Appendix 7
5. MAINTENANCE PROGRAM PROCEDURES. The maintenance program must incorporate a set of procedures that ensures the following:
a. Maintenance, preventive maintenance, and alterations are performed according to your manual.
b. Competent personnel and adequate facilities and equipment are provided for the proper performance of maintenance, preventive maintenance, and alterations.
c. Each aircraft released to service is airworthy.
d. Airworthiness inspections and RIIs are performed per your manual, by qualified personnel.
e. A system is in place that addresses how specific RIIs are developed, controlled, and reviewed to ensure the continued airworthiness of aircraft.
(1) Airworthiness Inspections. Part 91, § 91.1427 stipulates that each program manager’s manual must discuss airworthiness inspections, including instructions covering procedures, standards, responsibilities, and authority of inspection personnel. The methods and procedures established by your manual must be followed. Items not designated as RII will also be inspected according to the manual’s instructions.
(2) RII. Section 91.1427 discusses the designation of maintenance and alteration work that must be inspected.
(a) The manual must contain a designation of the items of maintenance and alteration that must be inspected. These will include, at a minimum, those items that could result in failure, malfunction, or defect, endangering the safe operation of the aircraft if maintenance is not performed properly or if improper parts or materials are used. You must evaluate your work program to identify RII. Such items may be identified with the abbreviation “RII,” an asterisk, or any similar method.
(b) In determining the work items that are to be categorized as RII, you should consider the importance of the following:
1. Installation, rigging, and adjustments of flight control.
2. Installation and repair of major structural components.
3. Installation of aircraft engines, propellers, and rotors.
4. Overhaul, calibration, or rigging of components, such as engines, propellers, transmissions, gearboxes, and navigation equipment.
6. INSPECTION ORGANIZATIONS. You must have an organization adequate to perform required inspections. Organize the performance of required inspections so as to separate the
Appendix 7 required inspection functions from other maintenance, preventive maintenance, and alteration functions.
a. Personnel Considerations. You must maintain a current listing of persons qualified to inspect its RII. When other organizations perform such maintenance, you must determine that the contractor maintains such a list. Each individual must be identified by name, occupational title, and the RII that individual is authorized to inspect.
(1) To comply with these requirements, your personnel roster (or the contractor’s roster) may be used. This roster should include a method for positive identification of those who are trained, qualified, authorized, certificated, and current.
(2) Authorized individuals may be informed by letter or by a list showing the extent of their responsibilities, authorities, and inspection limitations. If a list is used, it should be signed by each authorized individual to confirm that the authorized person is fully aware of any inspection limitations.
b. Maintenance and Inspections. The separation of your maintenance organization from the inspection organization does not apply to the accomplishment of airworthiness inspections.
7. MAINTENANCE TRAINING PROGRAMS. You must ensure that all employees who are responsible for maintenance related to program aircraft undergo appropriate initial and annual recurrent training and are competent to perform those duties. This training can be formal classroom training, factory provided training, on-the-job training, or any type of training deemed adequate for the type of maintenance that is being performed. If you elect to use a CAMP, you must have a training program to ensure that each person (including inspection personnel) that determines the adequacy of work done is fully informed about procedures and techniques and new equipment in use and is competent to perform that person’s duties.
Page 7 (and 8)
Appendix 8 APPENDIX 8. DESTINATION AIRPORT ANALYSIS PROGRAM
1. INTRODUCTION. The Federal Aviation Administration (FAA) regulations governing operations under Title 14 of the Code of Federal Regulations (14 CFR) part 91 subpart K (part 91K) and part 135 provide for reducing effective runway length requirements for turbine engine-powered, large transport category airplanes. These reductions must be met before a flight’s release, provided the operator meets certain requirements. For destination airports, normal landing distance requirements for these types of operations are 60 percent of the available runway length. For alternate airport landing distance requirements, part 91K remains at 60 percent, while part 135 allows for 70 percent of the effective runway length. If an operator desires to reduce landing distance requirements to 80 percent of the available runway length, that operator must meet regulatory requirements in two areas:
• Eligible on-demand operator or fractional ownership program experience; and
• FAA-approved Destination Airport Analysis Program (DAAP). The DAAP must address specific regulatory requirements and be approved for use through that operator’s management specifications (MSpecs) or operations specifications (OpSpecs), as applicable.
2. EXPERIENCE REQUIREMENTS. An eligible on-demand operator is defined under part 135, § 135.4. Fractional ownership programs must meet the same requirements and are identified under part 91, §§ 91.1053 and 91.1055. The requirements include:
a. Two-Pilot Crew. The flightcrew must consist of at least two qualified pilots employed or contracted by the certificate/application holder.
b. Flightcrew Experience. The crewmembers must have met the applicable requirements of 14 CFR part 61 and have the following experience and ratings:
(1) Total flight time for all pilots:
(a) Pilot in command (PIC)—A minimum of 1,500 hours.
(b) Second in command (SIC)—A minimum of 500 hours.
(2) For multiengine, turbine-powered, fixed wing and powered lift aircraft, the following FAA certification and ratings requirements:
(a) PIC—Airline transport pilot and applicable type ratings.
(b) SIC—Commercial pilot and instrument ratings.
(3) For all other aircraft, the following FAA certification and rating requirements:
(a) PIC—Commercial pilot and instrument ratings.
(b) SIC—Commercial pilot and instrument ratings.
Appendix 8
c. Pilot Operating Limitations. If the SIC of a fixed-wing aircraft has fewer than 100 hours of flight time as SIC flying in the aircraft make and model, and if a type rating is required in the type of aircraft being flown, and the PIC is not an appropriately qualified check pilot, the PIC will make all takeoffs and landings in any of the following situations:
(1) Landings at the destination airport when a destination airport analysis is required under part 91, § 91/1037(c); and
(2) In any of the following conditions:
(a) The prevailing visibility for the airport is at or below 3/4 of a mile.
(b) The runway visual range for the runway to be used is at or below 4,000 feet.
(c) The runway to be used has water, snow, slush, ice, or similar contamination that may adversely affect aircraft performance.
(d) The braking action on the runway to be used is reported to be less than “good.”
(e) The crosswind component for the runway to be used is in excess of 15 knots.
(f) Wind shear is reported in the vicinity of the airport.
(g) Any other condition in which the PIC determines it to be prudent to exercise the his or her authority.
d. Crew Pairing. Either the PIC or the SIC must have at least 75 hours’ flight time as either PIC or SIC in that aircraft type, make, or model.
3. DAAP REQUIREMENTS. DAAP requirements for large, turbine powered, transport category airplanes are found under part 91, § 91.1025 and part 135, § 135.23. Specifically, if required by part 91, § 91.1037(c); or part 135, §§ 135.385 or 135.387, as applicable, the destination airport analysis establishing runway safety margins must include the following elements, supported by aircraft performance data supplied by the aircraft manufacturer for the appropriate runway conditions at the airport(s) to be used, if a reduction below 60 percent of the available runway length is planned:
a. Pilot Qualifications and Experience. The operator is responsible for including all applicable regulatory requirements to establish a pilot’s eligibility to reduce effective runway planning requirements below 60 percent of the available runway length. Experience requirements include pilots with fewer than 100 hours’ flight time in type (“high minimums”), total flight time, and crew-pairing limitations (fewer than 75 hours in type).
b. Aircraft Performance Data to Include Normal, Abnormal, and Emergency Procedures as Supplied by the Aircraft Manufacturer. Landing distance calculations should be completed using the FAA-approved procedures and data. Consider abnormal and emergency procedures, as some of these procedures may increase approach speeds and consequently, Page 2
Appendix 8 landing distance requirements. Planned takeoff weight for the departure from that airport should be evaluated before operating into that airport.
c. Airport Facilities and Topography. Consider what services are available at the airport. Services such as communications, maintenance, and fueling may impact operations to and from that airport. Terrain features may figure prominently in or near a particular airport.
High, fast rising terrain may require special approach or departure procedures, which may impact performance requirements. For example, an aircraft certification criterion uses a 3.5 degree glideslope angle in computing landing distance data. Glideslope angles of 2.5–3 degrees are common and have the effect of lengthening actual landing distance. Airports on top of hilly terrain or downwind of mountainous terrain may occasionally experience gusty winds or winds shifting from a headwind to a tailwind. Such conditions are an important consideration during the landing maneuver, particularly during the flare, and increase landing distance requirements.
d. Runway Conditions (Including Contamination). Runway features, such as slope and surface composition, can cause the actual landing distance to be longer than the calculated landing distance. Wet or slippery runways may preclude reductions from being taken and, in fact, require 115 percent of the distance derived from calculations, whether a reduction was used or not. This distance is calculated by increasing the distance required under dry conditions by an additional 15 percent (e.g., if Aircraft Flight Manual (AFM) data shows the actual landing distance will be 2,000 feet, the effective runway length required is 3,334 feet using 60 percent in this example. If the runway is expected to be wet or slippery upon arrival, the effective runway length required is 3,834 feet). Braking action always impacts the landing distance required as it deteriorates. Always consider the most current braking action report and the likelihood of an update prior to the flight’s arrival at a particular airport.
e. Airport or Area Weather Reporting. Some airports may not have current weather reports and forecasts available for flight planning. Others may have automated observations for operational use. Still others may depend on a nearby airport’s forecast for operations. Area forecasts are also very valuable in evaluating weather conditions for a particular operation.
Comparing forecasted conditions to current conditions will lend insight to changes taking place as weather systems move and forecasts are updated. Longer flight segments may lean more heavily on the forecast for the expected time of arrival, as current conditions may change significantly as weather systems move. For example, if a flight is planned for 5 hours en route, the current conditions may not provide as much insight as a forecast for the arrival time if a cold front is expected to pass through the area while a flight is en route.
f. Appropriate Additional Runway Safety Margins, If Required. Displaced thresholds, airport construction, and temporary obstacles (e.g., cranes and drawbridges) may impact runway length available for landing. Consult Notices to Airmen before conducting a flight; they are a good source of information on items such as these.
g. Airplane Inoperative Equipment. Thrust reversers, on airplanes so equipped, provide some effect of reducing landing rollout distance. However, they are not considered in landing distance performance requirements and data provided by airplane manufacturers during certification. Rather, they provide an added margin of safety when used. If thrust reversers are inoperable or not installed, that additional safety margin does not exist. Also, their effectiveness Page 3
Appendix 8 is directly related to many factors, including pilot technique, reverser deployment rates, engine speeds, and environmental conditions (e.g., wet or contaminated runways in conjunction with crosswinds). Their actual effectiveness varies greatly. Other airplane systems that directly impact landing distance requirements include antiskid and ground spoilers (if installed), brake and tire condition, and landing flap selection, to name a few.
h. Environmental Conditions. Many environmental conditions directly and indirectly affect actual landing distance requirements. Frontal passage usually causes winds to shift, sometimes causing a tailwind component. Tailwinds generally have a significantly greater impact on landing distance than headwinds. Thunderstorms in the vicinity of airports can introduce wind gusts from different directions, including wind shear, to varying degrees that are difficult to predict in advance or during the actual landing maneuver itself. Density and pressure altitudes also directly impact landing distance requirements. Landing distance tables may take these factors into account. However, variations from planned conditions and actual conditions at time of landing can vary and impact actual landing distance requirements. Stronger than forecasted tailwinds en route can cause the airplane to weigh more than projected, causing the actual landing distance to be longer than planned. If icing conditions were encountered while en route and temperatures above freezing are not reached before landing, any ice remaining behind removal devices or on areas that are not protected add additional weight and drag to the airplane, which in turn requires higher airspeeds and longer landing distances.
i. Other Criteria that Affect Aircraft Performance. Many other variables affect landing distance. To name a few, approach speed, flap configuration, airplane weight, tire and brake condition, airplane equipment, and environmental conditions all directly impact required landing distance. With these and many other factors, it is the pilot who must apply their application through the use of procedures and technique, the latter being highly variable. While specific additives are provided by manufacturer’s landing data, a pilot usually applies techniques acquired through experience in dealing with similar circumstances. Pilots may opt for an especially smooth landing on longer runways by “floating” in ground effect, before touchdown.
While possibly yielding a smooth landing, this technique will add to the landing distance requirement, as landing data provided by manufacturer’s data through the certification process assumes a touchdown rate of descent of 8 feet per second. The following operational considerations may affect landing distance requirements. Policies and procedures addressing them should be included in the operator’s FAA approved DAAP.
NOTE: Certification Criterion is 3.5 degree glideslope angle.
• 2.5 to 3 degree glideslope angle,
• 2 to 4 ft/sec touchdown rate of descent,
• 5 to 10 knots approach speed exceedances,
• Longer flare distance (“float”),
• Less than full braking effort,
• Delays in obtaining full braking configuration,
• Higher temperatures not accounted for (temperature accountability not required),
• Downhill runway slope not accounted for (runway slope accountability not required),
• Icy, slippery, or contaminated runway surface, Page 4
Appendix 8
• Airplane heavier at time of landing than predicted at time of dispatch,
• Airplane higher than 50 feet over the threshold, and
• Airport pressure altitude higher than predicted at time of dispatch.
NOTE: See table 1 below for examples of other variables that affect landing distance requirements.
TABLE 1. OTHER VARIABLE CONSIDERATIONS Steady-State Variables Non-steady-State Variables Actual Operations vs. Flight Test Actual vs.
Forecast/Planned Conditions Runway slope Wind gusts/turbulence Flare technique Runway or direction (affecting slope) Temperature Flightpath deviations Time to activate deceleration devices Airplane weight Runway surface condition (dry, wet, icy, texture) Flightpath angle Approach speed Brake/tire condition Rate of descent at touchdown Environmental conditions (for example, temperature, wind, pressure altitude) Speed additives Approach/touchdown speed Engine failure Crosswinds Height at threshold Speed control
NOTE: Operators are responsible for preparing their DAAP if they desire to reduce landing distance planning requirements below 60 percent of the effective runway length. Operators must ensure that their policies and procedures reflect at least minimum regulatory requirements and adequate policies and procedures prior to submitting their program to the FAA for approval.
j. Destination Airport Analysis Program Checklist. Table 2 should be used to ensure the operator and its DAAP meet minimum regulatory requirements. The operator should complete this checklist and provide it to the FAA office with approval authority, along with the DAAP and request for approval and issuance of OpSpecs or MSpecs, as applicable. The checklist is completed using the following methodology:
• No.—Item and sub item number;
• Item Description—Description of the item;
Appendix 8
• Response—Circle “Yes” or “No” to indicate whether or not the item is adequately addressed in the program; and
• Manual Page Reference—Enter the manual page number where the item is addressed.
TABLE 2. DESTINATION AIRPORT ANALYSIS PROGRAM CHECKLIST NO. ITEM DESCRIPTION RESPONSE
MANUAL PAGE
REFERENCE
OPERATOR OR PROGRAM MANAGER REQUIREMENTS
1. Does the operator or program manager restrict reduced planning requirements to two-pilot crews?
Yes No
2. Does the operator or program manager restrict reduced planning requirements to flight crews that meet the following minimum experience requirements:
a. PIC—Airline Transport Pilot Certificate;
applicable type rating; 1,500 hours of flight time?
Yes No
b. SIC—Commercial Pilot Certificate;
instrument rating; 500 hours of flight time?
Yes No
3. Does the operator or program manager require the PIC to perform all takeoffs and landings when the SIC has less than 100 hours in make, model, and type (if required) under these conditions (unless PIC is check pilot):
a. Landings when DAAP is used to reduce effective runway length below 60 percent?
Yes No
b. Airport visibility is at or below ¾ mile? Yes No
c. Runway Visual Range (RVR) for the runway to be used is less than 4,000 feet?
Yes No
d. The runway is contaminated? Yes No
e. Reported braking action for the runway to be used is less than “good”?
Yes No
f. Crosswind component of runway to be used is in excess of 15 knots?
Yes No
g. Wind shear is reported in the vicinity of the airport?
Yes No
h. Any condition in which the PIC determines it to be prudent to exercise the PIC authority?
Yes No
4. Crew pairing limitations—either PIC or SIC must have at least 75 hours’ flight time in type?
Yes No
5. OpSpecs or MSpecs issued (following FAA approval of DAAP and determination that operator or program manager meets applicable requirements)?
Yes No
Appendix 8 NO. ITEM DESCRIPTION RESPONSE MANUAL PAGE
REFERENCE
DAAP CONTENT REQUIREMENTS
1. Does the DAAP take pilot information into account, including:
a. Qualifications? Yes No
b. Experience? Yes No
2. Does the DAAP take into account aircraft performance data, as supplied by the aircraft manufacturer, that includes:
a. Normal procedures? Yes No
b. Abnormal procedures? Yes No
c. Emergency procedures? Yes No
3. Does the DAAP take airport information into account, including:
a. Facilities? Yes No
b. Topography? Yes No
4. Does the DAAP take into account runway:
a. Conditions? Yes No
b. Contamination? Yes No
5. Does the DAAP take into account weather reporting for that:
a. Airport and/or Yes No
b. Area? Yes No
6. Does the DAAP take any additional runway safety margins (if required) into account?
Yes No
7. Does the DAAP take airplane inoperative equipment into account?
Yes No
8. Does the DAAP take environmental conditions into account?
Yes No
9. Does the DAAP take other performance criteria into account?
Yes No Page 7 (and 8)
Appendix 9 Page 1 (and 2) APPENDIX 9. AVS NEW USER REQUEST FORM FOR INDUSTRY OPSS/WEBOPSS AVS New User Request Form for Industry OPSS/WEBOPSS
1. Date:
2. Operator Name:
3. Operator Designator:
4. FAA Office ID:
5. FAA Contact:
6. Industry Contact:
7. 8. 9. 10. 11. 12. 13.
Last Name First Name MI SSN Last 4 Telephone and Extension E-mail Address Title
Principal Inspector needs to submit the completed form to 9-AWA-AFS-OPSSPROB@FAA.GOV