2-4 facility and Flight Standards office (if required) for the intended operational area.
Instrument operation chart examples are in Appendix B, Figure B-1, Sample Delta 30° OSAP, and Figure B-2, Sample Parallel Offset OSAP. A separate chart for each OSAP is not required.
2.6.1.1 Pro cedure Identification. The procedure is identified as either, “DELTA 30° OSAP” or “PARALLEL OFFSET OSAP.”
2.6.1.2 Procedure Construction. En route construction provides separation of aircraft 6 NM either side of course to as small as 4 NM either side of course on airways or routes. The Minimum IFR Altitude (MIA) in offshore airspace and within oceanic airspace is charted on the operation chart. Figure 2-3, En Route Criteria, shows the plan view and cross-sectional view of these criteria in the grid system in the Gulf of America. Sample OSAP charts are in Appendix B, Figures B-1 and B-2. Chart the following notes in the plan view:
1. “Special Authorization Required. WX Radar in ground mapping mode and G PS required.”
2. “Maintain MIA until departing the en route fix.”
3. “Select a maximum of 1 NM CDI sensitivity when departing the en route fix.”
2.6.2 Initial and Intermediate Segment Construction. The initial and intermediate segment construction consists of a route segment that extends from an en route fix (grid fix in the Gulf of America) to fly over the approach target with course reversals that extend to the final course. Seven-NM arcs are also constructed for optional routing to the final course.
A 7-NM fix is charted from the approach target site for optional direct routing to the final segment. These segments are flown no lower than 900 ft mean sea level (MSL) until the Final Approach Point (FAP) inbound to the approach target (see Figure 2-4, OSAP Initial, Intermediate, Missed Approach, and Holding Segments). Chart the following note in the plan view: “Clear all obstructions by at least 0.5 NM laterally by radar after FAP inbound.”
2.6.3 Final Segment Construction. The final segment construction consists of either the Delta 30° or parallel offset OSAP, which are described in paragraphs 2.15 and 2.16.
Figure 2-5, Delta 30° OSAP, and Figure 2-6, Parallel Offset OSAP, depict the Delta 30° and parallel offset OSAPs. Chart the following notes on the Delta 30° OSAP and parallel offset OSAP:
1. “Proceed Visually to the Landing Site.”
2.
“Maximum Ground Speed is 70 knots between FAP and MAP.”
3. “DPA (Not less than 2 NM from approach target).” The Decision Point Altitude (DPA) must not be lower than the barometric minimum descent altitude (MDA) adjusted for the Remote Altimeter Setting Source (RASS). The DPA is charted as follows: “500 MSL or no lower than barometric MDA adjusted for RASS.”
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4. “Δ 30° heading at 1.1 NM from landing site.” In addition to Figure 2-6, annotate on the chart: “0.5 NM offset.”
2.6.3.1 Minimums. Chart the following note when the radio altimeter is not available for an operation: “Altimeter source more than 5 NM but less than 75 NM, increase MDA 5 ft for each NM beyond 5 NM.” (See Appendix B, Figures B-1 and B-2.)
2.6.4 Departure and Alternate. Chart the following notes for the departure and the alternate:
1. “Avoid radar targets by 0.5 NM laterally until reaching 900′ MSL when making IFR departures.”
2. “When an offshore facility is designated as an alternate, use 800-2 instrument procedure alternate minimums or as approved by OpSpecs, or Letter of Authorization (LOA).”
2.7 Missed Approach Procedure Construction.
1. Chart the following missed approach instructions for the Delta 30° OSAP: “Climb to 900′ via the Δ 30° heading, then climbing turn to 2000′, direct to the approach target within 10 NM and hold, 3 NM legs, or as directed by ATC.”
2. Chart the following missed approach instructions for the parallel offset OSAP:
“Climb to 900′ via the offset course, then climbing turn to 2000′, direct to the approach target within 10 NM and hold, or as directed by ATC.”
2.7.1 Missed Approach Holding [Delta 30° OSAP, Parallel Offset OSAP]. Chart the following holding instructions: “Hold over the approach target on the inbound course, 3 NM legs, maintain 2000′ or as directed by ATC.”
2.8 Operational Requirements.
2.8.1 Approved Weather Observation and Reporting Requirements. Refer to FAA Order 8900.1, Volume 3, Chapter 18, Section 7, Part H Helicopter Terminal Instrument Procedures and Airport Authorizations and Limitations.
2.8.2 Offshore Environment Operation. Operators approved to conduct IFR operation in the offshore environment in accordance with parts 91, 91K, and 135 for the appropriate operational approval (e.g., LOA, management specification (MSpec), or operations specification (OpSpec)) may comply with the requirements by any one of the following methods or one with an equivalent level of safety approved by the Administrator:
1. One station: The operation coordinates must be within 10 NM of an approved w eather reporting station.
2. Two stations: The operation coordinates must be within an observed area defined by the location of two approved weather reporting stations.
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a. In the Gulf of America as defined in Figure 2-1 and excluding the Mississippi Delta bounded area in Figure 2-2:
• The observation area centerline is established by the actual bearing between the two stations; the actual distance between the two stations is not to exceed 80 NM. The centerline must continue on either side of each weather station by 10 NM.
• The lateral width of the observed area may not be greater than 40 NM on either side of the established centerline.
• The resultant maximum observation area is a rectangle 100 NM by 80 NM.
Figure 2-1. Gulf of America Expanded Weather Box Boundary
Figure 2-2. E xcluded Area for Gulf of America Expanded Weather Box Boundary Corner Latitude Longitude NW 30 25'34.82"N 89 43'53.27"W NE 30 21'42.70"N 87 52'19.31"W SW 28 50'26.73"N 89 47'41.13"W SE 28 47'17.53"N 87 56'59.98"W
b. In all other areas:
• The observation area centerline is established by the actual bearing between the two stations; the actual distance between the two stations is not to exceed 40 NM. The centerline must continue on either side of each weather station by 10 NM.
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• The lateral width of the observed area may not be greater than 40 NM on either side of the established centerline.
• The resultant maximum observation area is a rectangle 60 NM by 80 NM.
2.8.3 Parts 91 and 135 Operators—Authorized Areas of En Route Operations, Limitations, and Provisions.
1. Operators conducting IFR operations in areas authorized by OpSpec B050, Authorized Areas of En Route Operations, Limitations, and Provisions, will comply with the requirements of the OpSpec.
2. Part 91 operations within oceanic airspace are covered in LOA H104, Helicopter Offshore Instrument Operations: Offshore Standard Approach Procedure (OSAP), Airborne Radar Approach (ARA), and Helicopter En Route Descent Area (HEDA) Operations, and the applicable International Civil Aviation Organization (ICAO) Annex.
2.9 Guidelines. Procedures and guidelines of OSAP are as follows:
1. Minimum equipment lists (MEL) must be modified to account for the effect of inoperative equipment on OSAP.
2. Flightcrews are provided with current observed coordinates for landing sites. Before departure, the flightcrew enters the observed landing site coordinates into the navigation system receiver flight plan. This action designates the landing site as a “waypoint.”
3. Flightcrews should use detailed procedures to ensure clearly defined crew duties for two-pilot operations. GPS or wide area augmentation system (WAAS) is used for course guidance, and airborne radar in ground mapping mode is used for obstruction identification and avoidance.
4. All OSAPs are applicable only to helicopter operations to and from offshore platforms, rigs, or ships, and are not to be used less than 5 NM from land.
5. Throughout this operation, the airborne radar antenna sweep must not be less than 120 degrees. Less than a 120-degree antenna sweep will limit the radar operator’s ability to accurately observe and locate obstructions. Smaller sweep angles increase the possibility of premature loss of peripheral radar targets.
2.10 En Route and Intermediate.
2.10.1 Individual OSAP Accommodation. Accommodations for individual OSAPs is not required for flight from the last fix (or en route grid waypoint in the Gulf of America) on the airway or route segment to the intermediate approach fix (IF) along a Very High Frequency Omnidirectional Range Collocated Tactical Air Navigation (VORTAC) or Area Navigation (RNAV) routing. Procedures unique to an OSAP begin at the IF, which may begin over the approach target, on an arc, or at the IF if approaching “straight-in” to the IF.
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2.10.2 Descent Authorization. A descent below the MIA is not authorized at any point until the helicopter has departed the last en route fix and is offshore (see Figure 2-3).
Figure 2-3. En Route Criteria
2.11 Fi nal Approach Segment (FAS).
2.11.1 Alignment with FAS. A lignment with the FAS may be achieved by:
1. Proceeding directly to a user-defined transition waypoint generated 7 NM from the approach target on the final approach to the target;
2. A teardrop 7-NM procedure (the procedure turn must remain within 10 NM of the approach target); or
3. A 7-NM arc entry to the final segment.
2.12 En Route Fix Departure. A CDI sensitivity of 1 NM or less is set when departing the last en route fix.
2.12.1 Airborne Radar and GPS Monitoring. During all phases of the en route and intermediate segments, the flightcrew monitors the airborne radar and GPS systems to determine reliability and operational correctness.
2.13 Final Approach Course. For radar detection and avoidance of obstructions, the final approach course is flown into the wind within 10 degrees of the wind direction for Delta 30° and parallel offset OSAPs. This course is flown to the delta change point for the Delta 30° OSAP and to the missed approach point (MAP) for the parallel offset OSAPS. After turning to the final course (Delta 30° OSAP, parallel offset OSAP), a descent is made to no lower than 900 ft MSL prior to reaching the FAP. The crew establishes the FAP at not less than 5 NM from the approach target. At the FAP, a descent is made to no lower than 500 ft MSL prior to reaching the DPA. The crew establishes the DPA at not less than 2 NM from the approach target. At the DPA, the crew confirms the final approach course is clear laterally of all obstacles by at least
0.5 NM before a descent is made to the MDA. If lateral separation is not assured by
0.5 NM, a missed approach is initiated. For the Delta 30° OSAP, a 30-degree turn is made at 1.1 NM from the approach target to the clear area either to the left or right of the approach target. The Delta 30° course is determined by adding 30 degrees to or subtracting 30 degrees from the inbound heading (see Figure 2-4).
Figure 2-4. OSAP Initial, Intermediate, Missed Approach, and Holding Segments
NOT FOR NAVIGATION 10 NM Plan View NOT TO SCALE Select 1 NM CDI Sensitivity when Departing the En Route Fix En Route Fix (Grid Fix in the Missed Approach and Holding Gulf of America (Approach Target) Landing Site tial Seg Teardrop Divergence Gulf of America:
between Outbound A Descent Below MEA Course and Reciprocal 3 NM Legs must be in Offshore of Inbound Environment Course is between Maintain MEA within 15" and 30" Intermediate Offshore or Oceanic Segments Airspace until Departing (7 NM Teardrop PT Initials 5 NM the En Route Fix.
7 NM Arc from the Approach Target Approach Target 7 NM Waypoint Clear All Obstructions by at Least for Direct Routing 0.5 NM Laterally by Radar after FAP Inbound. Remain 900 ft MSL or Above until FAP Inbound 10 NM 2-9
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2.14 Missed Approach.
2.14.1 C onditions. During the final approach course, if the navigation system and airborne radar display difference exceeds ±0.2 NM in range or azimuth, or the approach target is lost from the airborne radar display for one full sweep, an immediate missed approach must be made.
2.15 D elta 30° OSAP. The following operations are required for the Delta 30° OSAP (see Figure 2-5):
1. The DPA is established after the FAP but not less than 2 NM from the landing site, depending on obstacles within 0.5 NM of the final approach course.
2. The Delta 30° heading is made either to the right or left of the straight-in portion of the inbound course, depending on the clear area determined by the radar operator.
The Delta 30° heading is maintained until the MAP if visual reference is not established with the landing site.
3. Between the FAP and the MAP, the maximum ground speed is 70 knots.
4. While on the Delta 30° heading and prior to the MAP, when visual reference with the landing site is established, the pilot proceeds visually to the landing area. If visual reference with the landing site is not established prior to the MAP and the pilot cannot proceed visually to the landing area, a missed approach must be executed (see Figure 2-5).
Figure 2-5. Delta 30° OSAP Plan View NOT TO SCALE
- MAP 0.6 NM from the Approach Target.
Д 30° WIND DPA Not Less than 2 NM from the Approach Target.
Final Approach Track from the FAP to 4 30° within 10° of Wind Direction FAP 5 NM NOT FOR NAVIGATION Profile View MISSED Approach Climb to 900 via 4 30° Heading, then FAP Climbing Turn to 2000, Direct to the Approach Target. Remain within 10 NM 900 ft MSL
- DPA and Hold, or As Directed by ATC.
918° 000 It MSL or No Lowe МАР than Barometric MDA Adjusted for RASS 200 ft RA or 250 ft MSL | with Radio Altimeter Inop.
10.6 I NM Sea Level
1.1 NM A 30 PROCEED VISUALLYT THE LANDING SITE * Not Less than 5.0 NM from the Operation Target →
2.16 Parallel Offset OSAP.
2.16.1 Procedures. The following procedures are required for the parallel offset OSAP (see Figure 2-6):
1. Departing the FAP inbound, either a left or right turn is made to a heading that is established from the FAP on the 0.5 NM parallel offset inbound course.
2. The direction of turn is selected based on the clear area determined by the radar operator.
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3. The DPA is established after the FAP but not less than 2 NM from the landing site, depending on obstacles within 0.5 NM of the offset course. This depends on the radar return of obstacles within the final area. The helicopter must be established on the parallel offset course prior to the DPA.
4. Between the FAP and the MAP, the maximum ground speed is 70 knots.
5. After passing the DPA, a descent is made to the MDA on the parallel offset course.
The parallel offset course is maintained until the MAP or visual reference is made with the landing site.
6. A turn is made to the landing site after visual reference is established.
7. If visual reference with the landing site is not established by the MAP and the pilot cannot proceed visually to the landing site, a missed approach is executed (see Figure 2-6).
Figure 2-6. Parallel Offset OSAP Plan View NOT TO SCALE Missed Approach
- Parallel Offset
0.5 NM Landing
• Site a MAP 0.7 NM MAP 0.7 NM from the from the Approach Target. Approach Target.
DPA Not Less than 2 NM from the Approach Target., * FAP 5 NM Final Approach Track on the NOT FOR NAVIGATION Parallel Offset within 10° of the Wind Direction.
Profile View FAP 900 ft MSL DPA
MISSED APPROACH Climb to 900 via 0.5 NM Offset MAP 500 ft MSL or No Lower than Barometric MDA Course, then Climbing Turn to the 200 ft RA or 250 ft Adjusted for RASS 2000, Direct to the Approach Target. MSL with Radio Remain within 10 NM and Hold or as Altimeter Inop.
directed by ATC. Sea Level
PROCEED VISUALLY TO THE LANDING SITE 4 Not Less than 5.0 NM from the Approach Target -• 2-12
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2.17 Missed Approach and Holding Procedures.
2.17.1 De lta 30°OSAP MAP . The MAP is a point on the course established by the Delta 30° heading at 0.6 NM from the landing site.
2.17.2 Parallel Offset OSAP MAP. The MAP on the parallel offset final approach course is a point on the offset course at 0.7 NM from the landing site.
2.17.3 Missed Approach Procedure. The missed approach procedure for both operations is a climb to 900 ft MSL via the Delta 30° heading or parallel offset course, then a climbing turn to the 2,000 ft direct to the approach target while remaining within 10 NM of the approach target and hold 3 NM legs, or as directed by air traffic control (ATC) (see Figure 2-4).
2.17.4 Holding After the Missed Approach. Holding is over the approach target fix on the missed approach inbound course with 3 NM legs, maintaining the 2,000 ft, or as directed by ATC (see Figure 2-4).
2.17.5 Executing a Missed Approach. A missed approach is executed when any one of the following events occurs:
1. V isual reference with the landing site is not made at the MAP.
2. Failure of the navigation system.
3. Failure of the airborne radar.
4. The approach target is lost from the airborne radar display for one full sweep.
5. When the radar operator determines the helicopter’s track will not avoid all obstacles by at least 0.5 NM.
6. When within close proximity of the MAP, if visual contact is not established, make only minor heading changes to avoid flight closer than 0.5 NM to any radar returns while following GPS course guidance during a missed approach.
7. Lost communication procedure after the missed instrument operation. Execute the published missed approach and then proceed directly to the alternate at the MIA.
2.18 Minimums.
2.18.1 T akeoff Minimums :
1. The takeoff visibility for offshore landing sites is ½ statute mile (sm) or lower if authorized by OpSpecs or an LOA. In the event that the takeoff is conducted from a facility without weather reporting, the flightcrew may determine the available required visibility.
2. When departing an offshore landing site, avoid all obstructions by at least 0.5 NM when below 900 ft MSL.
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3. If unable to comply with the above, maintain visual flight rules (VFR) until clear of all obstructions.
2.18.2 L anding Minimums:
1. RA 200 ft and ¾ sm visibility.
2. Barometric altitude 250 ft MSL and ¾ sm visibility.
3. Requirements for charting the MDA:
• RA 200 ft: Radio altimeter must be operative.
• Barometric altitude 250 ft MSL: When radio altimeter is not available. When the barometric altimeter setting is received from a source that is more than 5 NM from the landing site, increase the MDA by 5 ft for each mile in excess of 5 NM.
The maximum distance for a remote altimeter setting source from a landing site is 75 NM.
2.18.3 A lternate Minimums and Requirements . Should an OSAP be specified for use as an offshore alternate, use the standard alternate minimums of 800 ft ceiling and 2 sm visibility. Requirements to establish an alternate are listed below:
1. A pproved source of weather observations and reports.
2. Two-way communications with the offshore approach facility.
3. Any required onshore alternate requires a standard or special instrument approach other than GPS-based that is anticipated to be operational at the estimated time of arrival (ETA), unless the aircraft is equipped with approved TSO-C145( ) or TSO-146( ) avionics and STC for instrument operations, then the onshore airport can have a GPS-based approach.
2.19 Training.
2.19.1 E xperience. Before conducting OSAP in IMC, each flightcrew member should have:
1. Ten hours of flightcrew experience operating IFR (at either crew station) in the offshore route structure.
2. A minimum of ten OSAPs for each type of navigation receiver with at least five for each type of procedure (HEDA, ARA, OSAP) and at least four from each crewmember position. This may be reduced by the POI for the operator based on the flightcrew experience and proficiency.
2.19.2 T raining .
2.19.2.1 All training must be a matter of record.
2.19.2.2 After completing OSAP training, each flightcrew member must pass an OSAP flight proficiency check. They may then be authorized to use ceiling and visibility minimums of 300 ft RA and 1 sm. Each crewmember must then fly
2-15 and record ten additional OSAPs for each type of navigation receiver and at least five for each type of procedure before receiving authorization to conduct a procedure to ceiling and visibility minimums lower than 300 ft RA and 1 sm. The POI may reduce these requirements based on the total crew experience provided the pilot in command (PIC) meets all the conditions of this paragraph.
2.19.2.3 The OSAP flight proficiency check is an annual requirement.
2.19.2.4 Helicopter flight simulators specifically approved for OSAP training by the National Simulator Program (NSP) and the POI assigned to the operator may be used for any amount of required training.
2.19.2.5 In accordance with Order 8900.1, operators requesting authority to use OSAPs are required to satisfactorily train their flightcrew members under an FAA-approved training program before beginning OSAP operations.
Operators should submit a proposed training program to the responsible Flight Standards office for approval. (See Appendix A for a sample training program.)