Par 5-25 Page 55 (and 56)
b. Approach and Landing with an Engine Inoperative.
(1) Training should ensure pilots and dispatchers can select appropriate en route alternate airports, in accordance with OpSpecs and 14 CFR in order to safely conduct approach and landing. Operators should provide training to flightcrews and dispatchers to address the following factors considering that an engine failure may occur in any phase of flight, resulting in a landing, go-around, or missed approach:
(a) Engine (or engines) inoperative aircraft configuration.
(b) Other potentially affected aircraft systems (e.g., electrical or hydraulic).
(c) Weather conditions.
(d) Use of appropriate minima for the configuration and possible need for adjustment of approach and landing minima to suit the particular circumstances (e.g., engine-out missed approach obstacle or terrain assurance and balked landing obstacle avoidance considerations).
(e) Selection of most favorable NAVAIDs, runway, or runway conditions
(e.g., regarding braking friction, clutter).
(f) Availability of emergency services.
(g) Airport and procedure familiarity.
(h) Nearby terrain or obstruction considerations.
(i) Minimum equipment list (MEL) status.
(2) Crews should be aware of the engine inoperative capabilities of the aircraft by referring to the FAA-approved Airplane Flight Manual (AFM). For operators authorized via OpSpec to initiate or continue a CAT II/III approach with an inoperative engine, training should ensure that crews can properly apply the provisions of Appendix 2. For operators not authorized via OpSpec to initiate or continue a CAT II/III approach with an engine inoperative, crews should be familiar with the provisions above and the procedures specified in their AFM for normal or non-normal operations.
c. Circling Approaches. Operators may be authorized to perform circling approaches as published, or may choose not to train flightcrews to accomplish circling maneuvers and accept corresponding high minima limitations regarding circling approaches. In such cases, limitations of 1000 feet Height Above Aerodrome (HAA) MDA and three-mile visibility, or greater, are typically included in OpSpecs. In any case, it is recommended that wide body aircraft, or aircraft needing to accomplish circling maneuvers in excess of 165 KTS ground speed, should not be authorized circling minima below 1000 feet HAA and three-mile visibility.
Par 6-1 Page 57 CHAPTER 6. AIRPORTS, NAVIGATION FACILITIES, AND
METEOROLOGICAL CRITERIA
6-1. AIRPORT AUTHORIZATION.
a. Authorized. U.S. and Non-U.S. Airports and Runways. Currently authorized U.S.
and non-U.S. airports and runways authorized for Category (CAT) I, II, or III are those either having published part 97 Standard Instrument Approach Procedures (SIAP), or as otherwise authorized in the operator’s operations specification (OpSpec), MSpec, or letter of authorization (LOA). Restricted U.S. facilities that may be approved for CAT II/ III operations and foreign facilities that may be approved for CAT II/III operations may be found at http://www.faa.gov/about/office_org/headquarters_offices/avs/offices/afx/afs/afs400/afs410/cat_ ils_info/.
b. Authorization Requests. Requests for authorization to use other airports/runways should be coordinated with the Flight Technologies and Procedures Division, through the operator's applicable Flight Standards office.
6-2. USE OF CAT I/II/III NAVIGATION FACILITIES.
a. Standard CAT I/II/III Navigation Facilities. Operations may be approved on standard United States or International Civil Aviation Organization (ICAO) navigation facilities as follows:
(1) U.S. facilities for which part 97 procedures are published;
(2) Other U.S. facilities deemed acceptable by the Flight Technologies and Procedures Division for the type of aircraft equipment and minima sought;
(3) Non-U.S. facilities meeting ICAO criteria (ICAO Annex 10, Aeronautical Telecommunications, ICAO Doc 9365-AN/910, Manual of All Weather Operations, etc.) and that are promulgated by the “State of the Aerodrome;” and
(4) Non-U.S. facilities meeting acceptable criteria other than ICAO (e.g., European Aviation Safety Agency (EASA)) as determined to be acceptable by the Flight Technologies and Procedures Division;
(5) CAT II/III operations require applicable facilities assessed and classified at least through point D (i.e., at least 3000 feet beyond the threshold) or equivalent. For a detailed description of approach facility classifications, refer to ICAO Annex 10, Volume 1, and/or the FAA Chart Supplement (formally referred to as the Airport/Facility Directory) of the applicable U.S. region’s legend, Section 1, ILS Facility Performance Classification Codes.
b. Non-Standard CAT I/II/III Facilities. Operations may be approved using emerging types of navigation facilities or using other acceptable position fixing and integrity assurance methods, if NTD demonstrations acceptable to FAA are successfully complete.
Par 6-2 Page 58
(1) Other United States facilities may be approved for CAT I, II or III (Ground Based Augmentation System (GBAS) Landing System (GLS), or a Type I instrument landing system (ILS) used in conjunction with an acceptable aircraft integrity assurance system, etc.) as determined by the Flight Technologies and Procedures Division.
(2) Non-U.S. facilities meeting criteria other than ICAO may be used if found acceptable by the Flight Technologies and Procedures Division.
6-3. LIGHTING SYSTEMS.
a. CAT I Lighting Systems. Lighting for CAT I is as specified by Standard OpSpecs, part 97 SIAPS, or any special provisions or procedures identified in OpSpecs.
b. CAT II/III Lighting Systems. Lighting used for CAT II must include the following systems, or ICAO equivalent systems:
• U.S. Standard ALSF-1, ALSF-2, SSALR, or SSALS;
• U.S. Standard touchdown zone (TDZ) Lights;
• U.S. Standard Runway Centerline Lights; and
• U.S. Standard High Intensity Runway Lights (HIRL).
c. Surface Lighting Below Runway Visual Range (RVR) 1200. For ground operations below RVR 1200, U.S. Standard Taxiway Centerline Lights and any other lighting applicable for safe AWO operations should be considered. Refer to AC 150/5340-30 and AC 120-57 for further information.
d. Lighting Systems for SA CAT I/II. Lighting Systems for SA CAT I/II approaches must include the following systems, or ICAO-equivalent systems, unless approved by the Flight Technologies and Procedures Division (e.g., for non-United States airports):
(1) U.S. Standard ALSF-1, ALSF-2, SSALR, SSALS, or MALSR (sequence flashing lights (SFL) may be inoperative where installed); and
(2) U.S. Standard HIRLs.
e. Lighting Exceptions. Exceptions to the above lighting criteria may be approved by the Flight Technologies and Procedures Division only if equivalent safety can be demonstrated by an alternate means (e.g., substitution for required approach lighting components demonstrated during an NTD).
6-4. METEOROLOGICAL SERVICES AND RVR AVAILABILITY AND USE.
a. Meteorological Services. Appropriate meteorological services are necessary for each airport/runway intended for use by an operator. Non-U.S. facilities should meet criteria of ICAO Doc 9365-AN/910, Manual of All-Weather Operations. Meteorological information must be readily available to both the crew and the aircraft dispatcher.
Par 6-4 Page 59
b. RVR Availability and Use Requirements. RVR use by operators and pilots is as specified in standard OpSpecs, MSpecs, LOAs, or § 91.1039 for part 91K operators. In general, controlling RVRs provided by the controlling agency will be used for takeoff, landing, and rollout, and are as follows:
(1) Takeoff.
(a) Takeoff minima below ¼ statute mile are typically not authorized.
(b) Refer to OpSpec C078 for details of currently authorized operations and the associated required and controlling RVR reports.
(2) Landing:
(a) Visibility values below ½ statute mile are typically not authorized.
(b) Only RVR reports for the runway of intended landing may be used.
(c) For CAT I operations:
1. TDZ RVR reports, when available for a particular runway, are controlling for all approaches to and landings on that runway.
2. Mid RVR and rollout RVR reports (if available) provide advisory information to pilots.
3. The mid RVR report may be substituted for the TDZ report if the TDZ RVR report is not available.
(d) For SA CAT I operations, TDZ RVR reports are controlling. The mid RVR report may not be substituted for the TDZ RVR report in SA CAT I operations.
(e) For all CAT II and SA CAT II operations, except as specified below, typical minimum RVR values are shown in Table 3-2:
1. All available RVR reports are controlling, except as specified in subparagraph 5 below.
2. The TDZ RVR report is required.
3. The mid RVR report is not required.
4. The rollout RVR report is required for all operations at TDZ 1200 RVR and below, except as specified in subparagraph 5 below:
5. If the mid and rollout RVR reports are unavailable, the TDZ report must be at least 1400 RVR. If the rollout RVR report is unavailable, a mid or far end RVR report may be substituted. Mid RVR reports substituted for unavailable rollout reports must be 600 RVR or
Par 6-4 Page 60 greater, far end reports substituted for unavailable rollout reports must be 300 RVR or greater.
Far end RVR reports are advisory unless substituted for the rollout RVR report.
(f) For CAT III operations, except as specified below, typical minimum RVR values are shown in Table 3-3:
1. All RVR reports are required and controlling except as specified below.
2. For operations using a fail passive (FP) landing system with an FP or FO rollout system, either the mid or rollout RVR reporting system may be temporarily inoperative.
3. For operations using an FO landing system with an FP or FO rollout system, any one RVR reporting systems may be temporarily inoperative.
4. Where four RVR reporting systems are installed, the far end RVR report may provide advisory information to pilots or may be substituted for the rollout RVR report if that is not available.
c. Pilot Assessment of Takeoff Visibility Equivalent to RVR. Operators may be authorized for pilot assessment of takeoff visibility equivalent to RVR through OpSpec paragraphs C078/C079 when an FAA-approved procedure, training and evaluation are provided to the flightcrew. Under such authorizations, a pilot may assess visibility at the takeoff position when TDZ RVR is inoperative or otherwise not reported, or when the pilot determines that a significantly different visibility exists than the reported TDZ RVR. Such assessments will be made in accordance with the following provisions:
(1) Pertinent markings, lighting, and electronic aids are clearly visible and in service
(e.g., no obscuring clutter);
(2) A pilot assessment is made using an accepted method regarding identification of an appropriate number of lights, markings, or of known spacing visible to the pilot when viewed from the flight deck when the aircraft is at the takeoff point; and
(3) A Pilot Weather Report (PIREP), is forwarded to a suitable Air Traffic Service (ATS) facility, and if applicable, dispatch facility prior to departure.
d. Alternate RVR Requirements for Short Field Length Operations. When approved as an exception in OpSpecs, aircraft capable of certificated landing or takeoff distance of less than 4000 feet may be approved to use a single TDZ, mid, or rollout RVR as applicable to the part of the runway used. For such operations, RVR values not used are considered to be optional and advisory, unless the aircraft operation is planned to take place on the part of the runway where a mid or rollout RVR sensor is located.
e. International RVR Reporting and Use Equivalence Considerations. For RVR reporting and use outside of the United States, operators may appropriately equate international sensor locations and reports to equivalent U.S. sensor positions and reports for the purpose of applying OpSpec, MSpec, or LOA provisions. This applies to the number and locations of RVR sensors installed, available, reports, or controlling minima determinations.
Par 6-4 Page 61
(1) When making such a determination, the operator should consider the applicable portions of the runway used by the aircraft type(s) in question for takeoff (including rejected takeoff), touchdown, and rollout.
(2) RVR coverage and reporting comparable to that permitted at authorized U.S.
airports should be available.
(3) For CAT I approach operations where minima are specified only in RVR and only meteorological visibility is provided, the certificate holder or pilot should compute the RVR as shown in § 91.175(h)(2) or in OpSpec/MSpec/LOA C051, if applicable. This provision should not be used for takeoff minima, SA CAT I/II or CAT II/III minima, or when a reported RVR is available.
6-5. ILS CRITICAL AREA PROTECTION. Airports and runways must have suitable NAVAID critical area protection, as applicable to the ground and aircraft systems used. Where uncertainty regarding acceptability of airport procedures is a factor, (e.g., for non-U.S. airports and runways where any doubt exists regarding adequacy of procedures encountered in routine operations) operators may refer to Order 6750.16 and/or ICAO Doc 9365-AN/910, Manual of All-Weather Operations, or contact the Flight Technologies and Procedures Division for clarification.
6-6. OPERATIONAL FACILITIES: OUTAGES AND NOTICES TO AIRMEN (NOTAM).
a. Outages. Operators must consider the status of components identified in paragraphs 6-2 through 6-5 above, as necessary for AWO operations and take appropriate action for inoperative components. The following guidelines are considered acceptable unless otherwise precluded in OpSpecs:
(1) Outer, middle, or inner marker (IM) beacons may be inoperative unless an operation is predicated on their use (e.g., an Alert Height (AH) or a decision height (DH) is predicated on use of an IM due to irregular terrain as the aircraft system(s) requires use of a marker beacon for proper function).
(2) Lighting systems are in normal status except that isolated lights of an approach light or runway light system may be inoperative, so long as this does not detract from their function;
approach light components not necessary for the particular operation (e.g., runway end identification lights (REIL), Visual Glide Slope Indicator (VGSI), RAIL, or SFL) may be inoperative. Lights may not be completely obscured by snow or other such contaminants so that their function is impaired, if necessary for the operation to be conducted.
b. Notices to Airmen. Any adverse effect of NOTAMs for NAVAIDs, facilities, lighting, marking, or other capabilities upon the aircraft system operation, or the availability or suitability of CAT I, II, or III procedures at the destination and alternate must be considered for both dispatch and continued flight operations. If an operator or dispatcher employs any type of NOTAM filtering system or otherwise makes the determination that a NOTAM does not impact the aircraft system and procedures being used for a particular flight, then the pilots must be advised of any filtering criteria or relevant information to the decision.
Par 6-7 Page 62
6-7. SPECIAL PROVISIONS FOR FACILITIES USED FOR EXTENDED OPERATIONS (ETOPS) OF MULTI-ENGINE AIRCRAFT OR ALTERNATES.
a. Airport Requirements. ETOPS operations are typically conducted over oceanic or remote areas (refer to AC 120-42, Extended Operations (ETOPS and Polar Operations) and § 121.161 for requirements or criteria). In addition to criteria specified above, an airport used as an ETOPS CAT II or III engine-out alternate should satisfy the provisions of Appendix 2 for the authorized operation.
b. Airport Information. Sufficient information should be provided for flightcrews and dispatchers to be familiar with characteristics of ETOPS alternate airports not routinely used in normal operations.
6-8. ALTERNATE MINIMA. Use of alternate minima for all operators is specified in 14 CFR or in standard OpSpecs part C. OpSpec C055 provides a two- to four-line table (as applicable to approved operations) from which the operator, during the initial dispatch or flight release planning segment of a flight, derives alternate airport instrument flight rules (IFR) weather minima when an alternate airport is required. For applicability of “engine inoperative CAT II or CAT III” capability, see Appendix 2.
6-9. FLIGHT PLANNING TO AIRPORTS THAT HAVE WEATHER CONDITIONS BELOW LANDING MINIMA. Commercial operators holding a specific regulatory exemption may be permitted to flight plan or dispatch an aircraft to a destination airport with current or forecast weather below landing minima. Dispatch in such cases is considered acceptable under the terms and conditions of the exemption and the following additional conditions:
• All requirements (e.g., aircraft, crew, airport facilities, NAVAIDs) to use the landing minima at the destination and at each alternate airport on which the dispatch is predicated are met.
• When alternate minima are based on availability of CAT II/III, or engine-inoperative CAT II/III capability, each of the airborne systems applicable must be available at the time of flight planning.
Par 7-1 Page 63 CHAPTER 7. CONTINUING AIRWORTHINESS/MAINTENANCE
7-1. MAINTENANCE PROGRAM GENERAL PROVISIONS. In accordance with 14 CFR part 91, § 91.191, each operator conducting CAT II or CAT III approaches must have an approved AWO maintenance program (also known as Lower Landing Minimums (LLM) maintenance program). For operations under parts 121 and 135, this may be in the form of an approved part of a Continuous Airworthiness Maintenance Program (CAMP) authorized by OpSpec D072. For part 135 operations with aircraft having less than ten seats, an Approved Aircraft Inspection Program (AAIP) may include the AWO program. The approved AWO maintenance program must include any necessary provisions to address the operator’s intended operations and the manufacturer’s recommended maintenance program. A maintenance program should consider any applicable Maintenance Review Board (MRB) requirements if applicable or equivalent requirements (e.g., Airworthiness Directives (AD), mandatory Service Bulletins (SB)) that may relate to AWO operations. Emphasis should be on maintaining and ensuring total system performance, accuracy, availability, reliability, and integrity for the intended AWO operations. An approved AWO maintenance program is not required for CAT I or Special Authorization (SA) CAT I operations.
7-2. MAINTENANCE PROGRAM REQUIREMENTS. The maintenance program should be compatible with an operator’s organization and ability to implement and supervise the program.
Maintenance personnel should be familiar with the operator’s approved program, their individual responsibilities in accomplishing that program, and availability of any resources within or outside of the maintenance organization that may be necessary to ensure program effectiveness
(e.g., SB or service letter information).
a. AWO Operations. Provision for AWO operations may be addressed as a specific program or may be integrated with the general maintenance program.
b. Maintenance Program. Regardless of whether the maintenance program is integrated, or is designated as a specific approved LLM program, the maintenance program should at least address the following:
(1) Maintenance procedures necessary to ensure continued airworthiness relative to AWO operations.
(2) A procedure to revise and update the maintenance program.
(3) A method to identify, record, or designate personnel currently assigned responsibility in managing the program, performing the program, maintaining the program, or performing quality assurance for the program. This includes identification of any contractor or sub-contractor organizations, or where applicable, their personnel.
(4) Verification should be made of the LLM systems and configuration status for each aircraft brought into the lower minimum maintenance program. Unless otherwise accepted by the FAA, each aircraft should meet relevant criteria specified by the applicable aircraft manufacturer or avionics manufacturer for associated systems and equipment (e.g., Valid U.S. type certificate (TC), appropriate Supplemental Type Certificate (STC) records and compliance, ADs, SBs, or other compliance).
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(5) Identification of modifications, additions, and changes which were made to qualify aircraft systems for the intended operation or minima, if other than as specified in the Airplane Flight Manual (AFM), TC, or STC.
(6) Identification of maintenance requirements and log entries necessary to change minima status.
(7) Any discrepancy reporting procedures that may be unique to the AWO program.
(8) Procedures that identify, monitor, and report lower minimum system and component discrepancies for the purpose of quality control and analysis.
(9) Procedures that define, monitor, and report chronic and repetitive discrepancies.
(10) Procedures that ensure aircraft remain out of lower minimum status until successful corrective action has been verified for chronic and repetitive discrepancies.
(11) Procedures that ensure the aircraft system status is placarded properly and clearly documented in the aircraft log book, in coordination with maintenance control, engineering, flight operations, and dispatch, or equivalent.
(12) Procedures to ensure the downgrade of an aircraft low visibility capability status, if applicable, when maintenance has been performed by persons other than those trained, qualified, or authorized to use or approve procedures related to AWO operations.
(13) Procedures for periodic maintenance of systems ground check, and systems flight check, as applicable. For example, following heavy maintenance, suitable checks may need to be performed prior to return to service.
(14) Provisions for an aircraft to remain in a specific low visibility capability status
(e.g., CAT II, CAT III, fail operational (FO), fail passive (FP)) or other designated operational status used by the operator.
(15) Provision should be made for periodic operational sampling of suitable performance. Typically, at least one satisfactory approach should have been accomplished within a specified period approved for that operator, unless a satisfactory systems ground check has been accomplished. A recording procedure for both satisfactory and unsatisfactory results should be included. Fleet sampling is not typically acceptable in lieu of individual aircraft assessment.
At least one satisfactory low visibility system operational use, or a satisfactory systems ground check, should be accomplished within 6 months for an aircraft to remain in CAT II status. For CAT III systems, at least one satisfactory low visibility system operational use, or a satisfactory systems ground check, should be accomplished within 30 days for an aircraft to remain in CAT III status. Any extension to an aircraft sampling period should be based on the demonstrated reliability of that operator’s aircraft flight guidance system (FGS) performance in service. Failure of an operator to maintain an acceptable reliability record should result in timely and appropriate remedial action. This could lead to reconsideration of suitability of any sampling period extensions or fleet statistical sampling authorizations. Aircraft certified with a continuous
Par 7-2 Page 65 monitored LLM system will not have a specific ground test developed. In the case of continuous monitored system architecture, all sampling will be based on actual approaches flown.
NOTE: Maintenance programs meeting the requirements for, and approved for, CAT III operations typically are also considered acceptable for CAT II operations. Aircraft low visibility systems status, however, must be clearly identified for pilots, maintenance, and dispatch, when combined programs are used.
7-3. INITIAL AND RECURRENT MAINTENANCE TRAINING.
a. Training of Maintenance Personnel. Maintenance personnel should be knowledgeable regarding the information contained in this AC and, if applicable, 14 CFR, related to any significant aspects of LLM that pertain to maintenance. Operator and contract maintenance personnel including mechanics, maintenance controllers, avionics technicians, personnel performing maintenance inspection or quality assurance, or other engineering personnel if applicable, should receive initial and recurrent training as necessary for an effective program.
The training curriculum should include specific aircraft systems and operator policies and procedures applicable to AWO operations. Recurrent training should typically be accomplished at least annually, or when a person has not been involved in the maintenance of the specified aircraft or systems for an extended period (e.g., greater than 6 months). Training may lead to a certification or qualification (e.g., for LLM) if the operator so designates such qualification in their approved program.
b. Training Requirements. The training should at least include, as applicable:
(1) An initial and recurrent training program for appropriate operator and contract personnel. Personnel considered to be included are maintenance personnel, quality and reliability groups, maintenance control, and incoming inspection and stores, or equivalent organizations.
Training should include both classroom and at least some “hands-on” aircraft training for those personnel who are assigned aircraft maintenance duties. Otherwise, training may be performed in a classroom, by computer based training, in full flight simulators (FFS), in an airplane, or in any other effective combination of the above consistent with the approved program, and considered acceptable to the FAA.
(2) Subject areas for training should include: Operational concepts, aircraft types and systems affected, models/series and differences where applicable, procedures to be used, manual or technical reference availability and use, processes, tools, or test equipment to be used, quality control, methods for testing and return to service, signoffs required, and proper minimum equipment list (MEL) application. General information should also be included about where to get technical assistance as necessary, necessary coordination with other parts of the operator’s organization (e.g., flight operations, dispatch), and any other maintenance program requirements unique to the operator or the aircraft types, models, or series flown (e.g., human factors considerations, problem reporting).
Par 7-3 Page 66
(3) Procedures to ensure use of outside vendors, or vendors’ parts, are compatible with program requirements and establish measures to control and account for parts overall quality assurance.
(4) Procedures to ensure tracking and control of components that are “swapped” between systems for troubleshooting when systems discrepancies cannot be duplicated. These procedures should provide for total system testing and/or removal of aircraft from lower minimum status.
(5) Procedures to assess, track, and control the accomplishment of changes to components or systems pertinent to AWO operations (e.g., ADs, SBs, engineering orders, 14 CFR requirements).
(6) Procedures to record and report lower minimum operation(s) that are discontinued and/or interrupted because of system(s) malfunction(s).
(7) Procedures to install, evaluate, control, and test system and component software changes or updates with special emphasis on configuration control.
(8) Procedures related to the MEL remarks section use, which identify low visibility related systems and components, specifying limitations, upgrading, and downgrading.
(9) Procedures for identifying and addressing performance issues for AWO-related components and systems, whether performed in-house or by contract vendors. Integration of the AWO maintenance program into an operator’s Continuous Analysis and Surveillance System (CASS) Program is essential.
7-4. TEST EQUIPMENT/CALIBRATION STANDARDS. Test equipment use is based on manufacturer’s instructions for continued airworthiness (ICA) recommendations and required accuracy and reliability to return systems and components to service following maintenance. It is the operator’s responsibility to ensure the equipment called for in ICAs are being used by contract maintenance organization. Deviations to these recommendations must be substantiated by the operator’s internal procedures to show equivalency. Traceability to a national standard should be maintained when the test equipment is calibrated or repaired.
7-5. RETURN TO SERVICE PROCEDURES.
a. Maintenance Procedures. Procedures should be included to upgrade or downgrade system status concerning AWO operations capability. The method for controlling operational status of an aircraft should ensure that flightcrews, maintenance and inspection departments, dispatch, and other necessary personnel are appropriately aware of aircraft and system status.
b. Testing. The appropriate level of testing should be specified for each component or system. The manufacturer’s recommended maintenance program or maintenance instructions should be considered when determining the role built-in test equipment (BITE) should play for return to service procedures, or for use as a method for low visibility status upgrade or downgrade. Additional consideration is given for systems certified to be continuously monitored and require no testing following maintenance.
Par 7-5 Page 67
c. Contract Maintenance. Facilities or personnel should follow the operator’s FAA-approved maintenance program to approve an aircraft’s return to service. The operator is responsible for ensuring that contract organizations and personnel are appropriately trained, qualified, and authorized.
7-6. PERIODIC AIRCRAFT SYSTEM EVALUATIONS.
a. Evaluation Method. The operator should provide a method to periodically evaluate aircraft CAT II /III system performance. These periodic evaluations will assist in maintaining AWO system availability and reliability. Typical intervals for these evaluations are 6 months for CAT II or 30 days for CAT III. These intervals may be extended by data substantiation and approval from the FAA.
b. Performance Evaluation. The preferred method to evaluate performance of a low visibility FGS (e.g., autoland or Head-Up Display (HUD)) is to periodically use the system. A record such as a logbook entry or computer Aircraft Communications Addressing and Reporting System (ACARS) record showing system performance is typically an acceptable method for documenting system operation. In cases where performance was not satisfactory, the record entry should include system malfunction, location (specific runway/airport), and weather conditions.
This level of detail will assist in troubleshooting to include determination if the fault was the result of factors external to the aircraft.
c. FGS and/or Autoland System Checks. Periodic FGS and/or autoland system checks for aircraft not certified as continuously monitored, should be conducted in accordance with procedures recommended by the airframe or avionics manufacturer (e.g., ICA, SB, service letter compliance), or by an alternate procedure approved by the FAA.
7-7. RELIABILITY REPORTING AND QUALITY CONTROL. No special reliability reporting or quality control requirements are applicable to CAT I. For CAT II or III, a monthly summary should be submitted to the certificate holding office for a period of 1 year after an applicant has received an authorization. The following information should be reported:
a. Total Approaches. The total number of approaches tracked, the number of satisfactory approaches tracked, by aircraft/system type, and visibility (Runway Visual Range (RVR)), if known or recorded.
b. Unsatisfactory Approaches. The total number of unsatisfactory approaches, and reasons for unsatisfactory performance, if known, listed by appropriate category (e.g., poor system performance, aircraft equipment problem/failure; ground facility problem, Air Traffic Service (ATS) handling, lack of critical area protection, or other).
c. Unscheduled Component Removals. The total number of unscheduled removals of components of the related avionics systems.
NOTE: Reporting after the initial 1-year period should be in accordance with the operator’s established reliability and reporting requirements and acceptable to the FAA.