• Component mount or rack removal/installation; and
• Structural damage or modification affecting EFVS optical alignment or system performance.
13. Integration of the EFVS program into the operator’s Continuing Analysis and Surveillance System (CASS) or reliability programs to monitor total system performance that includes sampling.
8.4.2 Maintenance personnel should be familiar with the operator’s approved EFVS program (or equivalent), their individual responsibilities with respect to that program, and the availability of any resources within or outside of the maintenance organization necessary to ensure program effectiveness.
9 MAINTENANCE TRAINING FOR EFVS OPERATIONS. This paragraph contains guidance on maintenance personnel training requirements for EFVS operations to 100 feet above the TDZE and EFVS operations to touchdown and rollout. Unless otherwise specified, operators should address these requirements in applications to conduct EFVS operations. Paragraph 10 contains additional information about the application process.
9.1 Maintenance Training. Maintenance personnel should be knowledgeable of the operator’s EFVS program. Operator and contract maintenance personnel, including mechanics, maintenance controllers, avionics technicians, and inspection/quality assurance (QA) personnel should receive initial and recurrent training to establish and maintain an effective EFVS maintenance program.
9.1.1 Applications submitted for an OpSpec/MSpec/LOA to conduct EFVS operations to 100 feet above the TDZE (excluding part 91 operators other than part 91K operators) or EFVS operations to touchdown and rollout should address the following maintenance training items:
1. Identify the person(s) responsible for ensuring EFVS maintenance and inspection personnel are properly trained, knowledgeable, and current.
2. Identify how the EFVS training will be conducted (i.e., in-house or via an outside training provider).
3. Include policy and procedures that address the qualification requirements of EFVS maintenance and inspection personnel.
4. Identify the methods and techniques used to conduct initial and recurrent training (e.g., instructor-led training, computer-based training (CBT), or on-the-job training (OJT)).
5. Identify the procedures used to record and maintain the training required for initial and recurrent EFVS qualifications.
6. Include the EFVS maintenance and inspection training curriculum that addresses the following topics:
• Operational overview clearly defining the difference between operations to 100 feet above the TDZE and operations to touchdown and rollout;
• EFVS system overview;
• EFVS maintenance and inspection procedures;
• EFVS personnel training and qualification requirements for EFVS operations to 100 feet above the TDZE and EFVS operations to touchdown and rollout;
• EFVS operations to 100 feet above the TDZE and EFVS operations to touchdown and rollout upgrade/downgrade procedures, including applicable status change notifications;
• MEL procedures;
• Test equipment and use;
• Return to service tests and procedures; and
• EFVS parts handling procedures, including handling of outside vendor parts.
10 OPERATIONAL APPROVAL PROCESS FOR EFVS OPERATIONS.
10.1 Approval Process Overview. Certificate holders, operators, and program managers who wish to conduct EFVS operations must submit an application for operational approval to the FAA. Certificate holders, operators, and program managers may want to schedule a preapplication meeting with the certificate-holding district office (CHDO), certificate management office (CMO), or the Flight Standards District Office (FSDO). This meeting provides the operator with an opportunity to discuss the requirements for operational approval. Approval of the operator’s proposal results in the issuance of an OpSpec, MSpec, or LOA, as appropriate, to conduct EFVS operations under § 91.176(a), § 91.176(b), or both.
10.2 Authorizations to Conduct EFVS Operations.
10.2.1 Authorizations for EFVS Operations to 100 Feet Above the TDZE. The FAA requires an OpSpec/MSpec/LOA for persons conducting EFVS operations to 100 feet above the TDZE under part 91K, 121, 125, 129, or 135 (refer to § 91.176(b)(2)(vii) through (ix)).
Part 91 operators (other than part 91K operators) are not required to obtain an LOA to conduct EFVS operations to 100 feet above the TDZE in the United States. Part 91 operators (other than part 91K operators) who conduct EFVS operations to 100 feet above the TDZE outside the United States may request an LOA to facilitate foreign CAA approval.
10.2.2 Authorizations for EFVS Operations to Touchdown and Rollout. The FAA requires an OpSpec/MSpec/LOA for persons conducting EFVS operations to touchdown and rollout under part 91, 91K, 121, 125, or 135 (refer to § 91.176(a)(2)(viii) through (xi)). Under § 91.176(a)(2)(x), an authorization is also required for foreign air carriers subject to
47 part 129 who wish to conduct EFVS operations to touchdown and rollout in the United States.
10.2.3 Additional EFVS OpSpec/LOA Provisions for Part 121, 125, and 135 Operators.
The OpSpec/LOA for part 121, 125, or 135 operators may authorize a visibility for dispatching or releasing a flight under §§ 121.613 and 121.615, releasing a flight under §§ 125.361 and 125.363, or taking off under IFR under § 135.219. The operator’s OpSpec/LOA for EFVS operations may also contain provisions for beginning or continuing an approach when the visibility is reported to be less than the visibility minimums prescribed for the IAP to be flown. To qualify for these provisions, operators who plan to conduct these operations under either § 91.176(a) or (b) should present their procedures and training for pilots, dispatchers, flight release personnel, and other personnel authorized to exercise operational control. An operator’s procedures and training should consider the limitations of the EFVS the operator will use and the weather conditions that may exceed the sensor’s ability to provide the enhanced flight visibility required to complete the approach and landing. An operator must be able to demonstrate that it has the ability to determine when it is appropriate to dispatch a flight, release a flight, or take off under IFR for the purpose of conducting an EFVS operation and that its dispatch and flight release procedures appropriately support EFVS operations.
10.2.4 EFVS Sensor Performance and OpSpec/LOA Provisions for Parts 121, 125, and 135 Operators. An operator conducting EFVS operations under part 121, 125, or 135 should present EFVS sensor performance information with their proposal to conduct EFVS operations under either § 91.176(a) or (b). The sensor performance information should characterize the enhanced flight visibility or the visual advantage produced by the EFVS over a range of representative visibility and weather conditions. The operator’s authorization to dispatch, release a flight, or take off under IFR or to begin or continue an approach will be based on this sensor performance information. EFVS sensor performance information may be information that was demonstrated for the aircraft and documented in the AFM(S) or RFM(S), additional data the Original Equipment Manufacturer (OEM) or operator may have collected through an operational evaluation with respect to the EFVS sensor’s ability to perform in low visibility conditions, or other data or information the FAA might find acceptable. AC 20-167 contains additional information about EFVS performance demonstrations. The purpose of requiring EFVS sensor performance information is to increase the likelihood of a successful EFVS operation at the destination airport.
10.3 Application to Conduct EFVS Operations.
10.3.1 Application Process. This paragraph describes the application process for operators conducting EFVS operations under part 91, 91K, 121, 125, or 135. The application process for operators conducting EFVS operations under part 129 is described in paragraph 10.5. After meeting with the CHDO, CMO, or FSDO, as applicable, operators
48 should submit an application to conduct EFVS operations consisting of the following information and documentation:
1. Application letter describing the type of EFVS operation(s) to be conducted
(i.e., EFVS operations to 100 feet above the TDZE, EFVS operations to touchdown and rollout, or both);
2. Description of aircraft and EFVS equipment the operator proposes to use for EFVS operations;
3. EFVS airworthiness documentation that shows the EFVS was installed in accordance with the applicable airworthiness requirements;
4. Evidence that the applicant has reviewed and addressed the recommendations specified in the applicable FSB report for the aircraft and EFVS installation, if an FSB report exists for that aircraft and EFVS installation;
5. EFVS provisions contained in the AFM(S) or RFM(S), Airplane Operations Manual (AOM), Flight Operations Manual (FOM), pilot’s operating handbook (POH), or quick reference handbook (QRH), as applicable;
6. MEL for EFVS operations and any proposed changes, if the operator seeks MEL relief for EFVS;
7. If the operator conducts EFVS operations under part 121, 125, or 135, the operator should describe how it plans to conduct flight planning, dispatch, or flight release activities, as applicable, and address operational procedures pertaining to beginning and continuing an approach when the visibility is reported to be less than the visibility minimums prescribed for the IAP to be flown;
8. EFVS sensor performance information. The operator should provide EFVS sensor performance information as described in paragraph 10.2.4;
9. EFVS operating procedures: checklists, crew coordination and monitoring procedures, callouts, crew briefings, and nonnormal operations and procedures related to EFVS;
10. Proposed EFVS flightcrew training: ground training, flight training, supplementary training, and recurrent training;
11. For operations under part 121 or 135, proposed checking for EFVS during § 121.441 proficiency checks or § 135.293 competency checks, as applicable;
12. Procedures and training program, as applicable, for dispatchers and other persons authorized to exercise operational control for EFVS operations;
13. Maintenance program (or, as applicable, the aircraft or equipment manufacturer’s ICAs), policies, procedures, and training pertaining to EFVS;
14. OpSpec/MSpec/LOA sought by the operator and any proposed amendments; and
15. Proposed plan for demonstrating the operator’s ability to perform EFVS operations. The plan should address EFVS system availability; training for
49 pilots, maintenance personnel, and dispatchers or other personnel authorized to exercise operational control; maintenance and inspection procedures and programs; and dispatch and flight release procedures for EFVS operations.
The operator’s plan should include a proposed time period and a specified number of flights for demonstrating their ability to achieve the objectives outlined in paragraph 10.4.
10.3.2 Application Requirements for Part 91 Operators Seeking an LOA for EFVS Operations to 100 Feet Above the TDZE Outside the United States. Part 91 operators (other than part 91K operators) conducting EFVS operations to 100 feet above the TDZE outside of the United States may request an LOA from the FAA. The operator should present the FSDO or CHDO with documentation showing that the aircraft is equipped with an EFVS that meets the applicable equipment requirements of § 91.176(b)(1).
10.4 Observing and Evaluating the Operator’s Ability to Perform EFVS Operations.
10.4.1 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 proposal. This paragraph describes what operators conducting EFVS operations under part 91, 91K, 121, 125, or 135 must demonstrate during this phase. This paragraph does not apply to operators conducting EFVS operations under part 129. During this phase, the operator should demonstrate that:
1. Its maintenance training, maintenance program (if applicable), and maintenance procedures support acceptable levels of EFVS equipment availability and performance in line operations;
2. Its checklists and procedures for conducting EFVS operations are adequate;
3. EFVS provisions, procedures, checklists, and flightcrew duties and responsibilities are appropriately documented and incorporated into its manuals;
4. The approved EFVS ground and flight training (and proficiency/competency checks for part 121 or 135) provides its flightcrews with the knowledge, skills, and competency to safely conduct EFVS operations;
5. Its flightcrews are able to conduct EFVS operations in accordance with the regulations, applicable operating conditions or limitations, and the operator’s OpSpec/MSpec/LOA. The flightcrews should be able to demonstrate in-flight, or through an acceptable simulation, the competence necessary to safely conduct these operations; and
6. The training and procedures for dispatch personnel or other persons authorized to exercise operational control provides an understanding of the EFVS regulations, the operator’s OpSpec/MSpec/LOA, the capabilities and limitations of the specific EFVS equipment installed in the operator’s aircraft, the unique weather conditions that cause variability in how an EFVS sensor performs, and the weather conditions that may exceed the sensor’s ability to
50 provide the enhanced flight visibility required to complete an approach and landing.
10.4.2 Observing and evaluating the operator’s ability to conduct EFVS operations includes a demonstration period of sufficient length and scope to achieve the objectives discussed in paragraph 10.4. Demonstrations may be conducted in line operations, during training flights, or during aircraft type or route proving runs. Demonstration requirements may consider criteria and special emphasis items from FSB reports applicable to the EFVS and aircraft installation, previous operator service experience with EFVS, experience other operators may have with a specific EFVS/aircraft installation, experience the operator’s crews have with EFVS, and other factors the FAA deems appropriate.
10.4.3 During the observation and evaluation period, EFVS trained and qualified flightcrews conduct instrument approaches in aircraft using the EFVS. Maintenance personnel and dispatchers or other persons authorized to exercise operational control that are used to support the demonstration flights must have completed EFVS training and must use the operator’s EFVS procedures for their respective areas. Use of the EFVS during this demonstration period may require the issuance of an OpSpec, MSpec, or LOA for EFVS operations. If an operator proposes to conduct EFVS operations under both § 91.176(a) and (b), a single demonstration period of sufficient length to demonstrate both types of EFVS operations may be conducted. Operators who intend to conduct HUD to touchdown or autoland operations during EFVS approach or landing demonstrations may do so only if the AFM(S) does not prohibit the operation and the operator has been issued OpSpec/MSpec C061, Flight Control Guidance Systems for Automatic Landing Operations Other Than Categories II and III (autoland), or OpSpec/MSpec C062, Manually Flown Flight Control Guidance System Certified for Landing Operations Other Than Categories II and III (HUD to touchdown).
10.4.4 During the observation and evaluation period, the operator should also conduct a sufficient number of approaches and landings to successfully demonstrate that the EFVS was available and operational for 95 percent of the flights, and that flightcrew use of the EFVS during the instrument approaches revealed no operational difficulties.
EFVS availability for purposes of the demonstration is defined as an EFVS that is fully operational and fully supports the EFVS operation from start of descent on an IAP through touchdown and rollout. The operator should provide a monthly report to the CHDO, CMO, or FSDO, as appropriate, detailing the number of approaches flown using the EFVS, number of times the EFVS was not available and fully operational for those flights, number of EFVS failures during the demonstration period, maintenance irregularities, and other operational difficulties. At the end of the demonstration period, the operator will provide a report of cumulative findings to the CHDO, CMO, or FSDO, as appropriate.
10.4.5 If the EFVS is not available and fully operational for 95 percent of the flights or if an excessive number of operational difficulties or EFVS failures occur during the demonstration period, the demonstration period should be extended and action that directly addresses the deficiency should be considered. Such action could include adjustments to procedures or training for pilots, dispatchers or other personnel authorized
51 to exercise operational control, or maintenance personnel. It could also include applying wind limitations, limiting the type or offset angle of the approaches to be flown, or other appropriate adjustments. In some cases, EFVS availability of less than 95 percent may be acceptable if clear corrective action proves that a higher availability rate is attainable.
10.4.6 The FAA recognizes it is impractical to require a fixed time period and a fixed number of approaches and landings for the observation and evaluation period that would apply to all operators. Some operators, for example, may be able to demonstrate their ability to achieve the objectives in paragraph 10.4 over a 4-month period of time and 50 approaches and landings. Others may require less time and fewer approaches, and still others may require more time and a greater number of approaches. The length of the observation and evaluation period and the number of approaches and landings that should be conducted are dependent on fleet size, access to runways with appropriate IAPs, the operator’s previous experience with EFVS operations, the FAA’s experience with the operator, and other factors. An operator has successfully completed the observation and evaluation period when it has provided enough data to establish that it met the goals of the demonstration period.
10.4.7 When all outstanding items are resolved and the operator has demonstrated its ability to successfully conduct EFVS operations, the FAA issues an OpSpec, MSpec, or LOA, as appropriate, for EFVS operations under § 91.176(a), § 91.176(b), or both.
10.5 Approval Process for EFVS Operations Conducted by Operators of Foreign-Registered Aircraft under Part 129.
10.5.1 A foreign-registered aircraft used to conduct EFVS operations that does not have an FAA type design approval must be equipped with an operable EFVS that meets the applicable airworthiness requirements. That is, foreign-registered aircraft must be equipped with an EFVS that meets the appropriate airworthiness certification requirements and has been approved by either the State of the Operator or the State of Registry (refer to § 91.176(a)(1)(i) and (b)(1)(i)). In addition, the EFVS-equipped foreign-registered aircraft must meet all of the requirements in § 91.176, including the equipment requirements, in order to be used in EFVS operations in the United States. This requirement is consistent with ICAO standards. Article 11 of the Convention on International Civil Aviation requires aircraft subject to its provisions and operating within the territory of a contracting state to comply with the applicable laws and regulations enacted by that State.
10.5.2 The appropriate International Field Office (IFO) is responsible for authorizing operators of foreign-registered aircraft to conduct EFVS operations in the United States. This authorization is based primarily on an EFVS authorization from the State of the Operator.
The major components of the application to conduct EFVS operations in the United States should include:
1. Application letter;
2. Description of aircraft and equipment proposed to be used for EFVS operations;
3. Airworthiness documentation;
4. AFM(S) or RFM(S) provisions for EFVS. Foreign-registered aircraft used by a foreign air carrier for EFVS operations within the United States should have AFM(S) or RFM(S) provisions reflecting an appropriate level of EFVS capability that meets the display, features, and requirements of § 91.176;
5. MEL approval, including any EFVS provisions. (FAA-approved MEL required for U.S.-registered aircraft.) In accordance with part 129, § 129.14(b), no foreign air carrier or foreign person may operate a U.S.-registered aircraft with inoperable instruments or equipment unless a Master Minimum Equipment List (MMEL) exists for the aircraft type, and the foreign operator submits for review and approval its aircraft MEL, based on the MMEL, to the FAA. For EFVS operations, the foreign operator should take the EFVS system and components into consideration during MEL submission, review, and approval, if the foreign operator is seeking MEL relief for EFVS;
6. EFVS operational approval issued by the CAA of the State of the Operator;
7. EFVS training program approval issued by the CAA of the State of the Operator;
8. Maintenance program approval, including EFVS provisions. (FAA-approved maintenance program required for U.S.-registered aircraft.) In accordance with § 129.14, “each foreign air carrier and each foreign person operating a U.S.-registered aircraft within or outside the United States in common carriage must ensure that each aircraft is maintained in accordance with a program approved by the Administrator.” This maintenance program should contain maintenance provisions for EFVS equipment; and
9. OpSpecs and any proposed amendments the operator is seeking.
10.5.3 U.S. and foreign regulations with respect to EFVS operations may differ. Foreign air carriers operating aircraft under part 129 in the United States should be familiar with the equipment and operating requirements of the U.S. regulations. Additionally, foreign operators that expect to conduct all of the approach operations authorized by § 91.176 should provide training appropriate to the approach operations to be conducted and should be authorized by their CAA to conduct those operations.
10.5.4 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 operational approval; however, those operations must comply with those sections of part 129 specified in § 129.1(b).
10.6 Waivers From § 91.176.
10.6.1 Section 91.903 states that the Administrator may issue a Certificate of Waiver (CoW) authorizing the operation of aircraft in deviation from any rule listed in that subpart if the Administrator finds that the proposed operation can be safely conducted under the terms of the CoW. Section 91.176 is listed in § 91.905 as a rule subject to waiver. A CoW may not be issued for any operation conducted under part 121, 125, 129, or 135.
10.6.2 Operators who seek a CoW from § 91.176 must complete FAA Form 7711-2, Application for Certificate of Waiver or Authorization, and submit it to the FSDO with responsibility over the area where the operator’s principal business office is located.
The application should be submitted a minimum of 30 days before the waiver is needed.
In addition to FAA Form 7711-2, the FAA may request additional supporting documentation necessary to process the application.
11 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.
Appendix A A-1 APPENDIX A. ACRONYMS AND ABBREVIATIONS A.1 Acronym Definition
1. 14 CFR Title 14 of the Code of Federal Regulations
2. AC Advisory Circular
3. AEG Aircraft Evaluation Group
4. AFM Airplane Flight Manual
5. AFMS Airplane Flight Manual Supplement
6. AFM(S) Airplane Flight Manual or Airplane Flight Manual Supplement
7. AFS Flight Standards Service
8. ALS Approach Light System
9. AOM Airplane Operations Manual
10. CAA Civil Aviation Authority
11. CAT I Category I
12. CAT II Category II
13. CAT III Category III
14. CFIT Controlled Flight into Terrain
15. CFR Code of Federal Regulations
16. CHDO Certificate-Holding District Office
17. CMU Certificate Management Unit
18. CoW Certificate of Waiver
19. DA Decision Altitude
20. DH Decision Height
21. EASA European Aviation Safety Agency
22. EFVS Enhanced Flight Vision System
23. EVS Enhanced Vision System
24. FAA Federal Aviation Administration
25. FAF Final Approach Fix
26. FFS Full Flight Simulator
27. FLIR Forward Looking Infrared
28. FOM Flight Operations Manual
29. FPARC Flight Path Angle Reference Cue
Appendix A A-2
30. FPV Flight Path Vector
31. FSB Flight Standardization Board
32. FSDO Flight Standards District Office
33. GPS Global Positioning System
34. GS Glideslope
35. HDD Head-Down Display
36. HUD Head-Up Display
37. IAP Instrument Approach Procedure
38. ICA Instructions for Continued Airworthiness
39. IFO International Field Office
40. IFR Instrument Flight Rules
41. ILS Instrument Landing System
42. IMC Instrument Meteorological Conditions
43. LED Light-Emitting Diode
44. LNAV Lateral Navigation
45. LOA Letter of Authorization
46. LODA Letter of Deviation Authority
47. LPV Localizer Performance with Vertical Guidance
48. LVO Low-Visibility Operations
49. MAP Missed Approach Point
50. MASPS Minimum Aviation System Performance Standards
51. MDA Minimum Descent Altitude
52. MEL Minimum Equipment List
53. MMEL Master Minimum Equipment List
54. MSpec Management Specification
55. NAS National Airspace System
56. NSP National Simulator Program (AFS-205)
57. OpSpec Operations Specification
58. PAR Precision Approach Radar
59. PF Pilot Flying
60. PIC Pilot in Command
61. PM Pilot Monitoring
62. POH Pilot’s Operating Handbook