Appendix 6
(c) Runway markings.
(d) Runway guard lights.
(e) Taxiway centerline lights.
(f) Taxiway clearance bar lights.
(g) Taxiway signs.
(h) Taxiway markings.
For Special Category II procedures authorized through OpSpecs, NAVAID, lighting, and marking monitoring may be authorized for each operator if a procedure is equivalent to the above provisions, and is approved by FAA considering use by each applicable operator.
d. Critical Areas. Obstacle-critical areas will be marked and lighted to ensure that ground traffic does not violate critical areas during specified operations. These areas may differ depending on the type of NAVAIDs used.
Procedural methods may be used for Special Category II procedures, if assurance can be provided that critical areas can be suitably protected for each operator using the special procedure.
(1) Glide Path Critical Area. The glide path critical area for ILS installations is specified in FAA Order 6750.16B, as amended. The glide path critical area of the elevation antenna for MLS installations is specified in FAA Order 6830.5, as amended.
(2) Localizer Critical Area. The localizer critical area for ILS installations is specified in FAA Order 6750.16B, as amended. The Azimuth Antenna critical area for MLS installations is specified in FAA Order 6830.5, as amended.
4. OBSTACLE CLEARANCE CRITERIA. Unless otherwise specified by AFS-1 the criteria found in FAA Orders 8260.3B and 8260.36 or this AC should be used to establish Category II minimums for each new ILS, MLS, or GLS based procedure. Order 8260.3B TERPS criteria may be used for previously established ILS systems.
Appendix 5 of this AC contains guidance for RNP final approach and missed approach segments.
Appendix 7 APPENDIX 7 Standard Operations Specifications
1. General. This appendix provides samples of standard operations specifications (OpSpecs) provisions typically issued for operations described in this AC. Standard OpSpecs are developed by the Federal Aviation Administration (FAA) Flight Standards Service, Washington D.C., and are issued by certificate holding district offices (CHDO) to each specific operator. CHDOs incorporate any necessary specific information applicable to that operator, to that operator’s fleet of aircraft, or to that operator’s specific operational environment or requirements (e.g., areas of operation).
OpSpecs specify limitations, conditions, and other provisions which Operators must comply with to comply with Title 14 of the Code of Federal Regulations (14 CFR). Standard OpSpecs are normally coordinated with industry prior to issuance to ensure a mutual and clear understanding of content and applicability and to pre-determine the effect they may have on operations. After appropriate coordination, new standard provisions, or amendments to existing provisions, are incorporated into the FAA’s computer-based OpSpecs program used by field offices.
Use of standard OpSpecs provisions facilitates application of equivalent safety criteria for various operators, aircraft types, and operating environments. Occasionally, it may be necessary to issue OpSpecs provisions that are non-standard because of unique situations not otherwise addressed by standard provisions. Non-standard OpSpec provisions may be more or less restrictive than standard provisions, depending on the circumstances necessary to show appropriate safety for the intended application. Nonstandard OpSpecs provisions typically should not be contrary to the provisions of standard paragraphs. In cases when a non-standard paragraph is more or less restrictive than a standard paragraph, appropriate justification must be provided.
The following Standard OpSpec paragraphs are provided:
Part A - General A002 Definitions and Abbreviations Part C - Airplane Terminal instrument Procedures and Airport Authorizations and Limitations C051 Terminal Instrument Procedures C052 Basic Instrument Approach Procedure Authorizations -- All Airports C053 Straight-in Category I Approach Procedures other than ILS, MLS, or GPS and IFR Landing Minimums - All Airports C054 Special Limitations and Provisions for Instrument Approach Procedures and IFR Landing Minimums C055 Alternate Airport IFR Weather Minimums C056 IFR Standard Takeoff Minimums, Part 121 Operations -- All Airports C059 Category II Instrument Approach and Landing Operations C061 Flight Control Guidance Systems for Automatic Landing Operations Other Than Category II and III C062 Manually Flown Flight Control Guidance Systems Certified for Landing Operations Other Than Category II or III C074 Straight-in Category I Precision Approach Procedures and IFR Landing Minimums - All Airports All Airports.
C075 CAT I Landing Minimums - Circling Approach Procedures C076 Category I IFR Landing Minimums -- Contact Approaches C078 IFS Lower Than Standard Takeoff Minimums, 14 CFR Part 121 Airplane Operations - All Airports C090 Required Navigation Performance (RNP)
Appendix 7
2. 14 CFR Part 121 Operations Specifications - PART A. The following pertinent excerpts are provided from Operations Specifications Part A:
Instrument Approach Categories are defined as follows:
Category I An instrument approach or approach and landing with a decision altitude (height) or minimum descent altitude (height) not lower than 60 m (200 ft) and with either a visibility not less than 1/2 statute mile (800m), or a runway visual range not less than 550 m (1800 ft).
Category II An instrument approach or approach and landing with a decision height lower tha n 60 m (200 ft) but not lower than 30 m (100 ft) and a runway visual range not less than 350 m (1200 ft).
Category III An instrument approach or approach and landing with a decision height lower tha n 30 m (100 ft), or no decision height, or a runway visual range less than 350 m (1200 ft).
Category IIIa An instrument approach and landing with a decision height lower than 30 m (100 ft), or no decision height and a runway visual range not less than 200 m (700 ft).
Category IIIb An instrument approach and landing with a decision height lower than 15 m (50 ft), or no decision height and a runway visual range less than 200 m (700 ft) but not less than 50 m (150 ft).
Category IIIc An instrument approach and landing with or without a decision height, with a runway visual range less than 50 m (150 ft).
Other related definitions as follows:
Class I Navigation. Class I navigation is any en route flight operation or portion of an operation that is conducted entirely within the designated Operational Service Volumes (or International Civil Aviation Organization (ICAO) equivalent) of ICAO standard airway navigation facilities (VHF Omni-directional Radio Range (VOR), VOR/Distance Measuring Equipment (DME), NDB). Class I navigation also includes en route flight operations over routes designated with an “MEA GAP” (or ICAO equivalent). En route flight operations conducted within these areas are defined as “Class I navigation” operations irrespective of the navigation means used. Class I navigation includes operations within these areas using pilotage or any other means of navigation which does not rely on the use of VOR, VOR/DME, or NDB.
Class II Navigation. Class II navigation is any en route flight operation which is not defined as Class I navigation. Class II navigation is any en route flight operation or portion of an en route operation irrespective of the means of navigation which takes place outside (beyond) the designated Operational Service Volume (or ICAO equivalents) of ICAO standard airway navigation facilities (VOR, VOR/DME, NDB). However, Class II navigation does not include en route flight operations over routes designated with an “MEA GAP” (or ICAO equivalent).
Operational Service Volume. The Operational Service Volume is that volume of airspace surrounding a NAVAID which is available for operational use and within which a signal of usable strength exists and where that signal is not operationally limited by co-channel interference. Operational Service Volume includes all of the following:
a. The officially designated Standard Service Volume excluding any portion of the Standard Service Volume which has been restricted.
b. The Expanded Service Volume.
Appendix 7
c. Within the United States, any published instrument flight procedure (victor or jet airway, Standard Instrument Departure (SID), Standard Terminal Arrival Routes (STAR), Standard Instrument Approach Procedure (SIAP), or instrument departure).
d. Outside the U.S., any designated signal coverage or published instrument flight procedure equivalent to U.S.
standards.
3. 14 CFR Part 121 Operations Specifications - PART C. The following pertinent excerpts are provided from Operations Specifications Part C:
C051, Terminal Instrument Procedures.
a. The certificate holder is authorized to conduct terminal instrument operations using the procedures and minimums specified in these operations specifications, provided one of the following conditions is met:
(1) The terminal instrument procedure used is prescribed by these operations specifications.
(2) The terminal instrument procedure used is prescribed by Title 14 of the Code of Federal Regulations (14 CFR) part 97, Standard Instrument Approach Procedures.
(3) At U.S. military airports, the terminal instrument procedure used is prescribed by the U.S. military agency operating the airport.
(4) If authorized foreign airports, the terminal instrument procedure used at the foreign airport is prescribed or approved by the government of an ICAO contracting state. The terminal instrument procedure must meet criteria equivalent to that specified in either the United States Standard for Terminal Instrument Procedures (TERPS); or ICAO Document 8168-OPS; Procedures for Air Navigation Services-Aircraft Operations (PANS-OPS), Volume II; or Joint Aviation Authorities, Joint Aviation Requirements, operational agreements, Part 1 (JAR-OPS-1).
b. If Applicable, Special Limitations and Provisions for Instrument Approaches at Foreign Airports.
(1) Terminal instrument procedures may be developed and used by the certificate holder for any foreign airport, provided the certificate holder makes a determination that each procedure developed is equivalent to U.S. TERPS, ICAO PANS-OPS, or JAR-OPS-1 criteria and submits to the FAA a copy of the terminal instrument procedure with supporting documentation.
(2) At foreign airports, the certificate holder shall not conduct terminal instrument procedures determined by the FAA to be “not authorized for United States air carrier use.” In these cases, the certificate holder may develop and use a terminal instrument procedure provided the certificate holder makes a determination that each procedure developed is equivalent to U.S. TERPS, ICAO PANS-OPS, or JAR-OPS-1 criteria and submits to the FAA a copy of the terminal instrument procedure with supporting documentation.
(3) When operating at foreign airports, RVR values or meteorological visibility might be shown in meters. When the minimums are specified only in meters, the certificate holder shall use the metric operational equivalents as specified in the RVR Conversion Table (Table 1) or the Meteorological Visibility Conversion Table (Table 2) for both takeoff and landing. Values not shown may be interpolated.
Appendix 7 TABLE 1 TABLE 2
RVR CONVERSION METEOROLOGICAL VISIBILITY
CONVERSION
FEET METERS STATUTE MILES
METERS NAUTICAL MILES 300 ft 75 m ¼ sm 400 m ¼ nm 400 ft 125 m 3/8 sm 600 m 3/8 nm 500 ft 150 m 1/2 sm 800 m 1/2 nm 600 ft 175 m 5/8 sm 1000 m 5/8 nm 700 ft 200 m 3/4 sm 1200 m 7/10 nm 1000 ft 300 m 7/8 sm 1400 m 7/8 nm 1200 ft 350 m 1 sm 1600 m 9/10 nm 1600 ft 500 m 1 1/8 sm 1800 m 1 1/8 nm 1800 ft 550 m 1 ¼ sm 2000 m 1 1/10 nm 2000 ft 600 m 1 ½ sm 2400 m 1 3/10 nm 2100 ft 650 m 1 ¾ sm 2800 m 1 ½ nm 2400 ft 750 m 2 sm 3200 m 1 ¾ nm 3000 ft 1000 m 2 ¼ sm 3600 m 2 nm 4000 ft 1200 m 2 ½ sm 4000 m 2 2/10 nm 4500 ft 1400 m 2 ¾ sm 4400 m 2 4/10 nm 5000 ft 1500 m 3 sm 4800 m 2 6/10 nm 6000 ft 1800 m
(5) When operating at foreign airports where the published landing minimums are specified in RVR, the RVR may not be available, therefore the meteorological visibility is reported. When the minimums are reported in meteorological visibility, the certificate holder shall convert meteorological visibility to RVR by multiplying the reported visibility by the appropriate factor, shown in Table 3. The conversion of reported meteorological visibility to RVR is used only for Category I landing minimums, and shall not be used for takeoff minima, CAT II or III minima, or when a reported RVR is available.
TABLE 3 [RVR = (reported meteorological visibility) X (factor)]
AVAILABLE LIGHTING DAY NIGHT High Intensity approach and runway lighting 1.5 2.0 Any type of lighting installation other than above 1.0 1.5 No lighting 1.0 N/A
Appendix 7 C052, Basic Instrument Approach Procedure Authorizations - All Airports.
The certificate holder is authorized to conduct the following types of instrument approach procedures and shall not conduct any other types.
a. Instrument Approach Procedures Other Than ILS, MLS, and GLS [NOTE: In the new OPSS, the POI will select the approaches that apply to the air carrier. If the OPSS is not available, the POI should delete the approach types that do not apply.]
VOR VOR/DME NDB NDB/DME LOC LOC `BC LOC/DMESDF TACAN ASR LDA LDA/DME LDA (w/Glide Slope) RNAV GPS AZI AZI/DME AZI/DME Back Course
b. ILS, MLS, and GLS Instrument Approach Procedures ILS
ILS/PRM GLS MLS PAR
ILS/DME
c. Other Conditions and Limitations (as required).
C053, Straight-In Category I Approach Procedures Other Than ILS, MLS, or GLS and IFR Landing Minimums - All Airports.
The certificate holder shall not use any IFR Category I landing minimum lower than that prescribed by the applicable published instrument approach procedure. The IFR landing minimums prescribed in this paragraph are the lowest Category I minimums authorized for use at any airport.
a. Category I Approach Procedures Other Than ILS, MLS, or GLS. The certificate holder shall not use an IFR landing minimum for straight-in approach procedures other than ILS, MLS, or GLS, lower than that specified in the following table. Touchdown zone (TDZ) RVR reports, when available for a particular runway, are controlling for all approaches to and landings on that runway (See NOTE 6).
Straight-In Category I Approaches (Approaches other than ILS, MLS, or GPS Landing System (GLS) Aircraft Category A, B, and C Aircraft Category D Approach Light HAT (See NOTES Visibility in TDZ RVR Visibility in
TDZ RVR Configuration 1, 2, & 3) Statute Miles In Feet Statute Miles In Feet No Lights 250 1 5,000 1 5,000 ODALS 250 3/4 4,000 1 5,000 MALS, or SALS 250 5/8 3,000 1 (See NOTE 5) 5,000 (see NOTE 5 & 6)
Appendix 7 MALSR, or SSALR, or ALSF-1, or ALSF-2 250 ½ (See NOTE 4) 2,400 (See NOTE 4 & 6) 1 (See NOTE 5) 5,000 (See NOTE 5 & 6)
DME ARC, any light configuration 500 1 5,000 1 5,000 NOTE 1: For NDB approaches with a FAF, add 50 ft. to the HAT.
NOTE 2: For NDB approaches without a FAF, add 100 ft. to the HAT.
NOTE 3: For VOR approaches without a FAF, add 50 ft. to the HAT.
NOTE 4: For NDB approaches, the lowest authorized visibility is ¾ and the lowest RVR is RVR 4000.
NOTE 5: For LOC approaches, the lowest authorized visibility is ¾ and the lowest RVR is RVR 4000.
NOTE 6: The mid RVR and rollout RVR reports (if available) provide advisory information to pilots. The mid RVR report may be substituted for the TDZ RVR report if the TDZ RVR report is not available.
b. Special Limitations and Provisions for Instrument Approach Procedures at Foreign Airports. If the certificate holder operates to foreign airports the following applies:
(1) Foreign approach lighting systems equivalent to U.S. standards are authorized for instrument approaches.
Sequenced flashing lights are not required when determining the equivalence of a foreign approach lighting system to U.S. standards.
(2) For straight-in landing minimums at foreign airports where an MDA(H) or DA(H) is not specified, the lowest authorized MDA(H) or DA(H) shall be obtained as follows:
(a) When an obstruction clearance limit (OCL) is specified, the authorized MDA(H) or DA(H) is the sum of the OCL and the touchdown zone elevation (TDZE). If the TDZE for a particular runway is not available, threshold elevation shall be used. If threshold elevation is not available, airport elevation shall be used. For approaches other than ILS, MLS, or GLS, the MDA(H) may be rounded to the next higher 10-foot increment.
(b) When an obstacle clearance altitude (OCA)/obstacle clearance height (OCH) is specified, the authorized MDA(H) or DA(H) is equal to the OCA/OCH. For approaches other than ILS, MLS, or GLS, the authorized MDA(H) may be expressed in intervals of 10 ft.
(c) The HAT or HAA used for approaches other than ILS, MLS, or GLS, shall not be below those specified in subparagraph a above of this operations specification.
(3) When only an OCL or an OCA/OCH is specified, visibility and/or RVR minimums appropriate to the authorized HAA/HAT values determined in accordance with subparagraph b(2) above will be established in accordance with criteria prescribed by U.S. TERPS or Joint Aviation Authorities, Joint Aviation Requirements, operational agreements, Part 1 (JAR-OPS-1).
(4) When conducting an instrument approach procedure outside the United States, the certificate holder shall not operate an aircraft below the prescribed MDA(H) or continue an approach below the DA(H), unless the aircraft is in a position from which a normal approach to the runway of intended landing can be made and at least one of the following visual references is clearly visible to the pilot:
(a) Runway, runway markings, or runway lights.
(b) Approach light system (in accordance with 14 CFR, part 91, section 91.175(c)(3)(i)).
Appendix 7
(c) Threshold, threshold markings, or threshold lights.
(d) Touchdown zone, touchdown zone markings, or touchdown zone lights.
(e) Visual glidepath indicator (such as, VASI, PAPI).
(f) Runway end identifier lights.
Appendix 7 C054, Limitations and Provisions for Instrument Approach Procedures and IFR Landing Minimums.
a. High Minimum Pilot-in-Command Provisions. Pilots-in-command who have not met the requirements of Title 14 of the Code of Federal Regulations (14 CFR) section 121.652 or 135.225(d) as appropriate, shall use the high minimum pilot RVR landing minimum equivalents as determined from the following table.
RVR Landing Minimum as Published RVR Landing Minimum Equivalent required for High Minimum Pilots RVR 1800 RVR 4500 RVR 2000 RVR 4500 RVR 2400 RVR 5000 RVR 3000 RVR 5000 RVR 4000 RVR 6000 RVR 5000 RVR 6000
b. Limitations on the Use of Landing Minimums for Turbojet Airplanes.
(1) A pilot-in-command of a turbojet airplane shall not conduct an instrument approach procedure when visibility conditions are reported to be less than ¾ statute mile or RVR 4000 until that pilot has been specifically qualified to use the lower landing minimums.
(2) A pilot-in-command of a turbojet airplane shall not begin an instrument approach procedure when the visibility conditions are reported to be less than ¾ statute mile or RVR 4000, unless the following conditions exist:
(a) Fifteen percent additional runway length is available over the landing field length specified for the destination airport by the appropriate sections of 14 CFR.
(b) Suitable instrument (all weather) runway markings or runway centerline lights are operational on that runway.
Appendix 7 C055, Alternate Airport IFR Weather Minimums.
a. The certificate holder is authorized to derive alternate airport weather minimums from the “Alternate Airport IFR Weather Minimums” table listed below.
b. Special limitations and provisions.
(1) In no case shall the certificate holder use an alternate airport weather minimum other than any applicable minimum derived from this table.
(2) In determining alternate airport weather minimums, the certificate holder shall not use any published instrument approach procedure which specifies that alternate airport weather minimums are not authorized.
(3) Credit for alternate minima based on CAT II or CAT III capability is predicated on authorization for engine inoperative CAT III operations for the certificate holder, aircraft type, and qualification of flightcrew for the respective CAT II or CAT III minima applicable to the alternate airport.
Alternate Airport IFR Weather Minimums [sm = statute mile] Approach Facility Configuration Ceiling Visibility For airports with at least one operational navigational facility providing a straight-in instrument approach procedure, or, when applicable, a circling maneuver from an instrument approach procedure.
A ceiling derived by adding 400 ft. to the authorized Category I HAT or, when applicable, the authorized HAA A visibility derived by adding 1 sm to the authorized Category I landing minimum.
For airports with at least two operational navigational facilities, each providing a straight-in Instrument approach procedure to different, suitable runways.
(However, when an airport is designated as an ER-OPS En Route Alternate Airport in these operations specifications, the approach procedures used must be to separate, suitable runways).
A ceiling derived by adding 200 ft. to the higher Category I HAT of the two approaches used.
A visibility derived by adding ½ sm to the higher authorized Category I landing minimum of the two approaches used.
For airports with a published CAT II or CAT III approach, and at least two operational navigational facilities, each providing a straight-in ILS, MLS, or GLS approach procedure to different, suitable runways.
CAT II procedures, a ceiling of at least 300 ft. HAT, or for CAT III procedures, a ceiling of at least 200 ft. HAT.
CAT II procedures, a visibility of at least RVR 4000, or for CAT III procedures, a visibility of at least RVR 1800.
Appendix 7 C056, IFR Takeoff Minimums, Part 121 Airplane Operations - All Airports.
a. Standard takeoff minimums are defined as 1 statute mile visibility or RVR 5000 for airplanes having 2 engines or less and ½ statute mile visibility or RVR 2400 for airplanes having more than 2 engines.
b. RVR reports, when available for a particular runway, shall be used for all takeoff operations on that runway. All takeoff operations, based on RVR, must use RVR reports from the locations along the runway specified in this paragraph.
c. When a takeoff minimum is not published, the certificate holder may use the applicable standard takeoff minimum and any lower than standard takeoff minimums authorized by these operations specifications. When standard takeoff minimums or greater are used, the Touchdown Zone RVR report, if available, is controlling.
d. When a published takeoff minimum is greater than the applicable standard takeoff minimum and an alternate procedure (such as a minimum climb gradient compatible with aircraft capabilities) is not prescribed, the certificate holder shall not use a takeoff minimum lower than the published minimum. The Touchdown Zone RVR report, if available, is controlling.
Appendix 7 C059, Category II Instrument Approach and Landing Operations.
The certificate holder is authorized to conduct Category II (CAT II) instrument approach and landing operations to the airports and runways listed in subparagraph g using the procedures and minimums specified in this paragraph and shall conduct no other CAT II operations.
a. CAT II Approach and Landing Minimums. The certificate holder shall not use any CAT II IFR landing minimums lower than those prescribed by any applicable published CAT II instrument approach procedure. The CAT II IFR landing minimums prescribed by these operations specifications are the lowest CAT II minimums authorized for use at any airport.
b. The certificate holder is authorized to use the following CAT II straight-in approach and landing minimums at the authorized airports and runways listed in Table 3, for the aircraft listed in Table 1 below, provided the limitations in subparagraph g. are met.
Table 1 CAT II Approach and Landing Minimums Airplane M/M/S DH Not less Than Lowest Authorized RVR
c. Lower than standard CAT II. If the certificate holder is authorized lower than standard CAT II minimums with a decision height of 100 ft. and RVR 1000 ft. (300 meters), it shall be entered in Table 1 above. If authorized in Table 1, the following limitations and provisions must be met:
(1) Used only when conducting an autoland approach, or when using a head up guidance system (HGS) to touchdown.
(2) The airplane and its automatic flight control guidance system or manually flown guidance system must be approved for approach and landing operations as specified by operations specifications paragraphs C060, C061, or C062 of these operations specifications.
(3) The autopilot or HGS must be listed in the required CAT II airborne equipment in subparagraph d, Table 2, of this operations specification.
d. Required CAT II Airborne Equipment. The flight instruments, radio navigation equipment, and other airborne systems required by the applicable Section of the Title 14 of the Code of Federal Regulations (14 CFR) and the FAA-approved Airplane Flight Manual for the conduct of CAT II operations must be installed and operational. The additional airborne equipment listed or referenced in Table 2 below is also required and must be operational for CAT II operations.
Table 2 Kind of CAT II Operation Airplane M/M/S Additional Equipment & Special Provisions Manual/Auto Pilot
e. Required RVR Reporting Equipment. The certificate holder shall not conduct any CAT II operation, unless the following RVR reporting systems are installed and operational for the runway of intended landing:
(1) For authorized landing minimums not less than RVR 1600, the touchdown zone RVR reporting system is required and must be used. This RVR report is controlling for all operations.
(2) For authorized landing minimums less than RVR 1600, the touchdown zone and the rollout RVR reporting systems are required and must be used. The touchdown zone RVR report is controlling for all operations and the rollout RVR report provides advisory information to pilots. The mid RVR report (if available)