Appendix 2 APPENDIX 2. ENGINE INOPERATIVE CATEGORY (CAT) II/III
APPROACH OPERATIONS
1. General. Low visibility landing operations are typically based on normal operations to the authorized approach minima. Use of an engine inoperative configuration is based on the premise that the engine non-normal condition is an engine failure that has not adversely affected systems necessary to establish CAT II/III flight guidance configuration. Operators may be authorized for engine inoperative CAT III and/or CAT II via operations specification (OpSpec)/MSpec/letter of authorization (LOA), only if the provisions below are met.
a. Aircraft demonstrated to meet the engine inoperative provisions of AC 20-191, and which have an appropriate reference to engine inoperative CAT II/III capability in the FAA-approved Airplane Flight Manual (AFM), are typically considered to meet the CAT II/III provisions of this appendix.
b. The AFM or equivalent reference must suitably describe the demonstrated approach and missed approach performance for the engine inoperative configuration, and the aircraft must meet pertinent criteria otherwise required for all-engine CAT II, CAT III or equivalent criteria.
This performance data should also be available in the automated flight planning, performance, and weight and balance systems normally used by the operator so as to be readily available to the pilot and, if applicable, the aircraft dispatcher so as:
(1) To ensure a safe landing capability, in the anticipated configuration and with anticipated speeds; and
(2) To establish safe go-around capability from decision altitude (DA)/decision height (DH) or Alert Height (AH). Some missed approach climb gradients may make the use of AC 120-91 for alternate flight track development for an engine inoperative configuration a necessity. Refer to AC 120-91 for further guidance on this process.
c. Aircraft with an AFM stating only an all-engine CAT II/III capability (i.e., no reference to engine inoperative CAT II/III capability) may be operationally demonstrated for an engine inoperative CAT II/III capability in accordance with AC 20-191 and AC 25-7.
d. Even if the aircraft, flightcrew(s), and operator(s) are authorized for engine inoperative CAT II/III, flightcrews are not required to use CAT II/III approach minima to satisfy requirements of § 121.565 regarding in-flight diversions. Pilots may elect to take a safer course of action by landing at a more distant airport than one at which a CAT II/III approach may be available. Conversely, pilots may elect to conduct the CAT II/III approach as a safe or the safest course of action. Having this aircraft capability should not be interpreted as requiring a CAT II/III landing at the “nearest suitable” airport. (i.e., does not require landing at the nearest suitable CAT II/III qualified airport).
e. In instances when CAT II/III engine inoperative operations are not authorized by OpSpec, but a CAT II/III approach is necessary, the flightcrew may use emergency authority.
f. The low weather minima capability of the aircraft in an emergency/non-normal situation must be known and available to the flightcrew and aircraft dispatcher. When using emergency
Appendix 2 authority, and in non-normal operations, flightcrews and aircraft dispatchers are expected to take the safest course of action.
2. Qualification for Engine Inoperative CAT II/III.
a. For demonstration of engine inoperative capabilities, refer to AC 20-191 for additional information. When assessing engine-out CAT II or CAT III capability, the following exceptions to all-engine operations criteria may be used:
(1) The effects of a second engine failure when conducting CAT II or CAT III operations with an engine inoperative need not be considered, except for a demonstration that the airplane remains controllable when the second engine fails;
(2) Crew intervention to re-trim the aircraft to address thrust asymmetry following engine loss may be permitted;
(3) Alternate electrical and hydraulic system redundancy provisions may be acceptable, as suited to the type design (e.g., bus isolation and electrical generator remaining capability must be suitable for the engine out configuration );
(4) Requirements to show acceptable approach or landing performance may be limited to demonstration of acceptable performance during engine-out flight demonstrations (e.g., a safe approach to minima or a safe landing on the runway); and
(5) Approach or landing system “status” should accurately or conservatively reflect the aircraft configuration and capability. Aircraft limitations and manufacturer ’s recommendations may further limit aircraft capabilities.
b. Suitable information about flight guidance system (FGS) capability must be available to the flightcrew in flight, particularly at the time of a “continuation to destination” or “diversion to alternate” decision. This allows a determination of an adequate CAT II or CAT III approach capability when the approach is initiated (e.g., non-normal checklist specification of expected configuration during approach, autopilot, flight director (F/D) or autoland status annunciation of expected mode capability).
c. System performance should be demonstrated in appropriate weather conditions considering winds and any other relevant factors to determine whether any weather-related restrictions or limitations are necessary.
d. Performance information for an operator to ensure a successful go-around with an inoperative engine should be made available to the operator via the AFM and operational procedures. Examples of acceptable performance information are contained in Chapter 5 of AC 20-191.
3. Engine Inoperative CAT II or CAT III Operational Authorization.
a. Principal operations inspectors (POI) should ensure that the following conditions are met before authorizing Engine Inoperative CAT II or CAT III:
Appendix 2
(1) Operations must be in accordance with the “engine inoperative CAT II” and/or “engine inoperative CAT III” AFM provisions (e.g., within demonstrated wind limits, using appropriate crew procedures), or within operationally determined equivalent provisions and procedures, if not specified in the AFM.
(2) Demonstrated/acceptable configurations must be used (e.g., AFDS modes, flap settings, electrical power sources and minimum equipment list (MEL) provisions).
(3) Weight, altitude, and temperature limits must be established, and engine-inoperative missed approach obstacle clearance from the touchdown zone (TDZ) must be ensured. This data should be readily available for flight planning (e.g., to the aircraft dispatcher) either by predetermined certification listing or through appropriate engine-inoperative programming in automated flight planning and performance systems.
(4) Appropriate training program provisions for the CAT II or III engine inoperative approaches must be provided (see Chapter 5).
(5) Pilots must be aware that they are expected to take the safest course of action, in their judgment, in the event that unforeseen circumstances or unusual conditions occur that are not addressed by the “engine-inoperative” CAT II or III demonstrated configuration (e.g., uncertain aircraft damage, possible fire, or weather deterioration).
b. OpSpecs should identify the type or types of “engine-inoperative” CAT II or III operations authorized. Types of operations are described in paragraphs below:
(1) CAT II/III Engine Failure During Approach, at or After AH or DA/DH. If an engine fails after passing the AH or DA/DH, the procedure specified in the AFM for normal or non-normal operations should be followed.
(2) CAT II/III Engine Failure During Approach Prior to AH or DA/DH and/or CAT II or III Engine Inoperative En Route. One or both of these types of operations may be authorized under the following conditions:
(a) If the aircraft, operator, and flightcrew meet the provisions of paragraph a above;
(b) The pilot and/or dispatcher have taken into account the landing runway length needed for the inoperative engine configuration and corresponding approach speeds, and obstacle clearance can be maintained in the event of a missed approach;
(c) The pilot and/or dispatcher have determined that the approach can be conducted within the wind, weather, configuration, or other relevant constraints demonstrated for the configuration;
(d) The pilot and/or dispatcher have determined from interpretation of the best available information that the runway is expected to be free from standing water, snow, slush, ice, or other contaminants; and
Appendix 2
(e) The aircraft has not experienced damage related to the engine failure that would make an engine inoperative CAT II or III approach unsuccessful or unsafe.
(3) CAT II or III Engine Inoperative “Flight Planning.” The operator (e.g., pilot or, if applicable, aircraft dispatcher) may consider “engine inoperative CAT II” or “engine inoperative CAT III” capability in planning flights for a takeoff alternate, en route (ETOPS) alternate, redispatch alternate, destination, or destination alternate only if each of the following conditions are met:
(a) If the aircraft, operator, and flightcrew meet the provisions of paragraph b above.
(b) Weather reports or forecast must indicate that specified alternate minima or landing minima will be available for the runway equipped with approved CAT II or III systems and procedures. The operator’s use of engine inoperative capability credit should consider both the availability and reliability of meteorological reports and forecasts, the time factors involved in potential forecast accuracy, the potential for variability in the weather at each pertinent airport, and the ability for the crew and, if applicable, aircraft dispatcher to obtain timely weather reports and forecast updates during the time the flight is en route. Flight planning considerations must account for any expected Air Traffic Service (ATS) delays that might be experienced during arrival due to weather, snow removal, or other factors.
(c) Notices to Airmen (NOTAM) or equivalent information for airport and facility status are reviewed prior to dispatch to ensure that they do not preclude the accomplishment of a safe engine inoperative approach on the designated runway using approved CAT II or III procedures (e.g., temporary obstructions). Any change in NOTAM status of facilities related to use of landing minima or alternate minima must be available to the crew while en route.
(d) When engine inoperative CAT II/III provisions are applied to identification of any destination or destination alternate, more than one qualifying destination alternate should be considered (e.g., § 121.619). This is to provide for the possibility of adverse area-wide weather phenomena or unexpected loss of landing capability at the first designated alternate airport.
(e) Criteria otherwise applicable to “all engine” CAT II/III, such as flightcrew or dispatcher training, crew qualification, and availability of suitable procedures, must also be addressed for the engine inoperative landing case, if they are not the same as for the “all engine” case.
(f) An appropriate ceiling and visibility increment is added to the lowest authorized minima and specified in the operator’s OpSpec.
4. Operators Using Combined CAT II/III Engine-Inoperative Approach Provisions.
Unless otherwise specified by the FAA, CAT II and III engine inoperative authorizations and procedures may be combined when the operator meets the more stringent criteria for CAT III.
Separate demonstrations for CAT II and III are not necessary beyond any inherent differences between CAT II and III operations (e.g., application of a DA/DH for CAT II versus an AH for certain CAT III operations). Operational suitability demonstration programs, qualification programs, and operational provisions may be simultaneously established and used as long as procedures and systems applicable to the respective CAT II and III capability and minima are
Appendix 2 Page 5 (and 6) appropriately applied. Eligible minima for any particular engine-inoperative operation should be no lower than the highest applicable authorized minima for the aircraft, flightcrew, airport, procedure, or applicable OpSpecs limitation.
Appendix 3 APPENDIX 3. STANDARD OPERATIONS/MANAGEMENT SPECIFICATIONS (OPSPECS/MSPECS) AND LETTERS OF AUTHORIZATION (LOA)
1. General. For the purposes of examination and viewing standard OpSpec formatting, this appendix provides an example of paragraph C060. C060 is one of the standard OpSpecs issued for operations described in this AC. Standard OpSpecs developed by FAA Flight Standards Service, Washington D.C., are specific to each operator and issued by their responsible Flight Standards office. This responsible Flight Standards office will incorporate necessary, specific information applicable to that operator, their fleet of aircraft, and/or any specific operational environment or requirements (e.g., areas of operation). Current versions of any OpSpec sought by an operator may be found via the Web-based Operations Safety System (WebOPSS) located at https://webopss.faa.gov/Policy.aspx?redirect=%2fTemplates%2fTemplateViewer.aspx.
2. Contact Information. Operators may contact their responsible Flight Standards office or the Flight Technologies and Procedures Division to attain the most current templates of applicable OpSpecs or MSpecs. The Flight Technologies and Procedures Division may be contacted at
(202) 267-8795.
3. C060 CAT II and III Instrument Approach and Landing Operations.
Sample OpSpec C060, Category II and Category III Instrument Approach and Landing Operations: 14 CFR Part 121
a. The certificate holder is authorized to conduct [CAT II/CAT II and CAT III] instrument approach and landing operations as authorized below using the limitations, provisions, procedures, and minimums specified in this paragraph.
b. Authorized Approach and Landing Minimums. The certificate holder is authorized to conduct the operations in subparagraph a using TDZ, mid, and rollout RVR minimums no lower than those prescribed for the specific make, model, and series (M/M/S) of airplane listed below in Table 1 for CAT II operations and, if applicable, Table 2 for CAT III operations.
(1) For CAT II operations, TDZ RVR reports must be no lower than the approach chart minimums.
[Select the applicable text from the following options. If CAT III operations are authorized, select option 1; if CAT III operations are not authorized, select option 2. An option must be selected.] Ο (2) For all CAT III operations, TDZ and mid RVR reports must be no lower than the approach chart minimums.
OR Ο (2) CAT III operations are not authorized.
(3) Operations must be conducted in accordance with RVR report requirements in subparagraph d.
Appendix 3 Table 1 – CAT II Airplane Systems and Landing Minimums Airplane Approach/ DH TDZ/Mid/RO Special Operational Equipment M/M/S Landing RVR and Limitations System* Autopilot 150 DH 1600/600/300 HUD 100 DH 1200/600/300 FP HUD 1000/600/300 Autoland Note: * The term HUD assumes Manual HUD, HUD = CAT II certified Head-Up Display; FP HUD = CAT III certified Head-Up Display; FP = Fail Passive Landing or Rollout Control System; NA = Not Applicable.
Table 2 – CAT III Airplane Systems and Landing Minimums Airplane Approach/ Rollout DH/ TDZ/Mid/RO Special Operational Equipment M/M/S Landing System* AH RVR and Limitations System* FP HUD None FP 50 DH 700/700/300 FP Autoland FO 30 DH 600/600/300 FO Autoland 200 AH 600/400/300 100 AH 400/400/300 50 AH 300/300/300 Note: * FP HUD = CAT III certified Head-Up Display; FP = Fail Passive Landing or Rollout Control System; FO = Fail Operational Landing or Rollout Control System;
NA = Not Applicable.
a. Required Airborne Equipment. The flight instruments, radio navigation equipment, and other airborne systems required by the applicable section of 14 CFR and the FAA-approved AFM for the conduct of the operations authorized above in subparagraph a must be installed and operational. Any additional airborne equipment that is required must be operational and listed in Table 1 and, if applicable, Table 2.
b. Required RVR Reports. The certificate holder is authorized to conduct the operations described above in Table 1 and, if applicable, Table 2, if the following requirements for RVR reports are met. Only RVR reports for the runway of intended landing may be used.
(1) For all CAT II operations:
(a) All available RVR reports are controlling.
(b) The TDZ RVR report is required.
(c) The mid RVR report is not required.
Appendix 3
(d) The rollout RVR report is required for all operations at 1200 RVR and below, except as specified in subparagraph d(1)(e).
(e) If the mid and rollout RVR reports are unavailable, the TDZ report must be at least 1400 RVR. If the rollout RVR report is unavailable, a mid or far end RVR report may be substituted. Mid RVR reports substituted for unavailable rollout reports must be 600 RVR or greater; far end reports substituted for unavailable rollout reports must be 300 RVR or greater.
Far end RVR reports are advisory unless substituted for the rollout RVR report.
[ Select the applicable text from the following options. If CAT III operations are authorized, select option 1; if CAT III operations are not authorized, select option 2. An option must be selected.] Ο (
2) For all CAT III operations:
(a) All available RVR reports are required and controlling, except as specified below in subparagraphs d(2)(b), (c), and (d).
(b) For operations using an FP landing system with an FP or FO rollout system, either the mid or rollout RVR reporting system may be temporarily inoperative.
(c) For operations using an FO landing system with an FP or FO rollout system, any one RVR reporting system may be temporarily inoperative.
(d) Where four RVR reporting systems are installed (i.e., TDZ, mid, rollout, and far end sensors), the far end RVR report may provide advisory information to pilots or may be substituted for the rollout RVR report if that is not available.
(e) If the landing or rollout system degrades from FO to FP or the rollout system fails, the certificate holder is authorized to conduct operations in accordance with its MEL and AFM, using minimums no lower than those shown below (subparagraphs d(2)(e)(i)–(iii)) corresponding to the type of landing and/or rollout systems operable after the failure.
(i) Rollout system fails: TDZ and mid RVR reports no lower than 600 RVR.
(ii) FP landing system operable with FP or FO rollout system: TDZ RVR report no lower than 600 RVR and mid RVR report, if available, no lower than 400 RVR.
(iii) FO landing system with FP rollout system operable: TDZ and mid RVR reports, if available, no lower than 400 RVR.
OR Ο (
2) CAT III operations are not authorized.
e. Pilot Qualifications and Approved Training Programs. The minimums prescribed in this operations specification are authorized only for those pilots in command (PIC) and seconds in command (SIC) who have completed the certificate holder’s approved training program and who
Appendix 3 are qualified for the operations authorized above in subparagraph a by one of the certificate holder’s check pilots or an FAA inspector.
f. CAT II Operations.
(1) The CAT II approach systems listed in Table 1 must be used at least to the approach procedure DH for standard CAT II operations.
(2) Unless authorized otherwise, standard CAT II minimums are TDZ 1200 RVR.
[Select option 1 to authorize TDZ 1000 RVR CAT II, or option 2 to authorize Special Authorization (SA) CAT II, or option 3 to authorize both TDZ 1000 RVR CAT II and SA CAT II, as applicable. It is not required to select an option.] Ο (3) TDZ 1000 RVR CAT II. The certificate holder is authorized to conduct standard CAT II operations to TDZ 1000 RVR. However, a CAT II approach to TDZ 1000 RVR minimums requires use of an autoland system or an FP HUD to be flown to touchdown.
OR Ο (3) Special Authorization (SA) CAT II. The certificate holder is authorized to conduct CAT II operations on certain ILS facilities that do not meet the equipment requirements of a U.S. Standard or International Civil Aviation Organization (ICAO) Standard CAT II (e.g., European Other Than Standard (OTS) CAT II approaches).
(a) Runway and approach lighting required in subparagraphs g(1)(c) and (d) below are modified for SA CAT II as follows:
(i) Runway lights: High Intensity Runway Lights (HIRL).
(ii) Approach lights: Approach Lighting System with Sequenced Flashing Lights (ALSF), simplified short approach lighting system with runway alignment indicator lights (SSALR), simplified short approach lighting system (SSALS), or medium intensity approach lighting system with runway alignment indicator lights (MALSR). Sequence flashing lights (SFL) may be inoperative.
(b) An SA CAT II approach requires use of an autoland system or an FP HUD. Either system must be flown to touchdown. These minimums may be no lower than 1200 RVR.
(c) For a standard CAT II instrument approach, if TDZ and/or centerline (CL) lighting are inoperative or the ALSF approach lights are operating in an SSALR or SSALS configuration, the certificate holder is authorized to conduct operations under this SA CAT II subparagraph.
(This only applies to U.S.-based approaches.)
OR Ο (3) TDZ 1000 RVR CAT II. The certificate holder is authorized to conduct standard CAT II operations to TDZ 1000 RVR. However, a CAT II approach to TDZ 1000 RVR
Appendix 3 minimums requires use of an autoland system or an FP HUD to be flown to touchdown.
Ο (4) Special Authorization (SA) CAT II. The certificate holder is authorized to conduct CAT II operations on certain ILS facilities that do not meet the equipment requirements of a U.S.
Standard or International Civil Aviation Organization (ICAO) Standard CAT II (e.g., European Other Than Standard (OTS) CAT II approaches).
(a) Runway and approach lighting required in subparagraphs g(1)(c) and (d) below are modified for SA CAT II as follows:
(i) Runway lights: High Intensity Runway Lights (HIRL).
(ii) Approach lights: Approach Lighting System with Sequenced Flashing Lights (ALSF), simplified short approach lighting system with runway alignment indicator lights (SSALR), simplified short approach lighting system (SSALS), or medium intensity approach lighting system with runway alignment indicator lights (MALSR). Sequence flashing lights (SFL) may be inoperative.
(b) An SA CAT II approach requires use of an autoland system or an FP HUD. Either system must be flown to touchdown. These minimums may be no lower than 1200 RVR.
(c) For a standard CAT II instrument approach, if TDZ and/or centerline (CL) lighting are inoperative or the ALSF approach lights are operating in an SSALR or SSALS configuration, the certificate holder is authorized to conduct operations under this SA CAT II subparagraph.
(This only applies to U.S.-based approaches.)
g. Operating Limitations. The certificate holder must not begin the Final Approach Segment (FAS) of an IAP authorized in subparagraph a unless the latest controlling RVR reports for the landing runway are at or above the minimums authorized for the operation being conducted and all of the following conditions are met:
(1) The following ground-based equipment must be operational:
(a) Localizer (LOC) and glideslope (GS).
(b) Outer marker or DME facility used to define the FAF.
Note: A published waypoint or minimum GS intercept altitude fix may be used in lieu of an outer marker or DME fix.
(c) Runway lights: TDZ lights, centerline (CL) lights, High Intensity Runway Lights (HIRL), or foreign equivalent.
(d) Approach lights: Approach Lighting System with Sequenced Flashing Lights (ALSF), simplified short approach lighting system with runway alignment indicator lights (SSALR), simplified short approach lighting system (SSALS), or foreign equivalent. Sequence flashing lights (SFL) may be inoperative.
Appendix 3
(e) The crosswind component on the landing runway is less than the AFM crosswind limitations, or 15 knots or less, whichever is more restrictive.
(f) Once established on the FAS, all operations conducted using automatic rollout systems or FP HUD rollout guidance may continue if any RVR report decreases below the authorized minimums.
(g) For CAT II Radar Altimeter minimums Not Authorized (RA NA)-only, an inner marker to identify the DH.
(2) The certificate holder must not conduct landing operations to any runway using autoland or FP HUD systems listed above in Table 1 or, if applicable, Table 2, unless the certificate holder determines that the flight control guidance system being used provides safe automatically (autoland) or manually (FP HUD) flown approaches and landings to be conducted at that runway.
(3) All CAT III and CAT II to 1000 RVR landing and subsequent ground operations must be conducted in accordance with the airport’s low visibility operations plan (e.g., U.S. Surface Movement Guidance and Control System (SMGCS), European Aviation Safety Agency (EASA), or ICAO criteria for CAT III operations).
[ Only select this text if CAT III operations are authorized.] (
4) CAT III operations may be commenced or continued even if the approach lights become inoperative.
h. Missed Approach Requirements. A missed approach must be initiated when any of the following conditions exist:
(1) For all CAT II operations:
(a) After passing the FAF, the approach guidance system or any other airborne equipment required for the particular CAT II operation being conducted becomes inoperative or is disengaged.
(b) Before arriving at DH, any of the required elements of the CAT II ground system becomes inoperative.
(c) At the DH, if the pilot has not identified the required visual references with the TDZ or TDZ lights to verify that the airplane will touch down in the TDZ.
(d) If, after passing the DH, visual reference is lost or a reduction in visual reference occurs, which prevents the pilot from continuing to verify that the airplane will touch down in the TDZ.
Note: If the certificate holder is authorized enhanced flight vision system (EFVS) operations under 14 CFR Part 91, § 91.176(a), the certificate holder may use the EFVS to meet the visual reference requirements of subparagraphs h(1)(c) and (d)
Appendix 3 above, but must still comply with all RVR and other limitations of this CAT II authorization.
[Select the applicable text from the following options. If CAT III operations are authorized, select option 1; if CAT III operations are not authorized, select option 2. An option must be selected.] Ο (2) For all CAT III operations:
(a) If the pilot determines that touchdown cannot be safely accomplished within the TDZ.
(b) When any of the required runway lighting elements becomes inoperative prior to arriving at DH or alert height (AH), or prior to touchdown for airplanes without a rollout system.
(c) When any GS or LOC failure occurs prior to touchdown.
(d) The crosswind component at touchdown is greater than 15 knots or greater than the AFM’s crosswind limitations, whichever is more restrictive.
(e) When a failure in an FP landing system occurs prior to touchdown, or a failure occurs in an FO system before reaching the AH.
(f) For CAT III operations without a rollout control system, no later than DH, if any controlling RVR is reported below the lowest authorized minimums.
(g) For CAT III operations using an FP landing system without a rollout control system or airplanes using an FP landing system and FP rollout control system:
(i) At the DH, if the pilot has not identified the required visual references with the TDZ or TDZ lights to verify that the airplane will touch down in the TDZ.
(ii) If, after passing the DH, visual reference is lost or a reduction in visual reference occurs, which prevents the pilot from continuing to verify that the airplane will touch down in the TDZ.
Note: If the certificate holder is authorized EFVS operations under § 91.176(a), the certificate holder may use the EFVS to meet the visual reference requirements of subparagraphs h(2)(g)(i) and (ii) above, but must still comply with all RVR and other limitations of this CAT III authorization.
OR Ο (2) CAT III operations are not authorized.
i. Foreign Airports. The certificate holder is authorized to conduct the operations in subparagraph a at only those specifically approved runways at foreign airports listed in Table 3 below.