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Clear communication between aircraft and Air Traffic Control (ATC) is especially important when conducting operations over oceanic airspace. To ensure safe passage, the International Civil Aviation Organization (ICAO) released regulatory guidelines mandating that crews flying over much of the North Atlantic (NAT) must have Letters of Authorization for Data Link and RNP-4 by January 30, 2020. With these regulations already in effect, we want to make sure you have all the information you need to obtain your LOAs and keep your operations running smoothly.
The only way to permit more aircraft in a high-use airspace is to lower the separation standards between them. ICAO has mandated RNP-4 and Data Link to keep up with the growing air traffic in the NAT. This equipment helps to ensure efficient communication and minimum navigation performance allowing the distance between traffic to be reduced.
While LOA applications may seem like a lot of work, shirking them can have real-world consequences. There are significant financial penalties for being caught flying without required LOAs and the alternative — flying around, above, or below the airspaces with these mandates — isn’t much better. You may be forced to fly hours out of the way, incurring unnecessary additional fuel costs and delays.
The applications can be a process, but the time and cost of applying for these LOA applications does not compare to the price of flying an additional four or five hours, or the fine for avoiding them altogether.
Once approved, your LOAs likely won’t need to be considered again until the FAA releases new regulations and guidelines. But if there ever is a reason to resubmit an LOA application, subscribing to our manual revision service can help you stay on top of such changes. When we hear about new regulations that could affect operators’ LOAs, we can push news out to our subscribers, detailing what those changes are and what actions departments will have to take. What LOAs look like now is not what they looked like five years ago, and most likely not what they will look like five years in the future, so it is best to have the tools to react quickly.
Contact us for any LOA support, and check out our free LOA Guide for more information.
Editor’s Note: This post was originally published on September 25th, 2017. It has been updated for accuracy and comprehensiveness.
You have probably heard about Letters of Authorization (LOA). But do you know what they are or if they apply to you?
If you are a Part 91 operator, chances are you have heard about Letters of Authorization (LOAs). There is also a good chance that you’re not entirely certain what they do or if they even apply to you.
An LOA is a formal approval issued by the FAA to Part 91 operators. With an LOA, an operator can engage in a specific flight activity that requires authorization. For example, if you want to fly in Reduced Vertical Separation Minimum (RVSM) airspace, then you must have an RVSM LOA. But if you have no plans of using RVSM airspace, then you don’t need the LOA.
Each of the following types of operation require FAA authorization and thus its own LOA:
*Although an LOA is not required for domestic US operations, foreign countries may require authorization (i.e., an LOA) prior to conducting these operations in their airspace.
(Automatic Dependent Surveillance – Broadcast (ADS-B) Out operations formerly needed an LOA. However, in late 2018 the FAA removed this requirement and is not issuing any LOAs for ADS-B Out operations. NOTE: ADS-B In operations does still require an LOA. Get more information here).
The FAA issues LOAs to the aircraft’s operator. According to the FAA, an operator is the entity having operational control of the aircraft for a particular flight. Operational control is defined as having the ‘exercise of authority over initiating, conducting or terminating a flight’ (14 CFR Part 1.1).
It is important to note that:
Applying for an LOA typically means:
It is essential that you carefully follow all FAA instructions and include all necessary documents. Failure to do so could delay your application or be grounds for denial – so always double-check everything before submitting!
In our next post, we’ll separate LOA fact from fiction.
AviationManuals can assist you with obtaining your LOAs. To learn more, contact us today.
There is no doubt that when you can enhance what pilots can see on approach, especially in inclement weather conditions, you can greatly reduce the risk of accidents or incidents.
In 2017, the FAA introduced an enhanced flight vision system (EFVS) rule. This helped increase the use of vision system technologies, which aim to assist safer landings by virtually eliminating low-visibility conditions.
But what exactly is EFVS? Enhanced Flight Vision System is an aircraft system that uses a type of heads-up display and imaging sensors to present information to the pilot, such as aircraft information, flight symbology combined with an electronic real-time sensor image of the forward external scene.
In essence, EFVS provides the pilot with a second pair of highly-enhanced eyes. The EFVS, installed on most midsize and large business jets, will show the pilot artificially displayed elements on top of real-world views, such as the horizon and runway – not unlike a video game.
Pioneered by NASA in the late nineties, and then further developed by business jet and avionics manufacturers, EFVS is becoming increasingly widespread which will hopefully drive down pricing allowing the benefits of this technology to find its way into more aircraft. Now, military requirements are driving further EFVS innovations, which in time should then become standard on general and commercial aircraft as well.
The technology allows pilots to land safely at airports even in limited visibility due to haze, smog, smoke, fog, or simply darkness. This can help minimize delays and prevent aircraft from being rerouted. Most importantly, it greatly reduces the likelihood of runway incidents and potentially accidents.
There are two types of EFVS:
In this case, EFVS is only activated when descending below Decision Altitude/ Decision Height (DA/DH) to 100 feet above the Touchdown Zone (TDZE). From 100 feet onwards to the TDZE, you must use natural vision.
Alternatively, EFVS from Operations to Touchdown and Rollout allows you to activate EFVS from descent below DA/DH, until the plane reaches normal taxi speed.
While a Letter of Authorization (LOA) for EFVS is not required within the United States, it is often mandatory when flying internationally, especially in the EU.
To make sure that you can use all of your EFVS capabilities when flying abroad, apply for the LOA so you’re covered.
To make things easy, we can help prepare all the required LOA documentation you’ll need to present to the FAA. Part-135 Operators should bear in mind that they also need to send the FAA an evaluation plan.
Our new EFVS Operations Manual makes the entire process even simpler. We cover procedures for EFVS to 100 feet above TDZE, as well as touchdown and rollout.
Have questions? Contact our experts.
Countries can set their own requirements for authorizations for ADS-B Out operations. A few years ago, the FAA discontinued the ADS-B Out LOA (A153) and no longer issues authorizations to US operators. However, we recommend that US operators carry a copy of Notice 8900.491 to show to foreign inspectors if they are requested to provide authorization. In essence, Notice 8900.491 is provided by the FAA to summarize why it no longer provides authorizations for ADS-B Out. It is important to note that an LOA is still required for most ADS-B In operations.
Back in 2010, the International Civil Aviation Organization (ICAO) determined that operators needed to request operational approval for Automatic Dependent Surveillance-Broadcast (ADS-B) Out from their Civil Aviation Authority (CAA). While the FAA never required an LOA to use ADS-B Out in the United States, they previously issued OpSpec/MSpec/LOA A153 or A353 to satisfy foreign CAAs that did require authorization.
However, in September 2015, ICAO Member States adopted new guidance that gradually phased out operator authorization requirements to use ADS-B Out. As stated in Notice 8900.491, “continuous monitoring of equipment performance has proven to be the most effective means of oversight.” By overseeing the data of ADS-B Out, the FAA and other CAAs can identify aircraft performance. Any aircraft with a negative safety impact on Air Traffic Control could be restricted from flying in airspace requiring ADS-B Out. Additionally, with rising demand in OpSpecs, MSpecs, and LOAs, the FAA has become understandably stretched. Removing the need for any LOA can help minimize the burden placed on both regulators and operators.
The FAA decommissioned OpSpecs/MSpecs/LOAs A153 and A353, also known as the ADS-B Out LOA in 2019. No action was required then (nor is required now) on the part of US operators. However, it’s strongly advised to carry a copy of Notice 8900.491 on the aircraft. If any foreign inspectors or officials ask about the LOA for any reason, operators can show the Notice explaining why the FAA is no longer issuing an authorization.
Different airspace will have different regulations, so be sure to research equipage requirements when planning your overseas journey anyway – especially in regard to the ADS-B Out mandate.
If you have any further questions, don’t hesitate to contact us. If you want to know more about our FAA LOA Support Services, you can find more information here.
Authorization is required for RVSM. However, the FAA has changed the requirements allowing some aircraft equipped with ADS-B to operate within the contiguous United States RVSM airspace without applying for operator-specific authorization. Since the guidance does not specify how an operator can verify authorization, we are still recommending that ALL operators carry an operator-specific authorization (LOA). Operations outside of the contiguous U.S., including flights to Alaska, Hawaii, Canada, Mexico and the Caribbean, still require a formal LOA application under ALL circumstances.
RVSM or Reduced Vertical Separation Minimum decreases the specified standard vertical separation of aircraft flying between FL 290 (29,000 ft) and FL 410 (41,000 ft) from 2,000 ft to 1,000 ft minimum. This allows more aircraft to fly safely in a particular airspace.
Since this type of operation requires aircraft to be equipped with certified equipment and crews to have specific training, operators need to gain permission to fly in RVSM airspace. That’s where the LOA comes into play. LOAs grant aircraft operators the FAA’s authorization to exercise particular activities, in this case RVSM.
As of January 22nd,2019, the RVSM LOA is considered to be automatic for operators with a compliant ADS-B system and will not be formally issued unless applied for. This change allows some operators to skip the application process but DOES NOT exempt having an authorization. Due to a certain amount of current ambiguity, in order to demonstrate proof of authorization, we are still recommending that ALL operators carry an operator-specific authorization (LOA).
As of now, if you meet all of the following criteria you are theoretically automatically authorized and do not need to submit a formal LOA Application:
It is critical to keep in mind that noncontiguous, foreign and international airspaces (including Alaska, Hawaii, Canada, the Caribbean and Mexico) still require formal authorization: any operator who intends to conduct international flights still needs to apply for the RVSM LOA.
If you are not able to answer yes to all 6 items then you will need to apply for the RVSM LOA. This may include your operation if ANY of the following applies:
Also, if your aircraft is not yet equipped with ADS-B Out – don’t forget that deadline is looming so make sure your aircraft is equipped by January 1st, 2020.
For now, there has been no further discussion on whether other countries will be following suit after the FAA’s decision, nor whether the automatic authorization is internationally recognized. However, it is unlikely other countries will follow without the benefit of certain processes to verify specific airframes and their ADS-B data.
Whether the FAA will be publishing a database of operators or aircraft presumed to be automatically authorized has not yet been discussed. But if this does progress and is accepted by other countries, there might be an application-free future peeking on the horizon. AviationManuals will be keeping an eye on international operations and watching this space to provide you with the latest updates.
We still recommend carrying an RVSM LOA until further clarification from the FAA. Still need an LOA package, application, or an RVSM Operations Manual? We can help.
They’re using mobile team messaging apps like Slack to communicate; they’re being groomed earlier in their jobs for a more sustainable career; and they’re gaining access and exposure to industry experiences that not too long ago were reserved for more seasoned employees.
Millennials are changing the landscape of today’s flight departments in a significant way. Pew Research Center defines the Millennial generation as those born between 1981 and 1996. — also known as the generation that grew up with The Goonies, pagers and dial-up Internet.
We recently spoke with one such Millennial, NBAA Manager, Flight Operations and Regulation, Brian Koester, to find out how Millennial employees are shaking up flight departments across the business aviation sector and what established flight departments should incorporate into their work structure to remain relative, competitive and successful. Here are some key items you, Flight Department Manager, should know:
One of the main areas NBAA is focusing on is the shortage of qualified personnel coming into the aviation industry. We are looking at how young professionals are reshaping established departments as they take up roles such as pilots, mechanics, schedulers and dispatchers. If you look at the data, you will see that in the U.S. the average age of a worker is 42, while in the aviation industry the age averages out closer to 52. Given those age differences, many flight departments are now grooming their younger employees sooner and are focusing more on succession planning in the first few years of employment than they have traditionally done in the past. In order to keep young talent around and shape them into future business aviation industry leaders, flight departments today are establishing a solid career development path for Millennials with employment tactics and incentives.
For example, a flight department we have engaged with has changed the way it executes international operations training. Instead of waiting for an employee to be a bit more seasoned—one who has been with the department for a few years—managers are incentivizing their younger employees to stay in their positions longer by sending them to train earlier on in their post with the promise that the international trips will soon follow.
Another shift is seen more broadly within the aviation sector: Flight departments are encouraging Millennials early on to get more involved with industry events, groups and happenings. They are sending their young professionals to industry events—previously reserved for more senior employees who have, if you will, already paid their dues. Today these younger employees whom are given such opportunities as professional development are willing to invest more in their companies as they see their companies investing in them.
We conducted a survey on issues facing small flight departments a while back and the results overwhelmingly showed long-term staffing ranking as one of the biggest issues. It is no secret that younger professionals tend to leave the business aviation sector to go work for commercial airlines. This is because Millennials are looking at pay scale differences over the course of a career and see that they very well may be leaving money on the table if they don’t go to the airlines and stay in business aviation too long.
The way departments interact and communicate is changing with the onslaught of younger and cross-generational employees. We advise that flight departments determine how people want to communicate, depending on the urgency of the communication, and what best works for each team. Non-Millennial employees communicate via traditional channels such as email, in-person meetings or via phone. With younger generations, communication occurs faster, tends to be more mobile and comes in smaller batches.
For example, flight departments today are adopting more technical means for departmental communications. We all know that Millennials are eager to adopt new technologies. Now flight departments are including more text/apps communications channels to interact within their teams and across departments. Some departments are adopting mobile apps such as Slack to incite chats and sharing of challenges, experiences and lessons learned or tips on safety regulations and flight operational issues among teammates. This encourages bonding, comradery and builds a stronger team environment and business unit.
Fresh energy, adaptability and new perspectives to and for the job, hands down.
With the 2018 European Business Aviation Conference and Exhibition (EBACE) taking place this month, all eyes in the business aviation industry will be focusing on Europe. We thus wanted to share the key issues flight operators need to keep in mind when traveling to and from Europe.
2018 has ushered in some significant changes that impact the business aviation industry. For those operating to and from Europe, the two key regulatory issues to keep in mind are:
Customs can be a challenge for flight operators traveling to multiple European destinations. Each country and airport may have unique customs requirements, and managing those requirements for flight operators is critical to quickly and efficiently clear customs. The US is currently working on a customs compliance guide for private operators with hopes it will be commonplace within the next few years.
A key factor to keep in mind is ensuring passports or visas for all flight crew are current, and making sure visas especially – which may vary from country to country – are approved well in advance.
On Atlantic crossings, weather and volcanic activity become a significant factor and one that flight operators need to be prepared for. Temperature conditions, for instance near Greenland, may also make it challenging to maintain altitudes in certain aircraft.
Flight operators need to stay vigilant when it comes to personal and IT security. With recent system hackings, it is crucial to ensure that flight (and personal) devices stay within your control and that malware is not downloaded. Breached network issues also apply to onboard Wi-Fi systems, so it is important that operators equip aircraft broadband access with secure networks.
Finally, regarding personal security, flight operators should establish an emergency plan that is ready to be implemented if a situation arises. This should include, for instance, an evacuation plan coordinated with passengers designating and communicating a meeting place.
To learn more about how AviationManuals can help support your efforts to achieve trouble-free flights to and from Europe, contact us today.
There are key elements items operators should ensure they have covered before taking off to Europe. Non-European Union (EU)-registered aircraft operators are subject to SAFA (Safety Assessment of Foreign Aircraft) ramp inspections when operating in the EU member states plus Iceland, Norway, Switzerland, along with any state with which the European Aviation Safety Administration (EASA) has a working arrangement on SAFA. The biggest issues generally occur when inspectors come to the plane and the crew is not prepared. To avoid unnecessary complications, we are highlighting some key items you should be prepared to be able to show:
Operators should have an up-to-date International Operations Manual (IOM) to ensure they are conforming to current required procedures and industry best practices when operating across the Atlantic and within Europe. An IOM should include procedures for North Atlantic (NAT HLA), RVSM, PBN (RNP/RNAV), and, if equipped, Data Link procedures. For operations within Europe, the IOM should also include procedures for P-RNAV and B-RNAV, which covers RNAV operations in the enroute and terminal areas within Europe.
Operators should be aware that LOAs for each of these Special Areas of Operation are required, regardless of where the aircraft is based. The LOA must be issued with the name of the entity with operational control of the aircraft. In a case where more than one entity has operational control, separate LOAs must be obtained
Even though there are still ongoing discussions between the Federal Aviation Administration (FAA) and the European authorities, it is critical to note that FAA approval does not ensure international compliance when it comes to Minimum Equipment Lists (MEL), so we recommend erring on the side of caution for your trip.
One of the most important clarifications that operators must understand today is that it is no longer acceptable to use your MMEL as your MEL. Because an MEL is developed specifically for your aircraft, your fleet and your company, many European inspectors have now made it clear that they require an MEL.
This is because the MMEL does not contain the specific procedures or regulations that crews must follow. Additionally, EASA’s focus on performance-based standards included in the International Civil Aviation Organization’s (ICAO) Annex 6, Part 2, Chapter 2.5 requires operators to have information relevant to the airplanes required communication, navigation or communication specification capabilities included in the MEL. This standard requires the operator to take a broader view of specific equipment and its relationship to other systems and performance requirements.
If you are an operator that either has an operating base in Europe or one outside any EASA country, then you also need to strongly look how you may fall under Part-NCC requirements. If you operate an aircraft registered in an EASA member state, or if your aircraft is registered in another country but your principal trip or regular business is to an EASA member state, your operations will be subject to Part-NCC.
As a business jet operator executing flight activities to Europe, you should prior to your trip verify at a minimum:
You should also be prepared to demonstrate you have a Safety Management Systems (SMS) program in place and that it clearly outlines the Standard Operating Procedure (SOP) your flight crew executes. An SOP or a proper operations manual provides crews with the step-by-step guide to effectively and safely carry out operations. Many accidents occur because of the operating environments and individual operator behavior – the “Human Factor” – in the aviation community. Such causal factors of accidents aren’t common to all operators, but they must be examined with methods that are specific to the individual operator’s situation.
Specifically, one of the defining characteristics of an SMS is its emphasis on risk management within an operation. It provides inspectors with the ability to better see the relation between the common risk factors that are addressed by traditional aviation regulations and those that are more situational. ICAO Introduced requirements related to SMS back in 2009. It is important to note that EASA compliance is set to strengthen traditional risk control practices and ensure safety risks are managed in a systematic way – so be prepared prior to your trip.
All of the documentation and procedures discussed are critical elements for any flight plan, but essential for travel to the EU. Flight operators should be able to demonstrate all of these are in place in the event of a ramp check. Contact AviationManuals if you have any questions or if you would like additional information.