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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 either direction.
(iii) Forward velocities from minimum approach speed up to 200 knots.
(iv) Sink rates from zero to 15 feet per second at altitudes from 100 to 200 feet.
(3) Over level ground, it must track the actual altitude of the aircraft without significant 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 altimeter 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 Section 2 of this appendix must be capable of performing as necessary for Category
II operations. Approval is also required after
each subsequent alteration to these instruments and items of equipment.
(e) Evaluation program - (1) Application. Approval by evaluation is requested as a part of
the application for approval of the Category
II manual.
(2) Demonstrations. Unless otherwise authorized by the Administrator, the evaluation 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 successful. A successful approach is one in which - 
(i) At the 100-foot decision height, the indicated airspeed and heading are satisfactory
for a normal flare and landing (speed must be
plus or minus 5 knots of programmed airspeed, 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 leaving 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 attitude changes occur after leaving the middle marker; and
(v) In the case of an aircraft equipped with
an approach coupler, the aircraft is sufficiently 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 maintained 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 approach, including the altitude above the runway 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 performance.
(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 displayed or are otherwise known to exist, the
system is approved as installed.
4. Maintenance program
(a) Each maintenance program must contain the following:
(1) A list of each instrument and item of
equipment specified in Section 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 Section 2(a).
(2) A schedule that provides for the performance of inspections under subparagraph
(5) of this paragraph within 3 calendar
months after the date of the previous inspection. 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 authorization for the type aircraft checked.
(3) A schedule that provides for the performance of bench checks for each listed instrument and item of equipment that is specified in section 2(a) within 12 calendar

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