and rollout using the EFVS to comply with the enhanced flight visibility requirements in § 91.176(b)(3)(i) and concurrently using natural vision to comply with the visual reference requirements in § 91.176(b)(3) (iii).
Figure 4. EFVS Operation to 100 Feet Above the Touchdown Zone Elevation EFVS Operation to 100 feet above the TDZE §91.176(b) Threshold Visual Touchdown Zone DA/DH or MDA References Visual References One of the following: One of the following:
• Beginning of the • TDZ Lights runway surface • TDZ Landing
• Threshold Lights surface 100ft
• Runway End • TDZ Marking Identifier Lights • Runway Lights The pilot uses the EFVS to identify Approach Light System or the threshold AND touchdown zone The pilot uses natural vision to identify the threshold or touchdown zone Throughout the entire visual segment of the approach, the pilot uses EFVS to provide enhanced flight visibility equal to or greater than the IAP minimums.
•Note: Figure not to scale
4.2 Approaches for EFVS Operations to 100 Feet Above the TDZE. A pilot may conduct an EFVS-100 operation on any straight-in Category I precision or nonprecision IAP. This includes nonprecision approaches that may have final segments offset by as much as 30 degrees.
4.3 Identifying Visual References at 100 Feet. At 100 feet above the TDZE, pilots are also required by § 91.176(b)(3)(iii) to have sufficient natural visibility to see the threshold or the touchdown zone in order to continue. In order to remain in compliance with § 91.176(b)(3)(i), pilots should not turn off the EFVS image at any time during an EFVS operation.
4.4 Go-Around. In the event that the enhanced flight visibility or visual references cannot be maintained or a failure of any EFVS component (image or symbology) occurs in the visual segment prior to touchdown, a go-around should be initiated. This does not preclude a pilot's authority to continue an approach if continuation is considered to be a safer course of action.
7 5 AIRCRAFT QUALIFICATIONS FOR EFVS OPERATIONS.
5.1 Aircraft Qualifications for U.S.-Registered Aircraft. As required in § 91.176(a)(1) and (b)(1), an EFVS installed on a U.S.-registered aircraft intended for use in EFVS operations must be approved in accordance with an FAA type design approval (e.g., type certificate, amended type certificate, or supplemental type certificate). The current version of AC 20-167, Airworthiness Approval of Enhanced Vision System, Synthetic Vision System, Combined Vision System, and Enhanced Flight Vision System Equipment, contains guidance for obtaining airworthiness approvals for EFVS.
5.1.1 EFVS-TD Capability. An EFVS that meets the applicable airworthiness criteria for use in EFVS-TD operations may be described in an Airplane Flight Manual or its supplement (AFM(S)) as:
1.
An EFVS Landing System;
2.
Eligible for operations under § 91.176(a); or
3. Eligible for EFVS operations to touchdown and rollout.
Note: An EFVS landing system is approved for use in EFVS-100 operations.
5.1.2 EFVS- 100 Capability. An EFVS that meets the applicable airworthiness criteria for use in EFVS-100 operations may be described in an AFM(S) as:
1.
An EFVS Approach System;
2.
Eligible for operations under § 91.176(b);
3. Eligible for EFVS operations to 100 feet above the TDZE; or
4. An AFM that has not been updated may still reference operations under § 91.175(l) or (m).
5.2 Aircraft Qualifications for Foreign-Registered Aircraft. An EFVS installed on a foreign-registered aircraft used to conduct EFVS operations in the United States should be approved by the State of the Operator or the State of Registry to meet the requirements of ICAO Annex 6 and should meet all of the requirements in § 91.176(a)(1)(i) or (b)(1)(i), as applicable.
5.3 Aircraft Qualifications for Experimental Aircraft. Section 91.176(d) provides an exception for aircraft manufacturers and EFVS developers that may have a need to use an EFVS without a type design approval to conduct an EFVS operation for research and development or for a flight test in conjunction with an aircraft certification project.
5.4 Aircraft Qualifications for Public Aircraft Operations. All aircraft used in public aircraft operations, other than the U.S. Military, must meet the EFVS civil certification and airworthiness requirements, per § 91.176(c). This includes the requirement for the EFVS to conform to an FAA type design approval.
8 6 PILOT TRAINING FOR EFVS OPERATIONS.
6.1 EFVS System Familiarity. As required by § 91.176(a)(2)(ii) and (b)(2)(ii), each pilot must have adequate knowledge of, and familiarity with, the aircraft, the EFVS, and the procedures to be used during an EFVS operation.
6.2 Training for FAA-Certificated Pilots, Pilots Operating Under Part 91K, 121, 125, or 135, or Operating a U.S.-Registered Aircraft. As required by part 61, § 61.66(a)(1)(ii) and (b)(1)(ii), a pil ot conducting an EFVS operation must have a logbook or training record endorsement showing satisfactory completion of an FAA-approved ground and flight training program for that EFVS operation and aircraft category.
Note 1: As allowed by § 61.66(f), a military pilot (or former military pilot) in the U .S. Armed Forces may use documentation showing completion of U.S. Armed Forces ground and flight training in EFVS operations to meet the EFVS pilot training requirements.
Note 2: A pilot who can show documentation of satisfactory completion of training on EFVS-100 operations prior to March 13, 2018, is not required to obtain a logbook or training record endorsement for EFVS-100 operations, per § 61.66(h)(4).
6.2.1 Ground Tr aining. Per § 61.66(a)(1), ground training is required for any pilot in command (PIC), any PF, and any PM during an EFVS operation.
6.2.2 Flight Tra ining. Per § 61.66(b)(1), flight training is required for any PIC or any PF during an EFVS operation.
6.2.3 Supplemental and Differences Training. P ilots may utilize training programs that integrate subjects and tasks required for both operations (i.e., EFVS-TD or EFVS-100) or a training curriculum designed to train on the differences between the two EFVS operations when appropriate.
6.2.4 Checking for P arts 91K, 121, 125, and 135. Per §§ 91.1065, 121.441, 125.287, and 135.293, program managers or certificate holders (CH) are required to incorporate EFVS tasks applicable to their operation into their pilot checking. In addition, the FAA recommends that recurrent training provide a sufficient refresher on EFVS subjects and tasks to successfully complete the check.
6.3 Training for Pilots Operating Under Part 129 or Operating Foreign- Registered Aircraft. As required by § 91.176(a)(2)(vii)(B) and (b)(2)(vi)(B), pilots operating under part 129 must be qualified in accordance with the training requirements of the civil aviation authority (CAA) of the State of the Operator.
6.4 Training for Pilots Conducting Public Aircraft Operations. As required by § 91.176(c)(2), pilots conducting public aircraft operations, other than the U.S. Military, must meet the training requirements of § 61.66.
6.5 Training for Pilots Operating Aircraft Issued an Experimental Certificate. As stated in § 61.66(h)(2), pilots conducting EFVS operations for the purpose of research and development or to show compliance with regulations in an aircraft issued an experimental airworthiness certificate may use alternate means of obtaining the subject knowledge and flight experience requirements of § 61.66(a) and (b). The pilot should be able to show compliance with § 61.66(h)(2) and should be able to produce the program letter and application for the experimental certificate upon request.
7 PILOT RECENT FLIGHT EXPERIENCE FOR EFVS OPERATIONS.
7.1 EFVS Recent Flight Experience for Operating Under Part 91. Pilots operating under part 91 must meet the EFVS recent flight experience requirements of § 61.66(d) in order to act as PIC or control the aircraft during an EFVS operation.
7.1.1 A pilot meets the recent flight experience requirements of § 61.66(d) if, within the previous 6 calendar-months preceding the month of the flight:
1. An approved EFVS training course, a military checkride, a part 121 proficiency check, or a part 91K, 125, or 135 competency check was completed; or
2. At least six instrument approaches using the EFVS were logged. The instrument approaches may be conducted during the day or night under any weather conditions.
One of the approaches must terminate in a full-stop landing, as required by § 61.66(d)(1).
Note: A Level C or higher full flight simulator (FFS) equipped with an EFVS and qualified by the Air Transportation Division, Training and Simulation Group may be used to meet the recent flight experience requirements, per § 61.66(g). You can find information about the FAA’s National Simulator Program (NSP) at https://www.faa.gov/about/initiatives/nsp/.
7.1.2 As required by § 61.66(d), if a pilot’s EFVS recent flight experience has lapsed for less than 6 calendar-months:
1. The pilot may manipulate the controls during an EFVS operation when under the supervision of a PIC who is qualified and current.
2. The pilot may not act as PIC of an aircraft during an EFVS operation.
Note: Recent flight experience in this timeframe can be reestablished by logging instrument approaches using the EFVS or completing an approved training course, proficiency check, competency check, or military checkride.
7.1.3 When EFVS recent flight experience has lapsed for more than 6 calendar-months, the only way a pilot can reestablish recent flight experience under § 61.66(e) is by completing an FAA-approved EFVS refresher course. Until the course is completed, the pilot cannot conduct an EFVS operation or act as a PIC of an aircraft during an EFVS operation, as stated in § 61.66(e).
7.1.4 For logging approaches for EFVS and instrument recent flight experience, the EFVS recent flight experience requirements under § 61.66(d) were structured to closely resemble the instrument recent flight experience requirements under § 61.57. Although EFVS and instrument recent flight experience are two separate requirements, a single logged instrument approach may count toward both if the instrument approach meets the requirements of both §§ 61.57 and 61.66(d).
Figure 5. Recent Flight Experience Flowchart (§ 61.66(d) and (e)) Have you completed EFVS You meet the recent flight Start here to determine if you are training or logged six experience requirements legal to manipulate the controls of instrument approaches and may manipulate the an aircraft or act as PIC during an using the EFVS in YES controls of an aircraft or EFVS operation. the previous act as PIC during an 6 calendar-months EFVS operation.
?
NO You do not meet the EFVS recent flight experience requirements.
You may reestablish recent flight You may only reestablish experience by completing recent flight experience by instrument approaches using an completing an FAA-approved EFVS or completing EFVS training Has your EFVS recent EFVS refresher course.
flight experience lapsed for You may not act as the PIC during more than You may not act as PIC during an EFVS operation or manipulate 6 calendar-months an EFVS operation or the controls of an aircraft during an manipulate the controls of an EFVS operation unless the PIC ? aircraft during an EFVS has EFVS recent flight experience. operation.
7.2 Recent Flight Experience for Part 91K, 121, 125, or 135 Operators. Pilots conducting EFVS operations for parts 91K, 121, 125, and 135 maintain recent flight experience through satisfactory completion of EFVS tasks and maneuvers during their recurring proficiency checks or competency checks.
7.3 Recent Flight Experience for Public Aircraft Operators. Public aircraft operators, other than the U.S. Military, must meet the recent flight experience requirements of § 61.66 to conduct EFVS operations, as required by § 91.176(c)(2).
8 EFVS OPERATIONAL CREDIT.
8.1 What Is EFVS Operational Credit? EFVS operational credit is credit for a portion of flight visibility prescribed by the IAP being flown that is satisfied by the enhanced image provided by the EFVS. EFVS operational credit is authorized in FAA OpSpec C048.
8.2 What Is the Purpose of EFVS Operational Credit? EFVS operational credit is used by authorized parts 121, 125, and 135 CHs and part 129 foreign air carriers to determine minimum visibilities to:
1. Dispatch, release, or take off a flight under instrument flight rules (IFR) when the forecast weather at the destination airport is equal to or greater than the authorized minimums for use with an EFVS (refer to §§ 121.613, 125.361, and 135.219); and
2. Begin, execute, or continue an approach when the weather is reported to be equal to or greater than the authorized minimums for use with an EFVS (refer to §§ 121.651,
125.325, 125.381, and 135.225).
8.3 Standard EFVS Credit. The Flight Technologies and Procedures Division evaluates available performance data from numerous sources such as other operational evaluations and Original Equipment Manufacturer (OEM) demonstrations conducted in the type design approval process. A standard credit is recommended for an installed EFVS sensor and is published in the Operational Suitability Report (OSR), Operational Credit for Enhanced Flight Vision Systems (EFVS). An operator applying for EFVS operational credit that elects to use the standard credit would not need to demonstrate system performance; however, this does not restrict an operator from conducting their own performance demonstration to determine operational credit. Industry consensus methodology for performance demonstrations is contained in RTCA DO-390, Test Procedures for Quantified Visual Advantage. The OSR can be found at https://drs.faa.gov/browse/excelExternalWindow/bb448b0f-d979- 42a2-8d67- 9346707e6d29.
8.4 Minimum Visibility with Use of EFVS.
8.4.1 Minimum Visibility with Use of EFVS for Parts 121, 125, 129, and 135. OpSpec C048 may include authorization to use a credit to reduce the visibility required for operating without the use of the EFVS (see Table 1, Sample Minimum Visibility Table). The credit is based on the demonstrated EFVS sensor performance.
8.4.2 Minimum Visibility wi th Use of EFVS for Parts 91 and 91K Operators. Parts 91 and 91K operators are not restricted by reported visibility when initiating an instrument approach.
However, they may voluntarily elect to use the prescribed minimums of an IAP to determine whether or not to execute an instrument approach. Parts 91 and 91K operators may find some operational benefit using the minimum visibility with the use of EFVS applicable to their installed sensor as described in paragraph 8.4.1 above. The visibility reductions are based on demonstrated performance and should help increase expectations that the EFVS will be able to provide sufficient enhanced visibility at DA, DH, or MDA to successfully complete the approach. The recommended credits for a specific aircraft/EFVS sensor combination and the appropriate visibility reduction table(s) can be found in the EFVS OSR.
12 Table 1. Sample Minimum Visibility Table Sample EFVS Performance-Based Visibility Reduction Visibility Required Without the Use of EFVS 25% Reduction Minimum Visibility with the Use of EFVS 33% Reduction Minimum Visibility with the Use of EFVS 50% Reduction Minimum Visibility with the Use of EFVS Runway Visual Range (RVR) 1800 1400 1200 1000 2400 1800 1600 1200 4000 3000 2700 2000 6000 4500 4000 3000 Prevailing Visibility (sm) 1/2 3/8 1/4 1/4 3/4 1/2 1/2 3/8 1 3/4 5/8 1/2 1 ¼ 1 3/4 5/8
8.5 Considerations for Using EFVS Minimum Visibility. The following are operational considerations when using EFVS operational credit:
8.5.1 Landing Weather Minimums for Recently Upgraded PICs. Recently upgraded PICs are subject to § 121.652, § 125.379, or § 135.225(e), which temporarily raise IAP minimums to afford an extra layer of safety while experience operating as PIC is gained. EFVS minimum visibility should not be used until the requirements of these regulations are met, as this may negate the safety margins intended by these regulations.
8.5.2 Alternate Airport Weather. T he use of EFVS minimum visibility is not advised for alternate airport planning. However, once in flight, a pilot may use EFVS minimum visibilities to begin an approach at an alternate airport.
9 DEVELOPING AN EFVS TRAINING CURRICULUM.
9.1 Overview. Properly trained flightcrews, personnel exercising operational control, and maintenance personnel are essential to successful EFVS operations. This section provides information that may be useful in developing an effective EFVS training curriculum.
9.2 Pilot Training Curriculum. A pilot training curriculum can be developed for either EFVS operation (EFVS-TD or EFVS-100), both EFVS operations, or the differences between the EFVS operations using a specific EFVS installation.
9.2.1 HUD Proficiency. The curriculum described in Appendix A, Elements of an EFVS Pilot Training Curriculum, assumes the pilot is proficient in HUD operations. Training providers may choose to require extra training for a pilot without any prior HUD experience.
9.2.2 G round Training Subjects and Flight Training Tasks. A pilot training curriculum should contain the ground training subjects and flight training tasks outlined in § 61.66(a) and (b). These subjects and tasks are listed in Appendix A.
9.2.3 Recommendations from the OEM. The FA A recommends that the manufacturer’s operating procedures and system limitations applicable to an installed EFVS are incorporated into an EFVS pilot training curriculum.
9.2.4 Flight Standardization Board (FSB) Report Recommendations. The FAA recommends that any specific training, checking, and currency items for an installed EFVS specified in an FSB report specific to the aircraft are incorporated into a pilot training curriculum.
You can find FSB reports pertaining to EFVS-equipped aircraft at:
https://drs.faa.gov/.
9.2.5 Use of FFS. A Level C or higher FFS may be used for EFVS pilot training. The FFS must be evaluated and qualified by the Air Transportation Division, Training and Simulation Group to meet the requirements for EFVS operations, as required by § 61.66(g). You can find information about the FAA’s NSP at https://www.faa.gov/about/initiatives/nsp/.
9.2.6 Flight Training in Aircraft. If flight training is to be conducted in an aircraft, the FAA recommends that flight instructors ensure that both the equipment in the aircraft and the visual conditions for the planned training are appropriate for safely conducting and/or supervising the flight. For example, instructors conducting training in low-visibility conditions may prefer a monitoring display in order to have access to the same visual information as the PF.
9.2.7 Considerations for Part 121 Pilot Training Programs. In itial training for part 121 pilots must include the required elements listed in § 61.66(a)(2) and (b)(2). The required elements and suggested methods of meeting said requirements can be found in Appendix A of this AC. Part 121 proficiency checks should also include the tasks listed in part 121 appendix F.
9.2.8 Considerations for Part 91K, 125, or 135 Pilot Training Programs. Initial training for pilots under part 91K, 125, or 135 must include the required elements listed in § 61.66(a)(2) and (b)(2). The required elements and suggested methods of meeting said requirements can be found in Appendix A. Part 91K, 125, or 135 competency checks should include appropriate EFVS tasks.
9.2.9 Considerations for Part 141 Special Operations Courses. T he FAA may approve a special operations course for EFVS operations that meets the requirements of § 61.66 and the minimum curriculum requirements in part 141 appendix K.
9.3 Training Curriculum for Dispatchers and Other Persons Exercising Operational Control for EFVS Operations. Dispatchers and other persons exercising operational control should fully understand the capabilities and limitations of the specific EFVS equipment installed in the operator’s aircraft. Operators should consider that unique weather conditions can cause variability in how an EFVS sensor performs, as well as exceed the sensor’s ability to provide the enhanced flight visibility required to complete the approach and landing. Operational planning and continuous monitoring of weather conditions at the airport of intended landing are especially important under these circumstances. Suggested elements of an effective training curriculum are described in Appendix C, Elements of a Training Curriculum for Dispatchers and Other Persons Authorized to Exercise Operational Control for EFVS Operations.
9.4 Ma intenance Personnel Training. It is important that maintenance personnel are knowledgeable of the operator’s EFVS program. The FAA recommends that operator and contract maintenance personnel, including mechanics, maintenance controllers, avionics technicians, and inspection/quality assurance personnel receive initial and recurrent training to establish and maintain an effective EFVS maintenance program. Suggested elements of an effective training curriculum are described in Appendix B, EFVS Maintenance Program and Personnel Training.
10 O PERATIONAL AUTHORIZATIONS FOR PART 91.
10.1 Overview. Per § 91.176(a)(2)(viii), part 91 operators require an LOA C048 to conduct EFVS-TD operations. LOA C048 is not required to conduct EFVS-100 operations in the United States, but may be issued on request to satisfy a foreign regulatory authority.
10.2 The Application. Applications for LOA C048 should be submitted to a responsible Flight Standards Safety Assurance office. Although other documentation may be acceptable, the FAA recommends providing the following items in the application to facilitate the review process:
1. Aircraft Capability Documentation. Excerpts from the AFM(S) that identify the EFVS operation(s) for which the system received airworthiness approval.
2.
Pilot Training Compliance Documentation. Logbook or training record endorsements that meet the requirements of § 61.66 for EFVS training completed.
10.3 EFVS Operational Demonstration for Part 91 Applications. Plans to observe and evaluate the operator’s ability to perform EFVS-TD operations in an aircraft or simulator may be impractical. Tabletop exercises for demonstrating operator knowledge
(e.g., operational procedures, system limitations, recent flight experience, maintenance instructions for continued airworthiness (ICA), or minimum equipment list (MEL) relief) and/or operational monitoring may be more appropriate.
15 11 OPERATIONAL AUTHORIZATIONS FOR PARTS 91K, 121, 125, AND 135.
11.1 Overview. Per § 91.176, parts 121, 125, and 135 CHs require OpSpec C048 to conduct EFVS-100 or EFVS-TD operations, and may include provisions to use EFVS operational credit. Part 91K program managers require MSpec C048 to conduct EFVS-100 or EFVS-TD operations. MSpec C048 does not include provisions to use EFVS operational credit.
11.2 The Application. Applications for OpSpec or MSpec C048 should be submitted to a responsible Flight Standards Safety Assurance office. Although other documentation may be acceptable, the FAA recommends providing the following items in the application to facilitate the review process:
1.
Airworthiness Documentation. Exc erpts from the AFM(S) that identify the EFVS operation(s) for which the system received airworthiness approval. The FAA recommends incorporating any procedures or operating limitations in the AFM(S) into the approved EFVS training curriculum and operating manuals.
2. O perating Manuals. App licable sections of operating manuals (e.g., Airplane Operations Manual (AOM), Flight Operations Manual (FOM), pilot’s operating handbook (POH), and/or quick reference handbook (QRH)) that contain the operator’s procedures or provisions for using an EFVS. These procedures can be incorporated in the operator’s approved EFVS training curriculum and in the AFM(S).
3. E FVS Pilot Training Curriculum. A proposed EFVS training curriculum that ensures the pilot meet the requirements of § 61.66. Paragraph 9 and Appendix A c ontain information for developing a training curriculum to include the required ground training subjects and flight training tasks required by § 61.66(a) and (b). It is acceptable to incorporate a previously approved curriculum provided by a part 141 or 142 school.
4. EFVS Provisions in the MEL. If the applicant is seeking MEL relief for EFVS, they should provide the proposed MEL containing appropriate operations and maintenance procedures that consider all applicable components of the EFVS during MEL submission, review, and approval.
5.
Application for Operational Credit. Operators operating under parts 121, 125, a nd 135 CHs applying for authorization to use EFVS operational credit should provide:
a. A statement of proposed credit. Operators may propose use of the standard cred it published in the EFVS OSR, which is based on previous demonstrations of system visual advantage. When an operator elects to use the standard credit, it is not necessary to demonstrate visual advantage during the operational demonstration. If the applicant elects to perform their own demonstration, AC 20-167 provides methods that can be used to demonstrate quantified visual advantage in the certification process.
b. EFVS training curriculum for dispatchers or other persons exercising operational control, as described in paragraph 9 and Appendix C.
c. Dispatch procedures manual or a general operations manual, as applicable, containing procedures for using the authorized EFVS operational credit to determine the minimum visibilities for use with EFVS.
6. EFVS Maintenance Procedures. E FVS maintenance procedures or programs as described in Appendix B. If the applicant is responsible for the training of maintenance personnel, the applicant can also provide an EFVS training curriculum for maintenance personnel, as described in paragraph 9 and Appendix B.
11.3 EFVS Operational Demonstration for Parts 91K, 121, 125, and 135 Applications.
The FAA’s process for approval and acceptance includes observing and evaluating the operator’s ability to perform the proposed operation(s) in accordance with the procedures, guidelines, and parameters described in the operator’s formal application. The means for meeting the operational demonstration objectives and an appropriate timeline are established through an agreement between the operator and the responsible Flight Standards Safety Assurance office. The are many acceptable means by which an operational demonstration can be accomplished (e.g., tabletop exercises, simulators, classroom observations, observations of line operations, observations of training flights, or any other agreed-upon means). The specifics of the application and the operator’s previous experience will define the acceptability of an operational demonstration plan, which can demonstrate the following:
1. Amendments to manuals, procedures, and checklists for EFVS operations are appropriately incorporated and distributed to all applicable personnel;
2. EFVS maintenance practices are conducted in accordance with the MEL, ICA, and other manufacturer’s guidance;
3. EFVS training for flightcrews, maintenance personnel, and persons authorized to exercise operational control provides the knowledge, skills, and competency to safely conduct EFVS operations;
4. The ability of qualified flightcrews to conduct EFVS operations in accordance with the regulations, applicable operating conditions or limitations, and the operator’s authorization;
5. The ability of persons authorized to exercise operational control of an aircraft
(e.g., dispatch, release, etc.) to properly plan and dispatch/release a flight in accordance with the operator’s EFVS authorization; and
6. The ability of the installed EFVS to provide a visual advantage to support the operational credit requested. The recommended credit published in the EFVS OSR is based on previously demonstrated performance. If the applicant elects to use the recommendation, no demonstration is required. If the applicant elects to perform their own demonstration, they may want to reference AC 20-167 for the standard methods used to demonstrate quantified visual advantage in the certification process.
17 12 OPERATIONAL AUTHORIZATIONS FOR PART 129.
12.1 Overview. IFOs are responsible for authorizing operators of foreign-registered aircraft to conduct EFVS operations in the United States. An operational demonstration is not required to obtain FAA authorization C048. EFVS operations conducted under part 129 in U.S.-registered aircraft solely outside the United States in common carriage by a foreign person or a foreign air carrier do not require authorization from the FAA because the United States is not the State of the Operator.
12.2 The Application. The FAA recommends that operators seeking OpSpec C048 submit an application to their responsible IFO. Applications that include the supporting documentation described below for the EFVS operations requested will facilitate the review process.
1. Correspondence clearly summarizing the aircraft, equipment, operations, and provisions for which the applicant is seeking authorization.
2. EFVS operational approval issued by the CAA of the State of the Operator.
3. Airworthiness documentation containing a description of the aircraft and equipment proposed to be used for EFVS operations. AFM excerpts or supplements are acceptable documentation.
4. For U.S.-registered aircraft, MEL approval with any EFVS provisions. For EFVS operations, the foreign operator should take the EFVS and components into consideration during MEL submission, review, and approval, if the foreign operator is seeking MEL relief for EFVS.
5. EFVS training documentation from the CAA of the State of the Operator for the EFVS operation to be conducted.
6. For U.S.-registered aircraft, maintenance program approval, including EFVS provisions. An FAA-approved maintenance program is required for U.S.-registered aircraft, per part 129, § 129.14(a). This maintenance program should contain maintenance provisions for EFVS equipment.
7. Operators applying for authorization to use EFVS operational credit can provide documentation of the demonstrated performance of the installed EFVS sensor.
Operators may use the standard credit published in the EFVS OSR, which is based on previous demonstrations of system visual advantage. When an operator elects to use the standard credit, it is not necessary to demonstrate visual advantage during the operational demonstration. Operators may propose a credit based on their own demonstration.
13 AC FEEDBACK FORM. For your convenience, the AC Feedback Form is the last page of this AC. Note any deficiencies found, clarifications needed, or suggested improvements regarding the contents of this AC on the Feedback Form.