Par 9 Page 11
(3) Procedure characteristics as determined from chart depiction and textual description.
(4) Use of navigation system including procedure selection and ILS look-alike principle:
(a) Methods to select approaches (i.e., procedure name menus or channel number) and confirming correct approach ID/reference path identifier (RPI).
(b) No manual change of waypoints included in the approach.
(c) Flying the procedure.
(5) Distinction between ILS flight guidance cues and LPV guidance cues.
(6) Required navigation equipment for approach operations using WAAS or any operational restrictions/limitations, as outlined in the AFM, RFM, AFMS, OpSpec, MSpec, or LOA.
(7) Levels of automation, mode annunciations, changes, alerts, interactions, reversions, and degradations.
(8) Functional integration with other aircraft systems.
(9) Setup and interpretation of electronic displays and symbols.
(10) Use of LNAV mode(s).
(11) Use of VNAV mode(s).
(12) Understanding the performance requirement and the fail-down capabilities of the system.
(13) ATC procedures/phraseology.
(14) Functionality of vector to final mode.
(15) Flightcrew contingency procedures for a loss of GPS and/or WAAS capability to emphasize maintaining separation from terrain, obstacles and other aircraft.
(16) Impact of aircraft integrations that incorporate both (WAAS) LPV/LP capability and baro-VNAV capability.
(17) Alternate airport requirements and selection of an alternate airport.
b. Training Documentation. Parts 91K, 121, 125, 129, 133, 135, and 137 operators’ applications for operational approval to use WAAS without restrictions or limitations on IAPs should include documentation of the WAAS-related training provided to flightcrews, dispatchers and maintenance personnel, as appropriate.
Page 12 Par 9 NOTE: In line with the Instrument Practical Test Standards pilots may, for the purpose of training, testing, checking and logging pilot experience, fly approaches to LPV lines of minima and qualify for precision approach credit.
NOTE: In line with the Instrument Practical Test Standards pilots may, for the purpose of training, testing, checking and logging pilot experience, fly approaches to LNAV and LP lines of minima and qualify for nonprecision approach credit.
c. Training Intervals. Parts 91K, 121, 125, 133, 135, and 137 operators should reference specific instrument training requirements per applicable 14 CFR parts. For additional guidance including differences relating to type of GPS system used, refer to OpSpec/MSpec/LOA C052, Straight-in Non-Precision, APV, and Category I Precision Approach and Landing Minima–All Airports, OpSpec/MSpec H102, Basic Instrument Approach Procedure Authorizations–All Airports, or OpSpec/MSpec H103, Straight-In Category I Non-Precision Approach Procedures– All Airports, and corresponding guidance in Order 8900.1.
10. OPERATIONAL APPROVAL.
a. Part 91 Operator/Aircraft Approval. Part 91 operators should review their AFM, RFM, or AFMS to establish that their aircraft meets navigation system eligibility as detailed in paragraph 7. Once the operator has established system eligibility, the operator should review the operational and training considerations as detailed in paragraphs 8 and 9. After completing these actions, the operator may conduct LPV and LP approach operations to a published DA and MDA, respectively. An LOA is not required when eligibility is based on the AFM, RFM, or AFMS, and provisions of this AC.
b. Parts 91K, 121, 125, 133, 135, and 137 Operator/Aircraft Approval. The responsible Flight Standards office may require the following documentation from operators to grant operational approval to fly RNAV (GPS) instrument approaches to the LPV or LP lines of minima via OpSpec, MSpec, or LOA.
(1) Aircraft Qualification. Aircraft can fly the LPV or LP minima line with an AFM, RFM, or AFMS statement that the installed equipment supports LPV and/or LP lines of minima.
At a minimum, TSO-C145a/146a operational class 3 or class 4 equipment is required.
(2) Operations Manuals and Checklists. The responsible Flight Standards office may require the operator to present any revisions to operating manuals for flightcrews, dispatchers and maintenance personnel, as appropriate, incorporating standard operating procedures applicable to the use of WAAS capabilities.
(3) Minimum Equipment List (MEL). If the operation requires an MEL, the operator must include any MEL revisions necessary to address WAAS flight operations in their application package. The FAA must approve these provisions, and operators must adjust the MEL, or equivalent to specify the required dispatch conditions.
Par 10 Page 13 (and 14)
(4) Training. The operator must identify any modifications to training programs for flightcrews, dispatchers and maintenance personnel, as appropriate, to incorporate the WAAS-related training elements this AC outlines.
c. OpSpecs, MSpecs, and LOAs. Parts 91K, 121, 125, 133, 135, and 137 operators receive approval to fly RNAV (GPS) instrument approaches via OpSpec/MSpec/LOA C052, OpSpec/MSpec H102, or OpSpec/MSpec H122, Special Terminal Instrument Procedures for Rotorcraft Operations, as applicable. If the operator has already been approved to fly IAP with vertical guidance using RNAV (GPS) or RNAV (GNSS), such as baro-VNAV, then no further authorization is required. If the operator is not already approved to fly IAP with vertical guidance using RNAV (GPS) or RNAV (GNSS), the Principal Operations Inspector (POI) will authorize LPV and/or LP operations for the operator via OpSpec/MSpec/LOA C052, OpSpec/MSpec H102 or OpSpec/MSpec H122.
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 1 Page 1 (and 2) APPENDIX 1. ADDITIONAL GUIDANCE FOR HELICOPTER APPROACHES
1. Introduction. This appendix addresses and defines additional characteristics for helicopter instrument approaches to runways and point in space (PinS) approach operations.
2. Display Scaling. Copter Area Navigation (RNAV) Global Positioning Sysyem (GPS) procedure design and the use of the Final Approach Segment (FAS) data block provides for lateral display scaling of +/-2 degrees for approaches (equivalent to display scaling to a 10,000’ runway). Vertical scaling is consistent with runway approaches except the glidepath angle can range up to 7.5 degrees (full-scale deflection is +/- glidepath angle divided by four).
3. Copter PinS Approach Operations. One of the main differences between helicopter approaches to a heliport and airplane approaches to a runway is the location where deceleration occurs. Unlike airplanes which accomplish deceleration from reference landing speed (VREF) after touchdown on the runway, helicopters must slow to a hover prior to touchdown on the heliport. This characteristic necessitates an additional heliport approach requirement (deceleration distance) when helicopters are operating to localizer performance with vertical guidance (LPV) or localizer performance without vertical guidance (LP) minimums. PinS and helicopter instrument approach operations necessitate procedure design protection for the deceleration distance.
a. PinS Approach Description. PinS approach obstacle clearance and procedure design criteria are contained in FAA Order 8260.42, United States Standard for Helicopter Area Navigation (RNAV). PinS criteria deliver the helicopter to a point in space. The PinS optimum location is 0.65 nautical miles (NM) from the heliport. This provides an adequate distance to decelerate and land from an approach speed of 70 knots indicated airspeed (KIAS). Certain airframes may be certified to fly at reduced minimum speed (VMINI) or below VMINI as a result of flight control design or adherence to AC 29-2, Certification of Normal Category Rotorcraft. In these cases an approach procedure stating the minimum certified airspeed or flight below VMINI should be annotated on the LPV or LP approach procedure. The distance also permits optimal blending of obstacle clearance criteria with non-instrument heliport ingress areas.
b. PinS Operational Limitations. The speed on the FAS and the initial segment of the missed approach is usually 70 KIAS. The speed on other segments of the procedure is usually 90 KIAS. The minimum speed, unless in visual conditions, is the specific VMINI (or lower minimum approach speed per AC 29-2) in the helicopter flight manual. There are two types of PinS procedures. For a PinS “Proceed VFR” procedure, once the helicopter passes the missed approach point (MAP) there is no obstacle protection and the pilot must comply with visual flight rules (VFR). The pilot cancels the instrument flight rules (IFR) flight plan after passing the MAP. For a PinS “Proceed Visually” procedure, the pilot must visually acquire the landing location at or before arriving at the MAP. Obstacle protection on the visual segment is provided by the obstacle identification surfaces and the obstacle clearance surface. The pilot cancels the IFR flight plan after flying into visual meteorological conditions (VMC) with landing location in sight, passing the MAP in the visual segment of the approach, or after landing.
4. Additional Guidance. Pilots are reminded that they are responsible for operating the autopilot in accordance with the pilot’s operating handbook (POH) for the specific autopilot model, in addition to the Rotorcraft Flight Manual (RFM).
Appendix 2 APPENDIX 2. EXAMPLE RNAV (GPS) APPROACH CHART (LPV LINE OF MINIMA) WAAS Channel Number LONG BEACH, CAUFORNIA AL-236 (FAA) WAAS APP CRS Rwy Idg 8000 RNAV (GPS) Z RWY 30
• W30A CH 90120 301° TDZE Apt Elev 38 60 LONG BEACH (DAUGHERTY FIELD) (IGB) WAAS A T Baro-VNAV NA below -15°C (5°F). + DME/DME RNP• 0.3 NA. MALSR øŤ _ MISSED APPROACH: Climb to 2600 direct ROYON and left tum via 187° track to Temperature Approach W PADDR and hold. Restriction ID/RPI W=WAAS 127,75 ATS 124.65 316.125 SOCAL APP CON 119.4 (CTAF) O 257,6 (Ry 30) 120.5 257.6 (Ry 12) LONG BEACH TOWER* 133,0 257,6 GND CON CINC DEL 118,15 UNICOM 122,95 does not apply to WAAS 30=Runway 1685* LNAV/VNAV 30 or LPV vertical A= 1S WAAS A *22 NOT FOR guidance approach to A 578 NAVIGATION *SA RV 30 25 NAM runway 30 122001 P180+ SEAL BEACH Inverse W" - 519 2400 to OYSUP no NOTAMS A412 138° (6.7) advisories for or Air Traffic SW-3, 07 MAY 2009 to 04 JUN 2009 A1 543 г GUNEY (FAF) 600Z NOT tO d 600Z AVW 20 C-MS / (F/LAF) 2400 NoPT outages of 267° (3.3)
WAAS (LAF)
A MIDOS
LNAV/VNAV or LPV vertical guidance * PADDR ALBAS. (IAF) 4 NM - ELEV 60 2600 ROYON PADOR Hading Patien OYSUP 19 L * LNAV only 121°→ *2.3 NM lo RW30 - 301° *301° -2400 VGS and RNAV glidepath not coincident -1600 GS 3.00 TCH 59 30231K 150• 34L 011 18 CATEGORY 151+ A LPV DA 290/24 252(300-1½) LPV INAV/ DA VNAY 657-1 619(600-18) 301° k RW30 Minimum Line INAV MDA CIRCLING 782(800-12) 820/24 880-214 820(900-24) 782(800•9) 820/40 782(800-1) 820(900-21½) 820-134 880-21½ 820(900-214) 782 (B00-2) 880-2% 820-2 MIRL Rwy 7L-25R TDZ/CL Rwy 30 REIL Rwys 12, 25L, and 25R HIRL Rwys 7R-25L and 12-30
LONG BEACH, CALFORNIA LONG BEACH (DAUGHERTY FIELD) (LGB) Amat 1B 09015 33 49N-118° 09W RNAV (GPS) Z RWY 30 Page 1 (and 2)
Appendix 3 APPENDIX 3. EXAMPLE RNAV (GPS) APPROACH CHART (LP LINE OF MINIMA) WAAS Channel Number •CH 90120 WAAS APP CRS 323° Rwy Idg Apt Elev TDZE 6631 5290 5318 RNAV (GPS) W RWY 31 ANYTOWN MEMORIAL (AAA) W31A MISSED APPROACH: Climbing left tum DME/DME RNP-0.3 NA. to B700 direct PRESN and hold Visibility reduction by helicopters NA
ATIS SALT LAKE CENTER OWER GND CON UNICOM 128,225 118,05 353,0 125,6 (CTAF) O 121.7 122,95 16015 WAAS Approach ID/RPI W=WAAS 31=Runway 31 A=1' WAAS approach to (FAF) runway 31 LIBYO rocedure NA for arrivals at SOLDE via 484 southbound. ocedure NA for arrivals at PRESN via NOT FOR NAVIGATION For instrüction purposes ONLY (F) WTSOX SOLDE tolding not required a 11400 VENIN via V500 westbounc 089• V231 northbound.
(11.8) (lAF) PRESN (IAF) OREYE 8 NM AGARW 31 25 NAM ELEV 5318 D 113300 MENIN 7 NM
• 5347 8700 VGSI and descent angles not coincident.
5340* WTSOX UBYC 323-8600 →*7900 4: 5270 13.1 -5 NM-
CATEGORY LP LP MDA 1790(1800-141 7080-114 | 1790(1800-1½) 1790 (1800-3) 7080-17½ 7080-3 NA Minimum HIRL Rwy 13-31 0 323° to RW31 LNAV MDA 1862 (1900-141 1862 (1900-1½1 | 1862 (1900-3) 7180-1 7180-1½ 7180-3 NA Line
ANY, IDAHO ANYTOWN MEMORIAL (AAA, ) Amdt 2 08325 43:30N-114918w RNAV (GPS) WRWY 31 Page 1 (and 2)
Advisory Circular Feedback Form If you find an error in this AC, have recommendations for improving it, or have suggestions for new items/subjects to be added, you may let us know by contacting the Flight Technologies and Procedures Division (AFS-400) at 9-AWA-AFS400-Coord@faa.gov or the Flight Standards Directives Management Officer at 9-AWA-AFB-120-Directives@faa.gov.
Subject: AC 90-107, Guidance for Localizer Performance with Vertical Guidance and Localizer Performance Without Vertical Guidance Approach Operations in the U.S. National Airspace System Date: _____________________ Please check all appropriate line items:
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