3. Touchdown or Touchdown and Rollout Performance. Describe whether or not the aircraft landed satisfactorily (within the desired touchdown area) with lateral velocity or crosstrack error which could be corrected by the pilot or automatic system so as to remain within the lateral confines of the runway without unusual pilot skill or technique. The approximate lateral and longitudinal position of the actual touchdown point in relation to the runway centerline and the runway threshold, respectively, should be indicated in the report. This report should also include any Category III system abnormalities which required manual intervention by the pilot to ensure a safe touchdown or touchdown and rollout, as appropriate.
10.5.2.2. Data Analysis. Unsatisfactory approaches using facilities approved for Category II or III where landing system signal protection was provided should be fully documented. The following factors should be considered:
1. ATS Factors. ATS factors which result in unsuccessful approaches should be reported.
Examples include situations in which a flight is vectored too close to the final approach fix/point for adequate localizer and glide slope capture, lack of protection of ILS critical areas, or ATS requests the flight to discontinue the approach.
2. Faulty NAVAID Signals. NAVAID (e.g., ILS localizer) irregularities, such as those caused by other aircraft taxiing, over-flying the NAVAID (antenna), or where a pattern of such faulty performance can be established should be reported.
3. Other Factors. Any other specific factors affecting the success of Category III operations that are clearly discernible to the flightcrew should be reported. An evaluation of reports discussed in subparagraphs 10.5.2.1 (1), (2), and (3) will be made to determine system suitability for further Category III operations.
10.5.2.3. Approval of Landing Minima. When the data from the operational demonstration has been analyzed and found acceptable, an applicant may be authorized the lowest requested minima consistent with this AC and applicable standard operations specifications. Several examples are provided below.
For Category III, fail passive operations where the operator was initially authorized RVR1000 (300 m) to begin a demonstration program, following successful demonstration that operator may be authorized to operate to minima of RVR600 (175 m).
For Category III fail operational operations, where the operator was initially authorized RVR1000 (300
m) to begin a demonstration program, following successful demonstration that operator may be authorized to operate to minima of RVR600 (175 m) or RVR300 (75 m) as applicable.
If the Category III rollout control system has been shown to meet the appropriate provisions of Appendix 3, and the airborne and ground systems including applicable ILS, GLS or MLS (e.g., xLS), Surface Movement Guidance and Control (SMGCS), and weather reporting (e.g., RVR) are each suitable, then operations approvals for operations below RVR300 (75 m) may be authorized. Such authorizations are considered only for specific facilities on a case by case basis, based on suitable and successful operational
experience for each particular operator and aircraft type, and must have included actual operations in weather conditions at or below RVR600, using minima of RVR300.
For additional examples of minima step down provisions acceptable to FAA see paragraphs 10.9 and
10.10.
10.6. Eligible Airports and Runways. An assessment of eligible airports, runways, and airborne systems must be made in order to list appropriate runways on OpSpecs. Runways authorized for particular aircraft in accordance with existing operations listed on the AFS-400 Category II/Category III status checklist may be directly incorporated in OpSpecs, or incorporated by reference if published part 97 SIAPS are available. Aircraft type/runway combinations not shown should be verified by airborne system use in line operations at Category II or better minima, prior to authorization for Category III.
Airports/aircraft types restricted due to special conditions (e.g., irregular underlying terrain) must be evaluated in accordance with Appendix 8, prior to OpSpecs authorization.
If applicable, the operator should identify any necessary provisions for periodic demonstration of the airborne system on runways other than those having Category II or III procedures (e.g., periodic autoland performance verification, using runways served only by a Category I procedure).
A status checklist for facilities which have published Category II or III procedures can be viewed on the Internet using the following address to access the FAA’s Flight Standards Service home page:
FAA Category II/Category III Status Checklist http://www.faa.gov/avr/afshome.htm To access this list, search the menu for Air Transportation and select All Weather Operations. The desired section can then be selected from the All Weather Operations home page menu.
10.7. Irregular Pre-Threshold Terrain and Other Restricted Runways. Airports/runways with irregular pre-threshold terrain, or runways restricted due to NAVAID or facility characteristics (see FAA Category II/Category III Status Checklist in section 10.6) may require special evaluation, or limitations.
Certificate Holding District Offices (CHDO’s) of operators desiring operations on these runways should contact AFS-400 to identify pertinent criteria and evaluation requirements. Various procedures used by FAA to assess irregular pre-threshold terrain are described in Appendix 8.
10.8. Engine-Inoperative Operations and ETOPS or EROPS Alternates based on Category III. Low visibility landing minima are typically based on normal operations. For non-normal operations, flightcrews and aircraft dispatchers are expected to take the safest course of action to resolve the non-normal condition. The low weather minima capability of the aircraft must be known and available to the flightcrew and aircraft dispatcher.
In certain instances, sufficient airborne system redundancy may be included in the aircraft design to permit use of an alternate configuration such as “engine inoperative capability” for initiation of a Category III approach. Use of an engine inoperative configuration is based on the premise that the engine non-normal condition is an engine failure that has not adversely affected other airborne systems.
Systems which should be considered include systems such as hydraulic systems, electrical systems or other relevant systems for Category III that are necessary to establish the appropriate flight guidance configuration.
An alternate engine inoperative configuration also is based on the premise that catastrophic engine failure has not occurred which may have caused uncertain, or unsafe collateral damage to the airframe, or aerodynamic configuration.
In instances when AFM or operational criteria is not met, and a Category III approach is necessary, because it is the safest course of action, (e.g., in flight fire), the flightcrew may use emergency authority.
The flightcrew should determine to the extent necessary the state of the aircraft and other diversion options to ensure that an approach in weather conditions less than Category II is the safest course of action.
Four cases are useful in considering engine inoperative Category III capability, and engine inoperative approach authorization:
1. Flight planning (e.g., Dispatch) is based on aircraft configuration, reliability, and capability for "engine inoperative Category III" (see Section 10.8.2).
2. An engine fails en route, but prior to final approach (see Section 10.8.3).
3. An engine fails during the approach after passing the final approach fix, but prior to reaching the Alert Height or Decision Height (see Section 10.8.4).
4. An engine fails during approach after passing the Alert Height or Decision Height (see Section 10.8.5).
Section 5.17 provides airworthiness criteria for demonstration of Category III engine out capability.
Sections 10.8.1 through 10.8.5 below address criteria for use of aircraft with "engine inoperative Category III" capability.
10.8.1. General Criteria for Engine-Inoperative Category III Authorization. Aircraft capability for "engine-inoperative Category III" should be approved in accordance with the provisions of paragraph 5.17, and Appendix 3.
Regardless of whether an operator is or is not operationally authorized for "engine inoperative Category III", it must be clear that having this aircraft capability should not be interpreted as requiring a Category
III landing at the "nearest suitable" airport in time (e.g., does not require landing at the nearest suitable Category III qualified airport - section 121.565).
POI’s should ensure that the following conditions are met:
1. Operations must be in accordance with the "engine inoperative Category III" AFM provisions
(e.g., within demonstrated wind limits, using appropriate crew procedures).
2. Demonstrated/acceptable configurations must be used (e.g., AFDS modes, flap settings, electrical power sources, MEL provisions).
3. WAT limits must be established, and Engine-inoperative Missed Approach obstacle clearance from the TDZ must be ensured. This data should be readily available for flight planning (e.g., to the aircraft dispatcher) either by pre-determined certification listing or through appropriate engine-inoperative programming in automated flight planning and performance systems.
4. Appropriate training program provisions for engine inoperative approaches must be provided (see paragraph 7.2.6).
5. Pilots must be aware that they are expected to take the safest course of action, in their judgment, in the event that unforeseen circumstances or unusual conditions occur that are not addressed by the "engine-inoperative" Category III demonstrated configuration (e.g., uncertain aircraft damage, possible fire, weather deterioration).
6. Operations Specifications must identify the type of "engine-inoperative" Category III operations authorized. Types of operations are described in sections 10.8.2 through 10.8.5 below.
10.8.2. Engine Inoperative "Flight Planning." The operator (e.g., aircraft dispatcher) may consider "engine inoperative Category III" capability in planning flights for a takeoff alternate, en route (ETOPS or EROPS) alternate, re-dispatch alternate, destination, or destination alternate only if each of the following conditions are met:
1. The operator (e.g., aircraft dispatcher) has determined that the aircraft is capable of engine inoperative Category III.
2. Appropriate procedures, performance, and obstacle clearance information must be provided to the crew to be able to safely accomplish an engine inoperative missed approach at any point in the approach. If applicable, similar information must also be readily available to the aircraft dispatcher.
3. Appropriate operational weather constraints must be considered and specified as necessary regarding cross wind, head wind, tail wind limits considering the demonstrated capability specified in the AFM.
4. Weather reports or forecast must indicate that specified alternate minimums or landing minimums will be available for the runway equipped with approved Category III systems and procedures. The operators use of engine inoperative capability credit should consider both the availability and reliability of meteorological reports and forecasts, the time factors involved in potential forecast accuracy, the potential for variability in the weather at each pertinent airport, and the ability for the crew and, if applicable, aircraft dispatcher to obtain timely weather reports and forecast updates during the time the flight is en route. Flight planning considerations must account for any expected ATS delays that might be experienced during arrival due to weather, snow removal, or other factors.
5. Notices to airmen or equivalent information for airport and facility status should be reviewed to ensure that they do not preclude the accomplishment of a safe engine inoperative approach on the designated runway using approved Category III procedures (e.g., temporary obstructions). Any change in NOTAM status of facilities related to use of landing minima or alternate minima must be provided to the crew in a timely manner while en route.
6. If the engine inoperative configuration is different than a normal landing configuration, a means to determine the landing distance of the section 121.195(b) distance must be available for the pertinent engine inoperative aircraft configuration (e.g., landing flap setting). This distance is to ensure sufficient runway to provide for any limitations on the use of reverse thrust or other factors that could pertain to an inoperative engine landing (e.g., reduced flap settings used for an engine inoperative approach). This data may be based on basic aircraft data otherwise available and need not be redemonstrated for "engine-out' cases.
7. The expectation for runway surface condition based on pilot and operator (e.g., aircraft dispatcher) interpretation of the available weather reports, field conditions, and forecasts is that the applicable runway is likely to be free from standing water, snow, slush, ice, or other contaminants at the time of landing. The flightcrew must be advised of any adverse change in this expectation while en route.
8. Criteria otherwise applicable to "all engine" Category III, such as flightcrew or dispatcher training, crew qualification, and availability of suitable procedures must also be addressed for the engine inoperative landing case, if they are not the same as for the “all engine” case.
9. The operator is approved for operations based on engine inoperative Category III capability.
In addition, operator responsibilities for engine inoperative credit should be equivalent to that of current normal operations when an en route landing system failure causes degraded landing capability. If an inflight failure causes further degradation of engine inoperative landing capability, the flightcrew (if applicable, in conjunction with the aircraft dispatcher) should determine an acceptable alternative course of action (e.g., specification of different en route diversion options, revised fuel reserves plan, or revised flight plan routing).
10. When engine inoperative Category III provisions are applied to identification of any destination or destination alternate, more than one qualifying destination alternate is required. This is to
provide for the possibility of adverse area wide weather phenomena, or unexpected loss of landing capability at the first designated alternate airport.
11. An appropriate ceiling and visibility increment is added to the lowest authorized minimums when credit for an alternate airport or airports is sought (e.g., 200 ft. DH additive and appropriate RVR additive; see Appendix 7 - Operations Specification Example).
12. The airborne system should be shown through "in-service" performance that for fail-operational systems, landing system availability is at least 99% from takeoff to 500’ HAT on approach, and for failpassive systems, system availability is at least 95% from takeoff to 500’ HAT on approach (see Appendix 3 section 6.5.1).
It should be noted that even if the aircraft, flightcrews, and operator are authorized for engine inoperative Category III, flightcrews are not required to use a Category III approach to satisfy requirements of section 121.565. Not withstanding section 121.565, pilots may elect to take a safe course of action by landing at a more distant airport than one at which a Category III approach may be required. Conversely, pilots may elect to conduct the Category III approach as the safest or a safe course of action.
10.8.3. Engine Inoperative En Route. For engine failure en route, a pilot may initiate an "engine inoperative" Category III approach under the following conditions:
1. The airplane flight manual normal or non-normal sections specify that engine inoperative approach capability has been demonstrated and procedures are available.
2. The pilot and, if applicable, aircraft dispatcher have taken into account the landing runway length needed for the inoperative engine configuration and corresponding approach speeds, and obstacle clearance can be maintained in the event of a missed approach.
3. The pilot and, if applicable, aircraft dispatcher have determined that the approach can be conducted within the wind, weather, configuration, or other relevant constraints demonstrated for the configuration.
4. The pilot and, if applicable, aircraft dispatcher have determined from interpretation of the best available information that the runway is expected to be free from standing water, snow, slush, ice, or other contaminants.
5. The pilot is confident that the aircraft has not experienced damage related to the engine failure that would make an engine inoperative Category III approach unsuccessful, or unsafe.
6. The operator is approved and the pilot is qualified to conduct a Category III engine inoperative approach.
7. The pilot and, if applicable, aircraft dispatcher consider that conducting a Category III approach is a safe and appropriate course of action.
10.8.4. Engine Failure During Approach, Prior to Alert Height or Decision Height. If the aircraft, operator, and crew meet paragraphs 5.17 for the aircraft and sections 10.8.2 or 10.8.3 for operational use, a Category III approach may be continued if an engine failure is experienced after passing the final approach fix.
In the event that an aircraft has not been demonstrated for engine inoperative Category III approach capability, or the operator or crew have not been authorized for Category III engine inoperative approaches, then, regardless of flight phase, continuation of an approach in the event of an engine failure is permitted only in accordance with the emergency authority of the pilot to select the safest course of action.
NOTE: For some aircraft configurations, it may be necessary to discontinue the approach after passing the final approach fix or final approach point; re-trim the aircraft for an inoperative engine, and then re-initiate the approach in order to be able to appropriately complete a satisfactory Category III landing.
10.8.5. Engine Failure After Passing Alert Height or Decision Height. If an engine fails after passing the Alert Height or Decision Height, the procedure specified in the airplane flight manual for normal or non-normal operations should be followed. All Category III approvals must consider the case of engine failure at, or after, DH or AH. Standard operations specifications are considered to address this case. "Engine inoperative Category III capability" is not specifically a factor in determining response to this situation.
10.9. New Category III Operators. New operators should follow demonstration period provisions of section 10.5.2. Additionally, typical acceptable minima step down provisions approvable by FAA are as follows:
Starting from Category I Fail - Passive Landing System 100 ft. DH/RVR1000 then 50 ft. DH/RVR600 Fail - Operational Landing System 100 ft. DH/RVR1000 then RVR600, then RVR300 Starting from Category II Fail - Passive Landing System 50 ft. DH/RVR600 Fail - Operational Landing System RVR600 then RVR300 Each runway/procedure not already being used by any operator of a similar type aircraft must be successfully demonstrated by a line service or an evaluation landing using the Category III system and procedures, in Category II or better conditions, for each aircraft/system type (e.g., B767, L1011). Once this capability has been successfully demonstrated by any operator for a particular runway and aircraft
type, subsequent operators may take credit for that demonstration and need not re-demonstrate suitable performance. However, the operator must appropriately address special airports/runways as noted in section 10.7 and the FAA Category II/Category III Status Checklist.
10.10. Credit for Experienced Category III Operators for New Authorizations. Experienced operators are considered to be those operators having successfully completed their initial 6 month/ 100 Category III landing demonstration period, and have current operations specifications authorizing use of lowest applicable or intended Category III minima. Sections 10.10.1 through 10.10.3 below address examples of Category III program changes where "experienced operator" credit may apply.
Operators authorized for Category III using one class of system (e.g., autoland) but who are introducing a significantly different class of system as the basis for a Category III authorization (e.g., manually flown Category III approaches using a HUD) are typically considered to be "New Category III operators" for the purposes of demonstration period provisions and acceptable minima "step down" provisions for that class of system (see section 10.9).
10.10.1. New Airports/Runways. New airports/runways may be added to an experienced Category III operators OpSpecs without further demonstration, if the same or equivalent aircraft/airborne system for the approach are shown on the Category II/III status checklist.
Otherwise, the operator needs to accomplish a line service landing at Category II or better weather conditions to ensure satisfactory performance. Special runways on the FAA Category II/Category III Status Checklist (e.g., irregular terrain runways) may still require special evaluation.
Prior to approval of Category III minima for a particular aircraft type on any facility not formerly approved for Category III use for that type of aircraft, acceptable flight guidance (e.g., autoland, or autoland and rollout) performance if applicable, should be verified. This verification may be made by airline and/or FAA observation of automatic landings during line operations or training flights in weather conditions at or above Category II minima to determine adequacy of the facility for that type aircraft. In certain special cases, as designated by the FAA, where the characteristics of the pre-threshold terrain may induce abnormal performance in certain automatic flight control systems, additional analysis or flight demonstrations in line service may be required for each aircraft type prior to approval of Category III minima.
10.10.2. New or Upgraded Airborne System Capability. Unless otherwise specified by AFS-400, experienced Category III operators may initially use new or upgraded airborne system capabilities/components to the lowest authorized minima established for those systems or components, consistent with the examples provided below. Operators may also request reduced length demonstration periods, consistent with the new airborne systems to be used, FAA FSB requirements, and NAVAIDs, runways, and procedures to be used. Examples of this provision include addition of a new capability such as "engine inoperative" autoland to a system currently approved for "all engine" Category III, or introduction of an updated flight guidance system software version on an aircraft
previously authorized for Category III for that operator. In such cases, the lowest authorized minima may be used, or may continue to be used, without additional demonstration.
10.10.3. Adding a New Category III Aircraft Type. Experienced Category III operators may operate new or upgraded aircraft types/systems, or derivative types, using reduced length demonstration periods (e.g., less than 6 months/100 landings) when authorized by AFS-400. Demonstration requirements are established considering any applicable FAA FSB criteria, applicability of previous operator service experience, experience with that aircraft type by other operators, experience of flightcrews of that operator for Category III and the type of system, and other such factors, on an individual basis. Appropriate minima reduction steps may also be established for an abbreviated demonstration period, consistent with prior operator experience, NAVAID’s and runways used, and procedures to be used, etc. (e.g., newly acquired B757s being added to Category III OpSpecs, in addition to an operator's currently approved Category III A300 and MD-80 fleets).
10.11. Category III Program Status Following Operator Acquisitions/Mergers. Category III operators involved in acquisitions of other operators, or mergers, and their respective CHDO’s, must ensure compatibility of programs. Procedures, airborne systems, runways served and any other relevant issues must be addressed before amending operations-specifications, or advising the surviving or controlling operator of the status of Category III OpSpecs of the acquired or merged operator. If CHDO doubt exists regarding applicability or status of Category III OpSpecs provisions for a resulting new, surviving, acquired, or merged carrier, AFS-400 should be consulted.
10.12. Initiating New Combined Category II and Category III Programs. Unless otherwise specified by AFS-400, Category II and Category III programs may be initiated simultaneously for new operators, or for existing operators currently approved for Category I. Appropriate provisions of both AC 120-29, as amended, and AC 120-28D are used. Operational Suitability Demonstration programs may be simultaneously conducted as long as procedures and systems applicable to both Category II and Category III minima are assessed (e.g., use of Category II DH vs. Category III AH). The lowest authorized minima established during the evaluation program should be as specified in section 10.9.
10.13. United States Carrier Category III Operations at Foreign Airports. An applicant having U.S. Category III approval may be authorized to use Category III minima at foreign airports on the FAA- approved list. Airports are approved and listed when the following conditions are met:
1. The airport is approved for Category III operations by the appropriate foreign airport authority.
2. The visual aids are equivalent to those used for U.S. Category III approaches.
3. Electronic ground aids are at least equivalent to those designated for U.S. Category III approaches.
4. The FAA office having responsibility for the area in which the foreign facility is located has reviewed and verified the conditions in items (1), (2), and (3) above.
The major factors to be considered when approving such airports will be the equivalence with U.S.
standards of the approach light systems, high intensity runway lights, in-runway lights, quality and integrity of the approach and landing guidance systems, runway marking, procedures for reporting runway visibility, and airport surface traffic control. Although it is recognized that the systems at foreign airports may not be exactly in accordance with U.S. standards, it is important that any foreign facilities used for Category III provide the necessary information or functions consistent with the intent of the U.S.
standards. Carriers desiring Category III approvals at foreign airports or runways not on the FAA- approved list should submit such requests through its FAA principal operations inspector to AFS-400, FAA Headquarters, Washington, D.C.
Typically for airports at which JAA rules apply, U.S. operators may expect to receive authorization to use the most restrictive of either the minima in their U.S. authorization for the aircraft type or flightcrew, or the lowest applicable JAA minima for the airport and runway used.
U.S. operators and pilots of aircraft operating internationally should be familiar with any unique provisions applicable to Category III operations at particular airports outside the U.S. As an example, international operators and pilots should be familiar with the need to convert minima specified in one form (e.g., meteorological visibility) to another different but equivalent form (e.g., RVR – see Section
8.6.2.2 and Appendix 7, Standard Operations-Specifications Part C Paragraph C051 for the applicable conversion table).
Figure 10.13-1 provides a checklist for carriers use to facilitate approval of Category II/III operations at facilities listed in the controlling states Aeronautical Information Publication (AIP). It should be used to ensure suitability of the intended facility and to verify conformance or equivalence with U.S. standards at non-U.S. airports. Completion of this checklist must reflect achieved or completed status, not planned actions for the future. For ICAO states that do not maintain an AIP, a copy of the Notice to Airmen (NOTAM), obstruction data, and/or a reliable and regular method of correspondence with the charting services used by U.S. certificate holders must be attached.
FACILITY CHECKLIST FOR CATEGORY II/III (FOR NON-U.S. FACILITIES) AIRPORT (ICAO ID): ________ COUNTRY: ____________ DATE: ____________ Runway: ________ Length: _________ Width: _________ G/S Angle (deg.): ___________ Lowest Minima ________________________ (ft./m) Runway TCH _____________ (ft./m) Special Limitations (if any):
LIGHTING:
Approach _____ TDZ _____ Centerline ____ HIRL ____ Stopbars _____ Other (e.g., PAPI):
MARKINGS:
Runway _______ Taxiway _______ Other (e.g., Taxiway Position) __________ Critical Area Protection Policy (ceiling/visibility or conditions):
LOC ____________________________ G/S ________________________________ METEOROLOGICAL DATA: METAR’s ________ TAF’s ___________ TRANSMISSOMETERS:
(Locations/Lowest RVR reported/readout step increment) Touchdown _______________ Mid _________________ Rollout _______________ OBSTRUCTION CLEARANCE ASSESSMENT COMPLETION DATE: _________________ Verified by: certificate holder ________, “state of the aerodrome” __________, other _______ Irregular terrain a factor (Y/N): _______ Similar type aircraft currently operate (Y/N) ________ NOTAM SOURCE/CONTACT: ___________________________________________________ FIELD CONDITIONS SOURCE/CONTACT ________________________________________ Attached procedure has been developed in accordance with:
FAA Handbook 8260.3B (TERPS) ____ ICAO PANS-OPS Doc. 8168-OPS/611, Vol.-11 ____ Other Criteria Accepted by FAA ____ (indicate criteria) ______________________________ Facility reviewed in accordance with ICAO Manual of All Weather Operations, as revised (DOC 9365/AN910) chapters 3, 5, and 6 DATE REVIEW COMPLETED: _________________ Name: ____________________________ Title: _____________________________ Signature: _________________________ Date: _____________________________ Attachments List:
Figure 10.13 - 1
10.14. Category III Operations on Off-Route Charters. Unless otherwise specified by AFS-400, experienced Category III operators may receive authorization to use Category III minima at United States off-route charter airports and runways as follows:
1) The runway must be on the FAA Category II/Category III status checklist, and not be restricted or require special evaluation (e.g., irregular terrain).
2) The aircraft used must be the same as or equivalent to an aircraft type already using the facility by another FAA certificated operator (e.g., a charter flight could be considered acceptable using an MD-83 with a "-971 Flight Guidance Control System (FGCS)" at a runway which had current Category III operations authorized for an MD-81 of another operator, but with an earlier but similar FGCS version).
3) Pilots must have sufficient information to safely conduct the low visibility operation regarding familiarity with the airport (e.g., SMGC procedures, taxi hold point or gate direction markings, gate location to be used).
4) The OpSpecs must authorize off-route charter Category III procedures, and
5) The CHDO must be advised of the specific airports, aircraft, crew qualifications and any special provisions to be used.
10.15. Approval of Category III Minima and Issuance of Operations Specifications.
Applicants should submit documentation requesting approval of Category III weather minima to the FAA Certificate Holding District Office (CHDO) or Flight Standards District Office (FSDO) responsible for that operator's certificate. The application should demonstrate compliance with the appropriate provisions of applicable sections of this AC, particularly sections 7 through 12. Proposed operations specifications provisions should be included with the application.
The operators application documentation should be evaluated by the CHDO/FSDO and forwarded, with any recommendations, to the Technical Programs Division, AFS-400, FAA Headquarters, Washington, D.C., for review and concurrence. This review and concurrence is necessary prior to CHDO approval of Category III minima.
Following AFS-400 concurrence, OpSpecs authorizing Category IIIa or Category IIIb minima may be issued (see Appendix 7 for sample Operations Specifications examples).
During the period following the issuance of new or revised operations specifications for Category III (typically 6 months), the operator must successfully complete a suitable operations demonstration and data collection program in "line service" for each type aircraft, as the final part of the approval process.