853 

Federal Aviation Administration, DOT 

Pt. 91, App. A 

or 5 percent, whichever is greater, under the 
following conditions: 

(i) Pitch angles of zero to plus or minus 5 

degrees about the mean approach attitude. 

(ii) Roll angles of zero to 20 degrees in ei-

ther direction. 

(iii) Forward velocities from minimum ap-

proach speed up to 200 knots. 

(iv) Sink rates from zero to 15 feet per sec-

ond at altitudes from 100 to 200 feet. 

(3) Over level ground, it must track the ac-

tual altitude of the aircraft without signifi-
cant lag or oscillation. 

(4) With the aircraft at an altitude of 200 

feet or less, any abrupt change in terrain 
representing no more than 10 percent of the 
aircraft’s altitude must not cause the altim-
eter to unlock, and indicator response to 
such changes must not exceed 0.1 seconds 
and, in addition, if the system unlocks for 
greater changes, it must reacquire the signal 
in less than 1 second. 

(5) Systems that contain a push-to-test 

feature must test the entire system (with or 
without an antenna) at a simulated altitude 
of less than 500 feet. 

(6) The system must provide to the flight 

crew a positive failure warning display any 
time there is a loss of power or an absence of 
ground return signals within the designed 
range of operating altitudes. 

(d) 

Other instruments and equipment. 

All 

other instruments and items of equipment 
required by § 2 of this appendix must be capa-
ble of performing as necessary for Category 
II operations. Approval is also required after 
each subsequent alteration to these instru-
ments and items of equipment. 

(e) 

Evaluation program

—(1) 

Application. 

Ap-

proval by evaluation is requested as a part of 
the application for approval of the Category 
II manual. 

(2) 

Demonstrations. 

Unless otherwise au-

thorized by the Administrator, the evalua-
tion program for each aircraft requires the 
demonstrations specified in this paragraph. 
At least 50 ILS approaches must be flown 
with at least five approaches on each of 
three different ILS facilities and no more 
than one half of the total approaches on any 
one ILS facility. All approaches shall be 
flown under simulated instrument conditions 
to a 100-foot decision height and 90 percent of 
the total approaches made must be success-
ful. A successful approach is one in which— 

(i) At the 100-foot decision height, the indi-

cated airspeed and heading are satisfactory 
for a normal flare and landing (speed must be 
plus or minus 5 knots of programmed air-
speed, but may not be less than computed 
threshold speed if autothrottles are used); 

(ii) The aircraft at the 100-foot decision 

height, is positioned so that the cockpit is 
within, and tracking so as to remain within, 
the lateral confines of the runway extended; 

(iii) Deviation from glide slope after leav-

ing the outer marker does not exceed 50 per-

cent of full-scale deflection as displayed on 
the ILS indicator; 

(iv) No unusual roughness or excessive at-

titude changes occur after leaving the mid-
dle marker; and 

(v) In the case of an aircraft equipped with 

an approach coupler, the aircraft is suffi-
ciently in trim when the approach coupler is 
disconnected at the decision height to allow 
for the continuation of a normal approach 
and landing. 

(3) 

Records. 

During the evaluation program 

the following information must be main-
tained by the applicant for the aircraft with 
respect to each approach and made available 
to the Adninistrator upon request: 

(i) Each deficiency in airborne instruments 

and equipment that prevented the initiation 
of an approach. 

(ii) The reasons for discontinuing an ap-

proach, including the altitude above the run-
way at which it was discontinued. 

(iii) Speed control at the 100-foot decision 

height if auto throttles are used. 

(iv) Trim condition of the aircraft upon 

disconnecting the auto coupler with respect 
to continuation to flare and landing. 

(v) Position of the aircraft at the middle 

marker and at the decision height indicated 
both on a diagram of the basic ILS display 
and a diagram of the runway extended to the 
middle marker. Estimated touchdown point 
must be indicated on the runway diagram. 

(vi) Compatibility of flight director with 

the auto coupler, if applicable. 

(vii) Quality of overall system perform-

ance. 

(4) 

Evaluation. 

A final evaluation of the 

flight control guidance system is made upon 
successful completion of the demonstrations. 
If no hazardous tendencies have been dis-
played or are otherwise known to exist, the 
system is approved as installed. 

4. Maintenance program 

(a) Each maintenance program must con-

tain the following: 

(1) A list of each instrument and item of 

equipment specified in § 2 of this appendix 
that is installed in the aircraft and approved 
for Category II operations, including the 
make and model of those specified in § 2(a). 

(2) A schedule that provides for the per-

formance of inspections under subparagraph 
(5) of this paragraph within 3 calendar 
months after the date of the previous inspec-
tion. The inspection must be performed by a 
person authorized by part 43 of this chapter, 
except that each alternate inspection may be 
replaced by a functional flight check. This 
functional flight check must be performed 
by a pilot holding a Category II pilot author-
ization for the type aircraft checked. 

(3) A schedule that provides for the per-

formance of bench checks for each listed in-
strument and item of equipment that is spec-
ified in section 2(a) within 12 calendar 

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