Chap 2 Page 2-1 CHAPTER 2. OFFSHORE STANDARD APPROACH PROCEDURES
2-1. OSAP SYSTEM COMPONENT REQUIREMENTS. (See appendixes 2 and 3 for sample letters of authorization (LOA) and operations specifications (OpsSpecs)).
a. Before being authorized to conduct OSAP’s, each operator who applies must have at least one helicopter equipped with airborne radar approved for OSAP use, an IFR approved GPS or LORAN C navigation receiver, and a radio altimeter.
b. The GPS navigation equipment must meet the minimum requirements of TSO C129 with an external course deviation indicator (CDI) or horizontal situation indicator (HSI) mounted in the pilot’s primary instrument scan. FAA Order 8400.10, Air Transportation Operations Inspector’s Handbook/Volume 4-Aircraft Equipment and Operational Authorizations/Chapter 1. Air Navigation and Communications, provides guidance for approval of this equipment to be used as sole means for long-range navigation.
c. Airborne Radar. The radar system must meet the following minimum requirements:
(1) Meet either TSO C63 or TSO C102 requirements.
(2) Contain a stabilized 120°/60° sector scanning antenna, with scan rates no less than 12 per minute and 24 per minute respectively.
(3) Contain an adjustable, bright display.
(4) Contain an alphanumeric display for selected ranges and azimuth markers; however, alphanumeric displays of selected ranges are not required when a positive means of determining the range that has been selected is available and the radar operator is appropriately trained.
(5) Contain an indicated range error that does not exceed ± 0.2 NM for display ranges of 5 NM or less.
(6) Contain a lowest selectable range display of 2.5 NM and a range mark display of 0.5 NM increments or smaller.
(7) Contain tilt control of ±±15°.
(8) Display a test pattern.
(9) Be operable in the primary mode.
(10) Be equipped with a fault monitor or self-test function.
NOTE: An operational course bearing cursor that provides course guidance may be used to supplement navigation track accuracy.
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d. Airborne LORAN C Equipment. The LORAN C must meet the following minimum requirements:
(1) TSO C60.
(2) A suitable CDI or HSI that provides course guidance and is installed in compliance with the provisions of 14 CFR Part 29.1321.
(3) Be capable of solving simple ambiguity.
(4) Have a "navigation valid" indication that is visible to the pilot.
(5) Provide distance and bearing information to waypoints.
(6) Provide visible annunciation to alert the pilot of navigation system abnormalities and course offset operations.
(7) The reference coordinate datum system used for all approaches must be World Georeference System of 1984 (WGS-84) or North American Datum of 1983 (NAD-83).
e. Radio Altimeter. The radio altimeter will meet the requirements of TSO C87.
2-2. AIRWORTHINESS. Equipment required for OSAP’s shall be installed and maintained in a manner that meets all applicable airworthiness standards. The selected equipment components must, as a minimum, meet the referenced TSO requirement and be specifically approved for OSAP’s by the Flight Standards District Office (FSDO). Equipment not meeting these standards requires further evaluation and approval by FAA engineering before it may be used. Installation of airborne radar, radio altimeter, GPS, and LORAN C equipment may constitute a major change in type design making the provisions of 14 CFR Part 21.97 applicable. Each person who approves a helicopter for return to service after modification for OSAP operations must comply with the provisions of 14 CFR Parts 43.5 and 43.7. System installation requires the following:
a. System controls and data displays must be visible and conveniently accessible to radar operators at their duty stations. The system controls should be protected from inadvertent operation.
b. Electrical power for the system should be obtained from a bus that provides maximum reliability without jeopardizing service to other essential or emergency loads.
c. The OSAP system should not be a source of objectionable electromagnetic interference or be adversely affected by electromagnetic interference from other equipment in the helicopter.
d. Any probable malfunction of the OSAP system should not adversely affect the normal operation of other systems or equipment installed in the helicopter.
e. System performance should not be adversely affected by changes in helicopter attitude, altitude, or main rotor RPM normally encountered in flight operations.
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2-3. MAINTENANCE.
a. Airborne radar, radio altimeter, GPS, and LORAN C maintenance shall be performed in accordance with 14 CFR Part 43 and the manufacturer's instructions, or in accordance with a manual under an FAA-approved maintenance program. Records of maintenance should be entered in the helicopter maintenance records required by 14 CFR Part 43.9, or in the records required by the operator's approved maintenance program. Following repair or alteration, the system should be checked by appropriate ground and flight evaluations before predicating any operation on its use. Compatibility of system replacement parts and components should be assured.
b. Each operator's maintenance program must be approved by the FSDO issuing the OSAP authorization before any IFR OSAP operations may be conducted.
2-4. INSPECTION AND TEST PROCEDURES. Operators using OSAP’s who do not have an approved maintenance program should establish procedures to inspect and test the OSAP equipment periodically to determine that it is operating as accurately as it was for its original approval. 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. Test and inspection procedures and intervals should be adjusted in accordance with the results of the analysis. In addition to the equipment manufacturer's recommendations, the following test and inspections should be included:
a. A visual inspection to determine condition and security of equipment mounting, electrical wiring and connectors, radome, antennas and cables, wave guide and couplings, indicator mounts, knobs, etc.
b. A functional test of the airborne radar mapping mode, radio altimeter, and GPS or LORAN C to determine operating condition. Tests should be performed in accordance with appropriate manufacturer's procedures.
c. Other appropriate tests and inspections to determine whether the complete system is operating properly.
NOTE: The inspection and test procedures will be approved by the FSDO issuing the OSAP authorization before the operator conducts any IFR OSAP operation in instrument meteorological conditions (IMC).
2-5. APPROVED WEATHER OBSERVATION AND REPORTING REQUIREMENTS. Refer to FAA Order 8400.10, Volume 4, Aircraft Equipment and Operational Authorizations, Chapter 7. Rotorcraft Authorizations and Limitations, Section 1. IFR Offshore Operations, and Title 14 CFR Part 91, Subpart B - Flight Rules/General.
2-6. TRAINING PROGRAM AND FLIGHT CREWMEMBER EXPERIENCE. Before conducting OSAP operations in IMC, each flight crewmember should have:
a. Ten hours of flight crew experience operating IFR (at either crew station) in the offshore route structure.
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b. A minimum of ten OSAP’s for each type navigation receiver with at least five for each type of procedure and at least four from each crewmember position. This may be reduced by the principal operations inspector (POI) for the operator based on the flight crew experience and proficiency.
c. All training must be a matter of record.
d. After completing OSAP training, each flight crewmember must pass an OSAP flight proficiency check. They may then be authorized to use ceiling and visibility minimums of 300 ft RA and 1 statute mile (SM). Each crewmember must then fly and record ten additional OSAP’s for each type of navigation receiver and at least five for each type of procedure before receiving authorization to conduct operations 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 meets all the conditions of this paragraph.
See appendix 4 for sample training program.
e. The OSAP flight proficiency check is an annual requirement.
f. Helicopter flight simulators specifically approved for OSAP training by the National Flight Simulator Evaluation Team and the POI assigned to the operator may be used for any amount of required training.
g. In accordance with Order 8400.10, operators requesting authority to use OSAP’s are required to satisfactorily train their flight crewmembers under an FAA-approved training program before beginning OSAP operations. Operators should submit a proposed training program to the Certificate Holding District Office (CHDO) for approval. See appendix 4 for sample training program.
2-7. PROCEDURE DEVELOPMENT CRITERIA. Approach chart examples are in appendix 5, figures 5-1 and 5-2. A certificated air carrier submits a written request with the proposed chart through the CHDO POI to the FSDO having jurisdiction over the area of intended operation. All other operators submit requests directly to the FSDO having jurisdiction over the area of intended operation. The FSDO having jurisdiction forwards the procedure to the regional All Weather Operations (AWO) program manager for approval of the procedure and coordination with air traffic elements. A separate chart for each OSAP is not required. (See appendix 1, Request For Approval of OSAP, ARA, or HEDA Procedures).
a. The procedure is identified as either, “COPTER DELTA 30°° OSAP” or “COPTER PARALLEL OFFSET OSAP.”
b. En Route construction provides separation of aircraft 6 NM either side of course in the Gulf of Mexico and as small as 4 NM either side of course on airways or routes. The minimum en route altitude (MEA) in offshore airspace and within oceanic airspace is charted on the approach chart. Figure 2-1 shows the plan view and cross sectional view of this criteria in the grid system in the Gulf of Mexico. Sample OSAP charts are in appendix 5, figures 5-1 and 5-2. Chart the following notes in the plan view:
(1) “SPECIAL AUTHORIZATION REQUIRED. WX RADAR IN MAPPING MODE, AND GPS OR LORAN C REQUIRED.”
(2) “Maintain MEA until departing the en route fix.”
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(3) “Select 1 NM CDI sensitivity when departing the en route fix”
c. The initial and intermediate segment construction consist of a route segment that extends from an en route fix (grid fix in the Gulf of Mexico) 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 direct routing to the final segment. These segments are flown no lower than 900 ft MSL until the FAP inbound to the approach target (see figure 2-2). Chart the following note in the plan view:
“Clear all obstructions by at least 0.5 NM laterally by radar after FAP inbound.”
d. The final segment construction consists of either the Delta 30° or parallel offset OSAP. These are described in paragraph 2-8d. Figures 2-3 and 2-4 depict the Delta 30° and parallel offset OSAP’s.
Chart the following notes on the Delta 30° 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 DPA altitude shall not be lower than the barometric 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.”
(4) “∆∆ 30°° heading at 1.1 NM from landing site.” In addition to paragraphs 2-7b(1), (2), and
(3), chart the following notes on the parallel offset:
“0.5 NM offset.”
e. Minimums. Apply paragraph 2-8d(6) for charting landing, alternate, and departure minimums.
Chart the following note when the radio altimeter is not available for an approach: “Altimeter source more than 5 NM but less than 75 NM, increase MDA 5 ft for each NM beyond 5 NM.” (See appendix 5, figures 5-1 and 5-2)
f. 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 ft MSL when making IFR departures.”
(2) “Use 800-2 nonprecision alternate minimums or as approved by OpsSpecs.”
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g. Missed Approach Construction.
(1) Chart the following missed approach instructions for the Delta 30° OSAP:
“Climb to 900 via the ∆ 30° heading, then climbing turn to the MEA, direct to the approach target within 10 NM and hold, 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 the MEA, direct to the approach target within 10 NM and hold, or as directed by ATC.”
h. Missed Approach Holding. Chart the following holding instructions: “Hold over the approach target on the inbound course, 3 NM legs, maintain the MEA, or as directed by ATC.”
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2-8. OPERATIONAL APPLICATIONS.
a. Approaches consist of two types of procedures: Delta 30° and parallel offset OSAP. The Delta 30° OSAP procedure is preferred. A parallel offset OSAP may be used when obstructions do not allow for a Delta 30° OSAP.
b. Procedures and guidelines common to both types of procedures are as follows:
(1) Minimum Equipment Lists (MEL) must be modified to account for the effect of inoperative equipment on OSAP operations.
(2) Flight crews are provided with current observed coordinates for locations that are designated as landing sites. Before departure, the flight crew enters the observed landing site coordinates into the GPS or LORAN C receiver flight plan. This action designates the landing site as a "waypoint."
(3) Flight crews should use detailed procedures to ensure clearly defined crew duties for two-pilot operations. GPS or LORAN C is used for course guidance, and airborne radar in the mapping mode is used for obstruction identification and avoidance.
(4) Accuracy of completing an OSAP using LORAN C depends upon the crew’s ability to determine and select chain combinations and to use precise, up-to-date, coordinate data. Each operator develops a system for providing precise chain determination capabilities and both current and accurate observed coordinates. Approval of this system will be a part of the operator's OSAP authorization.
(5) OSAP’s 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.
(6) Throughout this procedure, the airborne radar antenna sweep must not be less than 120°.
Less than a 120° 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.
c. En Route and Intermediate.
(1) Flight from the last fix (or en route grid waypoint in the Gulf of Mexico) on the airway or route segment to the intermediate fix (IF) along a VORTAC or RNAV routing does not require modification to accommodate an individual OSAP. Procedures unique to an OSAP begin at the IF. The IF segment can begin over the approach target or on an arc.
(2) A descent below the MEA is not authorized at any point in the OSAP until the helicopter has departed the last en route fix and is offshore (see figure 2-2).
(3) The route entry into the final segment may be flown with a teardrop 7 NM procedure turn.
The procedure turn must remain within 10 NM of the approach target. A 7 NM arc entry to the final segment and a fix established at 7 NM from the approach target on the final course for direct routing to the turn on to the final course are also options (see figure 2-2).
(4) A CDI Sensitivity of 1.0 NM or less is set when departing the last en route fix.
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(5) During all phases of the en route and intermediate segments, the flight crew monitors the airborne radar and GPS or LORAN C systems to determine reliability and operational correctness.
d. Final approach:
(1) For radar detection and avoidance of obstructions, the final approach course is flown into the wind within 10° of the wind direction, and with no more than a 10° crosswind correction angle. This course is flown to the Delta change point for the Delta 30° OSAP and to the MAP for the parallel offset OSAP. After turning to the final course, 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° 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° to or subtracting 30° from the inbound heading (see figure 2-3).
(2) During the final approach, if the GPS or LORAN C 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.
(3) The following procedures are required for the Delta 30° OSAP (see figure 2-3).
(a) 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.
(b) 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.
(c) Between the FAP and the MAP, the maximum ground speed is 70 knots.
(d) 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 is executed (see figure 2-3).
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(4) The following procedures are required for the parallel offset OSAP (see figure 2-4).
(a) 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.
(b) The direction of turn is selected based on the clear area determined by the radar operator.
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(c) 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.
(d) Between the FAP and the MAP the maximum ground speed is 70 knots.
(e) 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.
(f) A turn is made to the landing site after visual reference is established.
(g) If visual reference with the landing site is not established prior to the MAP and the pilot cannot proceed visually to the landing site, a missed approach is executed (see figure 2-4).
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(5) Procedures and guidelines common to the Delta 30° and parallel offset OSAP’s are as follows:
(a) When using LORAN C to avoid adversely affecting updating capabilities, the pilot should maintain a stabilized airspeed and make small heading changes using well coordinated turns.
(b) Consideration should be given to the location of the helicopter in relation to obstructions in the event of airborne radar failure.
(c) Before beginning descent at the DPA, the radar operator accomplishes the following:
1. Selects the lowest appropriate scale on the airborne radar display to assure maximum radar accuracy.
2. Crosschecks the airborne radar and GPS or LORAN C to confirm agreement and accuracy.
3. Confirms a minimum lateral obstacle separation of 0.5 NM from the intended GPS or LORAN C course throughout the final and missed approach.
(6) Missed approach and holding procedures:
(a) Delta 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.
(b) Parallel Offset OSAP MAP. The MAP on the parallel offset final approach is a point on the offset course at 0.7 NM from the landing site.
(c) The missed approach procedures for both approaches is a climb to 900 ft MSL via the Delta 30° heading or parallel offset course, depending on the type of approach that is made, then a climbing turn to the MEA direct to the approach target while remaining within 10 NM of the approach target and hold, or as directed by ATC (see figure 2-2).
(d) Holding after the missed approach: Holding is over the approach target fix on the missed approach inbound course with 3 NM legs, maintaining the MEA, or as directed by ATC (see figure 2-2).
(e) A missed approach is executed when any one of the following events occur:
1. Visual reference with the landing site is not made at the MAP.
2. Failure of the GPS or LORAN C.
3. Failure of the airborne radar.
4. The approach target is lost from the airborne radar display for one full sweep.