CHAPTER 2. SERVICE PROVIDER REQUIREMENTS
2.1 Operational Documentation.
The non-FAA service provider must submit documentation describing the processes and policies followed for the Administrator’s acceptance documentation describing the processes and policies followed when conducting IFPV activities. FPAG will review the documentation and coordinate Administrator’s acceptance the non-FAA service provider must follow when conducting IFPV activities. The documentation must, at a minimum, contain the following:
2.1.1 General information containing:
1. Contact person(s) in charge of all saved records and method of accessing those records.
2. List of individuals authorized to conduct IFPV and person(s) able to access their relevant endorsements (simulator evaluation, GOA, AOA, and FV).
3. Process for periodic internal audits.
4. Process for communicating and coordinating with appropriate FAA offices to include the transfer of data, forms, and documents.
5. Process for acquiring and maintaining regulatory guidance material associated with each authorized function, to include processes for maintaining the currency of all reference material.
6. Process to ensure all personnel authorized to perform IFPV activities are current and trained in accordance with current IFPV guidance.
7. Training attendance, including initial, and recurrent and supplemental training documentation.
8. Process for ensuring that all IFPV processes have been accepted and remain current.
9. Procedures for revising the operations manual including a revision tracking system.
2.1.2 Ground Validation information. PBN IFP Quality Assurance (QA) review process (describe the formal internal review process).
2.1.3 Pre-flight Validation information containing:
2.1.3.1 SV process (if applicable).
2.1.3.1.1 QA review process of the Flight Management System (FMS) navigation database for correct coding of the PBN IFP (describe the formal internal review process used to compare and ensure matching data).
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2.1.3.1.2 Simulator use requirements (i.e., methodology as to when a simulator check would be completed or required).
2.1.3.2 Obstacle assessment process, to include accuracy codes, achievable using company-specific equipment, and process.
2.1.3.2.1 GOA information (if applicable) containing:
1. Complete equipment list (hardware) to include type, make, model, software version, and revision if applicable.
2. Complete equipment list (software) used to post-process recorded GPS data, to include software manufacturer, title, version, and purpose.
3. Step-by-step process for obstacle verification.
4. Process for ensuring any new or different obstacles identified during GOA are documented and IFP re-evaluated, if necessary.
2.1.3.2.2 AOA information (if applicable) containing:
1. Complete equipment list (hardware) to include type, make, model, software version, and revision if applicable.
2. Complete equipment list (software) used for in-flight referencing of controlling obstacles and recording obstacle assessment tracks, to include software manufacturer, title, version, and purpose.
3. Step-by-step process for obstacle verification.
4. Company-specific Obstacle Evaluation Area (OEA) evaluation processes, if applicable.
5. Process for ensuring any new or different obstacles identified during an AOA are documented and IFP re-evaluated, if necessary.
6. Process for briefing pilots, without IFPV authorization, on AOA mission (e.g., briefing the helicopter operator’s pilot) [see Appendix B].
2.1.4 FV information containing:
1. QA review process of IFP chart, FAA Order 8260-series forms comparison with navigation database (describe the formal internal review process used to compare and ensure matching data).
2. Complete FV equipment list (hardware) and software version and revision if applicable.
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3. Complete equipment list (software) used for recording flight tracks, to include software manufacturer, title, version, and purpose.
4. Process for addressing issues concerning obstacles or flyability discovered during flight validation.
5. Process for assessing airport/heliport infrastructure.
2.2 Safety Management System (SMS).
Service providers should define the safety policies, processes, and practices for all aspects of IFPV design, validation, and maintenance. Service providers should have technical processes and procedures in place to identify hazards and to mitigate risk. AC 120-92 (as amended), Safety Management Systems for Aviation Service Providers, may be used as guidance.
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CHAPTER 3. INSTRUMENT FLIGHT PROCEDURE VALIDATION (IFPV)
3.1 Process.
IFPV consists of three elements: Ground Validation, Pre-flight Validation, and Flight Validation.
3.1.1 Ground Validation is a quality assurance review of the entire IFP package. The purpose is to identify areas with the potential to negatively affect the flyability and safety of the IFP (e.g., ARINC 424 coding errors, obstacles, Obstruction Evaluation/Airport Airspace Analysis (OE/AAA) and charting). The IFPV evaluator should address issues identified during the ground validation phase prior to the Pre-flight Validation phase.
3.1.2 Pre-flight Validation must include an obstacle assessment and may include a simulator evaluation. Address any issue identified during the Pre-flight Validation phase prior to Flight Validation.
3.1.2.1 Determine any special operational issues specific to the IFP (e.g., climb gradients, proximity to restricted areas, speed restrictions, etc.).
3.1.2.2 Although encouraged for all fixed wing procedures, simulator evaluations are required whenever there is a request for a waiver or request for FS-approval for deviations from standard criteria for Special RNAV (RNP) Authorization Required (AR) Instrument Approach Procedures (IAPs). Simulator evaluations are a valuable tool to test the procedure flyability and to compare database coding. They can test the procedure at the design limit and should be used where factors such as challenging terrain or specific operational considerations exist. All areas listed on FAA Form 8260-30.1 should be evaluated. Provide feedback to the procedure designer who, if feasible, should be involved in the simulator evaluation.
The simulator evaluation must be conducted in a FAA-qualified Level “C” or Level “D” flight simulator capable of flying the procedure. Information on simulator capabilities is available in 14 CFR part 60 and from the FAA National Simulator Program.
Note: For Special PBN IFP designed for a specific make/model/series and specific FMS, software part number, software version, and revision, the simulator evaluation must be flown in an FAA-qualified Level “C” or Level “D” simulator with the exact configuration specified.
3.1.2.2.1 Verify the navigation database for correct coding of the PBN IFP.
3.1.2.2.2 Comparisons must be made between the area navigation (RNAV) or FMS navigation data as displayed on the control display unit and the applicable FAA 8260-series forms, and the Flight Inspection Graphic (FIG).
Additionally, any notes and/or charted requirements and restrictions such as altitudes, speeds, and courses must be validated.
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3.1.2.3 Conduct an obstacle assessment verifying the height and location of the documented controlling obstacle for each segment of the IFP. Perform a visual inspection of the OEA to determine the presence of undocumented or inaccurately documented obstacles. Obstacle assessment must be performed in accordance with FAA Order 8200.1 and must be documented on FAA Form 8260-30.2.
3.1.2.3.1 A GOA may produce the most accurate results; however, circumstances may prevent ground obstacle access.
3.1.2.3.2 GOA may be used to satisfy the requirement of periodic (540-day) inspections.
3.1.2.3.3 An AOA provides easier access to obstacles and OEA boundaries.
Airborne obstacle assessments can be flown in any type of approved aircraft; however, assessments performed in helicopters or slow moving/small category aircraft are preferred. Obstacle-assessment flight activities must comply with the flight rules contained in 14 CFR part 91.
Any deviation from a 14 CFR rule during an obstacle assessment must be authorized by the geographically respective Flight Standards District Office. Consistent with FAA Order 8260.19, an AOA will result in an accuracy code of 4D being assigned to that obstacle.
3.1.2.3.4 Document incorrect obstacle data such as obstacles that no longer exist or obstacle data that is inaccurate or is missing from the FAA obstacle databases. This information must be documented on the FAA Forms 8260-30.2 and 8260-9 and provided to the IFP designer so that complete, accurate data is used for IFP evaluation. All supporting information including photos and survey data must be retained by the organization.
Obstacle data inaccuracies, of any type, must be documented and accuracy codes assigned in accordance with FAA Order 8260.19.
3.1.2.3.5 If desired, a lower accuracy code specific to the process used by the IFPV provider may be coordinated with FS. This authorization is specific to both the company and the individual performing the obstacle assessment.
This accuracy code determination will be based upon the type of equipment used, its specifications, and a determination of process effectiveness.
3.1.3 Flight Validation (FV).
1. Review the results of the simulator and obstacle evaluations, and review any specific training, operational, or equipment requirements. Review the PBN IFP package per guidelines established in FAA Order 8200.1.
2. Compare the aircraft navigation database, appropriate FAA Order 8260-series forms, and the FIGs.
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3. Assess flyability to determine that all segments of the procedure can be safely flown considering required speeds, climb gradients, descent gradients, coded flight path/glide path angles, and bank angles. Conduct FV per guidelines established in FAA Order 8200.1 and company operations manual and flown at or below the maximum intended speed on the developed lateral and vertical flight path. FV must be accomplished in an aircraft capable of flying the complete (instrument and visual portions) procedure as designed.
4. Conduct a controlling obstacle verification to provide the final assurance that the controlling obstacle has been correctly identified for each segment.
5. Verify that all airport/heliport infrastructures, such as markings, lighting, and communications are in place and operative, except locations without lighting (such as NA at night and Proceed Visual).
6. Evaluate other operational factors, such as aircraft equipment (e.g., TAWS/EGPWS), performance limitations such as minimum and maximum temperature limits, and human factors/flight deck workload.
7. Document the FV on the FAA Form 8260-30.3.
8. Conduct FV in an aircraft during non-revenue operations.
3.2 Requirements.
3.2.1 Pre-flight Validation.
3.2.1.1 Personnel.
3.2.1.1.1 Simulator evaluation (fixed wing only). In order to conduct a simulator evaluation, the designated IFPV evaluator must hold an LOA for simulator evaluation. To receive an LOA, simulator evaluation pilots must have similar qualifications as those required of an FV evaluator as specified in paragraph 3.2.2.1.2. For Special IFPs designed for a particular airframe, FMS, software part number, software version, and revision, the pilot assisting in that evaluation must have experience in that particular aircraft and its flight guidance and navigation system.
3.2.1.1.2 Ground Obstacle Assessment (GOA). In order to conduct a GOA, the designated evaluator must hold an LOA for GOA. Use of a remotely operated system for obstacle assessment that meets the requirements of AC 150/5300-17 (General Guidance and Specifications for Aeronautical Survey Airport Imagery Acquisition and Submission to the National Geodetic Survey) will be considered a GOA and must be documented in an accepted operation manual.
3.2.1.1.3 Airborne Obstacle Assessment (AOA). In order to conduct an AOA, the designated evaluator must hold an LOA for AOA. If the designated 3-3
evaluator is not also the pilot-in-command (PIC), the evaluator must provide an FS-approved mission brief to the PIC. AOA must be conducted in an aircraft during non-revenue operations.
3.2.1.2 Weather. AOA must be conducted during day Visual Meteorological Conditions (VMC) with sufficient in-flight ceiling and visibility to accomplish the assessment of obstacles. AOA must not be conducted at night or in Instrument Meteorological Conditions (IMC). Night means the time between the end of evening civil twilight and the beginning of morning civil twilight, as published in the Air Almanac, converted to local time.
3.2.2 Flight Validation.
3.2.2.1 Personnel. The minimum crew complement required by the aircraft type certification and the nature of operation.
3.2.2.1.1 All Required Crewmembers must be:
1. Current and qualified in the appropriate type of aircraft (fixed wing or helicopter) and appropriate category (maneuver/speed capability for helicopters) and proficient with the specific FMS and associated software part number, software version, and revision.
2. Approved by the Flight Technologies and Procedures Division or has received an FS-approved brief.
3.2.2.1.2 IFPV Evaluator. Although not required to be a crewmember, the FV evaluator may act as the PIC or SIC in accordance with the requirements above. The FV evaluator must be:
1. An FAA ASI (Operations) approved by FS, or
2. An individual with similar pilot qualifications who has completed FS-approved training (see Chapter 4) and received an LOA from the Flight Technologies and Procedures Division, or
3. A current and qualified Airspace System Inspection Pilot (ASIP).
3.2.2.1.3 Procedure Evaluation Pilot (PEP). A PEP conducts a procedure specific onsite evaluation of the landing location for certain helicopter IFP.
Non-FAA Service Providers with similar experience as a rotorcraft Aviation Safety Inspector, who has completed FS-approved training (see Chapter 4), and received a PEP LOA from the Flight Technologies and Procedures Division may conduct onsite procedure specific evaluations.
3.2.2.2 Weather. Flight Validation must not be conducted at night or IMC (except as noted in paragraph 3.2.2.2.1 and 3.2.2.2.2). Ensure sufficient in-flight 3-4
ceiling and visibility to accomplish the assessment of obstacles and determine that the procedure flight track reflects the IFP design.
3.2.2.2.1 Portions of the procedure above a published minimum IFR altitude (e.g., high-level portions of Standard Instrument Departures or Standard Terminal Arrival Routes) may be flown at night and/or in IMC.
3.2.2.2.2 Approval of night minimums. A night evaluation is required when an IFR procedure is developed for airports, heliports or landing areas with no prior IFR service, a newly constructed runway, heliport or landing area, or to a runway, heliport, or landing area, which has been lengthened, shortened, or relocated.
1. The purpose of the night evaluation is to determine the adequacy of airport/heliport/landing area lighting systems prior to authorizing night minimums. Each procedure with a “Fly visual” or “Proceed Visually” segment proposed for night use must be evaluated at night prior to commissioning or must be restricted from night use until the evaluation is completed. A night evaluation to landing surfaces serviced by PinS procedures (approach and departure) with a “Proceed VFR” segment(s) is not required.
2. Determine the adequacy of infrastructure to include lighting systems prior to authorizing night minimums (e.g., photocell; radio control;
local lighting patterns in the area surrounding the airport, heliport, or landing area do not distract, confuse, or incorrectly identify the runway, heliport, or landing area environment).
3. Conduct all night evaluations during VMC (or visual guidance for navigation in the "visual" segment of a helicopter approach) with sufficient in-flight ceiling and visibility to assess the airport, heliport, or landing area infrastructure.
3.3 Flight Validation of Space Based Augmentation System (SBAS)/Ground Based Augmentation System (GBAS) IFP.
When conducting FV of augmented IFP (e.g., using WAAS/SBAS or GBAS) utilize an in-flight data collection system that enables in-flight or post-flight analysis to validate that FAS data elements provide navigation guidance, as designed, to the physical runway threshold or PinS. The system must be capable of performing the necessary evaluations in a documented, quantitative fashion.
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CHAPTER 4. IFPV EVALUATOR TRAINING REQUIREMENTS Note: This chapter describes the initial and recurring training requirements for an evaluator to obtain an LOA to conduct an IFPV. See FAA Order 8900.1, Volume 11, Chapter 12, Sections 1 and 2 for a description of the entire authorization process.
4.1 Initial Training Requirements for IFPV Authorization.
To receive an LOA for any IFPV activity, an evaluator applicant must first attend an FS-approved training program that includes the following:
4.1.1 Familiarity with the PBN IFP design process and requirements for PBN operations. The requirements for PBN operations are outlined in the following FAA documents (use the latest editions):
• AC 90-100, U.S. Terminal and En Route Area Navigation Operations
• AC 90-101, Approval Guidance for RNP Procedures with AR
• AC 90-105, Approval Guidance for RNP Operations and Barometric Vertical Navigation in the U.S. National Airspace System and in Oceanic and Remote Continental Airspace
• 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
• AC 90-110, Authorization Guidance for Development of Required Navigation Performance Procedures with Authorization Required by Third Party Instrument Flight Procedure Service Providers
• AC 90-112, Development and Submission of Special Procedures to the Federal Aviation Administration
• AC 120-40, Airplane Simulator Qualification
• AC 150/5300-13, Airport Design
• AC 150/5300-16, General Guidance and Specifications for Aeronautical Surveys: Establishment of Geodetic Control and Submission to the National Geodetic Survey
• AC 150/5300-17, General Guidance and Specifications for Aeronautical Survey Airport Imagery Acquisition and Submission to the National Geodetic Survey
• AC 150/5300-18, General Guidance and Specifications for Submission of Aeronautical Surveys to NGS: Field Data Collections and Geographic Information System Standards 4-1
• AC 150/5390-2, Heliport Design
4.1.2 Knowledge of the procedure design criteria relevant to the type of IFP for which the individual is authorized to conduct as either PIC or evaluator. IFP design criteria are outlined in the following FAA documents:
• FAA Order JO 7100.41, Performance Based Navigation Implementation Process
• FAA Order 8200.1, United States Standard Flight Inspection Manual
• FAA Order 8260.3, United States Standard for Terminal Instrument Procedures
• FAA Order 8260.19, Flight Procedures and Airspace
• FAA Order 8260.42, United States Standard for Helicopter Area Navigation
• FAA Order 8260.46, Departure Procedure Program
• FAA Order 8260.58, United States Standard for Performance Based Navigation Instrument Procedure Design
• FAA Order 8260.60, Special Instrument Procedures
4.1.3 Training in the operation and post processing of data.
4.1.4 Process for completing FAA forms. FAA Forms 8260-30.1, 8260-30.2, and 8260-30.3;
and the process for providing feedback to the procedure designer. For FAA Order 8260- 30 series forms, see FAA Order 8900.1, Volume 11, Chapter 12.
4.1.5 Familiarity and demonstration of flight validation requirements for both day and night operations.
4.1.6 Procedure package review.
4.1.7 Requirements, techniques, and considerations for verifying that the navigation data to be published, as well as that used in the design of the procedure, is correct.
4.1.8 Techniques and considerations for validation of obstacle data.
4.1.9 Airport/heliport/landing area requirements infrastructure assessment.
4.1.10 Communications coverage.
4.1.11 Flyability/human factors assessment.
4.1.12 Use of automation tools and simulators or ground validation.
4.1.13 Charting considerations.
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4.1.14 Operational factors.
4.1.15 Supervised on-the-job training (OJT) adequate to achieve the required level of competency in obstacle assessment techniques, simulator evaluation, and flight validation.
4.2 Recurrent Training Requirements.
In order to exercise the privileges of the IFPV LOA, each evaluator must have performed an evaluation with an approved ASI during the previous 24 calendar-months.
If the 24 calendar-months has been exceeded, an FPAG Oversight Unit approved ASI must observe the evaluator on their next scheduled activity. The ASI will ensure that the evaluator is:
4.2.1 Aware of updates on relevant changes to design criteria.
4.2.2 Applying current IFPV policy.
4.2.3 Proficient in conducting the specific IFPV activity (i.e., SV, GOA, AOA, and/or FV for day and night operations).
4.2.4 The approved ASI will document the recurrent training as complete on the IFPV Evaluator Check Record.
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APPENDIX A. ADMINISTRATION INFORMATION A.1 Definitions.
A.1.1 Accuracy codes. Standards for horizontal and vertical obstacle measurements are outlined in FAA Order 8260.19.
A.1.2 Airborne Obstacle Assessment (AOA). An airborne assessment of obstacles to determine impact to the IFP conducted in accordance with FAA Order 8200.1. This assessment may involve the verification of the controlling obstacle, the evaluation of obstacles, or the identification of obstacles that are missing from (or not included in) the IFP. IFPV service providers conduct AOA during the preflight validation phase of the IFPV process and may conduct reassessment during the periodic (540-day) obstacle assessment. AOA must not be conducted at night or in IMC. Night means the time between the end of evening civil twilight and the beginning of morning civil twilight, as published in the Air Almanac, converted to local time.
A.1.3 Area navigation (RNAV). A method of navigation that permits aircraft operation on any desired flightpath within the coverage of ground-based or space-based navigational aids (NAVAIDs) or within the limits of the capability of self-contained aids, or a combination of these.
Note: RNAV includes PBN as well as other operations that do not meet the definition of PBN.
A.1.4 ARINC 424. This is an international standard file format for the preparation and transmission of data for assembly of airborne navigation system databases.
A.1.5 Authorization required (AR). An authorization by the FAA to conduct Required Navigation Performance (RNP) approaches designated as “Authorization Required.”
Standards and criteria for the development of RNP AR IFPs necessitates a higher level of aircraft equipage and additional aircrew training.
A.1.6 Autonomous Global Positioning System Recording System (AGRS). A positioning and recording system that is independent from (and does not interfere with) an aircraft navigation system. The AGRS must be capable of the following: IFP storage, moving map display depicting the IFP course, and FV records including time and threedimensional (3D) positions in space with a sampling rate of not less than one hertz (Hz).
The AGRS must also comply with the applicable Minimum Operational Performance Specifications (MOPS) for the Global Navigation Satellite System (GNSS) equipment or system intended for route of flight or procedure. The AGRS system can be one standalone unit, or a series of components connected together (e.g., laptop, GNSS receiver, etc.), as long as it meets the minimum specifications outlined in current IFPV guidance.
A.1.7 Flight Inspection System. The position recording and analysis system used by the FAA, which is independent from the primary aircraft navigation system, used in flight A-1