Appendix 7 provides advisory information to pilots and may be substituted for the rollout RVR report if the rollout RVR report is not available.
f. Pilot Qualifications. A pilot-in-command shall not conduct CAT II operations in any airplane until that pilot has successfully completed the certificate holder’s approved CAT II training program, and has been certified as being qualified for CAT II operations by one of the certificate holder’s check airmen properly qualified for CAT II operations or an FAA inspector. Pilots-in-command who have not met the requirements of 14 CFR Section 121.652 shall use high minimum pilot landing minima not less than RVR 1800.
g. Operating Limitations. The certificate holder shall not begin the final approach segment of an instrument approach procedure, unless the latest reported controlling RVR is at or above the minimums authorized for the operation being conducted. If the aircraft is established on the final approach segment and the controlling RVR is reported to decrease below the authorized minimums, the approach may be continued to the DH applicable to the operation being conducted. The certificate holder shall not begin the final approach segment of an instrument approach procedure when the touchdown zone RVR report is less than RVR 1800, unless all of the following conditions are met:
(1) The airborne equipment required by subparagraph d above is installed and operating satisfactorily.
(2) The required components of the CAT II ground system are installed and in normal operation including all of the following:
(a) Each required component of the ground based CAT II navigation system. For ILS operations, a precision or surveillance radar fix, a designated NDB, VOR, DME fix, or a published minimum GSIA fix may be used in lieu of an outer marker. Except for CAT II instrument approach procedures designated as “RA NA” (radar/radio altimeter not authorized) operative radar/radio altimeters may be used in lieu of an inner marker. A middle marker is not required.
(b) ALSF-1 or ALSF-2 approach lighting systems or foreign authorizations acceptable to FAA. Sequenced flashing lights are required only at U.S. airports.
(c) High intensity runway lights.
(d) Approved touchdown zone lights and runway centerline lights.
(3) The RVR reporting systems required by subparagraph e above are operating satisfactorily.
(4) The crosswind component on the landing runway is less than the airplane flight manual’s crosswind limitations, or 15 knots or less, whichever is more restrictive.
(5) Fifteen percent additional runway length is available over the landing field length specified for destination airport in 14 CFR section 121.195(b) or section 135.385(b), as appropriate.
(6) CAT II landing minimums to airports listed in Table 3 without touchdown zone and centerline lighting are authorized only when an auto-coupled approach or HGS is used to touch down.
(7) Additionally, MALSR or ALSF-1 or ALSF-2 approach lighting system or equivalent are required for the operations listed in Table 3.
h. Missed Approach Requirements. A missed approach shall be initiated when any of the following conditions exist:
(1) Upon reaching the authorized decision height, the pilot has not identified the required visual references to safely continue the approach by visual reference alone.
(2) After passing the authorized decision height, the pilot loses contact with the required visual references, or a reduction in visual reference occurs which prevents the pilot from safely continuing the approach by visual reference alone.
(3) The pilot determines that a landing cannot be safely accomplished within the touch down zone.
(4) Before arriving at DH, any of the required elements of the CAT II ground system becomes inoperative.
(5) Any of the airborne equipment required for the particular CAT II operation being conducted becomes inoperative. However, if the certificate holder is authorized for both manually flown and automatically flown CAT II operations, an automatic approach may be continued manually using the approved manual systems, provided the automatic system has malfunctioned and is disengaged higher than 1,000 ft. above the elevation of the touchdown zone.
Appendix 7
(6) The crosswind component at touch down is expected to be greater than 15 knots, or greater than airplane flight manual crosswind limitations, whichever is more restrictive.
i. Authorized CAT II Airports and Runways. The certificate holder is authorized CAT II operations at airports and runways approved for CAT II operations in 14 CFR part 97. CAT II operations are also authorized for the airports and runways listed in table 3 below.
Table 3 Airport Name/Identifier Runways Special Limitations
Appendix 7 C061, Flight Control Guidance Systems for Automatic Landing Operations Other Than Categories II and III The certificate holder is authorized to conduct automatic approach and landing operations (other than Categories II and III) at suitably equipped airports. The certificate holder shall conduct all automatic approach and landing operations in accordance with the provisions of this paragraph.
a. Authorized Airplanes and Flight Control Guidance Systems. The certificate holder is authorized to conduct automatic approach and landing operations using the following aircraft and automatic flight control guidance systems.
Airplane Type M/M/S Flight Control Guidance Systems Manufacturer Model
b. Special Limitations.
(1) The certificate holder shall conduct all operations authorized by this paragraph in accordance with the applicable section of Title 14 of the Code of Federal Regulations and the airworthiness certification basis of the automatic flight control guidance system used.
(2) The certificate holder shall not conduct automatic landing operations to any runway using these systems, unless the certificate holder determines that the flight control guidance system being used permits safe, automatically flown approaches and landings to be conducted at that runway.
(3) The certificate holder shall not conduct any operations authorized by this paragraph, unless the certificate holder’s approved training program provides training in the equipment and special procedures to be used.
(4) Except when automatic approaches and landings are performed under the supervision of a properly qualified check airman, any pilot used by the certificate holder to conduct automatic approaches and landings must be qualified in accordance with the certificate holder’s approved training program.
Appendix 7 C062, Manually Flown Flight Control Guidance System Certified for Landing Operations Other Than Categories II and III.
The certificate holder is authorized to conduct approach and landing operations (other than Categories II and III) at suitably equipped airports using manually flown flight control guidance systems approved for landing operations.
The certificate holder shall conduct all approach and landing operations authorized by this paragraph in accordance with the provisions of this paragraph.
a. Authorized Airplanes and Manual Flight Control Systems. The certificate holder is authorized to conduct approach and landing operations using the following aircraft and manually flown flight control guidance systems which are certified for landing operations.
Airplane Type M/M/S Manual Flight Control Guidance Systems Manufacturer Model
b. Special Limitations.
(1) The certificate holder shall conduct all operations authorized by this paragraph in accordance with applicable section of Title 14 of the Code of Federal Regulations and the airworthiness certification basis of the manually flown flight control guidance system being used.
(2) The certificate holder shall not conduct landing operations to any runway using these systems, unless the certificate holder determines that the flight control guidance system being used permits safe manually flown approaches and landings to be conducted at that runway.
(3) The certificate holder shall not conduct any operations authorized by this paragraph, unless the certificate holder’s approved training program provides training in the equipment and special procedures to be used.
(4) Except when operations are performed under the supervision of a properly qualified check airman, any pilot used by the certificate holder to conduct manually flown approaches and landings using these systems must be qualified for the operation being conducted in accordance with the certificate holder’s approved training program.
Appendix 7 C074, Category I, ILS, MLS, or GLS Approach Procedures 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, ILS, MLS, or GPS Landing System (GLS) Approach Procedures. The certificate holder shall not use an IFR landing minimum for ILS, MLS, or GLS approach procedures lower than specified in the following table. Touchdown zone RVR reports, when available for a particular runway, are controlling for all approaches to and landings on that runway.
ILS/MLS/GLS APPROACHES (Require operative lateral and vertical guidance) Approach Light Configuration HAT Aircraft Category A, B, C, and D Visibility in Statute Miles TDZ RVR in Feet (See NOTE 2) No Lights or ODALS 200 3/4 4000 MALS or SALS 200 5/8 3000 MALSR, or SSALR, or ALSF-1 or ALSF-2 200 1/2 2400 MALSR with TDZ and CL, or SSALR with TDZ and CL, or ALSF-1/ALSF-2 with TDZ and CL 200 visibility not authorized (See NOTE 1) 1800 MALS, or MALSR, or SSALR, or ALSF- 1/ALSF-2, or REILS and HIRL, or RAIL, and HIRL 200 visibility not authorized 1800 (See NOTE 3) NOTE 1: Visibility values below ½ statute mile are not authorized and shall not be used.
NOTE 2: 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.
NOTE 3: These minimums apply to autoland or HGS-equipped aircraft when operated by a properly qualified flightcrew and flown in the appropriate CAT III annunciation mode at the authorized airports and runways listed in paragraph b. below.
b. The certificate holder is authorized ILS, MLS, or GLS Category I landing minimums as low as 1800 RVR without touchdown zone and centerline lights with autoland or HGS-equipped aircraft at the following airports and runways:
Airport 4- Letter Identifier Runways Special Limitation
c. Special Aircrew, Aircraft Authorized Minimums. The certificate holder shall not use an IFR landing minimum for straight-in Category I approaches labeled as “Special Aircrew, Aircraft Authorization Required” except in accordance with subparagraph a of this operations specification and the following:
Appendix 7
(1) The authorized aircraft must be equipped with an approved approach coupler, flight director, or a head up guidance system (HGS) which provides guidance to decision height. Pilots-in-command (PIC) must be required to engage the autopilot coupler, flight director, or HGS as applicable and use it to decision height or initiation of missed approach unless adequate visual references with the runway environment are established which allow safe continuation to a landing.
(2) Should the autopilot, flight director, or HGS malfunction or be disengaged during the approach, the PIC must execute a missed approach not later than arrival at standard minimums unless visual reference to the runway environment has been established.
(3) Pilots must be trained in the use of the autopilot coupler, flight director, or HGS as applicable and demonstrate proficiency in ILS approaches to minimums using this equipment on checks conducted to satisfy 14 CFR section 121.441 or section 135.297.
d. 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 ILS, MLS, or GLS approaches shall not be below those specified in subparagraph a 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 d(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 section 91.175(c)(3)(i)).
(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 C075, Category I IFR Landing Minimums - Circling Maneuvers 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. Circling Maneuvers. The certificate holder shall not conduct circling maneuvers when the ceiling is less than 1,000 ft. or the visibility is less than 3 statute miles, unless the flightcrew has satisfactorily completed an approved training program for the circling maneuver or satisfactorily completed a flight check for the circling maneuver. When conducting an instrument approach procedure which requires a circling maneuver to the runway of intended landing, the certificate holder shall not use a landing minimum lower than the minimum prescribed for the applicable circling maneuver or a landing minimum lower than specified in the following table, whichever is higher. The lowest authorized IFR landing minimum for instrument approaches which require a circling maneuver to the runway of intended landing shall be determined for a particular aircraft by using the speed category appropriate to the highest speed used during the circling maneuver.
Speed Category HAA Visibility in Statute Miles less than 91 kts 350 1 91 to 120 kts 450 1 121 to 140 kts 450 1 ½ 141 to 165 kts 550 2 above 165 kts 1000 3
b. Unless flying with a check airman, a pilot may not fly the circling maneuver if there is a restriction on that pilot’s certificate that restricts or limits the circling approach to visual flight rules only.
c. If Applicable, Special Limitations and Provisions for Instrument Approach Procedures at Foreign Airports.
(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 ILS, MLS, or GLS approaches shall not be below those specified in subparagraph a 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:
Appendix 7
(a) Runway, runway markings, or runway lights.
(b) Approach light system (in accordance with 14 CFR section 91.175(c)(3)(i)).
(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.
d. Notwithstanding the requirements of 14 CFR part 121 appendices E and F, the certificate holder is authorized to apply the requirements of SFAR 58 (AQP), if applicable, for flightcrew training to proficiency in circling maneuvers.
The certificate holder may not perform circling maneuvers in weather minimums lower than 1,000 ft. and 3 miles with an HAA no lower than 1,000 ft. or the published minimum for the circling approach, whichever is higher.
Appendix 7 C076, Category I IFR Landing Minimums - Contact Approaches.
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 paragraphs C053 for instrument approaches “other than ILS, MLS, or GLS” approaches and C074 for “ILS, MLS, or GLS” approaches of these operations specifications are the lowest Category I minimums authorized for use at any airport.
a. Contact Approaches. The certificate holder shall not conduct contact approaches unless the pilot-in-command has satisfactorily completed an approved training program for contact approaches. In addition, the certificate holder shall not conduct a contact approach unless the approach is conducted to an airport with an approved instrument approach procedure for that airport, and all of the following conditions are met:
(1) The flight remains under instrument flight rules and is authorized by ATC to conduct a contact approach.
(2) The reported visibility/RVR for the runway of intended landing is at or above the authorized IFR minimum for the Category I approach, other than ILS, MLS, or GLS established for that runway or one statute mile (RVR 5000), whichever is higher.
(3) The flight is operating clear of clouds and can remain clear of clouds throughout the contact approach. The flight visibility must be sufficient for the pilot to see and avoid all obstacles and safely maneuver the aircraft to the landing runway using external visual references.
(4) The flight does not descend below the MEA/MSA, MVA, or the FAF altitude, as appropriate, until:
(a) The flight is established on the instrument approach procedure, operating below the reported ceiling, and the pilot has identified sufficient prominent landmarks to safely navigate the aircraft to the airport, or
(b) The flight is operating below any cloud base which constitutes a ceiling, the airport is in sight, and the pilot can maintain visual contact with the airport throughout the maneuver.
(5) The flight does not descend below the highest circling MDA prescribed for the runway of intended landing until the aircraft is in a position from which a descent to touchdown, within the touchdown zone, can be made at a normal rate of descent using normal maneuvers.
b. If Applicable, Special Limitations and Provisions for Instrument Approach Procedures at Foreign Airports.
(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 ILS, MLS, or GLS approaches shall not be below those specified in subparagraph a. 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).
Appendix 7
(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 section 91.175(c)(3)(i)).
(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 C078, IFR Lower Than Standard Takeoff Minimums, 14 CFR Part 121 Airplane Operations - All Airports .
Standard takeoff minimums are authorized in operations specification paragraph C056. The certificate holder is authorized to use lower than standard takeoff minimums in accordance with the limitations and provisions of this operations specification as follows.
a. Runway visual range (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.
b. When takeoff minimums are equal to or less than the applicable standard takeoff minimum, the certificate holder is authorized to use the lower than standard takeoff minimums described below:
(1) Visibility or runway visual value (RVV) ¼ statute mile or touchdown zone RVR 1600, provided at least one of the following visual aids is available. The touchdown zone RVR report, if available, is controlling. The mid RVR report may be substituted for the touchdown zone RVR report if the touchdown zone RVR report is not available.
(a) Operative high intensity runway lights (HIRL).
(b) Operative runway centerline lights (CL).
(c) Serviceable runway centerline marking (RCLM).
(d) In circumstances when none of the above visual aids are available, visibility or RVV ¼ statute mile may still be used, provided other runway markings or runway lighting provide pilots with adequate visual reference to continuously identify the takeoff surface and maintain directional control throughout the takeoff run.
[NOTE: If an operator is not authorized RVR 1000 the POI will not select RVR 1000 in the OPSS. If the OPSS is not available the POI should delete subparagraph b(2), b(3), & b(4) from the word boilerplate.]
(2) Touchdown zone RVR 1000 (beginning of takeoff run) and rollout RVR 1000, provided all of the following visual aids and RVR equipment are available.
(a) Operative runway centerline lights (CL).
(b) Two operative RVR reporting systems serving the runway to be used, both of which are required and controlling. A mid-RVR report may be substituted for either a touchdown zone RVR report if a touchdown zone report is not available or a rollout RVR report if a rollout RVR report is not available.
[NOTE: If an operator is not authorized RVR 500 the POI will not select RVR 500 in the OPSS. If the OPSS is not available the POI should delete subparagraph b(3), & b(4) from the word boilerplate.]
(3) Touchdown zone RVR 500 (beginning of takeoff run), mid RVR 500, and rollout RVR 500, provided all of the following visual aids and RVR equipment are available.
(a) Operative runway centerline lights (CL).
(b) Runway centerline markings (RCLM).
(c) Operative touchdown zone and rollout RVR reporting systems serving the runway to be used, both of which are controlling, or three RVR reporting systems serving the runway to be used, all of which are controlling. However, if one of the three RVR reporting systems has failed, a takeoff is authorized, provided the remaining two RVR values are at or above the appropriate takeoff minimum as listed in this subparagraph.
(4) At foreign airports which have runway lighting systems equivalent to U.S. standards, takeoff is authorized with a reported touchdown zone RVR of 150 meters, mid RVR of 150 meters, and rollout RVR of 150 meters. At those airports where it has been determined that the runway lighting system is not equivalent to U.S. standards, the minimums in subparagraphs a(1) or (2), as appropriate, apply.
Appendix 7
c. Takeoff Guidance System, If Applicable. If the certificate holder is authorized to use takeoff minimums based upon the use of takeoff guidance systems, the minimums will be specified for the aircraft listed in the Table 1 below. The certificate holder shall conduct no other takeoffs using these takeoff minimums. If subparagraph c is not authorized, N/A will be annotated in each of the columns in the table.
(1) Special provisions and limitations.
(a) Operative high intensity runway lights (HIRL).
(b) Operative runway centerline lights (CL).
(c) Serviceable runway centerline markings (RCLM).
(d) Front course guidance from the localizer must be available and used (if applicable to guidance systems used).
(e) The reported crosswind component shall not exceed 10 knots.
(f) Operative touchdown zone, and rollout RVR reporting systems serving the runway to be used, both of which are controlling, or three RVR reporting systems serving the runway to be used, all of which are controlling. However, if one of the three RVR reporting systems has failed, a takeoff is authorized, provided the remaining two RVR values are at or above the appropriate takeoff minimum as listed in this subparagraph.
(g) The pilot-in-command and the second-in-command have completed the certificate holders approved training program for these operations.
(h) All operations using these minimums shall be conducted to runways which provide direct access to taxi routings which are equipped with operative taxiway centerline lighting which meets U.S. or ICAO criteria for CAT III operations; or other taxiway guidance systems approved for these operations.
(2) The certificate holder is authorized to use the following takeoff minimums for the airplanes listed below.
Table 1 (N/A = Not Authorized) Airplane M/M/S Lowest Authorized RVR Required Takeoff Guidance System [NOTE: If an operator is not authorized pilot assessment the POI will not select this statement in the OPSS.
If the OPSS is not available the POI should delete subparagraph d in its entirety from the word boilerplate.]
d. Pilot Assessment of RVR for Takeoff (if applicable). In circumstances when the touchdown zone RVR reporting system has failed, is inaccurate, or is not available, the certificate holder is authorized to substitute pilot assessment of equivalent RVR for any touchdown zone RVR report required by this operations specification paragraph provided that:
(1) The pilot has completed the FAA-approved training program for visibility assessment in lieu of RVR, and
(2) Runway markings or runway lighting is available to provide adequate visual reference for the assessment.