AC 120-28D Appendix 6 07/13/99 Section 3 - NORMAL OPERATIONS AUTOPILOT - FLIGHT DIRECTOR SYSTEM (AFDS) (Continued)
DEMONSTRATED CONDITIONS The system has been demonstrated both with and without yaw damper and autothrottle and with normal landing flaps 30 and 40.
The approach speed selected for automatic approaches using autothrottles Was VREF + 5 knots (no wind correction).
The approach speed selected for autothrottle inoperative was VREF for calm air conditions and VREF + 1/2 (Headwind) + Full Gust for wind conditions.
The automatic landing system has been demonstrated in VMC conditions with the following wind conditions:
Headwind - 25 knots Tailwind - 30 knots Crosswind - 24 knots Satisfactory Automatic Landing System performance has been demonstrated on U.S. Type II and Type III ILS ground facilities.
An autopilot minimum engage height (MEH) of 400 feet after takeoff has been demonstrated to provide satisfactory performance.
Single Engine Approach: The AFDS has demonstrated adequate performance for low visibility approach using a single engine, with flaps 15.
MINIMUM MULTICHANNEL ENGAGE ALTITUDE FOR AUTOLAND On approach for autoland, dual channel operation should be engaged prior to 800 feet AGL. Check FLARE arm annunciation at approximately 500 feet AGL.
FAA APPROVED (Date) Section 3 Page ___
AC 120-28D 07/13/99 Appendix 6 Section 3 - NORMAL OPERATIONS AUTOPILOT - FLIGHT DIRECTOR SYSTEM (AFDS) (Continued)
AFDS SYSTEM CONFIGURATION The AFDS equipment listings in this section do not necessarily denote all of the systems and equipment required for the types of operation specified. Applicable FAR's and AC’s may prescribe an operational requirement for such additional systems such as autothrottle, or autobrakes. Operators should determine the total systems requirements for each type of operation prior to requesting OpSpecs authorization.
Demonstrated compliance with the airworthiness performance standards does not constitute approval to conduct operations in lower weather minimums.
DEMONSTRATED ALTITUDE LOSS The demonstrated altitude loss due to a simulated hard-over autopilot malfunction is:
Level Flight:
Flaps up - 370 feet when recovery was initiated 3 seconds after the recognition point.
Approach:
(a) 23 feet with a 1 second time delay between recognition point and initiation of recovery.
(b) Negligible when recovery was initiated without delay after pilot recognition.
Go-Around:
The demonstrated altitude loss during an automatic go-around initiated below 100 feet AGL is listed below:
GA Altitude (ft AGL) Altitude Loss (ft) 70 to 100 26 60 21 50 20 40 18 30 11 20 3 10 2.5 FAA APPROVED (Date) Section 3 Page ___
AC 120-28D Appendix 6 07/13/99 Section 3 - NORMAL OPERATIONS AUTOPILOT - FLIGHT DIRECTOR SYSTEM (AFDS) (Continued) AUTOPILOT APPROACH/AUTOLAND (FAIL PASSIVE) (Applicable to Category III) The Autopilot System has been shown to meet the applicable airworthiness and performance and reliability criteria of FAA AC120-28D for automatic approach and landing of the airplane to touchdown with the following additional equipment operative and FLARE arm annunciated.
Dual Channel Autopilot engaged Low Range Radio Altimeter and display for each Pilot Decision Height (DH) Display for each Pilot Two Digital Air Data Computer Systems Windshield Wipers for each Pilot ILS Receiver and display for each Pilot Flight Mode Annunciator for each Pilot Two ADIRU's (associated with the engaged autopilots) in NAV mode Dual Hydraulic Systems Two sources of electrical power (The APU generator may be used as an independent power source) Both Engines Operating AUTOPILOT APPROACH (Applicable to Category II) The Autopilot System has been shown to meet the airworthiness, performance, and reliability criteria of FAA AC 120-29 __, Appendix __ for Category II, for automatic approach with the following additional listed equipment operative:
Single or Dual channel Autopilot engaged Low Range Radio Altimeter and display for each Pilot Decision Height (DH) Display for each Pilot Two Digital Air Data Computer Systems Windshield Wipers for each Pilot ILS Receiver and display for each Pilot Flight Mode Annunciator for each Pilot Two ADIRU's (associated with the engaged autopilot) in NAV mode Two sources of electrical power (The APU generator may be used as an independent power source.)
Both Engines Operating FAA APPROVED (Date) Section 3 Page ___
AC 120-28D 07/13/99 Appendix 6 Section 3 - NORMAL OPERATIONS AUTOPILOT - FLIGHT DIRECTOR SYSTEM (AFDS) (Continued)
FLIGHT DIRECTOR (F/D) The flight director command may be used as supplemental guidance to the primary speed and attitude indications for takeoff, climb and descent to acquire and maintain desired altitudes.
All of the autopilot command modes, except "CWS," are also available on the flight directors. An additional takeoff mode exists for the F/D only. One or both F/Ds may be on for all modes, except during T/O or GA which requires dual F/D ON.
FLIGHT DIRECTOR APPROACH (Applicable to Category II) The flight director system has been shown to meet the applicable airworthiness, performance and reliability requirements of FAA AC 120-29__, Appendix __, for manual approach with the following equipment operative:
Both flight directors must be selected Low Range Radio Altimeter and display for each Pilot Decision Height (DH) Display for each Pilot Two Digital Air Data Computer Systems Windshield Wipers for each Pilot ILS Receiver and display for each Pilot Flight Mode Annunciator for each Pilot Two ADIRU's in NAV mode.
Two sources of electrical power. (The APU generator may be used as an independent power source.)
Both Engines Operating GO - AR0UND When go-around is initiated the autothrottle system (if engaged) advances the thrust levers automatically.
Flaps and landing gear must be controlled manually.
An Autothrottle, Flight Director and/or Dual Autopilot go-around may be initiated below a radio altitude of 2000 feet by pressing the go-around switches.
When a decision is made to abort an approach, actuate the go-around switches and assure rotation to go-around attitude. Verify thrust lever movement to achieve a nominal rate of climb* and retract flaps to flaps 15.** After a positive rate of climb has been established, retract landing gear. Climb to a safe altitude, accelerate and retract remaining flaps according to takeoff flap retraction speed schedule. Monitor rate of climb, attitude, and airspeed.
Full go-around thrust may be obtained, after engine spool up, by reactivating the go-around switch(es).
In windshear, the recommended procedure is to delay flap and gear retraction until windshear is no longer a factor.
FAA APPROVED (Date) Section 3 Page ___
AC 120-28D 07/13/99 Appendix 7 APPENDIX 7
STANDARD OPERATIONS SPECIFICATIONS
1. General. This appendix provides samples of standard operations specifications (OpSpecs) provisions typically issued for operations described in this AC. Standard OpSpecs are developed by FAA Flight Standards Service, Washington D.C., and are issued by certificate holding district offices (CHDO’s) to each specific operator. Certificate Holding District Offices incorporate any necessary specific information applicable to that operator, to that operator's fleet of aircraft, or to that operator's specific operational environment or requirements (e.g., areas of operation).
OpSpecs specify limitations, conditions, and other provisions which operators must comply with to comply with the FAR. Standard OpSpecs are normally coordinated with industry prior to issuance to ensure a mutual and clear understanding of content and applicability, and to pre-determine the effect they may have on operations. After appropriate coordination new standard provisions, or amendments to existing provisions are incorporated into the FAA's computer based OpSpecs program used by field offices.
Use of standard OpSpecs provisions facilitates application of equivalent safety criteria for various operators, aircraft types and operating environments. Occasionally, it may be necessary to issue OpSpecs provisions that are non-standard because of unique situations not otherwise addressed by standard provisions. Non-standard OpSpec provisions may be more or less restrictive than standard provisions, depending on the circumstances necessary to show appropriate safety for the intended application. Nonstandard OpSpecs provisions typically should not be contrary to the provisions of standard paragraphs. In cases when a non-standard paragraph is more or less restrictive than a standard paragraph, appropriate justification must be provided.
The following Part A and Part C Standard OpSpecs paragraphs are provided:
2. A002 Definitions and Abbreviations
3. C051 Terminal Instrument Procedures
4. C055 Alternate Airport IFR Weather Minimums
5. C056 IFR Standard Takeoff Minimums, Part 121 Airplane Operations -- All Airports
6. C060 Category III Instrument Approach and Landing Operations
7. C078 IFR Lower Than Standard Takeoff Minimums
AC 120-28D Appendix 7 07/13/99
2. DEFINITIONS AND ABBREVIATIONS.
Sample operations specifications paragraph A002:
FAR 121 Operations Specifications - PART A A002. Definitions and Abbreviations HQ Control: 03/27/97 HQ Revision: 010 Unless otherwise defined in these operations specifications, all words, phrases, definitions, and abbreviations have identical meanings to those used in the Federal Aviation Act of 1958, as amended. Additionally, the definitions listed below are applicable to operations conducted in accordance with these operations specifications.
(1) Instrument Approach Categories are defined as follows:
Category I An instrument approach and landing with a decision altitude(height) or minimum descent altitude(height) not lower than 60m (200 ft) and with either a visibility not less than 800m (2400 ft), or a runway visual range not less than 550m (1800 ft).
Category II A precision instrument approach and landing with a decision height lower than 60m (200 ft) but not lower than 30m (100 ft) and a runway visual range not less than 350m (1200 ft).
Category IIIa A precision instrument approach and landing with a decision height lower than 30m (100 ft), or no decision height and a runway visual range not less than 200m (700 ft).
Category IIIb A precision instrument approach and landing with a decision height lower than 15m (5 0 ft), or no decision height and a runway visual range less than 200m (700 ft) but not less than 50m (150 ft).
Category IIIc A precision instrument approach and landing with no decision height and no runway visual range limitations.
(2) Other related definitions are as follows:
Certificate Holder. In these operations specifications the term "certificate holder" shall mean the holder of the certificate described in Part A paragraph A001 and any of its officers, employees, or agents used in the conduct of operations under these operations specifications.
Class I Navigation. Class I navigation is any en route flight operation or portion of an operation that is conducted entirely within the designated Operational Service Volumes (or ICAO equivalent) of ICAO standard airway navigation facilities (VOR, VOR/DME, NDB). Class I navigation also includes en route flight operations over routes designated with an "MEA GAP" (or ICAO equivalent). En route flight operations conducted within these areas are defined as "Class I navigation" operations irrespective of the navigation means used. Class I navigation includes operations within these areas using pilotage or any other means of navigation which does not rely on the use of VOR, VOR/DME, or NDB.
Class II Navigation. Class II navigation is any en route flight operation which is not defined as Class I navigation. Class II navigation is any en route flight operation or portion of an en route operation irrespective
AC 120-28D 07/13/99 Appendix 7 of the means of navigation) which takes place outside (beyond) the designated Operational Service Volume (or ICAO equivalents) of ICAO standard airway navigation facilities (VOR, VOR/DME, NDB). However, Class II navigation does not include en route flight operations over routes designated with an "MEA GAP" (or ICAO equivalent).
Operational Service Volume. The Operational Service Volume is that volume of airspace surrounding a NAVAID which is available for operational use and within which a signal of usable strength exists and where that signal is not operationally limited by co-channel interference. Operational Service Volume includes all of the following:
(1) The officially designated Standard Service Volume excluding any portion of the Standard Service Volume which has been restricted.
(2) The Expanded Service Volume.
(3) Within the United States, any published instrument flight procedure (victor or jet airway, SID, STARS, SIAPS, or instrument departure).
(4) Outside the United States, any designated signal coverage or published instrument flight procedure equivalent to U.S. standards.
Reliable Fix. A "reliable fix" means station passage of a VOR, VORTAC, or NDB. A reliable fix also includes a VOR/DME fix, an NDB/DME fix, a VOR intersection, an NDB intersection, and a VOR/NDB intersection provided course guidance is available from one of the facilities and the fix lies within the designated operational service volumes of both facilities which define the fix.
Runway. In these operations specifications the term "runway" in the case of land airports, water airports and heliports, and helipads shall mean that portion of the surface intended for the takeoff and landing of land airplanes, seaplanes, or rotorcraft, as appropriate.
Navigation Facilities. Navigation facilities are those ICAO Standard Navigation Aids (VOR, VOR/DME, and/or NDB) which are used to establish the en route airway structure within the sovereign airspace of ICAO member states. These facilities are also used to establish the degree of navigation accuracy required for air traffic separation service and Class I navigation within that airspace.
Planned Re-dispatch or Re-release En Route. The term "planned re-dispatch or re-release en route" means any flag operation (or any supplemental operation that includes a departure or arrival point outside the 48 contiguous United States and the District of Columbia) that is planned before takeoff to be re-dispatched or re-released inflight in accordance with section 121.631(c) to a destination airport other than the destination airport specified in the original dispatch or release.
AC 120-28D Appendix 7 07/13/99
3. TERMINAL INSTRUMENT PROCEDURES.
Sample operations specifications paragraph C051:
C051, Terminal Instrument Procedures.
a. The certificate holder is authorized to conduct terminal instrument operations using the procedures and minimums specified in these operations specifications, provided one of the following conditions is met:
(1) The terminal instrument procedure used is prescribed by these operations specifications.
(2) The terminal instrument procedure used is prescribed by Title 14 Code of Federal Regulations (CFR) Part 97, Standard Instrument Approach Procedures.
(3) At U.S. military airports, the terminal instrument procedure used is prescribed by the U.S. military agency operating the airport.
b. If Applicable, Special Limitations, and Provisions for Instrument Approaches at Foreign Airports.
(1) At authorized foreign airports, the terminal instrument procedure used is prescribed or approved by the government of an ICAO contracting State. The terminal instrument procedure must meet criteria equivalent to that specified in either the United States Standard for Terminal Instrument Procedures (TERPS) or ICAO Document 8168-OPS, Procedures for Air Navigation Services-Aircraft Operations (PANS-OPS), volume II, or Joint Aviation Authorities (JAR-OPS1).
(2) Terminal instrument procedures may be developed and used by the certificate holder for any foreign airport, provided the certificate holder makes a determination that each procedure developed is equivalent to U.S. TERPS, ICAO PANS-OPS, or JAR-OPS1 criteria and submits to the FAA a copy of the terminal instrument procedure with supporting documentation.
(3) At foreign airports, the certificate holder shall not conduct terminal instrument procedures determined by the FAA to be "not authorized for United States air carrier use." In these cases, the certificate holder may develop and use a terminal instrument procedure provided the certificate holder makes a determination that each procedure developed is equivalent to U.S. TERPS, ICAO PANS-OPS, or JAR-OPS1 criteria and submits to the FAA a copy of the terminal instrument procedure with supporting documentation.
(4) When operating at foreign airports where the metric system is used and the minimums are specified only in meters, the certificate holder shall use the metric operational equivalents in the following table for both takeoff and landing operations. This table converts commonly used RVR values appropriate to existing operational approvals. Values not shown may be interpolated.
AC 120-28D 07/13/99 Appendix 7
RVR METEOROLOGICAL VISIBILITY
FEET METERS STATUTE MILES METERS NAUTICAL MILES 300 ft 75 m 1/4 sm 400 m 1/4 nm 400 ft 125 m 3/8 sm 600m 3/8 nm 500 ft 150 m 1/2 sm 800 m 1/2 nm 600 ft 175 m 5/8 sm 1000 m 5/8 nm 700 ft 200 m 3/4 sm 1200 m 7/10 nm 1000 ft 300 m 7/8 sm 1400 m 7/8 nm 1200 ft 350 m 1 sm 1600 m 9/10 nm 1600 ft 500 m 1 1/8 sm 1800 m 1 1/8 nm 1800 ft 550 m 1 1/4 sm 2000 m 1 1/10 nm 2000 ft 600 m 1 1/2 sm 2400 m 1 3/10 nm 2100 ft 650 m 1 3/4 sm 2800 m 1 1/2 nm 2400 ft 750 m 2 sm 3200 m 1 3/4 nm 3000 ft 1000 m 2 1/4 sm 3600 m 2 nm 4000 ft 1200 m 2 1/2 sm 4000 m 2 2/10 nm 4500 ft 1400 m 2 3/4 sm 4400 m 2 4/10 nm 5000 ft 1500 m 3 sm 4800 m 2 6/10 nm 6000 ft 1800 m
(5) When operating at foreign airports where the landing minimums are specified only in RVR and meteorological visibility is provided, the certificate holder shall convert meteorological visibility to RVR by multiplying the reported visibility by the appropriate factor, shown in the following table.
[equivalent RVR to be used for minima = (reported meteorological visibility) x (factor from table below)]
AVAILABLE LIGHTING DAY NIGHT High Intensity approach and runway lighting
1.5 2.0 Any type of lighting installation other than above
1.0 1.5 No lighting 1.0 N/A NOTE: The conversion of reported Meteorological Visibility to RVR shall not be used for takeoff minima, Category II or III minima, or when a reported RVR is available.
AC 120-28D Appendix 7 07/13/99
4. ALTERNATE AIRPORT IFR WEATHER MINIMUMS Sample operations specifications paragraph C055:
___________________________________________________________________________________ U.S. Department of Transportation Federal Aviation Operations Specification Form Approved Administration OMB No. 2120-00028 ____________________________________________________________________________________ C055. Alternate Airport IFR Weather Minimums. The certificate holder is authorized to derive alternate airport weather minimums from the following table. In no case shall the certificate holder use an alternate airport weather minimum other than any applicable minimum derived from this table. In determining alternate airport weather minimums, the certificate holder shall not use any published instrument approach procedure which specifies that alternate airport weather minimums are not authorized. Credit for alternate minima based Category II or Category III capability is predicated on authorization for engine inoperative Category III operations for the certificate holder, aircraft type and flightcrew for the respective Category II or Category III minima applicable to the alternate airport.
Alternate Airport IFR Weather Minimums Approach Facility Configuration Ceiling Visibility (no change from existing provisions) (no change from existing provisions) (additional provision added to paragraph C55) For airports with a published Category II or Category III approach, and at least two operational navigational facilities, each providing a straight-in precision approach procedure to different, suitable runways.
For Category II procedures, a ceiling of at least 300' HAT, or, For Category III procedures, a ceiling of at least 200' HAT.
For Category II procedures, a visibility of at least RVR4000 or, For Category III procedures, a visibility of at least RVR1800.
AC 120-28D 07/13/99 Appendix 7
5. IFR TAKEOFF MINIMUMS, PART 121 AIRPLANE OPERATIONS - ALL AIRPORTS Sample operations specifications paragraph C056:
C056. IFR Takeoff Minimums, Part 121 Airplane Operations - All Control: 10/05/90 Airports Revision: 011 Standard takeoff minimums are defined as 1 statute mile visibility or RVR 5000 for airplanes having 2 engines or less and 1/2 statute mile visibility or RVR 2400 for airplanes having more than 2 engines.
RVR reports, when available for a particular runway, shall be used for all takeoff operations on that runway. All takeoff operations, based on RVR, must use RVR reports from the locations along the runway specified in this paragraph.
a. When a takeoff minimum is not published, the certificate holder may use the applicable standard takeoff minimum and any lower than standard takeoff minimums authorized by these operations specifications. When standard takeoff minimums or greater are used, the Touchdown Zone RVR report, if available, is controlling.
b. When a published takeoff minimum is greater than the applicable standard takeoff minimum and an alternate procedure (such as a minimum climb gradient compatible with aircraft capabilities) is not prescribed, the certificate holder shall not use a takeoff minimum lower than the published minimum.
The Touchdown Zone RVR report, if available, is controlling.