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Clarifying OpSpec A001 for Network Carriers' Short-Term Service

This document addresses when network carriers need to amend OpSpec A001 for short-term service, with a focus on mainline and relieving carriers. It discusses environmental and DOT requirements, FAA clarity, and draft policies related to these operations.

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Clarifying OpSpec A001 for Network Carriers' Short-Term Service

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  1. OpSpec A001 Short Term Service by Network Carriers OSWG Danuta Pronczuk, AFS-50 March 06, 2019

  2. Table of contents Issue Background OpSpec A001 Problem Intended Outcome Environmental requirements DOT requirements FAA clarity Draft FAA Policy Questions

  3. Issue When do network carrier(s) need to amend OpSpec A001 paragraph g (1) for short term service? Network Carriers • Mainline carrier • Relieving (feeder) carrier(s)

  4. Background §129.9 Decommissioned C070 OpSpec A001 • g(1) • g(2)

  5. OpSpec A001

  6. Problem • Mainline carrier needs to move scheduled service for short term/Aircraft on the Ground (AOG) • Example • Jazz and Air Canada • Masa and United • Relief carrier(s) A001 g(1) does not list the airport (as a scheduled destination) • Flight was advertised and sold by mainline carrier (scheduled operation)

  7. Intended Outcome FAA to Clarify • Does the network relieving carrier need to list the airport in A001 g(1)? • Is there a limit on how many flights the network carrier can conduct before listing the airport in A001 g(1)?

  8. Environmental requirements Environmental assessment • Mainline • Relief carrier(s) AFS POC - Mike Millard, AFS-830 Guidance • FAA Order 8900.1 Volume 11 • Checklist - Web-based Operations Safety System (WebOPSS) for OpSpec A001. (Click the Guidance button and locate the document in the Guidance pop-up window titled “OpSpecs Environmental Reviews”.)

  9. DOT requirements Economic authority to each AOC holder.  A permit held by a “mainline” carrier does not provide authority to its regional affiliates.  Example: Air Canada - permit. (Affiliates) Rouge, Sky Regional, and Jazz all hold permits, with each holding authority to conduct Canada-U.S. scheduled and charter ops.  In the case of an AOG of one or more of those carriers, any of the other listed carriers (or for that matter any Canadian carrier holding charter authority as well as any licensed U.S. carrier) could conduct the trans border operation with no need for additional authority.  In addition, the operation could also be conducted by a properly licensed charter carrier from any other IASA Cat 1 foreign country, provided that the carrier apply for and obtain a statement of authorization from DOT.  Essentially the subservice is viewed as a charter/provision of aircraft & crew operation, rather than as a scheduled operation for the carrier that ultimately conducts the service for the marketing/original operating carrier

  10. FAA Clarity Network Carriers • Mainline carrier • List scheduled airport(s) • Relieving (feeder) carrier(s)

  11. Draft FAA Policy Network Carriers • Mainline carrier • List scheduled airport(s) • Identify relief carriers (i.e. Rouge, Sky Regional, and Jazz are network carriers who may be providing short term relief to any of the above listed airports) • Provide notifications of short term service changes to responsible IFO upon request • Relieving (feeder) carrier(s) • List scheduled airport(s) • Identify mainline carriers (i.e. All airports served as short term relief flights for Air Canada. • Provide notifications of short term service changes to responsible IFO as needed upon request

  12. Draft FAA Policy • Questions to industry • How does the public know who is operating short term service? • (During short term service) does the relief (feeder) carrier use: • their own call sign? • flight number of the mainline carrier?

  13. Questions SME: Danuta Pronczuk

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