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7.16.1. Autoland Qualification. Unless otherwise specified by FAA in OpSpecs, autoland qualification for Category I or II may be completed through use of Level A, B, C, or D simulation, or by observation of an autoland during IOE. When using simulation, at least one normal autoland and one autoland with a failure or non-normal condition requiring pilot intervention or takeover should be completed.
7.16.2. Head Up Display Qualification.
a. Category I or II, or Category I and II.
(1) An acceptable list of flight training events for Category I, or Category II, or Category I and II qualification is shown below.
(2) For qualification, the PF (usually the Captain) and PNF (usually the F/O) should each accomplish their respective duties. It is desirable but not required that the PNF receive at least some exposure to use of the HUD as PF, in order to be familiar with its operation, its characteristics, and its limitations.
Takeoffs:
• Two Takeoffs (RVR at lowest authorized minima - e.g., RVR 300)
• One with an engine failure leading to continuation
• One with any failure leading to an RTO
• One windshear event during takeoff
Landings:
• Five for the lowest Category I or Category II qualification as applicable (three with, two without failures)
• Five Missed Approaches/balked landings due to a failure
• One Circling approach (non ILS/GLS/MLS)
b. Simultaneous Category I/II/III qualification (also see AC120-28D).
(1) An acceptable list of flight training events for Simultaneous Category I/II/III qualification is shown below.
(2) The PF / PNF should each accomplish respective duties as in paragraph a. above. In addition, it is appropriate that the PNF receive at least limited exposure to use of the HUD as PF. The number of events for the PNF, however, may be determined by the operator considering the experience and familiarity of the PNF with HUD operations.
Landings:
• Two Category I (one with, one without failure)
• One Category II (with or without a failure)
• Five Category III (three with, two without failures)
• Five Missed Approaches/balked landings due to a failure
• One Circling approach (non ILS/GLS/MLS), if applicable for that operator
7.16.3. RNAV Approach Qualification.
a. Requirements to conduct RNAV approaches (e.g., for /E or /F qualified airplanes, or RNP qualified aircraft) that already routinely use LNAV/VNAV autoflight modes, are as follows:
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(1) The flightcrew must know how to properly use the applicable navigation system(s) for the particular types of approaches to be flown. This is typically addressed in training as a flight crewmember initially qualifies to fly a particular type or variant.
(2) The flightcrew should have, know, or be able to do each of the items below.
(a) Have access to the appropriate instrument chart(s) (e.g., SID, STAR, or approach plates) for the applicable procedures,
(b) Know how to properly load the procedure(s) and any associated transitions, string related waypoints, address discontinuities, enter associated data (e.g., path constraints, altitude constraints, speed constraints, winds, anti-ice initiation altitudes), and
(c) Know how to properly fly the procedure(s) (e.g., operate the aircraft to properly stay on the designated LNAV and VNAV path, and meet constraints, regardless of autoflight mode(s) selected for use, or unexpected mode changes or reversions).
(3) The flightcrew must know how to properly apply applicable flight information (e.g., NOTAMs), if any, for the navigation system and route of flight (e.g., to properly deselect relevant NAVAIDs that are out of service, or could otherwise cause a problem such as a map shift, if they could adversely and significantly degrade navigation system performance).
(4) The flightcrew must know how to apply or accomplish any routine or special flight deck procedures specified by the operator for the approach type used or for the particular approach to be flown, including:
(a) Tuning or setting associated radios, altimeters, radar altimeters,
(b) Setting reference bugs and MCP altitudes, speeds, or headings,
(c) Selecting or arming appropriate AFDS modes,
(d) Performing any necessary navigation performance/map validity verification checks, using some acceptable method to the operator, to ensure suitable navigation performance. Examples of acceptable verification methods typically include:
i. A crosscheck of FMS position with raw data prior to passing a FAF or FAP,
ii. A crew assuring that the FMS is using an acceptable updating mode during the descent check
(e.g., DD IRS (3)), and no map shift is evident prior to passing the FAF or FAP,
iii. Periodically monitoring raw data navigation information for consistency with RNAV position information that is displayed on the PFD or ND, or
iv. Comparison of RNAV position or other parameters (e.g., radio altitude at a known waypoint or position) with other independent sources of acceptable position information (e.g., Crosscheck an LNAV path with a path depicted by radar or TAWS, if applicable) which ensures the validity of the navigation system position estimate
(e.g., cross checking VNAV with radio altitude, if applicable).
v. Know how to verify navigation data base loads for currency, and verify waypoint and critical waypoint validity, if applicable. Know how to verify appropriate levels of RNP, ANP, EPE, as applicable. Know how to verify suitable sensor performance if applicable (e.g., Acceptable IRS drift rate performance, DME-DME, VOR-DME or GPS updating).
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(e) Configuring the aircraft at appropriate times, or in conjunction with ATS clearances (speed intervention adjustments), and addressing or otherwise appropriately responding to related aircraft or system status annunciations, advisories, alerts, cautions, or warnings.
(5) The flightcrew must be familiar with any unique issues particular to a specific approach or family of approach procedures (e.g., proper use of RNP (if applicable) for each particular approach or missed approach segment, or any special flight guidance procedures or actions necessary to accomplish the procedure(s) such as with the flight director, autopilot, autothrottle, or FMS).
(6) The operator must have the pertinent OpSpecs paragraph and the flightcrew must be aware of any operationally significant OpSpec provisions that relate to the procedures to be flown.
b. The above provisions may be addressed through initial or revised FCOM material, briefing bulletins, demonstrations, having crews accomplish typical procedures during scheduled PC/PT or AQP events, or as briefing emphasis items during IOE.
c. Each operator should ensure that effective methods are used to implement applicable RNAV or RNAV/RNP procedures to ensure that in line operations each pilot can perform assigned duties reliably, and expeditiously for each procedure to be flown, both in normal circumstances, and for probable non-normal circumstances (e.g., engine failure and other representative QRH, or equivalent, non-normals).
d. The best method or method(s) to be used by a particular operator to ensure competency in flying RNAV or RNAV/RNP procedures may vary significantly from operator to operator. Methods, level, and extent of training and checking, and recency may depend on the type of procedures used by the operator, the aircraft/FMS types and any autoflight systems used, level of familiarity or experience of crews with the FMS, autoflight, and the RNAV or RNAV/RNP procedures used, the complexity and criticality of procedures to be flown, and the environment in which the procedures are flown.
e. The CHDO (assigned POI/APM) may determine any credit allowed for an operator, or additional constraints determined necessary for that operator based on the above factors, and considering any provisions described in the applicable FSB report for the type.
7.16.4. Category I or II Operations with an Engine Inoperative.
a. Category I.
(1) For a Category I approach with inoperative engine(s), appropriate training should be completed to ensure that pilots, and dispatchers if applicable, can properly identify and select the nearest adequate or suitable airport (2 engine aircraft), or a safe airport (3 or more engine aircraft) pertinent to OpSpecs and Federal Aviation Regulations, to safely conduct an engine(s) inoperative landing. The flightcrews, and dispatchers if applicable, should have and demonstrate knowledge of factors influencing selection of a suitable airport for landing and safe completion of the approach considering factors such as the following:
(a) Engine (or engines) inoperative aircraft configuration (e.g., degree of thrust asymmetry, appropriate flap settings, adjusted reference speeds, remaining reverse thrust capability and use),
(b) Other potentially affected aircraft systems (e.g., electrical or hydraulic),
(c) Weather Conditions (winds, turbulence, ceiling and visibility, RVR, icing, windshear, crosswind or tailwind components, recency and accuracy of weather information),
(d) Use of appropriate minima for the configuration and possible need for adjustment of approach and landing minima to suit the particular circumstances,
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(e) Special minima considerations that might be appropriate (e.g., engine-out missed approach obstacle or terrain assurance and balked landing obstacle avoidance considerations, consideration of subsequent engine failure (aircraft with more than 2 engines)),
(f) Selection of most favorable NAVAIDs, runway, or runway conditions (e.g., regarding braking friction, clutter),
(g) Availability of emergency services,
(h) Airport and procedure familiarity,
(i) Nearby terrain or obstruction considerations,
(j) MEL status, and
(k) Pilot recency of experience.
(2) Operators should at least be familiar with the factors listed above, and should provide the necessary training to flightcrews, and dispatchers if applicable, to address the above factors or issues considering that an engine failure may occur during or after takeoff, while en route, prior to approach, after passing the final approach fix, at or below MDA(H) or DA(H) leading to either a landing or go-around, or during missed approach.
b. Category II. For Category II the factors listed above for training and qualification for Category I should be considered, and in addition the following should be addressed. For crews authorized to initiate a Category II approach with an inoperative engine either through Category II flight planning or dispatch procedures or for engine failures which occur en route, appropriate training should be completed to ensure that crews can properly apply the provisions of paragraphs 5.17.1 or 5.17.2. For airlines that do not authorize the initiation of a Category II approach with an engine inoperative as an approved procedure, crews should at least be familiar with the provisions above for Category I and provisions of paragraphs 5.17.3, 5.17.4, and 5.17.5 regarding an engine failure after passing the final approach fix.
7.16.5. Enhanced Vision Systems (EVS), Synthetic Vision Systems (SVS), or Independent Landing Monitor (ILM). Training required for enhanced vision systems or synthetic vision systems, or independent landing monitor may be specified by FAA based on successful completion of proof of concept testing, as applicable. Pertinent requirements are as specified in the applicable FSB report.
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8. AIRPORTS, NAVIGATION FACILITIES, AND METEROLOGICAL CRITERIA. U.S. and non-U.S.
airports and runways authorized for Category I and II are those either having published part 97 SIAPS, or as otherwise specified on the FAA AFS-400 “Category II status checklist” (Order 8400.8). Requests for authorization to use other airports/runways should be coordinated with AFS-400, through the operator’s CHDO.
8.1. Use of Standard Navigation Facilities.
a. U.S. Category I approaches may be approved as published by part 97 SIAPS or as special procedures in OpSpecs
b. Category II operations may be approved on standard U.S. or ICAO navigation facilities as follows:
(1) U.S. ILS facilities for which part 97 Category II procedures are published;
(2) Other U.S. ILS facilities deemed acceptable by AFS-400 for the type of aircraft equipment and minima sought;
(3) Non-U.S. 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 II by the “State of the Aerodrome;” and
(4) Category II operations require facilities assessed and classified at least through point D (e.g., II/T/2).
8.2. Use of Other Navigation Facilities or Methods. Category I or II operations may be approved using other types of navigation facilities or using other acceptable position fixing and integrity assurance methods, if proof of concept demonstrations acceptable to FAA are successfully completed:
a. Other U.S. facilities approvable for Category I and II (MLS, DGPS, or ILS used in conjunction with an acceptable aircraft integrity assurance system, etc.) are as determined acceptable by AFS-400;
b. Non-U.S. ILS facilities meeting acceptable criteria other than ICAO (e.g., JAA) may be used as determined to be acceptable by AFS-400;
c. Operations may be approved using other types of navigation facilities or using other acceptable position fixing and integrity assurance methods, if proof of concept demonstrations acceptable to FAA are successfully completed;
d. Other U.S. facilities approvable for Category II (e.g., MLS, DGPS, Type I ILS used in conjunction with an acceptable aircraft integrity assurance system) are as determined acceptable by AFS-400; and
e. Non-U.S. 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 for Category I is as specified by Standard OpSpecs, part 97 SIAPS, or any special provisions or procedures identified in OpSpecs.
a. Lighting used for Category II must include the following systems, or ICAO equivalent systems, unless approved by AFS-400 (e.g., special provisions for Non-U.S. airports) or specific aircraft systems such as HUD or autoland:
• U.S. Standard ALSF 1 or ALSF 2 approach lights;
• U.S. Standard Touchdown Zone Lights;
• U.S. Standard Runway Centerline Lights; and
• U.S. Standard High Intensity Runway Lights.
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b. Exceptions to the above lighting criteria may be authorized only if an equivalent level of safety can be demonstrated by an alternate means (e.g., substitution for required approach lighting components due to use of an approved aircraft system providing equivalent information or performance, such as use of an autoland system, head up display (HUD) with inertially augmented flight path vector display), or availability of redundant, high integrity, computed or sensor based (e.g., high resolution radar) runway information, suitably displayed to a pilot.
8.4. Marking and Signs. Marking and signs for Category I procedures with visibilities less than 3/4 statute mile (RVR 4000) are as specified by the FAA for precision approach runways in the 150/5300 series ACs, except as otherwise authorized by AFS-400.
a. Airports approved for Category II must include the following runway and taxiway markings and airport surface signs, or ICAO equivalent, unless approved by AFS-400 (e.g., for Non-U.S. airports):
(1) U.S. Standard Precision Instrument Runway Markings,
(2) U.S. Standard Taxiway edge and centerline Markings, and
(3) Runway signs, taxiway signs, hold line signs, taxiway reference point markings (if required by SMGCS), and NAVAID (ILS) critical area signs and markings.
b. For Category II, markings and signs must be in serviceable condition, as determined by the operator or FAA 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 System (SMGCS) Plans.
a. Surface movement guidance and control plans are recommended for operations below Category I. Where such plans are used, Operators intending authorization for Category II should coordinate with the airport authority regarding the use of a SMGCS plan prior to OpSpec authorization for that airport. Equivalent coordination should also be completed at non-U.S. airports if such a plan is used by that airport.
b. U.S. airports conducting takeoff or landing operations below 1,200 ft. RVR 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), follow-me services, towing, and marshaling.
c. AC 120-57 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.
d. For low visibility operations requiring a SMGCS plan, separation of at least 500 ft should typically exist between the centerline of any runway to be used and the centerline of any adjacent taxi way. When this runway to taxiway distance is less than 500 ft, an on-site evaluation on a case by case basis may be appropriate to establish SMGCS procedures.
8.6. Meteorological Services and RVR.
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8.6.1. Meteorological Services. For Category I, standard meteorological reporting required by part 121 and 135 is acceptable. For Category II, appropriate meteorological service (e.g., RVR, RVV, METAR, TAF, Braking Action, NOTAM, etc., reports, as applicable) are necessary for each airport/runway intended for use by an operator for Category II, unless otherwise approved by AFS-400. Non-U.S. facilities should meet criteria of ICAO Doc 9365/AN910, second edition, or later.
8.6.2. RVR Availability and Use Requirements.
8.6.2.1. RVR Availability.
a. For Category II, RVR availability requirements for touchdown zone (TDZ), mid runway (MID), and ROLLOUT RVR (or a corresponding international equivalent location) 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 requirement for U.S. Operators at international locations may be approved on a case by case basis by AFS-400, if an equivalent level of safety can be established. Factors considered due to local circumstances at foreign airports may include minima requested, landing field length requested, characteristics of prevailing local weather conditions, location of RVR sites or RVR calibration, availability of other supporting weather reports on nearby runways, etc.
b. Aircraft requiring a landing or takeoff distance in normal operation (using operational braking techniques) less than 4000 ft may be approved to use a single TDZ, MID, or ROLLOUT RVR report as applicable to the part of the runway used. For such operations, RVR values not used are optional and advisory, unless the aircraft operation is planned to take place on the part of the runway where a MID or ROLLOUT RVR is located.
8.6.2.2. RVR Use. In general, the controlling RVR for Takeoff, Landing and Rollout are as follows:
a. Take-off:
(1) Where visibility minima are applicable, visibility must be reported sufficiently close to the takeoff runway to be considered valid or applicable. The determination of acceptability, if not otherwise addressed by FAA, may be determined by the operator or CHDO.
(2) Where RVR minima are applicable, RVR must be reported, and the RVR minimum value is considered to be controlling at each relevant RVR reporting point. The RVR/Visibility representative of the initial part of the take-off may be replaced by pilot assessment. For take-off operations the relevant RVR refers to any portion of the runway that is needed for takeoff roll, including that part of the runway that may be needed for a rejected take-off.
b. Landing.
(1) Where visibility minima are applicable, visibility must be reported sufficiently close to the landing runway to be considered valid or applicable. The determination of acceptability, if not otherwise addressed by FAA, may be determined by the operator or CHDO. Where RVR is used, the controlling RVR for all Category I operations is the touchdown RVR. All other readings, if any, are advisory.
(2) The controlling RVR for Category II (for Category III see AC 120-28D) with or without rollout guidance control system is the TDZ RVR or equivalent. Mid and rollout RVR are advisory, unless otherwise specified in OpSpecs.
NOTE: An acceptable alternate set of OpSpecs specifying minimum values for MID and ROLLOUT RVRs may be provided for airplanes without a rollout guidance or control system. If determined appropriate by the FAA, and agreed to by the operator, TDZ, MID, and ROLLOUT may be specified as controlling. MID RVR, if relevant, may not be less than 400-ft. (125-meters). ROLLOUT RVR, if relevant, may not be less than 300-ft. (75-meters). For landing operations, the relevant RVR refers to the portion of the runway that is needed for landing down to a safe taxi speed (typically below 60-knots for large turbojet aircraft).
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(3) “Inoperative RVR” requirements for dispatch or continuation of a particular flight operation are as specified in standard OpSpecs Part C, or any special OpSpec provision unique to a particular operator. Unless otherwise approved, in special OpSpecs provisions, the controlling RVR must be operating for all operations based on RVR minima.
c. RVR use by Operators and pilots (controlling and advisory RVR reports) is as specified in standard OpSpecs Part C (see Appendix 7). Since RVR reports can be influenced by runway light step settings, Operators should be familiar with and pilots should be familiar with and appropriately request adjustments to light step settings if necessary, to ensure best visual reference and to appropriately affect RVR reported values.
8.6.2.3. Alternate RVR Requirements for Short Field Length Operations. When approved as an exception in OpSpecs, aircraft capable of certificated landing or takeoff distance of less than 4000 ft (using operational braking techniques) may be approved to use a single TDZ, MID, or ROLLOUT RVR as applicable to the part of the runway used. For such operations, RVR values not used are considered to be optional and advisory, unless the aircraft operation is planned to take place on the part of the runway where a MID or ROLLOUT transmissometer is located.
8.6.2.4. International RVR Reporting and Use Equivalence Considerations. For RVR reporting and use outside of the United States, where international transmissometer locations may be specified by terms or locations other than TDZ, MID, or ROLLOUT as is done in the United States (e.g., International transmissometer locations A, B, C, D, or 1, 2, 3, 4), the operator may appropriately equate international transmissometer locations and reports to equivalent U.S. transmissometer positions and reports for the purpose of applying OpSpecs provisions. This applies to transmissometers installed, available, reports, or controlling minima determinations. Unless specifically precluded from doing so by the State of the Aerodrome, Airport Authority, or FAA, where the number of transmissometers available on a runway is different internationally than typically is available in the United States (e.g., 4 RVR locations on a runway internationally versus 3 in the United States), the operator may determine equivalent suitability of RVR availability, reporting, or minima controlling locations. The operator may correspondingly specify suitable equivalent RVR provisions for flightcrew use. When making such a determination the operator should consider the applicable portions of the runway used by the aircraft type(s) in question for touchdown and landing rollout. For takeoff, the operator should consider portions of the runway used both for a continued takeoff and for a rejected takeoff. The operator may also specify acceptable RVR substitutions that may be made for inoperative transmissometers or missing reports. However, for any such determinations, RVR coverage and reporting should be available that is at least equivalent to that which would be otherwise be permitted at authorized U.S. airports.
8.6.3. Pilot Assessment of Takeoff Visibility Equivalent to RVR. (See also 4.2. b and c). In special circumstances, provisions may be made for pilot assessment of takeoff visibility equivalent to RVR to determine compliance with takeoff minima. Provisions to authorize pilot assessed RVR is provided through Standard Operations Specifications. A pilot may assess visibility at the take off position in lieu of reported TDZ RVR (or equivalent) IAW the requirements detailed below:
a. TDZ RVR is inoperative, or is not reported (e.g., TDZ RVR inoperative, ATS facility is closed); or
b. 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 inoperative or inaccurate); and
c. Pertinent markings, lighting, and electronic aids are clearly visible and in service (e.g., no obscuring clutter);
and
d. The 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
e. 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 300 RVR (90m); and
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f. A suitable report of the pilot’s determination of visibility is forwarded to ATS or to the operator, as applicable
(e.g., if an ATS facility is available and providing ATS services, or if the operator elects to receive such reports).
NOTE: A suitable report of a pilot’s determination of visibility provided to ATS or to the operator is intended to facilitate other operations and timely distribution of meteorological information. It is not intended to be a verification of minima or limit or restrict minima for the aircraft making the report.
8.7. Critical Area Protection. Airports and runways used for Category I and II 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 in the U.S. AIM and FAA Order 7110.65 are required. Procedures consistent with ICAO DOC 9365/AN910 are acceptable for non-U.S. facilities. Where uncertainty regarding acceptability of non-U.S. airport procedures is a factor, Operators or CHDOs should contact AFS-400 (e.g., for non-U.S. airports and runways listed on the FAA Category II status checklist where doubt exists regarding adequacy of procedures encountered in routine operations) for follow-up.
8.8. Operational Facilities, Outages, Airport Construction, and NOTAMs. For operations to be initially authorized, operations to continue to be authorized, an aircraft to be dispatched with the intention of using a facility described above, or an aircraft to continue to its destination or an alternate with the intent of completing a Category I and II instrument approach procedure, Operators must consider the status of components identified in 8.1 through
8.7 above, as necessary for Category I or II (NAVAIDs, standby power, lighting systems, etc.) and take appropriate action for inoperative components. The following guidelines are considered acceptable unless otherwise precluded in OpSpecs:
a. Outer, Middle, or Inner marker beacons may be inoperative unless a Category I or II operation is predicated on their use (e.g., a DH is predicated on use of an Inner Marker due to irregular terrain, the aircraft system requires use of a marker beacon for proper function).
b. 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, VGSI, RAIL, etc. may be inoperative; lights may not be completely obscured by snow or other such contaminants if necessary for the operation (e.g., night).
c. 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.
d. NOTAMs for NAVAIDs, facilities, lighting, marking, or other capabilities must be appropriately considered for both dispatch, and for continued flight operations intending to use a Category I or II procedure. Operators and flightcrews must respond appropriately to NOTAMs that could adversely affect the aircraft system operation, or the availability or suitability of Category I or II procedures at the airport of landing, or any alternate airport intended for Category I and II.
e. An operator may make the determination that a NOTAM does not apply to the aircraft system and procedures being used for a particular flight if the safety of the operation can be ensured, considering the NOTAM and situation.
8.9. Use of Military Facilities. Military facilities may be used for Category I and II if authorized by DOD, and if equivalent criteria are met as applicable to U.S. civil airports.
8.10. Special Provisions for Facilities Used for ETOPS or EROPS Alternates. In addition to criteria specified above, an airport used as an ETOPS or EROPS Category II engine-out alternate should meet the following criteria:
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a. Sufficient information about pre-threshold terrain, missed approach path terrain, and obstructions must be available so that an operator can ensure that a safe Category II landing can be completed, and that an engine-out missed approach can be completed from the specified DH.
b. Sufficient meteorological and facility status information must be available so that a diverting flightcrew, and dispatcher if applicable, can receive timely status updates on facility capability, weather/RVR, wind components, and braking action reports (if applicable), if conditions could or would adversely affect a planned Category II landing during the period of an ETOPS or EROPS diversion.
c. For any alternate airports not routinely used in normal operations by that operator’s flightcrews (e.g., Keflavik, Iceland - BIKF), sufficient information should be provided for flightcrews, or dispatchers if applicable, to be familiar with relevant low visibility and adverse weather characteristics of that airport that might have relevance to an engine-out diversion operation (e.g., unique lighting or markings, any nearby obstructions or frequently encountered local windshear or turbulence characteristics, meteorological report, braking report, and NOTAM interpretation, appropriate ground taxi route and gate location information, emergency services available).
8.11. Alternate Minima. Use of alternate minima are specified in Standard OpSpecs Part C paragraph C055. For applicability of “engine inoperative Category II” capability see paragraph 10.8.
a. Paragraph C055 is issued to all part 121 and part 135 Operators who conduct IFR operations with airplanes.
This paragraph provides a three-part table from which the operator, during the initial dispatch or flight release planning segment of a flight, derives alternate airport IFR weather minimums in those cases where it has been determined that an alternate airport is required.
b. The first part of the table is for airports with at least one operational navigational facility providing a straightin non precision approach procedure, or a straight-in precision approach procedure, or, when applicable, a circling maneuver from an instrument approach procedure. The required ceiling and visibility is obtained by adding 400 ft.
to the Category I HAT or, when applicable, the authorized HAA and by adding 1 sm to the authorized Category I landing minimum, etc.
c. Special provisions for Category II and Category III engine-out capability are listed in the third part of the table for airports with at least two operational navigational facilities, each providing a straight-in precision approach, including a precision approach procedure to Category II DA(H) or Category III. The required ceiling and visibility is obtained by adding 200 ft. to the respective lowest Category II or Category III touchdown zone elevation of the two approaches used and by adding RVR 1200 to the lowest authorized minimum.
8.12. Dispatch or Release to Airports that are Below Landing Minima.
a. In certain instances, an operator may dispatch or release an airplane under instrument flight rules when conditional language of the weather forecast states that the weather at the destination and/or alternate airport could be below the authorized weather minimums. This is to permit aircraft to begin a flight if there is a reasonable expectation that at or near the expected time of arrival at the destination airport, weather conditions are expected to permit a landing at or above landing minima.
b. Dispatch or release to such airports is typically authorized by exemption and is considered acceptable under the terms and limitations of the exemption and if the following conditions are met:
(1) All requirements are met to use the landing minimum at the destination airport and at each alternate airport on which the dispatch or release is predicated (e.g., aircraft, crew, airport facilities, NAVAIDs).
(2) If Alternate minima credit is applied based on availability of Category II capability, or engine inoperative Category II capability, then each of the airborne systems otherwise applicable to the use of that capability must be available at the time of dispatch or release (e.g., flight guidance system, thrust reverse capability, as applicable to the aircraft type and Category II authorization for that operator)
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(3) ETA at the destination airport considers any necessary holding fuel that may be required while the aircraft waits for weather improvement.
(4) Air Traffic conditions are considered for potential delay due to other aircraft arrivals or departures at the destination airport and at each alternate airport.
(5) At least two qualifying alternates are available, the first of which considers the aircraft flying to the below minima intended destination, then holding for a time as determined by the operator awaiting approach or weather improvement, then flying to the closest alternate, then completing an approach and missed approach at that airport, and then flying to the second alternate and landing with appropriate reserve fuel.
8.13. Temperatures and Temperature Extremes.
a. The operator should address appropriate flightcrew and dispatch (if applicable) use of temperature in degrees C, degrees F, and conversion between C and F, if necessary.
b. The operator should address appropriate flightcrew and dispatch (if applicable) use of procedures to compensate for extremely cold temperatures, if necessary (e.g., below -22F/-30C - See also paragraphs 4.3.1.1 item g, 4.3.4. c., 6.2.13, and 7.1.3. items d and h).
c. The operator should address appropriate flightcrew and dispatch procedures (if applicable) for use of temperatures near or possibly beyond the AFM range, if operations are necessary or are reasonably expected to be conducted at or near AFM limits (e.g., runway temperatures near or above 120 degrees F or near or below -54 degrees F).
8.14. Pressures and Unusually High or Low Pressures.
a. The operator should address appropriate flightcrew and dispatch procedures (if applicable) for identification of and appropriate setting and use of QNH, QNE, and QFE (if used). This should include emphasis on distinguishing appropriate use of metric versus non-metric units for altimeter settings as used by that operator (e.g., hectopascals (HPa), millibars (MB), or inches (in)). Emphasis should be placed on assuring use of proper settings for easily confused values for altimeter settings, particularly when abbreviated settings are used in ATS radiotelephony, ATIS messages, or checklists (e.g., “altimeter 993” being mistakenly confused for 29.93 inches instead of 0993 HPa when the appropriate units are metric).
b. The operator should address any appropriate flightcrew and dispatch procedures (if applicable) for unusually low pressures if necessary for safe operations (e.g., unusable altitudes or flight levels of instrument procedures).
c. The operator should address appropriate flightcrew and dispatch procedures (if applicable) for use of transition Level and transition altitude.
d. If applicable, the operator should address appropriate flightcrew and dispatch procedures or limitations, as necessary, for use of VNAV in states using QFE for approach.
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9. CONTINUING AIRWORTHINESS / MAINTENANCE.
9.1. Maintenance Program General Provisions. As approved by FAA, each operator should have an approved continuous airworthiness maintenance program (CAMP) in place. The approved CAMP should include any necessary provisions to address lower landing minima (LLM), or low visibility takeoff, IAW the operator’s intended operations and the manufacturers recommended maintenance program. An LLM program may be an extension of a CAMP. A maintenance program should consider any applicable MRB requirements or equivalent requirements
(e.g., AD’s, mandatory service bulletins) that may relate to low visibility operations. Emphasis should be on maintaining and ensuring total system performance, accuracy, availability, reliability, and integrity for the intended low visibility operations.
9.2. Maintenance Program Requirements. The maintenance program should be compatible with an operator’s organization and ability to implement and supervise the program. Maintenance personnel should be familiar with the Operators approved program, their individual responsibilities in accomplishing that program, and availability of any resources within or outside of the maintenance organization that may be necessary to ensure program effectiveness
(e.g., getting applicable information related to the manufacturer’s recommended maintenance program, getting information referenced in this AC such as service bulletin information).
a. Provision for low visibility operations may be addressed as a specific program or may be integrated with the general maintenance program.
b. Regardless of whether the maintenance program is integrated, or is designated as a specific program for LLM, the maintenance program should at least address the following:
(1) Maintenance procedures necessary to ensure continued airworthiness relative to low visibility operations.
(2) A procedure to revise and update the maintenance program.
(3) A method to identify, record, or designate personnel currently assigned responsibility in managing the program, performing the program, maintaining the program, or performing quality assurance for the program. This includes identification of any contractor or sub-contractor organizations, or where applicable, their personnel.
(4) Verification should be made of the lower landing minima systems and configuration status for each aircraft brought into the maintenance or lower minimum program. Unless otherwise accepted by FAA, each aircraft should meet relevant criteria specified by the applicable aircraft manufacturer or avionics manufacturer for associated systems and equipment (e.g., Valid U.S. Type Certificate (TC), appropriate Supplementary Type Certificate (STC) records and compliance, assessment of status of any engineering orders, Airworthiness Directives (AD), service bulletins or other compliance).
(5) Identification of modifications, additions, and changes which were made to qualify aircraft systems for the intended operation or minima, if other than as specified in the AFM, TC or STC.
(6) Identification of maintenance requirements and log entries necessary to change minima status.
(7) Any discrepancy reporting procedures that may be unique to the low visibility program. If applicable, such procedures should be compatibly described in maintenance documents and operations documents.
(8) Procedures that identify, monitor, and report lower minimum system and component discrepancies for the purpose of quality control and analysis.
(9) Procedures that define, monitor, and report chronic and repetitive discrepancies.