VOLUME 12 INTERNATIONAL AVIATION
CHAPTER 2 fOREIGN AIR CARRIERS OPERATING TO THE UNITED STATES AND FOREIGN
OPERATORS OF U.S.-REGISTERED AIRCRAFT ENGAGED IN COMMON CARRIAGE OUTSIDE THE UNITED STATES
Section 5 Part
129 Part C
Operations SpecificationsAirplane Terminal Instrument Procedures and Airport Authorizations and Limitations
12-214 PART C OPERATIONS SPECIFICATIONS (OPSPECS). The Federal
Aviation Administration (FAA) issues Part C OpSpecs to foreign air carriers who conduct airplane
operations under Title 14 of the Code of Federal Regulations (14 CFR) part
FAA does not issue Part C OpSpecs to foreign air carriers who conduct only helicopter
operations. Instrument flight rules (IFR) helicopter operators are issued Part H OpSpecs.
The FAA does not usually issue Part C OpSpecs to part
operators who are restricted to visual flight rules (VFR)-only operations.
OPSPEC C048ENHANCED FLIGHT VISION SYSTEM (EFVS) OPERATIONS.
A. Purpose and Applicability. This section provides references, information, and guidance for
principal inspectors (PI) and supporting aviation safety inspectors (ASI) to perform an evaluation of an operator’s application
for the initial issuance or an amendment to OpSpec C048. An application is required for each operator under 14 CFR part
authorization to conduct EFVS operations under 14 CFR part
91, § 91.176.
B. Background. Regulations permit pilots to descend below decision altitude (DA)/decision height (DH) or minimum descent altitude (MDA) using a certified
EFVS to conduct an EFVS operation on certain instrument approach procedures (IAP). EFVS operations require FAA authorization, which begins with an FAA evaluation described in this section.
Additional provisions provided through the authorization allow foreign operators operating under part
use EFVS operational minimums to begin the Final Approach Segment (FAS) when the current reported visibility is below the visibility minimums prescribed in the IAP.
NOTE: Operators issued C048 authorizing EFVS operations under §
(m) have until March 13, 2018 to apply for reissuance of the updated C048 EFVS authorization required by § 91.176. On March 13, 2018, §
(m) will be removed from 14 CFR.
C. General. The guidance in this paragraph provides an overview of the EFVS application evaluation process. The following describes the roles and
responsibilities of the FAA personnel and lists and describes the references that must be used to complete a thorough evaluation.
a) Principal Operations Inspectors (POI). POIs assigned to evaluate an EFVS application are responsible for managing the evaluation process, coordinating the
review and evaluation of the submitted EFVS application with other assigned PIs and ASIs, initiating FAA internal coordination when required, and issuing the authorization.
b) The Flight Technologies and Procedures Division (AFS-400). AFS-400 is responsible for providing the technical and policy support and consultation to the
inspectors conducting the application evaluation and coordinating with other headquarters (HQ) divisions, as applicable.
c) International Field Offices (IFO).
1. IFOs must initiate coordination with the AFS-400 EFVS focal point when an applicant presents a means to obtain EFVS authorization
that is not described in the current edition of Advisory Circular
(AC) 90-106, Enhanced
Flight Vision Systems.
2. IFOs must ensure that all information and documentation recommended in AC
adequately addressed in the operator’s submission.
d) Operators. Operators issued C048 for operations under §
(m) seeking similar operational authorization to conduct EFVS operations under § 91.176(b) with the same airplane make, model, and series (M/M/S) and EFVS do not require further evaluation
unless the application seeks to add provisions.
2) Resources. The following are the primary references for inspectors conducting an EFVS application evaluation:
AC describes EFVS operations, information, and documentation. Inspectors must use the AC as the primary reference to help determine if operators have met FAA expectations during the
evaluation of an application.
Volume 12, Chapter 2, Section 5. Inspectors
must use this as a general guideline for conducting the evaluation of an application.
c) International Civil Aviation Organization (ICAO) Annex 6, Part 1, Attachment, Head‑Up Displays (HUD) and
Enhanced Vision Systems (EVS). This attachment contains ICAO guidance for EFVS.
d) Airplane Flight Manual (AFM)/Rotorcraft Flight Manual (RFM) or Supplement (AFMS/RFMS). The AFM/RFM contains
information pertaining to the certification of an EFVS.
e) AFS-400. AFS-400 is the policy division for EFVS and operator authorizations. The EFVS focal point listed on the following Flight Operations Branch (AFS-410)
website should be contacted for technical support or when directed by guidance:
D. Introduction. In order to obtain authorization to conduct EFVS operations (C048), an operator must show it has been approved to conduct EFVS operations
by the State of the Operator and that each foreign‑registered airplane to be authorized is equipped with an EFVS that meets the appropriate airworthiness certification requirements.
In addition, the EFVS-equipped foreign-registered airplane must meet all of the requirements in § 91.176, including equipment requirements, in order to be used in EFVS operations in the
United States. This requirement is consistent with ICAO standards. Article 11 of the Convention on International Civil Aviation requires airplanes subject to its provisions and operating
within the territory of a contracting State to comply with the applicable laws and regulations enacted by that State.
E. Application Components. The responsible IFO is responsible for authorizing operators of foreign‑registered airplanes to conduct EFVS operations in
the United States. This C048 authorization is based primarily on an EFVS authorization from the State of the Operator. Documentation may include foreign‑issued OpSpecs or an official letter
from the State of the Operator’s civil aviation authority (CAA) stating that the foreign air carrier is approved for EVFS in accordance with XXXX (e.g., ICAO Doc XXX). The major
components of the application to conduct EFVS operations in the United States should include:
1) An application letter.
2) A description of airplanes and equipment proposed to be used for EFVS operations.
3) Airworthiness documentation.
4) AFM(S)/RFM(S) provisions for EFVS. Foreign-registered airplanes used by a foreign air carrier for EFVS operations within the United States must have
AFM(S) provisions reflecting an appropriate level of EFVS capability that meets the display, features, and requirements of § 91.176.
5) Minimum equipment list (MEL) approval, including any EFVS provisions. (An FAA-approved MEL is required
for a U.S.-registered airplane.) In accordance with part
foreign air carrier or foreign person may operate a U.S.-registered airplane with inoperable instruments or equipment unless a Master Minimum Equipment List (MMEL) exists for the airplane
type, and the foreign operator submits for review and approval its airplane MEL, based on the MMEL, to the FAA. For EFVS operations, the foreign operator should take the EFVS system and
components into consideration during MEL submission, review, and approval, if the foreign operator is seeking MEL relief for EFVS.
6) EFVS operational approval issued by the CAA of the State of the Operator.
7) EFVS training program approval issued by the CAA of the State of the Operator.
8) Maintenance program approval, including EFVS provisions. (An FAA-approved maintenance program is required
for a U.S.-registered airplane.) In accordance with §
foreign air carrier and each foreign person operating a U.S.-registered aircraft within or outside the United States in common carriage must ensure that each aircraft is maintained in
accordance with a program approved by the Administrator.” This maintenance program must contain maintenance provisions for EFVS equipment, and no field approvals are authorized for EFVS.
9) OpSpecs and any proposed amendments the operator is seeking.
F. Instructions for Table 1 (Figure 12-15). The following are instructions to inspectors for populating Table 1 of the authorization:
1) Authorization. The foreign air carrier is authorized to conduct the EFVS operations under § 91.176 specified in this OpSpec.
2) Authorized Airplanes, Equipment, and EFVS Operations. The foreign air carrier is authorized to conduct the EFVS operations specified using the
airplanes, Enhanced Vision System (EVS) sensor, and limitations and provisions listed in Table 1. The foreign air carrier’s airplane must be equipped with an EFVS that has either an
FAA type design approval or, for a foreign-registered airplane, the EFVS complies with all of the EFVS requirements of § 91.176(a)(1) or (b)(1) applicable to the operation to be conducted
and is approved by the State of the Operator.
Figure 12-15. Sample C048 Table 1 Authorized Airplanes, Equipment, and EFVS Operations
(With sub-list attribute)
Kollsman EVS II
§ 91.176(a) and (b)
Subparagraph d(1)(a) Subparagraph d(1)(b)
3) Airplane (M/M/S). Select the M/M/S of the airplane with the specific installed EFVS. Airplane M/M/S with
different EFVS installations must be listed in separate rows.
NOTE: Only airplanes from an operator’s aircraft list in the Web-based Operations Safety System (WebOPSS) assigned an EFVS authorization will populate
the drop-down list provided in the “Airplane (M/M/S)” column in Table 1. To add the EFVS authorization to an airplane, go to “CHDO” “Maintain Operator
Data” “Aircraft,” select the operator’s airplane to edit, and add “EFVS” to the “Authorization” section.
4) EFVS Sensor. Select the certified EFVS sensor installed on the airplane. Identical EFVS sensors installed
on different airplane M/M/S must be listed in separate rows.
5) Authorized EFVS Operation(s). Select the applicable EFVS operation(s) that the operator is authorized to conduct based on results of the application
evaluation. The following applies to selections available:
a) Section 91.176(a). The EFVS equipment is certified for EFVS operations to touchdown and rollout and the operator is authorized for EFVS operations to
touchdown and rollout.
b) Section 91.176(b). The EFVS equipment is certified for EFVS operations to touchdown and rollout or EFVS operations to 100 feet above the touchdown zone
elevation (TDZE), and the operator is only authorized for EFVS operations to 100 feet above the TDZE.
c) Section 91.176(a) and (b). The EFVS equipment is certified for EFVS operations to touchdown and rollout, and the operator is authorized for EFVS operations
to 100 feet above the TDZE and EFVS operations to touchdown and rollout.
6) EFVS Visual Advantage. Inspectors must coordinate with the AFS-400 EFVS focal point before entering a value in this column. AFS-400 will assist the POI
with determining the visual advantage value to be entered into this column for each qualifying airplane M/M/S. Inspectors should place an “N/A” in the visual advantage column
if the applicant is not seeking EFVS visual advantage.
7) Limitations and Provisions. The selections in this column represent operational limitations and provisions that may be applicable to an authorization.
Inspectors must select all subparagraphs from the drop‑down menu that apply to the authorization.
a) Subparagraph d(1)(a). Select when the foreign air carrier is authorized to begin the FAS, or continue an IAP past the final approach fix (FAF), at an airport
when the visibility reported is at or above the EFVS operational minimums specified by this authorization. In no case will the operational minimums be less restrictive than those minimums
approved by the State of the Operator.
b) Subparagraph d(1)(b). Selectable subparagraph that may be added in coordination with AFS‑400 for additional limitations or provisions that are identified
during the FAA evaluation. Contact the AFS‑400 EFVS focal point for assistance. In no case will these FAA operational minimums be less restrictive than those minimums approved by the
State of the Operator.
NOTE: Foreign air carriers will not use EFVS operational minimums until authorized by the State of the Operator and authorized by OpSpec C048.
8) Pilot Training and Qualification Requirements. The use of EFVS as prescribed in this OpSpec is authorized only for those pilots in command (PIC) and
seconds in command (SIC) who have:
a) Completed the foreign air carrier’s approved EFVS training; and
b) Been qualified for EFVS operations by one of the foreign air carrier’s check pilots or a CAA inspector from the State of the Operator.
9) Airplane Maintenance Requirements. The foreign air carrier must maintain the airplane and equipment listed in Table 1 of this OpSpec in accordance with
its maintenance program approved by the State of the Operator.
OPSPEC C050. DECOMMISSIONED.
OPSPEC C051TERMINAL INSTRUMENT PROCEDURES (Required for All Air Carriers Conducting IFR Operations).
A. Purpose. The FAA issues OpSpec C051 to all foreign air carriers who operate airplanes and conduct any flight operations
under instrument flight rules (IFR). This paragraph provides direction and guidance on acceptance of U.S. Terminal Instrument Procedures (TERPS). This OpSpec
also provides additional guidance to the foreign air carrier for:
1) Converting any takeoff and landing minimum expressed in the metric linear measurement
system to the U.S. standard linear measurement system; and
2) Identifying the source of approved weather in the United States.
B. Continuing an Instrument Approach. The following minimum International Civil
Aviation Organization (ICAO) standards apply to continuing an instrument approach:
1) For airplanes, refer to Annex 6 Part I, Chapter 4, 126.96.36.199 and 188.8.131.52.
2) For helicopters, refer to Annex 6 Part III, Section II, Chapter 2, 184.108.40.206
and 220.127.116.11 and Section III, Chapter 2, 18.104.22.168 and 22.214.171.124.
NOTE: Each foreign air carrier operating within the United States in common carriage must ensure all U.S. regulatory requirements
are complied with, including all more restrictive State of the Operator requirements.
OPSPEC C052STRAIGHT-IN NONPRECISION, APV, AND CATEGORY I PRECISION APPROACH AND
LANDING MINIMAALL AIRPORTS (Required for All Air Carriers Conducting IFR Operations).
A. Applicability. OpSpec C052 specifies the types of instrument
approaches the foreign air carrier is authorized to conduct, prohibits the use
of other types of instrument approaches, and authorizes the lowest straight-in
nonprecision, approach procedures with vertical guidance (APV), and Category
(CAT) I precision approach and landing minima. Before authorizing a type of
instrument approach procedure (IAP), the principal operations inspector (POI)
must ensure the foreign air carrier has established the aircraft system eligibility
and that its manual, which the State of Operator must have approved/accepted,
includes both flightcrew training and procedures, as applicable, for the types
of approaches authorized. All of the approaches authorized by OpSpec C052 must
be published in accordance with 14 CFR part
NOTE: Questions regarding the issuance of OpSpec C052 should be directed to the Flight
Technologies and Procedures Division (AFS-400) at 202-385-4623 or the International Programs and Policy Division (AFS-50) at 202-385-8070.
B. Types of Instrument Approaches Authorized. In paragraph C052,
Table 1 specifies the types of instrument approaches the operator is authorized
to conduct under instrument flight rules (IFR) and prohibits the use of other
types of instrument approaches. In the Web-based Operations Safety System (WebOPSS),
the POI will select the approaches that apply to the operator. Refer to the
Aeronautical Information Manual (AIM) for a detailed description of each approach.
Volume 4, Chapter 2, Section 1 for
information on required training for various types of approaches.
2) All the approaches approved by OpSpec C052 must be published in accordance with part
3) If the foreign air carrier is authorized to conduct Global Positioning System
(GPS) procedures as listed in Table 1 of OpSpec C052, the aircraft and equipment
must be listed in Table 1 of OpSpec B035.
4) Required Navigation Performance Approaches (RNP APCH)Area
Navigation (RNAV) (RNP) approaches are different from RNAV (GPS) approaches
in that a specific performance requirement is defined for the navigation system,
and onboard performance monitoring and alerting is required. An RNP APCH typically
addresses only the requirement for the lateral navigation aspect (2D navigation)
along straight segments. RNP approaches that contain a curved segment (Radius
to Fix (RF) leg), Final Approach Segments (FAS) specifying less than 0.3 nautical
miles (NM) accuracy, or a Missed Approach Segment (MAS) that specifies less
than 1.0 NM accuracy, require more rigorous equipment qualification and training
so special authorization is required. These are referred to as RNAV RNP IAP
with Authorization Required (AR) or RNP AR approaches. C052 does not authorize
RNP AR operations. Authorization for RNAV RNP AR approaches is through nonstandard
OpSpec C384. (Refer to the current edition of Advisory Circular (AC)
Approval Guidance for RNP Procedures with AR.)
5) Three groups of IAPs may be authorized in OpSpec C052:
a) Column one specifies the Nonprecision Approaches (NPA) without vertical guidance
that are authorized by OpSpec C052. Operators must ensure the aircraft will not go below the minimum descent
altitude (MDA) without the required visual references specified in 14 CFR part
1. The International Civil Aviation Organization (ICAO) term for an
airport surveillance radar (ASR) approach is surveillance radar approach (SRA).
2. Belgium labels these approaches as “SRE.” Select “ASR/SRA/SRE” in
column one to authorize these approaches.
b) Column two of OpSpec C052 provides for the authorization of APV. These approaches
provide vertical guidance, but do not meet the same standards as precision approach
systems (e.g., instrument landing systems (ILS) and Ground Based Augmentation
System (GBAS)). These APVs are trained using an approved method that allows
descent to a published decision altitude (DA).
1. APV approaches may contain Localizer Performance with Vertical Guidance
(LPV) minima requiring wide area augmentation system (WAAS) and lateral navigation
(LNAV)/vertical navigation (VNAV) minima which may be flown with either
barometric vertical navigation (baro-VNAV) or WAAS‑based VNAV and are authorized
in column two of Table 1 of OpSpec C052. (See subparagraph C to determine applicable
lines of minima.) The AIM and the approach chart legend also have this information.
2. Aircraft accomplishing RNP approaches (RNAV (GPS) or RNAV Global
Navigation Satellite Systems (GNSS)) are required to monitor lateral and, if
approved for operational credit, vertical guidance deviations. For baro-VNAV
approach operations on an RNP approach using the LNAV/VNAV minimums, the current
vertical deviation limits are +100/-50 feet. Aircraft qualified using the current edition of AC
Airworthiness Approval of Positioning and Navigation Systems,
deviation display requirements for navigation, may use a vertical deviation
limit of ±75 feet (or a smaller value). This information must be published in
the Airplane Flight Manual (AFM), a Supplemental Type Certificate (STC), or
verified by the Aircraft Evaluation Group (AEG).
3. To authorize RNAV APVs, select “RNAV (GPS)” (for part
or “RNAV (GNSS)” (for foreign approaches) from the selectable
menu for column two of the OpSpec C052 template Table 1.
c) Column three of OpSpec C052 provides for the authorization of CAT I precision
IAPs from an electronic glideslope (ILS or GPS Landing System (GLS)).
1. “*RNAV/ILS” in column three may only be selected in C052
if the operator meets the requirements in OpSpec C063.
2. For pilot qualifications, the initial qualification segment of the
certificate holder’s approved ILS precision runway monitor (PRM) training program
must be successfully completed prior to conducting ILS PRM approach and landing
operations. Initial training materials must include published ILS PRM approach
chart materials, the AIM, related Notices to Airmen (NOTAM), and the latest
available FAA‑produced and -approved ILS PRM video entitled “ILS PRM & SOIA
Approaches Information for Air Carrier Pilots” that each pilot must view, and
which appears on the FAA Web site at
3. Pilots trained in PRM operations under previous guidance are not
required to retrain using the new version of the video. However, pilots are
required to know the change in operations of Traffic Alert and Collision Avoidance
System (TCAS) during PRM operations, as well as the required actions in response
to a controller instruction. Testing of knowledge objectives is required as
part of initial and recurrent qualification training. See subparagraph K.
Figure 12-3A. Sample C052 Table 1 Authorized Instrument Approach Procedures
LDA w/ glideslope
AZI/DME Back Course
LDA PRM DME
SDF w/ glideslope
LOC BC w/ glideslope
RNAV (GPS) PRM
C. GPS Authorization.
Volume 4, Chapter 1, Section 2 provides
more extensive guidance on GPS and GPS WAAS equipment. The applicant must
show that it has the ability to safely conduct GPS operations.
1) Background. GPS approach procedures have evolved from overlays
of existing conventional approaches to standalone GPS approaches. (Overlay approaches
are predicated upon the design criteria of the ground-based Navigational Aid
(NAVAID) used as the basis of the approach and do not adhere to the design criteria
for standalone GPS approaches.) Due to this transition, the FAA has revised
the titles of the approach procedures to reflect these upgrades. The titles
of all remaining GPS overlay procedures have been revised on the approach charts
to read “…or GPS” (e.g., “VOR or GPS RWY 24”). Therefore, all the approaches
that can be used by GPS now contain “GPS” in the title (e.g., “VOR or GPS RWY
24,” “GPS RWY 24,” or “RNAV (GPS) RWY 24”). During these GPS approaches, underlying
ground-based NAVAIDs are not required to be operational and associated aircraft
avionics need not be installed, operational, turned on, or monitored (although
monitoring of the underlying approach is suggested when equipment is available
and operational). Existing overlay approaches may be requested using the GPS
title. For example, request “GPS RWY 24” to fly the Very high frequency Omnidirectional
Range (VOR) or GPS RWY 24 approach.
NOTE: VOR/distance measuring equipment (DME) RNAV approaches will continue
to be identified as VOR/DME RNAV RWY (Number) (e.g., VOR/DME RNAV RWY 24). VOR/DME
RNAV procedures which can be flown by GPS will be annotated with “or GPS”
(e.g., VOR/DME RNAV or GPS RWY 24).
2) WAAS. As the satellite navigation evolution continues, the
WAAS has been developed to improve the accuracy, integrity, and availability
of GPS signals. WAAS receivers support all basic GPS approach functions and
will provide additional capabilities. One of the major improvements provided
by the WAAS is the ability to generate an electronic glidepath, independent
of ground equipment or barometric aiding. There are differences in the capabilities
of the WAAS receivers. Some approach-certified receivers will only support a
glidepath with performance similar to Baro-VNAV, and are authorized to fly the
LNAV/VNAV line of minima on the RNAV (GPS) approach charts. Receivers with additional
capability such as update rate and integrity limits are authorized to fly the
LPV or Localizer Performance (LP) line of minima. WAAS approach procedures may
provide LPV, LNAV/VNAV, LP, and LNAV minimums and are charted as RNAV (GPS)
RWY (Number) (e.g., RNAV (GPS) RWY 24). For further guidance, please see the
AIM or contact AFS-400 at FAA headquarters (HQ).
NOTE: Some WAAS installations do not support approaches at all, while
some do not support LPV or LP lines of minima.
3) Local Area Augmentation System (LAAS). An additional augmentation
system, the LAAS has been developed to provide precision approaches similar
to ILS at airfields. These precise approaches are based on GPS signals augmented
by ground equipment. The international term for LAAS is GBAS and the approaches
which use the equipment are referred to as GBAS Landing System (GLS) or GNSS
Landing System (GLS) approaches. LAAS equipment consists of a GBAS Ground Facility
(GGF) supported by a minimum of four accurately surveyed reference stations
and an uplink antenna called the very high frequency (VHF) Data Broadcast (VDB)
antenna, as well as an aircraft LAAS receiver. The GGF can support multiple
runway ends or landing areas served by procedures that are within the service coverage.
a) Similar to LPV and ILS approaches, GLS provides lateral and vertical
guidance. By design, LAAS was developed as an “ILS look-alike” system from the
pilot perspective. Unlike WAAS, LAAS may support approaches to CAT III minimums
in the future due to its nearly identical performance standards to ILS in terms
of accuracy, integrity, availability and continuity. Portions of the GLS approach
prior to and after the FAS may be based on RNAV or RNP segments. Therefore,
a switch transition between RNAV or RNP and GLS modes may be required. In the
future, the GGF may be able to support portions of the procedure outside the FAS.
b) There are also a few differences from LPV, GLS, and ILS approaches in
terms of charting, procedure selection, and identification. The LAAS procedure
is titled “GLS RWY XX” on the approach chart. In the aircraft, pilots will select
a five-digit GBAS channel number or associated approach within the flight management
system (FMS) menu. Selection of the GBAS channel number by pilot or FMS also
tunes the VDB. The VDB provides information to the airborne receiver where the
guidance is synthesized. The LAAS procedure is identified by a four alpha-numeric
character field referred to as the Reference Path Indicator (RPI) or approach ID.
This identifier is analogous with the IDENT feature of the ILS. The RPI
is charted. Following procedure selection, confirmation that the correct LAAS
procedure is loaded can be accomplished by cross‑checking the charted RPI with
the cockpit-displayed RPI or audio identification of the RPI with Morse code
(for some systems). Once selected and identified, the pilot will fly the GLS
approach using the same techniques as an ILS.
D. Authorized Criteria for Approved IAPs. For operations to all
U.S. airports, operators are authorized to execute instrument approach operations on IAPs that have been published:
1) Under part
2) Under the criteria in the current edition of Order
United States Standard for Terminal Instrument Procedures (TERPS).
3) Under any other criteria authorized by AFS-400.
4) By the U.S. military agency operating the U.S. military airport.
5) All published Standard Instrument Approach Procedures (SIAP) in the United States meet this requirement.
E. Runway Visual Range (RVR). Touchdown zone (TDZ) RVR is controlling
for all operations authorized in paragraph C052. All other RVR reports are advisory.
A mid-field RVR report may substitute for an inoperative TDZ RVR report, except
for Special Authorization (SA) CAT I operations as described in subparagraph I below.
F. Continuous Descent Final Approach (CDFA) Technique. A CDFA is a specific
technique for flying the FAS of an IAP as a continuous descent, without level-off,
from an altitude at or above the final approach fix (FAF) altitude, typically
to a point approximately 50 feet (ft) above the runway threshold or the point
where the flare will begin. For approaches that do not use LNAV/VNAV, LPV, or
an ILS/GLS glidepath, a CDFA technique is recommended. When electronic or a
pre-stored computed vertical guidance is not used, Vertical Speed (VS) or FPA
may be used to achieve a CDFA profile. Compared to the “step down” descent approach
technique, where the aircraft descends step-by-step prior to the next minimum
altitude, a CDFA technique has safety and operational advantages, such as standardization
of procedures, simplification of the decision process (one technique and one
decision at one point), and use of a stable flightpath. However, precision approach
(ILS, GLS) obstacle penetration is not provided. The continuous descent approach technique
can be flown on almost any published approach when VNAV or ILS/GLS is not available.
1) When using a CDFA technique, the decision point to determine
if the flightcrew has the required visual references in sight to continue below
the MDA may only be treated like a DA in reference to approach profiles and
procedures. The operator must add an altitude increment to the MDA (e.g., 50
ft) to determine the altitude at which the missed approach must be initiated
in order to prevent descent below the MDA or flight beyond the missed approach point (MAP).
2) The operator should ensure that, prior to conducting a CDFA,
each flightcrew member intending to fly CDFA profiles undertakes training appropriate
to the aircraft, equipment, and IAPs to be flown.
G. Reduced Precision CAT I Landing Minima. Paragraph
C052 specifies the equipment usage requirements and part
depiction required for reduced CAT I landing minima. Credit is given
for flight director (FD), autopilot, and Head-Up Display (HUD) usage. The POI
should allow the use of 1800 RVR minima to runways without centerline (CL) lighting
or TDZ lighting, provided the SIAP contains a straight-in ILS minimum with the
chart note, “RVR 1800 Authorized with use of FD or autopilot or HUD to DA.”
Additionally, the foreign air carrier issued C052 is allowed to continue to
use 1800 RVR line of minima on SIAPs without the above procedural note when
the TDZ and/or CL lights are inoperative, if the approach is conducted in accordance
with the equipment requirements outlined in paragraph C052. This is also reflected
in the published inoperative components table for IAPs.
1) FAA Approval. Operators may continue to use the standard CAT
I minima based solely on ground lighting systems without alteration of current
authorizations or procedures. Operators can utilize reduced CAT I landing minima,
provided the SIAP contains a straight-in ILS minimum with the chart note, “RVR
1800 Authorized with use of FD or autopilot or HUD to DA.”
2) Conditions of Approval. Before issuing the C052 authorization
to use CAT I minima based on aircraft equipment and operation, inspectors shall
ensure that each operator meets the following conditions:
a) Aircraft and Associated Aircraft Systems. The authorized aircraft must
be equipped with an FD, or autopilot, or HUD that provides guidance to DA. The
FD, autopilot, or HUD must be used in approach mode (e.g., tracking the localizer
and the glideslope). Inspectors must establish that the FD, autopilot, or HUD
are certified for use down to an altitude of 200 ft above ground level (AGL) or lower.
b) Flightcrew Procedures. The flightcrew must use the FD, or autopilot,
or HUD to DA or to the initiation of a missed approach, unless visual references
with the runway environment are established, thus allowing safe continuation to a landing.
1. If the FD, autopilot, or HUD malfunctions or becomes disconnected,
the flightcrew must execute a missed approach unless the runway environment is in sight.
2. Single pilot operators are prohibited from using the FD to reduced
landing minima without accompanying use of an autopilot or HUD.
c) Flightcrew Qualification. Each member of the flightcrew must have demonstrated
proficiency using the FD, autopilot, or HUD, (as appropriate) in the foreign
air carrier’s training program approved by their Civil Aviation Authority (CAA).
H. SA CAT I. OpSpec C052 contains selectable text which authorizes
SA CAT I ILS approaches to runways without TDZ or RCL lights with a radio altimeter
(RA) DH as low as 150 ft and a visibility minimum as low as RVR 1400 when using
a HUD to DH. The operator must meet all of the following requirements:
1) Eligibility Requirements. Before authorizing SA CAT I, the
POI must ensure that the foreign air carrier has established the aircraft system
eligibility and that its manual, which the State of Operator must have approved/accepted,
includes both flightcrew training and procedures, as applicable.
2) Aircraft Requirements. To be approved for SA CAT I, each airplane
must be authorized and maintained for CAT II operations. Those airplanes and
equipment must be listed in Table 1 of OpSpec C059. The authorized airplane(s)
must be equipped with a HUD which is approved for CAT II or CAT III operations.
3) Training Requirements. The flightcrew must be current and
qualified for CAT II operations. Each member of the flightcrew must have demonstrated
proficiency using the HUD in the foreign air carrier’s training program approved
by their CAA. This requirement applies both to initial eligibility for SA CAT
I as well as recurrent training.
4) Operational Requirements:
a) The flightcrew must use the HUD to DH in a mode used for CAT II or CAT
III operations. This mode provides greater lateral and vertical flightpath accuracy
and more sensitive alarm limits.
b) The flightcrew must use the HUD to DH, or to the initiation of missed
approach, unless adequate visual references with the runway environment are
established that allow safe continuation to a landing. Should the HUD malfunction
during the approach, the flightcrew must execute a missed approach unless visual
reference to the runway environment has been established.
c) The crosswind component on the landing runway must be 15 knots or less,
unless the AFM’s crosswind limitations are more restrictive.
d) The part
must have a published SA CAT I minimum. The first procedures with these minimums will be published in 2010.
e) Unlike the other approaches authorized in C052, the mid-RVR report may
not be substituted for the TDZ RVR report when using SA CAT I minima.
I. PRM. The FAA began the Multiple Parallel Approach Program
(MPAP) to research whether simultaneous ILS approaches to parallel runways would
improve capacity. The objective was to achieve improvements in airport arrival
rates through the conduct of simultaneous closely-spaced parallel approaches.
That objective is being met using PRM.
1) ILS PRM, Localizer-Type Directional Aid (LDA) PRM, and RNAV (GPS)
PRM Approaches with Vertical Guidance. Where parallel runway centerlines
(RCL) are less than 4,300 feet apart, but not less than 3,000 feet apart, simultaneous
ILS PRM approaches may be conducted. Similarly, where parallel RCLs are less
than 3,000 feet apart, but no less than 750 feet, simultaneous offset instrument
approaches (SOIA) may be conducted using an ILS and an LDA approach with glideslope.
Those approaches are labeled “ILS PRM” and “LDA PRM,” respectively, on instrument
approach charts. Air traffic control (ATC) provides one PRM monitor controller
for each runway to provide intrusion protection for the no transgression zone
(NTZ), located between the two final approach courses. Whenever the runway spacing
(or in the case of SOIA the approach course spacing) is less than 3,600 feet
and at least 3,000 feet, NTZ monitoring is accomplished using a special PRM
radar. Utilization of vertical guidance is required for all PRM approaches.
RNAV (GPS) PRM approaches may be substituted for the ILS PRM and/or the LDA
PRM approach. Pilots must have completed PRM training prior to conducting any
PRM approach. An ILS PRM and its overlayed RNAV (GPS) PRM approach are procedurally
equivalent. LDA PRM and its overlayed RNAV (GPS) PRM approach are procedurally
equivalent. Pilots may request the RNAV (GPS) PRM approach in lieu of the ILS
PRM or LDA PRM approach; however, they may only conduct the approach when specifically
cleared to do so by ATC.
2) The Breakout Maneuver. Working with industry, the FAA conducted
extensive analysis of simulation data and determined that the implementation
of PRM and SOIA approach operations to closely‑spaced parallel runways requires
additional crew training. The primary focus of this training is to raise each
pilot’s situational awareness in ILS PRM, LDA PRM and RNAV (GPS) PRM operations.
The breakout maneuver must be flown manually.
a) Traffic Alert. One important element of the additional training is the
pilot understands the difference between a normal missed approach initiated
by a pilot and a breakout initiated by a PRM final monitor controller. It must
be clear to flightcrews that when the final monitor controller uses the words
“Traffic Alert,” the controller will then give critical instructions that the
pilot must act on promptly to preserve adequate separation from an airplane
straying into the adjoining approach path.
b) ATC Breakout Maneuver Command to Turn and/or Descend, Climb, or Maintain
Altitude. The flightcrew must immediately follow the final monitor controller’s
vertical (climb/descend/maintain altitude) and horizontal (turn) commands. If
the flightcrew is operating the TCAS in the traffic advisory (TA)/Resolution
Advisory (RA) mode and receives a TCAS RA at any time while following the final
monitor controller’s command, the flightcrew will simultaneously continue to
turn to the controller’s assigned heading and follow the vertical guidance provided by the TCAS RA.
c) Time-to-Turn Standard. Regardless of airplane type, tests and data analysis
revealed that pilots normally passed through an angle of bank of at least 3
degrees while rolling into a breakout turn within 10 seconds of receiving a
breakout command. (Bank angles of between 20 and 30 degrees were normally achieved
during the breakout.) The operator must show that its CAA has determined that
pilots can readily meet this time-to-initiate-turn standard
prior to the POI authorizing ILS/PRM, LDA/PRM or RNAV (GPS) PRM approaches in
OpSpec C052. Flightcrews are required to manually fly the breakout maneuver
unless otherwise approved. The air carrier should demonstrate its ability to
meet this standard by having representative pilots perform the breakout maneuver
while the POI or the POI’s designated representative observes. The demonstration
should conform to procedures contained in the air carrier’s approved operating
manual for its flightcrews. The commercial operator should submit procedures
to its POI for this authorization.
NOTE: In a breakout, ATC will never command a descent below the applicable
minimum vector altitude (MVA), thus assuring that no flight will be commanded
to descend below 1,000 ft above the highest obstacle during a breakout.
3) ILS/PRM, LDA/PRM, RNAV (GPS) PRM and the Use of TCAS. TCAS
may be operated in TA/RA mode while executing ILS PRM, LDA PRM or RNAV (GPS)
PRM approaches. However, when conducting these operations, pilots must understand
that the final monitor controller’s instruction to turn is the primary means
for ensuring safe separation from another airplane. Pilots must bear in mind
that the TCAS does not provide separation in the horizontal plane; the TCAS
accomplishes separation by commands solely in the vertical plane. Therefore,
during final approach, only the final monitor controller has the capability
to command a turn for lateral separation. Flightcrews are expected to follow
any ATC instruction to turn.
a) ATC Command to Turn with TCAS RA. In the unlikely event that a flightcrew
should simultaneously receive a final monitor controller’s command to turn and
a TCAS RA, the flightcrew must follow both the final monitor controller’s turn
command and the TCAS RA’s climb or descent command.
b) TCAS RA Alone. In the extremely unlikely event that an RA occurs without
a concurrent breakout instruction from the final monitor controller, the pilot
should follow the RA and advise the controller of the action taken as soon as
possible. In this instance, it is likely that a breakout command would follow.
c) TCAS Not Required. An operator does not need an operative TCAS to conduct
ILS/PRM or LDA/PRM or RNAV (GPS) PRM approaches.
4) Required and Recommended Training for ILS/PRM, LDA/PRM, and RNAV
(GPS) PRM Approaches. A foreign air carrier must include required training
in its training program and the State of Operator must approve that training
before the FAA may authorize either or both PRM approaches in OpSpec C052. Flightcrews
must accomplish required ground training before conducting ILS/PRM or LDA/PRM
or RNAV (GPS) PRM approaches.
a) Initial ground trainingrequired.
1. This training must include all elements of the “Attention All Users
Page” of an ILS/PRM or an LDA/PRM or an RNAV (GPS) PRM as authorized, along
with viewing the latest version of the PRM video. (Contact FAA Flight Standards
at 202-267-8166 for the most current version.)
NOTE: The FAA does not require flightcrews trained previously in PRM
operations under earlier guidance to requalify with each new version of the PRM video.
2. The ground portion of the training program must support the following
knowledge objectives. Each flightcrew member must:
a. Describe the PRM system to include the meaning of “no transgression zones.”
b. Know that an airplane on an adjacent approach path may be less than 4,300
ft away and may be flying at a different speed.
c. Know that the automated terminal information service (ATIS) broadcasts
a pilot advisory when ILS/PRM, LDA/PRM or RNAV (GPS) PRM approaches are in progress.
d. Identify the differences between PRM approach charts and normal approach
charts, including the special instruction pages for PRM.
e. Explain the unique communication requirements (equipment and procedures)
for ILS/PRM, LDA/PRM, and RNAV (GPS) PRM approaches.
f. Know that an unpublished missed approach instruction that ATC may issue
prior to published MAPs is called a “breakout.”
g. Know that a breakout may include instructions to descend and that the
descent will be to no lower than the MVA for the sector. The MVA guarantees
1,000 ft above the highest obstruction in that sector. The rate of descent that
controllers expect is not more than 1,000 ft per minute.
h. Know that a pilot must initiate a breakout maneuver manually and immediately
upon hearing the “Traffic Alert” command from ATC, and that adequate separation
requires that the pilot establish a 3-degree-per-second rate of turn within 8 seconds.
i. Know that the three areas (ATIS, Dual VHF Comm. Required, and All “Breakouts”)
in the “Attention All Users Page” must be briefed (in flight) prior to conducting
an ILS/PRM or an LDA/PRM or an RNAV (GPS) PRM approach.
j. Know that flightcrews may operate the TCAS in the TA/RA mode when conducting
PRM approaches, including the following points:
• When an RA occurs with a concurrent ATC breakout commandfollow
the turn required in the ATC instructions; follow the climb or descent in the RA command (split commands);
• When an RA occurs without a concurrent ATC breakout
commandfollow the RA and contact ATC as soon as practical;
• TCAS provides only vertical resolution to aircraft conflicts; and
• An operative TCAS is not required for PRM operations.
k. Know procedures for SOIAs, including the following points:
• A visual segment of the LDA/PRM or the offset RNAV (GPS)
PRM approach is established prior to the MAP to permit;
• Visual acquisition of the traffic to the parallel runway and advising ATC;
• Visual acquisition of the runway environment;
• LDA PRM or the offset RNAV (GPS) PRM course is maintained until
the MAP. At the MAP, the pilot must have the parallel traffic in sight and the runway environment in sight, or fly the missed approach;
• At the MAP with the parallel traffic and
the runway in sight, the pilot may continue to a landing;
• Maneuver to align with the RCL;
• Stabilize on glidepath no lower than 500 ft above TDZ; and
• Avoid wake turbulence from the parallel runway traffic.
3. Testing of these knowledge objectives is recommended.
b) Initial flight trainingrequired.
c) Breakout maneuverrequired.
NOTE: Initial breakout flight training must focus on the descending breakout.
NOTE: Air carriers who currently hold OpSpec approval to conduct PRM
approaches have 12 months from the effective date of the Handbook Bulletin for
Air Transportation (HBAT) 03‑03 (05/29/03) to initiate breakout flight training,
and must complete training by the end of the next full training cycle.
NOTE: Air carriers applying for initial approval to conduct PRM approaches
must complete breakout flight training by the end of the next full training cycle after receiving OpSpec approval.
NOTE: The FAA may authorize air carriers to conduct ILS/PRM, LDA/PRM
or RNAV (GPS) PRM approaches. The FAA does not require duplicative flight training
in the breakout maneuver (i.e., a breakout covered in flight training for ILS/PRM
or LDA/PRM or RNAV (GPS) PRM satisfies the requirement).
NOTE: All air carriers who provide breakout training to flightcrews
prior to the effective date of HBAT 03-03 (5/29/03) are not required to requalify.
NOTE: LDA/PRM approach. Recommended: ILS/PRM approach (if authorized on OpSpecs).
d) Recurrent ground trainingrequired: Review of the ground training elements
and the video in subparagraph E4)a) above and testing in those elements.
e) Recurrent flight training.
1. Required: None.
• ILS/PRM approach,
• LDA/PRM approach, and
5) Authorizing ILS/PRM Approaches, LDA/PRM Approaches, and RNAV (GPS) PRM Approaches for 14 CFR Part
129 Foreign Air Carriers. A part
air carrier operating in the United States may be authorized in OpSpec C052 to
conduct ILS/PRM approaches, LDA/PRM approaches, and/or RNAV (GPS) PRM approaches if:
a) That foreign air carrier meets the ground and flight training requirements
contained in subparagraphs J4)a) through c) above;
b) The CAA for the foreign air carrier authorizes these type approaches; and
c) The air carrier’s POI determines that a point of contact (POC) for the
foreign air carrier’s CAA has been established in the foreign air carrier’s OpSpec A006(c).
NOTE: A definition of RNAV (GPS) PRM has been added to the A002 template.
OPSPEC C053. RESERVED.
OPSPEC C054. DECOMMISSIONED.
OPSPEC C055ALTERNATE AIRPORT IFR WEATHER MINIMUMS (OPTIONAL).
A. Applicability. Paragraph C055 is an optional authorization
available to all operators conducting airplane operations under 14 CFR part
OpSpec is approved by the Administrator as an alternative
method of calculating alternate minima to that specified in 14 CFR part
OpSpec may be issued if the State of Operator has approved
the foreign air carrier for this alternative method. The OpSpec must not be
issued if the State of Operator has not approved the foreign air carrier for
this alternative method. Without OpSpec C055, the foreign air carrier must comply
with the highest minima of the State of Operator authorized method and §
relevant International Civil Aviation Organization (ICAO)
Annex 6 Part I, International Commercial Air TransportAeroplanes, standards
are 4.3.4 and 4.3.5 with additional guidance in ICAO DOC 9976, Flight Planning
and Fuel Management Manual. Paragraph C055 provides a two‑part table from which
the operator, during the initial dispatch or flight release planning segment
of a flight, derives alternate airport IFR weather minimums in those cases where
it has been determined that an alternate airport is required.
NOTE: Questions regarding the issuance of OpSpec/MSpec/LOA C055 should
be directed to the Flight Technologies and Procedures Division (AFS-400) or
the International Programs and Policy Division (AFS-50). If the PI directs questions
to AFS-50, the PI should copy AFS-400 and vice versa.
B. Airports With At Least One Operational Navigation Facility.
The first part of the table is for airports with at least 1 operational navigational
facility providing a straight-in Nonprecision Approach (NPA) procedure, or a
straight-in precision approach procedure, or, when applicable, a circling maneuver
from an instrument approach procedure (IAP). The required ceiling and visibility
is obtained by adding 400 feet (ft) to the minimum descent altitude/height (MDA/H)
or, when applicable, the authorized decision altitude/height (DA/H) and by adding
1 statute mile (mi) or 1,600 meters (m) to the authorized landing minimum.
C. Airports With At Least Two Operational Navigation Facilities.
The second part of the table is for airports with at least two operational navigational
facilities, each providing a straight-in NPA procedure or a straight-in precision
approach procedure to different suitable runways. The required ceiling and visibility
is obtained by adding 200 ft to the higher MDA/H or DA/H of the two approaches
used and by adding 1/2 mi or 800 m visibility to the higher authorized landing
minimum of the two approaches used.
D. Higher Alternate Minimums When Using Two Operational Navigation
Facilities. In some cases, it is possible to have higher alternate minimums
when using two operational navigational facilities than when using one. For
example, an airport with one straight-in NPA procedure with a MDA/H of 400 ft
and 1 mi visibility would have alternate minimums of 800 ft and 2 mi visibility
(400 ft + 400 ft and 1 mi + 1 mi). On the other hand, an airport with two straight-in
approaches, one which is a straight-in precision approach with a DA/H of 200
ft and 1/2 mi visibility and the other a straight-in NPA with a MDA/H of 700
ft and 1 mi visibility, would have alternate minimums of 900 ft and 1 1/2 mi
visibility (200 ft + 700 ft and 1/2 mi + 1 mi). Since the OpSpecs require that
the operator use the higher ceiling and visibility, the minimums for the airport
with two straight-in approaches are higher than for the airport with only one
straight-in approach. When this situation exists, the operator may elect to
consider the airport as having only one straight-in approach procedure and may
add the higher buffer requirement (400 ft and 1 mi) to whichever straight-in
approach procedure provides for the lowest possible ceiling and visibility minimums.
E. Using Two Different Runways. Two different runways may be
the different ends of the same physical runway surface (such as, runway 4 and
runway 22 are two different runways). When determining the suitability of a
runway, wind plus gust must be forecast to be within operating limits, including
reduced visibility and runway contamination limits, and should be within the
manufacturer’s maximum demonstrated crosswind. The operator should also take
into account any other potential runway limitations, such as Notices to Airmen
(NOTAM) that may affect the landing at the estimated time of arrival (ETA).
F. Credit for Alternate Minimums. OpSpec C055 allows credit for
alternate minimums for airports with a published Category (CAT) II or CAT III
approach based on engine inoperative CAT II or CAT III capability. (See subparagraph
I below for additional details.) Flightcrews having that capability may take
credit for engine inoperative CAT II/III qualified aircraft and adjust minimums
accordingly. The alternate minimums are based on CAT III engine inoperative
requirements. The ceiling and visibility required for CAT II procedures is a
ceiling of at least 300 ft and a visibility of at least RVR 4000, or for CAT
III procedures, a ceiling of at least 200 ft height above touchdown (HAT), and
a visibility of at least RVR 1800. Foreign air carriers having that capability
may take credit for CAT II/III-qualified aircraft and adjust minimums accordingly.
The alternate minimums are based on CAT III engine inoperative requirements.
1) The following are some but not all of those requirements.
See the criteria in the current edition of Advisory Circular (AC)
for Approval of Category III Weather Minima for Takeoff,
Landing, and Rolloutengine inoperative, for further requirements.
a) The aircraft is capable of engine inoperative CAT III.
b) The carrier has established appropriate procedures.
c) Performance and obstruction clearance information has been provided to the flightcrew.
d) Appropriate aircraft configuration, wind limits, and other appropriate information is provided to the flightcrew.
2) Before authorizing the additional selectable row(s) in Table
1 of the OpSpec, the principal operations inspector (POI) shall ensure through
documentation that the foreign air carrier has provided that subparagraphs F1)a)
through d) above are met and the air carrier’s Civil Aviation Authority (CAA)
authorizes it for CAT II/III alternate minimum. If the foreign air carrier does
not meet the preceding conditions or equivalent conditions acceptable to the
FAA, the PI must ensure that the issued OpSpec does not contain any additional
rows in Table 1 (should only have two rows).
NOTE: The ICAO equivalent to AC
ICAO DOC 9365/AN910, Manual of All‑Weather Operations.
G. Definition of “Two Operational Facilities.” Question: “Does
the FAA consider an ILS facility that contains a single transmitter frequency
for an ILS, but with two different ILS identifications (depending on which runway
is being used) as one or two navigational facilities?”
1) The words “two operational facilities” have always meant that
in the event there is a single failure of one facility, the other would be operational.
In the situation where both instrument landing system (ILS) facilities share
a single transmitter, it would be considered “one operational navigational facility,”
because both ILSs would become inoperative in the event of a single transmitter failure.
2) The two ILS identifiers would have to be different even though
the ILS transmitter frequency is the same for both. The charts should tell pilots
whether there is one frequency or two. Thus, one or two navigational facilities.
H. Use of Area Navigation (RNAV) Global Positioning System (GPS)
Minima at a Destination Alternate. Pilots may plan to use any instrument
approach authorized for use with wide area augmentation system (WAAS) avionics
at a required alternate if the aircraft is suitably equipped with GPS WAAS equipment
and the foreign air carrier is authorized to conduct Localizer Performance with
Vertical Guidance (LPV) and/or Localizer Performance (LP) approach and landing
operations by the State of Operator. When using WAAS at an alternate airport,
flight planning must be based on flying the RNAV (GPS) lateral navigation (LNAV)
minimums line, or minimums on a GPS approach procedure, or conventional approach
procedure with “or GPS” in the title. Also, RNAV (GPS) (or RNAV Global Navigation
Satellite System (GNSS)) are based on a single navigational facility when determining
the approach facility configuration in Table 1 of the OpSpec, even if there
are two or more RNAV (GPS) approaches to different suitable runways. Upon arrival
at an alternate, when the WAAS navigation system indicates that LNAV/vertical
navigation (VNAV) or LPV service is available, vertical guidance may be used
to complete the approach using the displayed level of service. The FAA has begun
removing the NA (alternate minimums not authorized) symbol from select RNAV
(GPS) and GPS approach procedures so they may be used by approach approved WAAS
receivers at alternate airports. Some approach procedures will still require
the NA for other reasons (e.g., no weather reporting); therefore, it cannot
be removed from all procedures. Because every procedure must be individually
evaluated, removal of NA from RNAV (GPS) and GPS procedures will take some time.
I. Selectable Text and Table 1. There are two selectable rows
which can be loaded into Table 1 of the OpSpec (Alternate Airport IFR Weather
Minimums) and three selectable text options for additional limitation and provisions
(subparagraph b(5) of the OpSpec).
1) Table 1. The two selectable rows in Table 1 authorize lower
alternate minimums when planning to use either a CAT II or CAT III approach
at the alternate airport. If a CAT II or CAT III credit is authorized, the first
selectable text paragraph must be loaded as well.
2) Selectable Text Options. Selectable text options for additional
limitation and provisions (subparagraph b(5) of the OpSpec): The first selectable
text option states requirements for CAT II and CAT III credit applicable to
alternate airport flight planning, and must be loaded if the operator is authorized
the CAT II or CAT III credit described in subparagraph I1) above. The second
selectable text option authorizes operators equipped with WAAS to use GPS approaches
when determining an alternate, and lists the restrictions associated with using
GPS approaches in alternate planning. The third selectable text option authorizes
both (the air carrier is authorized CAT II or III and GPS/WAAS alternate minimums.)
NOTE: Prior to issuing C055 to the foreign air carrier, principal inspectors
(PI) must ensure that the appropriate selectable text option is selected, if
applicable. If none of the selectable text options apply, the PI must ensure
that none of the selectable text options are selected.
OPSPEC C056IFR TAKEOFF MINIMUMSAIRPLANES (OPTIONAL).
A. General. The FAA issues OpSpec C056 to foreign air carriers
who conduct operations under IFR with airplanes to the United States. This OpSpec
contains guidance regarding pilots, aircraft, and airports when lower minimums than those defined in 14 CFR part
referred to as standard takeoff minimums, are used. OpSpec C056 lists the lowest
Runway Visual Range (RVR) in feet based on the authorized airplane type.
B. Inspector Action/Web-based Operations Safety System (WebOPSS)
Entry. When issuing OpSpec C056, the principal operations inspector (POI)
must select in the table in subparagraph b of the OpSpec the following:
1) No lower than the lowest State of the Operator Authorized
RVR for each airplane type to be used to fly to the U.S.
NOTE: Regardless of the particular authorizations of a foreign carrier
the POI may not authorize minima lower than RVR 300/300/300.
2) The free text box to manually enter the appropriate Head Up
Display (HUD) for each type of aircraft to be used to fly to the U.S. or select
N/A if HUD is not authorized by the State of the Operator.
3) Any additional limitations and provisions not specified in
the OpSpec and applicable to the lowest RVR for the type of aircraft to be used.
4) Additionally, the POI must select:
a) The static text in subparagraphs c(3) and e of the OpSpec if the foreign
air carrier is operating airplanes with a seating configuration of 30 seats
or less or a maximum payload capacity of 7,500 pounds or less.
b) The radio button specifying the limitations and requirements applicable
to the lowest RVR value selected in the table in subparagraph b) of the OpSpec.
(For a summary see Table 12-4B below).
Table 12-4B. Runway Equipment Requirements for Takeoff Minima
Adequate visual reference,
Any one of the following:
Centerline (CL) lighting
High Intensity Runway Light (HIRL)
Runway centerline marking (RCLM)
RVR not available;
1/4 mile (mi) (500 meters (m)); or
RVR 1600 feet (ft) (500 m)/Not Required/Not Required. (Mid-point can substitute for an unavailable touchdown).
Note: Below RVR 1600, two operating
RVR sensors are required. All operating RVR sensors are controlling
(except per the note below for far-end sensors). Extremely long
runways (e.g., Denver International Airport (DEN) 16R) utilize four
RVR sensors (i.e., TDZ, mid, rollout, and far-end). When a fourth
far-end RVR value is reported, it is not controlling and is not
to be used as one of the two required operative RVR sensors. Visual
aids (CL lighting, RCLM) must be visible (for example not obstructed by snow).
Day: CL lighting or HIRL or RCLM
Night: CL lighting or HIRL
RVR 1200 ft (350 m)/1200 ft (350 m)/1000 ft (300 m)
RCLM and HIRL, or CL lighting
RVR 1000 ft/1000 ft/1000 ft (300 m)
HIRL and CL lighting
RVR 600 ft/600 ft/600 ft (175 m) or
RVR 500 ft/500 ft/500 ft (150 m)
With an approved HUD takeoff guidance system, HIRL, and CL lighting
RVR 300 ft/300 ft/300 ft (75 m)
Note: Additionally, RVR 300 ft/300 ft/300
ft (75 m) takeoff is conducted on a runway with a published landing
minimum of RVR 300 and localizer front course guidance displayed on the HUD.
OPSPEC C057. DECOMMISSIONED.
OPSPEC C059CATEGORY II INSTRUMENT APPROACH AND LANDING OPERATIONS (OPTIONAL).
A. Conditions of Approval. The FAA authorizes
Category (CAT) II operations in accordance with 14 CFR part
issuance of OpSpec C059. Before the FAA issues OpSpec C059, each foreign air carrier and each airplane
type used by that foreign air carrier requires approval by the State of the Operator.
B. Acceptable Criteria. The FAA issues the OpSpec for CAT II
operations in accordance with, but not limited to, the following:
1) The current edition of Advisory Circular (AC)
Criteria for Approval of Category I and Category II Weather
Minima for Approach, if adopted by the Civil Aviation Authority (CAA), or equivalent
standards, such as European Aviation Safety Agency (EASA) certification (CS-AWO)
and operational approval (EU-OPS) regulations or the International Civil Aviation
Organization (ICAO) Manual of All Weather Operations DOC 9365/AN910.
2) Volume 4, Chapter 2 of this order.
3) For foreign-registered airplanes, a Lower Landing Minimums
(LLM) maintenance program approved by the State of the Operator; and for U.S.-registered
airplanes, an LLM maintenance program approved by the FAA in accordance with part
Volume 4, Chapter 2, Section 11, Introduction
of Performance-Based Operations). The principal operations inspector (POI) must coordinate with the
principal avionics inspectors (PAI) and principal maintenance inspectors (PMI).
4) Approval of the State of the Operator is also required before
amending OpSpec C059 to include an airplane make, model, and series (M/M/S) new to the foreign air carrier.
C. Approved Airplanes. Each airplane type (M/M/S) used in CAT II operations
must be listed in Table 1 of OpSpec C059 (see Table 12-5, Example Category II
Approach and Landing Minimums, for example). The approach/landing system used,
lowest decision height (DH), lowest touchdown zone (TDZ) Runway Visual Range
(RVR) authorized for each airplane type, and any special equipment and other
limitations must also be specified. The example in Table 12-5 illustrates the
method for authorizing each airplane in OpSpec C059. For additional instructions
in populating Table 12-5 go to the Web-based Operations Safety System (WebOPSS),
click on the guidance tab for OpSpec C059 and select instructions.
Table 12-5. Example Category II Approach and Landing Minimums (Sample OpSpec Table 1)
Dual HUD A3 Mode
All engines and autothrottle operating
AFM supplement 4
Autoland required for RVR 1000 (300 m)
HUD to touchdown required for RVR 1000 (300 m)
NOTE: The FAA does not authorize operators to perform CAT II operations in
U.S. airspace RVR 1000 (300 m) manually. RVR 1000 (300 m) is only authorized on part
that have the chart note: RVR 1000 authorized with specific OPSPEC
approval and use of autoland or HUD to touchdown. Only those operators with
an authorized OpSpec for CAT II operations using aircraft
currently certified and operationally approved for CAT III operations and flight
crews who have been trained to use autoland or HUD to touchdown are eligible
for operations RVR 1000. The FAA-issued OpSpec must include the limitation requiring
the use of autoland or HUD to touchdown as a condition of the (RVR 1000) minimum.
D. Required CAT II Airborne Equipment. Examples of C059 Table
1 additional equipment are shown in Table 12-5, above, for each airplane M/M/S.
The equipment required is established in accordance with the applicable regulations,
the approved Aircraft Flight Manual (AFM) (if applicable), AC
equipment required by acceptable equivalent standards. There
are two acceptable methods of demonstrating that an airplane is airworthy for
CAT II operations. These acceptable methods are “type design approval,” obtained
by a manufacturer or Supplemental Type Certification (STC) holder, or an “operational
demonstration,” conducted by the foreign air carrier.
1) Type Design Approval. Unless otherwise authorized by FAA,
aircraft used by international operators for CAT II within the United States
should have AFM provisions reflecting an appropriate level of CAT II capability
as demonstrated to or authorized by FAA, or demonstrated to or authorized by
an authority recognized by FAA as having acceptable equivalent CAT II airworthiness
criteria (e.g., EASA CS-AWO, Canada MOT, UK CAA). The approved AFM (or flight
manual supplement), for airplanes that have CAT II type design approval, contains
a statement that the airborne systems have demonstrated the reliability and
redundancy necessary for CAT II operations in accordance with AC
also specify that certain equipment is required for airworthiness
approval of the various kinds of CAT II operations. Some AFMs also indicate
that acceptable CAT II performance was demonstrated both with, and without,
certain equipment (e.g., “autothrottles with or without”). AC
specifies that certain types of equipment are required for operational approval of the
various kinds of CAT II operations (manual/autopilot). Therefore, both the approved AFM and AC
be considered in determining if the additional equipment requirement must be listed (specified)
in Table 1 of OpSpec C059. The illustration above shows how the additional or required equipment
should be listed in Table 1 of OpSpec C059.
a) Equipment that is explicitly required by the airplane certification regulations (14 CFR
parts 23 and
the foreign equivalent), the operating regulations (parts
the approved AFM should not be listed in Table 1. The standard
text of OpSpec C059 requires this equipment to be functional. Therefore, the
additional equipment or operational requirement that must be listed (specified)
in OpSpec C059 is determined by cross-checking the type of equipment required by AC
the kinds of CAT II operations proposed against the equipment
required by regulations and the approved AFM.
b) Enter into Table 1 the additional equipment for the M/M/S and kind(s)
of CAT II operations authorized (see example Table 12-5). Do not include equipment
explicitly required by regulations and/or the AFM (e.g., autoland for B-747
operations below RVR 1600). Do include additional equipment required in any of the following: AC
STC, an Aircraft Flight Manual Supplement (AFMS), or the current edition of Order
Procedures for the Evaluation and Approval of Facilities for Special
Authorization Category I Operations and All Category II and III Operations.
c) When the AFM indicates acceptable performance either with or without
certain items of equipment (which are not explicitly required by AC
must be determined how the foreign air carrier intends to
conduct CAT II operations and train flightcrews with those items of equipment.
If the foreign air carrier proposes to conduct operations either with or without
certain items of equipment (such as autothrottle, autopilot), flightcrews must
be trained for both situations and the item of equipment does not need to be
listed in Table 1 of OpSpec C059.
2) Operational Demonstration. This method is used when equipment
eligibility is not stated in the AFM, the AFMS, or the Flight Standardization
Board (FSB) report. The operational demonstration method is only appropriate
for airplanes and equipment that do not have CAT II type design approval. The
operational demonstration must be conducted in accordance with AC
120-29. A part
air carrier should request that its responsible International
Field Office (IFO) provide assistance in the eligibility assessment.
a) The foreign air carrier should provide the responsible IFO with the aircraft
make, model, and serial number, any evidence of instrument flight rules (IFR)
approach approval, and pertinent information from flightcrew operating procedures.
b) For U.S.-registered aircraft, if the responsible IFO is unable to determine
equipment eligibility from the approved documentation, it should forward the
request and supporting data to the appropriate Aircraft Evaluation Group (AEG)
with a copy to AFS-50. The AEG will verify that the aircraft and its landing
system meet the criteria for CAT II operations, and that the system can safely
fly the CAT II approach procedures. The AEG will provide written documentation
(e.g., amended FSB report or other official documentation) to verify the eligibility of that equipment.
c) For foreign-registered aircraft, the foreign air carrier should forward
the request and supporting data to the appropriate State CAA to verify eligibility of equipment.
OPSPEC C060CATEGORY III INSTRUMENT APPROACH AND LANDING OPERATIONS (OPTIONAL). The FAA evaluates Category (CAT)
III operations in accordance with the current edition of Advisory Circular (AC)
for Approval of Category III Weather Minima for Takeoff,
Landing, and Rollout, equivalent European Aviation Safety Agency (EASA) criteria,
or the International Civil Aviation Organization (ICAO) DOC 9365/AN910, Manual
of All Weather Operations. The FAA authorizes CAT III operations by issuing
OpSpec C060. Each airplane type make, model, and series (M/M/S) used in CAT
III operations must be listed in OpSpec C060 subparagraph a along with the Decision
Height (DH)/Alert Height (AH), lowest Runway Visual Range (RVR) authorized,
and runway field length factor for the type of CAT III operation authorized.
Foreign air carriers requesting authorization for CAT III at U.S. airports should meet the following criteria.
A. Acceptable Criteria. Criteria acceptable for use for assessment
of foreign air carrier’s applications for CAT III at U.S. airports include AC
equivalent EASA criteria, or the ICAO Manual of All Weather Operations
DOC 9365/AN910. Foreign air carriers previously approved by the FAA in accordance
with earlier criteria may continue to apply those earlier criteria. Foreign
air carriers seeking credit for operations addressed only by AC
CAT III Head-Up Display (HUD) operations) must meet the criteria of this AC,
or equivalent criteria acceptable to the FAA, for those applicable provisions.
B. Foreign Air Carrier Aircraft Flight Manual (AFM) Provisions.
Unless the FAA authorizes otherwise, aircraft used by foreign air carriers for
CAT III within the United States should have AFM provisions reflecting an appropriate
level of CAT III capability as demonstrated to or authorized by the FAA, or
demonstrated to or authorized by a civil aviation authority (CAA) recognized
by the FAA, as having acceptable equivalent CAT III airworthiness criteria (e.g.,
EASA, Canada Minister of Transportation (MOT), UK CAA).
C. Foreign Air Carrier CAT III Demonstrations. Foreign air carriers
meeting FAA criteria, or criteria acceptable to the FAA (e.g., EASA, ICAO criteria
including Doc. 9365/AN910), and having more than 6 months experience in the
use of CAT III operations with the applicable aircraft type may be approved
for CAT III in accordance with the provisions of their own CAA, or in accordance
with the standard provisions of OpSpec C060, whichever is the more restrictive.
The FAA does not require a separate demonstration period if the foreign air
carrier’s CAA does not require it. However, foreign air carriers authorized
in accordance with this provision may nonetheless be subject to additional FAA
demonstration for special situations, such as at airports with irregular underlying
terrain (see subparagraph D below), or for aircraft types not having flown to
U.S. facilities having CAT III procedures. For foreign air carriers having current
U.S. CAT III authorization, the CAT III demonstration period may be reduced
or waived for the addition of a new type aircraft to the existing CAT III authority.
The demonstration period may be reduced or waived to the extent that the FAA
has accepted a successful demonstration for that aircraft type for any other
U.S. or foreign air carrier. Foreign air carriers not meeting the above provisions
may be subject to the demonstration described in paragraphs 10.5.2 and 10.9 of
AC 120-28 (equivalent
to those necessary for U.S. operators) as the FAA determines applicable.
D. Issuance of 14 CFR Part
If a foreign air carrier operating to U.S. airports meets the above applicable provisions, the FAA
authorizes that air carrier for CAT III by issuing OpSpec C060. Air Carriers intending CAT III
operations at U.S.-designated irregular terrain airports, or airports otherwise requiring
special assessments, must successfully complete those assessments before using those facilities.
E. Use of Certain Restricted U.S. Facilities.
1) Foreign air carriers typically use CAT III procedures in the
United States that are available as unrestricted public use procedures. However,
the FAA may also authorize certain restricted public use procedures and special
CAT III approach procedures for non-U.S. operators. Typically, these procedures
require special airborne equipment capability, special training, or nonstandard
facility and obstacle assessments. The CAT II/III status checklist identifies
these special procedures. They are not usually published as a 14 CFR part
97 CAT III
Standard Instrument Approach Procedure (SIAP). Foreign
air carriers may be eligible to use certain of these procedures if they meet
the same special criteria as would apply to a U.S. operator, and if their own
CAA approves them specifically for the use of the procedure. Some procedures
may not be eligible for foreign air carriers because of other applicable restrictions,
such as a restriction placed on private facility use. Special or restricted
procedures require both FAA authorization and specific authorization from the
foreign air carrier’s CAA for each procedure. This is to ensure that both the
operator and foreign CAA are aware of the special provisions needed, and to
ensure equivalent safety to use of standard ICAO criteria. Each foreign air
carrier seeking CAT III procedure authorization at a facility not published
as a standard and unrestricted CAT III SIAP, or at any other facilities that
the FAA CAT II/III status checklist identifies as special or restricted, and that carrier’s CAA must:
a) Be aware of the restrictions applicable to the procedure (e.g., facility status);
b) Provide evidence to FAA of the CAA’s approval of the foreign air carrier
for each special procedure requested; and
c) Must have the applicable limitations and conditions included in that
air carrier’s OpSpecs for each procedure to be used.
2) Foreign air carriers shall not normally be authorized special
CAT III operations to minima lower than those specified in part
97 CAT III
SIAPs consistent with ICAO criteria. If special instrument approach
procedures (IAP) other than those specified in part
authorized, paragraph C381 shall also be issued.
F. Type of CAT III Operation. The type of CAT III landing system
and rollout control system (fail‑passive and/or fail-operational) must be specified
for each airplane type in OpSpec C060, Table 1. This is accomplished by selecting
the type of operation from the select data screen in the Web-based Operations
Safety System (WebOPSS). Selections available are NA=Not applicable, FP=Fail
Passive, or FO=Fail Operational.
G. DH/AH and Lowest RVR. In Table 1, enter the DH/AH and lowest authorized
RVR that the State of Operator has authorized for each airplane M/M/S and type
of CAT III operation. Acceptable entries in the DH/AH column for FO aircraft
are an AH, a DH lower than 50 feet, or no DH. FP aircraft must specify a DH
of 50 feet or greater. FP aircraft are not authorized an AH or a DH lower than
50 feet. FO aircraft are not authorized RVR lower than RVR 300 (75 m). FP aircraft
are not authorized RVR lower than touchdown zone (TDZ) RVR 600 (150 m).
H. Field Length Factor Required. Runway field length factor is
used in determining the required runway field length for CAT III operations
and is multiplied times the runway field length required by State of Operator
performance regulations or ICAO Annex 6 performance requirements, whichever are more restrictive.
1) OpSpec C060 Table 1 must specify the runway field length factor
required for the various kinds of CAT III operations for each airplane. For
operations with a controlling RVR at or above 600 feet the required field length
is 1.15 times the field length required by the previously cited regulations, or AFM as appropriate.
2) For a precision instrument approach and landing with a controlling
RVR below 600 feet, the required field length is either 1.15 or 1.3 times the
field length required by the previously cited regulations depending on the operational
procedures and/or additional equipment the operator uses or AFM, as appropriate.
I. Special Operational Equipment and Limitations. OpSpec C060
subparagraph a Table 1 should not list equipment that the airplane certification regulations (14 CFR parts
foreign equivalent if foreign‑registered), the operating regulations
of 14 CFR, and/or the approved AFM explicitly require. The “Special Operational
Equipment and Limitations” column is provided for equipment that is in addition
to that required by regulation and not included in the AFM. For example, additional
equipment may be required if a field length factor of 1.15 is used in operations
below RVR 600 where a procedural means alone is not acceptable
(see AC 120-28). For
foreign air carriers that have CAT III approval, copy the
airplane M/M/S, rollout control system (e.g., FP or FO), the DH/AH, and lowest
authorized RVR for each rollout control system into Table 1. Determine the field
length factor as described above (e.g., 1.3 or 1.15) and copy special operational
equipment and limitations noted in the air carrier’s current OpSpec C060, if
any, and insert that information into Table 1 of the new OpSpec. If the operator
does not need special operational equipment, put “NA” under the appropriate
column. Do not delete or leave any cells blank.
NOTE: Only include that equipment which is not explicitly required by
the regulations and/or the Airplane Flight Manual.
J. Authorized CAT III Airports and Runways.
1) All airports and runways to which a foreign air carrier is
authorized to conduct CAT III instrument approach and landing operations need
to be entered in Table 2, along with any required limitations.
2) CAT II/III status lists. The lists contain information concerning
U.S. airports/runways approved for CAT II and CAT III instrument landing system
(ILS) operations. The CAT II/III status list will be published semi-annually
on January 31 and July 31. The CAT III lists in Sections 3, 4, and 7 replace
the information in FAA Order 8400.8, Procedures for the Approval of Facilities for FAR Part
121 and Part
135 Cat III Operations, appendix 4.
OPSPEC C063IFR RNAV 1 DEPARTURE PROCEDURES (DP) AND STANDARD TERMINAL ARRIVALS (STAR)U.S. AIRPORTS (OPTIONAL).
A. General. The FAA authorizes instrument flight rules (IFR)
Area Navigation (RNAV) 1 Departure Procedures (DP) and Standard Terminal Arrival
Route (STAR) to U.S. airports in accordance with 14 CFR
part 129, §
issuance of OpSpec C063. Before the FAA issues OpSpec C063, each foreign air carrier and each airplane
type used by that foreign air carrier require approval by the State of the Operator.
1) OpSpec C063 authorizes foreign air carriers to conduct operations using 14 CFR part
Instrument Procedures, U.S. IFR terminal area navigation RNAV 1 DP and RNAV 1 STAR in the U.S. National
Airspace System (NAS). Foreign air carriers must be authorized to conduct RNAV 1 DPs and STAR operations
by the State of the Operator Civil Aviation Authority (CAA) prior to applying to
the FAA for issuance of OpSpec C063.
2) The term RNAV 1 DPs includes Standard Instrument
Departures (SID) and Obstacle Departure Procedures (ODP).
3) OpSpec C063 authorization must not be issued to a foreign
air carrier unless the State of the Operator CAA has approved the air carrier
for RNAV 1 DPs and STAR (to include operations, procedures, aircraft and aircraft equipment,
and flightcrew training to conduct RNAV 1 DP and STAR).
B. Criteria Acceptable to the FAA. The FAA issues OpSpec C063
for RNAV 1 DPs and STAR operations in accordance with, but not limited to, the following:
1) The current edition of International Civil Aviation Organization
(ICAO) Doc 9613, Performance‑based Navigation (PBN) Manual.
2) Joint Aviation Authority (JAA) temporary guidance leaflet
(TGL) Number 10, Airworthiness and Operational Approval for Precision RNAV Operations
in Designated European Airspace.
3) If adopted by the CAA, equivalent standards to the current edition of Advisory Circular
(AC) 90‑100, U.S.
Terminal and En Route Area Navigation (RNAV) Operations, or AC
Guidance for RNP Operations and Barometric Vertical Navigation in the U.S. National Airspace System.
NOTE: Principal inspectors (PI) must coordinate all acceptable criteria other than
these specified in subparagraph B with the International Programs and Policy Division (AFS-50) who will
coordinate with the Flight Technologies and Procedures Division (AFS-400), as appropriate.
C. RNAV 1 DPs and STARs. AC
detailed guidance for operations on RNAV 1 DPs and RNAV 1 STAR in U.S. airspace.
1) For current ACs, policy, guidance, and compliance tables, refer to:
For further questions, contact AFS-50 who will coordinate with the Performance-Based
Flight Standards Branch (AFS‑470), as appropriate.
2) Additional information may also be found in the Web-based
Operations Safety System (WebOPSS) guidance in association with OpSpec C063 by clicking on the “Guidance” tab.
D. Outlining Procedures Using This Approval. Procedures used
under this approval should be outlined in the appropriate operations manual
approved by the State of the Operator CAA or within the OpSpec C063 template
for foreign air carriers that do not have an operations manual. Foreign air
carriers that do not have an operations manual must still have procedures using
RNAV 1 or Required Navigation Performance (RNP) 1 approved by the State of the Operator CAA.
E. Designation of RNAV 1. Part
RNAV DPs and STARs throughout the NAS are designated as RNAV 1 and published in accordance with part
F. Definitions Related to This Authorization. Some important
definitions as they relate to this authorization:
1) Climb Via and Descent Via. Refer to Information for Operators
(InFO) 14003, “Climb Via” Phraseology for Standard Instrument Departure (SID),
Modification to “Descend Via” Phraseology for Standard Terminal Arrival (STAR),
and Phraseology associated with Speed Instructions.
2) Flight Management System Procedure (FMSP). An RNAV arrival,
departure, or approach procedure developed for use by aircraft equipped with
a flight management system (FMS).
NOTE: The number of FMSPs in the NAS is limited and FMSP criteria are
no longer preferred for the design of RNAV procedures.
3) Instrument DP. Instrument DPs are published IFR procedures
that provide obstruction clearance from the terminal area to the en route structure.
There are two types of DPs: SIDs and ODPs.
a) SID. A SID is a published IFR air traffic control (ATC) DP that provides
obstacle clearance and a transition from the terminal area to the en route structure.
SIDs are primarily designed for air traffic system enhancement to expedite traffic
flow and to reduce pilot/controller workload.
b) ODP. An ODP is a published IFR DP that provides obstruction clearance
via the least onerous route from the terminal area to the appropriate en route
structure. ODPs are recommended for obstruction clearance unless an alternate
DP (such as a SID or radar vector) has been specifically assigned by ATC.
The RNAV 1 ODP must be retrievable from the FMS database and included in the filed flight plan.
4) STAR. An RNAV STAR is a published IFR ATC arrival procedure
that provides a transition from the en route structure to the terminal area.
5) RNAV 1 DPs and STARs. RNAV 1 terminal procedures require the
aircraft’s track-keeping accuracy remain bounded by +1 nautical mile for 95 percent of the total
flight time. RNAV 1 terminal procedures requiring, as a minimum, a distance measuring
equipment (DME)/DME/Inertial Reference Unit (IRU)-based and/or Global Positioning
System (GPS)-based RNAV system satisfying the criteria of
G. Training. All foreign air carrier flightcrews must have successfully
completed their State of the Operator CAA-approved IFR RNAV 1 DP or STAR training program prior to
conducting IFR RNAV 1 DPs or STARs at U.S. airports.
H. Foreign Air Carrier Actions. A foreign air carrier applying to
the FAA for the issuance of OpSpec C063 must provide the responsible International
Field Office (IFO) with evidence that the State of the Operator has approved
the foreign air carrier for this operation. The approval must include:
• Documentation (e.g., foreign-issued OpSpecs,
official letter) from the State of the Operator’s CAA stating that the
foreign air carrier is approved for RNAV 1 DP and STAR in accordance with XXXX (e.g., ICAO Doc 9613) criteria, that
the aircraft and aircraft equipment are eligible and approved for RNAV 1 DP and STAR, and
that the flightcrews are trained to conduct RNAV 1 DP and STARs (see subparagraph B);
• RNAV system make, model, and part number(s) approved;
• Procedures using RNAV 1 DP and STAR (see subparagraph D); and
• Any other pertinent information.
NOTE: The FAA and PIs are not responsible for evaluating a foreign air
carrier’s training program. Air carrier training programs are evaluated and
approved by the State of the Operator CAA. PIs may accept equipment eligibility
that has been determined eligible and approved by a foreign air carrier’s CAA
when it is also documented by the Aircraft Flight Manual (AFM) or other FAA-recognized means.
I. PI Actions. Based on the information supplied by the foreign
air carrier, the principal operations inspector (POI) must coordinate with the
principal avionics inspector (PAI) to determine equipment eligibility in accordance
with the RNAV 1 DPs and STARs compliance table. An aircraft equipment compliance
table is available via the AFS-470 Web site at
A link to this site may also be found under the guidance tab in WebOPSS for OpSpec C063.
1) The PAI determines the proper nomenclature of the equipment
manufacturer’s make, model, and software version, and that the RNAV equipment
and system is installed in accordance with approved data and meets the criteria of AC
90-100 or AC
ensure the proper configuration control of the approved RNAV
operating system, it is required to list both the hardware and the software
part numbers or version/revision numbers in Table 1 of OpSpec C063.
2) As described in the AC
90-100 and AC
term “compliance” means meeting the operational and functional
performance criteria. For the intended purpose of this policy, “compatible”
means equipment and systems that perform their intended function and meet performance
requirements for RNAV 1 operations, as determined to be in compliance for approval.
NOTE: Aircraft compliant with the current edition of AC 90-45, Approval
of Area Navigation Systems for Use in the U.S. National
Airspace System, may not be compliant with the criteria in AC
NOTE: Per AC
90-100 and AC
suppliers and avionics data suppliers must have a letter of
authorization (LOA) in accordance with the current edition of AC
of Aeronautical Data Processes and Associated Databases;
operators must ensure that data supplier(s) are compliant.
3) RNAV 1 procedures require DME/DME/IRU sensors and/or GPS inputs. Due to gaps
in the DME infrastructure of the NAS, “RNAV 1” procedures require IRU sensor inputs to augment DME/DME,
which is often referred to as DME/DME/IRU.
NOTE: The Air Traffic Control Flight Plan must contain information in
item 18 of the Flight Plan Form indicating the RNAV capabilities and include applicable descriptors.
NOTE: If the responsible IFO is unable to determine equipment eligibility for RNAV 1
DPs and STARs via the AFS-470 Web site, contact AFS-50 who will coordinate with AFS-470, as appropriate.
4) Some RNAV equipment and systems may not be able to perform
multiple STAR runway transitions, sometimes known as “route Type 3,” because
of database limitations. Operators of such RNAV systems must procure a “tailored”
database and charts to allow the use of multiple runway transitions in order
to qualify for RNAV 1 approval.
5) After the POI and PAI agree that the foreign air carrier has
been authorized to conduct RNAV 1 DPs and STAR operations by the State of the Operator CAA and that the
foreign air carrier is eligible for RNAV 1 DPs and STARs operations in the U.S. NAS, the OpSpec C063 template may
be issued indicating the appropriate authorizations in Table 1.
J. References to Include (current editions):
• Title 14 CFR Parts
91.503 (data currency);
• FAA Order
Environmental Impacts: Policies and Procedures.
• FAA Order JO 7100.9, Standard Terminal Arrival Program and Procedures.
• FAA Order JO 7110.65, Air Traffic Control.
• FAA Order JO 7400.2, Procedures for Handling Airspace Matters.
• FAA Order 8260.3, United States Standard for Terminal Instrument Procedures (TERPS).
• FAA Order
8260.19, Flight Procedures and Airspaces.
90-45, Approval of Area Navigation Systems for use in the U.S. National Airspace System.
of U.S. Operators and Aircraft to Operate Under Instrument Flight Rules (IFR) in European Airspace
Designated for Basic Area Navigation (B-RNAV)/RNAV 5 and Precision Area Navigation (P-RNAV).
Terminal and En Route Area Navigation (RNAV) Operations.
Guidance for RNP Operations and Barometric Vertical Navigation in the U.S. National Airspace System.
of Aeronautical Data Processes and Associated Databases.
• ICAO Global Operational Data Link Document (GOLD).
• ICAO Doc 9613, Performance-based Navigation (PBN) Manual.
OPSPEC C064. DECOMMISSIONED.
OPSPEC C065POWERBACK OPERATIONS
WITH AIRPLANES (OPTIONAL). OpSpec C065 authorizes the use of powerplant
reversing systems for rearward taxi operations. Before issuing OpSpec C065,
the foreign air carrier must provide documentation to enable the principal operations
inspector (POI) to determine whether the carrier has established procedures
for powerback operations that its civil aviation authority (CAA) has accepted/approved.
Airplane types make, model, and series (M/M/S) authorized for powerback operations
must be listed in OpSpec C065. Airports where powerback operations are authorized
must also be listed. If the POI and/or foreign air carrier determine that restrictions
to powerback operations are required at certain gates or ramp areas, the restrictions
must be described (adjacent to the airport name) in the “Restrictions and Limitations” column.
OPSPEC C067SPECIAL AIRPLANE AUTHORIZATIONS, PROVISIONS, AND LIMITATIONS FOR CERTAIN AIRPORTS (Required for All Foreign Air Carriers).
A. General. Title 49 of the United States Code (49 U.S.C.) § 44701 and 14 CFR part
that foreign air carriers must conduct their operations in accordance
with OpSpecs issued by the Administrator. Foreign air carriers, prior to operation
into any U.S. airport, must ensure that the airport is appropriate for the type
of operation and aircraft. OpSpec C067 authorizes and limits the foreign air
carrier’s operation of airplanes into certain airports. These authorizations
and limitations include the following types of operations:
1) Foreign air carriers conducting certain passenger-carrying
operations into alternate airports that are not certificated (see subparagraph B).
2) Foreign air carriers conducting operations at airports that
require curfew limitations for flights into or out of specific airports.
NOTE: The FAA does not encourage operators to list in their OpSpecs
aircraft-specific limitations for airports with curfew hours. If an airport
authority requires operators to list such limitations in their OpSpecs, then
operators should list them in Table 1 of OpSpec C067. A sample of Table 1 (Table
12-7 below) shows an example of limitations for air carrier operations into
specific airports with curfew hours.
3) Foreign air carriers conducting operations into airports that
require special aircraft performance charts and equipment or special lighting
(e.g., flare pots), or operate on unpaved runways.
4) Foreign air carriers conducting operations using the Reginald
Bennett International Runway Reflectorization System in Alaska.
5) Foreign air carriers conducting operations into a U.S. airport
where the U.S. airport requires a special provision to be included in OpSpecs.
NOTE: Principal inspectors (PI) must not list any “special PIC qualification
airports” contained in the List of Special Pilot-In-Command (PIC) Qualifications
airports in the Flight Standards Information Management System (FSIMS) publications
except when there are additional special limitations and provisions required
by the foreign Civil Aviation Authority (CAA) and associated with operations
into a specific airport beyond those specified in International Civil Aviation
Organization (ICAO) Annex 6, or on request by the U.S. airport authority, or
when the PI determines it necessary in the interest of safety.
NOTE: The content entered into the Special Provisions and Limitations
section of Table 12-7 should specify the approved limitations and/or provisions
for the designated airport and aircraft, or provide a manual reference from
the foreign air carrier’s approved manual system.
6) Airports/runways where the Flight Technologies and Procedures
Division (AFS-400) has approved specific “special” instrument procedures for a foreign air carrier.
7) Class G airspace or at airports without an operating control tower.
8) Foreign air carriers that may conduct operations at alternate
airports located in the United States for those scheduled regular airports which
are located outside the United States. An example is when a foreign air carrier
conducts scheduled operations into the Vancouver, Canada (CYVR) airport, but
uses Seattle (KSEA) and Portland (KPDX) airports as alternate airports.
Table 12-7. Sample Table 1 Airport(s) and Special Provisions
KJFK, John F. Kennedy International Airport, NY
Must operate in accordance with the FAA‑Approved Taxi Operational Plan for the aircraft at the airport.
May only be used as a destination airport.
KDCA, Ronald Reagan Washington National Airport, DC
Limitations during the curfew hours.
Max Takeoff159,000 pounds.
Max Landing137,600 pounds.
KEWR, Newark Liberty International Airport, NY
Operate in accordance with the FAA-Approved Taxi Operational Plan for the aircraft at the airport.
May only be used as an alternate airport.
Limited to taxi speed restriction of 17kt/20mph.
B. Alternate Airports Operated by the U.S. Government.
1) The OpSpec imposes restrictions on foreign air carriers operating
aircraft with more than 9 passenger seats in scheduled passenger-carrying operations,
or more than 30 passenger seats in non‑scheduled passenger-carrying operations
into U.S. land airports not certificated under 14 CFR part
OpSpec may allow for authorization for such operations by the FAA if:
a) The airport (military and non-military) is operated by the U.S. Government;
b) The equivalent safety standards for airport(s) certificated under part
139 are met; and
c) The equivalent airport classification requirements under part
the types of airplanes and the types of operations to be conducted.
2) Operators should obtain permission to operate from:
a) The airport manager of non-military airports.
b) The base operations of military airports.
c) The designated airport manager for a joint-use civil and military airport.
NOTE: See Airport Facility Directory (airport database of every U.S.
airport) for airport permission contact details.
C. Foreign Air Carrier Actions. Foreign air carriers applying
to the FAA for authorization to operate into an airport within the U.S. must
provide the responsible International Field Office (IFO) with evidence that the State of the Operator has approved
it to operate to the requested airport. The approval must include:
1) Documentation (e.g., a letter from the CAA or an excerpt from
CAA-approved manual if in English) that the flightcrews are trained.
2) A list of approved airports.
3) Any special limitations and provisions relating thereto.
4) Make, model, and series (M/M/S) authorized for the proposed airport(s).
5) Any other pertinent information. For example:
• Line station office location(s), name of station manager (or point
of contact (POC)), maintenance personnel information (or contractor information)
and any other contractors (e.g., deicing or baggage/cargo handlers), including
contact information (name, address, phone/fax numbers) for all contractors,
and a list of which tasks are to be performed by each of the contractors.
• Copy of U.S. economic authority (if required) issued by the Department
of Transportation (DOT) to the foreign air carrier to assure that it reflects the addition of the requested airport.
• Written documentation (e.g., an excerpt from a CAA-approved manual
if in English or a letter from a CAA) that the foreign air carrier has airport
analysis for the aircraft it intends to operate into the new airport (and its alternate airports).
• Written documentation that the foreign air carrier has properly
trained the servicing personnel in accordance with the foreign air carrier’s CAA-approved policies and procedures.
• Written documentation that the foreign air carrier’s contract
baggage and cargo handlers have been properly trained to the foreign air carrier’s
CAA-approved policies and procedures, which should include dangerous goods training (if applicable).
• Written documentation that the foreign air carrier has properly
trained its aircraft maintenance personnel (or contractor maintenance personnel) to its CAA-approved policies and procedures.
• Written documentation that the foreign air carrier has a copy
of the State of the Operator’s required manuals (which should address the above-mentioned procedures) available at each new airport.
NOTE: All of the foreign air carrier’s personnel (including contractor
personnel) must be able to read and understand the language that the manuals
are written in or be provided by the operator with an English translation.
NOTE: Procedures should be outlined in the appropriate operations manual
approved by the CAA or within the OpSpec for operators without an operations manual.
NOTE: If the CAA does not go into this level of detail, then it will
be up to the PI to determine if additional clarification is needed.
D. Regulatory Compliance. Each foreign air carrier operating
to the United States must comply with the current edition of:
1) All applicable regulatory requirements in 14 CFR, including,
but not limited to, the following:
e) Any other applicable regulations and laws of the United States.
2) Aeronautical Information Publication (AIP) of the United States of America.
NOTE: Foreign air carriers may find a link to the FSIMS list of U.S.
special airports in the U.S. AIP. Refer to U.S. AIP, page GEN 1.7-54.
3) ICAO Annex 6 standards (to include, but not limited to, paragraphs 126.96.36.199,
188.8.131.52, 184.108.40.206, 220.127.116.11, and 18.104.22.168).
4) Any regulations of the State of the Operator that are more
restrictive than the equivalent U.S. regulations, as approved by the State of
the Operator for the foreign air carrier applying to operate to an airport within the United States. Examples:
• If the State of the Operator requires that to operate to KSFO
airport with the B777 all takeoffs and landings must be conducted by the PIC,
then this limitation must be entered into the OpSpec table.
• If the State of the Operator requires that takeoffs and landings
in the B747 into XXX airport may only be conducted between sunrise and sunset
and the XXX airport limits B747 operations only between midnight and 6 a.m.,
then the more restrictive State of the Operator limitation must be entered into the OpSpec table.
OPSPEC C068NOISE ABATEMENT DEPARTURE PROFILES (NADP) (OPTIONAL).
A. The Intent of OpSpec C068. OpSpec C068 authorizes foreign
air carriers to conduct Noise Abatement Departure Profile (NADP) operations
in accordance with the provisions of OpSpec C068 and the procedures in the foreign
air carrier’s manuals that its civil aviation authority (CAA) has accepted/approved.
The foreign air carrier shall use the approved NADPs for its turbojet airplanes,
having a maximum certificated gross takeoff weight (GTOW) of more than 75,000
pounds, operating from a noise-sensitive airport within the United States. The
foreign air carrier shall conduct each NADP in accordance with the restrictions
and limitations specified in OpSpec C068 and shall not conduct any other noise
abatement departure profile operations.
1) For the purpose of these OpSpecs, the NADPs for any airplane
type at any one time shall be limited to a maximum of two profiles:
• Close-In NADP operations, and/or
• Distant NADP operations.
2) Only one NADP can be designated for each runway at each airport.
The foreign air carrier’s NADPs must meet the following criteria:
a) For each NADP, the foreign air carrier shall specify the altitude above
field elevation (AFE) at which flightcrews will initiate thrust reduction from
takeoff thrust (close-in profile) or airplane configuration change (distant
profile), excluding gear retraction.
b) Close-In NADP. The foreign air carrier shall use the following NADP criteria
for individual airplane types intended to provide noise reduction for noise-sensitive
areas located in close proximity to the departure end of the runway:
1. Initiate thrust cutback at an altitude of no less than 800 feet (ft)
AFE and prior to initiation of flaps or slats retraction.
2. The thrust cutback may be made by manual throttle reduction or by
approved automatic means. Flightcrews may arm the automatic means before takeoff
for cutback at or above 800 ft AFE or may be pilot initiated at or above 800 ft AFE.
3. For airplanes without an operational automatic thrust restoration
system, achieve and maintain no less than the thrust level necessary after thrust
reduction to maintain, for the flaps/slats configuration of the airplane, the
takeoff path engine-inoperative climb gradients specified in 14 CFR part
§ 25.111(c)(3) in the event of an engine failure.
4. For airplanes with an operational automatic thrust restoration system,
achieve and maintain no less than the thrust level necessary after thrust reduction
to maintain, for the flaps/slats configuration of the airplane, a takeoff path
engine-inoperative climb gradient of zero percent, provided that the automatic
thrust restoration system will, at a minimum, restore sufficient thrust to maintain
the takeoff path engine‑inoperative climb gradients that §
in the event of an engine failure.
5. During the thrust reduction, coordinate the pitchover rate and thrust
reduction to provide a decrease in pitch consistent with allowing indicated
airspeed to decay to no more than 5 knots below the all‑engine target climb
speed, and in no case to less than takeoff safety speed (multi) (V2)
for the airplane configuration. For automated throttle systems, acceptable speed
tolerances can be found in the current edition of Advisory Circular (AC)
of Flight Management Systems in Transport Category Airplanes.
6. Maintain the speed and thrust criteria as
described in steps A2)b)3 through A2)b)5 to 3,000 ft AFE or above, or until the
airplane has been fully transitioned to the en route climb configuration (whichever occurs first),
then transition to normal en route climb procedures.
c) Distant NADP. The foreign air carrier shall use the following NADP criteria
for individual airplane types intended to provide noise reduction for all other noise sensitive areas.
1. Initiate flaps/slats retraction prior to thrust cutback initiation.
Flightcrews should initiate thrust cutback at an altitude no less than 800 ft AFE.
2. Flightcrews may make the thrust cutback by manual throttle reduction
or by approved automatic means. Flightcrews may arm the automatic means prior to takeoff for cutback at or above 800 ft AFE
or the flightcrew may initiate it at or above 800 ft AFE.
3. For airplanes without an operational automatic thrust restoration
system, achieve and maintain no less than the thrust level necessary after thrust
reduction to maintain, for the flaps/slats configuration of the airplane, the
takeoff path engine-inoperative climb gradients specified in §
the event of an engine failure.
4. For airplanes with an operational automatic thrust restoration system,
achieve and maintain no less than the thrust level necessary after thrust reduction
to maintain, for the flaps/slats configuration of the airplane, a takeoff path
engine-inoperative climb gradient of zero percent, provided that the automatic
thrust restoration system will, at a minimum, restore sufficient thrust to maintain
the takeoff path engine‑inoperative climb gradients specified in §
the event of an engine failure.
5. During the thrust reduction, coordinate the
pitchover rate and thrust reduction to provide a decrease in pitch consistent with allowing indicated
airspeed to decay to no more than five knots below the all‑engine target climb
speed, and in no case to less than V2 for the airplane configuration.
For automatic throttle systems, acceptable speed tolerances can be found in AC
6. Maintain the speed and thrust criteria as described in steps A2)c)3
through A2)c)5 to 3,000 ft AFE or above, or until the airplane has been
fully transitioned to the en route climb configuration (whichever occurs first),
then transition to normal en route climb procedures.
B. Airplane Vertical Departure Profiles. Before authorizing this
paragraph, the POI must ensure that all airplane vertical departure profiles
described in the certificate holder’s operations and/or training manuals comply
with the above criteria before authorizing OpSpec C068 for the foreign air carrier.
NOTE: Configuration changes necessary to meet regulatory performance
or operations requirements shall not be affected by this procedure. For those
airplanes that have a performance requirement to reduce takeoff flaps to an
intermediate takeoff flap setting at 400 ft AFE or above, the next flap/slats
retraction should be initiated at an altitude of no less than 800 ft AFE.
OPSPEC C069-C074. RESERVED.
OPSPEC C075CIRCLING MANEUVERS AND/OR CONTACT APPROACHES AT U.S. AIRPORTS (OPTIONAL).
A. Issuing OpSpec C075. The FAA issues OpSpec C075 to foreign
air carriers with fixed-wing airplanes who conduct either circling maneuvers,
contact approaches, or both (circling maneuvers and contact approaches). OpSpec
C075 specifies the lowest minimums that can be used.
NOTE: Do not issue OpSpec C075 if the foreign air carrier is not authorized
for either the circling maneuver or contact approach.
B. Before Issuing OpSpec C075. The foreign air carrier must submit
documentation showing that their crewmember training program approved by their
Civil Aviation Authority (CAA) provides the appropriate training and checking,
and that the CAA authorized the maneuver and/or approach.
C. Drafting OpSpec C075. Within the OpSpec there are two sets
of selectable static text for circling maneuvers and contact approaches (one
for each when authorized, and one for each when not authorized). The inspector
must select the appropriate text based on what the air carrier is authorized.
For example, if the air carrier is authorized for circling maneuvers and not
for contact approaches, then select the text that states the limitations of
circling maneuvers and the “not authorized” text for contact approaches.
D. Circling Maneuvers Terminology. In any weather condition,
a foreign air carrier that permits its pilots to accept a “circle to land” or
a “circle to runway (runway number)” clearance from air traffic control (ATC)
conducts circle-to-land maneuvers. The term “circle-to-land maneuver” includes
the maneuver that is referenced in various regulations, publications, and documents
as “circle-to-land maneuver,” “circling,” “circling maneuver,” “circle,” “circling
approach,” and “circling approach maneuver.” With regard to pilots, conducting
a circle-to-land maneuver means to act as the Pilot Flying (PF) when a circle-to-land
maneuver is being conducted.
E. Aircraft Operating Under Instrument Flight Rules (IFR) During
All Circle-To-Land Maneuvers. Aircraft operating under IFR during all circle-to-land
maneuvers are required to remain clear of clouds. If a flightcrew loses visual
reference to the airport while conducting a circle-to-land maneuver, they must
follow the missed approach procedure specified for the applicable instrument
approach, unless ATC specifies an alternate missed approach procedure.
F. Circling Landing Maneuver. When the ceiling is less than 1,000
feet and visibility is less than 3 statute miles, then the foreign air carrier
shall not use any circling landing minimum lower than that prescribed for the
applicable published instrument approach to be used.
NOTE: This does not authorize the pilots to go below the lowest minimum
authorized by the State of Operator.
G. Pilots Restricted to Circling in Visual Conditions. Any pilot
who possesses a pilot certificate restricting circling approaches to visual
meteorological conditions (VMC) is not eligible to conduct circle‑to‑land maneuvers
except as provided below:
1) He or she must use the higher of the minimum descent altitude
(MDA) of 1,000 feet height above airport (HAA) or the MDA of the published circling
landing minimums for the instrument approach to be used.
2) He or she remains under an IFR clearance and must comply with
the procedures otherwise required for circle-to-land maneuvers. The foreign
air carrier may conduct a circle-to-land maneuver when the reported ceiling
is at least 1,000 feet and the visibility is at least 3 miles, or the reported
weather is at least equal to the published circling landing minimums for the
instrument approach to be used, whichever is higher.
NOTE: Foreign air carriers conducting circle-to-land maneuvers without
training and checking are subject to the same provisions as pilots restricted
to circling in visual conditions.
H. Contact Approach Criteria. The Aeronautical Information Publication
(AIP) of the United States provides further guidance on foreign operators operating
contact approaches in the United States. See Part 2En Route (ENR), ENR 1.1,
paragraph 42.3 and ENR 1.5, paragraph 23 of the AIP of the United States, located at the following Web site:
OPSPEC C076. DECOMMISSIONED.
OPSPEC C077TERMINAL FLIGHT RULES LIMITATIONS AND PROVISIONS (Required for All Carriers Conducting IFR Operations).
A. To Whom OpSpec C077 is Issued. The FAA issues OpSpec C077
to all foreign air carriers operating turbojet and large airplanes to the United
States. Except as provided within OpSpec C077, it restricts all operations to
those conducted to instrument flight rules (IFR) except in accordance with the provisions of 14 CFR part
Federal Aviation Regulation (SFAR) 50-2, SFAR 71, or OpSpec B051, if issued. OpSpec C077
allows the foreign air carrier to conduct the following operations in the terminal area
with the restrictions and limitations listed therein:
1) Terminal arrival IFRvisual approach or a charted visual flight procedure (CVFP).
2) Terminal arrival visual flight rules (VFR).
3) Terminal departures VFR.
4) Terminal departures IFR.
B. CVFP. For a foreign air carrier conducting a CVFP, the weather minimums of 14 CFR part
except that the carrier shall not use minimums lower than those established in the CVFP.
C. OpSpec C077 Subparagraph b(2)(b)Uncontrolled Airports. Uncontrolled
airports may be in Class G airspace. In order for the foreign air carrier to
exercise this provision, OpSpecs C064 and/or C080 must also be issued allowing
operation at airports without an operating control tower and/or operation in Class G airspace.
D. OpSpec C077 Subparagraph b(3). In lieu of a CVFP, a charted
visual procedure that the air carrier’s civil aviation authority (CAA) approved
is highly recommended for all terminal VFR departures/arrivals that fall under
this OpSpec. The proximity of obstacles to the departure flightpath, the seeing
conditions, the accuracy of the guidance and control systems, the pilot’s proficiency,
and the foreign air carrier’s training should determine the size of the area
in which obstacle clearance or avoidance must be considered.
E. OpSpec C077 Subparagraph c(3). This subparagraph contains
a requirement to obtain an IFR clearance no farther than 50 nautical miles (NM)
from the departure airport. However, it is recognized that this procedure may
not be practical in all situations. If a greater distance is necessary, the
foreign air carrier may apply for a nonstandard paragraph. If OpSpec B051 is
issued for VFR en route operations, then for propeller‑driven aircraft, except
for certain en route VFR provisions in part
93, SFAR 50-2,
or SFAR 71, the flightcrew may depart VFR under the provision of OpSpec C077 subparagraph c,
and the requirement to obtain an IFR clearance en route does not apply.
F. Terminal Departure IFR Requirements in Subparagraph d. If
air traffic control (ATC) clears the flight, it is acceptable to execute a visual
meteorological conditions (VMC) takeoff and climb to a specified point in the
clearance as part of an IFR clearance. However, the foreign air carrier must
ensure that the obstacle performance requirements are met. Further, the flight
must not depart on a VFR flight plan if the capability to go on an IFR flight plan is evident.
G. Subparagraph e. Subparagraph e provides special limitations
and provisions for all VFR operations. This subparagraph is applicable to all
the provisions and limitations of OpSpec C077.
1) Subparagraph e(1). In order for the foreign air carrier to
conduct VFR operations under OpSpec C077, they must have in place either a procedure
or program that can identify obstacles and the airport obstacle data. Further,
they must ensure that the flightcrew use that information. The POI shall request
documentation from the foreign air carrier that this program is in place and
that the air carrier’s CAA has approved VFR terminal operations.
2) OpSpec C077, Subparagraph e(2). Although each subparagraph
has specific details and minimums regarding VFR, the requirement for sufficient
seeing conditions to identify and avoid obstacles is required for all VFR operations.
OPSPEC C078. RESERVED.
OPSPEC C080TERMINAL AREA IFR OPERATIONS IN CLASS G AIRSPACE AND AT AIRPORTS WITHOUT AN
OPERATING CONTROL TOWER (OPTIONAL). The FAA issues OpSpec C080 to authorize a foreign air
carrier to conduct terminal area airplane instrument flight rules (IFR) operations
in Class G airspace or at airports without an operating control tower.
A. Before Authorizing OpSpec C080. Before authorizing OpSpec
C080, the principal operations inspector (POI) must determine that the foreign
air carrier’s civil aviation authority (CAA) has authorized/approved it for
these types of operations. The foreign air carrier must provide documentation
to the POI showing that they have the required methods or procedures and arrangements
in place for obtaining and disseminating necessary operational information and
that their CAA has accepted/approved them. This operational information must include the following:
1) That the airport is served by an authorized instrument approach
procedure (IAP) (and departure procedure, when applicable).
2) Applicable charts for crewmember use.
3) Operational weather data from an approved source for control
of flight movements and crewmember use. (For a list of examples, see
Volume 3, Chapter 26, Section 4. Note
that the examples contained therein are not all inclusive.)
4) Status of airport services and facilities at the time of the operation.
5) Suitable means for pilots to obtain traffic advisories (TA).
6) Sources of traffic and airport advisories.
7) Scheduled passenger operations. The POI must select the optional
text for scheduled operations. The optional text specifies the following additional
requirement: would it not have been for weather, or mechanical or air traffic
control (ATC) delays, the flight would have arrived at the scheduled time and
the airspace would have been Class D.
B. Sources of Traffic and Airport Advisories. Foreign air carriers
may be authorized to use any two‑way radio source of air TA information listed
in the Aeronautical Information Manual (AIM) (for operations in U.S. airspace)
or equivalent Aeronautical Information Publications (AIP).
1) These sources include common traffic advisory frequencies
(CTAF), Aeronautical Advisory Stations (UNICOM), Multicom, and Flight Service Stations (FSS).
2) In those cases where two sources are listed at the same airport,
inspectors must ensure that the foreign air carrier’s manuals have procedures
that require pilots to continuously monitor and use the TA frequency when operating
within 10 nautical miles (NM) of the airport. The procedures should require
communication concerning airport services and facilities to be completed while
more than 10 NM from the airport.
3) At some airports, no public use frequencies may be available.
In those cases, a foreign air carrier must arrange for radio communication of
essential information, including surveillance of local or transient aircraft
operations by ground personnel. Ground personnel who provide airport status
and TA reports using a company radio must be able to view airspace around the airport.
OPSPEC C081. RESERVED.
OPSPEC C083IASA CATEGORY 2 SPECIAL OPERATIONAL RESTRICTIONSSCHEDULED AND NONSCHEDULED OPERATIONS, ADDITIONAL
AIRCRAFT, AND SPECIAL AUTHORIZATIONS (Required for All Carriers from International
Aviation Safety Assessment (IASA) Category 2 Countries).
A. General. OpSpec C083 must be issued to any foreign air carrier
conducting operations to the United States under 14 CFR part
the FAA determines under the International Aviation
Safety Assessment (IASA) Program that the State of Operator does not oversee
civil aviation safety in accordance with minimum international standards. Such
countries are placed in IASA Category 2. Foreign air carriers with existing
operations to the United States will be permitted to continue operations at
current levels under heightened FAA surveillance. The FAA does not permit expansion
or changes in services to the United States by such carriers while their home
country is in Category 2 status. Issuance of OpSpec C083 must be coordinated
with the International Programs and Policy Division (AFS-50).
B. Recency of Operations. If no operations were conducted to
the United States in the 6 calendar‑months prior to the month in which their
home country was determined to be Category 2, the responsible International
Field Office (IFO) should begin the process of withdrawing the carrier’s part
instead of issuing this paragraph. That process should only begin after consultation with AFS-50.
C. New Services. The FAA will permit new services only if operated
using aircraft wet-leased from a duly authorized and properly supervised U.S.
carrier or a foreign air carrier from a Category 1 country that is authorized
to serve the United States using its own aircraft under part
operations are not restricted by this OpSpec.
D. Additional Aircraft and Special Authorizations. On or after
the date that the State of the Operator for the foreign air carrier was determined
to be Category 2, no additional aircraft (including substitution of aircraft)
or special authorizations, such as CAT II/III, instrument landing system (ILS)/precision
runway monitor (PRM), land-and-hold-short operations (LAHSO), Reduced Vertical
Separation Minimum (RVSM), etc., that require approval, acceptance, or authorization
by the State of the Operator’s Civil Aviation Authority (CAA) may be added to
these OpSpecs, except as follows:
1) Through the issuance of OpSpec A028 that allows aircraft wet-leased
from a duly authorized and properly supervised U.S. carrier or foreign air carrier
from a Category 1 country that is authorized to serve the United States using its own aircraft; or
2) With the written approval of the AFS-50 division manager.
NOTE: Aircraft must be for the same make, model, series (M/M/S) and
configuration of aircraft, typically for inspection, maintenance, or alterations.
The special authorization must be in the interest of safety. See
Volume 12, Chapter 2, Section 1 for additional details.
E. Special Authorizations. Any existing special authorizations,
such as CAT II/III, ILS/PRM, LAHSO, RVSM, etc., that require an initial approval,
acceptance, or authorization and continuing oversight by the foreign air carrier’s
CAA, must be reviewed to determine that adequate oversight by the foreign air
carrier’s CAA is occurring on a continuous basis. If it is determined that such
adequate oversight by the foreign air carrier’s CAA is not occurring on a continuous
basis, the responsible IFO should consider an amendment to withdraw those special
authorizations from the foreign air carrier’s OpSpecs. That amendment should
be initiated only after consultation with and clearance by AFS-50.
NOTE: Additional information on the FAA’s IASA program, including a
country’s IASA category, can be obtained on the FAA Web site at
F. Scheduled Operations. In order to maintain operations at current
levels for these carriers, each foreign airport from which the foreign air carrier
provides scheduled service to the United States must be listed in the scheduled operations table in OpSpec
C083. (See Figure 12-2, Example Scheduled Operations Table, for an example of
a city pairing and frequency restriction.) The foreign air carrier must have
provided scheduled service to the listed city pairs either at the time their
home country was determined to be Category 2, or for seasonal operators during
the 12 calendar-months prior to the date their home country was announced to
be Category 2. The foreign air carrier must also be limited to the frequency
operated to those city pairs at the time of the announcement or for seasonal
operators during the 12 calendar-months prior to the Category 2 announcement.
OpSpec C083 limits the foreign air carrier’s scheduled operations to the United
States to those city pairs and frequency. If the carrier’s home country once
again obtains IASA Category 1 status, this OpSpec will be decommissioned (the
city pair and frequency limitation removed).
Figure 12-2. Example Scheduled Operations Table
UNITED STATES CITY
FOREIGN COUNTRY CITY
PANC Anchorage, Alaska
XXXX anywhere city
Twice per week
G. Nonscheduled Operations. When a foreign air carrier’s home country
is determined to be in IASA Category 2, the FAA restricts the foreign air carrier’s
nonscheduled operations to the geographic areas to which operations were conducted
and frequency of operation during the 12 calendar-months prior to the Category
2 announcement. (See Figure 12-3, Example Nonscheduled Operations Table, for
an example of a geographic area and frequency restriction.) Each U.S. geographic
area to which the foreign air carrier provides nonscheduled service to the United
States and the frequency of that nonscheduled service over the preceding 12
months must be listed in the operations table. PIs must review the Department
of Transportation’s (DOT) economic authority prior to counting operations between
two U.S. cities toward frequency. Operations between two U.S. cities are considered
cabotage and only permitted in certain circumstances (e.g., XXX cargo air carrier
operates aircraft that provide a lift capacity that no U.S. certificate holder
can provide). If the carrier’s home country once again obtains IASA Category
1 status, this OpSpec will be withdrawn. The applicable geographic areas are
only those that also are listed in OpSpec A001. To list the areas of geographic
authorization, accomplish the following:
1) First, obtain the “list of areas of en route operation.” The
Web-based Operations Safety System (WebOPSS) guidance subsystem contains detailed
information on geographical areas. The areas authorized for issuance to a foreign air carrier in part
129 OpSpecs are:
• USAThe 48 Contiguous United States and the District of Columbia,
• USAThe State of Alaska,
• USAThe State of Alaska; the Following Islands [insert],
• USAThe State of Hawaii,
• USAThe State of Hawaii; the Following Islands [insert],
• USAThe States of [insert], and
• USAThe Territory of [insert].
2) Then select the individual areas of en route operations to be authorized.
a) Certain selections have blank spaces, which when selected must be completed.
These selections should normally be used only when the operation is to be limited
to certain states, or islands within a larger geographic area. For example,
a foreign air carrier may have its nonscheduled operations limited to Hawaii
and other specific island(s) and territories within the region of the South
Pacific Ocean, such as Guam and Samoa, if that carrier provided nonscheduled
service to the area during the prior 12 months. While these types of selections
provide two or three blank spaces, as many states or islands as appropriate can be entered.
b) If the standard phraseology for a particular selection is not appropriate,
the principal operations inspector (POI) may develop an appropriate description
of the area to be authorized. In these cases, the POI can delete the standard
phraseology and insert the nonstandard description of the geographic area.
Figure 12-3. Example Nonscheduled Operations Table
UNITED STATES GEOGRAPHIC AREA
USAThe 48 Contiguous United States and the District of Columbia
6 flights per year
OPSPEC C084-C090. RESERVED.
OPSPEC C091OPERATIONAL REQUIREMENTS AIRPLANE DESIGN GROUP VI (ICAO GROUP F). (OPTIONAL.)
A. Applicability. OpSpec C091 must be issued to foreign air carriers
who conduct takeoff and landing operations using Airplane Design Group VI (ADG-VI),
International Civil Aviation Organization (ICAO) Group F, within the United
States on runways as narrow as 150 feet (45 meters) wide.
B. Operational Requirements. OpSpec C091 specifies the runway
width, Obstacle Free Zone (OFZ), and other airport requirements for these aircraft.
ADG-VI are airplanes with a wingspan from 214 feet (65 meters) up to 262 feet
(80 meters). It closely parallels ICAO Group F criteria. However, where the
ICAO Code designation is also dependent on main gear track width, the FAA criteria
is dependent on the wingspan of the aircraft and tail height. The current edition of Advisory Circular (AC)
Design, establishes airport requirements for the
different airplane design groups including runway width requirements, taxiway
width requirements, OFZ dimensions, and other airport considerations. Historically,
the FAA has authorized deviations from these established design standards on
an air-carrier-by-air-carrier basis after evaluating the specific air carrier’s
operational procedures and flightcrew training program and standards. Operational
limitations were typically part of the air carrier’s operational authorization
to operate as per the specific deviation granted to the air carrier.
NOTE: In order to allow ADG-VI aircraft operations on existing infrastructure,
U.S. Airplane Design Group V (ADG-V) airports accepting scheduled service of
ADG-VI aircraft are required to undergo a special modification of standards
(MoS) evaluation. The MoS evaluation applies to those portions of the airport
that do not comply with ADG-VI standards. FAA issues approved MoSs for those
portions of the airport deemed safe for ADG-VI operations. In many cases, approved
MoSs include operational limitations to the ADG-VI airplane or the airport operation or both.
C. Foreign Air Carrier and Principal Operation Inspector (POI) Actions.
Prior to initiating service to any ADG-V/ICAO Group F airport with an aircraft
designed for ADG-VI/ICAO Group F, the air carrier must supply the POI with the following:
• State of the Operator authorization;
• Evidence that the requirements of OpSpec C091 were met for the
proposed runway(s) of operations at those airports including potential alternates;
• For destination airports, U.S. airport MoS approval for that make
and model (e.g., A-380 or B-747-8); and
• For alternate airports, the process the operator used to evaluate
the airport to ensure it could accommodate the aircraft.
1) It is the air carrier’s responsibility to confirm that they
can comply with the requirements of OpSpec C091 and to supply the POI sufficient
documentation to verify their compliance. The air carrier is responsible for
any necessary coordination and letters of understanding with applicable air
traffic control (ATC) facilities and the airport operators to meet the requirements
of OpSpec C091. For example, taxi routes to be used and procedures to follow
applicable to the specific foreign air carrier shall be established in a written
Taxi Operational Plan approved by the airport operator, ATC, and local control.
2) The POI should provide the air carrier, ATC facility, or airport
operator support, as necessary, to comply with the requirements of OpSpec C091.
A list of airports with MoSs for the A-380 and B-747-8 is located at
NOTE: The air carrier’s compliance with the requirements of OpSpec C091
eliminates the air carrier from having to demonstrate its capability to operate
to the lower criteria specified in OpSpec C091 prior to being issued OpSpec
C091 for that aircraft and airport combination.
D. ADG-VI/ICAO Group F Aircraft. ADG-VI/Group F specifies that
the required runway width be at least 200 feet (60 meters), while ADG-V/Group
E specifies that the runway width be at least 150 feet (45 meters). Currently,
the A-380 and the B-747-8 are the only commercial aircraft in regular airline
service that fit into the ADG-VI/ICAO Group F criteria, and are therefore subject
to the C091 requirements to takeoff and land on ADG V/ICAO Group E runways.
E. B-747-8 Limitations. The following limitations apply to B-747-8 operations:
1) Runways for takeoffs and landings shall be at least 150 feet (45 meters) wide;
2) Operators must comply with all limitations and procedures
specified in the applicable B-747-8 Airplane Flight Manual (AFM) for lightweight
and aft center of gravity (CG) takeoffs.
NOTE: In accordance with FAA Airports Engineering Brief #74A, Use of
150-Foot (45-M) Wide Runways and Blast Pads for Boeing 747-8 Operations, the
35-foot standard stabilized runway shoulder width for ADG-V does not need to
increase to the ADG-VI standard of 40 feet.
F. A-380 Limitations. The following limitations apply to A-380 operations:
1) The overall runway plus shoulder width is of 280 feet (85
meters) for U.S. ADG-VI and 250 feet (75 meters) for ICAO Group F. In order
to reduce the jet blast impact to 150 feet (45 meters) of runway surface, the
FAA recommends stabilized shoulders beyond the runway edge. The FAA 150 foot
runway (width) evaluation for the A-380, along with the recommendations for
these operations contained in ICAO Annex 14, Aerodromes, and the A-380 AFM has
led to the following runway width authorization for A-380 operation in the United States:
2) Runways for takeoffs and landings shall be at least 150 feet
(45 meters) wide with stabilized runway shoulders on both sides of the runway
extending an additional 50 feet (15 meters) outward from the runway edge.
NOTE: The additional safety width is prescribed because the standard
ADG-V runway shoulder width is only 35 feet (10 meters).
3) Runways as narrow as 150 feet (45 meters) wide with or without
the 35 foot (10 meter) wide stabilized shoulders may be used for takeoffs and
landings, provided applicable flight manual procedures for takeoffs on such
runway are followed and procedures are implemented for the full length of the
runway to be inspected by the airport operator for foreign object damage (FOD)
after each takeoff prior to successive aircraft operations.
NOTE: Only the airport operator conducts runway inspections for FOD.
Hence, the air carrier should make sure, or have some documentation, that the
airport operator will do it. The document is the Federally required
Airport Certification Manual under 14 CFR part
4) The hold short lines or hold position must expand outward
from the 280 feet point by 1 foot for every 100 feet the runway threshold elevation
is above sea level. (For example, a threshold elevation of 5,000 feet above
mean sea level (MSL) requires an additional 50 feet. Thus, the hold short lines
or hold position can be no closer than 330 feet (280 feet + 50 feet) from the runway centerline (RCL).
NOTE: This is to address the hold position of aircraft when an A-380
is on final approach and is as required per the current edition of AC
so that if the A-380 has to go‑around (balked
landing) then the lateral area on both sides of the runway is clear of obstacles
so that if the A-380 deviates left or right during the go-around maneuver (balked
landing) its wing tips will not strike anything.
OPSPEC C381—SPECIAL INSTRUMENT AND RNAV VISUAL FLIGHT PROCEDURES. (OPTIONAL.)
A. Applicability. OpSpec C381 is an optional authorization applicable to all foreign air carriers
conducting airplane operations under 14 CFR part
OpSpec C381 authorizes special non-14 CFR part
Terminal Arrivals (STAR), instrument approach procedures (IAP), departure procedures (DP), and Area Navigation (RNAV) Visual Flight
Procedure (RVFP) operations.
NOTE: Currently, there is no method to authorize 14 CFR part
to fly special instrument procedures or RVFPs due to tracking, notification, and coordination requirements associated with the authorization.
NOTE: An RVFP is an instrument flight rules (IFR) procedure flown with an IFR-approved RNAV system in visual
conditions. The procedure is selected from an approved database and must be flown as published. RVFPs may have altitude and airspeed
restrictions associated with a waypoint. RVFPs are designed to promote flightpath repeatability, to reduce air traffic control (ATC)
communications, and to enhance safety by providing a stabilized approach to a designated runway.
B. General. C381 is a nonstandard authorization that requires joint, written International Programs
and Policy Division (AFS-50) and Flight Technologies and Procedures Division (AFS-400) headquarters (HQ) concurrence, except as stipulated
in subparagraph D below.
NOTE: See subparagraph F and Figure 12-14, Special Instrument and RNAV Visual Flight Procedures Process Flowchart.
1) FAA Order
Special Instrument Procedures, will be used to create the procedure. This OpSpec C381 guidance will be used for the processing of the
request from initial intent expressed by operator (verbally, or via email, etc.) to OpSpec issuance/amendment. When there is a question(s),
contact the HQ subject matter expert (SME) listed in the job aid under the Guidance tab in the Web-based Operations Safety System (WebOPSS)
for C381 and request clarification.
2) The foreign air carrier’s Civil Aviation Authority (CAA) must approve the use of these
special procedures and/or RVFPs. The carrier must be from an International Aviation Safety Assessment (IASA) program Category 1 State.
The foreign air carrier’s training program must provide training in the equipment and special procedures, if required. When submitting
the formal request, the principal inspector (PI) must include the draft OpSpec and the approval documentation from the foreign air carrier’s CAA.
3) PIs must submit requests for HQ concurrence via Next Generation Air Transportation System (NextGen)
tracker or any method which supersedes the tracker after meeting the requirements in subparagraph C (i.e., expertise from the AFS-400 NextGen
Branch has already been obtained and both the PI and the AFS-400 NextGen Branch concur that the operator meets the RVFP and/or special procedures requirements).
4) PIs must have written HQ concurrence before issuing OpSpec C381, except as stipulated in subparagraph D below.
C. Process for Obtaining a Published Special or RVFP. The operator requesting the procedure must submit a
written request to his or her PI at the responsible International Field Office (IFO). The responsible PI will then contact the AFS-400 NextGen
Branch responsible for the physical landing area of the special or RVFP and request the procedure. This request does not require a memo. The
AFS-400 NextGen Branch will then provide the PI with the appropriate information.
1) FAA 8260 Forms. The AFS-400 NextGen Branch will email the PI the appropriate FAA 8260 forms for
the requested procedure. The AFS-400 NextGen Branch will include a form that defines the procedure for charting purposes (FAA Form 8260-7A,
Special Instrument Approach Procedure) and a form that describes any applicable operator requirements (FAA Form 8260-7B, Special Instrument Approach
Authorization). Below is an explanation of the forms available.
a) For new approaches: FAA Form 8260-7A, which defines the procedure and FAA Form 8260‑7B, which defines
the operator requirements, with FAA Form 8260-7B requiring PI and operator signatures.
b) For older approaches: FAA Form 8260-7, Special Instrument Approach Procedure, defines the procedure and FAA Form 8260-10,
Standard Instrument Approach Procedure, defines the operator requirements, with FAA Form 8260-10 requiring PI and operator signatures.
c) For special non-part
FAA Form 8260-15A, Takeoff Minimums and Obstacle Departure Procedure (ODP); FAA Form 8260-15B, Graphic Departure Procedure (DP); and/or FAA Form 8260‑15C,
Departure (Data Record), which define the procedure; and FAA Form 8260-7B, which defines the operator requirements, with FAA Form 8260-7B requiring
PI and operator signatures.
2) Form Review and Distribution. The responsible PI will provide the FAA 8260 forms to the operator. The PI
will be the central point of contact (POC) for communications between the FAA and the operator. The responsible PI or his or her designee will
also be present and participate by phone or in person for all meetings that may be hosted by HQ as part of HQ review.
a) The operator will provide their CAA with the forms for review. The CAA will review the operator’s existing
procedures, documentation, equipment, manuals, and training to ensure any requirements specific to the procedure and listed on the FAA 8260 form are
satisfactorily addressed. These requirements may require special aircraft performance, equipment, avionics/software, and/or crew training. If existing
operator procedures do not address all requirements, the operator must submit a plan to the CAA with the necessary changes needed to comply with the
requirements of the special procedure. This plan must address any aircraft‑specific requirements for each make, model, and series (M/M/S) that
they plan to use to fly the special. Once documentation is received from the CAA concurring with the implementation plan and usage of the procedure,
the FAA PI reviews the implementation plan.
b) PIs and the operator’s representative will sign the FAA Form 8260-7B after the PI has discussed the procedure
requirements with the operator and the operator has provided the PI with documentation showing compliance with procedure requirements (i.e., aircraft
performance, aircraft equipment, or crew qualifications) or an implementation plan that shows a reasonable expectation that they will be able to safely
meet all procedural requirements. The PI will give a signed copy of the FAA Form 8260-7B to the operator and maintain a signed copy in the office file
in accordance with the record retention requirements. AFS-400 NextGen Branch may determine if they will require a copy of the signed forms to be
maintained in their files. These forms allow the operator to receive customized charts and navigation database coding (if applicable) from chart vendors
and training from most contract training vendors. It may take some time for the operator to fully implement their plan and qualify all relevant personnel
to conduct the procedure(s). The OpSpec must not be authorized until the operator has implemented their plan and is fully prepared to fly the procedure.
For additional detail/requirements, see subparagraphs C5)c) and C6) below.
NOTE: Signing the back of FAA Form 8260-7 or FAA Form 8260-7B is not the formal issuance of the authority for use of a
special procedure. That is conveyed by the issuance of OpSpec C381.
c) The PI should review the requirements contained in the procedure to ensure that the aircraft type(s) in question can
perform the procedure before sending the application for HQ review (if required). Some special instrument procedures require nonstandard/higher
missed approach climb gradients and specific qualities or levels of avionics.
3) Training. An operator’s training program must include training on the procedure and equipment required
to accomplish the procedure. An operator must be proficient on the procedure and the equipment required to accomplish the procedure. All FAA Form
8260-7B and FAA Form 8260-10 training requirements must be met for all procedures. Training for specific procedures may be required if the performance,
equipment, services, terrain effects, or a combination of factors is emphasized to ensure a safe operation. However, if the operator is seeking
authorization for multiple specials or RVFPs, training for each specific procedure may not be required if any of the following applies:
• The training is duplicative;
• The multiple specials are basic instrument approaches
to a private-use landing area; or
• No additional performance or training requirements for
a specific airfield are noted on forms.
4) Charts. The AFS-400 NextGen Branch will send the PI the FAA 8260 forms described above. These forms will be used
by the operator to get a chart produced. The operator will submit a copy of the completed chart to their PI. Upon receipt, the PI will forward a copy
of the chart to the AFS-400 NextGen Branch for review and distribution in accordance with Order
The PI must not authorize operational implementation of the procedure until the chart is received by the AFS-400 NextGen Branch. In some cases,
a third-party developer will create a chart for the operator and submit it to the AFS-400 NextGen Branch for distribution. The AFS-400
NextGen Branch will distribute this chart to the PI who, in turn, will give it to the operator.
5) Demonstration Flights. The FAA 8260 forms may require a demonstration flight for all applicants, to include
foreign operators. PIs and HQ, at their discretion, may recommend that demonstration flights be accomplished to verify the suitability of the operator’s
aircraft, equipment, procedures, and profiles as described in the subparagraphs below.
a) If a demonstration flight is not stipulated on FAA Form 8260-7B, a demonstration flight may still be required at the
discretion of the foreign CAA, the FAA, or both before an operator can use a new or amended special Instrument Flight Procedure (IFP). Flight
simulator and tabletop reviews are other ways a foreign CAA may confirm an operation can be conducted safely. The PI and HQ should consider the
operator’s experience at that airport, profiles and procedures, aircraft capabilities, deviation from IFP criteria, and local environmental
considerations (e.g., terrain, radar and communications coverage, and obstacles) when determining if public interest necessitates that a flight
demonstration, simulator, or tabletop review be accomplished by the applicant’s CAA.
b) If the PI or HQ determine that public interest necessitates a demonstration flight/simulator or tabletop review be
accomplished, the FAA will dictate the requirements and criteria for satisfactorily completing the demonstration. The PI must then forward to the
applicant those criteria. All demonstrations must be accomplished by the applicant’s CAA. Once written documentation is received from the
applicant verifying the satisfactory accomplishment, the PI may then continue to proceed with processing the application request.
c) The PIs, with HQ concurrence, may issue a provisional authorization allowing an operator to conduct a special IFP
if the applicant’s CAA inspector will be observing the flight to evaluate that procedure during routine operations in visual meteorological
conditions (VMC). The provisional authorization should only be used after a careful evaluation has been made of the special IFP for safety-related
factors. Issue this provisional authorization by adding the special IAP to the appropriate OpSpec C381 with the provision that the authorization
is only applicable to flights observed by the applicant’s CAA inspector in VMC.
6) Authorization. PIs will issue the approved procedure via OpSpec C381, as described below, once the following occur:
• The operator has implemented their plan to address
all of the FAA 8260 form requirements (including training, dispatch, equipment, performance, etc.) and has a chart, and the demonstration flight(s)
(if required) is completed satisfactorily.
• HQ concurs with the authorization (if required).
• The operator documents to the responsible PI that
they have signed (if required) a letter of agreement (LOA) with responsible Terminal Radar Approach Control (TRACON), or (if LOA
not required) the AFS-400 NextGen Branch has notified (if required) the appropriate air traffic facility of the new operator prior to the
operator flying the procedure.
NOTE: The FAA sets criteria for “special procedures” within U.S. airspace. There is no International Civil
Aviation Organization (ICAO) standard for these procedures. To operate a special procedure at a private airport the operator must also get written
permission from the owner/manager of the airport.
a) Effective Dates. Procedure effective dates can be critical to flight safety. Procedures must not be used after the
expired effective date. For example, some procedure amendments use the same fix names but with the fixes in a slightly different location, and
those fix locations will change on the effective date, allowing the use of the expiring procedure until the effective date and the new procedure
on and after the effective date. If the procedure has a specific effective date set by the AFS-400 NextGen Branch, add a reference to that
effective date in the “Limitations and Provisions” column of Table 1 of OpSpec C381 for the new procedure as well as the
expiring procedure (if applicable).
b) Amendments/Cancellations. When an approved special or RVFP is amended or canceled, the AFS-400 NextGen
Branch will notify the PI for each operator that is authorized to use the special or RVFP. For an amended special or RVFP, the amendment
cancels the previously approved special or RVFP on the effective date set by the AFS-400 NextGen Branch. The PI must, at a minimum, remove
the previously approved special or RVFP from the operator’s OpSpec.
c) Rescinding Concurrence. HQ has the authority to rescind their concurrence. The PI must rescind authorization
for use of a procedure immediately upon written notification from HQ. Following is a list of examples for which HQ may rescind their concurrence:
• The operator deviates from the procedure requirements;
• HQ becomes aware of any additional
operational/training requirements; or
• Any other factors that affect the safe operation
of the procedure.
7) Additional Authorizations. The following OpSpecs may be required for the authorization of specific
procedures for OpSpec C381.
a) OpSpec C052. Part
must be issued C052. The “type” (e.g., RNAV, instrument landing system (ILS), and localizer type directional aid (LDA)) of
instrument approach listed in C381 in Table 1 must be listed in the table of authorized approaches in C052. RVFP and Required Navigation
Performance (RNP) Authorization Required (AR) procedures will not be listed in C052.
b) OpSpec C063. Part
may require a C063 authorization. C063 authorizes RNAV 1, RNP 1, and other Performance-based Navigation (PBN) flight operations and
is required for certificate holders/operators/program managers authorized to conduct RNAV 1, RNP 1, or other PBN flight operations in C381.
c) OpSpec C077. Part
must be issued C077 if operating under IFR. C077 provides arrival and departure guidance for instrument and visual flight operations (e.g., visual
flight rule (VFR) departure on an IFR clearance). C077 provides guidance on the use of a charted visual flight procedure (CVFP). Determine if a
VFR operation into or out of an airport is part of the C381 authorization.
d) OpSpec C080. Part
may require a C080 authorization. Determine the type of airport and operation being conducted in association with C381 authorization.
e) OpSpec C384. Part
should be issued C384 when an RNP AR-like special procedure, normally titled RNAV (RNP), is authorized in C381. Approval to fly an AR-like
special without C384 will be granted by HQ and documented on the FAA Form 8260-7B. The authorization in C384 must contain the “lowest
RNP” and “additional aircraft capabilities” meeting the requirements of the special procedure authorized in C381.
8) Amendments. The AFS-400 NextGen Branch will notify the PI of procedure amendments and send the PI all of the
new forms required for the amendment. In most cases, this entire process will need to be reviewed to ensure operator compliance with the amended
procedure requirements, and the operator will be required to get a new chart, which they must submit to the PI. The PI will forward the new
chart to the AFS-400 NextGen Branch for distribution. The AFS-400 NextGen Branch will advise the PIs of changes or updates to the procedures
and distribute such information in accordance with Order
NOTE: The PI will copy the responsible IFO manager and the International Field Office Management Branch (AFS-54)
on all procedure amendments or cancellations, required forms, and new charts. See subparagraph D below for additional detail.
9) Cancellations. If an operator is no longer going to use a procedure, the PI must remove the procedure
from the operator’s OpSpec and advise the AFS-400 NextGen Branch that the operator is no longer authorized to use that procedure. If
the procedure is canceled, the AFS-400 NextGen Branch will notify the PI and the PI will remove the procedure from the operator’s OpSpec.
10) Notices to Airmen (NOTAM). Special procedures exist outside of the normal notification system for
standard instrument procedures. Many special procedures serve landing areas that are in the public NOTAM system, and public NOTAMs will
be issued for specials whenever possible. However, sometimes it is not possible to issue a NOTAM for a special, which requires updates and
changes to be issued to all authorized operators through their principal operations inspector (POI). Therefore, it is critical to record,
maintain, and update operator contact data with the AFS-400 NextGen Branch.
11) Adding an Aircraft. If the operator requests to fly an authorized RVFP or special procedure in a new
aircraft (i.e., one that they are not currently authorized to fly), the PI should review this entire process to ensure the suitability of
the proposed aircraft.
12) Oversight and Auditing. Oversight management and guidance of operator authority and use of special
instrument procedures is not currently in the FAA automated work programs. It may occur under the initiative of planned activities by IFOs for those part
who are addressed in National Work Programs for inspectors. PIs are requested to review the OpSpec for their assigned operators annually to
ensure the currency of the special instrument procedures is maintained and disseminated. IFOs must maintain files (paper, electronic, etc.) for operators
authorized to conduct special procedures in accordance with the recordkeeping requirements. For example:
• The documentary elements of the special instrument procedure
(e.g., the FAA Form 8260 series, a copy of the current chart as issued to the operator and related correspondences);
• The status of the special authority; and
• The AFS-400 NextGen Branch has the current operator contact data.
D. HQ Concurrence Exceptions. PIs may issue the OpSpec at the field level (no HQ concurrence is required) when the
foreign air carrier either:
1) Has already been authorized by the FAA via OpSpec or LOA to fly another RNAV visual or special procedure and is only
requesting to use an existing RNAV visual procedure, and provides the PI with documentation that they can fly the procedure without any need for amendment
to the RNAV visual procedure; or
2) Is already authorized by the FAA via OpSpec or LOA to fly that RNAV visual or special procedure:
a) In another M/M/S and is only requesting to add another aircraft, and provides the PI with documentation that they can fly the
procedure without any need for amendment to the procedure; or
b) The AFS-400 NextGen Branch notified the PI of an amendment and the operator documents to the PI: CAA authorization and flyability
if required. Some procedure amendments do not require flyability (e.g., renaming of a waypoint). All procedure amendments require a new chart. Flyability is
typically conducted in a simulator and refers to:
1. The capability to maintain track during a go-around or missed approach.
2. All published airspeeds and maneuvers required to emulate desired flightpaths (lateral and vertical)
are flyable with the intended equipment.
NOTE: PIs who feel that the approval is beyond the scope of their training or experience may request AFS-400 NextGen Branch or HQ
assistance. The AFS-400 NextGen Branch and HQ will assist as appropriate. (Refer to the C381 job aid under the Guidance tab in WebOPSS for AFS-400 NextGen Branch
and HQ contact information.)
E. Informational Sharing. Certain specials (e.g., LOC/DME RWY 15 and RNAV (GPS) Z RWY 15 to Aspen, CO) allow access to
challenging airports with steep, close terrain. Responsible PI(s) may find it helpful to set up an informational sharing meeting that includes the AFS-400 NextGen
Branch, the operator, and/or the foreign operator’s CAA (operations representative or management personnel listed on the operator’s OpSpec A006)
to discuss FAA Form 8260-7B requirements and best practices.
F. Process Flowchart. All references within Figure 12-14 starting with “See” refer to subparagraphs in the OpSpec
C381 guidance in this section.
Figure 12-14. Special Instrument and RNAV Visual Flight Procedures Process Flowchart
Figure 12-14. Special Instrument and RNAV Visual Flight Procedures Process Flowchart (Continued)
Figure 12-14. Special Instrument and RNAV Visual Flight Procedures Process Flowchart (Continued)
OPSPEC C384RNP ARAREA NAVIGATION (RNAV) REQUIRED NAVIGATION PERFORMANCE (RNP) AUTHORIZATION
REQUIRED (AR) (Optional for Foreign Air Carriers Operating to the U.S.).
A. General. The FAA authorizes RNP AR to U.S. airports in accordance with 14 CFR part
§ 129.9 by
issuance of OpSpec C384. OpSpec C384 is used to authorize foreign
air carriers to conduct Area Navigation (RNAV) Required Navigation Performance
(RNP) instrument approach procedures (IAP), Authorization Required (AR). These
approaches have been published in accordance with 14 CFR part
are charted as “RNAV (RNP) RWY XX,” hereinafter referred to as RNP AR IAP.
NOTE: The U.S. approach plate terminology is changing from RNP special
aircraft and aircrew authorization required (SAAAR) to RNP AR as the charts
are revised or amended. International Civil Aviation Organization (ICAO) docs
and the U.S. advisory circular (AC) have already been harmonized with the new
terminology and are using RNP AR.
B. Criteria Acceptable to the FAA. The FAA issues OpSpec 384
for RNP AR with Radius to Fix (RF) leg capability operations in accordance with
one of the following, but not limited to:
1) The current edition of ICAO Doc 9613, Performance-based Navigation (PBN) Manual.
2) European Aviation Safety Agency (EASA) AMC 20-26, Airworthiness
Approval and Operational Criteria for RNP Authorization Required (RNP AR) Operations.
3) If adopted by the Civil Aviation Authority (CAA), equivalent
standards to the current edition of
Approval Guidance for RNP Procedures with AR.
NOTE: This is necessary so that the FAA has confidence in that the approval
follows ICAO Doc 9613, paragraph 7.2 guidance for State of operation responsibilities. Without this
information, the FAA would not be able to determine that safety in air commerce exists as prescribed by §
amending the Operator’s OpSpecs for operations within U.S. airspace.
NOTE: Principal inspectors (PI) must coordinate all acceptable criteria
other than subparagraphs B1) and 2) with the International Programs and Policy Division (AFS-50)
who will coordinate with the Flight Technologies and Procedures Division (AFS-400).
C. Alternative Method. AC
an acceptable method of compliance with public RNP AR
IAP requirements. In lieu of following this method without deviation, foreign
air carriers may elect to follow an alternative method, provided the alternative
method is also found to be acceptable to the FAA.
D. RNP Approaches. RNP approaches provide an opportunity to improve
safety, efficiency, and capacity. Safety is improved when RNP approaches replace
visual or Nonprecision Approaches (NPA), and efficiency is improved through
more repeatable and optimum flightpaths. Capacity can be improved by deconflicting
traffic during instrument conditions.
1) RNP AR approaches provide an unprecedented flexibility in
construction of approach procedures. These operations are RNAV procedures with
a specified level of performance and capability. RNP AR approach procedures
build upon the performance-based National Airspace System (NAS) concept. The
performance requirements to conduct an approach are defined, and aircraft are
qualified against these performance requirements. Obstacle evaluation areas
for approaches using conventional navigation aids are based on a predefined
aircraft capability and navigation system. RNP AR criteria for obstacle evaluation
are flexible and designed to adapt to unique operational environments. This
allows approach-specific performance requirements as necessary for that approach
procedure. The operational requirement can include avoiding terrain or obstacles,
deconflicting airspace, or resolving environmental constraints.
2) RNP approaches include unique capabilities that require special
aircraft and aircrew authorization similar to Category (CAT) II/III instrument
landing system (ILS) operations. All RNP AR approaches have reduced lateral
obstacle evaluation areas and vertical obstacle clearance surfaces predicated
on the aircraft and aircrew performance requirements of equivalent standards of AC
In addition, there are two characteristics used for selected procedures, as necessary.
Foreign air carriers can be authorized for any subset of these characteristics:
• RNP AR RF leg capability, and
• Reduced lateral obstacle evaluation
area on the missed approach (also referred to as a missed approach requiring RNP less than 1.0).
NOTE: Relevant ICAO standards include Annex 6, Part I, Appendices 6-3
and 6-4, #15 and 16. If the information is not in the foreign air carrier’s
OpSpecs, then the PI must request that the Operator provide them with another
form of documentation from the State of the Operator.
3) When conducting an RNP AR approach using a line of minima
less than RNP 0.3 and/or a missed approach that requires RNP less than 1.0,
the foreign air carrier must comply with equivalent standards of
Appendix 2, paragraph 5 and/or 6.
4) The defining components of RNP capability is the ability of
the aircraft navigation system to monitor its achieved navigation performance
and to identify, display, and alert the pilot when the operational requirement
is not being met during an operation.
E. Outlining Procedures Using This Approval. Procedures shall
be included as part of the manual required by ICAO Annex 6, Part I, paragraph
4.2.3, which is approved/accepted by the State of the Operator’s CAA. Procedures
used under this approval should be outlined in the appropriate operations manual
approved by the State of the Operator CAA or within the OpSpec C384 template
for foreign air carriers that do not have an operations manual. Foreign air
carriers that do not have an operations manual must still have procedures using
RNP AR approved/accepted by the State of the Operator’s CAA.
F. Training. All foreign air carrier flightcrews must have successfully
completed their State of the Operator’s CAA-approved RNP AR training program prior to conducting RNP AR
at U.S. airports. For relevant ICAO Standards, see subparagraph G1)c) below.
G. Foreign Air Carrier Actions. Prior to submitting an application
package requesting RNP AR/OpSpec C384, the operator must contact their PI to schedule a kick-off meeting.
(See paragraph H below for further detail.) A foreign air carrier applying to the FAA for the issuance of
OpSpec C384 must provide the responsible International Field Office (IFO) with evidence that the State of
the Operator has approved the foreign air carrier for this operation. The approval must include:
1) Documentation (e.g., foreign-issued OpSpecs, official letter)
from the State of the Operator’s CAA stating that the foreign air carrier:
a) Is approved for RNP AR in accordance with certification (e.g., ICAO Doc
9613) criteria. (See subparagraph B.)
b) Aircraft and aircraft equipment are eligible and approved for RNP AR.
Additionally, for each approved aircraft make, model, series (M/M/S) the following
information must be included:
• The navigation system M/M/S and software version;
• All applicable limitations, to include a list of approved airports;
• Identify if autopilot coupled or flight director required;
• Lowest RNP.
NOTE: The PI when authorizing the foreign air carrier for RNP AR in
U.S. airspace must not enter into Table 1 of OpSpec C384 any less limiting limitations,
RNP values, etc., than those authorized by the foreign air carrier’s CAA. Only
operations that are relevant to operations within U.S. airspace must be included in Table 1.
NOTE: CAA-approved equipment eligibility may be documented by the air
carrier to the FAA by providing the relevant copy of an Aircraft Flight Manual (AFM), if the AFM is in English.
c) Flightcrews are trained to conduct RNP AR and that the training program
addresses the special characteristics of the proposed area of operation (within
the U.S.) and all operational (navigation) practices and procedures associated
with RNP AR. Flight operations officers/flight dispatchers are trained in dispatching
or releasing a flight for RNP AR.
NOTE: Relevant ICAO standards to include Annex 6, Part I, paragraphs
3.1.4, 4.2.1, 9.3.1, 9.4.3, 22.214.171.124, Attachment E (1.2, 3.3) and Annex 6, Part I, Chapter 10, paragraph 10.3.
d) Procedures for using RNP AR are included in the operator’s documentation
(e.g., Operations Manual). Relevant ICAO standards to include Annex 8, Airworthiness
of Aircraft, Chapter 7, paragraphs 7.2, 7.3, 7.4, 7.5 and 7.6.
NOTE: If the operator’s documentation (e.g., Operations Manual) is in
English, then it may be used for documentation by the foreign air carrier.
e) Has an approved/accepted RNP monitoring program that collects data on
RNP AR procedures conducted.
f) Has an approved/accepted Navigation Data Validation Program.
NOTE: Subsequent software updates need to be brought to the attention
of the FAA for approval.
g) Has established maintenance procedures to include procedure for removing
the aircraft from and returning the aircraft to RNP AR operational capability
in which maintenance personnel is successfully trained.
h) Has an approved/accepted minimum equipment list (MEL) revised for RNP
AR (as appropriate).
NOTE: For U.S.-registered aircraft to be used, the foreign air carrier
must submit the MEL revision for approval to the FAA in accordance with §
i) Has successfully completed all validations and demonstrations. Refer to AC
acceptable number of validations and demonstrations when operating in U.S. airspace.
NOTE: If the demonstrations are still ongoing, then details of any limitations relating
to operations during the demonstration period.
j) Has completed an RNP AR Compliance Traceability Matrix/RNP AR Compatibility
Trace Matrix. All matrix items highlighted in yellow require a response. To
assist the FAA in expeditious review of the application, the FAA recommends
that the applicant provide detailed references in its responses (e.g., Boeing
Aircraft Qualifications Document D6-83991, Appendix B, pages 2931). A copy
of the compliance matrix, along with other educational materials, may be found at:
2) Specify that the State of the Operator RNP AR-approved operational
procedures are to include the use of flight director with or without autopilot and practices.
3) Because of the unique nature of RNP AR approach procedures,
simulator assessment of each procedure to be flown in the NAS should be accomplished
to evaluate factors including basic flyability. This assessment will preclude
errors found in FMS anomalies, such as altitude coding errors resulting in glide
path intercepts at incorrect altitudes and prepare the part
for instrument approach procedures unique to the NAS.
4) Any other pertinent information.
H. PI Actions.
1) PIs must schedule a kick-off/pre-application meeting (i.e.,
video, teleconference, or face‑to‑face, if that is what works best for all parties,
any acceptable means) between the operator/applicant, the PIs, the Performance-Based
Flight Systems Branch (AFS-470), the Navigation and Flight Deck Technologies
Section (AIR-131), and AFS-50 for each operator who wants to conduct RNP AR
in U.S. sovereign airspace. The purpose of this meeting is to ensure that the
operator has clarity on what must be included as part of their application package.
The operator must come prepared to this meeting with what M/M/S aircraft the
operator would like to operate in RNP AR. The PI must advise the operator that
a person knowledgeable about the operation of aircraft in RNP AR such as the
applicant’s chief pilot must be present at the kick-off and any follow-up meetings.
2) PIs must enter all RNP AR applications into the
Headquarters NEXTGEN Tracker and forward to AFS-50.
NOTE: AFS-50 will forward to AFS-470 for technical review as appropriate.
3) The principal avionics inspector (PAI) determines the proper
nomenclature of the equipment manufacturer’s make, model, and software version,
and that the RNP AR equipment and system is installed in accordance with approved
data and meets the criteria equivalent to AC
To ensure the proper configuration control of the approved RNP
AR operating system, it is required to list both the hardware and the software
part numbers or version/revision numbers in Table 1 of OpSpec C384.
4) As described in the AC
the term “compliance” means meeting the operational and functional
performance criteria. For the intended purpose of this policy, “compatible”
means equipment and systems that perform their intended function and meet performance
requirements for RNP AR operations, as determined to be in compliance for approval.
NOTE: The Air Traffic Control Flight Plan must contain information in
item 18 of the Flight Plan Form indicating the RNP AR capabilities and include applicable descriptors.
5) After the principal operations inspector (POI) and PAI agree
on the following, they can issue C384 to the foreign air carrier:
a) The foreign air carrier provided the PI with all of the information in
subparagraph G above.
b) The PI has written headquarters (HQ) concurrence from AFS-400 and AFS-50.
NOTE: See Figure 12-4, RNP AR Approval Checklist (Optional).
I. FAA Acceptance of Aircraft Qualification and Operational Documentation.
Before application, foreign air carriers and manufacturers should review all
performance requirements. Installation of equipment by itself does not guarantee
final approval for use.
1) Aircraft Qualification Documentation. Aircraft manufacturers
should develop aircraft qualification documentation showing compliance with
equivalent standards to the current edition of
Airworthiness Approval of Positioning and Navigation Systems, and AC
Appendix 2, Aircraft Qualification. This documentation identifies
the optional capabilities (e.g., RF legs and RNP missed approaches), the RNP
capability of each aircraft configuration, and the characteristics that may
alleviate the need for operational mitigations. This documentation should also
define the recommended RNP maintenance procedures.
2) RNP AR Operational Documentation. The FAA recommends that
the aircraft manufacturer develop RNP AR operational documentation. The operational
documentation consists of a recommended navigation data validation program (refer to AC
Appendix 3) and operational considerations (refer to
Appendix 4), training programs (refer to AC
Appendix 5), and RNP monitoring programs (refer to AC
90-101, Appendix 6).
3) FAA Acceptance.
a) For new aircraft, the aircraft qualification documentation can be approved as
part of an aircraft certification project in coordination with AIR-131 and reflected
in the approved flight manual and related documents. The RNP AR operational
documentation can be accepted by the Aircraft Evaluation Group (AEG) in coordination with AFS-400.
b) For existing aircraft for which there is a U.S. type certificate (TC),
the aircraft manufacturer should submit the aircraft qualification and RNP AR
operational documentation to AFS-400. AFS‑400 will coordinate with other FAA
offices and may accept the package as appropriate for RNP AR operations. Acceptance
will be documented in a letter to the aircraft manufacturer.
c) For foreign registered aircraft for which there is no U.S. TC, the operator
must provide a copy of the aircraft manufacturer aircraft qualification and
RNP AR operational documentation as part of their application package for OpSpec C384.
NOTE: Relevant ICAO references include: ICAO Doc 9613, Attachment C,
paragraph 3.3, Aircraft Eligibility; ICAO Doc 9905, Required Navigation Performance Authorization
Required (RNP AR) Procedure Design Manual, Chapter 1, paragraph 1.3, Aircraft Qualification;
Chapter 6, paragraph 126.96.36.199, Aircraft Eligibility, 6.3.3, Aircraft Requirements; etc.
J. Aircraft Modification. If any aircraft system required for RNP AR is
modified (e.g., software or hardware change/revision), the operator must obtain
the manufacturer’s updated aircraft qualification and operational documentation
confirming continued suitability for RNP AR approach operations. Unless the
manufacturer’s documentation indicates the change/revision has no effect on
RNP AR operations, AFS‑400 and the AFS-50 division manager must provide a revised
concurrence memo for the operator’s use of the aircraft with modifications for
RNP AR operations. The IFO should coordinate with AFS-470 and AFS-50 HQ to facilitate
processing of the operator’s request for operational approval with the changed/revised equipment.
NOTE: Software or hardware changes must be supported by the manufacturer’s
updated aircraft qualification and operational documentation.
K. Additional Series of Make and Model Aircraft. The POI/PAI must coordinate
additions to existing C384 with AFS-50 HQ, AFS-400, and AIR-131. During this
initial consultation, HQ will determine if a full or tailored application is
needed or will grant (verbal, followed by written) concurrence (which may be
in the form of an email) for the PI to amend the C384 to add the additional
series without further documentation.
NOTE: The multiple configurations of existing and new aircraft make
it impossible to give a hard and fast rule. There are some situations where
the proposed series has identical capabilities to an operators existing fleet
and this addition provides flexibility to grant the C384 amendment with minimal
delay while providing appropriate levels of review for aircraft with differences.
Figure 12-4. RNP AR Approval Checklist (Optional)
Enter Operator Name:
Enter Operator Point of Contact:
Select the applicable check box.
Initial RNP AR Application*
C384 Amendment to RNP AR Request**
or FD Required
_____ ______ __ _____________
____________ __ _________
_____ ______ __ _____________
____________ __ _________
_____ ______ __ _____________
____________ __ _________
_____ ______ __ _____________
____________ __ _________
Enter date of the application****______________________________
SECTION 2: DOCUMENTATION*****
Select the applicable check box.
Navigation Data Validation Program
Established Maintenance Procedures
Training (e.g., flightcrew/dispatch)
Minimum Equipment List (MEL) Revision (as required)
Operational Procedures Requirements
RNP Monitoring Program
Conditions or Limitations for Approval
Dispatch/Flight Following Procedures
Validation Successfully Completed (as required)
RNP AR Compliance Traceability Matrix/RNP AR Compatibility Trace Matrix
SECTION 3: COMMENTS (Enter as applicable.)
SECTION 4: PI ACTIONS (Select the applicable check boxes.)
Kick-off/pre-application meeting scheduled
Completed kick-off/pre-application meeting
PIs reviewed application and provided recommendation for operations approval as follows:
As authorized by CAA
With the following additional limitations:
Recommend denial of request for the following reasons:
Front Line Manager’s (FLM) concurrence with PI recommendations.
FLM Name: _________________________
FLM Signature: ______________________
PI entered the application into
the Headquarters NEXT GEN Tracker and forwarded to AFS-50 on the following date: __________________
SECTION 5: HEADQUARTERS (HQ) APPROVAL/DISAPPROVAL
Received written HQ concurrence
Concurrence as requested
Concurrence with the following additional limitations and provisions:
PI issued OpSpec C384____________
Received written HQ denial
HQ denial for the following reasons:
PI notified operator of denial___________
*Initial application must be checked when no C384 has been issued.
**Amendment request must be checked when an amendment to the basis on which
C384 has been issued has been requested by the Operator. For example: the Operator
completed the required demonstrations for a lower RNP value in U.S. airspace
and is requesting an amendment to OpSpec C384 previously issued by the FAA.
NOTE: PIs do not need to request an amended HQ concurrence memo prior to amending
the “Lowest RNP” value if the HQ concurrence memo authorized a lower RNP value at the end of a specified
period or upon the operator’s completion of a number of RNP AR approaches.
***Entries in this block must reflect what the State of the Operator approved
the Operator for. They follow the layout of OpSpec C384 Table 1.
****Application date refers to the date when all of the required documentation
has been provided by the applicant to the PI (see subparagraph G for details).
*****Airbus Compliance Document’s (ACD) and the Boeing companion “RNP Capabilities Documents”
are formal, controlled documents detailing the RNP capability of the aircraft and supporting how the
customer must operate the aircraft to safely conduct RNP AR approach operations.
The FAA cannot determine aircraft eligibility for any Airbus or Boeing aircraft
without this documentation to support the operator’s claim of eligibility. Due
to the variety of Airbus and Boeing aircraft configurations for the various
Airbus and Boeing type designs, the FAA cannot rely on an operator’s claims
of compliance and performance; and, as a result, the FAA requires confirmation
from Airbus thru the ACD(s) and from Boeing thru the RNP Capabilities Document(s).
RESERVED. Paragraphs 12-215 through 12-268.