) Suitable means for pilots to obtain traffic advisories (TA).
6) Sources of traffic and airport advisories.
7) Scheduled passenger operations. The POI must select the optional
text for scheduled operations. The optional text specifies the following additional
requirement: would it not have been for weather, or mechanical or air traffic
control (ATC) delays, the flight would have arrived at the scheduled time and
the airspace would have been Class D.
B. Sources of Traffic and Airport Advisories. Foreign air carriers
may be authorized to use any two-way radio source of air TA information listed
in the Aeronautical Information Manual (AIM) (for operations in U.S. airspace)
or equivalent Aeronautical Information Publications (AIP).
1) These sources include common traffic advisory frequencies
(CTAF), Aeronautical Advisory Stations (UNICOM), Multicom, and Flight Service Stations (FSS).
2) In those cases where two sources are listed at the same airport,
inspectors must ensure that the foreign air carrier’s manuals have procedures
that require pilots to continuously monitor and use the TA frequency when operating
within 10 nautical miles (NM) of the airport. The procedures should require
communication concerning airport services and facilities to be completed while
more than 10 NM from the airport.
3) At some airports, no public use frequencies may be available.
In those cases, a foreign air carrier must arrange for radio communication of
essential information, including surveillance of local or transient aircraft
operations by ground personnel. Ground personnel who provide airport status
and TA reports using a company radio must be able to view airspace around the airport.
OPSPEC C381. RESERVED.
OPSPEC C083—IASA CATEGORY 2 SPECIAL OPERATIONAL RESTRICTIONS—SCHEDULED AND NON-SCHEDULED OPERATIONS, ADDITIONAL AIRCRAFT AND SPECIAL AUTHORIZATIONS (Required for All Carriers from International
Aviation Safety Assessment (IASA) Cat II Countries).
A. General. OpSpec C083 shall be issued to any foreign air carrier conducting operations to the United States under 14 CFR part
129, when the FAA determines under the international aviation
safety assessment program (IASA) that the State of Operator does not oversee
civil aviation safety in accordance with minimum international standards. Such
countries are placed in IASA Category 2. Foreign air carriers with existing
operations to the United States will be permitted to continue operations at
current levels under heightened FAA surveillance. The FAA does not permit expansion
or changes in services to the United States by such carriers while their home
country is in Category 2 status. The FAA will permit new services only if operated
using aircraft wet-leased from a duly authorized and properly supervised U.S.
carrier or a foreign air carrier from a Category 1 country that is authorized
to serve the United States using its own aircraft under part
129. Those operations are not restricted by this OpSpec. Issuance of
OpSpec C083 shall be coordinated with the International Programs and Policy Division (AFS-50). If no operations were conducted to the United States in the 6 calendar-months
prior to the month in which their home country was determined to be Category 2, the responsible FSDO/IFO/IFU should begin the process of withdrawing the carrier’s part
129 OpSpecs instead of issuing this paragraph. That process should only
begin after consultation with AFS-50.
B. Scheduled Operations. In order to maintain operations at current
levels for these carriers, each foreign airport from which the foreign air carrier
provides scheduled service to the United States shall be listed in OpSpec C083
subparagraph a. The foreign air carrier must have provided scheduled service
to the listed city pairs either at the time their home country was determined
to be Category 2, or during the 6 calendar-months prior to the month their home
country was determined to be Category 2. The foreign air carrier shall also
be limited to the frequency operated to those city pairs during the 6 calendar-months
prior to the CAT 2 determination. OpSpec C083 limits the foreign air carrier’s
scheduled operations to the United States to those city pairs and frequency.
If the carrier’s home country once again obtains IASA Category 1 status, this OpSpec will be withdrawn.
C. Nonscheduled Operations. When a foreign air carrier’s home
country is determined to be in IASA Category 2, the FAA restricts the foreign
air carrier’s nonscheduled operations to the geographic areas to which operations
were conducted and frequency of operation during the 6 calendar-months prior
to the Category 2 determination. Each U.S. geographic area to which the foreign
air carrier provides nonscheduled service to the United States and the frequency
of that nonscheduled service over the preceding 6 months shall be listed in
the table in subparagraph b. If the carrier’s home country once again obtains
IASA Category 1 status, this OpSpec will be withdrawn. The applicable geographic
areas are only those that also are listed in OpSpec A001. To list the areas
of geographic authorization, accomplish the following:
1) First, obtain the “list of areas of en route operation.” The
Web-based Operations Safety System (WebOPSS) guidance subsystem contains detailed
information on geographical areas. The areas authorized for issuance to a foreign air carrier in 129 OpSpecs are:
· USA—The 48 Contiguous United States and the District of Columbia,
· USA—The State of Alaska,
· USA—The State of Alaska; the Following Islands [insert],
· USA—The State of Hawaii,
· USA—The State of Hawaii; the Following Islands [insert],
· USA—The States of [insert], and
· USA—The Territory of [insert].
2) Then select the individual areas of en route operations to be authorized.
a) Certain selections have blank spaces, which when selected must
be completed. These selections should normally be used only when the operation
is to be limited to certain states, or islands within a larger geographic area.
For example, a foreign air carrier may have its nonscheduled operations limited
to Hawaii and other specific
island(s) and territories within the region of
the South Pacific Ocean, such as Guam and Samoa, if that carrier provided nonscheduled
service to the area during the prior 6 months. While these types of selections
provide two or three blank spaces, as many states or islands as appropriate can be entered.
b) If the standard phraseology for a particular selection is not
appropriate, the principal operations inspector (POI) may develop an appropriate
description of the area to be authorized. In these cases, the POI) can delete
the standard phraseology and insert the nonstandard description of the geographic area.
Figure 12-3. Example Listing of Restrictions for a Foreign Air Carrier
A. Scheduled Operations.
The foreign air carrier shall only conduct scheduled operations
to and from the United States between the specific city pairs
listed in this paragraph.
PANC Anchorage, Alaska
XXXX anywhere city
Twice per week
Operations. The foreign air carrier’s nonscheduled operations
to and from the United States is restricted to the U.S. geographic
area and frequency listed in this paragraph.
USA—The 48 Contiguous United
States and the District of Columbia
6 flights per year
D. Additional Aircraft. On or after the date their home country
was determined to be CAT 2, no additional aircraft (including substitution of
aircraft) may be added to the carrier’s OpSpecs, except through the issuance
of OpSpec A028 allowing aircraft wet-leased from a duly authorized and properly
supervised U.S. carrier or foreign air carrier from a CAT 1 country that is
authorized to serve the United States using its own aircraft.
E. Special Authorizations. On or after the date their home country
was determined to be CAT 2, no additional special authorizations such as Category
(CAT) II/III, instrument landing system (ILS)/precision runway monitor (PRM),
land-and-hold-short operations (LAHSO), Reduced Vertical Separation Minimum
(RVSM), etc., that require approval, acceptance or authorization by the foreign
air carrier’s Civil Aviation Authority (CAA), shall be authorized in these OpSpecs,
unless such authorizations are necessary in the interest of safety, and shall
be issued only with the concurrence, in writing, of AFS-50. Any existing special
authorizations such as CAT II/III, ILS/PRM, LAHSO, RVSM, etc., that require
an initial approval, acceptance, or authorization and continuing oversight by
the foreign air carrier’s CAA, shall be reviewed to determine that adequate
oversight by the foreign air carrier’s CAA is occurring on a continuous basis.
If it is determined that such adequate oversight by the foreign air carrier’s
CAA is not occurring on a continuous basis, the responsible FSDO/IFO/IFU should
consider withdrawing those special authorizations from the foreign air carrier’s
OpSpecs. That withdrawal process should be initiated only after consultation
with and clearance by AFS-50.
NOTE: Additional information on the FAA’s IASA program, including a
country’s IASA category, can be obtained on the FAA Web site at
OPSPEC C084-C090. RESERVED.
OPSPEC C091—OPERATIONAL REQUIREMENTS AIRPLANE DESIGN GROUP VI, (ICAO GROUP F), (OPTIONAL).
A. Applicability. OpSpec C091 must be issued to foreign air carriers
who conduct takeoff and landing operations using Airplane Design Group VI (ADG-VI),
International Civil Aviation Organization (ICAO) Group F, within the United
States on runways as narrow as 150 feet (45 meters) wide.
B. Operational Requirements. OpSpec C091 specifies the runway
width, Obstacle Free Zone (OFZ), and other airport requirements for these aircraft.
ADG-VI are airplanes with a wingspan from 214 feet (65 meters) up to 262 feet
(80 meters). It closely parallels ICAO Group F criteria. However, where the
ICAO Code designation is also dependent on main gear track width, the FAA criteria
is dependent on the wingspan of the aircraft and tail height. The current edition of Advisory Circular (AC)
150/5300-13, Airport Design, establishes airport
requirements for the different airplane design groups including runway width requirements, taxiway
width requirements, OFZ dimensions, and other airport considerations. Historically,
the FAA has authorized deviations from these established design standards on
an air-carrier-by-air-carrier basis after evaluating the specific air carrier’s
operational procedures and flightcrew training program and standards. Operational
limitations were typically part of the air carrier’s operational authorization
to operate as per the specific deviation granted to the air carrier.
NOTE: In order to allow ADG-VI aircraft operations on existing infrastructure,
U.S. Airplane Design Group V (ADG-V) airports accepting scheduled service of
ADG-VI aircraft are required to undergo a special modification of standards
(MoS) evaluation. The MoS evaluation applies to those portions of the airport
that do not comply with ADG-VI standards. FAA issues approved MoSs for those
portions of the airport deemed safe for ADG-VI operations. In many cases, approved
MoSs include operational limitations to the ADG-VI airplane or the airport operation or both.
C. Foreign Air Carrier and Principal Operation Inspector (POI) Actions.
Prior to initiating service to any ADG-V/ICAO Group F airport with an aircraft
designed for ADG-VI/ICAO Group F, the air carrier must supply the POI with the following:
· State of the Operator authorization;
· Evidence that the requirements of OpSpec C091 were met for the
proposed runway(s) of operations at those airports including potential alternates;
· For destination airports, U.S. airport MoS approval for that make and model
(e.g., A-380 or B-747-8); and
· For alternate airports, the process the operator used to evaluate the airport to ensure it could accommodate the aircraft.
1) It is the air carrier’s responsibility to confirm that they
can comply with the requirements of OpSpec C091 and to supply the POI sufficient
documentation to verify their compliance. The air carrier is responsible for
any necessary coordination and letters of understanding with applicable air
traffic control (ATC) facilities and the airport operators to meet the requirements
of OpSpec C091. For example, taxi routes to be used and procedures to follow
applicable to the specific foreign air carrier shall be established in a written
Taxi Operational Plan approved by the airport operator, ATC, and local control.
2) The POI should provide the air carrier, ATC facility, or airport
operator support, as necessary, to comply with the requirements of OpSpec C091.
A list of airports with MoSs for the A-380 and B-747-8 is located at
NOTE: The air carrier’s compliance with the requirements of OpSpec C091
eliminates the air carrier from having to demonstrate its capability to operate
to the lower criteria specified in OpSpec C091 prior to being issued OpSpec
C091 for that aircraft and airport combination.
D. ADG-VI/ICAO Group F Aircraft. ADG-VI/Group F specifies that
the required runway width be at least 200 feet (60 meters), while ADG-V/Group
E specifies that the runway width be at least 150 feet (45 meters). Currently,
the A-380 and the B-747-8 are the only commercial aircraft in regular airline
service that fit into the ADG‑VI/ICAO Group F criteria, and are therefore subject
to the C091 requirements to takeoff and land on ADG V/ICAO Group E runways.
E. B-747-8 Limitations. The following limitations apply to B-747-8 operations:
1) Runways for takeoffs and landings shall be at least 150 feet (45 meters) wide;
2) Operators must comply with all limitations and procedures
specified in the applicable B-747-8 Airplane Flight Manual (AFM) for lightweight
and aft center of gravity (CG) takeoffs.
NOTE: In accordance with FAA Airports Engineering Brief #74A, Use of
150-Foot (45-M) Wide Runways and Blast Pads for Boeing 747-8 Operations, the
35-foot standard stabilized runway shoulder width for ADG-V does not need to
increase to the ADG-VI standard of 40 feet.
F. A-380 Limitations. The following limitations apply to A-380 operations:
1) The overall runway plus shoulder width is of 280 feet (85
meters) for U.S. ADG-VI and 250 feet (75 meters) for ICAO Group F. In order
to reduce the jet blast impact to 150 feet (45 meters) of runway surface, the FAA recommends stabilized shoulders beyond the runway edge. The FAA 150 foot
runway (width) evaluation for the A-380, along with the recommendations for
these operations contained in ICAO Annex 14, Aerodromes, and the A-380 AFM has
led to the following runway width authorization for A-380 operation in the United States:
2) Runways for takeoffs and landings shall be at least 150 feet
(45 meters) wide with stabilized runway shoulders on both sides of the runway
extending an additional 50 feet (15 meters) outward from the runway edge.
NOTE: The additional safety width is prescribed because the standard
ADG-V runway shoulder width is only 35 feet (10 meters).
3) Runways as narrow as 150 feet (45 meters) wide with or without
the 35 foot (10 meter) wide stabilized shoulders may be used for takeoffs and
landings, provided applicable flight manual procedures for takeoffs on such
runway are followed and procedures are implemented for the full length of the
runway to be inspected by the airport operator for foreign object damage (FOD)
after each takeoff prior to successive aircraft operations.
NOTE: Only the airport operator conducts runway inspections for FOD.
Hence, the air carrier should make sure, or have some documentation, that the
airport operator will do it. The document is the Federally required Airport
Certification Manual under 14 CFR part
4) The hold short lines or hold position must expand outward
from the 280 feet point by 1 foot for every 100 feet the runway threshold elevation
is above sea level. (For example, a threshold elevation of 5,000 feet above
mean sea level (MSL) requires an additional 50 feet. Thus, the hold short lines
or hold position can be no closer than 330 feet (280 feet + 50 feet) from the
runway centerline (RCL).
NOTE: This is to address the hold position of aircraft when an A-380 is on final approach and is as required per the current edition of AC
150/5300-13. Specifically, so that if the
A-380 has to go-around (balked landing) then the lateral area on both sides of the runway is clear of obstacles
so that if the A‑380 deviates left or right during the go-around maneuver (balked
landing) its wing tips will not strike anything.
OPSPEC C381—SPECIAL NON-14 CFR PART
97 INSTRUMENT APPROACH OR DEPARTURE PROCEDURES (OPTIONAL).
NOTE: To obtain the nonstandard authorization C381, the operator is
required to use the nonstandard request process. See Volume 3, Chapter 18, Section
2, paragraphs 3-712 to 3-713, for the nonstandard request process. For foreign
air carriers conducting operations under 14 CFR part
129, submit the formal request to the Flight Technologies and
Procedures Division (AFS-400).
A. Applicability. OpSpec C381 is applicable to all foreign air
carriers conducting airplane operations under part
129. OpSpec C381 authorizes
foreign air carriers to conduct special (non-14 CFR part
97) instrument approach procedures (IAP) or departure procedures
(DPs). OpSpec C381 is an optional authorization for foreign air carriers conducting operations under part
B. Authorization. The foreign air carrier’s training program
must provide training in the equipment and special procedures to be used, and
the foreign air carrier’s civil aviation authority (CAA) must approve the use
of these special procedures. The carrier must be from an international aviation
safety assessment program (IASA) Category 1 State. OpSpec C381 can be issued
once the inspector determines that the foreign air carrier is able to obtain
the operational status of the non-part
97 instrument approach or departure operations.
1) All airports and all special IAPs and DPs must be listed in
Table 1 of OpSpec C381. The full name of the procedure (e.g., “ILS or LOC/DME
RWY 23, Amdt 2”) must be included in the table. Include any limitations or provisions
relevant to a specific procedure in the third column of Table 1.
2) When submitting the formal request to AFS-400 in accordance
with the nonstandard request process, include the draft OpSpec and the approval
documentation from the foreign air carrier’s CAA. AFS-400 will review the technical
content, and forward the request to AFS-50 for approval.
C. Special Terminal IAPs or DPs. For more information on special instrument procedures, see
Volume 4, Chapter 2, Section 10, or contact your regional AXX-220 branch for more information.
OPSPEC C384—AREA NAVIGATION (RNAV) REQUIRED NAVIGATION PERFORMANCE (RNP) INSTRUMENT APPROACH PROCEDURES WITH SPECIAL AIRCRAFT AND AIRCREW AUTHORIZATION REQUIRED (AR).
A. General. OpSpec C384 is used to authorize foreign air carriers
to conduct Area Navigation (RNAV) Required Navigation Performance (RNP) instrument
approach procedures (IAP), which require special aircraft and aircrew authorization
required (SAAAR). These approaches have been published in accordance with 14 CFR part
97 and are charted as “RNAV (RNP) RWY XX,” hereinafter referred
to as RNP SAAAR IAP.
B. Alternative Method. The current edition of FAA advisory circular (AC)
90-101, Approval Guidance for RNP Procedures with Special Aircraft
and Aircrew Authorization Required (SAAAR), provides an acceptable method of
compliance with public RNP SAAAR IAP requirements. In lieu of following this
method without deviation, foreign air carriers may elect to follow an alternative
method, provided the alternative method is also found to be acceptable to the FAA.
C. RNP Approaches. RNP approaches provide an opportunity to improve
safety, efficiency, and capacity. Safety is improved when RNP approaches replace
visual or Nonprecision Approaches (NPA), and efficiency is improved through
more repeatable and optimum flightpaths. Capacity can be improved by de-conflicting
traffic during instrument conditions.
1) RNP SAAAR approaches provide an unprecedented flexibility
in construction of approach procedures. These operations are RNAV procedures
with a specified level of performance and capability. RNP SAAAR approach procedures
build upon the performance-based National Airspace System (NAS) concept. The
performance requirements to conduct an approach are defined, and aircraft are
qualified against these performance requirements. Obstacle evaluation areas
for approaches using conventional navigation aids are based on a predefined
aircraft capability and navigation system. RNP SAAAR criteria for obstacle evaluation
are flexible and designed to adapt to unique operational environments. This
allows approach-specific performance requirements as necessary for that approach
procedure. The operational requirement can include avoiding terrain or obstacles,
deconflicting airspace, or resolving environmental constraints.
2) RNP approaches include unique capabilities that require special
aircraft and aircrew authorization similar to Category (CAT) II/III instrument
landing system (ILS) operations. All RNP SAAAR approaches have reduced lateral
obstacle evaluation areas and vertical obstacle clearance surfaces predicated
on the aircraft and aircrew performance requirements of AC
90-101. In addition, there are two characteristics used for selected
procedures, as necessary. Foreign air carriers can be authorized for any subset of these characteristics:
· Aircraft ability to fly a published arc (also referred to as a radius to a fix (RF) leg); and
· Reduced lateral obstacle evaluation area on the missed approach
(also referred to as a missed approach requiring RNP less than 1.0).
3) When conducting an RNP SAAAR approach using a line of minima
less than RNP 0.3 and/or a missed approach that requires RNP less than 1.0,
you must comply with AC
90-101, appendix 2, paragraph 5 and/or 6.
4) The defining components of RNP capability is the ability of
the aircraft navigation system to monitor its achieved navigation performance
and to identify, display, and alert the pilot when the operational requirement
is not being met during an operation.
1) Overview. Any foreign air carrier with an appropriate operational
authorization (e.g., OpSpecs) may conduct specified RNP SAAAR IAPs, with a process
similar to when foreign air carriers with the proper authorization may conduct
CAT II and CAT III ILS operations. Subparagraph D3)b) (Figure 12-4, RNP SAAAR
Authorization Checklist—(Refer to AC
90-101 for current edition)) contains a checklist and a list of the documents
foreign air carriers must submit to their assigned principal inspectors (PI) when seeking FAA authorization for these operations. Foreign air carriers should comply with the requirements in AC
90-101, appendices 2 through 6. Before application, foreign air carriers
and manufacturers should review all performance requirements. Installation of
equipment by itself does not guarantee final approval for use.
2) Aircraft Qualification and Initial Acceptance of Recommended Operational Documentation.
a) Aircraft Qualification Documentation. Aircraft manufacturers should
develop aircraft qualification documentation showing compliance with AC
90-101, appendix 2. This documentation identifies the optional capabilities
(e.g., RF legs and RNP missed approaches), the RNP capability of each aircraft
configuration, and the characteristics that may alleviate the need for operational
mitigations. This documentation should also define the recommended RNP maintenance
b) RNP SAAAR Operational Documentation. The FAA recommends that the
aircraft manufacturer develop RNP SAAAR operational documentation. The operational
documentation consists of a recommended navigation data validation program (Refer to AC
90-101, appendix 3) and operational considerations (Refer to
AC 90‑101, appendix 4), training programs (Refer to AC
90-101, appendix 5), and RNP monitoring programs (Refer to AC
90-101, appendix 6).
c) FAA Acceptance.
1. For new aircraft, the aircraft qualification documentation can be
approved as part of an aircraft certification project and reflected in the Approved
Flight Manual (AFM) and related documents. The RNP SAAAR operational documentation
can be accepted by the Aircraft Evaluation Group (AEG) in coordination with
the Flight Technologies and Procedures Division (AFS-400).
2. For existing aircraft, the aircraft manufacturer should submit the
aircraft qualification and RNP SAAAR operational documentation to AFS-400. AFS-400
will coordinate with other FAA offices and may accept the package as appropriate
for RNP SAAAR operations. Acceptance will be documented in a letter to the aircraft
3) Operator Authorization.
a) Procedures. Foreign air carriers must present a package of documentary
evidence to their PIs at their responsible Flight Standards District Office
(FSDO)/International Field Office (IFO)/International Field Unit (IFU) showing
compliance with the requirements below, in accordance with AC
90-101, appendices 2 through 6, which is specific to the aircraft, equipment,
and their procedures. Once the principal operations inspector (POI) has made
a determination in cooperation with the principal avionics inspector (PAI) and
principal maintenance inspector (PMI) that the package is satisfactory and complete,
the package shall be forwarded to AFS-400 for review and concurrence. Once AFS-400
concurrence has been obtained that the operator has satisfied the requirements
AC 90‑101, or equivalent, the POI issues OpSpec C384, authorizing RNP SAAAR
IAPs. An RNP SAAAR authorization checklist has been provided on the following pages for use.
b) RNP SAAAR Application Package Contents. The operator submits documentation
of its proposed operation to its responsible FSDO/IFO/IFU. The package should
include, as a minimum, the following:
1. Aircraft qualification documentation. Documentation from the aircraft
manufacturer showing that the proposed aircraft equipment meets the requirements
as outlined in AC
90-101, appendix 2. This documentation should contain any specific hardware
or software equipment requirements, procedural requirements, and limitations.
2. Type of aircraft and description of aircraft equipment to be used.
Provide a configuration list that details pertinent components and equipment
to be used for the operation. The list should include each make, model, and
version of flight management system (FMS) software installed.
3. Operating procedures and practices. Company manuals and checklists
must adequately address the special characteristics of a proposed area of operation
and the operational (navigation) practices and procedures identified in AC
90-101, appendix 4. These procedures shall be included as part of the
manual required by International Civil Aviation Organization (ICAO) Annex 6,
Part I, paragraph 4.2.3, which is approved/accepted by the State of Operator
Civil Aviation Authority (CAA).
4. Navigation data validation program. The foreign air carrier must
provide the specifics of the navigation data validation program as described in AC
90-101, appendix 3. The program will be included in the manual required
by ICAO Annex 6, Part I, paragraph 4.2 that is approved/accepted by the State of Operator CAA.
5. Flightcrew and flight operations officer/flight dispatcher training
programs. Foreign air carriers must submit training syllabi and other appropriate
material to show that RNP SAAAR operations are incorporated into their programs.
Training programs must adequately address the special characteristics of a proposed
area of operation and the operational (navigation) practices and procedures identified in AC
90-101, appendix 5. The training and qualification program must be approved
by the State of Operator CAA.
6. Maintenance program. The operator should submit maintenance program
procedures that include instructions for airworthiness/maintenance of the equipment/systems
to be used in the operation and required training for maintenance personnel.
The foreign air carrier must provide a procedure for removing the aircraft from
and returning the aircraft to RNP SAAAR operational capability. The program
must be approved by the State of Operator CAA. Additionally, for each U.S.-registered
aircraft, the FAA must approve the maintenance program in accordance with part 14 CFR part
7. RNP SAAAR approach monitoring program. The foreign air carrier must
submit a program that collects data on RNP SAAAR procedures conducted. Each
operation should be recorded; unsuccessful attempts should include the factors
that prevented successful completion of the operation.
8. Minimum equipment list (MEL). The operator must revise its MEL as
necessary for the conduct of the operation in accordance with AC
90-101, appendix 4, paragraph 2a and submit the foreign CAA‑approved
revision. Additionally, for U.S.-registered aircraft, the foreign air carrier
must submit the MEL revision for approval to the FAA in accordance with §
9. Validation. The foreign air carrier must submit documentary evidence
that the State of Operator CAA has approved/accepted its U.S. RNP SAAAR IAP
operations in accordance with the criteria in AC
90-101 without deviation, including validation testing. If the foreign
air carrier’s RNP SAAAR IAP operations have been approved/accepted using other
criteria, the criteria used must be submitted to the FAA POI. When the foreign
air carriers use an alternative method other than strict compliance with the requirements of AC
90-101, the foreign air carrier’s package will be forwarded to AFS-400
for review and concurrence before authorization is granted. Validation testing should include:
· Demonstration of the aircraft capability to perform RNP procedures with AR,
· The carrier’s operational and dispatch procedures,
· The effectiveness of the carrier’s training,
· The effectiveness of the equipment maintenance procedures, and
· MEL procedures
NOTE: Validation testing should take advantage of ground training devices
(GTD), simulators, and aircraft demonstrations. If the demonstration will be conducted in an aircraft, it must be completed in day visual meteorological conditions (VMC).
NOTE: Demonstration may be required in each make, model, and version of FMS software installed.
Figure 12-4. RNP SAAAR Authorization Checklist—(Refer to AC
90-101 for Current Version)
Date Application Submitted:
Navigation Data Validation Program
Established Maintenance Procedures
Training (e.g., flightcrew/dispatch)
Minimum equipment list (MEL) Revision (as required)
Operational Procedures Requirements
Required Navigation Performance (RNP) monitoring program
Conditions or Limitations for approval
Dispatch/flight following procedures
Validation successfully completed (as required)
Interim RNP special aircraft and aircrew authorization
required (SAAAR) Approval (issue 14 CFR part
Final RNP SAAAR Approval (issue part
RNP SAAAR Disapproval
c) Interim Authorization. For the first 90 days and at least 100
SAAAR approaches in each aircraft type, the foreign air carrier will be authorized
to conduct RNP approaches with SAAAR using minima associated with RNP 0.3. For
approach procedures with no line of minima associated with RNP 0.3, the procedure
must be flown in VMC. The interim authorization will be removed after completion
of the applicable time period and number of approaches and upon FAA review of
the reports from the RNP SAAAR monitoring program.
NOTE: RNP SAAAR foreign air carrier with experience of equivalent RNP
approaches may receive credit toward the interim authorization requirements.
NOTE: Experienced RNP SAAAR foreign air carriers operating new or upgraded
aircraft types/systems, derivative types, or different aircraft types with identical
crew interface and procedures, may use reduced interim authorization periods
(e.g., fewer than 90 days and 100 approaches) as determined by the POI with
written concurrence from AFS-400.
NOTE: In unique situations where the completion of 100 successful approaches
could take an unreasonably long period of time due to factors such as a small
number of aircraft in the fleet, limited opportunity to use runways having appropriate
procedures, and where or when equivalent reliability can be achieved, a reduction
in the required number of approaches may be considered on a case-by-case basis
by the POI with written concurrence from AFS-400.
d) Final Authorization. The responsible FSDO/IFO/IFU will issue OpSpec
C384, authorizing use of lowest applicable minima after the foreign air carrier
satisfactorily complete their initial 90-day/100-RNP SAAAR approach demonstration period.
e) Aircraft Modification. If any aircraft system required for RNP
SAAAR is modified (e.g., software or hardware change), the aircraft modification
must be evaluated. The foreign air carrier must obtain a new FAA authorization,
supported by the manufacturer’s updated aircraft qualification and operational
E. Inspector Action to Complete OpSpec C384.
1) OpSpec C384 identifies each make, model, and series (M/M/S)
of aircraft, equipment, limitations, and lowest authorized RNP the foreign air
carrier is authorized to use when conducting RNP SAAAR IAP operations within
the United States.
2) All aircraft information must be first entered into the Web-based
automated Operations Safety System (WebOPSS) in the left navigation area, under
CHDO > Maintain Operator Data > Aircraft.
a) From the dropdown in Table 1 of the OpSpec, under the column “Aircraft
M/M/S” select an aircraft M/M/S. Use the “+” symbol to add additional rows.
Repeat for each authorized aircraft.
b) Enter navigation system make/model and software version. The specific
make and model of navigation equipment including the current software version
installed on each associate aircraft M/M/S must be entered in the column labeled
“Enter Navigation System M/M/S and Software Version” of Table 1.
c) Enter limitations in the column labeled “Limitations.” If there
are no limitations, then select “None” from the dropdown; do not leave blank.
Enter all applicable limitations as follows:
“Not authorized to use temperature compensation system. Enter
this limitation unless the aircraft has temperature compensation in accordance with AC
90-101, appendix 2, paragraph 3a(7), and the foreign air carrier provides
pilot training on the use of the temperature compensation function.
“Not authorized procedures requiring radius to fix RF. Enter
this limitation if the aircraft/navigation system does not have RF leg capability.
“Not authorized procedures with missed approaches requiring
RNP less than 1.0. Enter this limitation when the aircraft/navigation system
does not meet AC
90-101, appendix 2 criteria—Approaches with a Missed Approach less than RNP 1.0.”
d) Enter autopilot or flight director (FD) requirement. RNP SAAAR
procedures with RNP values less than RNP 0.3 or with RF legs require the use
of autopilot or FD driven by the RNAV system in all cases. Select in Table 1,
in the column labeled “Autopilot Coupled or Flight Director Required,” one of
the following in accordance with the aircraft/navigation system qualification:
“Autopilot coupled with Flight Director”
“Flight Director Only”
e) Enter Lowest Authorized RNP Value in Table 1 of the OpSpec, in
the column labeled “Lowest RNP.” These values will vary depending on the M/M/S
and navigation system combination.
NOTE: Many aircraft will have different RNP values associated with “Autopilot
coupled with Flight Director” or “Flight Director Only” operations.
F. Interim Authorization. For interim authorization during the
first 90 days and at least 100 SAAAR approaches in each aircraft type, in accordance
with subparagraph D3)c). On the select data screen, text tab, the POI should
select “load subparagraph g. For interim authorization text” and click on “load data,” then draft the paragraph.
RESERVED. Paragraphs 12-215 through 12-268.