Par 8-11 Page 81 various criteria, which may include performance, system reliability, repeatability, and typical pilot response to failures, as well as to demonstrate an equivalent or acceptable level of safety.
The NTD is a flexible process intended to meet a number of potential varied scenarios and determine the proper scope of demonstration. The NTD is similar to, and replaces the Proof of Concept (PoC) as described in AC 120-29 and AC 120-28. Participants in this process may vary and could include such entities as operators, specific equipment manufacturers, Original Equipment Manufacturers (OEM), the Aircraft Evaluation Division, and the Flight Technologies and Procedures Division.
b. NTD Methodology. NTD may be established by a combination of analysis, FFS, and/or flight demonstrations in an operational environment. NTD may be a combined effort of FAA airworthiness, operational organizations, the applicant, and inputs from any associated or interested organizations. Where novel technology is involved, an accompanying but separate STC process may be required. In cases where currently-certified equipment is proposed to be used in a new way, the NTD process may require little or no participation by FAA airworthiness.
A successful NTD will typically result in a change to an OpSpec, management specification (MSpec), or LOA to authorize the new operation and could result in changes to operations procedures, operations manuals, airplane flight manuals, ACs, and other FAA guidance material.
c. Process Illustration. The process may be tailored on a case-by-case basis and based upon the credit sought. An example of a potential NTD process is presented in Figure 8-1.
d. Conformity Inspections. The FAA uses conformity inspections for both quality assurance and engineering purposes. Data produced from NTD testing and analysis is not automatically considered as approved certification data in the event that an STC is required. This is especially true when the applicant does not have all of the final conformed system hardware and software installed during the NTD phase of the project. The objectives of the NTD testing are not likely to be entirely consistent with the objectives of any follow-on certification testing.
However, some tests performed during the NTD may not need to be re-accomplished if the FAA determines the configuration of the final conformed hardware, software, and installation were fully verified as being compliant with FAA regulations.
e. Post-NTD Operational Safety Assessment (OSA) or Review (OSR). If the NTD testing results in a recommendation for an operational approval without further modification or testing, the Technology Team (Flight Standards, Aircraft Certification Service (AIR) and industry) must complete an OSA/OSR. The OSA/OSR is part of the FAA Aviation Safety (AVS) Safety Management System (SMS). The OSA/OSR will describe the change to the National Aerospace System (NAS), conduct a risk assessment, identify any necessary risk mitigation strategies and tracking, and document all activities in an OSA/OSR report.
f. Exclusive Benefit to Single Applicant. Some new technology and innovative operational concept projects proposed will benefit only a single applicant or operator. The FAA can accept these projects as permitted by resources, but they will have a lower priority than a project benefiting a larger user group or enabling future industry wide deployment.
g. Pre-Application or Advanced Research. Applicants may propose projects to the FAA that will not result in an operational approval or new criteria upon completion. These projects
Par 8-11 Page 82 may simply be for research and development and the data gained used later for certification or another effort. The FAA and the applicant should sign a Memorandum of Agreement (MOA) defining roles and responsibilities. If it is determined to be beneficial to the government, some type of federal funding could be allocated for this type of work.
FIGURE 8-1. NEW TECHNOLOGY DEMONSTRATION PROCESS
1. Initial Concept 2. Familiarization Brief 3. Initial Concept Design/Letter of Intent to FAA Evaluation ACO and/or CMO/ AFS/AIR Policy Divs AFS/AIR Policy Divs FSDO# and Field Offices And Field Offices Accepted Project •No- Proponent Infor AFS-400/ AIR-6B0 Yes STC Required 4. Technology Team Formation AFS, AIR, Industry No AIR NTD Support, as Refine Necessary Concept, as AIR necessary Develop Final Test Plan, Success Criteria, and LOB Approval Process Yes
5. Conduct Test Plan AFS, AIR, Industry
6. Evaluate/Report Test Results*
AFS, AIR Assess Future Plans Is Concept Ready? Applicant Proceed with STC Potential Results or uses for Data from Project Process Criteria for approval of type designs Operational concepts AIR Facilities, flightcrew, and maintenance qualification
- Operations procedures and manuals and Airplane Flight Manuals
- Training Requirements
- Maintenance Procedures # The FAA field office(s) will contact the Flight Technologies and Procedures Division and Systems and Equipment Standards Branch when the applicant's proposal involves advanced technology and innovative operational concepts and there is insufficient guidance, approval criteria, or agency policy * Project reporting should normally include a summary of the testing results and an Operational Safety Assessment (OSA) or Operational Safety Review (OSR) Par 8-11 Page 83 (and 84)
Par 9-1 Page 85 CHAPTER 9. INTERNATIONAL (FOREIGN) OPERATORS CONDUCTING AWO AT U.S. AIRPORTS
9-1. ACCEPTABLE CRITERIA. International (Foreign) operators requesting or authorized for AWO operations at U.S. airports should meet the criteria of this AC, equivalent European Aviation Safety Agency (EASA) criteria, or the International Civil Aviation Organization (ICAO) Doc 9365-AN/910, Manual of All Weather Operations.
a. Previously Approved Operators. Operators previously approved by the FAA in accordance with earlier criteria may continue to apply those earlier criteria. International operators seeking credit for operations addressed only by this AC (e.g., CAT III Head-Up Display (HUD) operations) must meet criteria of this AC, or equivalent criteria acceptable to the FAA, for those applicable provisions.
b. Airplane Flight Manual (AFM) Stated AWO Capability. Unless otherwise authorized by the FAA, aircraft used by international operators for AWO within the U.S. should have AFM provisions reflecting an appropriate level of AWO capability as demonstrated to, or authorized by, the FAA or an authority recognized by FAA, as having acceptable equivalent airworthiness criteria (e.g., EASA, Transport Canada, UK Civil Aviation Authority (CAA)).
9-2. CAT II/III AUTHORIZATION AND DEMONSTRATIONS.
a. Authorization. Authorization may be in accordance with provisions of their own regulatory authority or in accordance with standard provisions of part 129 operations specifications (OpSpecs), whichever is the more restrictive. International air carriers meeting FAA or other acceptable criteria, and having more than 6 months of experience in CAT II/III operations with the applicable aircraft type may be authorized for CAT II/III operation in the United States via OpSpec C060.
b. Demonstration. The FAA does not require a separate demonstration period for international operators if the State of the operator does not require such a demonstration.
However, operators approved in accordance with this provision may be subject to additional FAA demonstration for special situations, such as at restricted airports with irregular pre-threshold terrain (see paragraph 8-9), or for aircraft types not having flown CAT II/III procedures at U.S. facilities.
c. Addition of New Aircraft Type. International operators with current U.S. CAT II or CAT III authorization, seeking to add a new type aircraft to that existing authority, may have the demonstration period reduced or waived, if a successful demonstration has been accepted by the FAA for the same type aircraft by any other U.S. or international operator.
d. Additional Information. International operators not meeting the provisions above may be subject to the demonstration which is required of U.S. operators, described in paragraphs 8-6 (Operator Use Suitability Demonstration (OUSD)) and 8-9 (irregular pre-threshold terrain) as determined by the FAA.
Par 9-3 Page 86
9-3. USE OF 14 CFR NON-PART 97 PROCEDURES OR SPECIAL AUTHORIZATION (SA) PROCEDURES.
a. Non-Part 97 Instrument Approach Procedures (IAP). The FAA may authorize non-part 97 procedures via part 129 for international operators. These procedures may require specific airborne equipment and/or training, or non-standard facility and obstacle assessments.
These procedures will not be published as a Standard Instrument Approach Procedure (SIAP).
b. Procedures Requiring SA. International operators may be eligible to use certain types of procedures that require authorization (e.g., SA CAT I) and are approved both by the FAA and via their own controlling (State) authority.
Par 10-1 Page 87 (and 88) CH APTER 10. OPERATOR REPORTING AND TAKING CORRECTIVE ACTIONS 10 -1. OPERATOR REPORTING.
a. Standard AWO Performance Reporting. The reporting of satisfactory and unsatisfactory Category (CAT) II/III aircraft performance is a useful tool in establishing and maintaining effective maintenance and operating policy and procedures. Additionally, when maintained over longer periods of time, the report data substantiates a successful program and can identify trends or recurring problems that may not be related to aircraft performance.
Information obtained from reporting data and its analysis is useful in recommending and issuing appropriate corrective action(s).
b. Additional Reporting Requirements. In addition to the process described in paragraph 8-7, for a period of at least 1 year after an applicant has been advised that its aircraft and program meet CAT II/III requirements, and reduced minima are authorized, the operator is to provide a monthly summary to the responsible Flight Standards office of the following information:
(1) The total number of approaches where the equipment constituting the airborne portion of the CAT II/III system was used to make satisfactory (under actual or simulated CAT II/III conditions) approaches to the applicable CAT II/III minima (by aircraft type).
(2) The total number of unsatisfactory approaches by airport and aircraft registration number with explanations in the following categories: airborne equipment faults, ground facility difficulties, aborts of approaches because of Air Traffic Service (ATS) instructions, or other reasons.
(3) The operator should also notify the responsible Flight Standards office as soon as possible of any system failures or abnormalities that require flightcrew intervention after passing 100 feet during operations in weather conditions below CAT I minima.
(4) Upon request, the responsible Flight Standards office will make this information available to the Flight Technologies and Procedures Division for overall CAT II/III program management or to assist in assessment of program or facility effectiveness.
10-2. CAT II/III OPERATOR CORRECTIVE ACTIONS.
a. AWO Corrective Action Responsibility. Operators are expected to take appropriate corrective actions when they determine that conditions exist that could adversely affect safe CAT II/III operations. The operations and maintenance manuals should address any corrections needed. Some examples include repeated aircraft system difficulties, repeated maintenance write-ups, chronic pilot reports of unacceptable landing performance, deep snow in glideslope critical areas, and the inability to confirm appropriate critical area protection at non-U.S. airports.
b. Example Corrective Actions. Examples of appropriate corrective action could be an adjustment of CAT II/III programs, procedures, training, modification to aircraft, restriction of minima, limitations on winds, restriction of NAVAID facility use, adjustment of payload, Service Bulletin (SB) incorporation, or other such measures necessary to ensure safe operation.
Appendix 1 APPENDIX 1. DEFINITIONS AND ACRONYMS Definitions This appendix contains the definition of terms and acronyms used within this AC. It also contains certain terms that are used in related ACs, and are included for convenient reference.
The definitions and acronyms are also provided to facilitate common use of this appendix for other related ACs.
Airborne Navigation System The airborne equipment that senses and computes the aircraft position relative to the defined path and provides information to the displays and to the flight guidance system (FGS). It may include a number of receivers and/or system computers such as a flight management computer and typically provides inputs to the FGS.
Alert Height (AH) A height above the runway based on the characteristics of the aircraft and its fail operational (FO) landing system, above which a Category (CAT) III approach would be discontinued and a missed approach initiated if a failure occurred in one of the redundant parts of the FO landing system, or in the relevant ground equipment (International Civil Aviation Organization (ICAO) Doc 9365-AN/910, Manual of All Weather Operations).
All Weather Operations (AWO) (ICAO Definition) Any surface movement, takeoff, departure, approach, or landing operations in conditions where visual reference is limited by weather conditions.
Automatic Go-Around A go-around that is accomplished by an autopilot following pilot selection and initiation of the “go-around” autopilot mode.
Availability An expectation that systems or elements required for an operation will be available to perform their intended functions so that the operation will be accomplished as planned to an acceptable level of probability.
Balked Landing A discontinued landing attempt. Term is often used in conjunction with aircraft configuration or performance assessment, as in “balked landing climb gradient.” Also, see “Rejected Landing.”
CAT I (FAA) An instrument approach operation with a minimum descent altitude (MDA), decision altitude (DA), or decision height (DH) not lower than 200 feet (60 m) and with either a visibility not less than ½ SM, or a Runway Visual Range (RVR) not less than 1800 feet (550 m).
CAT I (ICAO) Any precision approach and landing operation with a DA/H of 60 m (200 feet) or higher and with a minimum visibility of 550 m RVR or greater will be termed a Standard CAT I operation.
CAT II (FAA) A precision instrument approach operation with a DH lower than 150 feet but not lower than 100 feet and a RVR not less than 1000 feet.
Appendix 1 CAT II (ICAO) Standard CAT II operations are made to a DA/H below 60 m (200 feet), but not lower than 30 m (100 feet), with associated RVRs ranging from 550m (1800 feet) to 300 m (1000 feet).
CAT III (FAA) A precision instrument approach lower than 100 feet (30 m), or no (300 m).
or approach and landing with a DH DH, or a RVR less than 1000 feet CAT IIIa (ICAO) A precision instrument approach and landing operation with a DH lower than 30 m (100 feet) or no DH and an RVR not less than 175 m (600 feet).
CAT IIIb (ICAO) A precision instrument approach and landing operation with a DH lower than 15m (50 feet) or no DH and an RVR lower than 175m (600 feet) but not less than 50m (200 feet).
CAT IIIc (ICAO) A precision instrument approach and landing with RVR limitations.
no DH and no Combined Vision System (CVS) A combination of synthetic and enhanced systems. Some examples of a CVS include database-driven synthetic vision images combined with real-time sensor images superimposed and correlated on the same display. This includes selective blending of the two technologies based on the intended function of the CVS.
Contaminated Runway A runway is considered contaminated when more than 25 percent of the runway surface area (within the reported length and width being used) is covered by standing water (greater than 1/8 inch or 3 mm), frost, ice, and any depth of snow, slush, or heavy rubber deposits.
Refer to AC 25-32.
Decision Altitude (DA) A specified altitude in approach with vertical guidance at which a missed approach must be initiated if the required visual reference to continue the approach has not been established. (Adapted from ICAO IS&RP Annex 6). The “altitude” value is typically measured by a barometric altimeter or equivalent (e.g., inner marker (IM)) and is the determining factor for minima for CAT I instrument approach procedures (IAP). The “height” value specified in parenthesis is typically a radio altitude equivalent height above the touchdown zone (TDZ) (HAT) used only for advisory reference and does not necessarily reflect actual height above underlying terrain.
Decision Height (DH) A specified height in the precision approach at which a missed approach must be initiated if the required visual reference to continue the approach has not been established (Adapted from ICAO IS&RP Annex 6). For CAT II and certain CAT III procedures (e.g., when using an FP auto flight system), the DH (or an equivalent IM position fix) is the controlling minima, and the altitude value specified is advisory. The altitude value is available for cross reference. Use of a barometrically referenced DA for CAT II is not currently authorized
Appendix 1 for part 121, 129, or 135 ICAO IS&RP Annex 6).
operations at U.S. facilities (Adapted from Design Eye Box The three-dimensional volume in space surrounding the design eye position from which the Head-Up Display (HUD) information can be viewed.
Design Eye Position The position at each pilot’s station from which a seated pilot achieves the optimum combination of outside visibility and instrument scan.
Desired Flightpath The path that the pilot, the aircraft to fly.
or pilot and Air Traffic Service (ATS), expect Dispatcher An airman certificated under 14 CFR part 65 who exercises joint responsibility with the pilot in command (PIC) in the safe conduct of flight(s) in connection with any civil aircraft in air commerce (Refer to AC 120-101, Part 121 Air Carrier Operational Control). For the purposes of this document, the term “dispatcher” refers to a person or persons exercising operational control over a flight other than the flightcrew.
Dry Runway A runway is dry when it is neither wet nor contaminated. For purposes of condition reporting and airplane performance, a runway can be considered dry when no more than 25 percent of the runway surface area (within the reported length and the width being used) is covered by visible moisture or dampness, frost, slush, snow (any type), or ice. Refer to AC 25-32.
Enhanced Flight System (EFVS) Vision An installed aircraft system that uses an electronic means to provide a display of the forward external scene topography (the natural or manmade features of a place or region especially in a way to show their relative positions and elevation) through the use of imaging sensors, including but not limited to Forward Looking Infrared (FLIR), millimeter wave radiometry, millimeter wave radar, or low-light level image intensification. An EFVS includes the display element, sensors, computers and power supplies, indications, and controls. Refer to AC 90-106.
Enhanced Vision System An electronic means to provide the flightcrew with a sensor-derived or sensor-enhanced image of the external scene (e.g., millimeter wave radar or FLIR). Refer to AC 90-106.
External Visual References Information the pilot derives from visual observation external cues outside the flight deck.
of “real world” Extremely Improbable A probability of occurrence on the order of 1 x 10-9 of flight, or per event (e.g., takeoff, landing).
or less per hour Extremely Remote A probability of occurrence between the orders of 1 x 10-9 and 1 x 10-7 per hour of flight, or per event (e.g., takeoff, landing).
Appendix 1 Fail Operation System A system capable of completing the specified phases of an operation following the failure of any single system component after passing a point designated by the applicable safety analysis (e.g., AH).
Fail Passive (FP) System A system that, in the event of a failure, causes deviation of aircraft flightpath or attitude.
no significant Field of View (FOV) As applied to an HUD, the angular extent of the display that can be seen from within the design eye box.
Frequent Occurring more often than 1 in 1000 events or 1000 flight hours.
Final Approach Course (FAC) The final bearing/radial/track of an instrument approach leading to a runway, without regard to distance. For certain previously designed approach procedures that are not aligned with a runway, the FAC bearing/radial/track of an instrument approach may lead to the extended runway centerline, rather than to alignment with the runway.
Final Approach Fix The fix from which the final approach to an airport is executed. For (FAF) standard procedures that do not involve multiple approaches segments intercepting the runway centerline near the runway, the FAF typically identifies the beginning of the straight-in Final Approach Segment (FAS).
Final Approach Point (FAP) The point applicable to instrument approaches other than xLS, with no depicted FAF (e.g., on-airport very high frequency omni-directional range (VOR) or Non-Directional Beacon (NDB)), where the aircraft is established inbound on the FAC from a procedure turn, and where descent to the next procedurally specified altitude, or to minimum altitude, may be commenced.
Final Approach Segment (FAS) The approach segment beginning at the FAF and ending at the point at which the missed approach segment starts (e.g., missed approach point (MAP) or point of lowest nominal DA/DH).
Flight Guidance System (FGS) The means available to the flightcrew to maneuver the aircraft in a specific manner either manually or automatically. It may include a number of components such as the autopilot, flight directors (F/D), and relevant display and annunciation elements, and it typically accepts inputs from the airborne navigation system.
Flight Path Angle Reference Cue (FPARC) Pilot selectable reference cue on the pitch scale displaying the desired approach angle.
Flight Path Vector (FPV) A symbol on the primary display (HUD or primary flight display (PFD)) that shows where the aircraft is actually going, the sum of all forces acting on the aircraft.
GBAS Landing System (GLS) A differential Global Navigation Satellite System (GNSS)
(e.g., GPS) based landing system providing both vertical and lateral position fixing capability.
Appendix 1 Note: Term may be applied to any GNSS based differentially corrected landing system providing lateral and vertical service for approach and landing equivalent to or better than that provided by a U.S. Type I instrument landing system (ILS), or equivalent ILS specified by ICAO Annex 10.
Glide Path (GP) A descent profile determined approach.
for vertical guidance during a final Glideslope (GS) Part of the ILS that projects a radio beam upward at an angle of approximately 3 degrees from the approach end of an instrument runway. The glideslope provides vertical guidance to aircraft on the FAC for the aircraft to follow when making an ILS approach along the Localizer (LOC) path.
Global Positioning System (GPS) The GNSS operated by the U.S. Department of Defense (DOD). It is a satellite-based radio navigation system composed of space, control, and user segments. The space segment is composed of satellites. The control segment is composed of monitor stations, ground antennas, and a master control station. The user segment consists of antennas and receiver-processors that derive time and compute a position and velocity from the data transmitted from the satellites.
Global Navigation Satellite System (GNSS) A worldwide position, velocity, and time determination system that uses one or more satellite constellations.
Guidance Information used during manual control or monitoring of automatic control of the aircraft that is of sufficient quality to be used by itself for the intended purpose.
Go-Around A transition from an approach to a stabilized climb.
Head-Up Display (HUD) An aircraft system that provides head-up guidance to the pilot during flight. It includes the display element, sensors, computers and power supplies, indications, and controls. It may receive inputs from an airborne navigation system or FGS.
Hybrid System A combination of two or more systems of dissimilar design used to perform a particular operation.
ICAO 2D Approach Operation An instrument approach operation that utilizes only but does not utilize vertical guidance.
lateral guidance ICAO 3D Approach Operation An instrument approach operation that utilizes both lateral and vertical guidance.
ICAO Type A An instrument approach operation to a minimum above 75 m (250 feet).
DH or a DH at or ICAO Type B An instrument approach operation to a DH below 75 m (250 feet) Type B instrument approach operations are further categorized as CAT I, II, and III defined above.
Appendix 1 Independent System A system that is not adversely influenced by the operation, computation, or failure of some other identical, related, or separate system (e.g., two separate ILS receivers).
Integrity A measure of the acceptability of a system, or system element, contribute to the required safety of an operation.
to Instrument Landing A critical area is a specific ground area near a radiating LOC or System (ILS) Critical glideslope antenna array, which must be protected from aircraft and Area vehicle parking and the unlimited movement of surface and air traffic, to ensure the continuous integrity of the signal received by the user aircraft.
Irregular Terrain The guidance material in ICAO Annex 14, Volume I, makes reference to the maximum slopes of pre-threshold terrain that are normally acceptable when planning a new runway on which operations are to include coupled approaches and automatic landing.
However, radio altimeter inputs may also be required when the airplane is on final approach as much as 8 km (5 NM) from touchdown.
Landing For the purpose of this AC, landing will begin at 100 feet, the the AH, to the first contact of the wheels with the runway.
DH, or Landing Rollout For the purpose of this AC, rollout starts from the first contact of the wheels with the runway and finishes when the airplane has slowed to a safe taxi speed (in the order of 30 knots).
Lower Landing Minimums (LLM) Program A term used to describe special equipment and performance standards of an aircraft maintenance program for aircraft authorized to conduct low visibility approach and landing operations.
Minimum Descent A specified altitude in a non-precision approach or circling approach Altitude (MDA) below which descent must not be made without the required visual reference. MDA is referenced to mean sea level. (ICAO IS&RP Annex 6).
Missed Approach The flightpath followed by an aircraft after discontinuation of an approach procedure and initiation of a go-around.
Monitored HUD A HUD that has internal or external capability to reliably detect erroneous sensor inputs or guidance outputs, to ensure that a pilot does not receive incorrect or misleading guidance, failure, or status information.
Navigational Aid (NAVAID) Any visual or electronic device, airborne or on the surface, which provides point-to-point guidance information or position data to aircraft in flight.
New Technology Demonstration (NTD) Formerly known as Proof of Concept (PoC), the NTD process is a generic demonstration that an equivalent or acceptable level of safety is provided. NTD is conducted in a full operational environment of