When an alert height is used, pilots should be familiar with the expected visual references sequence likely to be encountered during an approach, even though a specific regulatory visual reference is not established when using an alert height.
When a synthetic reference system such as "synthetic vision" or enhanced vision systems or independent landing monitors are used, pilots should be familiar and current with the interpretation of the displays to assure proper identification of the runway and proper positioning of the aircraft relative to continuation of the approach to a landing. Pilots should be briefed on the limitations of these systems for use in various weather conditions and specific information may need to be provided on a site-specific basis to assure that mis-identification of runways, taxiways or other adjacent runways does not occur when using such systems.
For takeoff, pilots should be aware of the operators policy for responding to loss of suitable visual reference during takeoff, in the low and high speed regime, both before and after V1 (see FAA AC 120-62 “Takeoff Safety Training Aid” for additional information and recommendations for training).
6. Transfer of Control. Procedures should be addressed for transfer of control and transition from non-visual to visual flight for both the pilot in command, second in command, as well as the pilot flying and pilot not flying during the approach. For systems which include electronic monitoring displays, as described in item 5 above, procedures for transition from those monitoring displays to external visual references should be addressed.
7. Acceptable Flight Path Deviations. Pilots should be familiar with the recognition of the limits of acceptable aircraft position and flight path tracking during approach, flare and if applicable roll out. This should be addressed using appropriate displays or annunciations for either automatic landing systems or for manual landing systems or when using electronic monitoring systems such as an independent landing monitor.
8. Wind Limitations. Environmental effects should be addressed. Environmental effects include appropriate constraints for head winds, tail winds, cross winds, and the effect of vertical and horizontal wind shear on automatic systems, flight directors, or other system (e.g., synthetic vision) performance.
For systems such as head-up displays which have a limited field of view or synthetic reference systems pilots should be familiar with the display limitations of these systems and expected pilot actions in the event that the aircraft reaches or exceeds a display limit capability.
9. Contaminated Runways. Pilots and aircraft dispatchers should be familiar with the operator’s policies and procedures concerning constraints applicable to Category III landings or low visibility takeoffs, on contaminated or cluttered runways. Limits should be noted for use of slippery or icy runways as far as directional control or stopping performance is concerned, and crews should be familiar with appropriate constraints related to braking friction reports. Pilots and aircraft dispatchers should be familiar with the method of providing braking friction reports applicable to each airport having Category III landing operations or low visibility takeoff operations.
10. Airborne System Failures. Pilots should be familiar with the recognition and proper reaction to significant airborne system failures experienced prior to and after reaching the final approach fix and experienced prior to and after reaching Alert Height or Decision Height, as applicable. Expected pilot response to failure after touchdown should be addressed, particularly for Category III operations.
Engine inoperative Category III provisions should be addressed, if applicable, including identification of acceptable aircraft and system configurations, assurance of adequate obstacle clearance and missed approach performance, and appropriate use of alternates. If applicable, provisions for “engine inoperative Category III” should be addressed.
11. Go-around Provisions. Pilots are expected to appropriately recognize and react to ground or navigation system faults, failures or abnormalities at any point during the approach, before and after passing Alert Height or Decision Height and in the event an abnormality or failure which occurs after touchdown. Pilots should be familiar with appropriate go-around techniques, systems to be used either automatically or manually, consequences of failures on go-around systems which may be used, the expected height loss during a manual or automatic go around considering various initiation altitudes, and appropriate consideration for obstacle clearance in the event that a missed approach must be initiated below Alert Height or Decision Height.
12. Reporting Anomalies. Pilots should be familiar with the need to report navigation system anomalies or discrepancies, or failures of approach lights, runway lights, touchdown zone lights, center line lights or any other discrepancies which could be pertinent to subsequent Category III operations.
7.2. Flight Training (Aircraft or Simulator). Flight training (typically using a simulator) should address the following maneuvers and procedures and may be done individually as Category III maneuvers, or they may be accomplished in appropriate combinations with Category I or Category II maneuvers. When pilots are authorized to use minima for Category I or Category II, as well as Category III, maneuvers may be appropriately combined and done in conjunction with other required approaches necessary for Category I or Category II training and qualification when such combinations are appropriate (e.g., engine-inoperative missed approach). During each of the specified maneuvers or procedures, crewmembers are expected to perform their respective assignments or duties as applicable.
In situations where crewmembers are being qualified, other than as part of the complete flightcrew, such as when two pilots in command are being qualified, it may in some cases be necessary to assure that each candidate completes the required maneuvers or procedures involving manual control of the aircraft or other demonstration of proficiency when such demonstration is required for a PIC.
Flight training (typically using a simulator) for Category III approach and landing should address at least the following maneuvers:
1. Normal landings at the lowest applicable Category III minima.
2. A missed approach from the Alert Height or Decision Height (may be combined with other maneuvers).
3. A missed approach from a low altitude that could result in a touchdown during go-around (rejected landing).
4. Appropriate aircraft and ground system failures (may be combined with other maneuvers).
5. Engine failure prior to or during approach (if specific flight characteristics of the aircraft or operational authorizations require this maneuver).
6. Except for aircraft using an automatic Fail Operational roll out system, manual roll out in low visibility at applicable minima (may be combined).
7. Landings at the limiting environmental conditions authorized for Category III for that operator with respect to wind, cross wind components, and runway surface friction characteristics (may be combined).
Flight training (typically using a simulator) for low visibility takeoff (e.g., RVR less than RVR500 ft./150
m), where a flight guidance system is required, should address the following maneuvers and procedures:
1. Normal takeoff,
2. Rejected takeoff from a point prior to V1 (including an engine failure),
3. Continued takeoff following failures including engine failure, and any critical failures for the aircraft type which could lead to lateral asymmetry during the takeoff, or
4. Rejected takeoff which involve transfer of control from the first officer to the captain, if first officers are authorized to make takeoffs under the specified low visibility conditions (if applicable).
The conditions under which these normal and rejected takeoffs should be demonstrated include appropriate limiting cross winds, winds, gusts and runway surface friction levels authorized. A demonstration should be done at weights or on runways that represent a critical field length. If the flight guidance devices used have not been shown to have failure characteristics which are extremely improbable, a takeoff and rejected takeoff should be demonstrated with failure of the flight guidance device at a critical point of the takeoff.
Training for low visibility taxi and ground operations (e.g., during simulator training, LOFT or other scenarios) are recommended to be conducted to the extent practical and beneficial. If conducted, they should address at least representative items listed in Sections 6.2.8, 7.1.1, and 7.1.3 at typical airports.
Alternately, the operator may elect to use airports frequently experiencing low visibility conditions, complex airports on the operator’s route system, airports with particular low visibility ground movement difficulties, or rarely used but significant contingency airports (e.g., ETOPS or EROPS diversion
airports), as determined appropriate by the operator for that operator’s route system, aircraft types, training cycle, LOFT scenarios used, and typical line issues being experienced.
7.2.1. Initial Qualification.
1. Ground Training. Initial ground training should cover the subjects specified in 7.1 for each pilot in command and second in command and appropriate subjects from 7.1 relevant to other crewmembers when they have assigned responsibilities for Category III landing or low visibility takeoff.
2. Flight Training. Flight training should be conducted using an approved simulator capable of performing the appropriate maneuvers specified, and which can appropriately represent the limiting visual conditions related to the minima which are applicable. Where simulation is not available, an aircraft with suitable view limiting device may be used if authorized by the assigned principal operations inspector. While the number of simulator periods, training flights, or length of simulator periods is not specified, the operator is expected to provide sufficient training to assure that crewmembers can competently perform each of the maneuvers or procedures specified in 7.2 to an acceptable degree of proficiency. When Category III minima are based on manual operations using systems like head-up displays or flight directors, a number of repetitions of the maneuvers specified in paragraph 7.2 above may be necessary to assure that each of the required maneuvers can be properly and reliably performed. Guidance for acceptable programs can be found in FAA, FSB reports for specific aircraft types. Operators should adhere to FSB guidelines when published, unless otherwise authorized by AFS-400.
7.2.2. Recurrent Qualification.
1. Recurrent Ground Training. Recurrent ground training should provide any necessary review of topics specified in 7.1 to assure continued familiarity with those topics. Emphasis should be place on any program modifications, changes to aircraft equipment or procedures, review of any occurrences or incidents that may be pertinent, and finally emphasis may be placed on re-familiarization with topics such as mode annunciations for failure conditions or other information which the pilots may not routinely see during normal line operations. Topics to be addressed for each pilot in command, second in command other crewmember or aircraft dispatchers are those topics necessary for the performance of the assigned duties for each respective crewmember.
2. Recurrent Flight Training. Recurrent flight training should be conducted using an approved simulator with an appropriate visual system. In the event that simulation is not available, recurrent flight training may be accomplished in the aircraft using suitable view limiting devices, if approved by the principal operations inspector. Recurrent flight training should include at least one Category III approach to a landing if the pilot has not had recent Category III or simulated Category III experience, and one approach requiring a go-around from a low altitude below Alert Height or Decision Height prior to touchdown.
When takeoff minimums below RVR500 are approved, recurrent flight training must include at least one rejected takeoff at the lowest approvable minima, with an engine failure near but prior to V1. For both Category III landings and low visibility takeoffs, sufficient training should be provided to assure competency in each of the maneuvers or procedures listed in 7.2.
Recurrent flight training maneuvers may be accomplished individually or may be integrated with other maneuvers required during proficiency training or during proficiency checking. If minima are authorized using several methods of flight control such as both automatic landing and head-up display, then the training program should assure an appropriate level of proficiency using each authorized mode or system. Where Category III minima are based on manual control using flight guidance such as provided by a head-up flight guidance system, appropriate emphasis should be placed on failure conditions which a pilot does not normally experience in line operations.
7.2.3. Recency of Experience. Recency of experience requirements specified by section 121.439 or in accordance with AC 120-53 normally provide an assurance of the necessary level of experience for Category III landing or low visibility takeoff operations. In the event that special circumstances exist where crewmembers may not have exposure to the automatic landing system or manual systems such as head-up flight guidance for long periods of time beyond that permitted by section 121.439 or AC 120- 53, then the operator should assure that the necessary recency of experience is addressed prior to pilots conducting Category III landings, or low visibility takeoff operations below RVR500.
For automatic landing systems, as a minimum, pilots should be exposed to automatic landing system operation and procedures during training or checking in either the aircraft or in a simulator at least annually, if the crew has not otherwise conducted line landings using an automatic system within the previous 12 months. For manual flight guidance landing or takeoff systems the pilot flying (PF) should be exposed to system operation, procedures, and use during training or checking at least once each 90 days, if the pilot has not otherwise conducted line landings using the manual flight guidance system within the previous 90 days.
7.2.4. Re-qualification. Credit for previous Category III qualification in a different aircraft type or variant, or previous qualification in the same type or variant at an earlier time may be considered in determining the type of program, length of program, required maneuvers to be completed or the repetition of maneuvers for re-qualification for Category III operations. Any re-qualification program should assure that the pilots have the necessary knowledge of the topics specified in section 7.1 and are able to perform their assigned duties for Category III or low visibility takeoff considering the maneuvers or procedures identified in section 7.2.
For programs which credit previous Category III qualification in a different type aircraft, the transition program should assure that any subtle differences between aircraft types which could lead to pilot misunderstanding of appropriate characteristics or procedures in the new type must be suitably addressed.
7.2.5. Cockpit or Aircraft System Differences. For Category III programs using aircraft which have several variants, training programs should assure that pilots are aware of any differences which exist and appropriately understand the consequences of those differences. Guidelines for addressing differences can be found in FAA AC 120-53 and FSB reports applicable to a particular type.
7.2.6. Category III Operations with an Inoperative Engine. For air carriers authorized to initiate a Category III approach with an inoperative engine either through Category III dispatch or equivalent procedures or for engine failures which occur en route, appropriate training should be completed to assure that pilots and aircraft dispatchers can properly apply the provisions of section 10.8. For airlines that do not authorize the initiation of a Category III approach with an engine inoperative as an approved procedure, pilots should at least be familiar with the provisions of sections 10.8.4 and 10.8.5 regarding an engine failure after passing the final approach fix. Additionally, pilots should be made aware of the engine inoperative capabilities of the aircraft by reference to the AFM.
7.2.7. Training in Conjunction with Advanced Qualification Programs (AQP) or Exemptions for “Single Visit Training.” Appropriate re-qualification or recurrent qualification programs may be adjusted as necessary when incorporated in AQP or other single visit training programs. With such programs, however, each of the areas of knowledge specified by section 7 of this AC must be assured.
7.2.8. Credit for "High Limit Captains" (Reference section 121.562). When authorized by the POI, credit for high landing weather minimum limits and required turbojet experience may be authorized consistent with provisions of exemptions authorized for Category III qualification credit.
7.2.9. Enhanced or Synthetic Vision Systems (Independent Landing Monitor). Training required for enhanced or synthetic vision systems may be as specified by FAA based on successful completion of proof of concept testing.
7.3. Checking or Evaluations. For both initial qualification and recurrent qualification, crewmembers should demonstrate proper use of aircraft systems and correct procedures as follows, unless otherwise specified by an applicable FSB report.
1. For automatic systems, for landing at least one automatic landing to a full stop, and one goaround from a low approach at, or after, decision or Alert Height. The automatic landing to a full stop may be waived for recurrent qualification if the crewmember has accomplished an automatic landing within a period for autoland currency for that operation and aircraft type.
2. For manual systems one landing to a complete stop at the lowest applicable minima and one goaround from low altitude below Alert Height or Decision Height and at least one response to a failure condition during the approach to a landing or a missed approach should be demonstrated.
3. For takeoff below RVR500, pilots should successfully demonstrate one takeoff in the event of an engine failure at, or after, V1 and one rejected takeoff with an engine failure or other appropriate failure near but prior to, V1.
7.4. Experience with Line Landings. When a qualification program has been completed using only a simulator program, at least the following experience should be required before initiating Category III operations, unless otherwise specified by an applicable FSB report.
1. For automatic systems at least one line landing using the auto flight system approved for Category III minima should be accomplished in weather conditions at or better than Category II, unless a pilot's qualification has been completed in a Level C or D simulator found acceptable for that autoland system.
2. For manual systems such as head-up flight guidance system, the pilot in command must have completed at least ten line landings, using the approved flight guidance system in the configuration specified for Category III and at suitable facilities (e.g., facilities having appropriate ground facilities for the lowest minima authorized, or equivalent).
7.5. Crew Records. The operator should assure that records suitably identify initial and continued eligibility of pilots for Category III operations. Records should note the appropriate completion of training for both ground qualification, flight qualification, and initial training, recurrent training, or requalification training, as applicable.
7.6. Dual Qualification. In the event that crewmembers are dual qualified as either captain or first officer for checking and performing the duties of the second in command or for crewmembers dual qualified between several aircraft types or variants, appropriate training and qualification must be completed to assure that each crewmember can perform the assigned duties for each seat position and each aircraft type or variant.
For programs involving dual qualification, principal inspectors should approve the particular operators program considering the degree of differences involved in the Category III aircraft systems, the assigned duties for each crew position and criteria such as AC 120-53 related to differences. If a pilot serving as second in command is not expressly restricted from performing the duties of the pilot in command during Category III approaches or low visibility takeoffs below RVR500, then that pilot must satisfactorily complete the requirements for a pilot in command regarding maneuvers specified in section 7.2.
7.7. Interchange. When aircraft interchange is involved between operators, flightcrew members and aircraft dispatchers must receive sufficient ground and flight training to assure familiarity and competency with respect to the particular aircraft system or systems of the interchange aircraft. Guidelines for differences should be consistent with those specified in AC 120-53 and FSB reports.
7.8. Training For Use of Foreign Airports for Category III Operations or Low Visibility Takeoff. Operators authorized to conduct Category III operations or low visibility takeoffs below RVR600 at foreign airports, which require procedures or limitations different than those applicable within the United States, should assure that flightcrew members and aircraft dispatchers are familiar with any differences appropriate to operations at those foreign airports.
7.9. Line Checks. Operators should include assessments of Category III procedures and practices as necessary during line checks when operations are conducted at facilities appropriate for Category III or at facilities appropriate for simulating Category III operations.
8. AIRPORTS, NAVIGATION FACILITIES AND METEOROLOGICAL CRITERIA. United States and non-United States airports and runways for Category III are those either having published part 97 SIAPS, or as otherwise specified on the FAA AFS-400 "Category II/Category III status checklist" (FAA Order 8400.8). Requests for authorization to use other airports/runways should be coordinated with AFS-400, through the operator's Certificate Holding District Office (CHDO).
8.1. Use of Standard Navigation Facilities. Category III operations may be approved on standard United States or ICAO navigation facilities as follows:
United States Type 3 ILS facilities for which part 97 Category III procedures are published;
United States Type 2 ILS facilities for which a published part 97 Category III procedure has been established;
Other United States Type 3 or Type 2 ILS facilities determined acceptable by AFS-400 for the type of aircraft equipment and minima sought; and Non-United States facilities meeting ICAO criteria (ICAO Annex 10, ICAO Manual of All Weather Operations DOC 9365/AN910, etc.) and which are promulgated for use for Category III by the "State of the Aerodrome."
8.2. Use of Other Navigation Facilities or Methods. Category III operations may be approved using other types of navigation facilities than ILS or using other acceptable position fixing and integrity assurance methods, if proof of concept demonstrations acceptable to FAA are successfully completed:
Other United States facilities approvable for Category III (MLS, GLS, DGPS, or a Type I ILS used in conjunction with an acceptable aircraft integrity assurance system, etc.) are as determined acceptable by AFS-400, and Non-United States ILS facilities meeting acceptable criteria other than ICAO (e.g., JAA), may be used as determined to be acceptable by AFS-400.
8.3. Lighting Systems. Lighting used for Category III must include the following systems, or ICAO equivalent systems, unless approved by AFS-400 (e.g., for Non-United States airports):
United States Standard ALSF1 or ALSF2 approach lights;
United States Standard Touchdown Zone Lights;
United States Standard Runway Centerline Lights;
United States Standard High Intensity Runway Lights;
United States Standard taxiway centerline lights (for any areas of the airport determined to be critical in an FAA accepted Surface Movement Guidance and Control (SMGC) plan), or equivalent;
United States Standard taxiway edge lights (for taxiways not requiring centerline lights);
Suitable ramp and gate area lighting for low visibility operations (for night operations); and Runway Hold line/Stop Bar lights (if applicable to a FAA approved SMGC plan).
Exceptions to the above lighting criteria may be authorized only if equivalent safety can be demonstrated by an alternate means (e.g., substitution for required approach lighting components due to an approved aircraft system providing equivalent information or performance [such as radar based EVS], or redundant, high integrity, computed runway centerline information, displayed on a HUD).
8.4. Marking and Signs. Airports approved for Category III operations must include the following runway and taxiway markings and airport surface signs, or ICAO equivalent, unless approved by AFS- 400 (e.g., for Non-United States airports):
United States Standard Precision Instrument Runway Markings.
United States Standard Taxiway edge and centerline Markings.
Runway signs, taxiway signs, hold line signs, taxiway reference point markings (if required by SMGC), and NAVAID (ILS) critical area signs and markings.
Markings and signs must be in serviceable condition, as determined by the operator or FAA Certificate Holding District Office (CHDO). Markings or signs found in an unacceptable condition by an operator should be reported to the appropriate airport authority and CHDO. Operators should discontinue Category II use of those areas of airport facilities or runways where unsafe conditions are known to exist due to markings or signs being inadequate, until remedial actions are taken by the airport authority (e.g., snow removal, rubber deposit removal on runway touchdown zone markings or centerline markings, critical area hold line or runway centerline marking repainting, runway hold line sign snow removal).
8.5. Low Visibility Surface Movement Guidance and Control (SMGC) Plans. United States airports conducting takeoff or landing operations below RVR1200 are required to develop a Surface Movement Guidance and Control System (SMGCS) plan. SMGCS operations facilitate low visibility takeoffs and landings and surface traffic movement by providing procedures and visual aids for taxiing aircraft between the runway(s) and apron(s). Specific low visibility taxi routes are provided on a separate SMGCS airport chart. SMGCS operations also facilitate the safety of vehicle movements that directly support aircraft operations, such as aircraft rescue and fire fighting (ARFF) and follow-me services, towing and marshaling.
Advisory Circular 120-57 as amended describes the standards and provides guidance in implementing SMGCS operations such as aircrew training, etc. An operator intending authorization for Category III operations should coordinate with the airport authority regarding their SMGCS plan. Equivalent coordination is also applicable at non-U.S. airports if such a plan is used by that airport.
8.6. Meteorological Services and RVR Availability and Use.
8.6.1. Meteorological Services. Appropriate meteorological service (e.g., RVR, Altitude Settings, METAR’s, TAF’s, Braking Action, NOTAM’s, reports) are necessary for each airport/runway intended for use by an operator for Category II, unless otherwise approved by AFS-400. Non-United States facilities should meet criteria of ICAO Doc 9365/AN910, second edition, or later, as amended.
This information must be readily available to both the crew and the aircraft dispatcher.
8.6.2. RVR Availability and Use.
8.6.2.1. RVR Availability. RVR availability for touchdown zone (TDZ), mid runway (MID), and ROLLOUT RVR (or a corresponding international equivalent location) are as follows. RVR should be provided for any runway over 8000 ft. in length. TDZ and ROLLOUT RVR should be provided for runways less than 8000 ft. Exceptions to this availability for United States operators at international locations may be approved on a case by case basis, by AFS-400, if equivalent safety can be established. Factors considered due to local circumstances at non-United States airports may include such issues as minima requested, characteristics of prevailing local weather conditions, location of RVR sites or RVR calibration, availability of other supporting weather reports on nearby runways, etc.
8.6.2.2. RVR Use. RVR use by operators and pilots is as specified in standard operations specifications Part C (see Appendix 7).
However, when approved as an exception in operations specifications, aircraft capable of certificated landing or takeoff distance of less than 4000 ft. may be approved to use a single TDZ, MID, or ROLLOUT transmissiometer as applicable to the part of the runway used (e.g., "Relevant" RVR). For such operations, transmissiometers not used are considered to be optional and advisory, unless the aircraft operation is planned to take place at a speed above safe taxi speed on the part of the runway where the MID or ROLLOUT transmissiometer is located.
For operations in the U.S., RVR must be instrumentally derived. At non-U.S. airports, RVR reports that are not instrumentally derived may be used if their basis is determined to be reliable and accurate by the operator and CHDO/POI.
For operations outside the U.S., operators and pilots should be familiar with any application and unique use of RVR at the airports to be used. This should include any differences is standard reporting, calibration, or RVR readings related to lighting step settings used, and any conversions necessary to be made (e.g., meteorological visibility to RVR conversion).
For meteorological visibility to RVR conversion, when operating at foreign airports where the landing minimums are specified only in RVR, and meteorological visibility is provided, the certificate holder or pilot should convert meteorological visibility to RVR by multiplying the reported visibility by an appropriate factor, as shown in Standard Operations Specifications (see Appendix 7, Part C, Paragraph C051 for use of an appropriate conversion table). However, the conversion of reported Meteorological Visibility to RVR provided in paragraph C051 should not be used for takeoff minima or Category III minima, or when a reported RVR is available.
8.6.3. Pilot Assessment of Takeoff Visibility Equivalent to RVR. In special circumstances, provision may be made for pilot assessment of takeoff visibility equivalent to RVR to determine compliance with takeoff minima. Authorization for pilot assessment is provided through operations specifications paragraph C078 (see Appendix 7) when a satisfactory procedure is provided to the flightcrew. A pilot may assess visibility at the take off position in lieu of reported TDZ RVR (or equivalent) in accordance with the following:
1. TDZ RVR is inoperative, or is not reported (e.g., ATS facility is closed), or
2. local visibility conditions as determined by the pilot indicate that a significantly different visibility exists than the reported RVR (e.g., patchy fog, blowing snow, RVR believed to be inaccurate due to snow cover or ice), and
3. pertinent markings, lighting, and electronic aids are clearly visible and in service (e.g., no obscuring clutter), and
4. a pilot assessment is made using an accepted method regarding identification of an appropriate number of centerline lights, or markings, of known spacing visible to the pilot when viewed from the flight deck when the aircraft is at the take-off point, and
5. pilot assessment of visibility as a substitute for TDZ (takeoff) RVR is approved for the operator, and observed visibility is determined to be greater than the equivalent of RVR300 (75m), and
6. a report of the pilot's determination of visibility (PIREP) is forwarded to a suitable ATS facility, and if applicable, dispatch facility prior to departure (e.g., if an ATS facility or dispatch facility is
applicable, available, pertinent, and is providing services relevant to the pilot report). A report of pilot visibility is intended to provide information for other operations.
8.7. Critical Area Protection. Airports and runways used for Category II or III must have suitable NAVAID (e.g., ILS) critical area protection, as applicable to the ground and aircraft systems used.
Procedures equivalent or more stringent than those specified in the Air Traffic Control Handbook (FAA Order 7110.65) as amended, are required. Procedures consistent with ICAO DOC 9365/AN910 are acceptable for non-United States facilities. Where uncertainty regarding acceptability of non-United States airport procedures is a factor, operators or CHDOs should contact AFS-400 (e.g., for non United States airports and runways listed on the FAA Category II/Category III status checklist where doubt exists regarding adequacy of procedures encountered in routine operations) for follow up.
8.8. Operational Facilities, Outages, Airport Construction, and NOTAM’s. For operations to be initially authorized, operations to continue to be authorized, for an aircraft to be dispatched with the intention of using a facility described above, or for an aircraft to continue to its destination or an alternate with the intent of completing a Category III instrument approach procedure, each of the applicable necessary components or services identified in 8.1 through 8.7 above must be operating, available, or normal as intended for Category III (e.g., NAVAID’s, standby power, lighting systems) except as specified below.
Outer, Middle, or Inner Marker beacons may be inoperative unless a Category III operation is predicated on their use (e.g., an AH is predicated on use of an Inner Marker due to irregular terrain, or the aircraft system requires use of a marker beacon for proper flight guidance function).
Lighting systems are in normal status except that isolated lights of an approach light, or runway light system may be inoperative; approach light components not necessary for the particular operation (such as REIL, VASI, RAIL, or SFL) may be inoperative; lights may not be completely obscured by snow or other such contaminants if necessary for the operation (e.g., night); Taxiway, ramp, and gate area lighting components may be inoperative if not essential for the operation to be conducted.
Ground facility standby power capability for the landing airport or alternate (if applicable) must be operative at the time of the aircraft's departure to a Category III destination or alternate.
Category III operations may be continued at airports at which construction projects affect runways, taxiways, signs, markings, lighting, or ramp areas only if the operator has determined that low visibility operations may be safely conducted with the altered or temporary facilities that are provided. In the event of uncertainty as to the suitability of facilities, the operator should consult with their CHDO.
Operators may make the determination as to the suitability of the above facilities regarding unusual weather or failure conditions unless otherwise specified by the airport authority, or FAA.
NOTAM’s for NAVAID’s, facilities, lighting, marking, or other capabilities must be appropriately considered for both dispatch, and for continued flight operations intending to use a Category III procedure. Operators, aircraft dispatchers, and pilots must appropriately respond to NOTAM’s