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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.)
3-1 CHAPTER 3. AIRBORNE RADAR APPROACHES
3.1 Applicability. This chapter applies to helicopter ARA procedures for offshore landing sites conducted under instrument flight rules (IFR). The procedure criteria in this chapter applies to airborne weather radar with ground mapping mode that has a demonstrated navigational capability acceptable to the Administrator for ARA operations.
3.2 Helicopter Requirements.
3.2.1 Airborne Radar.
3.2.1.1 Suitable for Use as Primary Instrument Operation Aid. The airborne weather radar systems that have proved suitable for use as primary instrument operation aids are short-range pulse radars, manufactured and approved for the purpose of weather avoidance rather than navigation. Minimum system components for procedures based on airborne radar only (with or without beacon capability) are as follows:
1. As a minimum, ARA systems must meet the airworthiness requirements of Technical Standard Order (TSO)-C63, Airborne Weather Radar Equipment, or TSO-C102, Airborne Radar Approach and Beacon Systems for Helicopters.
2. Stabilized 120- degree/60-degree sector scanning antenna with scan rates of no less than 12/min and 24/min respectively.
3. Adjustable light display.
4. Alphanumeric display for selected ranges and azimuth markers; however, alphanumeric display for selected ranges is not required when:
• A positive means for determining selected scale is available, and
• The radar operator is appropriately trained.
5. The indicated range error should not exceed ±0.2 NM for display ranges of 5 NM or less.
6. The lowest selectable range display should be at least 2.5 NM with a range mark display of 0.5 NM to meet the authorized landing minimums.
Equipment that provides a lowest range display of 5 NM with a range mark display of 1 NM may be used, but a ¼ NM penalty is imposed on established visibility minimums.
7. Tilt control ±15 degrees.
8. Test pattern.
9. Primary mode (beacon mode may be necessary for cluster approach).
10. Fault monitor or self-test.
11. An operational course bearing cursor that provides course guidance is required to fly cluster operations below obstacles.
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12. With zero pitch and roll signals applied to the antenna scanner representing level flight attitude, the indicator update strobe line should indicate the antenna beam center to within ±3 degrees at any scan angle.
3.2.2 Radio Altimeter.
3.2.2.1 TSO Requirement. The radio altimeter must meet the requirements of TSO-C87, Airborne Low-Ra nge Radio Altimeter.
Note: A radio altimeter must be installed and operational before descent to the radio altitude (RA) minimum descent height (MDH) is authorized.
3.2.3 Offshore Heliport Facilities. W hen required to ensure positive identification of targets, a radar transponder beacon should be evaluated during the approval process.
3.3 Airworthiness.
3.3.1 Installation Requirements. Installation of an ARA system for IFR use is a major change in type design, and the provisions of 14 CFR part 21, § 21.97 and part 43, §§ 43.5 and 43.7 apply. The following are requirements for system installation:
1. System controls and data displays must be conveniently accessible and visible to radar operators at their duty stations. The system controls should be protected against inadvertent operation.
2. Electrical power for the system should be obtained from a bus that provides maximum reliability for electrical power without jeopardizing other essential or emergency loads.
3. The ARA system should not be a source of objectionable electromagnetic interference and must not be adversely affected by electromagnetic interference from other helicopter equipment.
4. Any probable malfunction of the ARA system should not adversely affect the normal operation of other systems or equipment installed in the helicopter.
5. System performance should not be adversely affected by helicopter attitude, altitude, or main rotor revolutions per minute (rpm) normally encountered in flight operations.
3.4 Maintenance.
3.4.1 Title 14 CFR Part 135. Part 135 operators must maintain their aircraft under part 135 requirements and their approved maintenance program. Airborne radar, radio altimeter, and Global Positioning System (GPS) maintenance must be performed for this equipment installed in the aircraft.
3.4.2 Title 14 CFR Part 91. Part 91 operators must maintain their aircraft under part 91 operating procedures. Airborne radar, radio altimeter, and GPS maintenance must be performed for this equipment installed in the aircraft. Operators under part 91 using
3-3 ARAs who do not have an approved maintenance program should establish procedures to annually inspect and test the ARA equipment. These procedures should include methods for analyzing malfunctions and defects to determine whether established inspections and tests reasonably assure the equipment is maintaining its accuracy. In addition to the equipment manufacturer’s recommendations and Supplemental Type Certification (STC), the following test and inspections should be included:
3.4.2.1 Visual Inspection. A visual inspection to determine the condition and security of the equipment mounting, electrical wiring and connectors, radome, antennas and cables, wave guide and couplings, indicator mounts, knobs, etc.
3.4.2.2 Functional Test. A functional test of the airborne radar ground mapping mode, radio altimeter, and navigation system to determine operating condition. Tests should be performed in accordance with appropriate manufacturer’s procedures.
3.4.2.3 Other Tests/Inspections (as appropriate). Other appropriate tests and inspections are used to determine whether the complete system is operating properly.
Note: The inspection and test procedures will be approved by the Flight Standards office issuing the ARA authorization before the operator conducts any IFR ARA procedure in instrument meteorological conditions (IMC).
3.5 Flight Standards Office Approval. Each operator’s maintenance program must be approved by the Flight Standards office issuing the ARA authorization before any IFR ARA procedures may be conducted. A certificated air carrier submits a written request with the proposed chart through the responsible Flight Standards office Principal Operations Inspector (POI). The responsible Flight Standards office ensures that a particular radar and GPS meet minimum requirements, the flightcrew training requirements are met, and helicopter and avionics maintenance requirements are adequate. The Flight Standards office should request support from the FOG representative, if required. Each operator’s maintenance or inspection program must be approved by the Flight Standards office issuing the ARA authorization before any ARA operations in IMC may be conducted.
3.6 Procedure Development Criteria.
3.6.1 Sample ARA. The certificated air carrier or operator submits the operation request including the proposed chart to the principal inspector (PI) of the responsible Flight Standards office. The PI should notify the FPAG for operational coordination within their specified area of operation. For operations outside of the responsible Flight Standards office’s operational area, the FPAG should coordinate with the controlling air traffic facility and Flight Standards office (if required) for the intended operational area.
Instrument operation chart examples are in Appendix B, Figure B-3, Sample ARA Chart for Single Platform, and Figure B-4, Sample ARA Chart for Platform Cluster. The
3-4 following note is charted in the plan view of the operation: “Special Authorization. WX RADAR in ground mapping mode required.”
3.6.1.1 Procedure Identification. The procedure is identified as “ARA” with the name of the cluster or rig (e.g., “WINTR 120”). If the operation requires beacon capability, the operation will be annotated “Beacon Required.” A note specifying the platform containing the beacon is printed on the plan view of the chart (e.g., “Beacon on Platform 1”). (See Appendix B, Figure B-4.)
3.6.1.2 Procedure Construction. For ARA procedures, obstructions 50 ft or higher above the surface are considered obstacles. Where landing sites or operation targets are less than 100 ft above the surface, all obstacles within 50 ft of the site’s height must be charted. An ARA procedure to an offshore site has two areas: the intermediate area, and the final operation area. Missed approach airspace is contained within the two areas (see Figure 3-1, Single Approach Target Area, and Figure 3-2, Cluster Approach Target Area). Determine whether the operation is for a single landing site or for a cluster of landing sites. Identify the final approach area and connect it to the en route structure by an overlying intermediate area that is used for transition. The procedure must also contain the onshore navigation facility, the route designation, and the location of the destination site or landing site cluster. The ARA chart contains a table to determine the time required to fly an outbound 4 NM leg for a teardrop procedure turn. Sample ARA charts are contained in Appendix B, F igures B-3 and B-4.
3.6.1.3 Single Approach Target Procedure Construction. This procedure provides for an into-the-wind final descent to the landing site from any direction, depending on the surface wind reported in the approach target area and the operating procedures selected by the flightcrew (see Figure 3-1).
1. In termediate Approach Fix (IF). The IF is located on the en route course centerline not less than 10 NM or more than 20 NM from the approach target.
2. Obstacle Clearance. The Required Obstruction Clearance (ROC) for the intermediate approach area is 500 ft above the highest known obstacle in the intermediate approach area until arrival at the Final Approach Point (FAP) inbound. The lowest charted minimum altitude is 600 ft mean sea level (MSL) and is charted as follows: “600′ MSL or no lower than the barometric MDA adjusted for RASS.” This note is required to assure that the FAP altitude is no lower than the minimum descent altitude (MDA) adjusted for the Remote Altimeter Setting Source (RASS).
3. Intermediate Approach Area. The intermediate approach area is centered on a straight course between the IF and the operation target. The intermediate approach area is bounded by an arc having a 7 NM radius centered on the approach target. Straight lines drawn tangent to the arc