FAA/Aviation Industry Agenda for
OpSpec Working Group (OSWG) 2008-3

July 22-23, 2008

Tuesday, July 22:  1 PM-4:30 PM

Wednesday, July 23:  8:30 AM-Noon

Hosted by United Airlines, Denver, Colorado

Redlion Denver Central

I-70 and Quebec, Denver, CO

Tuesday, July 22, 2008—8:30 am – 11:30 am Industry Premeeting

 

 

Meeting Schedule:

January 20-21, 2009           OSWG 2009-01

Delta Air Lines, Atlanta, GA

April 21-22, 2009                 OSWG 2009-02

DCA ?

July 21-22 2009                   OSWG 2009-03

Alaska Airlines

October 20-21, 2009           OSWG 2009-04

Washington , D.C.

January 19 -20, 2010          OSWG 2010-01

 

 

Chairpersons:       Chuck Schramek, DALA, Industry Chair

                              Jim Winkelman, Alaska Airlines, Industry Vice Chair

                              Bob Davis, AFS-260, FAA Chair

 

Table of Contents

Item                                                            Pg.               Item                                                                 Pg.

1.  Convene                                                        2

13.  Stakeholder Survey                                      11

2.  Status of Assigned Action Items                     2

14.  C063                                                          11

3.  ICAO Standardized OpSpec Format                3

15.  C300                                                          12

4.  B048                                                            4

16.  D070                                                          12

5.  B034                                                            4

17.  B032                                                          13

6.  A055                                                            5

18.  A061                                                          13

7.  B043                                                            6

19  C052                                                           14

8.  B044                                                            6

20.  D091/491                                                    15

9.  B343                                                            7

21.  C091 (ADG-VI Airplanes)                              15

10.  A332                                                           8

22.  C059                                                          15

11.  B042/B055/C055                                          9     

23.  A056                                                          16

12.  C063                                                           10

24.  C050                                                          16

                                                                        

                                                                       

 


 

1.  Convene .

Roll call—

 

a.  Roster and Roll Call/Introductions:  Please initial to the left of your name when the roster comes to you and provide any corrections to the information.  A copy of this meeting’s Roster will be sent in a separate electronic file to all those on the OSWG email list. 

 

b.  General Information in Regard to Agenda Items:

(1) Proposed changes to a template or to the guidance that would constitute "policy changes" to an authorizing document will generally need to be presented to the OSWG and AFS-260 in “Change” format which includes appendices containing the appropriate revision to the guidance for the OpSpec/MSpec/LOA in 8900 and a sample of the proposed Template revision and/or guidance.

(2) If you have a proposal, the template for agenda items is available on the http://www.opspecs.com website.  For the draft template we suggest you use a recently published Change to 8900 that contains at least the 2 appendices and modify it for your proposal.

 

c.  Opening remarks

 

d.  Industry chair positions.

(1)  Chuck Schramek for the new chair position and Jim Winkelman as the vice chair.  Chuck will serve as one year in the chair position with Jim Winkelman becoming the chair after that year.  This was approved by the industry representatives.  This will require an amendment to the OSWG Procedures Guide.  It was also suggested that at the October meeting, the election of a new vice chair should take place so transition to the new positions can occur at the January meeting.

(2)  We updated the OSWG Procedures Guide to reflect this change.

 

2.  Status of Assigned Action Items.

Chairpersons:

Reviewed, amended, and adopted agenda

 

Additional Agenda Items:

·                Add note on commenting on Ops Spec dot com.  State that you reviewed if you are not making comments.

·                Canadian ADSB – looking for something to documents to foreign states that the FAA has authorized the carrier’s use of ADSB.

·                CASS – auditing requirements and passport information different form TSA

·                D485

·                D91/491

·                OpsSpec.Com – Recommend a small team to rejuvenate.

·                C74 – CAT I, foreign airports

·                InFo / SAFO required or not (again)

·                Conserned with the efficient and effective relationship / interface with AFS-200 and AFS 300 on D paragraphs.  Maintenance issues have not been as easily addressed at OSWG meeting as Operations.

·                Exemption – battle back & forth with legal.  Are they changes to the regulation?  Yes.  However, the industry feels that an exemption is a rule which goes through public comment, just like any rule making.  We are in fact rule making by exemption.

 

2a.   “Lock-down” of OPSS.  Bob Davis to discuss.

·    Entering a phase with WebOps where we duplicate what is in IOPSS.  Management of both will effect ops spec changes.  Web Ops will have a different digital signature process.  AIR inc expired signatures will need to go through a new signature authority.

·    Web Ops should go into effect first of year.  This leaves a void in how to handle electronic signatures once AIRinc stops managing the process this fall and when the new process is established for WebOps this coming winter.

·    There is a 3 hour CBT program available.  On August 12th a Beta test with selected industry / FAA involvement.  1) for CBT and 1) for system testing.

·    Some of the data will be brought over from OPSS.  The current transition plain is to create existing templates in WebOps which are not modifiable and only there for historical reference.  Data will not be transferred!  Flt Standards will validate these documents.

·    Only mission critical.  Testing. 

2b

NEED A NEW AGENDA ITEM FOR B050 to discuss areas of operations and validation flights.  Chuck Schramek (DAL) and Jim Winkelman (Alaska) will work this from the industry side.

There are two issues:

1) Defination of area of operations vs routes.  AC 120-42B, Appendix 1 defines the north Pacific as follows:

16. North Pacific (NOPAC). The North Pacific Air Traffic Service (ATS) routes and adjacent airspace between Anchorage and Tokyo Flight Information Regions (FIR).

17. North Pacific Area of Operations. Pacific Ocean areas north of 40°North latitudes including NOPAC ATS routes, and published Pacific Organized Track System (PACOTS) tracks between Japan and North America. (For the purposes of this definition, "North America" includes the countries of Canada, the United States, and Mexico.)

Operations Specification B050 designates geographic areas the carrier is authorized to fly.  FAA headquarters informed Alaska Airlines POI to authorize “the Pacific Ocean including CEPAC composite, excluding NOPAC airspace” for it’s Hawaii operations.  While this geographic area is valid for flight SEA to Hawaii, we also fly from ANC to Hawaii, through the North Pacific Area of Operations as defined by AC 120-42B.

 

2) ETOPS Validation flights – are they to validate the company’s ETOPS procedures, or are they to validate the company’s knowledge of specific areas?  If I am already ETOPS in the North Atlantic, can I use those validation flights for ETOPS operations in the North Pacific?

 

 

2c. 

NEW AGENDA ITEM:  October OSWG 2008-04 in Orlando, Florida.

NOTE:  OSWG 2008-04 takes place THURSDAY and FRIDAY , October 9th and 10th.

 

Meeting Location:

The FAA-Industry OpSpec Working Group meeting will be held in conjunction with NBAA’s Annual Meeting & Convention. NBAA will provide meeting space on Thursday and Friday in Room S320D of the South Hall of the Orange County Convention Center, which is located at 9800 International Drive, Orlando, FL 32819.

 

Meeting Dates/Times:

Thursday, October 9, 2008: 8:30am-12:30pm Industry Only

(includes lunch for industry from 11:30am-12:30pm)

 

Thursday, October 9, 2008 1:00pm-4:30pm FAA/Industry OSWG Meeting

(includes afternoon snack)

 

Friday, October 10, 2008 8:30am-12:00noon FAA/Industry OSWG Meeting

(includes continental breakfast for all attendees)

 

See attached Announcement from NBAA.

 

 

2d.   WebOPSS Update:

Beta Testing, One Day Event

Tentative date: August 12, 2008.

 

Flight Standards (AFS-500) is asking for four industry volunteers for WebOPSS beta testing, two volunteers to travel to AFS-500 offices in Herndon, VA and two volunteers to participate from their offices.

 

AFS-500 also needs two FAA volunteers, one to travel to Herndon, and one to participate by VPN.

 

 

2e.   AGC Legal Interpretation of “authorized minimums” in 121.613:  AFS-410 to discuss.

Question – Does the definition on “minimums” include ceiling, or just visibility?  Overview by Mark Fox AFS410.  Basically, the 1967 TERPS amendment changed the definition, excluding the metrological ceiling and adding the MDA or DH.  AFS 200 / 400 working with general counsel to formulate clarification.  One suggestion is to issue an InFo, with 8900.1 guidance.  ATA and Continental Airline to follow up.

 

 

2f.   New Agenda Item:  MMEL Policy Letter #98:  Navigation Databases.

This change was proposed by the MMEL IG for consideration.  See attached document.

Guidance for 10 days relief has been overcome by technical advancement.  NAVDATA bases is an important part of the operations and there is a concern that allowing the NAVDATA base to go un-revised for 10 days may not be feasible.  Revision to 98 is in work and comments are welcome.  Draft available on OpsSpec.com.

 

 

 

3.  ICAO standardized OpSpec format. 

For your information.  The draft ICAO documents posted on the http://www.opspecs.com website have been adopted by the ICAO Council.  Recommend a sub-committee be established to consider an OpSpec for the WebOPSS application.  See attached documents.

 

The current OPSS would not be user-friendly for the following reasons:

a.  The M/M (or M/M/S) of aircraft—If the authorizations and limitations are not identical for a M/M/S series, these models may or may not be appropriate to be grouped in a single list.

b.  A new available template is required for each M/M aircraft in order to have an accurate OpSpec for each M/M that has different authorizations and limitations. The current system would require each template to be individually maintained in addition to all the current templates.

c.  Current system is cumbersome to say the least—we hope that we can build WebOPSS so it is “automatically” filled out when your OpSpec authorizations are issued.

 

Certified True Copy of the AOC is currently required.  See InFO 06003, attached.  Compliance date for the OpSpec  for current operators is January 1, 2010.  AOCs and OpSpecs first issued from 20 November 2008 shall be in the new format.

 

Update from Henry Defalque at ICAO:

 

1. the date for the requirement for Ops Specs and AOC lay-out has been brought forward by the ICAO Council.

2. the lay-out in the State Letter was slightly amended by our English editorial section - mostly upper case letters changed to lower case (e.g. "trading name", "Special authorizations") and font changes and also "Others"--> "Other"; "Area(s) of operations".

 

Some one (or some airline) should be assigned to monitor the ICAO documents for their Ops Spec process and requirements.

 

FAA Proposal:  Each operator who operates internationally should take the ICAO documents and build their own fleet-specific document, which will be review/signed by the POI.  We will provide a Word version of the ICAO authorization template and guidance to operators and inspectors.

 

See attached PDF documents from ICAO, which includes information from Henry.

 

 

4.  B048, Air Tour Operations Below 1500 Feet AGL in the State of Hawaii

History: 2008-03

Database:

91

91K

121

121/135

125

125M

129

133

135

137

141

142

145

X

 

X

X

 

 

 

 

X

 

 

 

 

FAA Lead: Dennis Pratte, AFS-250

Industry Lead(s):

 

Background:  This OpSpec is only applicable to air tour operators in Hawaii.  It allows them to descend below 1500 feet.  Operators must follow the new procedures manual.  The OpSpec and manual are currently posted in the Federal Register for comment.  The comment period for the Federal Register closes July 24.

 

Action/Outcome:   This OpSpec should be finalized before OSWG 2008-04.

In Federal register - Closed

 

 

 

5.  B034, IFR Class I Terminal and En Route Navigation Using Area Navigation Systems

History: 2007-04

Database:

91

91K

121

121/135

125

125M

129

133

135

137

141

142

145

 

X

X

X

X

X

 

 

X

 

 

 

 

FAA Lead: Lou Lucero, AFS-470

Industry Lead(s): Rich Yuknatvich, American & Jim Winkelman, Alaska

 

Background:   B034 is populated with terms of BRNAV or PRNAV, which only apply to Europe.  Recent flight plan filing changes (e.g., Japan) require the annotation of RNAV 1, 2, 5 etc for departure, arrival and en route. It seems this may be the time to consider other terms such that the paragraph will give a broader authorization.  Additionally, paragraphs B034, B035, B036, and C063 seem to overlap in some areas while leaving gaping holes in others.

 

Desired Outcome:   Review the possibility of reorganizing these paragraphs consolidating all authorizations for en route navigation using RNAV in B034 and all terminal area navigation using RNAV (SIDS and STARS) in C063.  Address the potential need for a straight-forward paragraph addressing RNAV approaches. During this review and possible reorganization, update the RNAV terms to better reflect today’s broader RNAV environment.  Unfortunately, these are complex issues to be able to resolve quickly.  The FAA policy divisions recognize that it would be beneficial to be able to combine these authorizations but the time and resources have not yet been available to do so.

 

We currently have 6 paragraphs that authorize RNAV type operations and 4 of these are en route.  Jim Johnson presented a chart that shows a representation of the ICAO requirements and how it incorporates all the information together.  It would replace B34, B35, and C63.

 

However, paragraph B035 is not an IFR required paragraph.  It is only to allow for operations to reach 18,000 but not IFR.

 

NOTE:  New AFS branch 470 has all RNP, SAAAR, etc.  The new AFS-470 is just cranking up.  Mark Steinbicker is the new branch manager.  It is dealing with all performance based navigation (RNP), ETOPS, etc.  They are also working on an RNAV-5.

 

DISCUSSION:  B034, B035, C063 all need to be reworked.  Jim Johnson has written a draft paragraph to roll all of this information into one place.  B035 would then go away.

Action/Outcome:

Combined this spec with C300 and form a small group with AFS-470, industry leads and CNS task force.

Will wait to draft an all inclusive specification after WebOps is implemented.

 

 

6.   A055:  Carriage of Hazardous Materials

History: 2006-01

Database:

91

91K

121

121/135

125

125M

129

133

135

137

141

142

145

 

 

X

X

 

 

 

 

X

 

 

 

 

FAA LEAD:   Steve Kane , AFS-260, Rick Clarke, AFS-220,

Industry LEAD : FedEx and AmeriJet

 

Background:   It has been suggested that if Dry Ice Hazmat is being carried it will have an operator approved training program that covers it.  However, if you are carrying up to 5 pounds of dry ice, you are now a WILL CARRY.  It was always an exception before and now the only thing that is being carried is dry ice.

 

Desired Outcome Clarify whether or not the carrier would be required to have a full Will Carry program to carry the 5# of dry ice.  

 

DISCUSSION:  The HazMat division has made the determination that any part 121 or 135 operation that carries dry ice (5#) must be a Will-Carry operator and comply with the requirements of 49 CFR 175 and issue A055.  They suggested that the operators may have to petition for an exemption from the HazMat requirements of 14 CFR part 119 for any exceptions. 

 

An internal ASH/ADG policy memo regarding the transition from a Will-Not-Carry hazmat training program to a Will-Carry program is posted on the www.opspecs.com website and the A055 JobAid provides the following link:  http://www.opspecs.com/FAAInfo/Policy/HazMatInfo/Final/.  In particular, it addresses those situations where an air carrier wants to become a Will-Carry operator but limit the types of hazmat it carries--thus limiting the content/depth of its hazmat training program.

 

Ed Duchnowski has done some research and has found that the HAZMAT office has now stated that you do not need to be a full will carry operator to carry dry ice.  The new memorandum states that you only need to train for the types of material that you carry.  However, if the operator is using dry ice for their own use such as in the galley, they do not need to be a will carry.  Also, if a passenger carries dry ice in their carry on baggage, this falls under the carry on baggage rules and does not require the operator to be a will carry.

 

We need to change the boiler plate for A055 to have one of the options that have the exact words to carry up to 5 pounds for operator use or with a passenger carry on bag for an operator who is a will not carry.  This information will also be posted on the OpSpec web site.  Richard Marcotte will also help.

 

Action/Outcome:

FAA ADG Office has approved a limited acceptance program for HazMat titled "Hazardous Material Recognition, Refusal & Limited Acceptance Program".  A055 Subparagraph e to state " Airline Name is only approved to carry Dry Ice as cargo in accordance with 49 CFR 173.217(f). Each limited acceptance program will conduct specific training for those HazMat items to be carried i.e. Dry Ice. 

Closed

 

 

7.  B043, Special Fuel Reserves in International Operations

History: 2005-04

Database:

91

91K

121

121/135

125

125M

129

133

135

137

141

142

145

 

 

X

X

X

X

 

 

 

 

 

 

 

 

FAA Lead: Gordy Rother, NWA CMO / Ed Duchnowski/AFS-260/Jack Pinto, AFS-820 (part 125), Dave Maloy, AFS-430

 

Action/Outcome:  Published as Notice N8900.40 on April 30, 2008.

CLOSED

 

 

8.  B044, Re-Dispatch  

History: 2005-04

Database:

91

91K

121

121/135

125

125M

129

133

135

137

141

142

145

 

 

X

X

 

 

 

 

 

 

 

 

 

 

FAA Lead: Gordy Rother, NWA CMO / Dave Maloy, AFS-430

Industry Lead(s):    Chuck Schramek, Delta and Jim Winkelman, Alaska Airlines.

 

Background:  Gordy has been reviewing B044.  Currently B044 references Section 121.645(c) which should now be Section 121.645(f). Subparagraph 8 in the OpSpec states that the certificate holder shall not conduct planned re-dispatch/re-release en route operations using fuel less than the fuel supplies required by the basic provisions of Section 121.645, without a deviation.  The reason carriers use B044 is to deviate from Section 121.645 en route reserves, specifically Section 121.645(b)(2).  A quick check in the OPSS deviation database only shows a deviation from Section 121.645(b) for B043.  This should also be amended to allow for a deviation from Section 121.645(b)(2)(4) specifically and not from “1-4”. 

 

Desired Outcome

1) Add Section 121.645(b) to the to the deviation authority for B044 and add the deviation from Section 121.645(b)(2) for the 10% calculation.  Have ALL holders of B044 amend A005 to include this deviation.

2) Dispatch group should do some work on the text of B044 in an effort to clarify the text IAW AFS-220 policy for alternates and fuel calculations as previously discussed with Jerry Ostronic.

 

Gordy stated that this paragraph needs to be reviewed by the industry leads

 

DISCUSSION:   The FAA will propose a rewrite of the paragraph to clean up the language and put in the correct FAR references.  More of the guidance will change than the paragraph itself.

 

ACTION/Outcome:

Chuck and Jim will work with Gordy (NWA CMO) to identify FAR references that need to change and close prior to next meeting.

Work in progress

 

 

9.  OpSpec B343 Fuel Reserves for Flag and Supplemental Operations

History: 2005-04

Database:

91

91K

121

121/135

125

125M

129

133

135

137

141

142

145

 

 

X

X

 

 

 

 

 

 

 

 

 

 

FAA Lead: Gordy Rother, NWA CMO / Ed Duchnowski, AFS-220, Dave Maloy, AFS-430, Dave Burnham, UALA CMO

Industry Lead(s):  ?

 

Background:  OpSpec B343 is a nonstandard authorization that has been granted to only a few international air carriers.  This is a performance-based authorization using fuel burn data and statistical analysis within certain criteria as justification. Although the airlines are not experiencing any problems or concerns, a single (minor) low fuel event caused the FAA some concern. Hence, for now the FAA will not consider allowing less than a 5% fuel reserve and, until recently, was not granting any new approvals.

 

A more rigorous approval process is now being tested.  It shows promise in terms of the quality of data being provided and the duration of the approval process.

 

Desired Outcome: 

  1.  Provide FAA with higher quality data
  2.  Shorten the approval process time for new applicants
  3.  Develop metrics to more accurately determine performance levels and establish a routine review and analysis process that ensures continuous improvement, thus higher levels of safety.

 

The FAA (Ed Duchnowski) asks that currently approved operators provide data in a revised format that will more accurately determine the usage of en route and reserve fuel, both actual and planned.  The same format will be required for new applicants.

 

The FAA is still looking at revising the paragraph for reserve fuel.  It will go to a performance-based fuel reserve that will allow for routine trend analysis.

 

Down the road after they get into this, the FAA would also like to meet with CALA, DALA, and AALA at discuss how this paragraph will change and how will it affect each airline.   The FAA is changing the reporting requirements for new entrants.  This will make if easier and more meaningful.  Initial application required 3 to 5 years of data.  FedEx is now applying with less data points as this should be sufficient.  The FAA is hoping that a 6 month time frame will allow for a shortened and better approval process.

 

DISCUSSION: The latest trial is with FEDEX.  No other changes have been done.  The FAA wants to have this as more of a performance based driven rather than lots of data with no relevance.  Once the FAA comes up with their performance data points, the FAA would like to enter into a dialog with the other operators that have this paragraph and try to get that data.

 

The industry would like to have the draft of this published in the minutes for this meeting.

 

The desired outcome is to have a higher quality of data and shorten the time for exemption approval.

 

Team will present a report on the FedEx trial.

 

Action/Outcome:

FAA suggested we use Miter to help identify and analyze data.  Industry needs to know what data is required to demonstrate an equivalent level of safety.  FAA expressed the need to collect enough data and valid data to have a defendable solution.  Still open

Data was provided by FedEx small group.  Analysis showed FEX had a constant underburr, but not as a result of inaccurate flight planning.  Underburn was due to conservative business and operational model.

Question is how do you evaluate the accuracy of the flight plan using a performance base model?

Gordy Rother & Steve Kuhar will continue to work establishing a true mathematical model.

 

 

10.  A332, Ultra Long Range Flag Operations in Excess of 16 Hours Block Time

History: 2007-01

Database:

91

91K

121

121/135

125

125M

129

133

135

137

141

142

145

 

 

X

X

 

 

 

 

 

 

 

 

 

 

Industry Lead:  Chuck Schramek, Delta Air Lines;

FAA Lead:  AFS-220 – Jodi Baker, Rick Clarke,  Larry Youngblut

 

Background:   Current Part 121 flag flight duty time and crew rest regulations are old and have not kept pace with aviation technological advances.  

HQ approved non-standards A332 developed and in use by DALA.  Other operators are interested but would like changes.

This is still an on-going work in progress.

 

Desired Outcome:  The development of an updated policy by the FAA and the affected Flag carriers that provides acceptable fatigue mitigations.  The outcome is to have updated standard requirements in a Headquarters approved non standard authorization, A332, available for all carriers. 

 

DISCUSSION: 

Representatives from AFS-200 met with fatigue scientists and representatives from airline management and employee organizations from June 24 – 26 to complete the industry review of the proposed A332, originally circulated in December 2007.  AFS-200 is currently considering the industry’s comments in its revision of A332, which should be completed by the end of July, with the accompanying justification document completed by the end of the first week of August.  AFS-200 will provide a briefing for the affected carriers before issuing a revised A332 in the first part of September.  AFS-200 has committed to giving the air carriers 90 – 120 days to implement the provisions of the revised A332.

 

ACTION/Outcome: 

There have been 2 meetings w/FAA, carriers and unions.  Not far off, waiting on next draft.

Issues seem to surround the possibility of additional training, crew paring, and the wide variety of crew rest facilities

Draft milestone is within next 30 days.  No further comment period is planned.

 

 

 

11.  B042 ETOPS /B055, North Polar Operations/C055, Alternate Airports

History: 2007-01

Database:

91

91K

121

121/135

125

125M

129

133

135

137

141

142

145

 

 

X

X

 

 

 

 

X

 

 

 

 

 

FAA Lead–Jim Ryan and Dennis Mills, AFS-220

Industry Lead:  Jim Winkelman (B042 – Alaska),

 

BACKGROUND:   The New ETOPS Rule is scheduled to become effective for Part 135 carriers on August 13, 2008. The Advisory Circulars (AC) for both Part 121 and Part 135 are now published and the disposition of comments on the AC’s has been posted on the FAA Docket..  

 

B042 will now be four separate Operations Specification templates   There are two  for Part 121 and two for Part 135 Operations, based upon the number of engines the airplane has.  A rough draft of these was briefed at the last OSWG and has been posted to the web site.

 

At the request of the FAA, Industry chairman, Chuck Schramek sent an email specifically soliciting comments on these four OpSpecs for the July meeting. 

 

OpSpec C055 ETOPS issues:

C055 has been adjusted to state that one piece of concrete will suffice and this will align it to the AC.  We are also looking into modifying the “Alternate Airport IFR Weather Minimums” table to align it with the ETOPS Alternate Minimum table, as recommended by the ETOPS ARAC.

 

B055, North Polar Operations.  (5) Airplanes are to be equipped with a minimum of two cold weather anti-exposure suits.

i.  FAA agreed to give some relief in a revised B055 for this:  MEL relief is authorized for dispatch without cold weather anti-exposure suits from 1 May through 30 September when polar diversion alternate minimum temperatures are forecast to exceed -25 degrees C (-13 degrees F).  

Note: This is an MEL item and should be perused through that process

 

ETOPS – B042, deviation from section 121.161 in database, should this remain?

Deviation from section 121.161 will be removed from the deviation DB when the AC and the OpSpecs for ETOPS change.

 

DISCUSSION  

FOR AFS-220:  Delta would like to revisit the 180 minute ETOPS approval for all areas not one for the Pacific and one for the Atlantic.  The Draft AC defines this as only one ETOPS validation is required. 

 

The wording in C055 needs to be updated to the new regulations.  Another column could be added to the table and allow RVR equivalent reading. 

 

Jim Winkelman and Casey Seabright will edit and show changes for C055 and send to Bob Davis, Coby Johnson, Bob Reich, and the industry chairs.

 

ACTION:  

Break this into three different agenda items:

OpSpec C055 ETOPS issues:

Edits included recommendations for ETOPS ARAC.  Draft is on http://www.opspecs.com.

 

B055, North Polar Operations

Draft changes on http://www.opspecs.com.

 

And ETOPS:

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

B342. - Extended Operations (ETOPS) with Two-Engine Airplanes Under Part 135

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

B344. - Extended Operations (ETOPS) in Passenger-Carrying Airplanes with More Than Two Engines Under Part 135

All on the http://www.opspecs.com website

 

All draft changes are posted on OpsSpec dot com

Changes to C055:

§                Change Alternate Airport IFR Weather Minimums Table to Align with the ETOPS Alternate Minimum Table

§                Deletes “separate suitable runway” requirement

§                Add the metric equivalent value to minima

§                Changed Nomenclature

§    HAT   Ø   MDA(H)  or  DA(H)

§                Adds footnotes for clarification

Ceiling Changes

Approach Facility Configuration

C055

Proposed (ETOPS AC)

One Navigation Facility

400 Feet to HAT or HAA

400 Feet to MDA (H) or DA(H)

Two Navigation Facilities

200 Feet to Higher Cat I Approach HAT

200 Feet to the Higher DA(H) or MDA(H)

CAT II or

CAT III

300 Feet HAT

200 Feet HAT      

Same

Same

Visibility Changes

Approach Facility Configuration

C055

Proposed (ETOPS AC)

One Navigation Facility

1 Statute Mile to CAT I

1 Statute Mile or

1600 Meters

Two Navigation Facilities

1/2 Statute Mile to  Higher CAT I

1/2 Statute Mile or

800 Meters

CAT II

RVR 4000

RVR 4000, (1200m) or 3/4 sm (1200m)

CAT III

RVR 1800

RVR 1800, (550m) or

1/2 sm (800m)

 

·                When Determining the usability of an IAP, wind plus gust must be forecast to be within limits, including maximum crosswind value.

·                Conditional forecast elements need not be considered, except PROB40 or TEMPO below lowest applicable operating minima.

·                When dispatching under Provisions of the MEL those limitations affecting instrument approach minima must be considered

·                For Operations outside the US, because of variations in the international metric weather forecasting standards, 700m may be used in lieu of 800m

 

 

 

 

12.  C048, Cat I Enhanced Flight Vision System (EFVS)

History: 2007-04

Database:

91

91K

121

121/135

125

125M

129

133

135

137

141

142

145

 

X

X

X

X

 

 

 

X

 

 

 

 

 

FAA Lead:  Terry Stubblefield, AFS-400; Dennis Mills, AFS-220

Industry Lead:  John Trolan (Netjets), Steve Kuhar (FEDEX)

 

Background:  14 CFR 91.175 (l) and (m) permits the use of EFVS to descend below DA/H or MDA to 100 feet above the touchdown zone elevation on Category I straight in standard instrument approach procedures.  Draft Advisory Circular 90-EFVS was published in the Federal Register June 5, 2007 and public comments are currently being digested.  An OpSpec and inspector guidance is currently being developed.

 

Desired Outcome:  Obtain comments and work toward group consensus in publishing the new paragraphs for C048.

 

DISCUSSION:  The proposed OpSpec/MSpec will apply to Parts 121, 125, 135 and 91K operators.  At the next meeting we need to discuss the use of EFVS internationally.

 

ACTION/Outcome:  Working on rule making for operating privileges and restrictions.  AC is in final coordination.

 

Advisory Circular is based on existing rule.  Draft due in late Aug, early September, with rule making to follow.

 

 


 

 

 

Day 2

Begin at 8:30am

 

 

 

13.  Stakeholder Survey.   The FAA has asked each meeting participant to fill out an OSWG Customer Survey.  This is a new requirement for FAA personnel.  Results of previous survey will be available at the next OSWG meeting.

 

 

14.  C063, IFR area navigation (RNAV 1) Instrument Departure Procedures (DPs) and Standard Terminal Arrivals (STARs) published in accordance with 14 CFR Part 97

History: 2008-01

Database:

91

91K

121

121/135

125

125M

129

133

135

137

141

142

145

 

X

X

X

X

 

X

 

X

 

 

 

 

 

FAA Lead:  Mark Steinbicker, Lou Lucero AFS-470/Bob Davis, AFS-260/Terry Pearsall, AFS-300

Industry Lead:  Casey Seabright, NWA(DAL)

 

Background:   OpSpec/MSpec/LOA C063 has been revised several times in the past few years.  The FAA and some of the airlines have been working together to try and come up with a reworked paragraph.  All VORs and NDBs substitution should be covered. 

 

Some operators have a data validation process and this will need to be included for all operations.  This is the big hand-up right now.  The RNAV alternate question comes up often.  The FAA is looking at the Canadian model, which has an either or rule.  This means that you could use substitution for the destination or the alternate but not both.  However, in the long run, they need to have both, but the FAA has no time frame for this.  This means that you could not shoot an RNAV approach at the destination that uses the GPS feed and then use an alternate using substitution.

 

The FAA is looking at a RAIM prediction process and tool for the industry.  This will be required for any type of GPS feed.  C063 – This will allow for different runway selections for the same arrivals.  The different boxes do it differently.

 

Desired Outcome:   Casey Seabright proposed a draft issue statement and a draft notice for the change.  The highlighted proposed changes (included in the notice) are in red.  There are other changes but subtle and not of substance of policy change.

 

Issue Statement

Northwest Airlines believes that the current method of reporting RNAV system status data in Operating Specification C063 creates an unnecessary burden on the operator and does not provide the operator or the Certificate Management Office with the most rapid and reliable means to determine the state of RNAV capability of the respective fleets.  We understand and fully appreciate the need for the operator to show that its RNAV-capable aircraft meet the provisions of AC 90-100a, but we believe that this can be accomplished in a more efficient manner with reduced workload.

 

Northwest Airlines and other air carriers currently track hardware and software changes through an electronic modification tracking system and electronic software configuration tracking system or similar systems.  Through these means, air carriers are able to monitor the current state of all hardware and software changes to their fleet of aircraft.  We believe that use of these systems provide both air carriers and their Certificate Management Offices/FSDO's with an efficient and rapid means to verify the hardware and software states of our aircraft and thus meets the intent of Table 1 in the Ops Spec.

 

Therefore, we request/propose that the requirement to track software versions via Ops Spec paragraph C063 be revised to include the use of “other suitable means” for tracking software revisions. 

 

DISCUSSION:  Casey Seabright will discuss this issue with AFS-400.

 

ACTION/Outcome:  CLOSED.  OpSpec has been finalized.

 

 

15.  C300 RNAV with RNAV RNP

History: forever

Database:

91

91K

121

121/135

125

125M

129

133

135

137

141

142

145

 

 

X

X

 

 

 

 

X

 

 

 

 

 

FAA Lead:  Mark Steinbicker, AFS-470, /AFS-820, Coby Johnson, AFS-410 , Rick Huss, AFS-220

Industry Lead:  Alaska Airlines, Jim Winkleman, CALA, Jackson Seltzer, Steve Bush Horizon, Netjets, John Trolan

 

Background :  Recent events with NAVAID outages (e.g., JAC, EGE) have highlighted a disconnect between OPSPEC authorizations (both standard and non-standard text) other FAA agencies (e.g., AVN, ATC). If NOTAMs are issued saying the procedure is “NA”, that effectively eliminates RNAV substitution capabilities.

 

Presentation of C300 by AFS-470.  C300 is now active in OPSS.  Guidance is forthcoming.

 

New Action/Outcome:  

Small group met in DC to finalize wording.  Final version is available on Opsspec.com.  Will be available in OPSS before October meeting.

 

 

 

16.  D070, Integration of Aircraft Fuel Tank Maintenance and Inspection Instructions Into the Certificate Holder / Foreign Person’s / Foreign Air Carrier’s CAMP

History: 2008-01

Database:

91

91K

121

121/135

125

125M

129

133

135

137

141

142

145

X

 

X

X

X

X

X

 

 

 

 

 

 

FAA Lead:  Frederick Sobeck, AFS-300, Mario Giordano, AFS-300, Jack Pinto, AFS-820, Lou Garrido, AFS-300, Bob Reich, AFS-220

Industry Lead:  

 

Background:   Each applicable aircraft make/model/series listed in the operator’s operations specification D072, Continuous Airworthiness Maintenance Program (CAMP), has FAA engineering-approved fuel tank system, type certificate (TC) and supplemental type certificate (STC) base-line instructions for continued airworthiness (ICA) incorporated into their CAMP.  These ICA consists of fuel tank system maintenance and inspection instructions as required by §§ 121.1113 and 129.113, as applicable.

 

Desired Outcome: 

 

DISCUSSION:  Discussion delayed to the next meeting as no one was present from AFS-300.  However, this does not seem like it needs to be a new paragraph.  Additionally, if the CAMP programs need to be changed, a long lead time will need to be given.

 

ACTION/Outcome:

Notice has been published, but the 8900.1(inspector guidance) has not been finalized yet.  OpSpec will be available when the inspector guidance has been completed.

 

 

17.  B032, IFR En Route

History: 2007-03

Database:

91

91K

121

121/135

125

125M

129

133

135

137

141

142

145

 

X

X

X

X

 

 

 

X

 

 

 

 

FAA Lead:   Jim Ryan, AFS-220/AFS-250/AFS-820/AFS-400 Nav specialists

Industry Lead:  open

 

Background:  B032 does not have adequate guidance associated with it—thus it is not easy to understand as it is written. John Cowan has worked on this and came up with a proposed change.  His draft attempts to make the OpSpec easier to understand.  He believes his change would not constitute a policy change and would be editorial only. 

 

Desired Outcome:  A revision to OpSpec B032 that is easier to understand; maybe even more explicit guidance.  Publication of the new B032 and the revised guidance…however, some comments were received that need to be researched by the specialists before the changes can be made.

 

DISCUSSION:  This paragraph is with the FAA tech writers.  It should be published in the next 6 to 8 weeks.  This will include John Cowan’s exception.

 

ACTION/Outcome:  Still in coordination.

 

 

18.  A061 Electronic Flight Bag

History: 2007-01

Database:

91

91K

121

121/135

125

125M

129

133

135

137

141

142

145

 

X

X

X

X

X

 

 

X

 

 

 

 

 

FAA Lead : Hank Cabler, AFS-400/AFS-220/AFS-250/AFS-820 FAA contact is now Steve Morrison at AFS-430 Steven.Morrison@faa.gov   Phone # (202) 385-4936

Industry Lead:   Steve Kuhar, FEDEX

 

Background:  Notice 8200.98 was published containing the JobAid for the electronic flight bag.  The class 3 with type certificated software are the only ones that have a certification requirement.  These are installed in the aircraft and can send and receive data.

 

The AC for the EFB is approximately four years old.  Problem is that technology has passed this guidance.  A Notice N8400.XXX (Revised Guidance for Authorizing the use of Electronic Flight Bags) is in coordination and will trump the AC.  It will also explain the new paragraph A061 for the EFB.  A revised AC will be completed at a later date.

 

Desired Outcome:  The Notice 8200.98 for EFB is 65 pages long and deals mostly with certification.  The AC is 120-76A and the Order is the companion piece for it.  A new OpSpec/MSpec A061 allows the use of Class I & II EFB (and associated software) to be selected by the operator with the CMO accepting its use for a distinct purpose. 

The PowerPoint presentation will be put on the website.  AFS-400 does not have a process for the approval of a piece of hardware to use on an aircraft.  Only Aircraft Certification can do this.  They can however approve your use of the equipment.

 

The FAA is scheduled to do a field test at Executive Jet Management of their new Job Aid for approval of an EFB.  It will start with a couple of conference calls and then conclude with an on site test.  Once this is complete, the information will go into handbook guidance.  Steven Morrison (FAA AFS-430) is leading this process.

 

Notice 8000.353 was cancelled but the OpSpec C061 was not.  Any class 3 EFB now approved in A025 should be rolled into A061.  This should only list the device.  Any description and details should be in the operator’s manual.  Guidance is still forth coming for class 1 and 2.  The revision to the Notice 8000.353 may also contain the on own-ship position issue for ground operations. 

 

The FAA is working diligently to revise the notice to effectively explain what the principal inspectors should do to authorize the USE of an Electronic Flight Bag. This will entail no change to OpSpec A061. 

 

DISCUSSION:  The fidelity of the vendor’s taxi charts need to be reviewed.  Also, the FAA is now been charged by congress to fix the problem of runway incursion.  They are looking at both a short term and long term plan and what technologies can be installed in the cockpit to help with this problem.  To help, congress is throwing a lot of money at this.

 

Outcome/Action:  CLOSED.  This is in internal FAA coordination.  Draft guidance is posted on OpSpecs.com

 

 

19.  C052, Basic Instrument Approach Procedure Authorizations – All Airports

History: 2008-03

Database:

91

91K

121

121/135

125

125M

129

133

135

137

141

142

145

 

 

X

X

 

 

 

 

X

 

 

 

 

 

FAA Lead :  Joan Seward

 

Industry Lead:

 

OPSPEC C052 AND RELATED REGULATIONS AND GUIDANCE.

 

An issue has recently come up in the Southwest region involving air carriers who have been issued OpSpec paragraph C052. Specifically, what are the regulatory and policy requirements with regard to recurrent training and checking requirements for pilots using standalone GPS units to conduct GPS and/or RNAV (GPS and GNSS) approaches?

 

See attachment for more information.

 

 

20.  D091/D491 – Update from Bob Davis

 

Compliance is now December 08.

 

 

21.  C091, Operational Requirements: Airplane Design Group VI (ADG-VI) Aircraft

 

91

91K

121

121/135

125

125M

129

133

135

137

141

142

145

 

 

 

 

 

 

X

 

 

 

 

 

 

 

FAA Lead: Jerry Ostronic.

Industry Lead:

 

This OpSpec is required for anyone operating an Airbus A380.  It may be applicable to the B747-800 as well.

 

This is current in the Part 129 database now.  No U.S. operator has a need for it currently.  It will be available in other databases when necessary.

 

 


 

22.  C059, Category II Instrument Approach and Landing Operations

History: 2008-03

Database:

91

91K

121

121/135

125

125M

129

133

135

137

141

142

145

X

X

X

X

X

X

X

 

X

 

 

 

 

 

FAA Lead :  Coby Johnson

 

Industry Lead:

 

AFS-410 plans to roll CAT II/Type 1into C059 and cancel C359.  This will also permit 1000 RVR (300 meters) when using a HUD to certified to touchdown or autoland.  This will align with what currently happens in Europe.

 

      Consolidate C059 (CAT II Ops) and C359 (Special Authorization CAT II)

      Introduce standard CAT II minima of 1000 RVR

  For use at:

      foreign airports  (300 Meters)

      On CAT II/III facilities in U.S.

      Requires use of autoland or HUD to touchdown

      Clarify OpSpec language

      Reduced Lighting CAT II (CAT II on Type I in C359) no longer regarded as “special authorization” procedure (300 level OpSpec)

              Centerline lights no longer required for 1200 RVR

              3 procedures published

              36 procedures in work

      Other changes:

              Final point to use different flight guidance system or require Missed Approach: FAF vice 1000’ AGL

              Introduce pre-threshold terrain airport list for Reduced Lighting CAT II / 1000 RVR approaches

 

 

23.  A056 Data Link Communications,

History: 2008-03

Database:

91

91K

121

121/135

125

125M

129

133

135

137

141

142

145

 

X

X

X

X

X

X

 

X

 

 

 

 

 

FAA Lead : Bob Tegeder, AFS-400

 

Industry Lead:  

 

AFS-400 has changed CPDLC throughout the template to say “Data Link Communication” and made other minor changes.  The rest of the text in the OpSpec remains the same.  The intent is to broaden the applicability of the authorization.

 

 

24.  C050, Special PIC Qualification Airports—14 CFR Section 121.445 Airport List Review & Recommendation of OSWG to AFS-220:

History: Standing Agenda Item

Database:

91

91K

121

121/135

125

125M

129

133

135

137

141

142

145

 

 

X

X

 

 

 

 

 

 

 

 

 

 

FAA Lead:   Rick Huss, AFS-220

Industry Lead:   Casey Seabright, NWA

 

Background:   Advisory Circular 121.445 was cancelled and replaced with OpSpec C050 and guidance that directs the OSWG members to present additions and deletions to the 14 CFR Section 121.445 Special PIC Qualification Airport List.  The recommendation must include the airport information on the completed Airport Assessment Form found in association with OpSpec C050 and on the http://www.opspecs.com website.  The OSWG members should review the assessment and make a recommendation to FAA Headquarters, specifically AFS-220.  This recommendation will become a part of the OSWG minutes and presented to AFS-220 within 2 weeks of the quarterly OSWG meeting.  The Airport Assessment Form for each specific airport recommendation will also be forwarded to AFS-220.  AFS-220 will make the final determination in regard to the request and recommendation.  If a change in the Special PIC Qualification Airport List is to be made, a Notice will be published, the revised List will be posted on the public website at http:// http://www.opspecs.com and in the OPSS guidance subsystem in association with both OpSpec C050 and C067, and reported at the next quarterly OSWG meeting.

 

Desired Outcome

 

Notification to certificate holders:

¨            Put a Note on the OPSS Splash Screen for first line of notification

¨            Change the Special PIC airport List in guidance subsystem in association with OpSpecs C050 and C067

¨            Change the Special PIC airport List on the http://www.opspecs.com website:

http://www.opspecs.com/ops/SpecialPICAirports/SpecialAirportListRevisionJun2008.doc

 

The C058 “Lite” list will be published in the same process as the Special PIC Qualification Airport List.  The C058, Special Restrictions for Foreign Terminal Instrument Procedures “Lite List” will be posted on http://www.opspecs.com website and in the OPSS guidance subsystem in association with OpSpec C058.

 

FAA Lead : AFS-220 branch

Industry Lead:   All

 

CURRENT for this Agenda:  

 

Current list is dated June 2008.  Updated with the addition of Bagram Air Force Base, Afghanistan (OAIX)