Par 3-8 Page 29
(2) Aircraft qualified using other than FAA criteria will be as designated in approved OpSpecs or as designated by the applicable Aircraft Evaluation Division (e.g., through the FAA Flight Standardization Board (FSB) Report for the aircraft type) or the Flight Technologies and Procedures Division.
(3) Aircraft demonstrated to meet airworthiness provisions of versions of AC 120-29 or AC 120-28 may remain eligible for previously approved operational authorizations. Additional airworthiness demonstrations are not necessary for these aircraft unless the operator specifically seeks additional credit based on the provisions of this AC.
(4) Operators seeking credit provided for only by this AC which was not available in previous versions of AC 120-29 or AC 120-28 must meet operational criteria as described in the main body of this AC.
3-9. VISIBILITY AND RVR. Visibility minima are as specified in standard or special IAPs approved for use by the operator, or as otherwise listed in standard OpSpecs applicable to that operator. CAT I operating minima may be expressed as meteorological visibility or RVR while SA CAT I/II, CAT II, and CAT III minima are expressed solely in RVR. Takeoff minima below ¼ statute mile/RVR 1600 are expressed solely in RVR.
a. Meteorological Visibility. Meteorological visibility may be used as reported by the National Weather Service (NWS), a source approved by the NWS to include U.S. Military weather reporting facilities, by FAA, or a source approved by the Administrator.
b. Overseas Visibility Reporting. Outside of the United States, the FAA may accept meteorological reporting sources for use by a particular operator. Outside of the United States, meteorological visibility determination may vary. An operator should ensure that the meaning, definition and significance of any meteorological visibility reported for use in determining minima is understood by that operator’s pilots.
c. Non-NWS Sources. For approval of use of aviation weather sources not already addressed by current directives, operators should consult their responsible Flight Standards office. Air carriers should refer to § 121.101 for pertinent information on non-NWS weather reporting facilities. A Flight Standards office requiring assistance in responding to operator inquiries regarding approval of weather sources should consult the Flight Technologies and Procedures Division.
3-10. RUNWAY VISUAL RANGE. RVR is an instrumentally derived value measured by transmissometers or forward-scatter meters. RVR is calibrated by reference to runway lights and/or the contrast of objects.
a. Controlling RVR. The controlling RVR(s) are those reported values of one or more RVR reporting locations used to determine if operating minima are met for the purpose of takeoff initiation, approach initiation, or in some cases, approach continuation. For instrument approaches described in this AC, the controlling RVR(s) are as specified by the operator’s authorization.
Par 3-10 Page 30
b. Operating Minima. U.S. operating minima below ½ statute miles (RVR 2400) for landing and ¼ statute miles (RVR 1600) for takeoff are generally based on RVR as reported by the controlling agency. For EFVS operations, refer to § 91.176 and AC 90-106.
c. Instrumentally Derived RVR Limitations. The use of RVR has practical limitations that should be familiar to both the operator and pilot. For example, RVR is a value that typically only has meaning for the portions of the runway associated with the RVR report. RVR is a value that may vary with runway light step settings (1 through 5). Operators should ensure that pilots are familiar with runway light setting effects on reported RVR. RVR may not be representative of actual visibility along portions of the runway due to the location of the sensor baseline and limited length of the baseline, or due to variable conditions of fog, blowing snow, or other obscurations along the runway, obscurations varying rapidly in time (e.g., patchy fog), or due to lighting source (e.g., LED or incandescent). Thus, pilots and operators should note that RVR is an instrumentally derived value that has operationally significant limitations and can be greater than or less than the actual visibility available to a pilot at typical flight deck eye height. This is particularly true at night, if runway lights are not at settings standard for the prevailing conditions, or if unusual daylight conditions are experienced (e.g., a runway aligned with a sunrise or sunset condition, in shallow or patchy fog).
d. Non-Instrumentally Derived RVR Reports. Outside of the United States, some RVR reports may not necessarily be instrumentally derived, and may alternately be made by pilots or other weather observers. Accordingly, operators should ensure that the meaning, definition, significance, and variability of any non-instrumentally derived value of RVR reported to the pilot for use in determining minima is understood by that operator, and that operator’s pilots.
3-11. RUNWAY FIELD LENGTH REQUIREMENTS AND RUNWAY CONTAMINATION. Landing distance requirements are specified by operating rule and are further expanded upon below.
a. AFM Landing Distance Data. All operators should understand the basis by which their landing distance charts are constructed, to include which factors were used to ensure compliance with any applicable portions of their operating rules.
b. Wet Runway Considerations. If it is determined during dispatch that the landing runway may be wet, the effective runway length must meet the requirements of the applicable operating rules. Operators should consider the possible need for an adequate buffer beyond that required by these operating rules if braking action is reported or expected to be less than “good.”
Further details may be found in AC 91-79 and AC 121.195-1.
c. Use of Autobrakes. Prior to dispatch or release, the pilot should possess and consider any necessary information regarding AFM stopping distance data upon which dispatch was determined (e.g., autobrake setting). If FAA-approved AFM autobrake data conforming to AC 121.195-1 is to be used, then the operator should provide the applicable stopping distance information/autobrake setting and stopping procedures to the flightcrew.
d. Emergency Return After Takeoff. When an operator needs to provide for an instrument approach and low-visibility landing following an emergency return after takeoff, or
Par 3-11 Page 31 when using a takeoff alternate, the operator should consider the expected landing configuration, braking method, and initial braking speeds in assessing landing field length requirements
(e.g., consider landing weight, engine out flap settings, engine inoperative speeds as applicable, potential for partial brakes, or partial antiskid, or inoperative reverse thrust).
e. Alternate Airport Field Length. When determining alternate airport field length provisions in accordance with the applicable operating rule, it is recommended that the operator consider the engine inoperative weights, flap settings, and approach speeds that may be applicable for that alternate airport. The operator must consider engine inoperative speeds and configurations in the assessment of the required landing distance in order to receive credit for the use of a CAT II alternate airport based on “Engine Inoperative CAT II” capability.
f. Acceptable Field Length Factors and Considerations. The following field length factors and elements should be considered:
(1) The Runway Field-Length Requirement for operations when conditions are expected to be below RVR 4000 is as specified by the applicable operating rule for a wet runway.
(2) The use of declared distances for runways should follow guidance provided in AC 150/5300-13, Airport Design. Declared distances are listed in the FAA Chart Supplement for all runways at certificated airports. NOTAMs may have an effect on the declared distances of runways due to airport construction, Runway Safety Area (RSA) construction and/or special events. Operators are responsible for the proper application of NOTAMs with respect to runway declared distances.
(3) Braking Action Considerations. CAT II and/or III operations should not normally be conducted with braking action less than “fair.” Operators should ensure that timely updates of field conditions are provided to the flightcrew, and dispatcher, if applicable. The flightcrew and/or dispatcher should be able to assess from the updates whether sufficient runway length is available for the landing in the conditions reported.
(4) Runway Field Length Airborne Considerations.
(a) In the event of unforecast adverse weather en route to the destination, or if braking system or other failures affecting stopping performance occur while en route, the crew should consider any adverse landing distance consequences that may result from a decision to make a landing on a particular runway (e.g., braking action reports, runway surface composition and length, reported runway and weather conditions, AFM limitations, operational procedures, and aircraft equipment status).
(b) Information on autobrake distance provided by the manufacturer may be used as the basis for field length determinations prior to execution of the approach. When autobrake systems are used, information must be available to the flightcrew to assist in making the proper selection of a suitable autobrake setting consistent with the field length available for landing and the runway condition, including braking action. If FAA-approved AFM certificated autobrake data conforming to AC 121.195-1 is used as the basis for determining acceptable landing distance, the operator should ensure that appropriate factors for use of autobrakes are considered,
Par 3-11 Page 32 and if appropriate, accounted for (e.g., brake configuration, autobrake setting(s), runway surface friction, and runway slope).
3-12. ROLLOUT DECELERATION SYSTEMS OR PROCEDURES FOR CAT II AND/OR III.
a. Stopping Means. A means to determine that an aircraft can be reliably stopped within the available length of the runway is necessary to conduct CAT II/III operations. At least one of the following means to assess stopping performance should be used:
(1) An automatic braking system that includes information for the flightcrew about appropriate autobrake settings to be used for landing or that provides landing distance information suitable for use by the flightcrew to determine which autobrake setting may or may not be appropriate.
(2) A ground-speed indicating system based on inertial information or other equivalent source such as Global Navigation Satellite System (GNSS), together with acceptable procedures for its use.
(3) A deceleration display or other indication that can advise the pilot of the adequacy of aircraft deceleration to stop within the available runway length.
(4) A runway remaining indicator display reliably showing the length of remaining runway after touchdown.
(5) A procedural means to assure a safe stop acceptable to the FAA for minima at or above RVR 300. An automated system is required for minima less than RVR 300.
b. Antiskid Systems. Unless otherwise specified by the FAA, aircraft authorized for CAT I and II do not have specific antiskid system installation or use requirements beyond those specified in the applicable AFM, applicable FAA-approved Master Minimum Equipment List (MMEL) and MEL, and applicable field length operating rules.
(1) Unless otherwise determined to be acceptable to the FAA, aircraft authorized for CAT III should have an operable antiskid system installed and operative per the applicable FAA-approved MMEL and MEL.
(2) The authorization for aircraft to operate using CAT III minima without antiskid is determined by the POI for each aircraft type, considering the following factors:
(a) Extra field length margin of runways to be authorized, compared with field lengths necessary for the aircraft type, and
(b) The braking system characteristics of the aircraft regarding susceptibility to tire failure during heavy braking, and susceptibility to tire failure during operations with reduced or patchy runway surface friction.
Par 3-13 Page 33 (and 34)
3-13. VISION SYSTEMS. Certified vision systems may be used in accordance with applicable airworthiness and operational approvals. Use of other vision systems must be demonstrated to be acceptable through NTD testing prior to consideration for operational approval.
a. Synthetic Vision Systems (SVS)/Enhanced Vision Systems (EVS) Situation Awareness. SVS and/or EVS may be used to enhance situational awareness during CAT I, II, or III AWO operations.
b. Synthetic Vision Guidance Systems (SVGS). SVGS are typically implemented on a primary display. The display integrates flight guidance information (path deviation indications and command guidance) with a geospatially corrected image of the landing runway, the surrounding environment, and trajectory reference information. The trajectory reference information includes Flight Path Vector (FPV) and flightpath angle reference cue (FPARC). The trajectory reference information will provide the pilot with indications that the trajectory is projected to the runway TDZ (refer to AC 20-185 for information on SVGS airworthiness approval). In a system designed to support operations in which additional credit is sought, the system must meet the integrity, accuracy, and reliability requirements appropriate for the operation.
c. Enhanced Flight Vision Systems. For a description of EFVS, refer to § 91.176 and AC 90-106.
3-14. H YBRID SYSTEMS. Hybrid systems (e.g., an FP autoland system used in combination with a monitored HUD FGS) may be acceptable for CAT III if each element of the system alone is shown to meet its respective suitability for CAT III, and if taken together, the components provide the equivalent performance and safety to a non-hybrid system as specified for the minima sought (e.g., FO CAT III). Hybrid systems should meet the criteria specified in AC 20-191 or may be authorized following a successful NTD. For hybrid systems used for CAT III, an AH or DH will be determined and demonstrated during authorization.
Par 4-1 Page 35 CHAPTER 4. PROCEDURES
4-1. OPERATIONAL PROCEDURES. Operational procedures should consider the pilot qualification and training program, Airplane Flight Manual (AFM), crew coordination, monitoring, appropriate takeoff and landing minima including specification of minimum descent altitude (MDA), decision altitude (DA)/decision height (DH) or an Alert Height (AH) for landing, crew call-outs, and assurance of appropriate aircraft configurations.
a. Application of AFM Provisions. During airworthiness demonstrations, the operator’s procedures for takeoff or landing during low visibility should be consistent with AFM provisions specified in the normal or non-normal procedures sections. Adjustments of procedures consistent with operator requirements are permitted when approved by the principal operations inspector (POI). Operators should ensure that adjustments to procedures are not made that invalidate the applicability of the original airworthiness demonstration.
b. Crew Coordination. Appropriate procedures for crew coordination should be established so that each flightcrew member can carry out the assigned responsibilities. Briefings prior to takeoff or approach should be specified to ensure appropriate and necessary crew communications. Responsibilities and assignment of tasks should be clearly understood by crewmembers. Tasks should be accomplished consistent with the operator’s specified provisions for the aircraft type, model, or series, and each crewmember position, unless otherwise approved by the POI. Any transfer of aircraft control or responsibility should not interfere with the safe landing of the aircraft.
c. Monitoring. Operators should establish appropriate monitoring procedures for each type of AWO approach, landing, and missed approach. Training and procedures should ensure that adequate crew attention can be devoted to control of the aircraft flightpath, displacements from the intended path, mode annunciations, failure annunciations and warnings, and adherence to minima requirements associated with MDA, DA/DH, or AH.
d. Use of the MDA, DA, DH, or AH.
(1) MDA is typically used for CAT I procedures that do not have vertical path guidance.
(2) DA is a barometrically determined altitude minimum and typically used for CAT I approaches with vertical guidance (e.g., instrument landing system (ILS), Ground Based Augmentation System (GBAS) Landing System (GLS)).
(3) Except where use of an inner marker (IM) is authorized in lieu of a DH, DHs using radio altimeter minima are normally used for Special Authorization (SA) Category (CAT) I, all CAT II, and fail passive (FP) CAT III operations. If specifically authorized by the FAA, a DA may be used for CAT II.
(4) AHs are typically used for fail operational (FO) CAT III operations. The operator may elect to use an AH at or below 200 feet height above touchdown (HAT), as suitable for each specific procedure.
Par 4-1 Page 36
(5) Setting of reference bugs, call-outs including applicable minima, and visual reference identification/requirements necessary at minima should be clearly specified.
(6) Use of QFE procedures for MDA, DA/DH, or AH for operators that are not already so authorized must be specifically approved by the responsible Flight Standards office, after coordination with the Flight Technologies and Procedures Division.
e. CAT I, II, and III Flightcrew Procedures Compatibility.
(1) The operator should ensure flightcrew and operational procedures for CAT I, II, and III are consistent to the maximum extent possible, to minimize confusion (refer to AC 120-71 for further guidance).
(2) Altitude/height call-outs should be compatible and consistent to as many categories of operation as practicable. Operators may elect to have crew callouts in addition to the required automated callouts.
(3) Call-outs should be specified to address any non-normal configurations, mode switches, or failures that could affect safe flight, continuation of the landing, or a missed approach. Any use of crew-initiated call-outs at altitudes below 100 feet should ensure undue concentration of the pilot monitoring (PM) is not required. Automatic altitude call-outs or tones are recommended for altitude awareness, at least at and after passing DH or AH.
(4) Operators approved under § 91.176(a) and authorized for operations specification (OpSpec) C048 and C060 operations should ensure compatible call-outs and crew training if an enhanced flight vision system (EFVS) is to be used during a CAT II or III approach.
f. Flightcrew Response to Non-Normal Events.
(1) Approach weather minima are intended for normal operations. When non-normal events occur, flightcrews and aircraft dispatchers are expected to take the safest course of action to assure safe completion of the flight (refer to § 91.3). In some instances, guidelines are established for particular failure situations, such as failure of required aircraft systems prior to reaching AH.
(2) Specific guidelines for initiation of a CAT II/III approach with an inoperative engine are provided in Appendix 2. Guidelines for other configuration situations may be provided by the normal or non-normal procedure section of the airplane flight manual or by the operator.
4-2. AWO TAKEOFF AND CAT II/III INSTRUMENT APPROACH PROCEDURES (IAP).
a. Takeoff Guidance System Procedures. When takeoff minima are predicated on use of a takeoff guidance system meeting the criteria of AC 20-191, procedures for use should be consistent with the approved AFM or applicable operational authorization. Procedures should address at least the following items or factors:
Par 4-2 Page 37
• Setup, initialization, and testing of the guidance system and NAVAIDs, as applicable;
• Roles and responsibilities of the pilot flying (PF) and PM;
• Suitable alignment and tracking of the runway centerline;
• Suitable transfer of control between pilots for failures or incapacitation, as applicable; and
• Suitable response to failures (e.g., engine failure before and after V1, electrical failure, and guidance system alerts, warnings, and failures, as applicable).
b. Standard Obstacle Clearance for Approach and Missed Approach. Standard approach and missed approach criteria for obstacle clearance are as specified in Order 8260.3.
For non-U.S. airports, International Civil Aviation Organization (ICAO) PANS-OPS is standard criteria used by many foreign authorities. Criteria that is based on or derived from ICAO PANS-OPS may be used where found to be acceptable to the FAA (e.g., European Aviation Safety Agency (EASA) approved procedures).
c. Special Obstacle Criteria.
(1) Procedures developed using criteria other than Terminal Instrument Procedures (TERPS) or PANS-OPS are normally issued through OpSpecs as special procedures.
(2) For non-normal operations (e.g., engine inoperative), measures equivalent to that specified in AC 120-91 may be applied for those portions of an approach or missed approach not otherwise addressed by procedure design for normal operations (e.g., engine out missed approach gradients, or engine inoperative flap retraction and acceleration segments, or a rejected landing climb back to procedurally protected airspace after loss of visual reference at an airport with significant nearby obstacles or mountainous terrain).
d. Irregular Terrain Airports. Most aircraft systems that have completed airworthiness demonstrations consider irregular terrain in the pre-threshold area. Additional operational evaluations are nonetheless appropriate for certain airports having difficult pre-threshold terrain conditions. These additional evaluations consider each particular aircraft type and the particular flight control system, and may include consideration of particular system elements such as the type of radio altimeters installed or other equipment. Such evaluations must be conducted prior to OpSpec approval and use by air carriers using automatic or manual guidance to touchdown.
The process for the evaluation of irregular pre-threshold terrain airports is contained in Appendix 4, Irregular Terrain Assessment. Approval of operators or procedures regarding operations at runways with irregular pre-threshold terrain is addressed in paragraph 8-9. For a current list of affected airports, refer to http://www.faa.gov/about/office_org/headquarters_offices/avs/offices/afx/afs/afs400/afs410/cat_ ils_info/.
4-3. CONTINUING APPROACHES IN DETERIORATING WEATHER CONDITIONS.
In some cases, it may be acceptable to continue approach operations in deteriorating visibility or wind conditions.
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a. Approach Ban. The ICAO term “approach ban,” while not defined in 14 CFR, refers to information found in §§ 121.651, 125.381, and 135.225. Weather conditions should be at or above landing minima prior to initiating the final segment of an instrument approach. However, the applicability of the above operating rules and the determination of the point on the approach at which they apply can be different for certain domestic and international operations. Operators should be familiar with the applicable CFR section(s) noted above, §§ 91.175, 91.189, and pertinent OpSpecs/MSpecs or letters of authorization (LOA), as well as state of the aerodrome regulations for international operations.
b. Wind Constraint Applicability.
(1) When wind constraints apply to CAT I, CAT II, or CAT III procedures, the limit is considered to apply to the point of touchdown. If a report of a crosswind component value greater than the limit is received while on approach, an aircraft may continue the approach, but a subsequent wind report indicating that winds are within limits or a pilot determination that actual winds are within limits must be made prior to touchdown. The flightcrew should use the most recent, reliable, and appropriate information.
(2) When an FAA-approved AFM or other manufacturer’s reference material
(e.g., Flightcrew Operating Manual (FCOM)) states, “Maximum wind component speeds when landing weather minima are predicated on autoland operations,” or an equivalent statement, an operator or flightcrew may consider those wind values to apply to “steady state” wind components. Any gust values that exceed the steady state wind limit need not be limiting for landing but should be considered in the decision to continue to landing.
4-4. LOW-VISIBILITY TAXI PROCEDURES.
a. Low-Visibility Taxi Procedures. Airports approved for scheduled air carrier operations below Runway Visual Range (RVR) 1200 are required to have some or all of the various lighting systems (taxiway centerline lights, runway guard lights, stop bars, and clearance bars) discussed in AC 150/5340-30, Design and Installation Details for Airport Visual Aids, per the criteria in AC 120-57. In addition to the airport’s low-visibility taxi procedures and information, the aircraft operator should provide:
(1) Any necessary gate identification information to find gates, ramp areas, or lead in vehicles;
(2) Any necessary information about identification of critical area protection zones or areas;
(3) Any necessary emergency response information for takeoff, landing, or other emergencies that are different for AWO operations (e.g., markings or other ways to easily find and identify explosive holding areas in low visibility conditions);
(4) Information on any known airport characteristics where ground vehicle traffic conflicts, taxi speed, points requiring judgmental oversteering, or aircraft wing tip clearance pose unusual difficulty; and
Par 4-4 Page 39 (and 40)
(5) Any other information necessary to facilitate safe ground operations in very low visibility (e.g., visual references that may be used for operations when standard markings may not be visible due to construction, snow cover, etc.).
b. Day/Night Provisions. Provision should be made for both day and night operations if applicable.
c. Electronic Presentations. Electronic presentations of airport diagrams are appropriate.
Refer to AC 120-76 for further information.
d. Surface Movement Guidance and Control System (SMGCS). For low-visibility taxi operations below RVR 1200, refer to AC 120-57.
4-5. ASSESMENT OF THRESHOLD CROSSING HEIGHT (TCH), APPROACH DESCENT GRADIENT, AND RUNWAY SLOPE.
a. Operator Assessment. Operators should assess instrument procedures to be used at destination, alternate, and planned contingency airports to ensure a satisfactory specified descent gradient and TCH for the type of aircraft to be flown. TCHs of less than 48 feet should not be used by wide body air carrier aircraft without special review by the operator.
b. Runway Characteristics. Certain runways have unusual general slope or complex varying slope that should be assessed by the operator for operational consequence to ensure pilot awareness (e.g., operator specifies that the aircraft must touchdown by a certain point on the runway, or the last portion of the runway is not visible during flare in the touchdown zone (TDZ) due to changing slope).
c. Airport Layout Plan (ALP). At U.S. 14 CFR part 139 certificated airports, as well as those accepting Federal funding, an FAA-approved ALP is required. Operators should contact airport management in order to review the ALP for any nonstandard conditions and to gain specific engineering information relative to safety areas, runway gradients, Modification of Standard design requirements of AC 150/5300-13, etc.
4-6. METRIC ALTITUDES. The operator should address appropriate flightcrew and dispatch procedures for identification of and appropriate setting and use of altimeters, altitude alert systems, and altitude reference bugs, when used. This should include emphasis on distinguishing appropriate use of metric versus non-metric units for altimeter settings, change over points, and call-outs.
4-7. APPROACH NAVAID REQUIREMENTS. The operator should address appropriate flightcrew and dispatch procedures for identification of all necessary NAVAIDs and/or equipment required for each approach planned to be flown. For some procedures, NAVAIDs and/or equipment which are not necessarily shown in the procedure title may be required.
Par 5-1 Page 41 CHAPTER 5. TRAINING AND CREW QUALIFICATION
5-1. GENERAL.
a. Ground Training and Flight Training. Training and qualification should include ground training and flight training to ensure safe aircraft operation for instrument procedures and AWO operations in normal and specified non-normal conditions. This is typically accomplished through initial qualification, recurrent qualification, upgrade qualification, differences qualification, transition qualification, recency of experience, and requalification. The operator’s program should be tailored to the operator’s lowest authorized minima and provide appropriate training and qualification for each crewmember expected to have knowledge of or perform duties related to AWO takeoff and landing operations. If minima are sought or authorized using multiple methods of flight control such as automatic landing, Head-Up Display (HUD), enhanced flight vision system (EFVS), and/or Synthetic Vision Guidance System (SVGS), the training program should assure an appropriate level of knowledge and proficiency using each authorized mode or system.
b. Terminal Instrument Procedures (TERPS). Each pilot or dispatcher having duties related to flight planning or use of TERPS is expected to have comprehensive knowledge of areas described in subparagraph 5-3a below. Each pilot expected to perform instrument procedures in normal or specified non-normal operations or perform duties associated with those procedures should have successfully demonstrated the necessary skills in accomplishing those designated maneuvers or procedures as shown in this chapter. Demonstration of skill in performing instrument procedures typically is accomplished through full flight simulator (FFS) training and checking, or during line operating experience or evaluations. Pilots other than a pilot in command (PIC) or second in command (SIC) (e.g., international relief officers) may only be expected to perform those relevant duties, procedures, or maneuvers related to instrument procedures that are applicable to their own crew position or assigned duties.
5-2. TRAINING AND CHECKING FOR CAT I QUALIFICATION. Training, testing, checking, and evaluation for CAT I are basic to qualification for instrument flight rules (IFR) operations and should be accomplished in conjunction with basic aircraft type, model and/or series qualification. Training, testing, and evaluation should ensure each pilot has the necessary knowledge and skill appropriate to the type of qualification being completed. If CAT I Landing Minima with Reduced Lighting (Runway Visual Range (RVR) 1800) authorization is sought, flightcrews must demonstrate proficiency in approaches to authorized minima using the FD, AP, or HUD as applicable.
5-3. GROUND TRAINING.
a. Ground Systems and NAVAIDs.
(1) Ground systems and NAVAIDs are considered to include characteristics of the airport, electronic navigation aids, lighting, markings, other systems (e.g., RVR), and any other relevant information necessary for safe AWO operations.
(2) The training and qualification program should appropriately address the operational characteristics, capabilities, and limitations of each of the following if applicable to operation:
Par 5-3 Page 42
(a) NAVAIDs. The navigation systems to be used, such as the instrument landing system (ILS) with its associated critical area protection criteria, marker beacons, distance measuring equipment (DME), compass locators, or other relevant systems should be addressed to the extent necessary for safe operations. For Ground Based Augmentation System (GBAS) Landing System (GLS)), any characteristics or constraints regarding that method of navigation must be addressed (e.g., proper procedure waypoint selection and use, integrity assurance, loss of satellite availability or failure, terrain masking).
(b) Visual Aids. Visual aids including Approach Lighting Systems (ALS), runway lighting systems, markings/lighting associated with declared distances, taxiway lighting, color coding of the centerline lighting for distance remaining, Low-Visibility Operations (LVO)/Surface Movement Guidance and Control System (SMGCS) lighting, and any other lighting systems relevant to an AWO environment should be addressed.
(c) Runways and Taxiways. The runway and taxiway characteristics concerning width, safety areas, obstacle free zones, markings, hold lines, signs, holding spots, runway slope, suitability of threshold crossing height (TCH), critical area protection, taxiway position markings, runway distance remaining markings, runway distance remaining signs, and LVO/SMGCS should be addressed.
(d) Meteorological Information. Meteorological information that should be addressed includes:
• Meteorological Terminal Aviation Routine (METAR) weather reports;
• Terminal Aerodrome Forecasts (TAF);
• Visibility reporting;
• RVR systems (including sensor locations, sensitivity to lighting levels set for the runway edge lights, variation in the significance of reported values during international operations, controlling and advisory status of readouts, and requirements when RVR sensors become inoperative);
• Appropriate use of temperatures in °C or °F;
• Conversion of temperatures between °C and °F;
• Impacts of temperature at the location of the barometric pressure reading
(i.e., airport temperature, not aircraft outside air temperature) on altimeters and resultant need for cold temperature adjustments to published instrument procedure altitudes;
• Appropriate use of pressure information including altimeter settings in units of hPa or inches, QNE, QNH, QFE (if applicable);
• Appropriate use of transition level and transition altitude; and
• Appropriate interpretation and use of reported wind and gust information, in true or magnetic direction, as applicable to the source and circumstance.
(e) Notices to Airmen (NOTAM) and Other Aeronautical Information (AI).
NOTAMs and other AI to be addressed includes facility status, proper interpretation of outage reports for lighting components, standby power, or other factors and proper application of NOTAMs regarding the initiation of AWO operations.