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8900.1 CHG 97

Volume 3 GENERAL TECHNICAL ADMINISTRATION

CHAPTER 18 operations specifications

Section 4 Part B Operations Specifications—En Route Authorizations and Limitations

3-816    PART B OPERATIONS SPECIFICATIONS PARAGRAPHS.

NOTE:  The following operations specifications (OpSpec) paragraphs designated with a “*” are for the Title 14 of the Code of Federal Regulations (14 CFR) part 142 database only.

*OPSPEC B001, 14 CFR PART 61 APPROVED CURRICULA—OTHER THAN AIRLINE TRANSPORT PILOT—AIRPLANE. General Guidance found in Volume 3, Chapter 54.

*OPSPEC B002, 14 CFR PART 61 AIRLINE TRANSPORT PILOT CERTIFICATE AND ADDED AIRCRAFT TYPE RATING—AIRPLANE. General Guidance found in Volume 3, Chapter 54.

*OPSPEC B003, 14 CFR PART 61 FLIGHT INSTRUCTOR APPROVED CURRICULA. General Guidance found in Volume 3, Chapter 54.

*OPSPEC B004, AIRMAN CERTIFICATION OTHER THAN PILOT. General Guidance found in Volume 3, Chapter 54.

*OPSPEC B006, REMOVAL OF CENTERLINE THRUST LIMITATIONS. General Guidance found in Volume 3, Chapter 54.

*OPSPEC B008, SATELLITE TRAINING CENTERS OPERATIONS AND AUTHORIZATIONS. General Guidance found in Volume 3, Chapter 54.

*OPSPEC B009, REMOTE TRAINING SITES AUTHORIZATIONS. General Guidance found in Volume 3, Chapter 54.

*OPSPEC B011, 14 CFR PART 61 APPROVED CURRICULA—OTHER THAN AIRLINE TRANSPORT PILOT—ROTORCRAFT/ HELICOPTER. General Guidance found in Volume 3, Chapter 54.

*OPSPEC B012, 14 CFR PART 61 AIRLINE TRANSPORT PILOT CERTIFICATE AND ADDED AIRCRAFT TYPE RATING—ROTORCRAFT/HELICOPTER. General Guidance found in Volume 3, Chapter 54.

OPSPEC B029, DRIFTDOWN OR FUEL DUMPING.

A.    Purpose. OpSpec B029 is used to authorize driftdown or fuel dumping procedures used by the 14 CFR part 121 or 135 certificate holder to demonstrate compliance with 14 CFR terrain clearance requirements. The certificate holder uses the system described or referenced in the OpSpec for its approved driftdown or fuel dumping procedures, limitations, and data.

B.    “Nonstandard” OpSpec Paragraph. This is the template to use that is referred to in the guidance as the “nonstandard” OpSpec paragraph for this authorization. It is “nonstandard” only because of the addition of free text. It is issued as a “standard” OpSpec.

C.    Further Guidance. See Volume 4, Chapter 3, Section 5, Selected Practices, paragraph 4-593 for more information.

OPSPEC B030, IFR NAVIGATION USING GPS/WAAS RNAV SYSTEMS.

A.    Purpose. En route Area Navigation (RNAV) operations in the State of Alaska and its airspace on published air traffic routes using Technical Standard Order (TSO)-C145a/C146a navigation systems as the only means of instrument flight rules (IFR) navigation appropriate for the route to be flown.

B.    Wide Area Augmentation System (WAAS) Equipment. This OpSpec also authorizes TSO‑C145a/C146a WAAS equipment to be used for IFR en route operations at special minimum en route altitudes (MEA) that are outside the operational service volume of ground-based Navigational Aid (NAVAID) if the aircraft operation meets the requirements of sections 3 and 4 of Special Federal Aviation Regulation (SFAR) 97.

C.    Global Positioning System (GPS). The recent availability of TSO-C145a/C146a WAAS equipment constitutes a significant improvement in GPS RNAV technology by the incorporation of WAAS, Fault Detection and Exclusion (FDE), along with receiver autonomous integrity monitoring (RAIM). For a complete discussion of the equipment, see Volume 4, Chapter 1, Section 1, paragraph 4-3D, GPS and WAAS Navigation, and Volume 4, Chapter 1, Section 2, paragraph 4-32, FAA Approval of GPS/WAAS.

D.    Automated Operations Safety Subsystem (OPSS). Principal operations inspectors (POI) can access OpSpec B030 in the OPSS. Required information must be entered to specify the applicable aircraft make, model, and serial number, WAAS manufacturer and model, and the equipment type and class (See Table 3-7, Wide Area Augmentation System Equipment Classes, below).

Table 3-7, Wide Area Augmentation System Equipment Classes

WAAS EQUIPMENT CLASSES

TSO-C145a/C146a

EQUIPMENT CLASS

Oceanic and Domestic En Route, Terminal Area Operations, Nonprecision Approach

 

 

LNAV/VNAV Approaches

LPV

APPROACHES

WAAS Sensor [TSO-C145a]

Class 1

yes

 

 

no

no

Class 2

yes

 

 

yes

no

Class 3

yes

 

 

yes

yes

WAAS Navigation Equipment [TSO-C146a] (note 1)

Class 1

yes

 

 

no

no

Class 2

yes

 

 

yes

no

Class 3

yes

 

 

yes

yes

Class 4 (note 2)

no

 

 

no

yes

NOTE 1: WAAS sensor: While the TSO-C145a sensor supports the operations denoted, the integrated navigation system may not support all of these operations. Consult the Approved Flight Manual (AFM), AFM supplement, pilot’s guide, etc., for more information.

NOTE 2: Class 4 equipment will typically also be authorized under TSO-C145a Class 3. In that configuration the WAAS equipment will support all phases of flight. The integrated navigation system may not support all of these operations (see NOTE 1).

E.    Special Navigation Limitations and Provisions. WAAS equipment uses whatever GPS and WAAS satellites are in view and will provide the best available service. If the navigation service does not meet all of the requirements for the phase of flight, the equipment annunciates the “Loss of Integrity” or an RAIM indication. If all GPS guidance is lost, the equipment will revert to dead reckoning and the flightcrew should take appropriate action (e.g., revert to alternate means of navigation, climb into ground NAVAID coverage, request radar services, proceed visually). Special navigation limitations and provisions are included in this OpSpec to ensure that flightcrews have been properly trained, tested, and qualified. Procedures must also be established for flightcrews and aircraft dispatchers (when applicable) to govern operation during periods of degraded navigation capability and/or satellite outages. Additional special conditions included in this paragraph require the certificate holder to use an approved program to predict navigation outages that impact WAAS equipment.

F.    Independent Systems. Approval of this paragraph requires the aircraft to be equipped with two independent systems capable of supporting the operation. This may be met with:

·    Dual TSO-C146a Class 1, 2 or 3 equipment, installed in accordance with the current edition of Advisory Circular (AC) 20-138, Airworthiness Approval of Global Navigation Satellite System (GNSS) Equipment; or

·    At least one flight management system (FMS) that complies with TSO-C115b (installed in accordance with the current edition of AC 20-130, Airworthiness Approval of Navigation or Flight Management Systems Integrating Multiple Navigation Sensors) and dual TSO-C145a Class 1, 2 or 3 receivers (installed in accordance with AC 20-138).

G.    Navigation System. The navigation system must be fully operational or operated in accordance with an approved minimum equipment list (MEL). The approved navigation system may only be used to navigate along routes defined by fixes residing in the aircraft navigation system database.

H.    Example Program. POIs are encouraged to use the University of Alaska Anchorage Aviation Technology’s Capstone II Training Program for Part 121/135 Operations as a template for approving their certificate holders’ GPS/WAAS ground and flight training. The University of Alaska’s training program proved to be very successful during the Alaska Regions Capstone Phase I Program. Air Transportation Oversight System (ATOS) 14 CFR part 121 POIs should incorporate this review with ATOS tools in determining appropriate action. It is recommended that POIs evaluate the carrier’s specific system installation to determine if any program modifications are required.

*OPSPEC/MSPEC B031, AREAS OF EN ROUTE OPERATION.

A.    Operators. OpSpec B031 is issued to all 14 CFR part 121, 121/135, 135, and 125 operators (fixed-wing and/or rotorcraft).

1)    Only the lead-in paragraph is issued to those part 135 operators who operate under visual flight rules (VFR) only. In the automated Operations Safety Subsystem (OPSS), you will be prompted in the “text tab” to highlight the statement “Load this value only for VFR operation” and then click on “Load Value From Database” button.
2)    All instrument flight rules (IFR) operators are issued the lead-in paragraph and subparagraphs a through f as prescribed below. You will be prompted in the “text tab” of the OPSS to highlight the statement “Load this value only for IFR operation” and then click on “Load Value From Database” button.
3)    Select subparagraph g if the certificate holder is authorized to use global positioning system (GPS) navigation equipment for IFR Class I Navigation.

B.    Specific Authorizations. The delimiting phrases, “if issued” or “if that paragraph is issued” is used in the subparagraphs that refer to other OpSpecs that give the specific authorizations (i.e., IFR in Class G Airspace, Class I Navigation, Class II Navigation). The principal operations inspector (POI) must complete these authorizations and coordinate them with principal maintenance inspectors (PMI).

C.    Subparagraph B(3). Subparagraph b(3), “Operate IFR flights including flights to alternate or diversionary airports in Class G Airspace in accordance with the provisions of paragraphs A014, C064, C080, H113, and/or H121, as applicable, of these OpSpecs, if issued” is a provisionary statement dependent upon the issuance of the other aforementioned OpSpecs for authorization to operate in Class G Airspace.

D.    Subparagraph C. Subparagraph c reads, “Deviations from routings specified in this paragraph are authorized when necessary due to in-flight emergencies or to avoid potentially hazardous meteorological conditions.”

E.    Subparagraphs D, E, and F. Subparagraphs d, e, and f are to be selected for issuance only if they apply to the IFR operator.

1)    Subparagraph d reads, “For operations within [U.S.] Class A Airspace, the certificate holder is authorized to conduct Class I Navigation under positive radar control with the Area Navigation (RNAV) or long-range navigation systems (LRNS) specified in OpSpec B035 of these OpSpecs if that paragraph is issued,” according to the following guidelines:
a)    OpSpec B035 must also be issued to authorize IFR Class I Navigation in U.S. Class A Airspace using RNAV systems, including LRNS.
b)    Any one or all of the aircraft to be operated under the certificate must be capable of conducting part 121 or 135 operations in excess of flight level (FL) 180.
c)    And the airplane(s) has LRNS installed.
d)    OR the aircraft(s) has RNAV systems installed.
e)    An air carrier must have an approved method of “off airway navigation” to depart from established airways. When this capability is lost, the carrier must return to the established airway.
2)    Subparagraph e reads, “The certificate holder is authorized to conduct Class I Navigation, including en route IFR operations outside positive radar control, with the RNAV systems specified in OpSpec B034 of these OpSpecs, if that paragraph is issued,” and is authorized according to the following guidelines:
a)    OpSpec B034 must also be issued to all air carriers conducting Class I Navigation in U.S. and foreign operations who wish to proceed “direct” to a point or destination in or out of controlled airspace.
b)    Any one or all of the aircraft to be operated under the certificate must be authorized IFR Class I Navigation using RNAV systems certified in accordance with the current edition of Advisory Circular (AC) 90-45, Approval of Area Navigation Systems for Use in the U.S. National Airspace System.
3)    Subparagraph f reads, “The certificate holder is authorized to conduct Class II Navigation in accordance with OpSpecs B032 and B036 of these OpSpecs, if those paragraphs are issued.”
a)    Any one or all of the aircraft to be operated under the certificate must be authorized IFR Class II Navigation using approved LRNS (OpSpec B036 issued), in accordance with the current edition of AC 90-79, Recommended Practices and Procedures for the Use of Electronic Long-Range Navigation.
b)    OpSpec B032, IFR En Route Limitations and Provisions, must be issued to all IFR operators; it does not apply if the operator is VFR only.
c)    This approval may be issued with or without a flight navigator as authorized in OpSpec B047.

F.    Subparagraph G. For en route authorization to use GPS for Class I IFR Navigation, if the existing aircraft avionics installation does include RNAV capability, subparagraph g would be selected, which reads, “The certificate holder is authorized to use approved GPS navigation equipment as a supplement to International Civil Aviation Organization (ICAO)-standard navigation equipment while conducting Class I Navigation.”

G.    OpSpec B050. OpSpec B050, Areas of Operations, must also be issued.

OPSPEC/MSPEC B032, EN ROUTE LIMITATIONS AND PROVISIONS. This paragraph is issued to operators who conduct any instrument flight rules (IFR) operations. The second sentence of the lead-in paragraph prohibits IFR operations outside of controlled airspace unless the operator is authorized to conduct such operations by appropriate OpSpecs. In certain situations, OpSpec B032 permits the operator to navigate outside the operational service volume of airways navigation facilities (Class II Navigation) without long-range navigation (LRN) equipment. Some of the criteria that must be met when conducting Class II Navigation without LRN equipment are as follows:

·    Navigation is predicated on International Civil Aviation Organization (ICAO) standard ground-based Navigational Aids (NAVAID) (Very high frequency Omnidirectional Range (VOR), VOR/distance measuring equipment (DME), and nondirectional radio beacon (NDB));

·    A “reliable fix” using ICAO standard NAVAIDs can be obtained at least once each hour;

·    Navigation is conducted to the degree of accuracy required for air traffic control; and

·    Route of flight is a “great circle” route between the two NAVAIDs.

OPSPEC B033 RESERVED.

OPSPEC/MSPEC B034, IFR CLASS I TERMINAL AND EN ROUTE NAVIGATION USING RNAV SYSTEMS.

A.    Purpose. OpSpec B034 authorizes an operator to conduct instrument flight rules (IFR) Class I Navigation using an Area Navigation (RNAV) system, as applicable, in the areas authorized in OpSpec/MSpec B050.

1)    The RNAV system must meet the en route performance criteria prescribed by the most recent version of Advisory Circular (AC) 90-45, Approval of Area Navigation Systems for Use in the U.S. National Airspace System. See Volume 4, Chapter 1, Section 2, Air Navigation Approval Requirements.
2)    A global positioning system (GPS) navigation system approved in accordance with Technical Standard Order (TSO)-129 or TSO-145/146 may be authorized as a supplement to International Civil Aviation Organization (ICAO) standard navigation equipment while conducting Class I Navigation.
3)    When the capability exists to revert to conventional dual airborne Very high frequency Omnidirectional Range (VOR), VOR/distance measuring equipment (DME), and/or non-directional radio beacon (NDB) navigation systems, only a single RNAV system needs to be specified. If this capability is not available, dual or redundant (separate and independent) RNAV systems must be specified.
4)    OpSpec B034 permits the use of a fix obtained from a redundant RNAV system (authorized by OpSpec B034) to substitute for a required ground-based Navigational Aid (NAVAID) fix when that NAVAID is temporarily out of service.

B.    European Airspace. OpSpec B034 also authorizes an operator to conduct IFR operations in designated European Basic RNAV (B-RNAV) and European Precision RNAV (P-RNAV) airspace.

1)    The route design determines whether the operation is terminal or en route navigation.
2)    For B-RNAV terminal and en route operations, the navigation performance is ±5 nautical miles (NM) for 95 percent of the flight time.
3)    For P-RNAV terminal and en route operations, the navigation performance is ±1 NM for 95 percent of the flight time.
4)    If the R-NAV equipment is certified for P-RNAV, it may be authorized for both P-RNAV and B-RNAV terminal and en route operations.
5)    The current editions of the following documentation provides guidance material in regard to on-board R‑NAV equipment requirements and operational approval for operators of U.S.-registered civil aircraft:
a)     AC 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).
b)    Regional Supplementary Procedures contained within ICAO Doc. 7030/4-EUR, Part 1, Rules of the Air, Air Traffic Service and Search and Rescue, require aircraft operating under IFR in designated European P-RNAV airspace to meet a ±1 NM 95 percent accuracy criteria. For B-RNAV, the criteria requirement is ±5 NM 95 percent accuracy.
c)    Functional and performance requirements are contained within European Aviation Safety Administration (EASA), TGL-2/AMJ 20X2 (B-RNAV), EASA TGL-10 (P-RNAV) and Federal Aviation Administration (FAA) AC 90-96, Appendix 1 (B-RNAV) and Appendix 2 (P-RNAV).
6)    Principal inspectors (PI) should evaluate the following documentation for authorizing B-RNAV and/or P‑RNAV:
a)    Sections of the Approved Flight Manual (AFM) that document the appropriate approval in accordance with an appropriate FAA AC as detailed in AC 90-96, Appendix 1, paragraph 1b(1) or Appendix 2, as applicable.
b)    Training and operations manuals that reflect the operating policies of AC 90-96, Appendix 1, paragraphs 1d, 1e, 2, 3, and 4, and any other operational or airspace requirements that may be established by European authorities.

C.    Determining Eligibility. If the operator is unable to determine B-RNAV or P-RNAV equipment eligibility from the AFM, the operator will ask the certificate-holding district office (CHDO) to assess the R-NAV equipment for B-RNAV or P-RNAV eligibility. The operator should provide the following, as applicable:

Table 3-8, Requirements for Basic Area Navigation or Precision Area Navigation Equipment Eligibility

B-RNAV (±5 NM)

Navigation Performance

P-RNAV (±1 NM)

Navigation Performance

RNAV system make, model and part number

RNAV system make, model and part number

Evidence of meeting ±5 NM accuracy, 95%

Evidence of meeting ±1 NM accuracy, 95%

Proof the system meets the required functions for B-RNAV operations

Proof the system meets the required functions for P-RNAV operations

Crew operating procedures, bulletins

Crew operating procedures, bulletins

Any other pertinent information

Any other pertinent information

D.    Unable to Determine Eligibility for B-RNAV. If the CHDO is unable to determine equipment eligibility for B-RNAV, it should forward the request and supporting data through appropriate FAA regional divisions to the Flight Technologies and Procedures Division (AFS-400) for review.

E.    Unable to Determine Eligibility for P-RNAV. If the CHDO is unable to determine equipment eligibility for P-RNAV, it should forward the request and supporting data through the appropriate FAA Flight Standards Regional Division to either the appropriate Aircraft Evaluation Group (AEG).

1)    The AEG will verify that the aircraft and RNAV system meet the criteria for P-RNAV.
2)    The AEG will provide written documentation (e.g., amended Flight Standardization Board (FSB) Report or other official documentation) to verify the eligibility of that equipment.
3)    The written documentation will identify any conditions or limitations necessary (e.g., navigation systems or procedures required, routes, areas, or procedures authorized) when conducting P-RNAV operations.

F.    Issuing the OpSpec. The principal operations inspector (POI) will coordinate with the principal avionics inspector (PAI) to obtain the proper nomenclature of the manufacturer and mode and to ensure that the RNAV system is installed in accordance with approved data and meets the criteria of the most recent version of AC 90-45 and/or AC 90‑96, as applicable. After the PIs determine that the operator is eligible and the navigation equipment is eligible for B-RNAV and/or P-RNAV operations based on the documentation provided by the operator, OpSpec/MSpec B034 may be issued indicating the appropriate authorizations.

1)    The aircraft (make/model) and the manufacturer and model of the RNAV systems authorized for this type of navigation must be listed in table 1 of OpSpec/MSpec B034.
2)    If B-RNAV (±5 NM) and/or P-RNAV (±1 NM) are authorized, these can be selected for insertion into column #4 of table 1. If neither is authorized, select N/A.

OPSPEC/MSPEC/LOA B035, CLASS I NAVIGATION IN THE U.S. CLASS A AIRSPACE USING AREA OR LONG-RANGE NAVIGATION SYSTEMS.

A.    Purpose. The OpSpec/MSpec/LOA B035 template is used to authorize an operator to conduct Class I Navigation within the U.S. Class A airspace using an Area Navigation (RNAV) or long-range navigation system (LRNS). This authorization is applicable to operators conducting operations under 14 CFR parts 91 subpart K (91K), 121, 125 (including those issued a Letter of Deviation Authority (LODA) 125M), and 135.

B.    Not Eligible or Trained. If an operator’s aircraft are not eligible (properly equipped) and/or its flightcrews are not appropriately trained to conduct RNAV Q-routes then that authorization should not selected for inclusion in table 1 and a selection of N/A is used when OpSpec/MSpec/LOA B035 is issued. The current edition of Advisory Circular (AC) 90-100, U.S. Terminal and En Route Area Navigation (RNAV) Operations, provides guidance for operators regarding operations on RNAV routes.

C.    Procedures. Procedures utilized under this approval should be outlined in the appropriate operations manual, (for other than part 121 certificate holders) OpSpec/MSpec/LOA A008, as applicable.

1)    RNAV routes designated as domestic Q-routes are being developed for areas throughout the National Airspace System (NAS) in accordance with AC 90-100.
2)    This guidance, the OpSpec/MSpec/LOA B035 authorization, and AC 90-100 do not apply to RNAV routes in Alaska or routes designated as Q-routes in the Gulf of Mexico.

D.    RNAV Within the Continental United States (CONUS). An RNAV route within the CONUS requiring, as a minimum, a distance measuring equipment (DME)/DME/Inertial Reference Unit (IRU)-based RNAV system satisfying the criteria of AC 90-100. Q-Route procedures require the aircraft’s track-keeping accuracy remain bounded by + 2 nautical miles (NM) for 95 percent of the total flight time.

E.    Training. An operator’s FAA-approved training program should include subject areas and frequency in accordance with the following:

1)    Training and qualification should be conducted in the specific equipment being used and type of procedure(s) approved under the template B035 Q-route authorization and include the following subject areas:
a)    Operating procedures in AC 90-100;
b)    Pilot knowledge requirements and training described in AC 90-100;
c)    Recognition that some manually selectable aircraft bank-limiting functions might reduce the ability to satisfy air traffic control (ATC) path expectations, especially during large angle turns; and
d)    Procedures for verification that the correct routes are entered into the navigation system database.
2)    Recurrent training and continuing qualification should be based upon the following: crewmembers should be trained to proficiency on these RNAV routes during their first training sequence with the specific airplane type and equipment being used by the operator.

F.    Determining Eligibility. Operators and pilots should use the guidance in AC 90-100 to determine their eligibility for domestic U.S. RNAV Q-routes. For the purpose of this authorization, “compliance” means meeting operational and functional performance criteria.

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 90-100.

1)    Domestic Q-routes require DME/DME/IRU sensors and/or global positioning system (GPS) inputs. Due to gaps in the DME infrastructure of the NAS, Q-routes require IRU sensor inputs to augment DME/DME, which is often referred to as DME/DME/IRU.
2)    The operator is responsible for providing equipment eligibility documented by the Approved Flight Manual (AFM). If the operator is unable to determine that the aircraft is eligible, it must provide the following information to the certificate-holding district office (CHDO), as applicable in Table 3-9, Required Q-Route Documentation, below.

Table 3-9, Required Q-Route Documentation

Domestic Q-Route Authorization

Requires the following documentation:

RNAV system make, model, and part number(s)

Evidence of compliance with AC 90-100 requirements

Crew operations procedures

Crew training program

Any other pertinent information

3)    Based on the information supplied by the operator the principal operations inspector (POI) must coordinate with the principal avionics inspector (PAI) to determine equipment eligibility for RNAV Q-routes via the Flight Operations Branch (AFS–410) Web site at: http://www.faa.gov/about/office_org/headquarters_offices/avs/offices/afs/afs400/afs410/.
a)    The PAI determines the proper nomenclature of the manufacturer’s make/model/software version and that the RNAV system is installed in accordance with approved data and meets the criteria of the most recent version of AC 90-100.
b)    If the CHDO is unable to determine equipment eligibility for RNAV Q-routes via the AFS–410 Web site, contact AFS–410 for guidance.
4)    After the principal inspectors (PI) agree that the operator’s navigation equipment, procedures, and flightcrew training are eligible for RNAV Q-route operations, the B035 template may be issued indicating the appropriate authorizations.

G.    Certificate Holders and Program Managers Authorized European Precision Area Navigation (P‑RNAV) Operations. The criteria in AC 90-100 required for U.S. RNAV procedures are generally consistent (but there are exceptions) with the criteria for P-RNAV operations in Europe.

1)    P-RNAV terminal and en route operations require a track-keeping accuracy of ±1 NM for 95 percent of the flight time.
2)    If an operator has met the requirements for and is authorized P-RNAV in the B034 template, that operator may also be eligible for RNAV routes without additional verification of equipment eligibility. POIs should still evaluate their operator’s procedures and training to ensure compliance with AC 90-100.
3)    Appropriate P-RNAV references are:

·     AC 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);

·    European Aviation Safety Agency (EASA) TGL-10; and

·    Volume 3, Chapter 18, Section 4 (see OpSpec/MSpec/LOA B034).

H.    References (current editions).

·     14 CFR part 91, §§ 91.123, 91.205; and 91.503 (data currency),

·     14 CFR part 95,

·     14 CFR part 121, § 121.349,

·     14 CFR part 125, § 125.203,

·     14 CFR part 129, § 129.17,

·     14 CFR part 135, § 135.165, and

·     FAA Order 7110.65, Air Traffic Control.

OPSPEC/MSPEC B036, CLASS II NAVIGATION USING MULTIPLE LONG-RANGE NAVIGATION SYSTEMS. OpSpec B036 authorizes Class II Navigation when long-range navigation systems (LRNS) are required due to the inability to obtain a reliable fix at least once each hour from International Civil Aviation Organization (ICAO) standard Navigational Aids (NAVAID). OpSpecs paragraph B047 should be issued when an operator uses a flight navigator for any type of Class II Navigation. OpSpec B036 authorizes the operator to use LRNS and prohibits the use of a flight navigator.

A.    Required LRNS. In certain areas, LRNS may also be required even though reliable fixes may be obtained more than once each hour. In these areas, traffic density and the navigation accuracy necessary for air traffic control may require the use of LRNS.

1)    Direction and guidance for authorizing Class II Navigation is in Volume 4, Chapter 1, Section 4.
2)    When an operator applies for authorization to conduct Class II Navigation using LRNS or a flight navigator, validation tests are required. See Volume 3, Chapter 29, Section 8.
3)    OpSpec B036 prohibits Class II Navigation within Central East Pacific Airspace (OpSpec B037), North Pacific Airspace (OpSpec B038), Operations Within North Atlantic Minimum Navigation Performance Specifications Airspace (OpSpec B039), and areas of magnetic unreliability (OpSpec B040), unless operations in those areas are authorized by issuing the appropriate referenced paragraphs.
4)    Subparagraph B036b(5) permits the use of a fix obtained from a LRNS to substitute for a required ground-based NAVAID fix when that NAVAID (an airways navigation facility) is temporarily out of service.
5)    The aircraft (make/model) and the LRNS (manufacturer/model) authorized for Class II Navigation must be listed in OpSpec B036. Dual or redundant (separate and independent) LRNS must be indicated in the list.
6)    There are certain areas where a single long-range navigation system (S-LRNS) may be authorized (see OpSpec B054).

B.    Operator’s Long-Range Navigation (LRN) Program. The principal operations inspector (POI) must ensure the operator’s LRN program incorporates the practices and procedures recommended in the most recent version of Advisory Circular (AC) 90-79, Recommended Practices and Procedures for the Use of Electronic Long-Range Navigation, or the operator has approved procedures equivalent to or exceeding those in AC 90-79 or other applicable ACs. These procedures must be in the operator’s manuals and in checklists, as appropriate. Training on the use of LRN equipment and procedures must be included in the operator’s training curriculums. The operator’s minimum equipment lists (MEL) and maintenance programs must address the LRN equipment. The POI must coordinate with the principal avionics inspector (PAI) to obtain the proper nomenclature of the manufacturer and model and to ensure the LRN equipment is installed and maintained in accordance with approved data. See Volume 4, Chapter 1, Section 2.

C.    RNP-10 Documentation. The current edition of FAA Order 8400.12, Required Navigational Performance‑10 (RNP-10) Operational Approval is a guide to RNP-10 aircraft and operator approval in any airspace where RNP-10 navigation criteria are required.

1)    If an operator requests to deviate from the practices and procedures in Order 8400.12, the inspector should forward a request for assistance through the regional Flight Standards division (RFSD) to AFS–400.
2)    The steps in this process should be followed when an operator seeks authority to operate an airplane type/LRNS combination in Class II Navigation areas where RNP-10 is applied and the operator has not previously received RNP-10 approval for that specific airplane type/LRNS combination. Normally, if an operator has received initial Class II Navigation/RNP-10 approval for a specific airplane type/LRNS combination, that operator should not be required to reapply for approval to conduct Class II Navigation/RNP-10 operations on additional routes or areas.
a)    Required Application Items. Order 8400.12 provides guidance on the content of an operator’s RNP‑10 application. The application should contain the items listed below.

1.    Aircraft/Navigation System Group. Airworthiness documents that establish the proposed aircraft/navigation system group, its RNP-10 approval status, and a list of airframes in that group.

2.    Sources of LRNS. Approved or requested RNP-10 time limit for aircraft for which inertial navigation systems (INS) or Inertial Reference Units (IRU) are the only source of LRN.

3.    RNP-10 Area of Operations. Documentation establishing the RNP-10 area of operations or routes for which the specific aircraft/navigation system is eligible.

4.    Operating Practices and Procedures. Documentation that the operator has adopted operating practices and procedures related to RNP-10 operations.

5.    Pilot and Aircraft Dispatcher Knowledge. Documentation showing that the pilot and, if applicable, aircraft dispatcher knowledge of RNP-10 operating practices and procedures have been adopted.

6.    Airworthiness Practices. Documentation that appropriate maintenance practices and procedures have been adopted.

7.    MEL updates, if applicable.

8.    Operating History. Operating history that identifies past problems and incidents, if any, and actions taken to correct the situation.

9.    Removal of RNP-10 Operating Authority. Awareness of the necessity to follow up action after navigation error reports, and the potential for removal of RNP-10 operating authority.

b)    Aircraft Groups and Eligibility Aircraft Groups (Fleets of Aircraft), Paragraph 11 and Determining Aircraft Eligibility, Paragraph 12 of Order 8400.12.

1.    Aircraft Groups (Fleets of Aircraft). In accordance with Order 8400.12, the operator must show the aircraft/navigation system groups that will be presented for approval of RNP-10 operations and provide a list of airframes that are determined to be in the specific aircraft/navigation system groups to be evaluated.

2.    Determining Aircraft Eligibility. For aircraft navigation systems which have been approved by an aircraft certification authority to RNP-10 or better, the operator must provide appropriate sections of the Approved Flight Manual (AFM) that address RNP, including any associated time limits for INS and IRU navigation systems.

3.    Aircraft Equipped with Global Positioning Systems (GPS) Approved to Primary Means of Navigation Standards. For aircraft equipped with GPS, where such GPS units are the only systems for LRN, the operator must show that it is approved in accordance with Order 8400.12. An RNP-10 time limit is not applicable.

4.    Multisensor Systems Integrating GPS (with GPS Integrity Provided by Receiver Autonomous Integrity Monitoring (RAIM)). For multisensor systems incorporating GPS, the operator must show that systems are approved and operated in accordance with Order 8400.12. An RNP-10 time limit is not applicable.

5.    GPS Equipage with Other Approved LRNS (e.g., INS or IRU). See the current editions of AC 90-94, Guidelines for Using GPS Equipment for IFR En Route and Terminal Operations and for Nonprecision Instrument Approaches, and AC 20-138, Airworthiness Approval of Global Navigation Satellite System (GNSS) Equipment. The operator must show that aircraft equipped with GPS and one or more approved LRNS are installed and operated in accordance with AC 90-94 and AC 20-138. An RNP-10 time limit is not applicable.

6.    Equipage Where INS or IRU Provide the Only Means of Long-Range Navigation. The operator must show that INS or IRU installation is approved in accordance with Order 8400.12. Unless the operator takes action to extend the approved navigation system time limit and/or plans to update the system en route, a baseline RNP-10 time limit of 6.2 hours, starting at the time the system was placed in navigation mode, is applicable. See paragraph c)1 and d) below.

7.    Aircraft Eligibility Through Data Collection (Eligibility Group 3). For navigation systems not approved under existing criteria, the operator may demonstrate RNP-10 eligibility through data collection in accordance with the processes detailed in appendices 1 or 6 of Order 8400.12.

c)    Route Evaluation for RNP-10 Time Limits for Aircraft Equipped with Only INSs or IRU, Order 8400.12. If restrictions (e.g., INS RNP-10 time limit) apply to navigation systems, the operator must show the routes or areas where it is eligible to operate. The operator can conduct a one-time evaluation of eligibility to fly in an RNP‑10 area of operations or on specific RNP-10 routes or may elect to evaluate on a per-flight basis.

1.    One-Time Evaluation. For one-time evaluation of a specific RNP-10 area or track system, aviation safety inspectors (ASI) should expect the operator to accomplish the following:

·    Calculate the longest distance from either departure airports or en route update points (if applicable) to the point at which the aircraft will begin to navigate by reference to very high frequency Omnidirectional Range State (VOR), distance measuring equipment (DME), non-directional radio beacon (NDB), or comes under air traffic control (ATC) radar surveillance;

·    As detailed in Order 8400.12, using 75 percent probability wind component, convert this distance to en route time;

·    As detailed in Order 8400.12, if navigation systems are to be updated en route, adjust the base line RNP-10 time limit approved for the specific operator navigation system to account for update accuracy;

·    Subtract 0.3 hours from the baseline for DME/DME;

·    Subtract 0.5 hours from the baseline for VOR/DME;

·    Subtract 1 hour from the baseline for manual update;

·    Compare calculated en route time to the navigation system RNP-10 time limit (adjusted for en route update, if applicable) to determine if the airplane is eligible for the operation; and

·    If the aircraft navigation system is found eligible for operation on the specific routes evaluated, then the RNP-10 area of operations or routes on which RNP-10 operations can be conducted are established. If the aircraft navigation system is not found eligible for operation on all routes evaluated, then the operator will need to designate routes for which it is eligible or take action to gain approval for an extended RNP-10 time limit. See subparagraph d) below.

2.    Calculation of Time Limit for Each Specific Flight, Order 8400.12. For a per-flight evaluation of eligibility to fly a specific RNP-10 route, follow the steps shown in paragraph c)1 above, using flight plan winds to determine en route time. If the RNP-10 time limit is exceeded, the flight must be re-routed or delayed.

d)    Time Limit Extension. Obtaining an RNP-10 Time Limit Extension for INS- or IRU-equipped aircraft, Order 8400.12. An operator can show eligibility for an extended time limit by:

1.    Obtaining approval from an appropriate Aircraft Certification Office (ACO), or

2.    Conducting operational data collection using the processes established in appendices 1 or 6 of Order 8400.12.

e)    Maintenance Requirements. The certificate holder must provide documentation that appropriate maintenance practices and procedures have been adopted.
f)    MEL Requirements. In accordance with Order 8400.12, if applicable, the operator must revise the MEL to address any new operating requirements.
g)    Operations Program. Operations manuals and checklists in accordance with FAA Order 8400.12

1.    Title 14 CFR part 121, 125, and 135 certificate holders must provide revisions to manuals and checklists to show the adoption of the RNP-10 operating practices and procedures contained in the reference paragraphs and sections listed in this paragraph.

2.    Operations training programs and operating practices and procedures are addressed in Order 8400.12.

h)    Deviation to RNP-10 Requirements. The administrator may authorize a certificate holder to deviate from the RNP-10 requirements of OpSpec B036 for a specific flight in designated RNP-10 airspace if the Air Traffic Service (AAT) provider determines that the airplane may be provided appropriate separation and the flight will not interfere with, or impose a burden on other operators. For operations under such authority, the certificate holder will not take off for flight in designated RNP-10 airspace, unless the following requirements of subparagraphs b and d of OpSpec B036 are met:

1.    If fuel planning is predicated on en route climb to flight levels where RNP-10 is normally required, an appropriate request must be coordinated with the AAT provider in advance of the flight.

2.    The appropriate information blocks on the ICAO flight plan filed with the AAT provider show that the airplane and/or certificate holder is not approved for RNP-10 as specified in the certificate holder’s OpSpec B036.

3.    For these flights, at least one of the navigation system configurations listed below must be installed and operational:

·    At least two independent INS;

·    At least two flight management system (FMS)/navigation sensor combinations (or equivalent);

·    At least two independent approved GPS navigation systems acceptable for primary means of Class II Navigation in oceanic and remote areas; and

·    At least two approved independent LRNS from the list below:

·    Inertial navigation system;

·    FMS/navigation sensor combination (or equivalent); and

·    GPS navigation system approved for Class II Navigation in oceanic and remote areas.

4.    Anchorage and Tokyo Oceanic Notices to Airmen (NOTAM), U.S. Government Flight Information Publication (FLIP) supplement for Alaska. AAT providers have established procedures to accommodate in RNP-10 airspace a limited number of flights by airplanes and/or operators not approved for RNP-10. The operator should show that it has adopted appropriate policies and practices to enable it to operate unapproved airplanes in RNP-10 airspace in situations such as:

·    Ferry flights;

·    Flights that do not meet RNP-10 MEL requirements; and

·    Non-scheduled charter flights using unapproved airplanes.

5.    Contacts at Tokyo and Anchorage Oceanic Centers and air traffic policy and procedures for such flights are listed in NOTAMs and/or the Alaska FLIP Supplement and on the FAA RNP Web site. Part 121, 125, and 135 certificate holders will be expected to comply with the provisions of OpSpec B038 for deviation from RNP-10 requirements.

i)    Application Evaluation. The operator should indicate awareness of the provisions of Order 8400.12, for operator follow-up action on reported navigation errors and of the potential to remove RNP-10 operating authority.
j)    Validation. For guidance on validation tests and validation flights for part 121 and 135 operators, reference Volume 3, Chapter 29. Validation testing requires an evaluation of the operator’s programs and documents in accordance with the guidance for RNP-10 approval.

1.    General. The following is intended to provide broad guidance for establishing requirements for validation tests and/or validation flights. The POI should consider each application on its own merit and in accordance Volume 3, Chapter 29. Consult with the RFSD, as necessary.

2.    Establishing the Necessity for Validation Flights. The following is provided as guidance for ASIs to consider in determining whether or not validation flights are required.

·    Operators with previous Class II Navigation experiences with the same navigation equipment as that being proposed for RNP-10 approval. Evaluation of the applicant’s programs and documents should normally suffice. A validation flight should not normally be required.

·    Operators with previous Class II Navigation experience navigating with an LRNS other than that being proposed for RNP-10 approval. Evaluation of the applicant’s programs and documents is required. A validation flight should normally be required. If conducted in Class I airspace, the validation flight may be conducted in revenue service. If conducted in Class II airspace, it must be non-revenue with the exception that cargo may be carried.

·    Operators with no previous Class II Navigation experience proposing to operate where RNP‑10 is required. Evaluation of the operator’s programs and documents is required. A validation flight should be required and should be conducted in Class II airspace. It should be a non-revenue flight with the exception that cargo may be carried.

3.    Conditions for Validation Flights.

·    At least one flight should be observed by an FAA ASI.

·    A demonstration of any required dispatch procedures must be conducted for routes or areas where RNP-10 is required.

·    The flight(s) should be of adequate duration for the pilots to demonstrate knowledge of dispatch requirements, capability to navigate with the system, and to perform the normal and non-normal procedures.

k)    OpSpec/MSpec Entries.

1.    Required Navigation Performance Type Block. This is the RNP type for which the specific navigation system has been approved. Entry options for this block are:

·    RNP-X. Example: RNP-4, RNP-10, etc.

·    Per AFM. Example: For B747-400 equipped with FANS-1 package, AFM establishes RNP Type availability based on GPS satellite availability at dispatch.

·    NA (not applicable). Example: aircraft not used for RNP operations.

2.    RNP Time Limit Block. This is the RNP-10 or RNP-4 time, if applicable, for which the navigation system has been approved. Entry options are:

·    X Hours. Example: 6.3 hours, 10.0 hours.

·    UNL (Unlimited). Example: Primary means GPS, approved multi-sensor system that incorporates GPS.

·    NA (not applicable). Example: aircraft/navigation system no used in RNP operations.

3.    OpSpec B038, Operations in the North Pacific (NOPAC) Airspace and OpSpec B037, Operations in Central East Pacific (CEPAC) Airspace, must also be issued.

4.    For RNP 4 operations, an aircraft must meet a cross-track keeping accuracy and along-track positioning accuracy of no greater than +7.4 km (4 nautical miles (NM)) for 95 percent of the flight time. Different routes that require RNP-4 may have different separation, equipment, and communications requirements. It is possible in the future that a route or airspace could be established that would require RNP-4 navigation capability with very high frequency (VHF) communication and radar. Some examples of routes that require RNP-4 are:

·    Australian Tasman Sea (detailed guidance is contained in Australian Government, Civil Aviation Authority, AC 91U-3(0), Required Navigation Performance 4 (RNP-4) Operational Certificate);

·    Eastern Russia, the Magadan region (requires FANS 1/A-equipped aircraft); and

·    Western region of China and north of the Himalayas, Route 888 (because of the remoteness of the area, RNP-4, Controller-Pilot Data Link Communication (CPDLC), and Automatic Dependent Surveillance (ADS) are required).

5.    Eligibility of aircraft and certification of its navigation equipment for RNP-4 must be determined:

·    For RNP-4 operations in oceanic or remote airspace, at least two fully serviceable independent LRNS, with integrity such that the navigation system does not provide misleading information, must be fitted to the aircraft. These will form part of the basis upon which RNP-4 operational approval is granted.

·    For aircraft incorporating GPS, AC 20-138 or equivalent documents provide an acceptable means of complying with installation requirements for aircraft that use but do not integrate the GNSS output with that of other sensors. The current edition of AC 20-130, Airworthiness Approval of Navigation or Flight Management Systems Integrating Multiple Navigation Sensors, describes an acceptable means of compliance for multi-sensor navigation systems that incorporate GPS.

·    Flightcrew training and operating procedures for the navigation systems to be used must be identified by the operator.

OPSPEC/MSPEC B037, OPERATIONS IN CENTRAL EAST PACIFIC (CEPAC) AIRSPACE. OpSpec B037 authorizes Class II Navigation in the airspace designated as CEPAC airspace. The operator must be authorized to conduct Class II Navigation in accordance with OpSpec B036a before B037 can be issued. If the operator is authorized to conduct Class II Navigation in compliance with OpSpec B036a, no additional validation tests need to be accomplished. However, before issuance, the principal operations inspector (POI) must ensure the operator has a program that includes training or briefing of flightcrews on requirements and standards for conduct of flight in CEPAC airspace.

OPSPEC/MSPEC B038, NORTH PACIFIC (NOPAC) OPERATIONS. OpSpec B038 authorizes Class II Navigation conducted in airspace designated as NOPAC operations airspace. The operator must be authorized to conduct Class II Navigation in compliance with OpSpec B036 before B037 can be issued. Validation tests of the operator’s ability to operate in NOPAC airspace are required. If the operator is authorized to conduct Class II Navigation in compliance with OpSpec B036, a temporary authorization in the form of a letter may be issued so that the operator may conduct validation tests with revenue passengers. One of the purposes of validation tests for NOPAC operations is to verify the operator’s ability to properly use airborne weather radar for monitoring navigational system accuracy to assure avoidance of Soviet airspace. The operator must have manual procedures on the use of airborne weather radar for this purpose. Additionally, if flights are to be conducted at or above flight level (FL) 280, the operator must have a program which trains or briefs flightcrews on requirements and standards for flight in NOPAC airspace. Use of flight navigators in NOPAC airspace (at or above FL 280) is not authorized. When validation tests are completed, OpSpec B038 may be issued.

OPSPEC/MSPEC B039, OPERATIONS WITHIN NORTH ATLANTIC (NAT) MINIMUM NAVIGATION PERFORMANCE SPECIFICATIONS (MNPS) AIRSPACE.

A.    Purpose. OpSpec B039 authorizes Class II Navigation in the airspace designated as NAT/MNPS airspace. The operator must be authorized to conduct Class II Navigation in compliance with OpSpec B036 before B039 can be issued. Validation tests of the operator’s ability to operate in NAT/MNPS airspace are required. If an operator has not been previously issued OpSpec B036, or when a new airplane and/or navigation system is being added to OpSpec B036, validation tests must be conducted to verify the operator’s ability to conduct operations in compliance with both OpSpecs B036 and B039. When validation tests are successfully completed, including passing specified NAT/MNPS pass or fail criteria, OpSpec B039 may be issued.

B.    Airplane and Long-Range Navigation System (LRNS) Models. The airplane (make/model) and the LRNS (manufacturer/model) authorized for operations in NAT/MNPS airspace must be listed in subparagraph B039c. Dual or redundant (separate and independent) LRNS must be indicated in this list.

C.    Singe Long-Range Navigation System (S-LRNS). OpSpec B039 provides for flight operations in NAT/MNPS airspace over special contingency routings with an S-LRNS. Usually, all airplanes and navigational system combinations listed in OpSpec B039 should also be listed in B039, but in a manner that indicates an S-LRNS authorization. This authorization permits revenue operations while positioning the airplane for repair of a malfunctioning navigational system. Additionally, other aircraft and navigational equipment combinations which may need to be ferried over these routes in non-revenue operations should be listed. This is necessary because NAT/MNPS authorization is required regardless of revenue considerations. The following are examples of how airplanes and navigational systems authorized for flight over special contingency routings should be listed.

D.    Canadian MNPS. Title 14 CFR part 135 certificate holders and 14 CFR part 91K program managers that do not have or need Class II (OpSpec B036) authorization but do need authorization to conduct flights in Canadian MNPS, may be issued OpSpec/MSpec B059 in lieu of OpSpec/MSpec B039. See Volume 4, Chapter 1, Section 5, for more information.

OPSPEC/MSPEC B040, OPERATIONS IN AREAS OF MAGNETIC UNRELIABILITY.

A.    Purpose. OpSpec B040 authorizes either Class I or Class II Navigation in areas of magnetic unreliability (AMU). If flight operations in these areas involve Class II Navigation requiring long-range navigation systems (LRNS), OpSpec B036 must also be issued. Validation tests of the operator’s ability to conduct flights in AMUs are required. Except for inertial navigation systems (INS), validation tests of any type of navigational equipment (or a flight navigator) must be non-revenue. When validation tests are successfully completed, OpSpec B040 may be issued. When an operator requests authorization to conduct operations in AMUs, the principal operations inspector (POI) will advise AFS–400 (202-385-4586). AFS–400 will arrange for one of the FAA’s navigation specialists to work with the POI to ensure that operations in AMUs meet appropriate requirements. For more information on flight operations in AMUs, see Volume 4, Chapter 1, Section 5.

B.    Airplane and Navigational Models. The airplane (make/model), the manufacturer and model of the navigational equipment, and the type of navigation (heading reference) to be used must be listed in subparagraph B040a. When pilot-operated electronic LRNS are authorized, they must be dual or redundant systems. When heading information is obtained from sources which are not inertially referenced, the manufacturer and model of the heading reference system (compasses) must also be specified. The following are examples of how this information should be listed.

Table 3-10, Examples of Airplane and Navigational Equipment Information for OpSpec B040a

AIRCRAFT TYPE

(MAKE/MODEL)

NAVIGATION EQUIPMENT

(MANUFACTURER/MODEL)

TYPE NAVIGATION

 

 

EN ROUTE

APPROACH

Doug DC10

Dual Delco

Carousel IV INSS

 

True

True/Mag

Doug DC8

Single Litton LTN-3100 ONS, Dual Bendix PB20 Polar Path Compasses and a flight navigator

 

Grid

Grid/True

Lkheed 382

Dual Collins ADF 462 and dual King//Bendix KNR-634 VORs and Dual Bendix PB60 Polar Path Compasses

True/Grid Station Referenced & Pilotage

True/Grid Station Referenced & Pilotage

OPSPEC B041, NORTH ATLANTIC OPERATION (NAT/OPS) WITH TWO ENGINE AIRPLANES UNDER PART 121.

A.    Purpose. OpSpec B041 is issued to those 14 CFR part 121 operators who demonstrate the capability and competency to safely conduct operations over the North Atlantic with two-engine airplanes within the 60-minute constraint of part 121, § 121.161. This paragraph restricts the authorized area of operation to those portions of the North Atlantic which have a maximum diversion time, from any point along the route of flight, to a diversionary airport of 60 minutes or less at the approved one-engine inoperative cruise speed (under standard conditions in still air). Due to the unique nature of these operations, OpSpec B041 will not be issued until review and concurrence is obtained from regional Flight Standards division (RFSD) and AFS–400. It is FAA policy and direction that these operations be evaluated and approved on a case-by-case basis. This evaluation must include consideration of the character of the terrain within the proposed area of operation, kind of operation, performance of the airplane to be used, capabilities of the alternate airports en route, and the provisions of OpSpec B041. This evaluation must also include consideration of the routes of flight, and airports and instrument approaches likely to be used during an en route diversion resulting from an in-flight contingency.

B.    Other OpSpecs. Since these operations involve Class II Navigation, OpSpec B036 must also be issued. OpSpec B039 must be issued if an operation involves flight in North Atlantic Minimum Navigation Performance Specifications (NAT/MNPS) airspace. OpSpec B043 (special fuel reserves) and/or OpSpec B044 must also be issued if an operator is authorized to use the provisions of these paragraphs while conducting operations authorized by OpSpec B041. OpSpec B050 must authorize operation in the North Atlantic and must specify appropriate reference paragraphs including any restrictions/limitations necessary to accommodate operations of two-engine airplanes in the North Atlantic. Since the operations authorized by OpSpec B041 are restricted by the 60-minute rule, these operations comply with the basic provisions of § 121.161. Therefore, a request for deviation from the basic provisions of this rule is not required for this type of operation.

C.    Airplane Model. Each airplane (make/model) authorized for these operations must be listed in OpSpec B041. Any special equipment or limitations applicable to operations in the NAT/OPS area, including any prohibition of the operation of certain series of aircraft, must also be listed in OpSpec B041 for each make and model listed. The following is an example of how each authorized airplane should be listed.

Table 3-11, Example Listing of Additional Special Equipment/Limitations by Authorized Airplane

AIRPLANE TYPE

MAKE/MODEL

ADDITIONAL SPECIAL

EQUIPMENT/LIMITATIONS

Boeing 767

DUAL NDB REQUIRED

Airbus 310

A-310-200 ONLY

OPSPEC B042, EXTENDED RANGE OPERATIONS WITH TWO ENGINE AIRPLANES UNDER PART 121 (ER-OPS). OpSpec B042 is only issued to 14 CFR part 121 operators who are approved to conduct extended range operations with two-engine airplanes under a deviation as provided for by part 121, § 121.161. “Extended-Range Operations” (ER-OPS) are any operations (with a two-engine airplane) which contain a point along the route of flight where the diversion time to an approved diversionary airport is greater than 60 minutes at the approved one-engine inoperative cruise speed (under standard conditions in still air). Due to the unique nature of ER-OPS, OpSpec B042 will not be issued unless written concurrence is received from the Air Transportation Division (AFS–200). When an operator proposes ER-OPS and/or requests authorization to conduct ER-OPS, principal inspectors (PI) must immediately notify AFS–200 through the regional Flight Standards division (RFSD). AFS–200 will advise the RFSD and PI on how to proceed with evaluation and approval of the operator proposed ER-OPS proposal.

A.    Maximum Diversion Times in Excess of 75 Minutes. All ER-OPS with maximum diversion times in excess of 75 minutes must be evaluated and approved in accordance with the current version of Advisory Circular (AC) 120-42, Extended Operations (ETOPS and Polar Operations ), and any additional criteria specified by this order. As a minimum, the following conditions must be met:

1)    The airplane/engine combination to be used must be type-design approved for the extended-range operation proposed;
2)    The ER-OPS maintenance and the flight operation programs must meet or exceed AC 120-42 criteria; and
3)    Higher Headquarters (region and Flight Standards Service (AFS)) must concur with the proposed operation.

B.    Maximum Diversion Times of 75 Minutes or Less. ER-OPS with maximum diversions times of 75 minutes or less must also be evaluated and approved on a case-by-case basis. Although type design approval is not specifically required for ER-OPS of 75 minutes or less, the airplane’s design must be reviewed to identify any special equipment or requirements necessary to safely conduct these operations. Except for ER-OPS in the Western Atlantic and Caribbean Sea, ER-OPS maintenance and flight operations programs for these operations must meet AC 120-42 criteria. Operations in the Western Atlantic and Caribbean Sea are approved on a case-by-case basis considering reliability of the propulsion system, character of the terrain, kind of operation, performance of the airplane to be used, capabilities of the alternate airports en route, and the special provisions for this area in OpSpec B042. All ER-OPS with diversion times of 75 minutes or less require RFSD and AFS–200 review and concurrence before issuing OpSpecs approval for these operations.

C.    General or Special Authorization. OpSpec B042 can be used to issue a general ER-OPS authorization, a special authorization for the Western Atlantic and Caribbean Sea, or both, as appropriate.

1)    If the operator is authorized ER-OPS but is not authorized to use the special provisions established for the Western Atlantic and Caribbean Sea, the computer will print only the general authorization.
2)    If the operator is authorized to conduct ER-OPS only in the Western Atlantic and Caribbean Sea, the computer will print only this special authorization.
3)    If the certificate holder is authorized to conduct both types of operation, the computer will print both authorizations.

D.    General Authorization. Subparagraph B042a is a general authorization and is issued if the operator is to be authorized to conduct any ER-OPS in areas other than the Western Atlantic and the Caribbean Sea. Paragraph D086 requires that airplanes used to conduct these operations be listed by aircraft make/model/series, registration number, and maximum diversion times. PIs must coordinate closely to ensure the proper completion of D086. The following is an example of how this information should be listed in table 1 of paragraph D086.

Table 3-12, Example Completed Table 1 of Paragraph D086

AIRPLANE TYPE

(MAKE/MODEL/SERIES)

REGISTRATION NUMBERS

MAXIMUM DIVERSION TIME IN MINUTES

Boeing 737 222

N932

120

Boeing 767 222

N601

N602

180

180

Airbus 310 A310221

N601PA

N602PA

120

120

Airbus 310 A310300

N630PA

75

NOTE:  The approved ER-OPS en route alternate airports must also be specified. Only those airports which meet the en route alternate airport criteria in AC 120-42 can be approved for use in ER-OPS. If the list of en route alternate airports is extensive, the principal operations inspector (POI) may attach a list of these airports, prepared by the operator, to this paragraph. If a list is attached, the words “See attached list” must be entered in subparagraph B042a(4). The following is an example of how each authorized en route alternate airport should be listed.

Table 3-13, Example List of Authorized En Route Alternate Airports

ER-OPS EN ROUTE ALTERNATE AIRPORT(S)

KEFLAVIK

BIKF

SONDERSTROM

BIRK

GANDER

CYQX

LAJES

LPLA

SHANNON

EINN

REYKJAVIK

BIRK (B737 ONLY)

E.    Special Provisions for Western Atlantic and Caribbean Sea. Subparagraph B042b is a specific authorization and is issued if the operator is authorized to conduct any special ER-OPS (with two-engine airplanes) in the Western Atlantic and Caribbean Sea using a maximum diversion time of 75 minutes or less. The airplanes approved for these operations are listed by airplane make/model and any special equipment/limitations required to assure the airplane is airworthy for these operations. The special equipment/limitations columns should be used to limit the operation to a specific aircraft series, if appropriate. The following is an example of how each authorized airplane is listed.

Table 3-14, Example List of Authorized Airplanes for Extended Range Operations in the Western Atlantic and Caribbean Sea

AIRPLANE TYPE (MAKE/MODEL/SERIES)

SPECIAL EQUIPMENT/ LIMITATIONS

 

 

Airbus 300

Series A300B4203 Only

Boeing 737

APU Generator Operating

Boeing 767

None

Doug DC9

MAX TOGW 138,000

F.    Other OpSpecs. Since these operations are conducted under a deviation to § 121.161, OpSpec A005 must list § 121.161(a) and reference OpSpec B042. Since these operations involve Class II Navigation, OpSpec B036 must also be issued. OpSpec B037 must be issued if the operation involves Central East Pacific (CEPAC) airspace. OpSpec B038 must be issued if the operation involves North Pacific (NOPAC) airspace. OpSpec B039 must be issued if the operation involves North Atlantic Minimum Navigation Performance Specifications (NAT/MNPS) airspace. OpSpec B040 must be issued if the operation involves areas of magnetic unreliability. OpSpec B043 and/or OpSpec B044 must be issued if the operator is authorized to use these fuel reserves in ER-OPS. If the operation involves transatlantic flight in the North Atlantic, these operations can also be authorized under OpSpec B041 if the capabilities of the aircraft permit North Atlantic Operations (NAT/OPS) under the 60-minute rule.

OPSPEC/LOA B043, SPECIAL FUEL RESERVES IN INTERNATIONAL OPERATIONS.

A.    Purpose. OpSpec B043 provides the method for approving operators that conduct operations under 14 CFR part 121 or 125 to use fuel supplies specified in OpSpec B043 in place of fuel supplies required by part 121, § 121.645 or part 125, § 125.377, as applicable. This authorization, OpSpec B043, is applicable to 14 CFR part 119 certificate holders conducting operations under part 121 or 125. As LOA B043, it is also applicable to those operators that have been issued a deviation from the certificate and OpSpec requirements of part 125 but are still required to conduct operations in accordance with part 125.

1)    This authorization grants the operator a deviation from certain requirements of § 121.645(b) or § 125.377(b), as applicable. Therefore, § 121.645(b) or § 125.377(b), as applicable, and OpSpec B043 must be listed in the operator’s OpSpec A005.
2)    Fuel supplies required by OpSpec B043 are a hybrid between domestic fuel reserves and international fuel reserves.
a)    When a portion of the route is conducted in an area(s) where the aircraft’s position can not be reliably fixed at least once each hour in accordance with paragraph B032 of these OpSpecs additional international reserve fuel supplies must be loaded in accordance with subparagraph b) below.
b)    The additional reserve fuel must be equal to the amount of fuel required to fly for a period of 10 percent of the time it takes to fly that portion of the route in Class II Navigation, unless utilizing this deviation in conjunction with OpSpec B343, Fuel Reserve for Nonstandard Flag and Supplemental Operations.

B.    Rationale. The rationale for the provisions of OpSpec B043 includes the following:

1)    The additional international fuel supply is required only for that portion of a flight in areas where there is a lack of International Civil Aviation Organization (ICAO) standard Navigational Aids (NAVAID), reliable very-high frequency (VHF) communications, reliability of winds aloft flight planning forecast, and diversionary airports. Examples of areas lacking these facilities and services include transoceanic areas, Northern Canada, the Polar Regions, and certain areas in South America, Africa, the Middle East, and Asia.
2)    The additional international reserve fuel supply is not required for flights in areas where there are ICAO standard NAVAIDs (Class I Navigation), reliable VHF communications, reliable upper air wind pattern information and availability of adequate diversionary airports.
3)    For example, the additional international reserve fuel supply is not required between inter-European cities or for certain routes between U.S. cities and Central and South American cities. In another example, the additional international reserve fuel supply is not required for certain airways between the U.S. and Canada, or Alaska exclusive of the Northern Control Area (NCA) tracks which require long-range navigation systems (LRNS) to adequately navigate to the degree of accuracy required by air traffic control (ATC) Class II Navigation.

C.    Reviewing the Proposed Operations. When an operator requests authorization to conduct operations using the special fuel reserves described in OpSpec B043, the principal operations inspector (POI) will advise AFS–400 or AFS–220/820 (202-267-7493) and the San Francisco International Field Office (SFO-IFO) (650-876-2756) navigation specialists as appropriate. AFS–400 will arrange for one of the FAA’s navigation and aircraft dispatch aviation safety inspector (ASI) specialists to work with the POI to ensure the operator’s proposed operations with special fuel reserves will meet appropriate requirements. AFS–220/820 will review the operator’s request and supporting documentation and advise the POI of concurrence and or comments.

D.    Operator Procedures. Before issuing OpSpec B043, the operator must develop procedures, which ensure that flightcrews and aircraft dispatchers (or flight followers) are made specifically aware of fuel supplies to be used for a particular flight.

1)    The procedures must provide for strict in-flight monitoring of fuel consumption and calculation of fuel remaining at the end of flight.
2)    These procedures must specifically prohibit use of the provisions of OpSpec B044 (re-dispatch or re-release) when a flight is conducted in accordance with OpSpec B043.
3)    These procedures must require flightcrews report immediately to the aircraft dispatcher or flight follower anytime the estimated time of arrival at the destination exceeds 15 minutes beyond the flight plan estimated time of arrival (ETA), the cruise altitude varies by 4,000 feet or more from the flight plan, or the airplane deviates more than 100 nautical miles (NM) from the flight-planned route.
4)    Procedures must be established for flightcrews, aircraft dispatchers, or flight followers, as applicable, for the reporting of a fuel emergency or any fuel states that result in coordination with ATC or dispatch that then result in ATC providing priority handling of that aircraft.
5)    These procedures must be included in the operator’s manual.
6)    Flight crewmembers and aircraft dispatchers or flight followers, as applicable, must be trained to use these procedures.

E.    Reviewing the Proposed Procedures. The POI must ensure the operator’s procedures are adequate and that crewmembers and aircraft dispatchers (or flight followers), as applicable, who will be using the procedures are properly trained. The POI should request the assistance of the AFS–400 navigation specialists and AFS–220/820 specialists to review the procedures. OpSpec B043 authorization may be issued when the response from AFS–400 and AFS–220/820 has concurred that the procedures are adequate. The POI will review the response and comments and resolve any issues and issue OpSpec B043.

NOTE:  OpSpec/LOA A005 must also be amended to list the deviation from § 121.645 or § 125.377, as applicable.

OPSPEC B045, EXTENDED OVERWATER OPERATIONS USING A SINGLE LONG-RANGE COMMUNICATION SYSTEM.

A.    Requirements. All 14 CFR part 121 operations must be conducted in accordance with part 121, §§ 121.711 and 121.359. All 14 CFR part 125 operations must be conducted in accordance with part 125, § 125.203(e). All 14 CFR part 135 operations must be conducted in accordance with part 135, § 135.151. Each airplane equipped with only one operating high frequency (HF) or satellite link communication system must be capable of monitoring and communicating with air traffic control (ATC) during the flight segment when the airplane is operated beyond the range of ground-based very-high frequency (VHF) radio communications equipment.

B.    Letters of Agreement. Prior to commencing operations in the extended overwater area approved in OpSpec B045, the carrier will enter into and obtain letters of agreement from the appropriate oceanic control areas. Copies of these letters should be maintained by FAA in the OpSpecs correspondence file.

C.    VHF Communications Gap. All flights in oceanic airspace conducted with a functional Single Long-Range Communication System (SLRCS), over any airway or other approved route should not normally exceed a two-way VHF communications gap of 30 minutes when operating at the aircraft’s normal en route altitude.

D.    Exceeding the VHF Communications Gap. A request for authorization to operate over a portion of a route that exceeds a 30-minute VHF communications gap may be submitted to the Administrator if the oceanic control center agrees by letter. The certificate holder may request approval for a nonstandard OpSpec B045 that meets the requirements of §§ 121.351(c), 125.203(e), or 135.165(d), as applicable. The nonstandard OpSpec B045 must be requested from the Administrator through AFS–200 or the General Aviation and Commercial Division (AFS-800) as appropriate.

E.    Part 135. If operations are conducted under part 135 using this OpSpec paragraph, each certificate holder’s manual will contain procedures that ensure that the additional requirements of OpSpec B045 subparagraph f are met.

F.    Part 125. If the operations are conducted under part 125 using this OpSpec B045, each certificate holder’s manual will contain procedures that ensure that the additional requirements of OpSpec B045 subparagraph e are met.

G.    Functional Check Procedures. The certificate holder’s manual will contain procedures to ensure that the pilot in command (PIC) satisfactorily completes a functional check of the SLRCS prior to entering oceanic airspace.

H.    Principal Operations Inspector (POI) Dispatch Manual Review. The POI will review the dispatch manual, if appropriate, to ensure the proper procedures have been included.

I.            POI Training Program Review. The POI will review and approve any changes to the training program to ensure that all flightcrews are familiar with the use of this authorization. The POI should ensure that overwater SLRCS has been incorporated and appropriately addressed in the certificate holder’s approved training curricula. Part 125 initial and recurrent pilot testing programs should be updated with applicable information from these paragraphs.

J.    Coordination Requirements. Coordination with avionics and airworthiness inspectors is required to ensure proper installation of the SLRCS.

K.    Minimum Equipment List (MEL) Review. The MEL should be reviewed to ensure that the deferral of communications equipment does not conflict with this authorization. See Volume 4, Chapter 1, Section 2, paragraph 4-27.

OPSPEC/MSPEC B046, OPERATIONS IN REDUCED VERTICAL SEPARATION MINIMUM (RVSM) AIRSPACE.

A.    Purpose. OpSpec B046 provides general authority for RVSM airspace operations RVSM airspace authorization is applicable to all 14 CFR part 91 operators and 14 CFR part 121, 125, and 135 certificate holders that have been or wish to be authorized to operate on RVSM route systems. RVSM is in effect in the North Atlantic, the Pacific Oceanic Flight Information Regions (FIR) including the North Pacific (NOPAC) and Central East Pacific (CEPAC) Route Systems. RVSM programs enable 1,000-foot vertical separation to be applied between aircraft above flight level (FL) 290. Part 91, § 91.706, Operations Within Airspace Designed as Reduced Vertical Separation Minimum Airspace, and part 91 appendix G, Operations in Reduced Vertical Separation Minimum (RVSM) Airspace, provide regulatory policy for RVSM programs.

B.    RVSM FIRs and FLs. The FIRs where RVSM may be implemented are listed in part 91 appendix G. The specific FLs where RVSM is implemented within each FIR are published in the Aeronautical Information Publication (AIP) and Notices to Airmen (NOTAM) published by the responsible Air Traffic Service (AAT) provider. Each operator that is authorized RVSM operations is responsible for verifying those FLs before conducting RVSM operations.

C.    Relationship Between Minimum Navigation Performance Specification (MNPS) and RVSM Approvals. If the operator intends to operate in MNPS airspace at FLs where RVSM is applied, then approval of both lateral and vertical navigation performance is required. For part 121, 125, and 135 operators, paragraphs B039 (MNPS), B046, and D092 must be issued. If these operators choose to operate in MNPS at FLs where RVSM is not applied, then only approval of lateral navigation through issuing paragraph B039 is required.

D.    Specific Emphasis. Two items have shown to need specific emphasis in RVSM authorizations:

1)    Training on the Effect of RVSM on Traffic Alert and Collision Avoidance System (TCAS) Operations. Operators whose aircraft are equipped with TCAS must ensure that pilots are knowledgeable on the effect of RVSM on TCAS operation.
2)    Wake Turbulence Procedures. Operators must ensure that pilots are knowledgeable on lateral offset procedures to mitigate the effect of wake turbulence. AAT providers have published procedures to enable pilots to mitigate the effect of wake turbulence in oceanic airspace where RVSM is applied.

E.    Verification of Aircraft RVSM Eligibility. Aviation safety inspectors (ASI) need to confirm an aircraft’s eligibility to conduct RVSM operations. The aircraft engineering and maintenance that are required for an in-service aircraft to be approved for RVSM operations have normally been documented in Service Bulletins (SB) and Aircraft Service Changes. These documents have been developed by aircraft manufacturers and reviewed by the appropriate Aircraft Certification Office (ACO) prior to distribution. Since the initial implementation of RVSM in March 1997, a number of aircraft manufacturers have incorporated RVSM aircraft equipage and altitude-keeping performance requirements into the certification process for production aircraft. In such cases, SBs or Aircraft Service Changes should not be required. If questions arise on the RVSM eligibility, ASIs can contact the Aircraft Engineering Division (AIR-100) at (202) 267-9580, or AFS–400 at (202) 385-4586. For RVSM eligibility of in-production or new-production aircraft, Flight Standards inspectors should request that the operator provide them with a copy of one of the following documents:

1)    The Aircraft Flight Manual (AFM) should contain a statement that the aircraft is eligible for operation in RVSM airspace, or
2)    The type certificate data sheet (TCDS) can specifically describe the avionics configurations and continued airworthiness criteria, or provide reference to FAA-approved documentation in the form of a written report.

F.    Evaluating the Operator’s Programs. The operator should submit the maintenance program and the operations program for approval simultaneously. Evaluation of operations programs should be completed in conjunction with the evaluation of Continuous Airworthiness Maintenance Programs (CAMP). OpSpec D092, Maintenance Program Authorization for Airplanes Used for Operations in Designated Reduced Vertical Separation must also be issued for RVSM authorization. OpSpec D092 lists the aircraft that are authorized and maintained in accordance with an approved maintenance program.

G.    OpSpec B050. OpSpec paragraph B046 should be listed in the specific areas of operation listed in OpSpec paragraph B050 when the operator is granted authorization to conduct RVSM operations in those areas. If an operator has RVSM authorization, the principal operations inspector (POI) must ensure that the differences in procedures for a new area of operation are addressed before adding OpSpec B046 to the new area in B050.

H.    Further Guidance. For extensive and inclusive guidance and documentation for RVSM authorization, go to the RVSM homepage at: http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/enroute/rvsm/. For other questions, contact the navigation specialists in AFS–400 at (202) 385-4586.

OPSPEC B047, CLASS II NAVIGATION USING A FLIGHT NAVIGATOR. OpSpec B047 authorizes the use of a flight navigator in Class II Navigation. Operator requests for an option that authorizes the use of flight navigators as the primary means of Class II Navigation occur infrequently. When an operator requests authorization to use a flight navigator in any of the areas listed in OpSpec B050, the principal operations inspector (POI) will advise AFS–400 (202-385-4586). AFS–400 will arrange for one of the FAA’s navigation specialists to work with the POI to ensure the operator’s long-range navigation (LRN) program (including the use of a flight navigator) meets appropriate requirements.

OPSPEC B048, OPERATIONS IN THE VICINITY OF THE HAWAIIAN ISLANDS. OpSpec B048 contains specific operational limitations and provisions for granting an operator deviation authority to conduct sightseeing and air tour operations in the state of Hawaii below 1,500 feet above the surface. Special Federal Aviation Regulation (SFAR) 71, Special Operating Rules for Air Tour Operators in the State of Hawaii, prescribes the operating rules for airplane and helicopter operators to conduct visual flight rules (VFR) sightseeing and air tour operations in Hawaii. This authorization cannot be issued to fractional ownership program managers (14 CFR part 91K).

A.    SFAR 71 Procedures Document. Each operator must have a FAA-approved SFAR 71 Procedures Document that contains a minimum of the following:

1)    A description of specific sites, transition segments, and overwater segments.
2)    The restrictions that apply for operations below 1,000 feet above the surface at specific sites, including height-velocity restrictions and raw terrain descriptions.
3)    An identification of designated areas at specific sites or transition segments suitable for an emergency landing in the event of an engine failure.
4)    A description of the planned entry to and egress from the approved specific sites.
5)    The operator’s plan for ensuring that its pilots conducting flights under this authorization will conduct or participate in at least one formal air tour safety meeting each 12 calendar-months, beginning from the commencement of air tour operations, to discuss safety issues and procedures that pilots will follow while conducting operations under SFAR 71. This plan should include:
a)    Provisions for the documentation of each pilot’s attendance at the air tour safety meetings that must be retained for a minimum of one year or until the training is repeated, whichever is later.
b)    The operator’s plan for notifying the Honolulu Flight Standards District Office (FSDO) at least 10 days prior to these meetings to give the FAA an opportunity to participate.

B.    SFAR 71 Training Program. Each operator must have an FAA-approved SFAR 71 training program that covers at least the following:

1)    The provisions and limitations of SFAR 71 and the operator’s FAA-approved SFAR 71 Procedures Document.
2)    Initial training for each pilot, which includes flight instruction by an authorized company instructor over all site-specific locations for operations being conducted under SFAR 71.
3)    Each pilot in command (PIC) will have passed a 14 CFR part 135, § 135.299 line check, which includes a representative SFAR 71 transition segment and site-specific area conducted by the Administrator or company check airman.
4)    All other applicable limitations and provisions contained in OpSpec B048.

C.    Initial Evaluation. The Administrator will conduct an initial evaluation of each company flight instructor over all site-specific locations before authorizing the instructor to conduct flight instruction for operations being conducted under SFAR 71.

D.    Pilot Requirements. Each pilot using the provisions of this authorization who is conducting sightseeing operations under § 135.1(c) will be knowledgeable of SFAR 71 and operate in accordance with the provisions and limitations of OpSpec B048. Initially, and thereafter annually, each pilot must satisfactorily complete both knowledge and flight tests administered by an FAA aviation safety inspector (ASI) qualified to perform this function.

E.    Additional Limitations and Provisions. The principal operations inspector (POI) has the option of adding additional limitations and provisions for specific Hawaiian Islands in subparagraph e of OpSpec B048 without going through the nonstandard paragraph processing. If this feature is not required, the POI must not leave the selection blank but enter N/A in place of any additional limitations and provisions.

F.    OpSpec B050. OpSpec B050 must refer to OpSpec B048, as applicable.

G.    OpSpec A005. Because this OpSpec B048 authorizes a deviation to SFAR 71, it must be listed in OpSpec A005. It should be recorded as “SFAR 71 section 6” with the statement in the remarks column: “Ops below 1,500 feet AGL.”

OPSPEC B049, OPERATIONS IN THE GRAND CANYON NATIONAL PARK SPECIAL FLIGHT RULES AREA.

A.    Purpose. OpSpec B049 contains specific operational limitations and provisions for granting an air carrier the authority for air tour operations in the Grand Canyon National Park-Special Flight Rules Area (GCNP-SFRA). The current edition of FAA Order 1380.2, Las Vegas FSDO Grand Canyon National Park Special Flight Rules Area Procedures Manual, outlines the procedures for this authorization. This manual may be obtained from the Las Vegas Flight Standards District Office (FSDO), Grand Canyon Unit. The Las Vegas FSDO will also provide the principal operations inspector (POI) with a memorandum outlining the process for authorizing air tour operations in the GCNP-SFRA. This authorization cannot be issued to fractional ownership program managers (14 CFR part 91K).

B.    Tours Per Year. In accordance with 14 CFR part 93, § 93.319(a), no operator may conduct a greater number of commercial air tours per calendar year than the number of allocations appearing on the operator’s OpSpec B049, unless excepted by regulation. Each commercial air tour operator operating in the GCNP-SFRA is permitted to operate a certain fixed number of air tours per calendar year.

1)    No operator will receive a greater number of allocations than the number of commercial air tours conducted by the operator in the GCNP-SFRA and reported to the FAA during the period beginning May 1, 1997 and ending April 30, 1998.
2)    Each operator who reported air tours in the GCNP-SFRA receives allocations designated for that operator only.
3)    Operators who reported commercial air tours in the Dragon and/or Zuni Point Corridors receive specific allocations for these corridors. These Dragon and/or Zuni Point Corridor allocations are included as a part of the total allocations designated for each operator, if appropriate.
4)    An operator must use one allocation for each flight that is a commercial air tour, unless excepted by regulation.
5)    An operator may use allocations designated for the Dragon or Zuni Point Corridors outside of those areas, but may not use allocations not specifically designated for the Dragon or Zuni Point Corridors within the Dragon and Zuni Point Corridors.
6)    An operator who meets the requirements for commercial SFRA operations and operates in conformance with its GCNP-SFRA OpSpecs is not required to use a commercial air tour allocation for each commercial air tour flight in the GCNP-SFRA if the following conditions are met:
a)    The operator must have executed a written contract with the Hualapai Indian Nation granting the operator a trespass permit and specifying the maximum number of flights to be permitted to land at Grand Canyon West Airport and at other sites located in the vicinity of that airport.
b)    The operator must operate in compliance with that contract.
c)    The operator must have a valid OpSpec B049 that authorizes the operator to conduct the operations specified in the contract with the Hualapai Indian Nation and specifically approves the number of operations that may transit the GCNP-SFRA under this exception.
7)    Operators who have previously conducted commercial air tours in the GCNP-SFRA may continue to do so without an initial allocation if they did not receive an initial allocation in 1999 or 2000 for one of the following reasons:
a)    The operator conducted commercial air tours at or above 14,500 feet mean sea level (MSL) but below 18,000 feet MSL and was not required to report during the base year. The operator does not require an allocation to continue to conduct air tours at those altitudes.
b)    The operator conducted commercial air tours in the area affected by the eastward shift of the SFRA boundaries and was not required to report during the base year. The operator does not require an allocation to continue operating on its specified routes in the area bounded by longitude line 111º42” west and longitude line 111º36” west.

C.    Commercial Sightseeing Flight Reporting Requirements. In accordance with § 93.325, each operator conducting commercial sightseeing flights within the GCNP-SFRA will submit in writing, within 30 days of the close of each calendar quarter, the total number of commercial air tours conducted within the GCNP-SFRA during that quarter. The quarterly reports must be filed with the Las Vegas FSDO and must contain the following information:

·    Make and model of aircraft;

·    Identification number (registration number) for each aircraft;

·    Departure airport for each segment flown;

·    Departure date and actual Universal Coordinated Time, as applicable for each segment flown;

·    Type of operation; and

·    Route(s) flown.

D.    Maximum Number of Allocations. The maximum number of allocations for the Dragon and/or Zuni Point Corridors and the maximum number of total allocations for the GCNP-SFRA must be listed in OpSpec B049 subparagraph a(2). See the OpSpecs job aid in the automated Operations Safety Subsystem (OPSS) Guidance Subsystem in association with OpSpec B049 for examples.

1)    The operator may not be authorized to conduct more commercial air tours in the GCNP-SFRA per year than the number of initial allocations authorized in OpSpec B049, unless permitted by exemption. If an exemption is granted, this number should be altered accordingly in OpSpec B049 and the exemption listed in OpSpec A005.
2)    The Grand Canyon Unit of the Las Vegas FSDO, (702) 269-1445, is the source for this number of authorized commercial air tours for each operator.

E.    Curfew Limitations. As appropriate, the operator must comply with the curfew limitations of § 93.317. It reads, “Unless otherwise authorized by the Flight Standards District Office, no person may conduct a commercial Special Flight Rules Area operation in the Dragon and Zuni Point corridors during the following flight-free periods:

1)    “Summer season (May 1 - September 30) - 6 p.m. to 8 a.m. daily; and
2)    “Winter season (October 1 - April 30) - 5 p.m. to 9 a.m. daily.”

F.    OpSpec B050. OpSpec B049 must be referenced in OpSpec B050, as applicable.

OPSPEC/MSPEC B050, AUTHORIZED AREAS OF EN ROUTE OPERATION, LIMITATIONS, AND PROCEDURES. This section provides operators and principal operations inspectors (POI) with detailed information on the OPSS functionality with regard to the issuance of B050:

·Paragraph A—Provides general overview.

·Paragraph B—Describes process steps for the development of B050.

·Paragraph C—Includes a list and definitions of the standard authorized areas as displayed in OPSS.

·Paragraph D—ETOPS Areas of Operation/B050 interface.

·Paragraph E—Guidance for adding areas with limited FAA oversight.

A.    Purpose. B050 must specify only the areas of en route operation (or individual routes that have specific limitations or procedures associated with the route) for which the operator is authorized to conduct under 14 CFR parts 91 subpart K (91K), 121, 121/135, 125 (including the Letter of Deviation Authority (LODA) 125 operators), and 135 operations. B050 must include all areas of en route operation where the operator conducts scheduled and nonscheduled operations. B050 prohibits operations in areas not listed. It is important to consider those areas where the operator may conduct nonscheduled operations. When amending B050, the POI should review the guidance for OpSpec/MSpec/LOA B450, Sensitive International Areas, to determine if B450 needs to be updated as well.

B.    B050 Process Steps. To prepare B050 for issuance, the POI or operator must accomplish the following:

1)    Coordinate with the operator to prepare the “list of the areas of en route operation.” The POI should work directly with the operator when preparing the list. This is particularly important when extensive international operations are involved. Operators requesting approval for special areas of operation (e.g., North Atlantic Tracks (NAT)/minimum navigation performance specification (MNPS), area of magnetic unreliability (AMU), or initial Class II Navigation authorization) must consult a navigation specialist, as required by policy in Order 8900.1.
2)    Obtain the “list of areas of en route operation.” The OPSS guidance contains detailed information on geographical areas.
3)    Select the individual areas of en route operation for authorization. Paragraph C contains the areas listing. All selected areas must be contiguous. For example, if “the 48 contiguous United States and the District of Columbia” and “the State of Hawaii” are selected and operations will be authorized between those areas, make an appropriate selection for the Pacific Ocean. The WebOPSS application approves all of the selected countries and/or territories within the authorized area by default. WebOPSS allows countries within the selected authorized area to be included, excluded, or overfly. Explanations of these selections are below:
a)    None (Default) is the preferred method of selection. This selection allows selection of the entire prescribed authorized area of en route operations. In some cases FAA Headquarters unilaterally restricts some countries for the None (Default) selection. An example is Asia—Excluding North Korea, Special Federal Aviation Regulation (SFAR) 79. In this example North Korea is restricted from the selections of Include, Exclude, or Overflight. In the case where an SFAR is applicable, the POI must inform the carrier. Headquarters will remove the SFAR country from its current authorized area and develop a new selectable authorized area of en route operation that addresses the SFAR. Headquarters will issue a notice announcing the change.
b)    Include is used in the rare case when the operator selects an authorized geographic area, but only one or two countries are approved for flight operations over or within those countries in the authorized area. For part 121 scheduled operators, OpSpec C070 must list the authorized airports. Use Include to authorize a geographic area where the operator has completed validation tests for the specific country, but not the entire authorized area of en route operations. This allows the operator who has limited exposure to a complicated navigation area to operate into a specific country that it has demonstrated competency by validation testing. For example, an operator is authorized operations into Hong Kong, Macao, or Taiwan, but not mainland China. Both altitude measurement standards and Reduced Vertical Separation Minimum (RVSM) procedures are different in these locations from the rest of China.
c)    Exclude is used when an authorized geographic area includes a country or territory where restrictions (e.g., economic sanctions) or Notices to Airmen (NOTAM) regarding potentially hazardous conditions exist. Reasons for exclusion can be, but not limited to, NOTAM, politically sensitive areas, operator preference, or operational capabilities. An example of exclusion would be Yemen. Yemen would be selected as Exclude from the area of the Middle East—Excluding Iraq. Note that Iraq is already excluded from the Middle East due to SFAR 77.
d)    Overflight is used when a geographic area is authorized, but selected countries are only authorized for overflight operations. Similar to Exclude, use Overflight when an operator has authorization to overfly a geographic area where restrictions such as economic sanctions or NOTAMs regarding potentially hazardous conditions exist. Reasons for overflight can be, but not limited to, NOTAMs, politically sensitive areas, operator preference, or operational capabilities. For example, to authorize overflight of Cuba, an operator would be authorized Caribbean Sea—Including the islands/nations and the Havana flight information region (FIR), with Cuba selected for overflight.
4)    The operator or POI should use B050 subparagraph b Table 2, Limitations, Provisions, and Special Requirements, for any special operational considerations (refer to Table 3-15). Each limitation, provision, or special requirement number must be associated with the applicable authorized area of B050 in the Notes Reference # column of Table 1. The following are examples of Limitations, Provisions, and Special Requirements:
a)    Limitation—Specific route approval required to maintain compliance with OpSpec A013 (Part 121, 125, and 135 Operations without Certain Emergency Equipment). Specific route approval would avoid operations beyond 162 nautical miles from shoreline in the Gulf of Mexico and the Caribbean.
b)    Provision—Authorization to land at Guantanamo Bay NAS.
c)    Special Requirement—If an operator has multiple engine/airframe combinations approved for ETOPS, and not all engine/airframe combinations are authorized in all areas listed in B050, the operator should list the specific engine/airframe combination as a note reference.
5)    OPSS will auto-fill required paragraphs in B050 Table 1, Reference Paragraphs, column for each area of en route operation by CFR part. For example, for parts 121 and 135, OPSS will auto-fill B031 and B032. In part 135, B032 does not apply to visual flight rules (VFR)-only operations; therefore, it must be manually deleted for those types of operations.
6)    In certain areas of en route operation, reference paragraphs are mandatory (Central East Pacific (CEPAC), B037; North Pacific (NOPAC), B038; NAT/MNPS, B039; and areas of magnetic unreliability (AMU), B040). These required paragraphs have been preloaded as reference paragraphs in B050. The POI must not manually delete these mandatory reference paragraphs when the operator is authorized to operate in these areas. The certificate holder must meet the requirements of those authorizations, and B050 must include references to those authorizations.
7)    The operator or POI will select the mandatory paragraphs referenced in each area that is applicable to the CFR part. The guidance for these paragraphs is below. Evaluate and select optional paragraphs that apply to the operation in that area of operation. It is important to note that initial authorization for optional paragraphs must be coordinated with a specialist, as indicated. Upon receiving initial approval, the POI, in coordination with a navigation specialist and/or ETOPS specialist, is responsible to determine whether further validation is necessary when authorizing additional areas.
a)    For example; an operator obtains ETOPS authority for a B-767 operation in Canada and the North Atlantic. The operator will add B342 in the reference paragraph in Canada and the North Atlantic MNPS airspace. The operator then requests to fly the same aircraft, B-767, from the West Coast to Hawaii. This requires the operator to validate this operation before placing B342 in the Central and South Pacific airspace in the reference paragraphs. The POI should consult the AFS-200 ETOPS specialist when determining whether to include these reference paragraphs.
b)    Manually add other applicable optional reference paragraphs to a specific area of en route operation. These other reference paragraphs either specify a requirement such as long-range navigation equipment, or grant a specific authorization such as, use of Area Navigation (RNAV) equipment for Class I navigation. The POI must determine which reference paragraphs are pertinent to each area of en route operation. These other reference paragraphs may include, but are not limited to the following:

·    B034—IFR Class I Terminal and En Route Navigation Using Area Navigation Systems.

·    B035—Class I Navigation in the U.S. Class A Airspace using Area Navigation or Long-Range Navigation Systems.

·    B036—Class II Navigation Using Multiple Long-Range Navigation Systems (LRNS).

·    B037—Operations in Central East Pacific (CEPAC) Airspace.

·    B038—North Pacific (NOPAC) Operations.

·    B039—Operations in North Atlantic (NAT) Minimum Navigation Performance Specifications (MNPS) Airspace.

·    B040—Operations in Areas of Magnetic Unreliability.

·    B041—North Atlantic Operations with Two-Engine Airplanes Under Part 121.

·    B043—Special Fuel Reserves in International Operations.

·    B044—Planned Redispatch or Rerelease En route.

·    B045—Extended Overwater Operations Using a Single Long-Range Communications System.

·    B046—Operations in Reduced Vertical Separation Minimum (RVSM) Airspace.

·    B054—Class II Navigation Using Single Long-Range Navigation System (S-LRNS).

·    B055—North Polar Operations.

·    B059—Canadian MNPS Airspace. (B059 is only issued to part 135 operators.)

·    B342—Extended Operations (ETOPS) with Two-Engine Airplanes Under Part 121.

·    B343—Fuel Reserves for Flag and Supplemental Operations.

·    B344—Extended Operations (ETOPS) in Passenger-Carrying Airplanes with More Than Two Engines Under Part 121.

8)    After the reference paragraphs are either deleted or added, any special requirement pertinent to an area of en route operation or to a particular aircraft operating within the area must be prepared and added to B050. The recommended method for accomplishing this is the use of the B050 Table 2, Limitations, Provisions, and Special Requirements. In the Notes Reference # column, notes should be consecutively and uniquely numbered. After each unique number in the Note Reference # column the applicable limitation, provision, or special requirements must be described in the Limitations, Provisions, and Special Requirements column. The note reference number must also be entered in the Note Reference # column in Table 1 adjacent to each area of en route operation to which the note applies. The following illustration is an example of how special requirements can be annotated. For the purpose of illustration, the example presumes an operator authorized to conduct operations under part 121.

Table 3-15, Example of Special Requirements Annotations for a Part 121 Operator

Authorized Areas of En Route Operation

Reference Paragraphs

Note Reference #

Atlantic Ocean—West Atlantic Route System (WATRS)—The North Atlantic Ocean west of the western boundary of NAT/MNPS airspace to include the San Juan control area (CTA)/FIR and the Atlantic portion of the Miami Oceanic CTA

A056, B031, B032, B034, B036, B045, B046, B054, B342

3, 7

 

Note Reference #

Limitations, Provisions, and Special Requirements

3

B-777—CPDLC Operations for New York Oceanic, Gander and Shanwick FIRs only

7

ETOPS—B-757-212 P/W 2037 engines only

C.    Listing and Explanation of Authorized Areas of En Route Operation. The authorized areas of en route operations below are the standard selections from OPSS. The composition of each authorized area of operations is contained in the Authorized Areas Country Listing document located in the OPSS guidance area associated with B050. The optional paragraphs below may not include all paragraphs. The POI must consult with FAA headquarters for applicability of nonstandard paragraphs in B050. The list below does not include certain Part A OpSpecs. The POI is responsible to ensure that any Part A paragraphs that reference B050 are listed in the Reference Paragraph column of the applicable area of operation. Certain optional paragraphs will require consultation with one or more of the following: navigation specialist, Dispatch inspector, ETOPS specialist. The optional reference paragraphs that require consultation with a specialist will be identified by an asterisk (*). Examples include B044 (Re-dispatch), B043 (Special Fuel Reserves), initial Class II navigation (B036 or B054), B055 (Polar Operations), and B342 (ETOPS). Each area listed below contains a short explanation of the geographic area followed by a standard list of considerations for each area selected. The inspector should ensure that the required paragraphs are issued to the operator. The operator may require optional paragraphs depending on its complexity and type of operation.

1)    Africa—Ethiopia, SFAR 87. Select this area of operation when an operator plans operations within the territory or airspace of Ethiopia. The operator must comply with SFAR 87.
a)    Headquarters Approval. Yes, contact AFS-200.
b)    Navigation Specialist Coordination Required. No.
c)    Applicable 14 CFR Parts. 91K, 121, 121/135, 125, 125M, and 135.
d)    Required Paragraphs. B031, B032 (required for parts 121 and 125)), and B450.
e)    Optional Paragraphs. B032, B034, B043*, B044*, B046, and B343*.

NOTE:  B036 not required for operations within Ethiopia. B343 requires Headquarters approval.

2)    Africa—Excluding Ethiopia and Somalia. Select this area of operation when an operator plans operations within the territory or airspace of the geographic area of Africa, except Ethiopia and Somalia.
a)    Headquarters Approval. No.
b)    Navigation Specialist Coordination Required. No.
c)    Applicable 14 CFR Parts. 91K, 121, 121/135, 125, 125M, and 135.
d)    Required Paragraphs. B031, B032 (required for parts 121 and 125)), and B450.
e)    Optional Paragraphs. B032, B034, B043*, B044*, B046, B342*, and B343*.

NOTE:  B036 not required for operations within Africa. B342 and B343 require Headquarters approval.

3)    Africa—Somalia, SFAR 107. Select this area of operation when an operator plans operations within the territory or airspace of Somalia. The operator must comply with SFAR 107.
a)    Headquarters Approval. Yes, contact AFS-200.
b)    Navigation Specialist Coordination Required. No.
c)    Applicable 14 CFR Parts. 91K, 121, 121/135, 125, 125M, and 135.
d)    Required Paragraphs. B031, B032 (required for parts 121 and 125)), and B450.
e)    Optional Paragraphs. B032, B034, B043*, B044*, B046, and B343*.

NOTE:  B036 is not required for operations within Somalia. B343 requires Headquarters approval.

4)    Asia—Excluding North Korea. Select this area of operation when an operator plans operations within the territory or airspace of the geographic area of Asia, except North Korea.
a)    Headquarters Approval. No.
b)    Navigation Specialist Coordination Required. No.
c)    Applicable 14 CFR Parts. 91K, 121, 121/135, 125, 125M, and 135.
d)    Required Paragraphs. B031, B032 (required for parts 121 and 125)), and B450.
e)    Optional Paragraphs. B032, B034, B043*, B044*, B046, B342*, and B343*.

NOTE:  RVSM in China (Metric) differs from International Civil Aviation Organization (ICAO) standards. B342 and B343 require Headquarters approval.

5)    Asia—North Korea SFAR 79 (Portions of Pyongyang FIR). Select this area of operation when an operator plans operations within the territory or airspace of North Korea. The operator must comply with SFAR 79.
a)    Headquarters Approval. Yes, contact AFS-200.
b)    Navigation Specialist Coordination Required. No.
c)    Applicable 14 CFR Parts. 91K, 121, 121/135, 125, 125M, and 135.
d)    Required Paragraphs. B031, B032 (required for parts 121 and 125)), and B450.
e)    Optional Paragraphs. B032, B034, B043*, B044*, B046, and B343*.

NOTE:  B343 requires Headquarters approval.

6)    Atlantic Ocean—The Atlantic Ocean Islands/Nations. Select this area of operation when an operator plans operations within the territory or airspace of the islands and nations in the Atlantic Ocean bound in the north by 78° N. latitude and to the sound by 67° S. latitude.
a)    Headquarters Approval. No.
b)    Navigation Specialist Coordination Required. No. (Refer to the special notes below.)
c)    Applicable 14 CFR Parts. 91K, 121, 121/135, 125, 125M, and 135.
d)    Required Paragraphs. B031, B032 (required for parts 121 and 125)), and B450.
e)    Optional Paragraphs. B032, B034, B039*, B043*, B044*, B046, and B343*.

NOTE:  Selection of this area will require authorization of at least an additional Atlantic Ocean navigational area. The additional navigational area may require coordination with a navigation specialist. OpSpec B343 requires Headquarters approval.

7)    Atlantic Ocean—The North Atlantic Ocean Specified as “Special Contingency Routings” in the Current Edition of the U.S. International Flight Information Manual (IFIM). Select this area of operation when an operator plans operations within the airspace of the Special Contingency Routings defined in the current edition of the U.S. IFIM.
a)    Headquarters Approval. No.
b)    Navigation Specialist Coordination Required. Yes.
c)    Applicable 14 CFR Parts. 91K, 121, 121/135, 125, 125M, and 135.
d)    Required Paragraphs. B031, B032 (required for parts 121 and 125)).
e)    Optional Paragraphs. B032, B034, B036*, B039*, B041*, B043*, B044*, B046, B342*, and B343*.

NOTE:  B039 is required unless the operator intends to operate at altitudes above or below NAT/MNPS airspace. B342 and B343 require Headquarters approval.

8)    Atlantic Ocean—Atlantic Ocean at Flight Levels Above and Below NAT/MNPS Airspace Boundaries. Select this area of operation when an operator plans operations within the airspace of the Atlantic Ocean when the operator is not approved to operate in the exclusionary NAT/MNPS airspace.
a)    Headquarters Approval. No.
b)    Navigation Specialist Coordination Required. Yes.
c)    Applicable 14 CFR Parts. 91K, 121, 121/135, 125, 125M, and 135.
d)    Required Paragraphs. B031, B032 (required for parts 121 and 125)), B036*.
e)    Optional Paragraphs. B032, B034, B041*, B043*, B044*, B046, B342*, and B343*.

NOTE:  B342 and B343 require Headquarters approval.

9)    Atlantic Ocean—Atlantic Ocean NAT/MNPS Airspace. Select this area of operation when an operator plans operations within the exclusionary NAT/MNPS airspace.
a)    Headquarters Approval. No.
b)    Navigation Specialist Coordination Required. Yes.
c)    Applicable 14 CFR Parts. 91K, 121, 121/135, 125, 125M, and 135.
d)    Required Paragraphs. B031, B032 (required for parts 121 and 125)), B036*, B039*, and B046.
e)    Optional Paragraphs. B034, B041, B043*, B044*, B342*, and B343*.

NOTE:  B342 and B343 require Headquarters approval.

10)    Atlantic Ocean—Atlantic Ocean South of New York and Santa Maria Oceanic FIRs. Select this area of operation when an operator plans operations within the airspace South of NAT/MNPS airspace to the South Polar region (67º S.).
a)    Headquarters Approval. No.
b)    Navigation Specialist Coordination Required. Yes.
c)    Applicable 14 CFR Parts. 91K, 121, 121/135, 125, 125M, and 135.
d)    Required Paragraphs. B031, B032 (required for parts 121 and 125)), B036*.
e)    Optional Paragraphs. B034, B041, B043*, B046, B342*, and B343*.

NOTE:  B342 and B343 require Headquarters approval.

11)    Atlantic Ocean—WATRS: the North Atlantic Ocean West of the Western Boundary of NAT/MNPS Airspace to Include the San Juan CTA/FIR and the Atlantic Portion of the Miami Oceanic CTA. Select this area of operation when an operator plans operations within the airspace as defined.
a)    Headquarters Approval. No.
b)    Navigation Specialist Coordination Required. Yes.
c)    Applicable 14 CFR Parts. 91K, 121, 121/135, 125, 125M, and 135.
d)    Required Paragraphs. B031, B032 (required for parts 121 and 125)).
e)    Optional Paragraphs. B032, B034, B036, B043*, B044*, B045*, B046, B054*, B342*, and B343*.

NOTE:  B342 and B343 require Headquarters approval.

12)    Australia and New Zealand. Select this area of operation when an operator plans operations within the territory or airspace of the geographic area of Australia and New Zealand.
a)    Headquarters Approval. No.
b)    Navigation Specialist Coordination Required. Yes. (See special notes.)
c)    Applicable 14 CFR Parts. 91K, 121, 121/135, 125, 125M, and 135.
d)    Required Paragraphs. B031, B032 (required for parts 121 and 125)), and B450.
e)    Optional Paragraphs. B032, B034, B036*, B043*, B044*, B046, B342*, and B343*.

NOTE:  For operations between Australia and New Zealand, the operator must select Pacific Ocean—The Central and South Pacific Ocean. The possibility of remote or oceanic operations in this area may require B036; therefore, navigation specialist coordination is required. B342 and B343 require Headquarters approval.

13)    Canada—Canadian MNPS Airspace. Select this area of operation when an operator plans operations within the Canadian MNPS airspace as defined in the Canadian Aeronautical Information Publication (AIP).
a)    Headquarters Approval. No.
b)    Navigation Specialist Coordination Required. Yes.
c)    Applicable 14 CFR Parts. 91K, 121, 121/135, 125, 125M, 135.
d)    Required Paragraphs. B031, B032 (required for parts 121 and 125)), B036*, and B059* (required for part 135)).
e)    Optional Paragraphs. A353, B032, B034, B040*, B043*, B044*, B046, B055*, B342*, B343*, B344*.

NOTE:  Operations north of 78º N. Latitude require selection of the “Polar Areas—North Polar Area—North of 78 degrees North Latitude to the North Pole” area. Operations north of 68º N. latitude may require AMU authorization. A353, B342, B343, and B344 require Headquarters approval.

14)    Canada—Excluding Canadian MNPS Airspace. Select this area of operation when an operator plans operations within the territory or airspace of the geographic area defined in the Canadian AIP as the Southern Domestic Airspace.
a)    Headquarters Approval. No.
b)    Navigation Specialist Coordination Required. No.
c)    Applicable 14 CFR Parts. 91K, 121, 121/135, 125, 125M, 135.
d)    Required Paragraphs. B031 and B032 (required for parts 121 and 125)).
e)    Optional Paragraphs. A353, B032, B034, B036*, B043*, B044*, B046, B342*, and B343*.

NOTE:  A353, B342, and B343 require Headquarters approval.

15)    Caribbean Sea—Including the Islands/Nations and the Havana FIR. Select this area of operation when an operator plans operations within the territory or airspace of the islands and nations in the Caribbean Sea and the Havana FIR.
a)    Headquarters Approval. No. (See special notes.)
b)    Navigation Specialist Coordination Required. No. (See special notes.)
c)    Applicable 14 CFR Parts. 91K, 121, 121/135, 125, 125M, and 135.
d)    Required Paragraphs. B031 and B032 (required for parts 121 and 125)).
e)    Optional Paragraphs. B032, B034, B036*, B043*, B044*, B046, and B054*.

NOTE:  AFS-200 coordination is required for operations within the Havana FIR and/or Cuba. Initial Class II navigation (B036 or B054) requests require coordination with a navigation specialist.

16)    Caribbean Sea—Including the Islands/Nations, Excluding the Havana FIR. Select this area of operation when an operator plans operations within the territory or airspace of the islands and nations in the Caribbean Sea, excluding approval for operations within the territory or airspace Cuba and the Havana FIR.
a)    Headquarters Approval. No.
b)    Navigation Specialist Coordination Required. No. (See special notes.)
c)    Applicable 14 CFR Parts. 91K, 121, 121/135, 125, 125M, and 135.
d)    Required Paragraphs. B031 and B032 (required for parts 121 and 125)).
e)    Optional Paragraphs. B032, B034, B036*, B043*, B044*, B046, and B054*.

NOTE:  Initial Class II navigation (B036 or B054) requests require coordination with a navigation specialist.

17)    Central America. Select this area of operation when an operator plans operations within the territory or airspace of the geographic area of Central America.
a)    Headquarters Approval. No.
b)    Navigation Specialist Coordination Required. No.
c)    Applicable 14 CFR Parts. 91K, 121, 121/135, 125, 125M, and 135.
d)    Required Paragraphs. B031, B032 (required for parts 121 and 125)), and B450.
e)    Optional Paragraphs. B032, B034, B043*, B044*, B046, and B343*.

NOTE:  B343 requires Headquarters approval.

18)    China. Select this area of operation when an operator plans operations within the territory or airspace of the geographic area of the People’s Republic of China, Hong Kong, Macau, and Taiwan.
a)    Headquarters Approval. No.
b)    Navigation Specialist Coordination Required. Yes.
c)    Applicable 14 CFR Parts. 91K, 121, 121/135, 125, 125M, and 135.
d)    Required Paragraphs. B031, B032 (required for parts 121 and 125)), and B450.
e)    Optional Paragraphs. B032, B034, B036*, B043*, B044*, B046, and B343*.

NOTE:  RVSM (B046) for the People’s Republic of China authorization requires coordination with a navigation specialist. B343 requires Headquarters approval.

19)    Europe—and the Mediterranean. Select this area of operation when an operator plans operations within the territory or airspace of the geographic area of Europe and the Mediterranean Sea.
a)    Headquarters Approval. No.
b)    Navigation Specialist Coordination Required. No.
c)    Applicable 14 CFR Parts. 91K, 121, 121/135, 125, 125M, and 135.
d)    Required Paragraphs. B031, B032 (required for parts 121 and 125), B036*, and B450.
e)    Optional Paragraphs. B034, B043*, B044*, B046, and B343*.

NOTE:  B343 requires Headquarters approval.

20)    Gulf of Mexico. Select this area of operation when an operator plans operations within the airspace of the Gulf of Mexico.
a)    Headquarters Approval. No.
b)    Navigation Specialist Coordination Required. No. (See special notes.)
c)    Applicable 14 CFR Parts. 91K, 121, 121/135, 125, 125M, and 135.
d)    Required Paragraphs. B031 and B032 (required for parts 121 and 125).
e)    Optional Paragraphs. B032, B034, B036*, B043*, B044*, B046, B054*, and B343*.

NOTE:  B036 or B054 may be required based on operator’s complexity. Consult a navigation specialist for initial Class II navigation authorization. B343 requires Headquarters approval.

21)    Indian Ocean—Including the Islands/Nations. Select this area of operation when an operator plans operations within the territory or airspace of the islands and nations in the Indian Ocean to 67° S. latitude including the Bay of Bengal and the Arabian Sea.
a)    Headquarters Approval. No.
b)    Navigation Specialist Coordination Required. No.
c)    Applicable 14 CFR Parts. 91K, 121, 121/135, 125, 125M, and 135.
d)    Required Paragraphs. B031, B032 (required for parts 121 and 125), B036*, and B450.
e)    Optional Paragraphs. B034, B043*, B044*, B046, B342*, and B343*.

NOTE:  B342 and B343 require Headquarters approval.

22)    Mexico. Select this area of operation when an operator plans operations within the territory or airspace of the geographic area of Mexico.
a)    Headquarters Approval. No.
b)    Navigation Specialist Coordination Required. No.
c)    Applicable 14 CFR Parts. 91K, 121, 121/135, 125, 125M, and 135.
d)    Required Paragraphs. B031, B032 (required for parts 121 and 125), and B450.
e)    Optional Paragraphs. B032, B034, B043*, B044*, B046, and B343*.

NOTE:  B343 requires Headquarters approval.

23)    Middle East—Excluding Iraq. Select this area of operation when an operator plans operations within the territory or airspace of the geographic area of the Middle East, except for Iraq.
a)    Headquarters Approval. No.
b)    Navigation Specialist Coordination Required. No.
c)    Applicable 14 CFR Parts. 91K, 121, 121/135, 125, 125M, and 135.
d)    Required Paragraphs. B031, B032 (required for parts 121 and 125)), and B450.
e)    Optional Paragraphs. B032, B034, B036*, B043*, B044*, B046, and B343*.

NOTE:  B036 is required for operations over Afghanistan. B343 requires Headquarters approval.

24)    Middle East—Iraq SFAR 77. Select this area of operation when an operator plans operations within the territory or airspace of Iraq. The operator must comply with SFAR 77.
a)    Headquarters Approval. Yes, contact AFS-200.
b)    Navigation Specialist Coordination Required. No.
c)    Applicable 14 CFR Parts. 91K, 121, 121/135, 125, 125M, and 135.
d)    Required Paragraphs. B031, B032 (required for parts 121 and 125), and B450.
e)    Optional Paragraphs. A530, B032, B034, B036*, B043*, B044*, B046, and B343*.
f)    Special Notes: A530 (SFAR 77, paragraph 3) and B343 require Headquarters approval.

NOTE:  A530 is not required when flight operations over or within the territory of Iraq is authorized in accordance with SFAR 77 paragraph 2 and 4.

25)    Pacific Ocean—The North Pacific Ocean. Select this area of operation when an operator plans operations within the airspace north of 40° N. latitude, bound in the west by Japan’s Fukuoka FIR (inclusive), bound in the east by the North American coast line to include the Anchorage Artic CTA/FIR, and the NOPAC Air Traffic Services (ATS) routes and the Pacific Organized Track System (PACOTS).
a)    Headquarters Approval. No.
b)    Navigation Specialist Coordination Required. No. (See special notes.)
c)    Applicable 14 CFR Parts. 91K, 121, 121/135, 125, 125M, and 135.
d)    Required Paragraphs. B031, B032 (required for parts 121 and 125), B036*, B038*, and B450.
e)    Optional Paragraphs. B032, B034, B043*, B044*, B046, B342*, B343*, and B344*.

NOTE:  Initial Class II approval requires consultation with a navigation specialist. B342, B343, and B344 require Headquarters approval.

26)    Pacific Ocean—The Central and South Pacific Ocean. Select this area of operation when an operator plans operations within the airspace of the Central and South Pacific Ocean South of 40° N. latitude to 67° S. latitude, excluding the Fukuoka FIR (Japan’s FIR).
a)    Headquarters Approval. No.
b)    Navigation Specialist Coordination Required. No. (See special notes.)
c)    Applicable 14 CFR Parts. 91K, 121, 121/135, 125, 125M, and 135.
d)    Required Paragraphs. B031, B032 (required for parts 121 and 125), B036*, and B037*.
e)    Optional Paragraphs. B032, B034, B043*, B044*, B046, B342*, B343*, and B344*.

NOTE:  Initial Class II approval requires consultation with a navigation specialist. B342, B343, and B344 require Headquarters approval.

27)    Pacific Ocean—The Pacific Ocean Islands/Nations. Select this area of operation when an operator plans operations within the territory or airspace of the islands and nations in the Pacific Ocean.
a)    Headquarters Approval. No.
b)    Navigation Specialist Coordination Required. No. (See special notes.)
c)    Applicable 14 CFR Parts. 91K, 121, 121/135, 125, 125M, and 135.
d)    Required Paragraphs. B031, B032 (required for parts 121 and 125), and B450.
e)    Optional Paragraphs. B032, B034, B043*, B044*, B046, B342*, and B343*.

NOTE:  Selection of this area will require either the “Pacific Ocean—The North Pacific Ocean” or the “Pacific Ocean—The Central and South Pacific Ocean” navigational area authorization. The additional navigational area may require coordination with a navigation specialist. State of Hawaii operations are a separate area of authorization. B343 require Headquarters approval.

28)    Polar Areas—South Polar Area 67º South Latitude to the South Pole Inclusive. Select this area of operation when an operator plans operations within the airspace of the South Polar area 67º S. latitude to the South Pole.
a)    Headquarters Approval. Yes.
b)    Navigation Specialist Coordination Required. Yes.
c)    Applicable 14 CFR Parts. 91K, 121, 121/135, 125, 125M, 135.
d)    Required Paragraphs. B031, B032 (required for parts 121 and 125), B036*, B040*, and B450.
e)    Optional Paragraphs. B034, B044*, B342*, and B344*.

NOTE:  Operators requesting South Polar area approval must give 90-day advanced notification to AFS‑200 and the Flight Technologies and Procedures Division, AFS-400. B342 and B344 require Headquarters approval.

29)    Polar Areas—North Polar Area North of 78º North Latitude to the North Pole. Select this area of operation when an operator is planning operations within the airspace above 78º N. Latitude to the North Pole.
a)    Headquarters Approval. No.
b)    Navigation Specialist Coordination Required. Yes.
c)    Applicable 14 CFR Parts. 91K, 121, 121/135, 125, 125M, and 135.
d)    Required Paragraphs. B031, B032 (required for parts 121 and 125), B036*, B040*, B055*, and B450.
e)    Optional Paragraphs. B032, B034, B039, B043*, B044*, B046, B342*, B343*, and B344*.

NOTE:  Approval for operations in the Canadian MNPS may also be required. B342, B343, and B344 require Headquarters approval.

30)    Russia, Mongolia, and the Commonwealth of Independent States (CIS) Nations. Select this area of operation when an operator is planning operations within the territory or airspace of the geographic area of the Russia, Mongolia, and the other CIS nations including the ocean areas north of the Russia coast line defined as south of 78° N. latitude bound in the east by the intersection of the Arctic Circle and the International Date Line (approximately 170°/180° meridian), and bound in the west by 30° E. longitude.
a)    Headquarters Approval. No.
b)    Navigation Specialist Coordination Required. No.
c)    Applicable 14 CFR Parts. 91K, 121, 121/135, 125, 125M, and 135.
d)    Required Paragraphs. B031, B032 (required for parts 121 and 125)), and B450.
e)    Optional Paragraphs. B032, B034, B036*, B043*, B044*, B342*, B343*, and B344*.

NOTE:  B342, B343, and B344 require Headquarters approval.

31)    South America. Select this area of operation when planning operations within the territory or airspace of the geographic area of South America.
a)    Headquarters Approval. No.
b)    Navigation Specialist Coordination Required. No.
c)    Applicable 14 CFR Parts. 91K, 121, 121/135, 125, 125M, and 135.
d)    Required Paragraphs. B031, B032 (required for part 121 and 125), and B450.
e)    Optional Paragraphs. B032, B034, B036*, B043*, B044*, B046, B342*, and B343*.

NOTE:  B342 and B343 require Headquarters approval.

32)    USA—The 48 Contiguous United States and the District of Columbia. Select this area of operation when an operator is planning operations within the territory or airspace of the 48 contiguous United States and the District of Columbia.
a)    Headquarters Approval. No.
b)    Navigation Specialist Coordination Required. No.
c)    Applicable 14 CFR Parts. 91K, 121, 121/135, 125, 125M, and 135.
d)    Required Paragraphs. B031 and B032 (required for parts 121 and 125).
e)    Optional Paragraphs. B032, B034, B035, and B046.
33)    USA—The State of Alaska. Select this area of operation when an operator is planning operations within the territory or airspace of the State of Alaska.
a)    Headquarters Approval. No.
b)    Navigation Specialist Coordination Required. No.
c)    Applicable 14 CFR Parts. 91K, 121, 121/135, 125, 125M, and 135.
d)    Required Paragraphs. B031 and B032 (required for parts 121 and 125).
e)    Optional Paragraphs. A052, B032, B034, B035, B036, B046, B342, B343, and B344.

NOTE:  B342, B343, and B344 require Headquarters approval.

34)    USA—The State of Hawaii. Select this area of operation when an operator is planning operations within the territory or airspace of the State of Hawaii.
a)    Headquarters Approval. No.
b)    Navigation Specialist Coordination Required. No.
c)    Applicable 14 CFR Parts. 91K, 121, 121/135, 125, 125M, and 135.
d)    Required Paragraphs. B031, B032 (required for parts 121 and 125).
e)    Optional Paragraphs. B032, B034, B035, B036*, and B046.

D.    ETOPS Areas of Operation/B050 Interface. Certain geographic areas require ETOPS authority based on the availability of adequate airports. Most ETOPS authorizations require validation testing. For ETOPS validation requirements refer to Volume 3, Chapter 29, Section 8, Validation Test Requirements, and Volume 4, Chapter 6, Section 2, Evaluate/Inspect Airworthiness Issue for Part 121 Extended-Range Operations With Two-Engine Aircraft. Table 3-15A below lists the ETOPS areas of operations and correlates them to the authorized areas in B050. Use the table below to determine ETOPS validation requirements for a specific ETOPS area of operation with respect to an OpSpec B050 authorized area of en route operations.

Table 3-15B, ETOPS Validation Areas and Corresponding B050 Authorized Areas

ETOPS Area of Operations

B050 Authorized Area(s)

Validation Flights Required

Comments

North Polar

Polar Areas - North Polar Area- North of 78 degrees North Latitude to the North Pole

Yes

None

South Polar

Polar Areas - South Polar Area-67 degrees South Latitude to the South Pole inclusive

Yes

None

North Atlantic

Atlantic Ocean - The North Atlantic Ocean specified as “Special Contingency Routings” in the current edition of the U.S. IFIM

 

Atlantic Ocean - Atlantic Ocean at flight levels above and below NAT/MNPS airspace boundaries

 

Atlantic Ocean - Atlantic Ocean NAT/MNPS airspace

Yes

None

WATRS

Atlantic Ocean - WATRS - The North Atlantic Ocean west of the western boundary of NAT/MNPS airspace to include the San Juan CTA/FIR and the Atlantic portion of the Miami Oceanic CTA

Yes

Required for operators whose ETOPS approval is limited to 75-minute ETOPS authority.

South Atlantic

Atlantic Ocean - Atlantic Ocean South of New York and Santa Maria Oceanic FIRs

Yes

None

North Pacific

Pacific Ocean - The North Pacific Ocean - North of 40º North latitude bound in the east by the North American coast line to include the Anchorage Arctic CTA/FIR, and the NOPAC Air Traffic Services (ATS) routes and the Pacific Organized Track System (PACOTS)

Yes

None

Central and South Pacific

Pacific Ocean - The Central and South Pacific Ocean excluding the Fukuoka FIR (Japan’s FIR)

Yes

None

Indian Ocean

Indian Ocean - Including the islands/nations

Yes

None

Russia, Far East

Russia, Mongolia, and the CIS Nations

Yes

None

South China Sea

Asia - Excluding North Korea

Yes

None

Africa

Africa - Excluding Ethiopia and Somalia

May be required

Based upon routing and airspace requirements. Consult AFS-200.

Alaska

USA - The State of Alaska

May be required

Based upon routing and airspace requirements. Consult AFS-200.

Australia

Australia and New Zealand

May be required

Based upon routing and airspace requirements. Consult AFS-200.

Northern Canada

Canada - Excluding Canadian MNPS airspace

Canada - Canadian MNPS airspace

May be required

Based upon routing and airspace requirements. Consult AFS-200.

South America

South America

May be required

Based upon routing and airspace requirements. Consult AFS-200.

E.    Adding Areas with Limited FAA Oversight. When a certificate holder submits a request to add a location to OpSpec B050, where limited FAA surveillance and oversight will be possible, principal inspectors (PI) evaluate the systems the certificate holder uses to produce and manage aviation products and services that ensure safety and regulatory compliance before adding the new location. This evaluation should include a comparison of those systems to the basic characteristics of all effective safety systems. These characteristics are embodied in the following attributes:

·    Well-defined and well-documented procedures;

·    Established risk controls over key procedural steps;

·    Process measures to permit effective management;

·    Well-defined interfaces; and

·    Clear responsibility and authority.

1)    Operational control systems vary with the kinds of operations the operator is authorized to conduct; the complexity of the operations; the means of communication; and the people who are involved in preparing for and conducting flights under the operator’s system. These functions form the basis for an operational control system that includes the functions of aircraft release, flight locating, and flight following, as applicable. Those functions alone will not satisfy the overall goal of establishing and maintaining an operational control system. PIs must evaluate the operator’s operational control system to ensure that the operator complies with the applicable U.S. and foreign regulations. The system must be effective and provide for an adequate level of safety in the actual operations.
2)    Each PI will ensure that it is possible to complete work program items at the local or remotely located base of operations, or use the steps (refer to FAA Order 1800.56, National Flight Standards Work Program Guidelines, current edition, Appendix A) to deviate from the work program. Deviation may include coordination with the operator to relocate aircraft to a suitable location for specific oversight and inspections if operations are authorized and conducted in a location that is not safe for the inspector to travel. This may also include a provision for the operator to establish an adequate level of safety oversight to ensure continued compliance with the regulations and company procedures, etc. If the certificate-holding district office (CHDO) cannot perform onsite surveillance or establish a method to determine an adequate level of safety oversight, then the CHDO should coordinate with its regional office and the Air Transportation Division, AFS-200, to explore additional options.ational Flight Standards Work Program Guidelines, current edition, Appendix A) to deviate from the work program. Deviation may include coordination with the operator to relocate aircraft to a suitable location for specific oversight and inspections if operations are authorized and conducted in a location that is not safe for the inspector to travel. This may also include a provision for the operator to establish an adequate level of safety oversight to ensure continued compliance with the regulations and company procedures, etc. If the certificate-holding district office (CHDO) cannot perform onsite surveillance or establish a method to determine an adequate level of safety oversight, then the CHDO should coordinate with its regional office and the Air Transportation Division, AFS-200, to explore additional options.

NOTE:  Only the certificate holder is responsible to comply with 14 CFR and establish and maintain processes, procedures, and management oversight adequate to ensure regulatory compliance and ultimately safe operations.

3)    Certain conditions may preclude the CHDO from exercising an adequate level of oversight and will require the CHDO, through coordination with the regional office, to develop special conditions to be included in the OpSpec paragraph. Any nonstandard OpSpec language the CHDO proposes must be coordinated through the regional office and approved by AFS-200 before issuance. Following the special conditions, a statement will be included that directs that these special conditions must continue to be met for the authorization to remain in effect. These special conditions would then be clearly communicated to the operator before signing the OpSpec paragraph.

F.    Operations in Support of the Military or in Hostile Areas. In addition to the requirements cited for operations conducted in areas of limited FAA oversight, the operator must establish the following procedures before conducting operations outside the United States in support of military operations, or in hostile areas where onsite FAA oversight cannot be accomplished.

1)    For operations conducted outside the United States in support of the U.S. military or under a U.S. Government contract, the contracting Federal agency must approve the operator’s threat mitigation plan.
2)    The operator must ensure all contracts with U.S. Government agencies contain provisions that require the contracting agency to report on an annual basis, or as sooner identified, an annual safety report to the operator and CHDO to ensure the operator immediately corrects all safety issues.
3)    For operations conducted in hostile areas or in support of military operations, the operator must have an operational risk mitigation program that requires the pilot to contact designated part 119 management personnel for concurrence when the perceived flight risk reaches a specified level, as designated in the operator’s risk management program.
4)    The operator must establish a flight following program that coordinates the initiation, diversion, and/or termination of all air carrier flights. The operator must train flight following personnel to provide current weather information to the pilot, as well as provide timely information to flightcrews before and during a flight. Part 135 flight following personnel do not need to be certificated dispatchers, but must be trained by the operator to read and disseminate aviation weather reports, applicable aircraft performance, maintenance deferrals, and deferral procedures to coordinate information between the flightcrew and part 119 management personnel. Flight followers must be knowledgeable of aviation communication phraseology and communication procedures to allow timely communication to flightcrews.
5)    Conduct the flight following program from a location within the United States.
6)    All part 119 management personnel, pilots, and flight following personnel must be trained on the operator’s threat mitigation plan and operational risk management program.

OPSPEC B051, PART 121 VISUAL FLIGHT RULES LIMITATIONS AND PROVISIONS. TBD.

OPSPEC B052, NONSTANDARD FOR PART 121 EN ROUTE LIMITATIONS AND PROVISIONS IN REMOTE AREAS. TBD.

OPSPEC B053. TBD.

OPSPEC/MSPEC B054, CLASS II NAVIGATION USING SINGLE LONG-RANGE NAVIGATION SYSTEM (S-LRNS). TBD.

A.    Purpose. OpSpec B054 provides the authorization for Class II Navigation using a S-LRNS. Paragraph MB054 is available in the 14 CFR part 91K MSpecs. A program manager must meet and comply with part 135 regulations and guidance applicable to the S-LRNS authorization. Title 14 CFR part 121, § 121.351, part 125, § 125.203, and part 135, § 135.165 now allow part 121, 125, and part 135 operations to be conducted in Class II Navigation using S-LRNS in accordance with part 91, § 91.511(f) and the following guidance.

B.    Degree of Accuracy. All Class II Navigation operations will be conducted so the aircraft is continuously navigated to the degree of accuracy established by air traffic control (ATC) for operations in that airspace where applicable requirements are in force. For areas where these accuracy and navigation performance standards have not been formally established, the long-range navigation system (LRNS) must be used to continuously navigate the aircraft so that the cross-track and/or the along-track errors will not exceed 25 nautical miles (NM) at any point along the flight plan route specified in the ATC clearance.

1)    Before conducting any operations authorized by OpSpec/MSpec B054, the flightcrew must be qualified in accordance with the part 121 or 135 certificate holder’s approved training program, as applicable, for the system and procedures being used.
2)    The navigation system will be operational as required by OpSpec/MSpec B039 (North Atlantic Minimum Navigation Performance Specifications (NAT/MNPS)) and OpSpec/MSpec B040 (areas of magnetic unreliability (AMU)), as applicable.
3)    The requirements for long-range communications extended over water operations must be met for extended over-water S-LRNS operations. See OpSpec/MSpec B045 for the authorization for extended overwater operations using a Single Long-Range Communications System (SLRCS).
4)    At dispatch, at least one of the navigation systems listed below must be installed and operational:
a)    At least one independent inertial navigation system (INS). The INS and Inertial Reference Unit (IRU) systems must be approved in accordance with part 121 appendix G.
b)    At least one flight management system (FMS)/navigation sensor combination (or equivalent) where the navigation system must be suitable for the route to be flown. Multisensor systems must be approved in accordance with the guidance contained in the current edition of Advisory Circular (AC) 20-130, Airworthiness Approval of Navigation or Flight Management Systems Integrating Multiple Navigation Sensors.
c)    At least one independent instrument flight rules (IFR) global positioning system (GPS) navigation system approved in accordance with one of the following:

1.    AC 90-94, Guidelines for Using Global Positioning System Equipment for IFR En Route and Terminal Operations and for Nonprecision Instrument Approaches in the U.S. National Airspace System. These guidelines must be followed with the exception that the Operational Control Restrictions related to Fault Detection and Exclusion (FDE) do not apply. This is because S-LRNS operations in oceanic/remote areas have only been approved on short duration routes with options available to use other navigation aids in the event of LRNS malfunction.

2.    The GPS and AC 90-94 documents allow single GPS units that have receiver autonomous integrity monitoring (RAIM) capability and are approved for IFR operations to serve as the S-LRNS on oceanic routes where an S-LRNS is allowed.

5)    Prior to entering any airspace requiring the use of an LRNS, the aircraft position will be accurately fixed using airway’s navigation facilities or air traffic control (ATC) radar. After exiting this airspace, the aircraft position will be accurately fixed and the LRNS error will be determined and logged in accordance with the operator’s approved procedures.
a)    Out of service ground facility. An LRNS fix may be substituted for a required en route ground facility when that facility is temporarily out of service, provided the approved navigation system has sufficient accuracy to navigate the aircraft to the degree of accuracy required by ATC over that portion of the flight.
b)    Loss or malfunction. Flightcrew procedures must be in place in the event of the loss of the S-LRNS after dispatch. The certificate holder must ensure that the pilots are trained on procedures to continue to navigate and to communicate with ATC in the event of S-LRNS malfunction.
6)    Currently, there are no Required Navigation Performance (RNP) type areas or routes where S-LRNS operations are authorized. Should such routes be authorized in the future, applicable guidance to that effect will be released.
7)    Are not usually required, provides additional guidance on areas of operations where the provisions of OpSpec/MSpec B054 may be authorized, (e.g., the Caribbean, the Western Atlantic Route System (WATRS), and the Gulf of Mexico). OpSpec/MSpec B054 describes the areas of operations where S-LRNS can be authorized.
a)    There are certain routes in the NAT/MNPS airspace where aircraft equipped to use standard International Civil Aviation Organization (ICAO) Navigational Aids (NAVAID) are authorized S-LRNS operations. These routes are specified in the International Flight Information Manual. Operations over these routes can be authorized provided the operator shows that the LRNS/aircraft combination used and the operational procedures used meets NAT/MNPS requirements (see the current edition of AC 120-33, Operational Approval of Airborne Long-Range Navigation Systems for Flight Within the North Atlantic Minimum Navigation Performance Specifications Airspace).
b)    Other special areas cannot be authorized without the review and concurrence of AFS–200 and one of the agency’s navigation specialists for a nonstandard OpSpecs paragraph.
c)    Principal operations inspectors (POI) must review the requirements of OpSpec/MSpec B039 (NAT/MNPS) and OpSpec/MSpec B040 (AMUs) to determine their applicability for the certificate holder. If applicable, ensure these OpSpecs are also issued.
d)    Authorized areas of operations for en route operations for conducting S-LRNS operations must also be referenced in OpSpec/MSpec B050.

OPSPEC/MSPEC B055, NORTH POLAR OPERATIONS.

A.    OpSpec/MSpec B055 Provides For North Polar Flight Operations Authorization. Operators are required to gain specific approval to conduct north polar operations (in addition to FAA approval for flight in the area of magnetic unreliability (AMU), OpSpec/MSpec B040). The north polar area of operations is defined as that area that lies north of latitude N 78°00' (see OpSpec/MSpec A002). OpSpec/MSpec B050 must show the specific routes approved for these north polar operations. MSpec MB055 is also available for 14 CFR part 91K authorization. The fractional ownership program manager must meet the same requirements as the 14 CFR part 121 certificate holder for the North Polar authorization.

B.    Fuel-Freeze Strategy and Monitoring Requirements for North Polar Operations. The operator may wish to develop a fuel freeze analysis program in lieu of using the standard minimum fuel-freeze temperatures for specific types of fuel used. In such cases, the operator’s fuel-freeze analysis and monitoring program for the airplane fuel load must be submitted and acceptable to the FAA. The operator should have procedures established that require coordination between maintenance, dispatch, and assigned flightcrew of the determined fuel freeze temperature of the actual fuel load on board the airplane.

C.    Communication Capability. In accordance with part 121, § 121.99 (Communications Facilities), the operator must have effective communications capability with dispatch and with air traffic control (ATC) for all portions of the flight route. The operator must show the FAA the communications medium(s) that it intends to use to fulfill these requirements in the north polar north area.

1)    The communications medium used must meet FAA regulatory requirements and fulfill policy/procedures established by each Air Traffic Service (AAT) unit providing control on the route of flight. Anchorage Center publishes this information in the U.S. Government Flight Information Publication Supplement for Alaska. Other countries publish AAT policies and procedures in their State Aeronautical Information Publications.
2)    High Frequency (HF) Voice has been considered the primary communications medium in the Polar North Area; however, other mediums may be used in accordance with the applicable policy. For example, although HF Voice remains primary for communications with Anchorage Center, in areas where there is satellite coverage, satellite communication (SATCOM) voice may be used as a back-up to communicate with ARINC Radio and in non-routine situations to establish direct pilot-controller voice communications.
3)    In areas of satellite coverage, pilot-controller datalink communications (CPDLC) may be used for ATC communications provided the AAT unit has an approved capability. In addition, provided the capability is approved, HF data link may also be used to fulfill communications requirements with AAT units having the capability and with airline dispatch.
4)    It is recognized that SATCOM may not be available for short periods during flight over the North Pole, particularly when operating on designated polar routes 1 and 2 (see Volume 4, Chapter 1, Section 5). Communication capability with HF radios may also be affected during periods of solar flare activity. The operator must take into consideration for each dispatched polar flight, the predicted solar flare activity and its effect on communication capability.

D.    Minimum Equipment Lists (MEL). The operator will amend their MEL for the items that must be operational for north polar operations. For Extended Operations (ETOPS) flights, all MEL restrictions for 180-minute operations will be applicable. Prior to receiving FAA authority to conduct north polar operations, the operator will be required to amend its MEL for the following systems/equipment to indicate that they are required for north polar operations dispatch:

·    Fuel quantity indicator system (FQIS) (to include fuel tank temperature indicating system),

·    Auxiliary power unit (APU) - for two-engine airplanes (including electrical and pneumatic supply to its designed capability),

·    Autothrottle system,

·    Autopilot, and

·    Communication system(s) relied on by the flightcrew to satisfy the requirement for effective communication capability.

E.    Training. The following requirements must be addressed in the approved training program (part 125 certificate holders are not required to have an approved training program):

1)    QFE/QNH (airport altitude settings) (See Advisory Circular (AC) 91-70, Oceanic Operations, current edition) and meter/feet issues are required for flightcrew and aircraft dispatcher training. See the current edition of AC 120‑29, Criteria for Approval of Category I and Category II Weather Minima for Approach, for information in regards to cold temperature effects on altimeters.
2)    Training requirements for fuel freeze strategy and monitoring requirements. Maintenance, dispatch, and flightcrew training (special curriculum segments).
3)    General route-specific training on weather patterns and aircraft system limitations.
4)    For diversion decision-making, the roles and responsibilities must be addressed for providing airplane systems capability information to dispatch and flightcrew in order to aid the pilot in command (PIC).
5)    Flightcrew training in the use of the cold weather anti-exposure suit.

F.    Long-Range Flightcrew Requirements. The following long-range flightcrew issues need to be addressed by the operator:

1)    Rest plan submitted to the principal operations inspector (POI) for review and approval.
2)    Multicrew flight proficiency issue needs to be addressed in the training program.
3)    The progression of the delegated PIC authority as designated by the operator. This does not mean that there can be more than one PIC on a flight who is responsible for the safe operation of the flight under §§ 121.535, 121.537, and International Civil Aviation Organization (ICAO) Annex 6, Part 1, Chapter 1, Definitions, and Chapter 4, Flight Operations, section 4.5.1.

G.    Dispatch and Crewmember Considerations During Solar Flare Activity. The operator must be aware of the content of the current edition of AC 120-61, In-Flight Radiation Exposure.

H.    Additional Required Equipment for North Polar Operations.

1)    Except for all cargo operations, expanded medical kit to include automated external defibrillators (AED) (See the current edition of AC 91.21-1, Use of Portable Electronic Devices Aboard Aircraft).
2)    A minimum of two cold weather anti-exposure suits will be required to be on board the aircraft so that outside coordination at a diversion airport with extreme climatic conditions can be accomplished safely.

I.    En Route Polar Diversion Alternate Airport Requirements. Operators are expected to give definition to a sufficient set of alternate airports for polar diversions, such that one or more can be reasonably expected to be available in varying weather conditions (AC 120-42, Extended Operations (ETOPS and Polar Operations), current edition, provides additional guidance for two-engine airplanes). The flight must be able to make a safe landing, and the airplane maneuvered off the runway at the selected diversion airport. In the event of a disabled airplane following landing, the capability to move the disabled airplane must exist so as not to block the operation of any recovery airplane. In addition, those airports designated for use must be capable of protecting the safety of all personnel by being able to:

1)    Offload the passengers and flightcrew in a safe manner during possible adverse weather conditions,
2)    Provide for the physiological needs of the passengers and flightcrew for the duration until safe evacuation, and
3)    Be able to safely extract passengers and flightcrew as soon as possible (execution and completion of the recovery is expected within 12 to 48 hours following diversion).

J.    Recovery Plan for Passengers at Polar Diversion Alternate Airports. All operators conducting polar operations must submit to the FAA a recovery plan that will be initiated in the event of an unplanned diversion. The recovery plan should address the care and safety of passengers and flightcrew at the approved emergency airport, and include the plan of operation to extract the passengers and flightcrew from that airport.

1)    The operator should be able to demonstrate its ability to launch and conduct the recovery plan on its initial application for north polar route approval.
2)    The operator must maintain the accuracy and completeness of its recovery plan and diversion airport database at least annually.

K.    Validation Requirements for Area Approval for Polar Operations. The operator will be required to conduct an FAA-observed validation flight in order to receive authorization to conduct polar operations. As part of the validation, the operator will be required to exercise its reaction and recovery plan in the event of a diversion to one of its designated en route alternate airports. Adequate and timely coordination must be made so that the FAA coordination necessary to have an FAA inspector in place at the selected emergency airport can be made.

1)    The aviation safety inspector (ASI) will witness the effectiveness and adequacy of:

·    Communications,

·    Coordination,

·    Facilities,

·    Accuracy of Notices to Airmen (NOTAM) and weather information, and

·    Operability of ground equipment during the simulated diversion.

2)    The exercise of the operator’s reaction and recovery plan may be completed prior to the validation flight.
3)    AFS–200 will give favorable consideration to a request by the operator, through the POI, to conduct the validation flight in a passenger revenue status only if the operator’s reaction and recovery plan has been previously demonstrated to the satisfaction of FAA.
4)    If the operator elects to demonstrate its reaction and recovery plan as part of and during the validation flight, the flight cannot be conducted in a passenger revenue status. The carriage of cargo revenue is permissible in this case, and is encouraged, for airplane weight and balance purpose.

L.    Program Tracking and Reporting Subsystem (PTRS) Requirements. Upon completion, make appropriate record entries as follows:

1)    Air Transportation Oversight System (ATOS) Part 121 Tracking. Use an element-based Dynamic Observation Report (DOR). Enter OPSPB055 in the Local/Regional/National Field.
2)    Title 14 CFR Parts 125 and 135 Tracking. Use codes for PTRS Input, as follows: code 1326 (Operation Specifications Original) or 1327 (OpSpecs Revision) and, if required, 1314 (Observe Route Proving Flights).

OPSPEC B057, NATIONAL PARKS AIR TOUR MANAGEMENT OPERATIONS UNDER TITLE 14 CFR PART 136.

A.    Purpose. OpSpec B057 gives Interim Operating Authority to permit certificate holders and 14 CFR part 91 air tour operators to continue to conduct air tour operations over the identified national park units and abutting tribal lands listed in its Table 1, for up to 180 days after the finalized air tour management plan (ATMP). At the end of the 180 days, the OpSpecs will need to be re-issued, if there are any limitations set forth in the final ATMP.

B.    Commercial Air Tour Operations. These operations are conducted as commercial air tour operations in accordance with part 136, the applicable operating part, and the limitations and provisions of OpSpec B057.

OPSPEC/MSPEC B059, CANADIAN MNPS.

A.    Purpose. For the 14 CFR part 135 certificate holders or 14 CFR part 91K program managers, the Canadian minimum navigation performance specification (MNPS) airspace approvals may be granted by issuance of OpSpec/MSpec B059 only and adding that area of en route operations to OpSpec/MSpec B050. OpSpec/MSpec B059 must be referenced appropriately in OpSpec/MSpec B050. If North Atlantic Minimum Navigation Performance Specifications (NAT/MNPS) authorization is applicable, OpSpec/MSpec B039 would also be issued.

B.    Further Guidance. See Volume 4, Chapter 1, Section 5, Special Navigation Areas of Operation, for details to authorize operations in Canadian MNPS.

C.    Title 14 CFR Parts 121 and 135. For the part 121 and 135 certificate holders, Canadian MNPS airspace approvals are granted by issuance of OpSpec B039 and adding that area of en route operations to OpSpec B050.

OPSPEC B342 EXTENDED OPERATIONS (ETOPS) WITH TWO-ENGINE AIRPLANES, UNDER PART 121 OR 135. The FAA issues OpSpec B342 to operators who are approved to conduct extended operations (ETOPS) with two-engine airplanes in accordance with the limitations and provisions of this OpSpec and 14 CFR part 121, § 121.161, or 14 CFR part 135, § 135.364.

A.    General Guidance. Evaluate and approve all ETOPS in accordance with Advisory Circular (AC) 120-42, Extended Operations (ETOPS) and Polar Operations, current edition, or AC 135-42, Extended Operations (ETOPS) and Operations in the North Polar Area, current edition, and any additional criteria Order 8900.1 specifies. At a minimum, operators must meet the following conditions:

1)    The proposed airplane/engine combination must be type-design approved for the proposed extended-range operation.
2)    The ETOPS maintenance and the flight operation programs must meet or exceed AC 120-42, current edition or AC 135-42, current edition, criteria.
3)    Higher Headquarters (region and Air Transportation Division, AFS–200) must concur with the proposed operation.
4)    Successful completion of validation flights.

B.    Validation Flights. In order to be authorized for ETOPS in accordance with B342, operators must satisfactorily complete validation flights as part of the ETOPS approval process. Refer to Volume 3, Chapter 29, Proving and Validation Tests, and Volume 4, Chapter 6, Airplane Authorizations and Limitations.

1)    Before conducting the validation flights, the certificate-holding district office (CHDO) will request authorization from AFS–200 via its regional office, to issue the appropriate temporary OpSpec. Once AFS–200 authorizes the validation test, the POI will select paragraph a in the B342 template that limits operations to only ETOPS validation flights, and issue the temporary OpSpec.
2)    The CHDO’s request should include any specific recommendations the principal maintenance inspector (PMI), principal avionics inspector (PAI), or POI, made. Following review and concurrence by AFS‑200, schedule the validation flights in accordance with any additional guidance or recommendations specified in AFS-200’s concurrence.
3)    Following the successful completion of the validation flights, the CHDO will send a memo through its regional office and AFS–200 to the Director of Flight Standards (AFS–1), advising that the certificate holder has successfully validated their ETOPS processes and recommending that AFS–1 authorize the CHDO to issue the appropriate OpSpecs for ETOPS.

C.    Limitations and Provisions. This subparagraph defines the limitations and provisions under which the operator may conduct ETOPS.

1)    Use OpSpec B342 Table 1 to document the airplanes authorized to conduct these operations. The table lists the aircraft by make/model/series (M/M/S), registration number, aircraft engine, and maximum diversion times. In the case where all M/M/S have the same maximum diversion time, the term All can substitute for the actual registration numbers. Use the following figure as an example.

Figure 3-117, Example Completed Table 1, Authorized ETOPS Airplane/Engine

AIRPLANE TYPE (MAKE/MODEL/ SERIES)

REGISTRATION NUMBERS

AIRCRAFT

ENGINE

MAXIMUM DIVERSION TIME

IN MINUTES

Boeing 737-400

Boeing 757-200

Boeing 777-200

Airbus A330

All

All

N602PA

N630PA

CFM International CFM56-3

Rolls Royce RB211-535E4

General Electric GE90-110B

Pratt And Whitney PW4000-100

120

180

207

180

2)    Use OpSpec B342 Table 2 to document the approved ETOPS en route alternate airports. These airports are in addition to a flight’s departure, destination, and destination alternate airports.

NOTE:  After the POI grants initial approval of ETOPS, subsequent changes to Table 2, such as the addition of a new en route alternate, do not have to be forwarded for approval to AFS–200 via the regional office. This only applies to Table 2. Coordinate all other changes to this OpSpec through the regional office to AFS–200.

Figure 3-118, Example Completed Table 2, Authorized ETOPS Alternate Airports

Airport (Ident)

Special Conditions/Limitations

KEFLAVIK (BIKF)

None

SONDERSTROM (BIRK)

None

GANDER (CYQX)

None

LAJES (LPLA)

None

SHANNON (EINN)

None

REYKJAVIK (BIRK)

B737 ONLY

D.    Part 121 ETOPS With Diversion Times of 75 Minutes or Less. Evaluate and approve on a case-by-case basis part 121 ETOPS with maximum diversions times of 75 minutes or less. Although type-design approval is not necessary for ETOPS of 75 minutes or less, review the airplane’s design to identify any special equipment or requirements necessary to safely conduct these operations. Except for ETOPS in the Western Atlantic and Caribbean Sea, ETOPS maintenance and flight operations programs for these operations must meet the criteria in AC 120-42, current edition. The FAA, on a case-by-case basis, approves operations in the Western Atlantic Ocean and Caribbean Sea considering the reliability of the propulsion system, the character of the terrain, kind of operation, performance of the airplane to be used, capabilities of the alternate airports en route, and the special provisions for this area in B342. All ETOPS with diversion times of 75 minutes or less require the respective regional office and AFS–200 review and concurrence before issuing OpSpecs approval for these operations.

E.    Authorizations. As appropriate, the FAA can use B342 to issue a general ETOPS authorization, a special authorization for the Western Atlantic and Caribbean Sea, or both, only under part 121.

F.    B342 With Two-Engine Airplane Under Part 121 Only. Special provision for Western Atlantic Ocean and Caribbean Sea is a specific authorization and the FAA issues it if the operator has authorization to conduct any special ETOPS in the Western Atlantic Ocean and Caribbean Sea using a maximum diversion time of 75 minutes or less. Use OpSpec B342 Table 3 to document the airplanes approved for these operations. The table lists the airplane M/M/S and any special equipment or limitations required to ensure the airplane is airworthy for these operations. If appropriate, use the special equipment/limitations columns to limit the operation to a specific aircraft series. Refer to the figure below.

Figure 3-119, Example Completed Table 3, Special Provision for Western Atlantic and Caribbean Sea ETOPS

AIRPLANE TYPE (MAKE/MODEL/SERIES)

SPECIAL EQUIPMENT/LIMITATIONS

Airbus 300

Series A300B4203 Only

Boeing 737

APU Generator Operating

Boeing 767

None

Doug DC9

MAX TOGW 138,000

G.    Additional OpSpecs. In addition to the ETOPS OpSpecs, operations may require additional OpSpecs, such as: B036 for Class II navigation; B037 if the operation involves Central East Pacific airspace; B038 if the operation involves North Pacific airspace; B039 if the operation involves North Atlantic (NAT)/Minimum Navigation Performance Specification airspace; B040 if the operation involves areas of magnetic unreliability. If the operation involves transatlantic flight in the North Atlantic, the FAA can authorize these operations under B041 if the capabilities of the aircraft permit NAT/OPS under the 60-minute rule.

NOTE:  This is not a complete list of additional OpSpecs. It has been included in this section to provide examples only.

H.    Experienced ETOPS Operator. Once a certificate holder has authorization to conduct ETOPS, procedures and systems should be in place to support any additional ETOPS authority. The application package for an experienced ETOPS operator requesting a new aircraft/engine combination, a change to the existing authorization (e.g., 120 minutes to 180 minutes), or a new geographic area of operation, may not be as complex as a new entrant operator. The CHDO will make this determination, along with the concurrence of the regional office and Headquarters.

NOTE:  Additional information is available in AC 120-42, current edition, and AC 135-42, current edition, depending on the type of operation requested. Additional guidance regarding the approval and continued assessment of the ETOPS process can be found in Volume 4, Chapter 6, Airplane Authorizations and Limitations.

OPSPEC B344 EXTENDED OPERATIONS IN PASSENGER-CARRYING AIRPLANES WITH MORE THAN TWO ENGINES, UNDER PARTS 121 OR 135. The FAA issues OpSpec B344 to operators who are approved to conduct extended operations (ETOPS) with airplanes with more than two engines in accordance with the limitations and provisions of this OpSpec, and 14 CFR part 121, § 121.161, or 14 CFR part 135, § 135.364.

A.    General Guidance. Evaluate and approve all ETOPS in accordance with Advisory Circular (AC) 120-42, Extended Operations (ETOPS) and Polar Operations, current edition, or AC 135-42, Extended Operations (ETOPS) and Operations in the North Polar Area, current edition, and any additional criteria Order 8900.1 specifies. As a minimum operators must meet the following conditions:

1)    The proposed airplane/engine combination must be type-design approved for the extended range operation proposed for aircraft manufactured after February 17, 2015 for part 121, or February 15, 2005 for part 135.
2)    The ETOPS maintenance and the flight operation programs must meet or exceed the criteria in AC 120‑42, current edition, or AC 135-42, current edition.
3)    Higher Headquarters (region and Air Transportation Division, AFS–200) must concur with the proposed operation.
4)    Successful completion of validation flights.

B.    Validation Flights. In order to issue OpSpec B344, operators must accomplish validation flights (as described in Volume 3, Chapter 29, Proving and Validation Tests, and Volume 4, Chapter 6, Airplane Authorizations and Limitations) as part of the ETOPS approval process.

1)    Before conducting the validation flights, the certificate-holding district office (CHDO) will request authorization from AFS–200 via its regional office to issue the appropriate temporary OpSpec. Once AFS–200 authorizes the validation test, the principal operations inspector (POI) will select paragraph a in the B344 template that limits operations only to ETOPS validation flights, and issue the temporary OpSpec.
2)    The CHDO’s request should include any specific recommendations the principal maintenance inspector (PMI), principal avionics inspector (PAI), or POI, made. Following review and concurrence by AFS–200, schedule the validation flights in accordance with any additional guidance or recommendations specified in AFS–200’s concurrence.
3)    Following the successful completion of the validation flights, the CHDO will send a memo through their regional office and AFS–200 to the Director of Flight Standards (AFS–1), advising that the certificate holder has successfully validated their ETOPS processes, and recommending that AFS–1 authorize the CHDO to issue the appropriate OpSpecs for ETOPS.

C.    Limitations and Provisions. This subparagraph defines the limitations and provisions under which the operator may conduct ETOPS.

1)    Use OpSpec B342 Table 1 to document the airplanes authorized to conduct these operations. This table lists aircraft by make/model/series (M/M/S), registration number, aircraft engine, and maximum diversion times. In the case where all M/M/S have the same maximum diversion time, the term All may substitute for the actual registration numbers. Use Figure 3-117 in OpSpec B342 as an example.
2)    Use OpSpec B344 Table 2 to document the approved ETOPS en route alternate airports. These airports are in addition to a flight’s departure, destination, and destination alternate airports.

NOTE:  After initial approval of ETOPS has been granted, subsequent changes to Table 2, such as the addition of a new en route alternate, do not have to be forwarded for approval to AFS–200 via the regional office. This only applies to Table 2. Coordinate all other changes to this OpSpec through the regional office to AFS–200.

Figure 3-120, Example Completed Table 2, Authorized ETOPS Alternate Airports

Airport (Ident)

Special Conditions/Limitations

HONOLULU (PHNL)

None

MIDWAY ATOL (PMDY)

None

TAHITI (NTAA)

None

D.    Additional OpSpecs. In addition to the ETOPS OpSpecs, operations may require additional OpSpecs, such as: B036 for Class II navigation; B037 if the operation involves Central East Pacific airspace; B038 if the operation involves North Pacific airspace; B039 if the operation involves North Atlantic (NAT)/Minimum Navigation Performance Specification airspace; B040 if the operation involves areas of magnetic unreliability. If the operation involves transatlantic flight in the North Atlantic, the FAA can authorize these operations under B041 if the capabilities of the aircraft permit NAT/OPS under the 60-minute rule.

NOTE  This is not a complete list of additional OpSpecs. It has been included in this section to provide examples only.

E.    Experienced ETOPS Operator. Once a certificate holder has authorization to conduct ETOPS, procedures and systems should be in place to support any additional ETOPS authority. The application package for an experienced ETOPS operator requesting a new aircraft/engine combination, a change to the existing authorization (120 minutes to 180 minutes), or a new geographic area of operation, may not be as complex as a new entrant operator. The CHDO will make this determination, along with the concurrence of the regional office and Headquarters.

NOTE:  Additional information is available in AC 120-42, current edition, and AC 135-42, current edition, depending on the type of operation requested. Volume 4, Chapter 6, Airplane Authorizations and Limitations, contains additional guidance regarding the approval and continued assessment of the ETOPS process.

RESERVED. Paragraphs 3-817 through 3-870.