Advisory Circular: U.S. Department of Transportation

U.S.
Department
of Transportation
Advisory
Federal Aviation
Administration Circular
Subject: Approval of Offshore Standard Date: 12/21/17 AC No: 90-80C
Approach Procedures, Airborne Initiated by: AFS-400 Change:
Radar Approaches, and Helicopter
En Route Descent Areas
This advisory circular (AC) provides guidance for instrument operations to offshore landing
facilities. This AC includes application and procedures to show an alternate means authorized by
the Federal Aviation Administration (FAA) for compliance with the regulations contained in
Title 14 of the Code of Federal Regulations (14 CFR) part 91, which address instrument
approach requirements. Specifically, this AC provides guidance for obtaining approval for
Offshore Standard Approach Procedures (OSAP), Airborne Radar Approaches (ARA), and
Helicopter En Route Descent Areas (HEDA). This AC retains the ARA, parallel offset OSAP,
Delta 30° OSAP and the HEDA along with Global Positioning System (GPS) navigation for the
OSAP and HEDA operations contained in AC 90-80B. Approvals issued to U.S. operators may
be used as a basis for authorization by other state authorities to conduct equivalent operations.
John S. Duncan
Executive Director, Flight Standards Service
12/21/17 AC 90-80C
CONTENTS
Paragraph Page
Chapter 1. Mandatory and Optional Paragraphs .......................................................................... 1-1
1.1 Purpose of This Advisory Circular (AC) ...................................................................... 1-1
1.2 Audience ....................................................................................................................... 1-1
1.3 Where You Can Find This AC...................................................................................... 1-1
1.4 What This AC Cancels.................................................................................................. 1-1
1.5 Explanation of Changes ................................................................................................ 1-1
1.6 Applicability ................................................................................................................. 1-2
1.7 Airworthiness Guidance................................................................................................ 1-2
1.8 Background ................................................................................................................... 1-2
1.9 Weather ......................................................................................................................... 1-3
1.10 AC Feedback Form ....................................................................................................... 1-5
Chapter 2. Offshore Standard Approach Procedures ................................................................... 2-1

2.1 Applicability ................................................................................................................. 2-1
2.2 Helicopter Requirements .............................................................................................. 2-1
2.3 Airworthiness ................................................................................................................ 2-2
2.4 Maintenance .................................................................................................................. 2-2
2.5 Flight Standards Office Approval ................................................................................. 2-3
2.6 Procedure Development Criteria................................................................................... 2-3
2.7 Missed Approach Procedure Construction ................................................................... 2-5
2.8 Operational Requirements ............................................................................................ 2-5
2.9 Guidelines ..................................................................................................................... 2-6
2.10 En Route and Intermediate............................................................................................ 2-6
2.11 Final Approach Segment (FAS).................................................................................... 2-7
2.12 En Route Fix Departure ................................................................................................ 2-8
2.13 Final Approach Course ................................................................................................. 2-8
2.14 Missed Approach .......................................................................................................... 2-9
2.15 Delta 30° OSAP ............................................................................................................ 2-9
2.16 Parallel Offset OSAP .................................................................................................. 2-10
2.17 Missed Approach and Holding Procedures................................................................. 2-12
2.18 Minimums ................................................................................................................... 2-12
2.19 Training ....................................................................................................................... 2-13
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Chapter 3. Airborne Radar Approaches ....................................................................................... 3-1

3.1 Applicability ................................................................................................................. 3-1
3.3 Airworthiness ................................................................................................................ 3-2
3.4 Maintenance .................................................................................................................. 3-2
3.7 Missed Approach Segment ........................................................................................... 3-7
3.9 Course Guidance ........................................................................................................... 3-9
3.10 Planning ..................................................................................................................... 3-9
3.11 System Limitations and Procedural Consideration .................................................. 3-10
3.12 Missed Approach Area ............................................................................................ 3-11
3.13 Flightcrew Duties ..................................................................................................... 3-11
3.14 Missed Approach and Holding ................................................................................ 3-12
3.15 Training .................................................................................................................... 3-14
Chapter 4. Helicopter En Route Descent Areas ........................................................................... 4-1

4.1 Applicability ................................................................................................................. 4-1
4.3 Airworthiness ................................................................................................................ 4-2
4.4 Maintenance .................................................................................................................. 4-3
4.8 En Route........................................................................................................................ 4-7
4.9 Intermediate Segment ................................................................................................... 4-7
4.10 Final Descent ............................................................................................................. 4-7
4.11 Limitations ................................................................................................................. 4-8
4.12 Missed Approach ....................................................................................................... 4-8
4.13 Alternate Requirements ............................................................................................. 4-8
4.14 Training ...................................................................................................................... 4-8
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Chapter 5. Requests for Operational Approval of OSAP, ARA, or HEDA Operations .............. 5-1
5.1 Submission of Application for Operations Approval ................................................... 5-1
5.2 Specific Operator Requirements and Operations.......................................................... 5-2
Appendix A. Sample Training Program for OSAP, ARA, or HEDA ...................................... A-1
Appendix B. Sample Offshore Instrument Charts.....................................................................B-1
Appendix C. Administrative Information .................................................................................C-1
List of Figures
Figure 2-1. En Route Criteria .................................................................................................... 2-7
Figure 2-2. OSAP Initial, Intermediate, Missed Approach, and Holding Segments ................. 2-8
Figure 2-3. Delta 30° OSAP .................................................................................................... 2-10
Figure 2-4. Parallel Offset OSAP ............................................................................................ 2-11
Figure 3-1. Single Approach Target Area ................................................................................. 3-5
Figure 3-2. Cluster Approach Target Area ................................................................................ 3-7
Figure 3-3. Clear Zone and Clear Sector ................................................................................... 3-8
Figure 4-1. HEDA Descent Criteria .......................................................................................... 4-5
Figure B-1. Sample Delta 30° OSAP ........................................................................................ B-2
Figure B-2. Sample Parallel Offset OSAP ................................................................................ B-3
Figure B-3. Sample ARA Chart for Single Platform ................................................................ B-4
Figure B-4. Sample ARA Chart for Platform Cluster ............................................................... B-5
Figure B-5. Sample HEDA Chart.............................................................................................. B-6
List of Tables
Table 3-1. No Wind ................................................................................................................ 3-11
Table 3-2. Cross Wind............................................................................................................ 3-11
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CHAPTER 1. MANDATORY AND OPTIONAL PARAGRAPHS
1.1 Purpose of This Advisory Circular (AC). This AC provides criteria and describes
acceptable methods for obtaining approval to use Offshore Standard Approach
Procedures (OSAP), Airborne Radar Approaches (ARA), and Helicopter En Route
Descent Areas (HEDA) to descend in uncontrolled airspace to an altitude where the pilot
can proceed to land using visual references to the surface. This AC provides operational
approval information for operators conducting operations under Title 14 of the Code of
Federal Regulations (14 CFR) parts 91, 91 subpart K (part 91K), and 135 to support
issuance of operations specifications (OpSpecs) or Letters of Authorization (LOA). The
contents of this document do not have the force and effect of law and are not meant to
bind the public in any way. This document is intended only to provide clarity to the
public regarding existing requirements under the law or agency policies.
1.2 Audience. The primary audience for this AC is the helicopter proponent, Principal
Operations Inspectors (POI), and the Flight Technologies and Procedures Division’s
Flight Operations Group (FOG) and Flight Procedures and Airspace Group (FPAG) when
establishing offshore instrument operations.
1.3 Where You Can Find This AC. You can find this AC on the Federal Aviation
Administration’s (FAA) website at
https://www.faa.gov/regulations_policies/advisory_circulars.
1.4 What This AC Cancels. AC 90-80B, Approval of Offshore Standard Approach

Procedures, Airborne Radar Approaches, and Helicopter En Route Descent Areas, dated
April 12, 1999, is canceled.
1.5 Explanation of Changes. Editorial changes to this AC reflect current language and
structure of the Flight Technologies and Procedures Division’s updated organizational
nomenclature. This AC retains the OSAP, ARA, and HEDA that were in AC 90-80B. It
updates the approval and maintenance procedures for an operator to obtain permission to
fly the operations. All references to the use of long-range navigation-C system
(LORAN-C) have been removed.
1.5.1 Operation Terminology. An OSAP, ARA, and HEDA are not considered special
instrument approach procedures (IAP); therefore, the appropriate term is “instrument
operations.” These operations allow helicopters to make an instrument flight rule (IFR)
en route descent/letdown offshore within a specified area of operation. Upon reaching
visual conditions, the pilot proceeds using visual references to a landing location to
execute an offshore landing on an oil rig or platform. These instrument operations are
approved by the FAA for individual operators and issued through OpSpecs or LOAs. The
FAA does not verify that the procedure is clear of obstructions, only that it is over water.
The pilot verifies there are no obstructions using their approved weather radar. The FAA
also does not verify that positive course guidance is available, provided the proponent is
using a Global Positioning System (GPS) and has procedures to verify GPS availability
for the operation. No flight inspection or other validation is provided or required.
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1.5.2 Responsibilities. Clarified the responsibilities for the POI and added guidance for the
FPAG.
1.5.3 Weather. Added new guidance for approved weather sources and weather reporting
requirements for OSAP, ARA, and HEDA (see paragraph 1.9). This guidance reflects the
weather requirements that have been available via OpSpecs.
1.6 Applicability. For onshore guidance, refer to FAA Order 8260.19, Flight Procedures and
Airspace, and FAA Order 8260.42( ), United States Standard for Helicopter Area
Navigation (RNAV). In lieu of following the guidance in this AC without deviation,
operators may elect to follow an alternative method, provided the alternative method is
found to be acceptable by the FAA.
1.6.1 Mandatory terms used in this AC, such as “must,” are used only in the sense of ensuring
applicability of these particular methods of compliance when the acceptable means of
compliance described herein are used. This AC does not change, add, or delete regulatory
requirements or authorize deviations from regulatory requirements.
1.6.2 Most of the document references in this AC are the current version as designated by
parentheses ( ) placed at the end of the document title. In some cases, the actual version
will be indicated by a letter. Documents without ( ) or a letter after the end of the
document title designates all versions apply. As a convenience, most references are
hyperlinked to the source website for that document.
1.6.3 It is not the intent of this AC to imply that operators with approvals to older or expired
documents must recertify to the current version. Operators with prior approvals may
continue to operate under those approvals.
1.7 Airworthiness Guidance. Airworthiness guidance is provided in this AC primarily for

awareness of general legacy standards by the operator community, but it is incomplete for
airworthiness applicants (refer to 14 CFR parts 27 and 29).
1.8 Background.
1.8.1 Criteria. The criteria for developing offshore instrument operations are unlike that used
for IAPs. Offshore instrument operation course alignment may vary from one operation
to the next at the same location. The offshore instrument operation courses depend on the
direction and velocity of the wind and the location of transient obstacles, such as barges
with cranes, and ships. Airborne weather radar in ground mapping mode is used to
maintain separation from obstacles. The first instrument operation approved for
helicopters operating under IFR over water was the HEDA. This operation allowed
helicopters to make an IFR en route descent to a radio altitude (RA) of 400 feet (ft)
within a specified area of operation that is clear of obstructions. Upon reaching visual
conditions, the helicopter proceeds to its destination. HEDAs permit a single instrument
operation to serve multiple offshore landing sites. Helicopter ARAs evolved from
HEDAs. AC 90-80, Approval of Airborne Radar Approaches (ARA) Procedures for
Helicopters to Offshore Platforms, dated May 18, 1981, contained an acceptable means
for operators to obtain approval of ARA. ARAs were intended to replace HEDAs.
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However, HEDAs were retained because they required less time for approval and served
larger areas. By the time an ARA is approved, the platform may have been moved to a
new location, making the operation obsolete. It became apparent that a new type of
operation was needed that incorporated the advantages of both HEDAs and ARAs while
providing an Acceptable Level of Safety (ALoS). This resulted in OSAPs, which may be
automated using a unique aircraft-patented solution. For automated OSAPs, there are
avionics and application requirements of an OSAP in addition to required aircraft
automation equipment.
1.8.2 Testing. In January 1980, the FAA and the National Aeronautics and Space
Administration (NASA) conducted a helicopter flight test program in the Gulf of Mexico
to evaluate the feasibility of using airborne weather radar in ground mapping mode as an
operation system for offshore drilling platforms. In September 1984, the FAA conducted
further testing in the Gulf of Mexico. In these later tests, airborne weather radar in ground
mapping mode was evaluated to determine if it was feasible to use radar as a primary
device for detecting and avoiding obstructions. The radars that were tested were found
acceptable for obstruction detection and avoidance only when the cross-wind correction
angle did not exceed 10 degrees on final approach course. Recommendations from
reports of these tests were used to develop guidelines for the OSAP. OSAPs apply to
helicopter operations to and from offshore platforms, rigs, or ships, and are not to be used
less than 5 nautical miles (NM) from land. Previously, the OSAP had only an offset final;
then, AC 90-80B added the use of GPS and the Delta 30° OSAP.
1.9 Weather.
1.9.1 Approved Weather Sources. The following are approved weather sources:
1. Providers using National Weather Service (NWS) weather as their source (including
contract observatories).
2. Flight Service Stations (FSS).
3. Automated Surface Observing System (ASOS).
4. Automated Weather Observing System (AWOS).
5. Supplementary Aviation Weather Reporting System (SAWRS).
6. Limited Aviation Weather Reporting Stations (LAWRS).
7. Onsite certified weather observers.
1.9.2 Weather Report Requirements for OSAP, ARA, or HEDA.
1.9.2.1 Aircraft Performance. Aircraft performance is predicated on aircraft weight,

ambient temperature, wind direction, wind speed, and altimeter setting. In
order to ensure aircraft takeoff and landing limitations are met and obstacles
avoided, an aviation weather report must contain at least the following
elements:
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• Station identifier (e.g., airport code);

• Date and time of observation (to establish relevance of the report);
• Ambient temperature at the station (e.g., airport or seaport);
• Wind direction;
• Wind speed;
• Altimeter setting at the station;
• Visibility; and
• Ceiling.
1.9.2.2 ASOS and AWOS. An ASOS or AWOS supplies an automated surface

weather observation. ASOS and AWOS observations in Aviation Routine
Weather Report (METAR) and Aviation Selected Special Weather Report
(SPECI) formats are transmitted electronically to the NWS where they are
processed (conversion to international units) and retransmitted worldwide.
The NWS requires METAR and SPECI for the generation of the Terminal
Area Forecasts (TAF). The NWS commissions ASOSs and the FAA
commissions AWOS sites. The AWOSs, though not approved directly by the
NWS, are approved by agreement and in collaboration with the NWS. The
FAA follows the NWS commissioning and installation guidelines.
1. All ASOS are automatically NWS/FAA-approved weather sources.

2. All AWOS-3s (or better) are automatically FAA/NWS-approved weather
sources. AWOS systems below the AWOS-3 level are not
FAA/NWS-approved weather sources, with the exception of an AWOS-2,
which is approved for limited use (see item 3 below).
3. AWOS-2 is approved for limited use only. An AWOS-2 does not report
ceiling information; therefore, an AWOS-2 is not an NWS/FAA-approved
weather source, for use under the following circumstances:
• IFR operations that require ceiling information are prohibited at
airports where AWOS-2 reports are the only official source of weather
information.
• Terminal visual flight rule (VFR) operations are prohibited at airports
at which an AWOS-2 is the only official source of weather
information.
• An airport at which an AWOS-2 is used solely as the official source of
weather information is prohibited for use as an alternate airport.
• At airports where ceiling information is required to comply with
nonstandard takeoff minimums dictated by 14 CFR part 97 or
OpSpecs, IFR takeoffs are prohibited if an AWOS-2 is the sole source
of weather information.
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1.9.3 Minimum IFR Altitude (MIA). The offshore MIA is as directed by air traffic control
(ATC).
1.9.4 Holding. Holding may be accomplished at each of the waypoints depicted in Figure 2-2,
OSAP Initial, Intermediate, Missed Approach, and Holding Segments. A standard Area
Navigation (RNAV) holding pattern with 3 NM leg length, flown at 100 knots indicated
airspeed (KIAS), must be executed to remain within ATC-protected airspace.
1.9.5 Automatic Dependent Surveillance-Broadcast (ADS-B) Installation. ADS-B equipment

should be installed in accordance with AC 20-165( ), Airworthiness Approval of
Automatic Dependent Surveillance-Broadcast OUT Systems. The operator’s installed
ADS-B Out equipment must meet the performance requirements of one of the following
FAA Technical Standard Orders (TSO) or later revisions: TSO-C154c, Universal Access
Transceiver (UAT) Automatic Dependent Surveillance-Broadcast (ADS-B) Equipment
Operating on Frequency of 978 MHz; or TSO-C166b, Extended Squitter Automatic
Dependent Surveillance-Broadcast (ADS-B) and Traffic Information Service-Broadcast
(TIS-B) Equipment Operating on the Radio Frequency of 1090 Megahertz (MHz).
1.9.6 Compliance. Flightcrews must comply with the procedures prescribed in the Air Traffic
Offshore IFR Helicopter Operations Letter of Agreement for the given area of operations.
Note: Flightcrews should be made aware that not enabling or stopping altitude
squawk on some transponders that are certified to TSO-C166b while operating in
“ADS-B Only” airspace will lead to a condition where their aircraft’s ADS-B
signal will not appear on ATC displays.
1.10 AC Feedback Form. For your convenience, the AC Feedback Form is the last page of
this AC. Note any deficiencies found, clarifications needed, or suggested improvements
regarding the contents of this AC on the Feedback Form.
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CHAPTER 2. OFFSHORE STANDARD APPROACH PROCEDURES
2.1 Applicability. This chapter applies to helicopter OSAP for a descent into uncontrolled
airspace to proceed using visual references to offshore landing sites conducted under
instrument flight rules (IFR). The operations criteria in this AC apply to airborne weather
radar with ground mapping mode that has a demonstrated navigational capability
acceptable to the Administrator for OSAP.
2.1.1 Types of OSAP. OSAP consists of two types of procedures: Delta 30° and parallel offset
OSAP. For the standard OSAP operations, the Delta 30° OSAP is preferred. A parallel
offset OSAP may be used when obstructions do not allow for a Delta 30° OSAP.
2.2 Helicopter Requirements.
2.2.1 Radar and Radio Altimeter. Before being authorized to conduct OSAPs, each operator
who applies must have at least one helicopter equipped with airborne radar approved for
OSAP use, an IFR-approved Global Positioning System (GPS) navigation receiver, and a
radio altimeter.
2.2.2 Navigation Equipment Requirements. The navigation equipment must meet the minimum
requirements of Technical Standard Order (TSO)-C129, Airborne Supplemental
Navigation Equipment Using the Global Positioning System (GPS); TSO-C145, Airborne
Navigation Sensors Using the Global Positioning System (GPS) Augmented by the Wide
Area Augmentation System (WAAS); or TSO-C146, Stand-Alone Airborne Navigation
Equipment Using the Global Positioning System (GPS) Augmented by the Wide Area
Augmentation System (WAAS); with an external course deviation indicator (CDI) or
horizontal situation indicator (HSI) mounted in the pilot’s primary instrument scan.
(Refer to AC 91-70( ), Oceanic and Remote Continental Airspace Operations.)
2.2.3 Reference System Requirements. The reference coordinate datum system used for all
operations must be World Geodetic System 1984 (WGS 84) or North American Datum
of 1983 (NAD 83).
2.2.4 Airborne Radar.
2.2.4.1 Suitable for Use as Primary Instrument Operation Aid. The airborne
weather radar systems that have proved suitable for use as primary instrument
operation aids are short-range pulse radars, manufactured and approved for
the purpose of weather avoidance rather than navigation. Minimum system
components for operations based on airborne radar only (with or without
beacon capability) are as follows:
1. Meet the requirements of either TSO-C63, Airborne Weather Radar

Equipment, or TSO-C102, Airborne Radar Approach and Beacon Systems
for Helicopters.
2. Contain a stabilized 120-degree/60-degree sector scanning antenna with
scan rates no less than 12/minute (min) and 24/min respectively.
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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 degrees.
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.
2.2.5 Radio Altimeter.
2.2.5.1 TSO Requirement. The radio altimeter must meet the requirements of
TSO-C87, Airborne Low-Range Radio Altimeter.
Note: A radio altimeter must be installed and operational before

descent to the radio altitude (RA) minimum descent height (MDH) is
authorized.
2.3 Airworthiness.
2.3.1 Equipage and Installation Requirements. Equipment required for OSAPs must 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
applicable to each requirement and be specifically approved for OSAPs by the
responsible Flight Standards office. Equipment not meeting these standards requires
further evaluation and approval by FAA engineering before it may be used. Installation of
airborne radar, radio altimeter, and GPS equipment may constitute a major alteration to
the aircraft. Each person who approves a helicopter for return to service after
modification for OSAPs must comply with the provisions of 14 CFR part 43, §§ 43.5
and 43.7.
2.4 Maintenance.
2.4.1 Title 14 CFR Part 135. Part 135 operators must maintain their aircraft under part 135
requirements and their approved maintenance program. Airborne radar, radio altimeter,
and GPS maintenance must be performed for this equipment installed in the aircraft.
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operating procedures. Airborne radar, radio altimeter, and GPS maintenance must be
performed for this equipment installed in the aircraft. Operators under part 91 using
OSAPs who do not have an approved maintenance program should establish procedures
to annually inspect and test the OSAP equipment. These procedures should include
methods for analyzing malfunctions and defects to determine whether established
inspections and tests reasonably ensure the equipment is maintaining its accuracy. In
addition to the equipment manufacturer’s recommendations and Supplemental Type
Certification (STC), the following test and inspections should be included:
2.4.2.1 Visual Inspection. A visual inspection to determine the condition and

security of the equipment mounting, electrical wiring and connectors, radome,
antennas and cables, wave guide and couplings, indicator mounts, knobs, etc.
2.4.2.2 Functional Test. A functional test of the airborne radar ground mapping
mode, radio altimeter, and navigation system to determine operating
condition. Tests should be performed in accordance with appropriate
manufacturer’s procedures.
2.4.2.3 Other Tests/Inspections (as appropriate). Other appropriate tests and

inspections are used to determine whether the complete system is operating
properly.
Note: The inspection and test procedures will be approved by the

Flight Standards office issuing the OSAP authorization before the
operator conducts any IFR OSAP in instrument meteorological
conditions (IMC).
2.5 Flight Standards Office Approval. Each operator’s maintenance program must be
approved by the Flight Standards office issuing the OSAP authorization before any IFR
OSAPs may be conducted. A certificated air carrier submits a written request with the
proposed chart through the responsible Flight Standards office Principal Operations
Inspector (POI). The responsible Flight Standards office ensures that a particular radar
and GPS meet minimum requirements, the flightcrew training requirements are met, and
helicopter and avionics maintenance requirements are adequate. The responsible Flight
Standards office may request support from the FOG representative, if required. Each
operator’s maintenance or inspection program must be approved by the Flight Standards
office issuing the OSAP authorization before any OSAP operations in IMC may be
conducted.
2.6 Procedure Development Criteria.
2.6.1 Sample OSAP. The certificated air carrier or operator submits the operation request
including the proposed chart to the principal inspector (PI) of the responsible Flight
Standards office. The PI should notify the FPAG for operational coordination within their
specified area of operation. For operations outside of the responsible Flight Standards
office’s operational area, the FPAG should coordinate with the controlling air traffic
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facility and Flight Standards office (if required) for the intended operational area.
Instrument operation chart examples are in Appendix B, Figure B-1, Sample Delta 30°
OSAP, and Figure B-2, Sample Parallel Offset OSAP. A separate chart for each OSAP is
not required.
2.6.1.1 Procedure Identification. The procedure is identified as either, “DELTA 30°

OSAP” or “PARALLEL OFFSET OSAP.”
2.6.1.2 Procedure Construction. En route construction provides separation of

aircraft 6 NM either side of course to as small as 4 NM either side of course
on airways or routes. The Minimum IFR Altitude (MIA) in offshore airspace
and within oceanic airspace is charted on the operation chart. Figure 2-1,
En Route Criteria, shows the plan view and cross-sectional view of these
criteria in the grid system in the Gulf of Mexico. Sample OSAP charts are in
Appendix B, Figures B-1 and B-2. Chart the following notes in the plan view:
1. “Special Authorization Required. WX Radar in ground mapping mode and

GPS required.”
2. “Maintain MIA until departing the en route fix.”
3. “Select a maximum of 1 NM CDI sensitivity when departing the en route
fix.”
2.6.2 Initial and Intermediate Segment Construction. The initial and intermediate segment
construction consists 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 optional direct routing to the final
segment. These segments are flown no lower than 900 ft mean sea level (MSL) until the
Final Approach Point (FAP) inbound to the approach target (see Figure 2-2, OSAP
Initial, Intermediate, Missed Approach, and Holding Segments). Chart the following note
in the plan view: “Clear all obstructions by at least 0.5 NM laterally by radar after FAP
inbound.”
2.6.3 Final Segment Construction. The final segment construction consists of either the
Delta 30° or parallel offset OSAP, which are described in paragraphs 2.15 and 2.16.
Figure 2-3, Delta 30° OSAP, and Figure 2-4, Parallel Offset OSAP, depict the Delta 30°
and parallel offset OSAPs. Chart the following notes on the Delta 30° OSAP and parallel
offset 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 Decision Point Altitude
(DPA) must not be lower than the barometric minimum descent altitude (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.”
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4. “Δ 30° heading at 1.1 NM from landing site.” In addition to Figure 2-4, annotate on
the chart: “0.5 NM offset.”
2.6.3.1 Minimums. Chart the following note when the radio altimeter is not available
for an operation: “Altimeter source more than 5 NM but less than 75 NM,
increase MDA 5 ft for each NM beyond 5 NM.” (See Appendix B,
Figures B-1 and B-2.)
2.6.4 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′ MSL when making IFR
departures.”
2. “When an offshore facility is designated as an alternate, use 800-2 instrument
procedure alternate minimums or as approved by OpSpecs, or Letter of Authorization
(LOA).”
2.7 Missed Approach Procedure Construction.
1. Chart the following missed approach instructions for the Delta 30° OSAP: “Climb to
900′ via the Δ 30° heading, then climbing turn to 2000′, direct to the approach target
within 10 NM and hold, 3 NM legs, 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 2000′, direct to the
approach target within 10 NM and hold, or as directed by ATC.”
2.7.1 Missed Approach Holding [Delta 30° OSAP, Parallel Offset OSAP]. Chart the following
holding instructions: “Hold over the approach target on the inbound course, 3 NM legs,
maintain 2000′ or as directed by ATC.”
2.8 Operational Requirements.
2.8.1 Approved Weather Observation and Reporting Requirements. Refer to FAA

Order 8900.1, Volume 3, Chapter 18, Section 7, Part H Helicopter Terminal Instrument
Procedures and Airport Authorizations and Limitations.
2.8.2 Offshore Environment Operation. Operators approved to conduct IFR operation in the
offshore environment in accordance with parts 91, 91K, and 135 for the appropriate
operational approval (e.g., LOA or operations specification (OpSpec)) may comply with
the requirements by any one of the following methods or one with an equivalent level of
safety approved by the Administrator:
1. One station: The operation coordinate shall be within 10 NM of an approved weather

reporting station.
2. Two stations: The operation coordinates shall fall within an observed area defined by
the location of two approved weather reporting stations.
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• The observation area centerline is established by the actual bearing between the two
stations. The actual distance between the two stations is not to exceed 40 NM. The
centerline shall continue on either side of each weather station by a distance of 10
NM.
• The lateral width of the observed area may not be greater than 40 NM on either side
of the established centerline.
• The resultant maximum observation area is a rectangle 60 NM by 80 NM.
2.8.3 Parts 91 and 135 Operators—Authorized Areas of En Route Operations, Limitations, and
Provisions.
1. Operators conducting IFR operations in areas authorized by OpSpec B050,

Authorized Areas of En Route Operations, Limitations, and Provisions, will comply
with the requirements of the OpSpec.
2. Part 91 operations within oceanic airspace are covered in LOA H104, Helicopter
Offshore Instrument Operations: Offshore Standard Approach Procedure (OSAP),
Airborne Radar Approach (ARA), and Helicopter En Route Descent Area (HEDA)
Operations, and the applicable International Civil Aviation Organization (ICAO)
Annex.
2.9 Guidelines. Procedures and guidelines of OSAP are as follows:
1. Minimum equipment lists (MEL) must be modified to account for the effect of
inoperative equipment on OSAP.
2. Flightcrews are provided with current observed coordinates for landing sites. Before
departure, the flightcrew enters the observed landing site coordinates into the
navigation system receiver flight plan. This action designates the landing site as a
“waypoint.”
3. Flightcrews should use detailed procedures to ensure clearly defined crew duties for
two-pilot operations. GPS or wide area augmentation system (WAAS) is used for
course guidance, and airborne radar in ground mapping mode is used for obstruction
identification and avoidance.
4. All OSAPs 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.
5. Throughout this operation, the airborne radar antenna sweep must not be less than
120 degrees. Less than a 120-degree 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.
2.10 En Route and Intermediate.
2.10.1 Individual OSAP Accommodation. Accommodations for individual OSAPs is not

required for flight from the last fix (or en route grid waypoint in the Gulf of Mexico) on
the airway or route segment to the intermediate approach fix (IF) along a Very High
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Frequency Omnidirectional Range Collocated Tactical Air Navigation (VORTAC) or

Area Navigation (RNAV) routing. Procedures unique to an OSAP begin at the IF, which
may begin over the approach target, on an arc, or at the IF if approaching “straight-in” to
the IF.
2.10.2 Descent Authorization. A descent below the MIA is not authorized at any point until the
helicopter has departed the last en route fix and is offshore (see Figure 2-1).
Figure 2-1. En Route Criteria
2.11 Final Approach Segment (FAS).
2.11.1 Alignment with FAS. Alignment with the FAS may be achieved by:
1. Proceeding directly to a user-defined transition waypoint generated 7 NM from the

approach target on the final approach to the target;
2. A teardrop 7-NM procedure (the procedure turn must remain within 10 NM of the
approach target); or
3. A 7-NM arc entry to the final segment.
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2.12 En Route Fix Departure. A CDI sensitivity of 1 NM or less is set when departing the
last en route fix.
2.12.1 Airborne Radar and GPS Monitoring. During all phases of the en route and intermediate
segments, the flightcrew monitors the airborne radar and GPS systems to determine
reliability and operational correctness.
2.13 Final Approach Course. For radar detection and avoidance of obstructions, the final
approach course is flown into the wind within 10 degrees of the wind direction for
Delta 30° and parallel offset OSAPs. This course is flown to the delta change point for
the Delta 30° OSAP and to the missed approach point (MAP) for the parallel offset
OSAPs. After turning to the final course (Delta 30° OSAP, parallel offset OSAP), a
descent is made to no lower than 900 ft MSL prior to reaching the FAP. The crew
establishes the FAP at not less than 5 NM from the approach target. At the FAP, a
descent is made to no lower than 500 ft MSL prior to reaching the DPA. The crew
establishes the DPA at not less than 2 NM from the approach target. At the DPA, the
crew confirms the final approach course is clear laterally of all obstacles by at least
0.5 NM before a descent is made to the MDA. If lateral separation is not assured by
0.5 NM, a missed approach is initiated. For the Delta 30° OSAP, a 30-degree turn is
made at 1.1 NM from the approach target to the clear area either to the left or right of the
approach target. The Delta 30° course is determined by adding 30 degrees to or
subtracting 30 degrees from the inbound heading (see Figure 2-2).
Figure 2-2. OSAP Initial, Intermediate, Missed Approach, and Holding Segments
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2.14 Missed Approach.
2.14.1 Conditions. During the final approach course, if the navigation system and airborne radar
display difference exceeds ±0.2 NM in range or azimuth, or the approach target is lost
from the airborne radar display for one full sweep, an immediate missed approach must
be made.
2.15 Delta 30° OSAP. The following operations are required for the Delta 30° OSAP
(see Figure 2-3):
1. The DPA is established after the FAP but not less than 2 NM from the landing site,
depending on obstacles within 0.5 NM of the final approach course.
2. The Delta 30° heading is made either to the right or left of the straight-in portion of
the inbound course, depending on the clear area determined by the radar operator.
The Delta 30° heading is maintained until the MAP if visual reference is not
established with the landing site.
3. Between the FAP and the MAP, the maximum ground speed is 70 knots.
4. While on the Delta 30° heading and prior to the MAP, when visual reference with the
landing site is established, the pilot proceeds visually to the landing area. If visual
reference with the landing site is not established prior to the MAP and the pilot
cannot proceed visually to the landing area, a missed approach must be executed
(see Figure 2-3).
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Figure 2-3. Delta 30° OSAP
2.16 Parallel Offset OSAP.
2.16.1 Procedures. The following procedures are required for the parallel offset OSAP
(see Figure 2-4):
1. Departing the FAP inbound, either a left or right turn is made to a heading that is
established from the FAP on the 0.5 NM parallel offset inbound course.
2. The direction of turn is selected based on the clear area determined by the radar
operator.
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3. The DPA is established after the FAP but not less than 2 NM from the landing site,
depending on obstacles within 0.5 NM of the offset course. This depends on the radar
return of obstacles within the final area. The helicopter must be established on the
parallel offset course prior to the DPA.
4. Between the FAP and the MAP, the maximum ground speed is 70 knots.
5. After passing the DPA, a descent is made to the MDA on the parallel offset course.
The parallel offset course is maintained until the MAP or visual reference is made
with the landing site.
6. A turn is made to the landing site after visual reference is established.
7. If visual reference with the landing site is not established by the MAP and the pilot
cannot proceed visually to the landing site, a missed approach is executed
(see Figure 2-4).
Figure 2-4. Parallel Offset OSAP
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2.17 Missed Approach and Holding Procedures.
2.17.1 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.
2.17.2 Parallel Offset OSAP MAP. The MAP on the parallel offset final approach course is a
point on the offset course at 0.7 NM from the landing site.
2.17.3 Missed Approach Procedure (MAP). The missed approach procedure for both operations
is a climb to 900 ft MSL via the Delta 30° heading or parallel offset course, then a
climbing turn to the 2,000 ft direct to the approach target while remaining within 10 NM
of the approach target and hold 3 NM legs, or as directed by air traffic control (ATC)
(see Figure 2-2).
2.17.4 Holding After the Missed Approach. Holding is over the approach target fix on the
missed approach inbound course with 3 NM legs, maintaining the 2,000 ft, or as directed
by ATC (see Figure 2-2).
2.17.5 Executing a Missed Approach. A missed approach is executed when any one of the
following events occurs:
1. Visual reference with the landing site is not made at the MAP.
2. Failure of the navigation system.
3. Failure of the airborne radar.
4. The approach target is lost from the airborne radar display for one full sweep.
5. When the radar operator determines the helicopter’s track will not avoid all obstacles
by at least 0.5 NM.
6. When within close proximity of the MAP, if visual contact is not established, make
only minor heading changes to avoid flight closer than 0.5 NM to any radar returns
while following GPS course guidance during a missed approach.
7. Lost communication procedure after the missed instrument operation. Execute the
published missed approach and then proceed directly to the alternate at the MIA.
2.18 Minimums.
2.18.1 Takeoff Minimums:
1. The takeoff visibility for offshore landing sites is ½ statute mile (sm) or lower if
authorized by OpSpecs or an LOA. In the event that the takeoff is conducted from a
facility without weather reporting, the flightcrew may determine the available
required visibility.
2. When departing an offshore landing site, avoid all obstructions by at least 0.5 NM
when below 900 ft MSL.
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3. If unable to comply with the above, maintain visual flight rules (VFR) until clear of
all obstructions.
2.18.2 Landing Minimums:
1. RA 200 ft and ¾ sm visibility.

2. Barometric altitude 250 ft MSL and ¾ sm visibility.
3. Requirements for charting the MDA:
• RA 200 ft: Radio altimeter must be operative.
• Barometric altitude 250 ft MSL: When radio altimeter is not available. When the
barometric altimeter setting is received from a source that is more than 5 NM
from the landing site, increase the MDA by 5 ft for each mile in excess of 5 NM.
The maximum distance for a remote altimeter setting source from a landing site is
75 NM.
2.18.3 Alternate Minimums and Requirements. Should an OSAP be specified for use as an
offshore alternate, use the standard alternate minimums of 800 ft ceiling and 2 sm
visibility. Requirements to establish an alternate are listed below:
1. Approved source of weather observations and reports.

2. Two-way communications with the offshore approach facility.
3. Any required onshore alternate requires a standard or special instrument approach
other than GPS-based that is anticipated to be operational at the estimated time of
arrival (ETA), unless the aircraft is equipped with approved TSO-C145( ) or
TSO-146( ) avionics and STC for instrument operations, then the onshore airport can
have a GPS-based approach.
2.19 Training.
2.19.1 Experience. Before conducting OSAP in IMC, each flightcrew member should have:
1. Ten hours of flightcrew experience operating IFR (at either crew station) in the
offshore route structure.
2. A minimum of ten OSAPs for each type of navigation receiver with at least five for
each type of procedure (HEDA, ARA, OSAP) and at least four from each
crewmember position. This may be reduced by the POI for the operator based on the
flightcrew experience and proficiency.
2.19.2 Training.
2.19.2.1 All training must be a matter of record.
2.19.2.2 After completing OSAP training, each flightcrew member must pass an OSAP
flight proficiency check. They may then be authorized to use ceiling and
visibility minimums of 300 ft RA and 1 sm. Each crewmember must then fly
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and record ten additional OSAPs for each type of navigation receiver and at
least five for each type of procedure before receiving authorization to conduct
a procedure to ceiling and visibility minimums lower than 300 ft RA and 1
sm. The POI may reduce these requirements based on the total crew
experience provided the pilot in command (PIC) meets all the conditions of
this paragraph.
2.19.2.3 The OSAP flight proficiency check is an annual requirement.
2.19.2.4 Helicopter flight simulators specifically approved for OSAP training by the
National Flight Simulator Evaluation Team and the POI assigned to the
operator may be used for any amount of required training.
2.19.2.5 In accordance with Order 8900.1, operators requesting authority to use OSAPs
are required to satisfactorily train their flightcrew members under an
FAA-approved training program before beginning OSAP operations.
Operators should submit a proposed training program to the responsible Flight
Standards office for approval. (See Appendix A for a sample training
program.)
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CHAPTER 3. AIRBORNE RADAR APPROACHES
3.1 Applicability. This chapter applies to helicopter ARA procedures for offshore landing
sites conducted under instrument flight rules (IFR). The procedure criteria in this chapter
applies to airborne weather radar with ground mapping mode that has a demonstrated
navigational capability acceptable to the Administrator for ARA operations.
operation aids are short-range pulse radars, manufactured and approved for
the purpose of weather avoidance rather than navigation. Minimum system
components for procedures based on airborne radar only (with or without
1. As a minimum, ARA systems must meet the airworthiness requirements

of TSO-C63, Airborne Weather Radar Equipment, or TSO C102, Airborne
Radar Approach and Beacon Systems for Helicopters.
2. Stabilized 120-degree/60-degree sector scanning antenna with scan rates
of no less than 12/min and 24/min respectively.
3. Adjustable light display.
4. Alphanumeric display for selected ranges and azimuth markers; however,
alphanumeric display for selected ranges is not required when:
• A positive means for determining selected scale is available, and
• The radar operator is appropriately trained.
5. The indicated range error should not exceed ±0.2 NM for display ranges
of 5 NM or less.
6. The lowest selectable range display should be at least 2.5 NM with a range
mark display of 0.5 NM to meet the authorized landing minimums.
Equipment that provides a lowest range display of 5 NM with a range
mark display of 1 NM may be used, but a ¼ NM penalty is imposed on
established visibility minimums.
7. Tilt control ±15 degrees.
8. Test pattern.
9. Primary mode (beacon mode may be necessary for cluster approach).
10. Fault monitor or self-test.
11. An operational course bearing cursor that provides course guidance is
required to fly cluster operations below obstacles.
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12/21/17 AC 90-80C
12. With zero pitch and roll signals applied to the antenna scanner
representing level flight attitude, the indicator update strobe line should
indicate the antenna beam center to within ±3 degrees at any scan angle.
3.2.2.1 Technical Standard Order (TSO) Requirement. The radio altimeter must
meet the requirements of TSO-C87, Airborne Low-Range Radio Altimeter.

authorized.
3.2.3 Offshore Heliport Facilities. When required to ensure positive identification of targets, a
radar transponder beacon should be evaluated during the approval process.
3.3 Airworthiness.
3.3.1 Installation Requirements. Installation of an ARA system for IFR use is a major change
in type design, and the provisions of 14 CFR part 21, § 21.97 and part 43, §§ 43.5
and 43.7 apply. The following are requirements for system installation:
1. System controls and data displays must be conveniently accessible and visible to
radar operators at their duty stations. The system controls should be protected against
inadvertent operation.
2. Electrical power for the system should be obtained from a bus that provides
maximum reliability for electrical power without jeopardizing other essential or
emergency loads.
3. The ARA system should not be a source of objectionable electromagnetic
interference and must not be adversely affected by electromagnetic interference from
other helicopter equipment.
4. Any probable malfunction of the ARA system should not adversely affect the normal
operation of other systems or equipment installed in the helicopter.
5. System performance should not be adversely affected by helicopter attitude, altitude,
or main rotor revolutions per minute (rpm) normally encountered in flight operations.
3.4 Maintenance.
and Global Positioning System (GPS) maintenance must be performed for this equipment
installed in the aircraft.
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ARAs who do not have an approved maintenance program should establish procedures to
annually inspect and test the ARA equipment. These procedures should include methods
for analyzing malfunctions and defects to determine whether established inspections and
tests reasonably assure the equipment is maintaining its accuracy. In addition to the
equipment manufacturer’s recommendations and Supplemental Type Certification (STC),
the following test and inspections should be included:


properly.

Flight Standards office issuing the ARA authorization before the
operator conducts any IFR ARA procedure in instrument
meteorological conditions (IMC).
3.5 Flight Standards Office Approval. Each operator’s maintenance program must be
approved by the Flight Standards office issuing the ARA authorization before any IFR
ARA procedures may be conducted. A certificated air carrier submits a written request
with the proposed chart through the responsible Flight Standards office Principal
Operations Inspector (POI). The responsible Flight Standards office ensures that a
particular radar and GPS meet minimum requirements, the flightcrew training
requirements are met, and helicopter and avionics maintenance requirements are
adequate. The Flight Standards office should request support from the FOG
representative, if required. Each operator’s maintenance or inspection program must be
approved by the Flight Standards office issuing the ARA authorization before any ARA
operations in IMC may be conducted.
3.6.1 Sample ARA. The certificated air carrier or operator submits the operation request
facility and Flight Standards office (if required) for the intended operational area.
Instrument operation chart examples are in Appendix B, Figure B-3, Sample ARA Chart
for Single Platform, and Figure B-4, Sample ARA Chart for Platform Cluster. The
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following note is charted in the plan view of the operation: “Special Authorization. WX
RADAR in ground mapping mode required.”
3.6.1.1 Procedure Identification. The procedure is identified as “ARA” with the

name of the cluster or rig (e.g., “WINTR 120”). If the operation requires
beacon capability, the operation will be annotated “Beacon Required.” A note
specifying the platform containing the beacon is printed on the plan view of
the chart (e.g., “Beacon on Platform 1”). (See Appendix B, Figure B-4.)
3.6.1.2 Procedure Construction. For ARA procedures, obstructions 50 ft or higher

above the surface are considered obstacles. Where landing sites or operation
targets are less than 100 ft above the surface, all obstacles within 50 ft of the
site’s height must be charted. An ARA procedure to an offshore site has two
areas: the intermediate area, and the final operation area. Missed approach
airspace is contained within the two areas (see Figure 3-1, Single Approach
Target Area, and Figure 3-2, Cluster Approach Target Area). Determine
whether the operation is for a single landing site or for a cluster of landing
sites. Identify the final approach area and connect it to the en route structure
by an overlying intermediate area that is used for transition. The procedure
must also contain the onshore navigation facility, the route designation, and
the location of the destination site or landing site cluster. The ARA chart
contains a table to determine the time required to fly an outbound 4 NM leg
for a teardrop procedure turn. Sample ARA charts are contained in
Appendix B, Figures B-3 and B-4.
3.6.1.3 Single Approach Target Procedure Construction. This procedure provides

for an into-the-wind final descent to the landing site from any direction,
depending on the surface wind reported in the approach target area and the
operating procedures selected by the flightcrew (see Figure 3-1).
1. Intermediate Approach Fix (IF). The IF is located on the en route course

centerline not less than 10 NM or more than 20 NM from the approach
target.
2. Obstacle Clearance. The Required Obstruction Clearance (ROC) for the
intermediate approach area is 500 ft above the highest known obstacle in
the intermediate approach area until arrival at the Final Approach Point
(FAP) inbound. The lowest charted minimum altitude is 600 ft mean sea
level (MSL) and is charted as follows: “600′ MSL or no lower than the
barometric MDA adjusted for RASS.” This note is required to assure that
the FAP altitude is no lower than the minimum descent altitude (MDA)
adjusted for the Remote Altimeter Setting Source (RASS).
3. Intermediate Approach Area. The intermediate approach area is centered
on a straight course between the IF and the operation target. The
intermediate approach area is bounded by an arc having a 7 NM radius
centered on the approach target. Straight lines drawn tangent to the arc
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extend the area to the en route boundaries at the IF. The intermediate
approach area overlies and includes the entire final approach area.
3.6.2 Final Approach Area. The final approach area is the area contained within a circle with a
4 NM radius centered on the approach target.
Figure 3-1. Single Approach Target Area
3.6.2.1 Single Approach Target Landing Minimums.
3.6.2.1.1 Radio Altimeter. The RA is the higher of RA 200 ft or 50 ft above the landing
site. The RA MDA visibility is ¾ sm.
3.6.2.1.2 Barometric MDA. The barometric MDA minimums are computed by adding
250 ft to the highest obstacle in the final approach area, and this value is
rounded up to the next 20-ft increment. In Figure 3-1, the highest obstacle in
the final approach area is a 120-ft oil derrick. A ROC of 250 ft is added to the
MSL height of this derrick. The MDA is rounded up to 380 ft MSL. An
adjustment is made for the RASS when the source is more than 5 NM from
the landing site. The barometric MDA visibility is ½ sm.
3.6.3 Cluster Approach Target Procedure Construction. This procedure provides for an into-
the-wind final descent to the cluster area from any direction, depending on the surface
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wind reported in the cluster area, and the procedure selected by the flightcrew. A plan
view for a cluster instrument approach target area is shown in Figure 3-2.
3.6.3.1 IF. The IF is located on the en route course centerline not less than 10 NM
and/or more than 20 NM from the nearest landing site or approach target in
the cluster.
3.6.3.2 ROC. The ROC for the intermediate operation segment is 500 ft above the
highest known obstacle in the intermediate operation area. The lowest
intermediate altitude is 700 ft MSL and is charted as follows: “700′ MSL or
no lower than the barometric MDA adjusted for RASS.” This note is required
to assure that the FAP altitude is no lower than the MDA adjusted for the
RASS.
3.6.3.3 Intermediate Approach Area. The intermediate approach area is bounded by

arcs whose radii are centered on each outlying landing site or approach target
in the cluster. Each radius is 7 NM. Straight lines drawn tangent to arcs at the
lateral extremities of this area extend the area to the en route boundaries at the
IF. The intermediate approach area overlays and includes the entire final
approach area.
3.6.4 FAP. The FAP can be any point on the arcs defining the limits of the final approach area.
The FAP is a point inbound to the landing site or approach target at 4 NM on the radar
display.
3.6.4.1 Final Approach Area. The final approach area is bounded by arcs whose
radii are centered on each outlying landing site or approach target in the
cluster. Each radius is 4 NM.
3.6.5 Cluster Approach Target Landing Minimums (see Figure 3-2).
3.6.5.1 Radio Altimeter. The RA is the highest of the following: 200 ft RA, 50 ft RA
above the landing site elevation, or 100 ft RA above the highest obstruction
located within a cluster if a course bearing cursor is not used. The RA MDA
visibility minimum is ¾ sm.
3.6.5.2 Barometric MDA. The barometric MDA minimums are computed by adding
a ROC of 250 ft to the highest obstacle in the final approach area, and this is
rounded up to the next 20-ft increment. In Figure 3-2, the highest obstacle in
the final operation area is a 166-ft oil derrick. A ROC of 250 ft is added to this
value. The MDA is rounded up to 420 ft MSL.
Note: The barometric MDA visibility is ½ sm or ¾ sm.

• If the lowest descent altitude is above obstructions, the lowest visibility is
½ sm.
• If the lowest descent altitude is below obstructions, the lowest visibility is
¾ sm.
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3.6.5.3 Proceeding Visually. After visual reference with the landing site or approach
target is established, the pilot proceeds visually to the landing site. Chart the
following note: “PROCEED VISUALLY TO THE LANDING SITE.”
3.6.5.4 Chart Note. Chart the following note for a RASS for the single and cluster
operation target operations using barometric MDAs: “Altimeter source more
than 5 NM but less than 75 NM, increase MDA 5′ for each mile over 5 NM
from operation target.”
Figure 3-2. Cluster Approach Target Area
3.7 Missed Approach Segment.
3.7.1 Missed Approach Construction. The missed approach is constructed for the single and
cluster procedures in the same way. The missed approach begins at the missed approach
point (MAP) and ends at an appropriate point or fix where intermediate approach or
en route obstacle clearance is provided.
3.7.1.1 MAP. The MAP is no closer to the approach target than the minimum
authorized visibility for landing, as observed on the radar display.
3.7.1.2 Missed Approach Area. The missed approach area is the clear zone left or
right of the final approach course, 1.5 NM long and 2.0 NM wide
(see Figure 3-3, Clear Zone and Clear Sector).
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3.7.1.3 Recording the Missed Approach. Chart the following missed approach:
“Climbing turn into the clear zone, then climbing turn to the MEA direct to
the IF, or as directed by ATC.”
3.7.2 Missed Approach Holding. Chart the following holding instructions: “Hold over the
intermediate fix on the inbound course, 1 minute legs, maintain the MEA or as directed
by ATC.”
Figure 3-3. Clear Zone and Clear Sector

operational approval (e.g., Letter of Authorization (LOA) or operations specification
(OpSpec)) may comply with the requirements by any one of the following methods or
one with an equivalent level of safety (ELOS) approved by the Administrator:
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reporting station.
• The observation area centerline is established by the actual bearing between the
two stations. The actual distance between the two stations is not to exceed 40 NM.
The centerline shall continue on either side of each weather station by a distance
of 10 NM.
• The lateral width of the observed area may not be greater than 40 NM on either
side of the established centerline.
Provisions.

Offshore Instrument Operations, and the applicable International Civil Aviation
Organization (ICAO) Annex.
3.9 Course Guidance.
3.9.1 Use of Radar. The radar operator interprets radar returns on the cockpit display and
vectors the helicopter clear of observed targets to the MAP. The nature of offshore
operations is such that numerous permanent or transient targets may be displayed on
radar. For ARA procedures, obstructions 50 ft or higher above the surface are considered
obstacles. Where landing sites are less than 100 ft above the surface, all obstacles within
50 ft of the landing site’s height are charted. Those obstacles depicted within the final
approach area on the ARA chart will include known height; however, those objects not
shown on the chart must be considered moving obstacles of unknown height that radar
provides means of lateral rather than vertical clearance on final approach. Before final
approach, vertical clearance over surface obstacles is ensured by adherence to specified
minimum altitudes. Missed approach obstacle avoidance is provided by an immediate
climbing turn to a clear zone.
3.10 Planning.
3.10.1 ARA Procedure. Operational experience has shown that an ARA procedure to a single
landing site is a relatively uncomplicated operation. However, operations to and from a
landing site cluster increase the potential for operator error. This can be reduced by
careful evaluation of the procedure during the approval process, adequate training by the
operator, proper approach planning, and use of aids such as a course bearing cursor to
supplement basic airborne radar.
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3.10.2 Target Identification. Prompt and positive identification of the landing site solely by the
use of ground mapping mode can be difficult when returns from moving targets confuse
the pattern of the targets depicted in a cluster area. Where identification of a cluster
cannot be ensured in ground mapping mode and approved air navigation facilities are
unavailable to resolve target ambiguity, the approving authority should, as an option,
consider whether to require installation of a radar beacon.
3.10.3 Approach Planning. To ensure obstacle-free flightpaths on final and missed approach, it
is necessary to thoroughly scan and evaluate these areas before the operation is initiated.
3.10.4 Overshooting the MAP. Range errors caused by the time required for target update,
possible equipment malfunctions, equipment accuracy, and crew reaction time may cause
the MAP to be closer to the landing site than the desired MAP. While turning during the
missed approach, airborne radar cannot be relied upon to provide lateral obstacle
avoidance. Therefore, it is imperative that crews be trained to execute an immediate
climbing turn toward a clear zone at the MAP. To ensure obstacle clearance, it is
necessary to initiate the missed approach at the designated MAP. Otherwise, the
flightpath could transgress an area that does not provide missed approach obstacle
clearance.
3.10.5 Use of Course Bearing Cursor. A final approach flown by maintaining the operation
target on the course bearing cursor increases the probability that the helicopter will be on
the final approach course upon arrival at the designated MAP.
3.10.6 Flexibility. An offshore ARA requires procedural flexibility to provide options for the
crew in planning the approach. The approach must provide a transition from an en route
fix to a downwind position before beginning the final approach. This requires a provision
in the approach for selection of a FAP that accounts for variations in wind conditions. On
a cluster operation, where the close proximity of other targets does not permit sufficient
lateral clearance for an ARA directly to the landing site, the operation can be made to a
more suitable operation target located on the perimeter of the cluster and proceed visually
to the landing site. Selection of an approach target depends upon existing wind conditions
that in turn determine the location of the FAP, landing site selection, and missed
approach clear zone. An approved ARA operation will provide an into-the-wind final
descent to a cluster perimeter or to a single landing site from any direction.
3.11 System Limitations and Procedural Consideration.
3.11.1 Blind Flightpath Segments. If the FAP is not established directly downwind and the final
approach course is not directly upwind, a homing approach will result. A homing
approach can result in blind flightpath segments. This means that, with wind speeds as
low as 0.3 of the airspeed, segments of the flightpath may not be visible to the radar
operator when using a 40-degree sweep angle. When using a 120-degree sweep angle, a
wind speed of 0.9 of the airspeed may cause blind flightpath segments. Homing
approaches can occur whenever the wind speed-to-airspeed ratio is greater than or equal
to:
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12/21/17 AC 90-80C
 sweep angle 
sin =  
 2 
3.11.1.1 No-Wind Conditions. In a no-wind condition, a target return 1 NM to the left

or right of the 0-degree azimuth mark will disappear from the radar display at
the following ranges as the distance to the target decreases:
Table 3-1. No Wind
Sweep Angle Range
120 degrees 0.58 NM

80 degrees 1.19 NM
60 degrees 1.73 NM
40 degrees 2.75 NM
3.11.1.2 Cross-Wind Conditions. When a wind causes a 10-degree crab, or in a

10-degree offset approach, a target 1 NM to the side of the 0-degree azimuth
mark away from the crab or offset will disappear at the following ranges:
Table 3-2. Cross Wind
Sweep Angle Range
120 degrees 0.84 NM

80 degrees 1.73 NM
60 degrees 2.75 NM
40 degrees 5.67 NM
Note: Lateral obstacle clearance is accomplished by radar and

therefore it is important that the FAP is clearly established.
3.12 Missed Approach Area.
3.12.1 Clear Zone. The clear zone in Figure 3-3 is designed to protect the missed approach. The
dimensions of this figure are based on a helicopter being on track at the MAP with a
ground speed of 70 knots and a climb gradient of no less than 304 ft/NM (355 ft/min).
3.13 Flightcrew Duties.
3.13.1 Development of Approach Procedures. Operators using airborne radar for offshore
instrument flight should develop detailed approach procedures to ensure clearly defined
flightcrew member duties for a two-pilot operation. Confusion or misunderstanding with
respect to responsibility and authority during an airborne radar operation can be
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12/21/17 AC 90-80C
detrimental to safety. The following operating procedures were found both safe and
usable during procedural development testing by the National Aeronautics and Space
Administration (NASA) and the FAA.
3.13.2 En Route. Offshore en route navigational guidance may be based upon any approved
system appropriate to the route flown. The last en route fix is also the IF and is based on
en route facilities. The radar operator obtains weather information and other relevant data
for the landing area, identifies the destination area operation target and landing site,
determines the FAP and missed approach clear zone, and discusses the operation with the
other pilot before arrival at the IF.
3.13.3 Approach. The radar operator vectors the helicopter from the IF to a position downwind
from the landing site and provides all further vectors to the MAP. The pilot makes no
heading changes except to those vectors specified by the radar operator. At the FAP, the
crew confirms the final approach course is clear of all obstacles by at least 1 NM before a
descent is made to the RA MDA. Descent on final approach may not begin until the radar
operator confirms that all of the following conditions exist:
1. All equipment required for the approach is operating properly.

2. The final approach track does not overlay any obstacles other than the operation
target, and when descending to the RA, the clear sector is clear of all obstacles.
3. The missed approach clear zone is free of obstacles.
3.14 Missed Approach and Holding.
3.14.1 Climbing Turn. A missed approach is a climbing turn into the clear zone (Figure 3-3)
then a climbing turn to the Minimum IFR Altitude (MIA) direct to the IF or as directed
by air traffic control (ATC). Holding is on the IF on the inbound course with 1-min legs
or as directed by ATC.
3.14.2 Conditions for Missed Approach. A missed approach will be initiated immediately if:
1. A flightcrew member has not established visual contact with the approach target at
the authorized minimum visibility distance as shown on the radar display;
2. During the inbound segment, if there is any malfunction of equipment required for the
operation, unless the helicopter is in visual conditions and can continue to the landing
site in visual conditions;
3. The operation target is lost during any single radar scan when the helicopter is within
2.5 NM of the target; or
4. Visual reference is lost while maneuvering to the landing site.
3.14.3 Lost Communication Procedure After the Missed Approach. Execute the published
missed approach and then proceed direct to the alternate at the MIA.
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3.14.4 Takeoff Minimums:
1. The standard takeoff visibility for offshore landing sites is ½ sm.

2. When departing an offshore landing site, avoid all obstructions by at least 0.5 NM
when below 900 ft MSL.
3.14.5 Landing Minimums. Landing minimums must be specified as a barometric MDA based
on vertical obstacle clearance, or an RA specified for use by operators with an operative
radio altimeter and a course bearing cursor for operations to a cluster area. The altitude
that descent is authorized depends on the following conditions:
1. All required equipment must be operational before descent to the RA MDA.

2. Descent below the barometric MDA is not authorized if:
• Lateral clearance of 1 NM cannot be maintained;
• Required offshore heliport facilities are not operational; and/or
• A required radio altimeter is inoperative.
3.14.6 RA MDH. The RA is the lowest altitude that a descent is authorized in operations using
airborne radar in ground mapping mode, an operational radio altimeter, and for cluster
approaches, using a course bearing cursor. It is the highest of the following: 200 ft RA,
50 ft RA above the landing site elevation, or 100 ft RA above the highest obstruction
located within a cluster if a course bearing cursor is not used. The RA MDH visibility is
¾ sm.
3.14.7 Barometric MDA. The barometric MDA is the lowest altitude that descent is authorized
when 1 NM lateral obstacle clearance is not maintained, the offshore heliport facilities
are not available, or the radio altimeter is not operative. The minimum barometric MDA
is increased 5 ft for each NM over 5 NM from the altimeter setting source to the landing
site. The maximum distance for a remote altimeter setting source from a landing site is
75 NM. The barometric MDA visibility is ½ sm.
3.14.8 Alternate Minimums and Requirements. Standard alternate minimums of 800 ft ceiling
and 2 sm visibility for nonprecision procedures apply for ARAs to be used as an
alternate. Requirements to establish an airport or landing site as an alternate are listed
below:
1. Approved source of weather observations and reports;

2. Two-way communications with aircraft making an operation; and
3. Any required onshore alternate requires a standard or special instrument operation
other than GPS-based that is anticipated to be operational at the estimated time of
arrival (ETA), unless the aircraft is equipped with approved TSO-C145( ) or
TSO-C146( ) avionics and STC for instrument operations, then the onshore can have
GPS-based operation.
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3.15 Training.
3.15.1 Experience. Before conducting ARA procedures in IMC, each flightcrew member should
have:
2. A minimum of ten ARAs and at least four from each crewmember position. This may
be reduced by the POI for the certificate holder based on the flightcrew experience
and proficiency.
3.15.2 Training.
3.15.2.2 After completing ARA training, each flightcrew member must pass an ARA
flight proficiency check. They may then be authorized to use the ARA to
100 ft above the lowest established ceiling minimums and ½ sm above the
lowest established visibility minimums. Each crewmember must then fly and
record ten additional ARAs before receiving authorization to conduct
operations to the lowest established ceiling and visibility minimums required
by the operator. The POI may reduce these requirements based on the total
crew experience provided the pilot in command (PIC) meets all the conditions
of this paragraph.
3.15.2.3 The flight proficiency check is an annual requirement.
3.15.2.4 Helicopter flight simulators specifically approved for ARA training by the
3.15.2.5 In accordance with Order 8900.1, operators requesting authority to use ARAs
are required to satisfactorily train their flightcrew members under an
FAA-approved training program before beginning ARA operations. Operators
should submit a proposed training program to the appropriate FS office, as
applicable, for approval. (See Appendix A for a sample training program.)
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12/21/17 AC 90-80C
CHAPTER 4. HELICOPTER EN ROUTE DESCENT AREAS
4.1 Applicability. This chapter applies to HEDA procedures for offshore landing sites
conducted under instrument flight rules (IFR). The procedure criteria in this AC apply to
airborne weather radar with ground mapping mode that has a demonstrated navigational
capability acceptable to the Administrator for HEDA operations.
4.2.1 Radar and Radio Altimeter. Before being authorized to conduct HEDAs, each operator
who applies must have at least one helicopter equipped with airborne radar approved for
ground mapping mode use (see paragraph 4.2.4 below), an IFR-approved Global
Positioning System (GPS) navigation receiver, and a radio altimeter (RA).
4.2.2 Navigation Equipment Requirements. The navigation equipment must meet the minimum
requirements of Technical Standard Order (TSO)-C129, Airborne Supplemental
Navigation Equipment Using the Global Positioning System (GPS); TSO-C145, Airborne
Navigation Sensors Using the Global Positioning System (GPS) Augmented by the Wide
Area Augmentation System (WAAS); or TSO-C146, Stand-Alone Airborne Navigation
Equipment Using the Global Positioning System (GPS) Augmented by the Wide Area
Augmentation System (WAAS); with an external course deviation indicator (CDI) or
horizontal situation indicator (HSI) mounted in the pilot’s primary instrument scan.
(Refer to AC 91-70( ), Oceanic and Remote Continental Airspace Operations.)
4.2.3 Reference System Requirements. The reference coordinate datum system used for all
operations must be World Geodetic System 1984 (WGS 84) or North American Datum
of 1983 (NAD 83).
approach aids are short-range pulse radars, manufactured and approved for the
purpose of weather avoidance rather than navigation. Minimum system
components for operations based on airborne radar only (with or without
1. Meet the requirements of either TSO-C63, Airborne Weather Radar

Equipment, or TSO-C102, Airborne Radar Approach and Beacon Systems
for Helicopters.
2. Contain a stabilized 120-degree/60-degree sector scanning antenna with
scan rates no less than 12/min and 24/min 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
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12/21/17 AC 90-80C
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 degrees.
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.
4.2.5.1 TSO Requirement. The radio altimeter must meet the requirements of
TSO-C87, Airborne Low-Range Radio Altimeter.

authorized.
4.3 Airworthiness.
4.3.1 Minimum Airworthiness Requirements. As a minimum, systems used for HEDA

operations must meet the airworthiness requirements of TSO-C63 or TSO-C102. The
selected equipment components must, as a minimum, meet the referenced TSO
applicable to each requirement and be specifically approved for HEDAs by the
responsible Flight Standards office. Equipment not meeting these standards requires
further evaluation and approval by FAA engineering before it may be used.
4.3.2 Installation Requirements. Installation of a systems used for HEDA operations for IFR
use is a major change in type design, and the provisions of 14 CFR part 21, § 21.97 and
part 43, §§ 43.5 and 43.7 apply. The following are requirements for system installation:
1. System controls and data displays must be conveniently accessible and visible to
radar operators at their duty stations. The system controls should be protected against
inadvertent operation.
2. Electrical power for the system should be obtained from a bus that provides
maximum reliability for electrical power without jeopardizing other essential or
emergency loads.
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12/21/17 AC 90-80C
3. The systems used for HEDA operations should not be a source of objectionable
electromagnetic interference and must not be adversely affected by electromagnetic
interference from other helicopter equipment.
4. Any probable malfunction of the systems used for HEDA operations should not
adversely affect the normal operation of other systems or equipment installed in the
helicopter.
5. System performance should not be adversely affected by helicopter attitude, altitude,
or main rotor revolutions per minute (rpm) normally encountered in flight operations.
4.4 Maintenance.
and GPS maintenance must be performed for this equipment installed in the aircraft.
HEDAs who do not have an approved maintenance program should establish procedures
to annually inspect and test the HEDA equipment. These procedures should include
methods for analyzing malfunctions and defects to determine whether established
inspections and tests reasonably ensure the equipment is maintaining its accuracy. In
addition to the equipment manufacturer’s recommendations and Supplemental Type
Certification (STC), the following test and inspections should be included:


properly.

Flight Standards office issuing the HEDA authorization before the
operator conducts any IFR HEDA procedure in instrument
meteorological conditions (IMC).
4.5 Flight Standards Office Approval.
4.5.1 Maintenance Program. Each operator’s maintenance program must be approved by the
Flight Standards office issuing the HEDA authorization before any IFR HEDA
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12/21/17 AC 90-80C
procedures may be conducted. A certificated air carrier submits a written request with the
proposed chart through the responsible Flight Standards office’s Principal Operations
Inspector (POI). The responsible Flight Standards office ensures that a particular radar
and GPS meet minimum requirements, that the flightcrew training requirements are met,
and helicopter and avionics maintenance requirements are adequate. The responsible
Flight Standards office should request support from the FOG representative, if required.
Each operator’s maintenance or inspection program must be approved by the Flight
Standards office issuing the HEDA authorization before any HEDA operations in IMC
may be conducted.
4.6.1 Sample HEDA. The certificated air carrier or operator submits the operation request
facility and Flight Standards office (if required) for the intended operational area. An
instrument operation chart example is in Appendix B, Figure B-5, Sample HEDA Chart.
A separate chart for each HEDA is not required. When the operator meets all of the
requirements, the responsible Flight Standards office approves the operation and issues
operations specifications (OpSpecs) or a Letter of Authorization (LOA).
4.6.2 En Route. Apply Chapter 2, paragraph 2.10 for en route criteria.
4.6.3 Intermediate Segment. The plan view of the intermediate segment and HEDAs are shown
in Figure 4-1, HEDA Descent Criteria. The intermediate approach fix (IF) is the last fix
prior to the HEDA. The intermediate area is the same width dimensions as the en route
segment at the IF. The outside edges of the intermediate segment at the IF are drawn
tangent to the HEDA. The HEDA is a circle that has a radius of 4 NM. The HEDA must
be free of all obstacles and must be located over the water. The Required Obstruction
Clearance (ROC) for the intermediate segment is 500 ft with a descent charted to no
lower than 900 ft mean sea level (MSL) or no lower than the barometric minimum
descent altitude (MDA) adjusted for the Remote Altimeter Setting Source (RASS). The
HEDA operation requires special authorization and equipment. Chart the following note
in the plan view of the chart: “Special Authorization Required. WX RADAR in ground
mapping mode, and GPS Required.”
4.6.4 IF. The IF is established at no more than 20 NM from the HEDA coordinates.
4.6.5 Final Approach Point (FAP). The FAP is established on the HEDA circle. A descent is
made at the FAP to the MDA.
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12/21/17 AC 90-80C
Figure 4-1. HEDA Descent Criteria
4.6.6 Altitude Minimums. All required flight and navigation equipment must be installed and
operative to descend to the 400 ft RA minimums. Chart the following notes
(see Appendix B, Figure B-5):
1. “The MDA is 700′ MSL with radio altimeter or airborne radar ground mapping mode
inoperative.”
2. “The MDA is 700′ MSL with obstruction in HEDA.”
3. “Altimeter source more than 5 NM but less than 75 NM, increase MDA 5′ for each
NM over 5 NM from HEDA coordinates.”
4. “Descent below 700′ is not authorized unless HEDA is clear of all obstructions.”
5. “Descent from MIA to 900′ MSL is not authorized until within 20 NM of the HEDA
coordinates.”
4.6.7 Visibility Minimums. Chart the following note on the published operation: “Proceed VFR
to the Landing Site.”
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12/21/17 AC 90-80C
4.6.8 Missed Approach. A missed approach is made when visual conditions cannot be
established and maintained at the HEDA coordinates.
1. Chart the following missed approach instructions: “Climb to 900, then climbing turn
to the 2000, direct to the HEDA coordinates. Remain within 10 NM and hold or as
directed by ATC.”
2. Chart the following missed approach holding instructions: “Hold over the HEDA
coordinates on the inbound course, 3 NM legs, maintain the 2000 or as directed by
ATC.”
3. Filing a HEDA as an alternate in an IFR flight plan is not authorized. Chart the
following note: “Filing HEDA as an alternate not authorized.”

operational approval (e.g., LOA or OpSpec) may comply with the requirements by any
one of the following methods or one with an equivalent level of safety approved by the
Administrator:

reporting station.
• The observation area centerline is established by the actual bearing between the
two stations. The actual distance between the two stations is not to exceed 40 NM.
The centerline shall continue on either side of each weather station by a distance
of 10 NM.
• The lateral width of the observed area may not be greater than 40 NM on either
side of the established centerline.
Provisions.

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12/21/17 AC 90-80C
Offshore Instrument Operations, and the applicable International Civil Aviation
Organization (ICAO) Annex.
4.8 En Route.
4.8.1 Navigation Guidance. Offshore en route navigational guidance may be based upon any
approved system appropriate to the route flown. The last en route fix is based on en route
facilities. In the Gulf of Mexico, the last en route waypoint prior to destination is the last
en route waypoint prior to the HEDA. The radar operator obtains all relevant data for the
landing area, identifies the destination area and landing site, and determines the FAP and
missed approach clear zone. The radar operator then briefs the operation to the other pilot
before arrival at the IF.
4.9 Intermediate Segment.
4.9.1 Descent Below Minimum IFR Altitude (MIA). A descent below the MIA is not
authorized at any point in the HEDA until the helicopter has departed the last en route fix
and is offshore. The en route fix is established prior to the intermediate segment at no
more than 20 NM from the HEDA coordinates. A descent to an altitude no lower than
900 ft MSL is made on this segment (see Figure 4-1).
4.9.2 FAP Altitude. The FAP altitude is no lower than 900 ft MSL or the barometric MDA
adjusted for the RASS. The FAP is established at 4 NM from the HEDA coordinates.
4.9.3 IF. Upon arrival at the IF, the radar operator will enter the GPS-published coordinates.
Within 20 NM, or at the established IF, a descent is made to 900 ft MSL.
4.9.4 Confirm Clear of Obstacles. Confirmation is made by airborne radar that the HEDA is
clear of obstacles.
4.9.5 Confirm Proper Equipment Operation Prior to Descent. The radar operator will assure
that the airborne radar and radio altimeter are operating correctly prior to descending
below 900 ft MSL or the minimum intermediate altitude adjusted for RASS. The lowest
barometric MDA is 700 ft MSL.
4.9.6 Confirm Heading. The heading from the HEDA coordinates to the landing site should be
confirmed in the intermediate segment.
4.10 Final Descent.
4.10.1 Select Lowest Appropriate Scale. Before descending below 700 ft MSL, the radar
operator selects the lowest appropriate scale on the airborne radar and confirms the
descent area is still clear and the radio altimeter is still operative.
4.10.2 Visual Conditions. A descent continues to 400 ft RA. Upon reaching visual conditions,
the pilot proceeds to the landing site. If the pilot cannot proceed under visual conditions
to the landing site, a missed approach is executed.
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12/21/17 AC 90-80C
4.11 Limitations. Descent below 700 ft MSL is not authorized whenever any of the following
conditions exist:
1. Any obstruction is detected in the HEDA.

2. Radio altimeter is inoperative.
3. Airborne radar is inoperative.
Note: Lowest altitude used for IFR flight in any HEDA must not be lower than
400 ft RA. The descent area must be entirely over water.
4.12 Missed Approach.
4.12.1 Climbing Turn. The missed approach is a climb to 900 ft in the HEDA then a climbing
turn to 2,000 ft directly to the HEDA fix coordinates, remain within 10 NM of the
HEDA, or as directed by air traffic control (ATC).
4.12.2 Holding. The missed holding procedure is established over the HEDA fix coordinates on
the inbound course, with 3 NM legs, maintaining the MIA or as directed by ATC.
4.12.3 Conditions for Missed Approach Point (MAP). The missed approach must be executed
when any of the following occurs:
1. Failure to establish and maintain visual conditions at the HEDA coordinates,

2. Failure of airborne radar or appearance of a radar target in the HEDA below 700 ft
MSL, and/or
3. Failure of the radio altimeter below 700 ft MSL.
4.12.4 Lost Communication Procedure After the Missed Approach. Execute the published
missed approach and then proceed directly to the alternate at the 2,000 ft.
4.13 Alternate Requirements.
4.13.1 Alternate Destination. When the IFR flight plan destination is a HEDA, an alternate
destination must be filed. If the alternate is to an established onshore airport, a standard
or special instrument operation other than GPS-based is required unless the aircraft is
equipped with approved TSO-C145( ) or TSO-C146( ) avionics and STC for instrument
approach procedures (IAP), then the onshore airport can have a GPS-based operation.
4.14 Training.
4.14.1 Experience. Before conducting HEDA operations in IMC, each flightcrew member
should have:
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12/21/17 AC 90-80C
2. A minimum of ten HEDAs and at least four from each crewmember position. This
may be reduced by the POI for the certificate holder based on the flightcrew
experience and proficiency.
4.14.2 Training.
4.14.2.2 After completing HEDA training, each flightcrew member must pass an
HEDA flight proficiency check. They may then be authorized to use the
HEDAs to 100 ft above the lowest established ceiling minimums and ½ sm
above the lowest established visibility minimums. Each crewmember must
then fly and record ten additional HEDAs before receiving authorization to
conduct operations to the lowest established ceiling and visibility minimums
required by the operator. The POI may reduce these requirements based on
total crew experience provided the pilot in command (PIC) meets all the
conditions of this paragraph.
4.14.2.3 The flight proficiency check is an annual requirement.
4.14.2.4 Helicopter flight simulators specifically approved for HEDA training by the
4.14.2.5 In accordance with Order 8900.1, operators requesting authority to use

HEDAs are required to satisfactorily train their flightcrew members under an
FAA-approved training program before beginning HEDA operations.
Operators should submit a proposed training program to the responsible Flight
Standards office, as applicable, for approval. (See Appendix A for a sample
training program.)
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CHAPTER 5. REQUESTS FOR OPERATIONAL APPROVAL OF OSAP, ARA, OR

HEDA OPERATIONS
5.1 Submission of Application for Operations Approval.
5.1.1 Written Request. The certificated air carrier or operator submits the operation request
facility and Flight Standards office (if required) for the intended operational area. When
the operator meets all of the requirements, the responsible Flight Standards office
approves the operation and issues operations specifications (OpSpecs) or a Letter of
Authorization (LOA). The responsible Flight Standards office may request support from
another Flight Standards office or the FOG.
5.1.2 Evaluation. The FAA will evaluate the requests to ensure that particular radar and Global
Positioning System (GPS) or other navigation requirement combination meets minimum
requirements, flightcrew training requirements are met, and helicopter and avionics
maintenance requirements are adequate. FAA engineering flight test and evaluation are
required if a radar is installed that has not previously been approved for obstruction
avoidance with ground mapping mode. The application should include the following
items:
5.1.2.1 OSAPs, ARAs, or HEDAs:
1. A list of helicopters, the type of navigation equipment installed, and

evidence of FAA approval of the airborne radar system for obstacle
avoidance with ground mapping mode in accordance with the requirement
of this AC.
2. A description of the equipment installation, helicopter flight manual
supplements and changes, and proposed minimum equipment lists (MEL),
if appropriate.
3. The training program.
4. The maintenance program.
5. Location of nearest weather and altimeter setting source.
6. Charted operations. The operator or the FAA may chart the operation on a
reimbursable basis. The operator will submit the original charted operation
to the responsible Flight Standards office.
7. Platform lighting.
8. Recommendation as to night operations.
9. Communication frequencies.
10. Platform markings.
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5.1.2.2 ARA (only). The request should contain evidence of an FAA approval of any
required ground-based transponder beacon and a description of any
ground-based transponder beacon installation. The following are required for
submission:
1. Navigation systems to be used (shore to platform).

2. Elevation and location of all landing platforms, rigs, or drilling ships, and
any other obstacles within the intermediate and final operation areas.
3. Availability and requirement for use of a platform-based radar transponder
beacon.
5.1.2.3 HEDA (only):
1. A representative pictorial and written description of the proposed HEDA.

2. HEDA location (latitude and longitude to within the nearest tenth of a
second).
3. Operations and training manual revisions to incorporate HEDAs, if it is an
initial application.
4. The date of first intended use and the proposed length of service that
authorization is sought.
5.1.3 Instrument Operations.
1. Helicopter OSAP, ARA, and HEDA operations to offshore platforms/helidecks are

classified as instrument operations.
2. The OpSpecs or LOAs usually contain conditional authorizations that apply to
individual operators. The responsible Flight Standards office approves operations for
their operators. All other operators submit requests directly to the Flight Standards
office having jurisdiction over the area of intended operation for approval.
5.2 Specific Operator Requirements and Operations.
5.2.1 Navigation and Facility Requirements. Any operator that wishes to be approved for
instrument flight rule (IFR) offshore operations must ensure that the following navigation
and facility requirements are met:
5.2.1.1 Route Requirements. Operators may develop these proposed and specified
routes by onshore station reference navigation where adequate signal coverage
is available. Outside of the area where signal coverage is available, the
operator must provide a suitable means of navigation. By means of validation
tests in visual conditions, Principal Operations Inspectors (POI) must ensure
that the operator is able to demonstrate adequate navigational performance for
these routes before being granted approval to use them. All fix coordinates
will be submitted to the responsible Flight Standards office by the operator.
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5.2.1.2 Terminal Operations. Appropriate OSAP, ARA, or HEDA charts and

operations must be approved by the POI before being published in the
operator’s manual. The POI grants the authorization by means of an LOA or
OpSpec.
5.2.1.3 Air Traffic LOA for Area of Operation. The operator should request
support from the responsible Flight Standards office or the FPAG
representative.
5.2.2 Issuance of an LOA or OpSpecs. An LOA or OpSpec authorizing the use of OSAP,
ARA, or HEDA operations is issued to the operator by their responsible Flight Standards
office and/or POI. An LOA or OpSpecs authorizing the use of HEDA procedures is valid
for 1 year from the date of issuance. Any operator wishing to obtain HEDA revalidation
must submit written confirmation to the POI ensuring that the HEDA is clear of
obstructions and that positive course guidance is available. The operator must provide the
means for any onsite inspection by the POI (if required).
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Appendix A
APPENDIX A. SAMPLE TRAINING PROGRAM FOR OSAP, ARA, OR HEDA
A.1 Sample Training Program.
A.1.1 General. Operators are required to establish and maintain an approved training program
appropriate to their operations before final approval of the special instrument operation.
Anyone requesting authorization to use an Offshore Standard Approach Procedure (OSAP),
Airborne Radar Approach (ARA), or Helicopter En Route Descent Area (HEDA) in
instrument flight rule (IFR) flight operations must train each flightcrew member on the
following subjects. (The abbreviations of operations enclosed in brackets [ ] indicate
application only to that type of operation.)
A.1.2 Basic Airborne Radar Principles and Operation. (Ground school 5 hours, Equipment
operation 1 hour.)
A.1.3 Theory of Operation.
1. Terminology.
2. Block diagrams (P-40/50, BDX 1300/1400, etc.).
A.1.4 Interpretation of Radar Returns.
1. Primary.
2. Secondary.
3. False return, clutter, anomalies.
4. Enhancement devices: beacons/reflectors.
5. [ARA] Correlation of ground photos/maps with radar scope pictures, and identification
of clusters/targets. (Ground school 8 hours.)
A.2 Equipment Limitations.
1. Effects of precipitation.
2. Effects of sea state and wave height.
A.2.1 Detecting and Reporting Equipment Malfunctions.
A.2.2 Emergency Procedures.
A.2.3 [OSAP and HEDA] GPS Principles and Operation. (Ground school 2 hours, Equipment
operation 3 hours.)
A.2.4 Introduction and Basic Principles.
A.2.5 Controls, Indicators, and Display Functions.
1. Display unit and functions.
A-1
12/21/17 AC 90-80C
Appendix A
2. Data selector switch, controls, and indicators.
3. Course deviation indicator.
4. Receiver computer unit.
A.2.6 Operating Procedures.
1. General.
2. Preflight and operational checks.
3. Self-test.
4. Initial present position entry.
5. Magnetic variation entry.
6. Area Navigation (RNAV) using waypoints.
7. Leg change entry.
8. Offset track—entry and steering.
9. User-defined waypoints.
10. Identifying and correcting operational problems.
A.2.7 OSAP, ARA, or HEDA Operations. (Ground school 2 hours.)
1. Definitions.
2. Limitations.
3. Minimums.
4. Weather requirements.
5. Equipment requirements.
6. [OSAP or ARA] Approach target identification.
7. [OSAP] Final Approach Point (FAP) identification and verification.
8. Verification and placement of the MAP.
9. Final approach course.
10. [OSAP] Course adjustment to 0.5 NM offset.
11. [OSAP] Decision Point Altitude (DPA).
12. Verification of equipment accuracy at DPA.
13. Verification of minimum horizontal obstacle clearance.
14. Using the lowest appropriate radar scale.
15. Missed approach.
16. Crew coordination, duties, and responsibilities.
A-2
12/21/17 AC 90-80C
Appendix A
17. Before Final Approach Segment (FAS).
18. During FAS.
19. [OSAP or ARA] After visual reference is established with the operation target.
20. [OSAP or ARA] When visual reference is lost while maneuvering to the landing site.
21. [OSAP or ARA] Upon reaching the missed approach point (MAP) without visual
reference with the operation target.
22. [HEDA] Upon reaching the HEDA coordinates without establishing visual conditions.
23. [HEDA] When visual conditions cannot be maintained while maneuvering to the landing
site.
A.3 Flight Training. (Visual conditions 3 hours.) All assigned pilots and radar operators must
complete as many trips over a route terminating in an OSAP, ARA, or HEDA under the
supervision of an instructor or check airmen, as may be necessary to:
1. Ensure their competency in the use of the equipment; and

2. Enable certification of their proficiency in the system.
A.3.1 Recurrent Training. Recurrent training for pilots and radar operators is required annually.
A.3.2 Currency Requirements. A flight proficiency check is required annually.
A.4 Records.
1. A method of maintaining flightcrew member training records must be approved by the

Principal Operations Inspector (POI) prior to authorizing OSAP, ARA, or HEDA
operations.
2. Appropriate training and certification records will be maintained by each operator and
shall be presented for inspection on request of the FAA.
Note 1: The ground school and flight hours are for illustrative purposes only. POIs
must determine, with their operators, an appropriate number of hours based on the
operator’s environment, experience, procedures, and equipment. POIs are directed by
policy, which prohibits approving any initial training program with less than a
specific number of ground and flight training hours.
Note 2: Flight training requirements may be expressed in numbers of operations

rather than in numbers of flight-hours.
A-3
12/21/17 AC 90-80C
Appendix B
APPENDIX B. SAMPLE OFFSHORE INSTRUMENT CHARTS
B.1 Sample Offshore Instrument Charts:
• Figure B-1, Sample Delta 30° OSAP.

• Figure B-2, Sample Parallel Offset OSAP.
• Figure B-3, Sample ARA Chart for Single Platform.
• Figure B-4, Sample ARA Chart for Platform Cluster.
• Figure B-5, Sample HEDA Chart.
B-1
12/21/17 AC 90-80C
Appendix B
Figure B-1. Sample Delta 30° OSAP
B-2
12/21/17 AC 90-80C
Appendix B
Figure B-2. Sample Parallel Offset OSAP
B-3
12/21/17 AC 90-80C
Appendix B
Figure B-3. Sample ARA Chart for Single Platform
B-4
12/21/17 AC 90-80C
Appendix B
Figure B-4. Sample ARA Chart for Platform Cluster
B-5
12/21/17 AC 90-80C
Appendix B
Figure B-5. Sample HEDA Chart
B-6
12/21/17 AC 90-80C
Appendix C
APPENDIX C. ADMINISTRATIVE INFORMATION
C.1 References.
C.1.1 Title 14 of the Code of Federal Regulations (14 CFR):
• Part 91, §§ 91.175, 91.181, and 91.703.

• Part 135, § 135.215.
C.1.2 FAA Orders. For current FAA orders, use the following website:
https://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.list/d
ocumentType/order.
• Order 8260.19( ), Flight Procedures and Airspace.

• Order 8260.3( ), United States Standard for Terminal Instrument Procedures
(TERPS).
• Order 8260.42( ), United States Standard for Helicopter Area Navigation (RNAV).
• Order 8900.1, Flight Standards Information Management System (FSIMS).
C.1.3 Advisory Circulars (AC). For current ACs, use the following website:
https://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.li
st.
• AC 20-165( ), Airworthiness Approval of Automatic Dependent

Surveillance-Broadcast OUT Systems.
• AC 90-105( ), Approval Guidance for RNP Operations and Barometric Vertical
Navigation in the U.S. National Airspace System and in Oceanic and Remote
Continental Airspace.
• AC 90-114( ), Automatic Dependent Surveillance-Broadcast Operations.
• AC 91-70( ), Oceanic and Remote Continental Airspace Operations.
C.1.4 Handbooks. Instrument Procedures Handbook (FAA-H-8083-16), Chapter 7,

Helicopter Instrument Procedures.
C.1.5 Technical Standard Orders (TSO). For current TSOs, use the following website:
https://rgl.faa.gov/Regulatory_and_Guidance_Library/rgTSO.nsf/MainFrame?OpenFr
ameSet.
• TSO-C63d, Airborne Weather Radar Equipment.

• TSO-C87, Airborne Low-Range Radio Altimeter.
• TSO-C102, Airborne Radar Approach and Beacon Systems for Helicopters.
• TSO-C145a, Airborne Navigation Sensors Using the Global Positioning System
(GPS) Augmented by the Wide Area Augmentation System (WAAS).
C-1
12/21/17 AC 90-80C
Appendix C
• TSO-C146a, Stand-Alone Airborne Navigation Equipment Using the Global
Positioning System (GPS) Augmented by the Wide Area Augmentation System
(WAAS).
• TSO-C146b, Stand-Alone Airborne Navigation Equipment Using the Global
Positioning System Augmented by the Satellite Based Augmentation System.
• TSO-C146c, Stand-Alone Airborne Navigation Equipment Using the Global
Positioning System Augmented by the Satellite Based Augmentation System.
• TSO-C154c, Universal Access Transceiver (UAT) Automatic Dependent
Surveillance-Broadcast (ADS-B) Equipment Operating on Frequency of 978 MHz.
• TSO-C166b, Extended Squitter Automatic Dependent Surveillance-Broadcast
(ADS-B) and Traffic Information Service-Broadcast (TIS-B) Equipment Operating
on the Radio Frequency of 1090 Megahertz (MHz).
C.1.6 RTCA, Inc. Documents. For current RTCA documents, use the following website:
https://my.rtca.org/nc__store.
• RTCA DO-172, Minimum Operational Performance Standards for Airborne Radar

Approach and Beacon Systems for Helicopters.
• RTCA DO-173, Minimum Operational Performance Standards for Airborne
Weather and Ground Mapping Pulsed Radars.
• RTCA DO-208, Minimum Operational Performance Standards for Airborne
Supplemental Navigation Equipment Using Global Positioning System (GPS).
• RTCA DO-229, Minimum Operational Performance Standards for Global
Positioning System/Satellite-Based Augmentation System Airborne Equipment.
C.1.7 International Civil Aviation Organization (ICAO) Documents. For current ICAO
documents, use the following website: https://store.icao.int/index.php/.
• ICAO Annex 2, Rules of the Air.

• ICAO Annex 6, Operation of Aircraft.
• ICAO Annex 11, Air Traffic Services.
C.2 Definitions. The following definitions apply to Offshore Standard Approach

Procedure (OSAP), Airborne Radar Approach (ARA), and Helicopter En Route
Descent Area (HEDA) operations unless otherwise noted. Acronyms for the
definitions are enclosed in parentheses ( ). The abbreviations for operations are
enclosed in brackets [ ] and indicate application only to that type of operation.
C.2.1 Aeronautical Radar Beacon [ARA]. An active transponder that responds to radar
interrogations.
C.2.2 Airborne Radar. A system comprised of weather radar with a ground mapping mode
which meets the requirements identified in this AC.
C-2
12/21/17 AC 90-80C
Appendix C
C.2.3 Airborne Radar Approach (ARA) [ARA]. A nonprecision instrument operation based
upon the use of an ARA system as the primary operation aid in the intermediate, final,
and missed operation segments. The system is comprised of weather radar with a
ground mapping mode, a Global Positioning System (GPS) navigation receiver, and
the cockpit displays, controls, and instrumentation necessary to provide guidance. The
airborne weather radar with a ground mapping mode is referred to as “airborne radar”
in the preceding chapters.
C.2.4 Clear Area [OSAP]. An area centered on the final and missed operation course that
provides 0.5 nautical mile (NM) lateral obstruction clearance starting at the decision
point of the Decision Point Altitude (DPA) and continuing throughout the missed
operation.
C.2.5 Clear Sector [ARA]. An area overlying and centered on the final operation course. It is
4 NM wide at the Final Approach Point (FAP) and narrows linearly to a 2 NM width
at 2 NM from the operation target.
C.2.6 Clear Zone [ARA]. A rectangular zone established for a missed operation to the left or
right of the final operation course and clear of any obstacle.
C.2.7 Cluster Operation [ARA]. An ARA to an offshore landing site located less than 4 NM
from any other platform, rig, drill ship, or other plotted obstacle.
C.2.8 Course Bearing Cursor [ARA]. An electronically generated course line shown on a
radar display to assist pilots in flying a straight line surface track between the FAP and
missed approach point (MAP).
C.2.9 Course Bearing Selector [ARA]. A pilot-selectable control that positions the cursor on
the display.
C.2.10 Decision Point Altitude (DPA) [OSAP]. A point located on the offset final or Delta
30° operation course at 500 feet (ft) mean sea level (MSL) between the FAP and not
less than 2 NM from the operation target. At the DPA, if the radar presentation
forward along the operation course is clear laterally of all obstructions by at least 0.5
NM, the operation may continue when equipped with an operable radio altimeter to
200 ft above the surface. However, if at the DPA a lateral separation of 0.5 NM from
obstructions is not assured, a missed operation must be initiated.
C.2.11 Delta 30° OSAP (Δ 30°) [OSAP]. An operation flown straight-in toward the landing
site using GPS for course guidance and airborne weather radar in ground mapping
mode for detecting and avoiding obstructions. The “Δ” symbol represents a heading
change. At 1.1 NM from the operation target a Delta 30° turn is made to the clear area
located to the left or right of course. The Delta 30° course is determined by adding 30
degrees to or subtracting 30 degrees from the inbound heading. The MAP is located no
closer than 0.6 NM from the operation target.
C.2.12 Final Approach Point (FAP) [ARA, OSAP]. The position downwind from the
operation target where the final operation is initiated.
C-3
12/21/17 AC 90-80C
Appendix C
C.2.13 Helicopter En Route Descent Area (HEDA) [HEDA]. An instrument operation that
provides an en route descent and transition from instrument flight rules (IFR) to visual
conditions within a specified area of operation. A HEDA is not an instrument
approach procedure (IAP), and it is not authorized as an alternate destination on an
IFR flight plan.
C.2.14 HEDA Coordinates [HEDA]. A point in space (PinS) that is the MAP for the HEDA.
C.2.15 Intermediate Approach Fix (IF). The IF may be a Very High Frequency
Omnidirectional Range Collocated Tactical Air Navigation (VORTAC) distance
measuring equipment (DME) fix or a waypoint based upon an approved Area
Navigation (RNAV) system. The IF connects the en route structure to the intermediate
segment of the operation.
C.2.16 Minimum Descent Altitude (MDA). The MDA for OSAP, ARA, and HEDA
operations is based on either a radio or barometric altimeter. The radio altitude (RA)
MDA is prefixed by the RA and the barometric altitude MDA is prefixed by an
asterisk.
C.2.17 Minimum Descent Height (MDH). A preselected RA used in the (AUTO) logic of the
flight management system (FMS). The selected MDH is used to calculate the decent
gradient required from the final approach fix (FAF) to arrive at the preselected altitude
0.25 NM prior to the MAP.
C.2.18 Minimum En Route Altitude (MEA). The lowest published altitude between radio
fixes which ensures acceptable navigational signal coverage and meets obstacle
clearance requirements between those fixes. The MEA prescribed for a Federal airway
or segment thereof, area navigation low or high route, or other direct route applies to
the entire width of the airway, segment, or route between the radio fixes defining the
airway, segment, or route.
C.2.19 Minimum IFR Altitude (MIA). Minimum altitudes for IFR operations as prescribed in
14 CFR part 91. These altitudes are published on aeronautical charts and prescribed in
14 CFR part 95 for airways and routes, and in 14 CFR part 97 for Standard Instrument
Approach Procedures (SIAP). If no applicable minimum altitude is prescribed in
part 95 or part 97, the following MIA applies:
1. In designated mountainous areas, 2,000 ft above the highest obstacle within a

horizontal distance of 4 NM from the course to be flown;
2. Other than mountainous areas, 1,000 ft above the highest obstacle within a
horizontal distance of 4 NM from the course to be flown; or
3. As otherwise authorized by the Administrator or assigned by air traffic control
(ATC).
C.2.20 Missed Approach Point (MAP) [OSAP, ARA]. The MAP for an OSAP is a point no
closer to the operation target than 0.6 NM for the Delta 30° or 0.7 NM for the parallel
C-4
12/21/17 AC 90-80C
Appendix C
offset. The MAP for an ARA is a point no closer to the operation target, as observed
on the radar display, than the minimum authorized visibility for landing.
C.2.21 Observed Coordinates. Coordinates established by a GPS TSO-C129, Airborne

Supplemental Navigation Equipment Using the Global Positioning System (GPS),
(World Geodetic System 1984 (WGS 84) compatible) navigation receiver for a
proposed offshore landing site or HEDA location.
C.2.22 Offset Approach [ARA]. An operating technique used when the radar operator at
1 NM from the operation target provides vectors to position the operation target off the
zero azimuth mark by no more than 25 percent of the scan angle being used.
C.2.23 Offshore Operations. Operations that routinely have a substantial proportion of the
flight conducted over sea areas to or from offshore locations. Such operations include,
but are not limited to, support of offshore oil, gas and mineral exploitation, and sea-
pilot transfer.
C.2.24 Offshore Standard Approach Procedures (OSAP). An operation designed specifically

for helicopters operating at least 5 NM from land. The operation uses GPS for course
guidance and airborne weather radar in ground mapping mode for detecting and
avoiding obstructions. The OSAP provides the following:
1. A positive fix for the FAP;

2. A positive method of maintaining desired track (DTK) over the surface on the final
and missed operation course; and
3. A definite missed operation point.
C.2.25 Operation Target [ARA, OSAP]. A stationary platform, rig, or ship used as an
alignment point. The operation target may or may not be the landing site.
C.2.26 Parallel Offset [OSAP]. A segment of the OSAP operation where the final segment is
offset 0.5 NM either left or right of centerline, depending upon the missed operation
clear area.
C.2.27 Proceed Visually to the Landing Site [OSAP]. This phrase requires the pilot at or prior
to the MAP to acquire and maintain visual contact with the landing site. Obstacle or
terrain avoidance from the MAP to the landing site is the responsibility of the pilot. A
missed operation is not provided between the MAP and the landing site.
C.2.28 Radar Operator. The pilot who operates the radar. The radar operator provides obstacle
identification and vector instructions to the pilot at the controls of a helicopter to avoid
obstructions during OSAP, ARA, or HEDA operations. The radar operator may be the
pilot in command (PIC) or second in command (SIC).
C.2.29 Radio Altimeter. An instrument that uses reflected radio signals to determine the
height of the helicopter above the surface.
C-5
12/21/17 AC 90-80C
Appendix C
C.2.30 Radio Altitude (RA). The altitude of a helicopter above the surface determined by a
radio altimeter.
C.2.31 Reflector [ARA]. A passive primary radar “skin-paint” source.
C.2.32 Remote Altimeter Setting Source (RASS). An altimeter setting source that is more
than 5 NM but less than 75 NM from OSAP and ARA landing sites or HEDA
coordinates.
C.2.33 Single Landing Site Operation [ARA]. An ARA to an offshore landing site located
4 NM or more from any other landing site, rig, ship, or other obstacle.
C.2.34 Turning Point (TP). A turning transition on an OSAP from en route flight to align with
the final operation course.
C.2.35 Weather Box. An observation area whose boundary is defined by the distance between
two weather stations. The centerline distance between the stations may not exceed
40 NM. The centerline may continue 10 NM on either side of each weather station.
The total centerline distance may not exceed 60 NM. The lateral width of the observed
area is defined as an area 40 NM on either side of the defined centerline. This results
in an observed area of 60 NM by 80 NM.
C.3 Acronyms.
Acronym Meaning
ABAS Aircraft-Based Augmentation System

AC Advisory Circular
ADS-B Automatic Dependent Surveillance-Broadcast
AEG Aircraft Evaluation Group
AFM Aircraft Flight Manual
AHRS Attitude and Heading Reference System
AIP Aeronautical Information Publications
AIRAC Aeronautical Information Regulation and Control
ARA Airborne Radar Approach
A-RNP Advanced Required Navigation Performance
ARTCC Air Route Traffic Control Center
ASOS Automated Surface Observing System
C-6
12/21/17 AC 90-80C
Appendix C
Acronym Meaning
ATC Air Traffic Control
ATCT Airport Traffic Control Tower

ATS Air Traffic Service
AWOS Automated Weather Observing System
baro-VNAV Barometric Vertical Navigation
CA Course to Altitude
CDI Course Deviation Indicator
CDU Control Display Unit
CF Course to Fix
CFR Code of Federal Regulations
CMO Certificate Management Office
CPDLC Controller-Pilot Data Link Communication
CTA Control Area
CTA/FIR Control Area/Flight Information Region
DA Decision Altitude
DF Direct to Fix
DME Distance Measuring Equipment
DP Departure Procedure
DPA Decision Point Altitude
DTK Desired Track
EHSI Electronic Horizontal-Situation Indicator
EPU Estimate of Position Uncertainty
ESV Expanded Service Volume
FA Fix to an Altitude
FAA Federal Aviation Administration
C-7
12/21/17 AC 90-80C
Appendix C
Acronym Meaning
FAF Final Approach Fix
FAP Final Approach Point
FAS Final Approach Segment
FDE Fault Detection and Exclusion
FGS Flight Guidance System
FIR Flight Information Region
FLIP U.S. Flight Information Publication
FM Fix to Manual Termination
FMS Flight Management System

FOG Flight Operations Group
FOV Field of View

FPAG Flight Procedures and Airspace Group
FRT Fixed Radius Transition
FSS Flight Service Station
FTE Flight Technical Error
GLS GNSS Landing System
GNSS Global Navigation Satellite System
GPS Global Positioning System
HAA Helicopter Air Ambulance
HBAT Flight Standards Handbook Bulletin for Air

T t ti
HEDA Helicopter En Route Descent Area
HSI Horizontal Situation Indicator
IAF Initial Approach Fix
IAP Instrument Approach Procedure
ICAO International Civil Aviation Organization
C-8
12/21/17 AC 90-80C
Appendix C
Acronym Meaning
IF Intermediate Approach Fix
IFR Instrument Flight Rules
ILS Instrument Landing System
IMC Instrument Meteorological Conditions
IRS Inertial Reference System
IRU Inertial Reference Unit
ISA International Standard Atmosphere
LAWRS Limited Aviation Weather Reporting System
LNAV Lateral Navigation
LOA Letter of Authorization
LOC Localizer
LP Localizer Performance Without Vertical Guidance
LPV Localizer Performance With Vertical Guidance
LRNS Long-Range Navigation System
MAP Missed Approach Point
MDA Minimum Descent Altitude
MDH Minimum Descent Height
MEA Minimum En Route Altitude
MEL Minimum Equipment List
METAR Aviation Routine Weather Report
MIA Minimum IFR Altitude
MOPS Minimum Operational Performance Standards
MSL Mean Sea Level
MSpec Management Specification
NANU Notice Advisory to Navstar Users
C-9
12/21/17 AC 90-80C
Appendix C
Acronym Meaning
NAS U.S. National Airspace System
NASA National Aeronautics and Space Administration
NAVAID Navigational Aid
NDB Nondirectional Radio Beacon
NM Nautical Miles
NOTAM Notice to Airmen
NSE Navigation System Error
NWS National Weather Service
ODP Obstacle Departure Procedure
OEM Original Equipment Manufacturer
OpSpec Operations Specification
OSAP Offshore Standard Instrument Operation
PBN Performance-Based Navigation
PDE Path Definition Error
PEE Position Estimation Error
PF Pilot Flying
PFD Primary Flight Display
PI Principal Inspector
PIC Pilot in Command
PinS Point in Space
PM Pilot Monitoring
POH Pilot’s Operating Handbook
POI Principal Operations Inspector
PSE Path Steering Error
RA Radio Altitude
C-10
12/21/17 AC 90-80C
Appendix C
Acronym Meaning
RAIM Receiver Autonomous Integrity Monitoring
RASS Remote Altimeter Setting Source
RF Radius to Fix
RFM Rotorcraft Flight Manual
RNAV Area Navigation
RNP Required Navigation Performance
RNP AR Required Navigation Performance Authorization

R i d
ROC Required Obstruction Clearance
rpm Revolutions per Minute
SAO Special Areas of Operation
SAWRS Supplementary Aviation Weather Reporting System
SBAS Satellite-Based Augmentation System
SIAP Standard Instrument Approach Procedure
SIC Second in Command
SID Standard Instrument Departure
SIS Signal in Space
S-LRNS Single Long-Range Navigation System
SPECI Aviation Selected Special Weather Report
STAR Standard Terminal Arrival
STC Supplemental Type Certificate
SUPPS Regional Supplementary Procedures
TAF Terminal Area Forecast
TC Type Certificate
TF Track to Fix
TOGA Takeoff/Go-Around
C-11
12/21/17 AC 90-80C
Appendix C
Acronym Meaning
TP Turning Point
TSE Total System Error
TSO Technical Standard Order
VA Heading to Altitude
VFR Visual Flight Rules
VHF Very High Frequency
VI Heading to Intercept
VM Heading to Manual
VNAV Vertical Navigation
VOR Very High Frequency Omni-Directional Range

Very High Frequency Omnidirectional Range
VORTAC
Collocated Tactical Air Navigation
WAAS Wide Area Augmentation System
WGS World Geodetic System
XTK Cross-Track
C-12
Advisory Circular Feedback Form
If you find an error in this AC, have recommendations for improving it, or have suggestions for
new items/subjects to be added, you may let us know by contacting the Flight Technologies
and Procedures Division at [email protected] or the Flight Standards
Directives Management Officer at [email protected].
Subject: AC 90-80C, Approval of Offshore Standard Approach Procedures, Airborne Radar

Approaches, and Helicopter En Route Descent Areas
Date: _____________________
Please check all appropriate line items:
An error (procedural or typographical) has been noted in paragraph ____________

on page _______.
Recommend paragraph _____________ on page __________ be changed as follows:
______________________________________________________________________
______________________________________________________________________
In a future change to this AC, please cover the following subject:

(Briefly describe what you want added.)
______________________________________________________________________
______________________________________________________________________
Other comments:
______________________________________________________________________
______________________________________________________________________
I would like to discuss the above. Please contact me.
Submitted by: Date: ______________________

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Chapter 2. Offshore Standard Approach Procedures ................................................................... 2-1

Chapter 3. Airborne Radar Approaches ....................................................................................... 3-1

Chapter 4. Helicopter En Route Descent Areas ........................................................................... 4-1

CHAPTER 1. MANDATORY AND OPTIONAL PARAGRAPHS

1.4 What This AC Cancels. AC 90-80B, Approval of Offshore Standard Approach

1.7 Airworthiness Guidance. Airworthiness guidance is provided in this AC primarily for

1.9.2 Weather Report Requirements for OSAP, ARA, or HEDA.

1.9.2.1 Aircraft Performance. Aircraft performance is predicated on aircraft weight,

• Station identifier (e.g., airport code);

1.9.2.2 ASOS and AWOS. An ASOS or AWOS supplies an automated surface

1. All ASOS are automatically NWS/FAA-approved weather sources.

1.9.5 Automatic Dependent Surveillance-Broadcast (ADS-B) Installation. ADS-B equipment

CHAPTER 2. OFFSHORE STANDARD APPROACH PROCEDURES

2.2 Helicopter Requirements.

2.2.4 Airborne Radar.

1. Meet the requirements of either TSO-C63, Airborne Weather Radar

3. Contain an adjustable, bright display.

Note: An operational course bearing cursor that provides course

2.2.5 Radio Altimeter.

Note: A radio altimeter must be installed and operational before

2.4.2.1 Visual Inspection. A visual inspection to determine the condition and

2.4.2.3 Other Tests/Inspections (as appropriate). Other appropriate tests and

Note: The inspection and test procedures will be approved by the

2.6 Procedure Development Criteria.

2.6.1.1 Procedure Identification. The procedure is identified as either, “DELTA 30°

2.6.1.2 Procedure Construction. En route construction provides separation of

1. “Special Authorization Required. WX Radar in ground mapping mode and

1. “Proceed Visually to the Landing Site.”

2.7 Missed Approach Procedure Construction.

2.8 Operational Requirements.

2.8.1 Approved Weather Observation and Reporting Requirements. Refer to FAA

1. One station: The operation coordinate shall be within 10 NM of an approved weather

1. Operators conducting IFR operations in areas authorized by OpSpec B050,

2.9 Guidelines. Procedures and guidelines of OSAP are as follows:

2.10 En Route and Intermediate.

2.10.1 Individual OSAP Accommodation. Accommodations for individual OSAPs is not

Frequency Omnidirectional Range Collocated Tactical Air Navigation (VORTAC) or

Figure 2-1. En Route Criteria

2.11 Final Approach Segment (FAS).

1. Proceeding directly to a user-defined transition waypoint generated 7 NM from the

2.14 Missed Approach.

Figure 2-3. Delta 30° OSAP

2.16 Parallel Offset OSAP.

2.17 Missed Approach and Holding Procedures.

2.18.1 Takeoff Minimums:

2.18.2 Landing Minimums:

1. RA 200 ft and ¾ sm visibility.

1. Approved source of weather observations and reports.

2.19.2.1 All training must be a matter of record.

2.19.2.3 The OSAP flight proficiency check is an annual requirement.

CHAPTER 3. AIRBORNE RADAR APPROACHES

3.2 Helicopter Requirements.

3.2.1 Airborne Radar.

1. As a minimum, ARA systems must meet the airworthiness requirements

3.2.2 Radio Altimeter.

Note: A radio altimeter must be installed and operational before

3.4.2.1 Visual Inspection. A visual inspection to determine the condition and

3.4.2.3 Other Tests/Inspections (as appropriate). Other appropriate tests and