VOLUME 4 AIRCRAFT EQUIPMENT AND OPERATIONAL AUTHORIZATIONS
CHAPTER 3 AIRPLANE PERFORMANCE AND AIRPORT DAT
Section 5 Selected Practices
4-591
GENERAL. This section contains general background information and guidance
for inspectors on selected topics and practices relating to aircraft
performance and data acquisition systems for Title 14 of the Code of Federal
Regulations (14
CFR) part 121 and 135
operators.
4-592
NONTRANSPORT CATEGORY AIRPLANE OPERATING LIMITATIONS. Part 121,
section (§) 121.157
prohibits operators from using large airplanes certified after June 30, 1942 in
revenue service unless the airplanes are certified in the transport category.
Both parts 121
and 135
operators may, however, use in revenue service large airplanes that were
certified before July 1, 1942. These airplanes are termed large, nontransport
category airplanes. Very few types of large, non-transport category airplanes
remain in active revenue service. A few operators continue to operate the DC-3,
the C-46, and the Lockheed 18.
A. Airplanes
Recertified in the Transport Category. Some airplanes which were originally
certified before July 1, 1942 have subsequently been modified and recertified
in the transport category. Operators may only use C-46 type airplanes certified
in the transport category in passenger-carrying operations. When an operator
operates one of these airplanes in part 121
or 135
service, the operator must show compliance with part 121, §§ 121.199
through 121.205
or part 135,
§§ 135.389
through 135.395
by means of data approved in the type certification process.
B. Nontransport
Category Airplanes. Operators using large, non-transport category airplanes
must show compliance with the performance requirements of §§ 121.199
through 121.205
with data that has been approved by the Administrator. Operators must keep the
data in the airplane in a place conveniently accessible to the pilot while the
airplane is in flight.
C. C-46
Cargo-Only Operations. Operators using C-46 type airplanes in cargo-only
operations may use data extracted from Appendix C of part 121
to show compliance with the requirements of §§ 121.157, 121.199, 121.201, 121.203, and 121.205.
D. Evaluation of
Performance Data. Principal operations inspectors (POIs) who receive
requests from operators to approve performance data for large, non-transport
airplanes should contact the Aircraft Evaluation Group-Long Beach, ANM-217, (562)627-5270, for direction and guidance.
4-593 APPROVAL
OF DRIFT-DOWN AND FUEL-DUMPING PROCEDURES. Operators may request Federal
Aviation Administration (FAA) approval of drift-down or fuel dumping to show
compliance with 14 CFR terrain clearance requirements. The POI may approve the
drift-down and fuel dumping procedures in accordance with the guidance of this
paragraph.
A. Approval
Procedures. POIs should grant approval of driftdown and fuel dumping
procedures by means of a nonstandard paragraph in part B of the operations
specifications (OpSpecs). (See
section 1 of this chapter, paragraph 4-500.)
The POI may enter the entire procedure into the OpSpecs paragraph. The preferred
procedure, however, is for the POI to enter a reference to the section of the
operator’s general operations manual (GOM) which contains the procedure, the
limitations, and the data.
B. Drift-Down
Data and Procedures.
1) Operators should base their
proposals on manufacturer data and recommended procedures. In the absence of
such data and procedures, the operator must develop the necessary data and
procedures.
2) The POI should require the operator
that creates drift-down procedures to validate the procedures and data through
validation tests.
3) Because of the complexities
involved, the POI should coordinate with the regional flight standards division
(RFSD) and the aircraft evaluation group (AEG).
4) The POI should also request that
the RFSD coordinate the operator’s proposal with air traffic control (ATC) to
avoid possible air traffic conflicts.
C. Training
Programs and Manuals. When the operator adopts drift-down or fuel dumping
procedures, the procedures, limitations, and performance data must be included in
the operator’s manuals and training program.
4-594 EN ROUTE
OPERATIONS WITH LANDING GEAR EXTENDED. This paragraph contains
direction and guidance to be used by POIs when reviewing and accepting an
operator’s procedures for en route operations with the landing gear extended.
There are two gear-down situations for which operators may seek approval. In
the first situation, the operator may seek approval to dispatch an aircraft
with the landing gear secured in the down position. In the second situation, the
flightcrew may not be able to retract the landing gear after takeoff. In most
circumstances, an operator cannot comply with the performance requirements of
part 121, Subpart I or part 135, Subpart I when the landing gear cannot be retracted after takeoff. The
pilot-in-command (PIC) of such a flight is normally forced to return to the
departure airport or to divert to a takeoff alternate airport. Operators may,
however, operate a revenue flight with the gear down when the operator can show
compliance with regulatory requirements. POIs should review the following:
A. Procedures
and Data. Operators must provide flight crewmembers with procedures and
approved airplane performance data for gear extended operations. The procedures
must include speed limitations and fuel consumption data sufficient to show
compliance with regulatory requirements. POIs should ensure that the operator
has included this information in the operator’s company flight manual (CFM).
Instruction on procedures must be included in the operator’s training program.
B. Amended
Release. POIs should verify that the operator’s GOM contains adequate
direction and guidance to both PICs and flight control personnel for amending
the dispatch or flight release. POIs should coordinate review of manual
material with the principal maintenance inspector (PMI).
4-595 HIGH-SPEED
TAXI STARTS WITH ONE POWERPLANT INOPERATIVE. Flight Standards Service (FSS)
safety policy is not to accept high-speed taxi start procedures due to the
increased risk involved with these operations. When an operator makes a
compelling case for approval for such procedures, the POI should coordinate
with Air Transportation Division (AFS)-200 through the RFSD.
4-596 APPROVAL
OF UNPAVED RUNWAYS FOR TURBOJET OPERATIONS. This paragraph contains
direction and guidance to POIs for approval of the use of unpaved runways for
parts 121
and 135
operators. Although the FAA discourages the operation of turbojet equipment on other
than hard-surfaced runways, operation of such equipment from a well compacted
non-paved surface is possible. Unpaved runways can be certified in accordance
with 14
CFR part 139 and § 121.590
in order to meet the requirements of part 121
operators. Airport requirements for part 135
operators are contained in § 135.229.
A. Approval of
Landing Surface. POIs must approve the use of an unpaved runway surface for
turbojet operations. Approval for this type of operation must be based on
actual flight test performance data acceptable to the responsible aircraft
certification group, the AEG, and flight test engineering. Before the POI
approves turbojet operations at any airport with other than paved runways, the
POI will determine that the following conditions are met:
1) Takeoff and landing field lengths
must be based on approved flight test data for the particular type aircraft on
the type of runway surface to be used.
2) Flight testing must show that
foreign object ingestion into the engines and gravel impingement upon the
aircraft structure are not significant factors.
3) The surface of the runway to be
used must be reasonably stable throughout the various weather seasons;
otherwise, the operations must be restricted to particular seasons.
B. Approval
Procedures. An airport with unpaved runways is required to have special operational
procedures and flight crewmember training. Approval of operations at an airport
with unpaved runways is granted in OpSpecs paragraph C67. POIs may reference
the appropriate section of the operator’s manuals in paragraph C67.
4-597 AIR
CARRIER WINTER OPERATIONS. This paragraph contains guidance to be used by
inspectors for reviewing those portions of manuals, procedures, and training
programs concerning operations in winter weather conditions. The POI must
ensure that the operator’s manuals contain specific instructions and
information to flightcrews for operating each type of aircraft operated in
adverse weather conditions or prohibit such operations. The POI should also
review the content of the operator’s training program to ensure adequate coverage
of adverse weather operations.
A. Training
Requirements. The following subject areas should be considered in the
operator’s training program that is related to winter operations. These items
are neither comprehensive nor exclusive, and the POI may require additional
criteria.
· The requirement for
a thorough preflight inspection in extreme temperatures;
· A
description of the performance and control problems that would differ from
normal conditions during takeoff and landing with water, slush, or wet snow on
the runway;
· The
speed, weight, and runway length adjustments that would be made when operating
on contaminated runways;
· Criteria
for takeoff, en route, and destination weather conditions;
· The
causes and effects to the aircraft from hydroplaning or aquaplaning;
· The
effects of increased viscosity of fluids in cold temperatures;
· Adverse
effect of cold temperatures on hydraulic fittings and seals;
· The
effects of cold weather conditions to fuel pumps and fuel filter drains;
· Fuel contamination,
fuel leaks caused by cold weather operations;
· The
hazards associated with wet snow or slush in wheel wells when entering freezing
temperatures;
· Ice on
tail and recovery techniques in stall;
·
Techniques and procedures for braking, steering, and reversing with water,
slush or snow on taxiways and runways;
· Deicing
and anti-icing procedures and equipment for frost, ice, or snow removal from
airfoils, control surfaces, and static ports;
· Proper
adjustment of cables and rods used to manipulate flight controls; and
· A
description of landing surface conditions and appropriate braking action.
B. Pertinent
References. Inspectors should be aware of the following advisory circulars
and booklet, and should bring them to the attention of operators:
· AC
91-6, Water, Slush, and Snow on the Runway; for guidelines concerning the
operation of turbojet aircraft with water, slush, wet or dry snow on runways;
· AC
91-13, Cold Weather Operation of Aircraft; for discussion of aircraft cold
weather preparation and operations;
· AC
91-51, Airplane Deice and Anti-Ice Systems; for information on ice
protection system approval and the results of inflight icing;
· AC
135-9, FAR
Part 135 Icing Limits; for guidance concerning compliance with FAR 135.227; and
· Winter
Operations Guidance for Air Carriers; booklet prepared by FSS.
4-598 FLIGHTCREW
PROCEDURES TO CROSS-CHECK ENGINE PARAMETERS DURING COLD WEATHER. This
paragraph contains direction and guidance to be used by POIs when reviewing
those portions of manuals, procedures, and training programs addressing
operations with engine anti-ice systems on the ground.
A. Background.
An accident and a series of takeoff incidents, indicate that there may be a
lack of understanding concerning the proper use of engine anti-ice equipment
during cold, or adverse weather conditions. Most reports involve the operation
of JT8D engines, though the basic principles may apply to many other types of
turbojet engines found in use today. For example there have been reported
incidents of rejected takeoffs because exhaust pressure ratio (EPR) indications
failed to reach takeoff value, or because of a loss of engine power during the
takeoff roll. In one accident, evidence indicates that the selected takeoff EPR
value may have been indicated; when in fact a much lower thrust value was being
produced during takeoff and climb.
B. POI Approval
Procedures. When reviewing all manuals, procedures and training programs,
all part 121
and 135
POIs shall:
1) Determine that emphasis is placed upon
use of engine anti-ice, both on the ground and in flight, when engine icing
potential exists. Abnormal engine instrument indications, such as EPR, fuel
flow, or compressor speeds (N1)/(N2) should be addressed, with crews
instructed on the use of engine heat whenever any doubt exists as to its
possible need.
2) Determine that their operator’s
procedures have flightcrews cross-check engine parameters during takeoff with
provided data. This cross-check may include such items as fuel flow or
compressor speeds (N1)/(N2) being compared with thrust setting or EPR
commanded.
3) Determine that crews are trained to
recognize abnormal engine indications, even when they are symmetric (e.g., all
engines are indicating the abnormal value), and be instructed as to what
actions are to be taken when such indications occur.
4) Determine that takeoff data cards
are modified to include a ready reference to cross-check an additional engine
parameter with EPR such as, fuel flow, N1 or N2 during takeoff.
4-599 DEVIATION
FOR OBSTACLE CLEARANCE DATA FOR CERTAIN TURBOJET AIRPLANES IN PART 135
OPERATIONS. This paragraph contains direction and guidance to be used by
POIs when issuing operators of certain transport category airplanes a deviation
to § 135.367(a)
or 135.379(d).
A. Background.
Sections 135.367(a)(3)
and 135.379(d)
require part 135
operators of transport category airplanes to acquire airport obstacle data and
compute obstacle clearance limited takeoff weights.
1) Section 135.363(h)
authorizes the FAA Administrator to issue deviations to Subpart I of part 135
if special circumstances make a literal observation of a requirement
unnecessary for safety.
2) Normal category airplanes certified
under the provisions of SFAR 23 and SFAR 41 can be operated with up to 19
passenger seats and 19,000 pounds maximum takeoff weight (MTOW) without
requiring the operator to collect obstruction data or compute obstacle
clearance performance data. Safety records of these aircraft indicate no record
of accidents caused by contact with obstacles around departure runways either
with or without an engine failure. Further, transport category airplanes have
more stringent engine-out climb performance requirements than do airplanes
certified in the normal category. Consequently, FSS has determined that, under
limited conditions, there is no degradation in the level of safety provided
when transport category airplanes (with up to 19,000 pounds MTOW or 19 passenger seats) are operated without complying with these rules.
B. Conditions of
the Deviation. The operator is authorized to conduct takeoff operations
using transport category airplanes weighing no more than 19,000 pounds and
having a seating configuration of no more than 19 passenger seats without
showing compliance with §§ 135.367(a)(3)
and 135.379(d). This authorization is limited to only the following operations conducted:
· At airports of
4,000 feet mean sea level or less field elevation;
· On
runways on which the available length of runway is equal to or greater than 150
percent of the runway required by §§ 135.367(a)(1)
and (2)
or § 135.379(c), as applicable; and
· In weather
conditions equal to or greater than straight-in Category I landing minimums for
the runway being used.
C. Method of Granting
the Deviation. The POI should ensure that the operator has included the
limitations of this deviation in the operator’s GOM. The operator must also
provide direction and guidance concerning how to obtain obstacle data and
compute obstacle clearance performance in the GOM when the limitations of the
deviation are not met. Compliance under one engine inoperative conditions with
TERPS (FAA Order 8260.3, United States Standard for Terminal Instrument
Procedures (TERPS), latest edition) climb criteria (200 feet per nautical mile,
or the specific non-standard takeoff minima) designated for the runway to be
used in lieu of an airport analysis is an acceptable method of ensuring
obstacle clearance. (Also, see AIM paragraph 5-2-6.) The operator must also include
these limitations and procedures in the approved training program. When these
conditions have been met, the POI may grant approval to the operator for the
deviation by selecting the applicable text for insertion into OpSpec C067. If a
deviation to 14 CFR § 135.367(a)
or § 135.379(d)
is authorized it must also be entered in OpSpec A005.
4-600 LAND AND
HOLD SHORT OPERATIONS (LAHSO).
A. Background. In
1997, the FAA expanded and replaced Simultaneous Operations on Intersecting
Runways (SOIR) with LAHSO. SOIR, used since 1968, exclusively described
simultaneous operations on two intersecting runways; either two aircraft
landing simultaneously or one aircraft landing while another is taking off.
LAHSO includes landing operations to hold short of an intersecting runway,
taxiway, predetermined point, or an approach/departure flight path. LAHSO, just
as SOIR, is an air traffic control (ATC) tool used to increase airport capacity
and maintain system efficiency and safety. In April 1999, the FAA, in
coordination with industry, outlined changes in policy and procedures for
conducting LAHSO. LAHSO procedures require both pilot and controller
participation to balance the need for system efficiency and safety. These
operations include landing and holding short of an intersecting runway, an
intersecting taxiway, or some other predetermined point on the runway other
than on a runway or taxiway.
B. Definitions.
1) Available landing distance
(ALD)—That portion of a runway available for landing and rollout for aircraft
cleared for Land and Hold Short Operations (LAHSO). This distance is measured
from the landing threshold to the hold short point.
2) Contaminated runway—FAA AC
150/5320-12, Measurement, Construction, and Maintenance of Skid Resistant
Airport Pavement Surfaces, per FAA Order 7110.118, Land and Hold Short
Operations (LAHSO), to identify requirements for air traffic control (ATC) facilities
managers and Airport managers to develop procedures which restrict LAHSO on
contaminated runways.
3) Hold short point—A point on the
runway beyond which a landing aircraft with a LAHSO clearance is not authorized
to proceed.
4) Hold short position marking—The
painted runway holding position marking located at the hold short point on all LAHSO runways.
5) Hold short position signs—Red and
white holding position signs located alongside the hold short point.
6) Land and hold short lights—Six or
seven in-pavement, pulsing white lights at the LAHSO hold short point.
7) Vertical guidance—Visual or
electronic glide slope (e.g., precision approach path indicator (PAPI), visual
approach slope indicator (VASI)).
NOTE: The pulsed light approach slope indicator (PLASI) may not
be used to provide visual glideslope information during LAHSO.
8) Rejected landing—For the purpose of LAHSO, a rejected landing is when the pilot in command elects to go around. In
the event of a rejected landing on a configuration not requiring a rejected
landing procedure (RLP), normal pilot/controller responsibilities remain
unchanged.
9) LAHSO—An acronym for land and hold
short operations. These operations include landing and holding short of an
intersecting runway, taxiway, predetermined point, or approach/departure flight
path.
10) Dry runway—Defined as no visible
moisture.
11) Mixed operations—LAHSO conducted
between an air carrier and any other type of aircraft operation.
12) Rejected landing procedure (RLP)—A
published, predetermined heading to be used in the event of a rejected landing.
Unless alternate instructions are given by ATC, pilots are expected to execute
the procedure as published and remain clear of clouds.
13) Required landing distance—For the
purpose of LAHSO, the required landing distance will be the FAA-approved
distance for each aircraft as identified in Order 7110.118, Appendix 1.
NOTE: The distances listed were determined based on an aircraft’s
participation in SOIR or as calculated using the Aircraft Flight Manual (AFM)
distance plus 1,000 feet for the configuration, environment, and the weight
actually used for landing; whichever is greater. The AFM distance is that
determined in accordance with the appropriate 14
CFR part 23, § 23.75, part 25, § 25.125, part 91, § 91.103, part 135, subpart I, and part 121, § 121.195, as applicable.
14) Stabilized approach concept—This
concept is based on the pilot’s ability to maintain a stable speed, descent
rate, vertical flightpath, and aircraft configuration during the final
approach to the runway. (See Volume
4 Chapter 2 section 3, paragraph 4-221 of this handbook.)
C. LAHSO
Policies and Procedures.
1) Planning.
a) To conduct LAHSO, pilots should
consider aircraft performance requirements during preflight planning.
b) Upon receipt of the Automatic
Terminal Information Service (ATIS), or notification by ATC that LAHSO is being
conducted on the expected landing runway, the Pilot in Command (PIC) shall
determine the capability to accept the LAHSO clearance. When the ATIS is acknowledged,
and upon initial contact with the appropriate control tower, the PIC will
advise ATC when unable to accept the LAHSO clearance.
c) A LAHSO clearance shall not be
accepted if provided after the aircraft has descended below 1,000 feet above
ground level (AGL) on final approach to the landing runway.
2) Runway surface and weather minima.
a) LAHSO will only be conducted on dry
runways.
b) LAHSO is prohibited on contaminated
runways.
c) Required weather minima for conducting LAHSO is outlined in Order 7110.118, paragraph 11a, 1B.
d) Where a PAPI or VASI is installed
and operational, the weather conditions may be lowered to a ceiling of no less
than 1,000 feet and a visibility of no less than 3 statute miles.
e) LAHSO is not authorized if wind
shear has been reported. See FAA Order 7110.65, Air Traffic Control.
f) The tailwind on the hold short
runway shall be calm (less than 3 knots).
3) Minimum equipment list (MEL)
requirements. LAHSO is prohibited if the aircraft is subject to any MEL item
that affects the stopping capability of the aircraft.
4) Required landing distances for LAHSO.
a) For the purpose of LAHSO, the
required landing distance will be the FAA-approved distance for each aircraft
as identified in Order 7110.118.
b) If the computation of LAHSO data
interferes with other cockpit safety of flight duties, the LAHSO shall not be
accomplished.
c) Required landing distances or
maximum weights for LAHSO must be readily available to the PIC.
5) Importance of a stabilized approach
and touchdown accuracy when conducting LAHSO.
a) It is essential that a stabilized
approach to the landing runway be flown. A stabilized approach must be
established before descending below the following minimum stabilized approach
altitudes:
· 500 feet above the
airport elevation during visual flight rules (VFR) or visual approaches and
during straight-in instrument approaches in Visual Meteorological Conditions
(VMC).
· Minimum
descent altitude (MDA) or 500 feet above airport elevation, whichever is lower,
if a circling maneuver is to be conducted after completing an instrument
approach.
· 1,000
feet above the airport or touchdown zone (TDZ) elevation during any straight-in
instrument approach in instrument flight conditions.
· 1,000 feet
above the airport during contact approaches.
b) It is essential that the airplane
touch down in the first one–third of the ALD, but in no case greater than 3,000
feet down the runway, whichever is less.
c) If touchdown in the first one-third
of the ALD, but in no case greater than 3,000 feet down the runway is not
assured, a rejected landing must be executed.
6) Training.
a) Before an air carrier can conduct LAHSO, training for the flight crewmembers shall be instituted. This training
must be accomplished through either: stand-up lecture, written bulletin, or
other equivalent means. The flight crewmembers must have completed the air
carrier LAHSO training before conducting LAHSO.
b) Aircrew training will include the
contents of this bulletin to include the specific following elements:
· Specific air
carrier LAHSO policies and procedures for determining landing distances;
·
Criticality of aircraft touchdown in the first one-third of the ALD, but in no
case greater than 3,000 feet down the runway, whichever is less;
· Touchdown
outside these distances requires a rejected landing to be executed;
· Rejected
landing procedures;
· The PIC
has final authority to accept or decline any LAHSO clearance;
· Approved
LAHSO airports and runway configurations;
· Information
contained in the AIM concerning LAHSO;
· Use of
visual aids during LAHSO (vertical guidance, runway lighting, signs, and
markings);
· When
installed, use of autobrakes, antiskid, autospoilers, thrust reversers; and
· MEL items
and the interaction of inoperative equipment on the stopping capability of the
aircraft.
7) Visual aids. LAHSO will be
conducted only to runways that meet the following criteria:
a) Lighting.
1. Lighting
information is found in AC
150/5340-1, Standards for Airport Markings, and AC 150/5340-18, Standards for Airport Sign Systems, and the Airman’s
Information Manual (AIM). Night LAHSO may be conducted only where an approved
LAHSO lighting configuration is installed and operating.
2. When
LAHSO is in effect, hold short and full-length runway operations may occur on
the LAHSO runway. This means that periodically the LAHSO runway may be used for
full-length landings and departures as traffic conditions may allow. The PIC,
using a LAHSO runway for a full-length takeoff or landing when LAHSO is in
effect for that runway, must understand that if the hold short point lights are
installed they will be ON.
b) Vertical guidance. LAHSO will not
be authorized to a runway that does not have electronic or visual vertical
guidance.
NOTE: PLASI is not acceptable for vertical guidance.
c) Markings and signs. Refer to the
AIM for published LAHSO markings and signs and AC 150/5340-18, Standards for Airport Sign Systems.
8) Required RLP.
a) RLPs may be established for some
locations. Pilots are expected to execute the published procedure, unless
alternate instructions are given by ATC. RLPs are published in the Airport
Facility Directory. (RLPs will be listed by Notices to Airmen (NOTAM) until
published appropriately by air traffic services.)
b) The criteria for the RLPs must be
published in advance of the commencement of the flight, and must be readily
available to the flight crewmembers as part of their navigation documentation.
c) If a rejected landing becomes
necessary, the PIC must promptly notify ATC.
d) A rejected landing must be
initiated within the first one-third of the ALD, but in no case greater than
3,000 feet down the runway, whichever is less.
e) When conducting an instrument
approach and cleared to land and hold short, and a go around is required,
pilots are expected to:
· If below 1000 feet
and in VMC, execute the published rejected landing procedure; or
· If on the
approach at or above 1000 feet, and in Instrument Meteorological Conditions
(IMC) or VMC, execute the published missed approach (MAP) for the instrument
procedure being flown.
f) When conducting a visual approach
and cleared to land and hold short, and a go around is required, pilots are
expected to, if below 1000 feet, execute the published RLP.
g) Heading and/or altitude assignments
must be flown as published until directed otherwise by ATC.
9) Air Taxi or other commercial
operators not having FAA authorized call signs should prefix their
normal identification with the phonetic word Tango. Example: TANGO AZTEC TWO
FOUR SIX FOUR ALFA.
D. Single Source
Pilot Information Sheet. This subparagraph outlines the minimum information
to be made available to flightcrews. Although strongly recommended, this
information is only an example to be used in development of single source
documentation provided to flightcrews. The purpose of this documentation is to
make information immediately available to flightcrews during in-flight
operations.
1) LAHSO runway;
2) Hold short points for each runway,
· Taxiway,
· Runway
intersection;
3) ALD each runway;
4) Weight and distance for each
aircraft type;
5) Quick reference landing weight
chart;
6) RLP;
7) MEL limitations;
8) Crew brief,
· ALD (per aircraft),
· Will ALD
permit landing?
·
Stabilized approach (prior to descending below 1000 feet AGL), and
· RLP.
4-601 SPECIAL
AIRPORT AUTHORIZATION FOR CONDUCTING OPERATIONS AT AIRPORTS IN ALASKA WITH AN
APPROVED REGINALD BENNETT INTERNATIONAL (RBI) RUNWAY REFLECTORIZATION SYSTEM.
For authorization to conduct airplane operations using the RBI Runway
Reflectorization System in Alaska:
A. Station
Agent. The air carrier must provide a station agent at the airport trained
to give wind information to the flightcrew and
B. Training
Flightcrews. Train its flightcrews on this specific system in accordance
with an approved training program. The training program must be approved in accordance
with the following criteria:
· Each pilot must
receive initial and recurrent training in accordance with their company
approved training program;
· Initial
training must be completed by each person (both ground and flight personnel)
prior to their participation with this authorization; and
· Recurrent
training must be completed within each subsequent 12 calendar-months. Whenever
a person who is required to take this recurrent training completes the training
in the calendar-month before or the calendar-month after the month in which
this recurrent training is required, that person is considered to have
completed it in the calendar-month in which it was required.
4-602 SPECIAL
AIRPORTS REQUIRING SPECIAL PIC QUALIFICATION. Part 121, § 121.445
requires PIC of domestic, flag, and supplemental air carriers to be qualified
for operations into airports determined to be Special PIC Qualification
airports. Section 121.445
also allows pictorial means to be used as a method of qualifying PICs for
operations into Special PIC Qualification airports. OpSpec C050, Special PIC
Qualification Airports, is used to authorize part 121
domestic, flag, and supplemental air carriers to conduct instrument flight
rules (IFR) operations into special airports requiring special airport
qualification for the PIC. (OpSpec C067 is not used for this purpose).
A. PIC
Qualifications. Crewmember qualification requirements in part 121, subpart O, prescribe the PIC qualifications required for operations to each
airport and terminal area. This guidance and OpSpec C050 focuses on the PIC’s
qualifications to operate into and out of special PIC qualification airports.
Two sections of subpart O are particularly relevant to this guidance, § 121.443(a)
and (b)
and § 121.445(a)
and (b). Section 121.445(c)
relieves the PIC and the certificate holder from the qualification requirements
in § 121.445(b)
if the weather conditions at a specific special PIC qualification airport are
above the values specified in that section. Section 121.445(d)
is specific to PIC qualifications to fly between terminals over a route or area
that requires a special type of navigation qualification. This guidance does
not address the requirements of § 121.445(d).
1) Section 121.443(a)
requires each certificate holder to provide a system acceptable to the
Administrator for disseminating certain specific information (as set forth in §
121.443(b)) to the PIC and appropriate flight operations personnel. In addition, the
certificate holder must provide current information to its PICs on the subjects
identified in § 121.443(b). The certificate holder is also responsible under § 121.443(b)
for ensuring that those persons have adequate knowledge of, and the ability to
use, the information.
2) Section 121.445(a)
through (c)
sets forth the PIC’s qualifications for landing and takeoff at airports that
the FAA has designated as special PIC qualification airports. Accordingly, if
an operator uses a special PIC qualification airport in its operations,
regardless of whether it is a provisional, regular, refueling, alternate, or
Extended Twin Engine Operations (ETOPS) alternate airport, then (except as
provided in § 121.445(c)) the PIC qualification requirements in § 121.445(b)
apply. The PIC may obtain qualification within the preceding 12 calendar-months
in one of three ways:
a) By having served as PIC or
second-in-command (SIC) and making an entry to that airport (including a
takeoff and landing) in an airplane or level D simulator;
b) By serving with an SIC who has
made an entry into that airport while serving as PIC in an airplane or level D
simulator; or
c) By using pictorial means acceptable
to the Administrator.
3) Approved pictorial means may
include, but is not limited to videotapes; 35mm slide presentations, and still
photos, when approved by the Administrator. Whatever means are presented to the
Administrator for approval must assure a realistic depiction of the airport and
significant surrounding features.
B. Identifying
Special Airports.
1) Determination of which airports
require special PIC airport qualifications.
a) Section 121.445(a)
states that the Administrator may determine that certain airports (due to items
such as surrounding terrain, obstructions, or complex approach/departure
procedures) are special airports that require the PIC to hold special airport
qualifications prior to landing or taking off from that airport. The Air
Transportation Division (AFS-200) of the Flight Standards Service evaluates
airports and determines whether an airport should be identified as a special
qualification airport.
b) If an airport is designated as a
special PIC qualification airport (see www.opspecs.com), then prior to serving on a flight to or from that airport, the PIC must meet
certain qualification standards, unless the weather conditions are such that
the ceiling at the airport is at least 1,000 feet above the lowest minimum en
route altitude (MEA) or minimum obstruction clearance altitude (MOCA) or
initial approach altitude prescribed for the instrument approach procedure for
that airport and the visibility is at least 3 miles.
2) Qualification options. If both the
ceiling and the visibility minimums are not satisfied as detailed in § 121.445(c), then the qualification requirements of § 121.445(b)
apply. Section 121.445(b)
specifies that for a pilot to serve as PIC on a flight to a special
qualification airport, the PIC must have the benefit of one of the following:
a) The PIC, within the preceding 12
calendar-months, has made a takeoff and landing at that airport while serving
as a pilot flight crewmember;
b) The second in command (SIC), within
the preceding 12 calendar-months, has made an takeoff and landing at that
airport while serving as a pilot flight crewmember; or
c) Within the preceding 12
calendar-months, the PIC has qualified by using pictorial means acceptable to
the Administrator for that airport.
3) Exception to special PIC airport
qualification requirements due to favorable weather conditions. Section 121.445(c)
provides that the PIC’s special airport qualifications prescribed by § 121.445(b)
do not apply to an entry to that airport (including a takeoff and a landing)
when all of the following conditions apply:
a) The ceiling at that airport is at
least 1,000 feet above the lowest MEA or MOCA, or initial approach altitude for
the instrument approach procedure for that airport; and
b) The visibility at that airport is
at least 3 miles.
C. Airport
Assessment and Designation of Special Airports.
1) Methodology. The FAA maintains a
list of special PIC qualification airports, as posted in the OPSS guidance
subsystem in association with OpSpec C050 and on the website, http://www.opspecs.com. The FAA determines
that an airport should be listed as a special PIC qualification airport through
one of two methods (Refer to the Airport Assessment Aid in Figure 4-39, or in
the OPSS guidance subsystem in association with OpSpec C050):
a) It independently assesses the
airport using the criteria contained in the Airport Assessment Aid and
determines whether or not the airport should be listed as a special PIC
qualification airport; or
b) A part 121
air carrier certificate holder assesses an airport using the Airport Assessment
Aid below and submits the assessment to its POI or to the address at the top of
the form, and the FAA then uses that assessment to determine whether the
airport should be listed as a special qualification airport. This aid also can
be used by a part 121
air carrier certificate holder to request that an airport be removed from the
special qualification airport list. The criteria contained in the Airport
Assessment Aid are not all-inclusive, and may be supplemented by additional
information.
2) Assessment guidelines. An
assessment of an airport must be conducted by an FAA operations inspector or
part 121
air carrier certificate holder. Usually, assessments are conducted because an
air carrier wishes to operate into an airport that has not been previously
included in its route structure. Further discussion on the requirements for an
assessment is found in subparagraph 4) below. The operator should refer to the
updated airport list in the OPSS guidance subsystem in association with OpSpec
C050 or on the http://www.opspecs.com Web
site to determine if the airport has been assessed previously and requires
listing as a Special Pilot Qualification Airport under § 121.445. If the airport is shown as a special qualification airport but the operator
disagrees with that determination, the operator may request a reassessment in
accordance with subparagraph 3) below.
a) OpSpec C050 only applies. The
extent of the assessment conducted by the operator depends on the nature and
complexity of certain factors associated with the airport (i.e., high altitude,
foreign airport, specific terrain features, unique weather patterns may be
present singly or in combination). When considering the airport assessment, a
determination should be made whether to include the airport in OpSpec paragraph
C067 or C050. For instance, an airport surrounded by high, fast-rising terrain
may require designation as a special PIC qualification airport. In this case,
OpSpec C050 would be used for authorization.
b) Provisions of OpSpec C050 applies
and airport should be listed in C067. An airport that is already classified as
a special PIC qualification airport may be unique, as determined by the POI,
especially when used with certain types of aircraft because of the unique
safety issues raised by the use of that type of aircraft at the particular
airport. This uniqueness means that the POI has determined that certificate
holders should develop and pilots should comply with specific procedures for
conducting operations at that airport. The FAA may require the use of these
procedures through OpSpec C067, even though the provisions of OpSpec C050 may
apply if that airport is also listed as a special PIC qualification airport.
3) Airport Assessment Aid. The
completed Airport Assessment Aid (see Figure 4-39) should be forwarded to the
operator’s POI. The POI will then forward the form with his/her comments to
AFS-200. AFS-200, in concert with industry, will make the final determination
to list or remove the airport as a special PIC qualification airport. The newly
revised special PIC qualification airport list and associated assessment(s) may
be accessed through OPSS guidance subsystem in association with OpSpec C050 and
on the Web site, http://www.opspecs.com.
4) Airports without assessment or
prior part 121
service. An operator and its POI will jointly decide whether or not an
assessment is necessary for airports that have not been served by the operator
and have not been assessed previously. For example, an airport located in a
country for which limited information is available and an assessment has not
been completed will likely be a candidate for assessment for inclusion in the
Special Airports Requiring Special PIC Qualification list. Additionally, an
airport located in a country for which appropriate information is available
(such as AIP, DOD ASRR, and other equivalent information) and/ or part 121
operations have been conducted will most likely not be a candidate for an
assessment.
5) Other guidance. Reference
Volume 3,
General Technical Administration Chapter 18, Operations Specifications,
Section
5. Part C Operations Specifications—Airplane Terminal Instrument Procedures And
Airport Authorizations And Limitations; OpSpec C050, Special Pilot-in-Command
Airport Qualification; and OpSpec C067, Special Airports.
RESERVED. Paragraphs 4-603 through 4-620.
Figure 4-39, Airport Assessment Aid
NOTE: For Determining Requirements for Special PIC Qualification Airport Designation (Ref.: 14
CFR part 121, § 121.445). This aid (an electronic file version) is available in the OPSS guidance
subsystem in association with OpSpec C050) should be completed and submitted
via electronic mail to 9-AWA-AFS-OPSSPROB@faa.gov or to the following address
for review and action: Federal Aviation Administration, Air Transportation
Division, Rm. 831, Attn.: AFS-220, 800 Independence Avenue, SW, Washington, DC
20591
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Name & Title
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Address
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Phone/Fax/Internet
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DATE:
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Airline:
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Airport Name, ICAO Identifier, City, State, Country
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Type(s) of Aircraft Addressed In This Assessment: M/M/S
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Key Elements
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Please enter the requested information:
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1.
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Terrain/Obstructions:
Is there high terrain located in the immediate vicinity of
the airport? YES / NO
List the terrain within the vicinity of the airport that
might effect operations:
Other remarks regarding the local terrain:
Attach a copy of a topographical map depicting the
location of the terrain mentioned above.
List obstructions located in the approach/departure
corridor or in the vicinity of the airport:
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2.
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Approach/Missed Approach/Departure Procedure
Attach a copy of the chart depicting the
approach/departure procedure.
State the degree of complexity of the procedure (terrain/obstacle/other)
and any unique local procedures:
Does the approach have a nonstandard descent (greater than
a 3-degree glide slope)? YES / NO
Climb gradient: If there is a climb gradient requirement
shown please write that requirement.
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3.
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Limited Maneuvering Airspace
State the limitations (e.g., political, terrain) to
maneuvering airspace.
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4.
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Limited Airport Information (accuracy/currency)
Example: There is mountainous terrain in close proximity of
the airport with no indication of an arrival or departure procedure that
takes the terrain into account.
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5.
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Unique Country Rules—Different than ICAO
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6.
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Communication, Navigation, and Surveillance Anomalies—Specific
to Approach and Departures (Approach Control Radar or lack of ATC)
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7.
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Applicable SFAR
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8.
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Additional information in support of pictorial
requirements:
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9.
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Recommend C050 (Special PIC Qualification Airport) or C067 (Special Airport)
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Recommend Special Pilot Qualification Airport Designation (Yes or No)
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