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747-CLASSIC - 747-400 & 767-300 CAT II / III AWARENESS ORG DEC 11 COURSE CONTENT
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CAT II/III AWARENESS Course Content CAT II/III AWARENESS Course Instructions CAT II/III AWARENESS Course Identification
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Classic Aircraft System Checks after Maintenance CAT II Recertification 400 SERIES Aircraft System Checks after Maintenance CAT III Recertification CAT II/III Restrictions CAT II/III Restrictions CAT II/III Restrictions
Part III Polar Air AutoLand Maintenance Requirements Polar Air GMM
Purpose System Serviceability Training Requirements Equipment List Maintenance System Component Identification Placards and CAT II/III Procedures Placards CAT II / III AWARENESS ACKNOWLEDGEMENT FORM
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COURSE INSTRUCTIONS This Manual is for training purposes only. It cannot be used as or in lieu of the policies and or procedures contained in The Companys GMM or any other source documents. It is the responsibility of the individual to review applicable procedures periodically so as to remain current as to recent revisions, additions, deletions, etc. ***Always consult the Companys General Maintenance Manual (GMM) for the specific Aircraft you are working***
Instructions: 1. Read training material completely in the order presented. 2. Read all instructions carefully. 3. Write your name, date and your duty station on the Acknowledgement Form found at the end of the material. 4. Forward ONLY the Acknowledgement Form for your training records using one of the following means of delivery:
Atlas Air, Inc. Aircraft Maintenance Training 2000 Westchester Ave. Purchase, NY 10577 PH: 914-701-8678
MaintenanceTrainingFaxes@AtlasAir.com
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COURSE IDENTIFICATION
Course Title:
Course Code: Length: Type of Course: Course Objective:
To assure Company and Contract maintenance technicians, are aware of Special maintenance-certification requirements for personnel maintaining B747 Classic, 767-300 and B-400F CAT II/III AutoLand systems. To provide an overview of flight operations low approach minima requirements, and an orientation regarding aircraft navigation and auto-flight systems that accomplish all-weather approaches and landings.
Student Guide Completion of the attached Acknowledgement Form is REQUIRED. This course is Recurrent every 24 months.
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On a CAT III approach, when the aircraft descends to an Alert Height (AH), the Captain must observe and analyze whether the aircraft is in position and condition to continue the coupled approach to an AutoLand and rollout; outside visual cues are not required. During an approach with the visibility at or near minimums, the Captain will not be able to see the lights or the runway environment that he is used to seeing when completing the approach below minimums. The result of the crews previous training and experience can be an overwhelming urge to initiate a missed approach when reaching AH because you will not see the approach or runway lights. Your simulator training will illustrate this and reinforce the required habit patterns that are necessary to conduct a CAT III approach. Remember, B747-200/300F aircraft can conduct CAT II Auto-Landings, and the B747-400F can conduct CAT II, or CAT III, Auto-Landings.
RELATED TERMS:
Alert Height (AH): A height above the runway based on the characteristics of the aircraft and its fail-operational landing system above which a Category III approach would be discontinued and a missed approach initiated if a failure occurred in one of the redundant parts of the fail-operational landing system or in the relevant ground equipment. Category III a: A precision instrument approach and landing with no decision height (DH), or with a DH below 30M (100 ft.), and controlling runway visual range not less than 200M (700 ft.) (Note: Atlas will not conduct CAT IIIa approaches using a Decision Height.) Category III b: A precision instrument approach and landing with no DH, or a decision height below 15M (50 ft.), and controlling runway visual range less than 200M (700 ft.), but not less than 50M (150 ft.). [These are the Atlas Air and Polar Air Minima on our Ops Specs.] Category III c: Is a precision instrument approach and landing with no decision height and no visual range limitations. Zerozero. Fail Operational Category III System: Is an airborne system, which provides redundant operational capability down to touchdown and rollout. Automatic systems, manually flown systems, or a combination of both may provide fail operational capability. The redundant operational systems must have no common failure modes and need not be the same. If one of the required Category III systems fails below the AH, the flare, touchdown, and rollout will be accomplished using the remaining operational system or systems. Fail Passive Category III System: Is a system, which, in event of a failure, causes no significant deviation of the aircraft flight path or attitude. Rollout Control System: A system, which provides either automatic control or instrument guidance for manual control of lateral steering for rollout until manual control of the aircraft by visual reference is assured. CAT II / III Status Indicator [Atlas only] A CAT II / III Status Indicator is installed in the cockpit in front of the Captain to display the category for which that particular aircraft is qualified to perform.
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CAT III REQUIRED GROUND EQUIPMENT/FACILITIES The required ground equipment / facilities necessary to support CAT III Auto-Land operations are almost identical to that required to support CAT II Auto-Land operations: Runway Ground Equipment [These are Flight Crew, Dispatch, and Operations concerns. ] The following ground equipment must be operational: ILS Localizer certified to CAT II Glide Slope certified to CAT II VHF Marker Beacons Approach Light System including Sequence Flashers (SFL in US only) High Intensity Runway Edge Lights (HIRL) Center Line Lights (CL) Threshold Lights All Weather Runway Markings Red Terminating Bars and Side Row Bars Touchdown Zone Lights (TDZL) Touchdown zone and mid or rollout zone RVR for DH100/ RVR1200, TDZ only for DH150/ RVR1600 Transmissometers CAT III operations normally require three transmissometers.
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Purpose
This section outlines policy and maintenance requirements for the B747-CLASSIC/400 & B767-300 Category II/III Landing Weather Minima operations as dictated by the FAA Advisory Circulars 120-29A, Criteria for Approving Category II Landing Minima for FAR Part 121 Operators and AC120-28D, Criteria for Approval of Category III Landing Weather Minima.
Policy
A. The FAA approved maintenance program for Category II/III operations is designed to insure the continued performance, reliability and safety of its Category II/III Landing System/Components. B. Maintenance personnel recertifying Category II and/or Category III systems/components on aircraft after maintenance must be qualified and approved for this function. C. Any changes to these maintenance procedures, practices, limitations and/or training requirements established in the qualifications for Category II/III authority will be submitted to the FAA Certificate Holding Office for acceptance before such changes are incorporated.
This list indicates the systems involved in AutoLand operations for Classics, as well as B747-400s and B767300. A corrective action and testing per the AMM can clear an item, however the Auto-Land Status of the aircraft must be downgraded per MEL 22-AA, assuming you do not have an Atlas Air Authorization Card.
Component Identification
A placard will be installed on each Category II/III related component in the Electronic Equipment Centers and in the cockpit to indicate that these components are Category II/III critical. This placard will be identified as form Q2012 and will indicate, Attention CAT II/III Component, Ref. GMM. The following components require Cat II, Cat II/III labels (Q2012, refer to Table in GMM Chapter 4):
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Table 4.R.3 Category II/III Component Identification (767) CAT II/III (767-300) Radio Altimeter Transceiver Electronic Att Dir (EADI) Electronic Horiz Sit Ind. (EHSI) Malfunction Display Control Unit Stabilizer Trim / Aileron Lockout Module (SAM) Inertial Reference Unit (IRU) AP/FD Mode Selector Panel (P10) Autoland Status Annunciator
Flight Control Computer Thrust Management Computer (TMC) Generator Control Unit ILS / Multimode Rcvr (MMR) VOR / Marker Unit Windshield Wiper* Window Heat Controller Control Wheel Disengage Switches*
* This item is a non-avionic part of the Cat II/III Program and does not require specialized training to return the aircraft to Cat III status.
Note Polar Air uses a very colorful sticker system. DDPG/DDG MEL
Atlas Air GMM Chapter 4.R.3
All Category II/III related entries in the DDPG/DDG will be annotated, Category II/III Restriction - Notify Dispatch, so as to insure that maintenance and dispatch personnel are aware of the restriction when the system/component is inoperative. It is extremely important to assure that when a corrective action is taken to repair any Autoland related item, that the corrective action is not the last entry. You must downgrade the aircraft to CAT I status, refer to the Recertification section in GMM Chapter 4.
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Recertification
B747 CLASSIC Aircraft System Checks after Maintenance
A list of all Category II related components can be found in the applicable B747 CLASSIC AMM TLS chapter 22- 00-00, page 203, Figure I, Table I. Maintenance procedures and actions are contained in the referenced tables for Category II Systems and/or related components that are replaced or disconnected and moved for troubleshooting.
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The aircraft can be returned to CAT II status by maintenance successfully performing the applicable test contained in the Aircraft Maintenance Manual or maintenance can enter an item in the Aircraft Log requesting the Flight Crew to accomplish an Autoland in CAT I or better conditions. The Flight Crew will document the results of the check onto the log page. If the check was successful, maintenance will sign-off the item and clear the CAT II restriction. Rotate the CAT II/III Status Indicator to CAT II position. No further action required.
E. In order to insure that the twenty-eight (28) day requirement for accomplishment of a successful Autoland Or that the applicable Aircraft Maintenance Manual test has been accomplished, a Records Specialist will monitor and review the date of last accomplishment and up-date as required the DMI Summary Report for each aircraft. The Duty Manager of MCC or designee will review the DMI Summary Report, current log pages and the Autoland status sheet maintained by the Records Specialist on a daily basis and request either maintenance perform a Rampdown check or notify dispatch requesting an Autoland approach is due within nine days. The Autoland status of each aircraft will be briefed at the Combined Maintenance Control briefing on a daily basis during the Tech Ops conference call.
NOTE: CREW MUST REVIEW A/C LOG PRIOR TO EACH DEPARTURE. IF AN AUTOLAND HAS NOT BEEN ACCOMPLISHED IN THE LAST 21 DAYS, PERFORM AN AUTOLAND AND SO ANNOTATE THE AIRCRAFT LOG.
A successful Autoland will recertify the aircraft for CAT II operations. No further action required. F. MCC detects that any aircraft has not had an Autoland or maintenance test within the last twenty-one (21) Days they will immediately notify Dispatch of the discrepant aircraft. Dispatch will notify the flight crew stating The following:
CREW MUST REVIEW A/C LOG PRIOR TO THE NEXT DEPARTURE. IF AN AUTOLAND HAS NOT BEEN ACCOMPLISHED IN THE PAST TWENTY-EIGHT (28) DAYS, PERFORM AN AUTOLAND AND SO ANNOTATE THE A/C LOG, OR ENTER AN ITEM IN THE A/C LOG THAT THE AIRCRAFT IS NO LONGER CAT II QUALIFIED.
A successful Autoland will recertify the aircraft for CAT II operations. No further action required. If the Flight Crew entered an item in the Aircraft Log, maintenance will either perform the applicable test prior to departure or defer the item per the DDPG/ MEL (Item 22-AA).
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A. Discrepancy corrected by replacing/repairing the malfunctioning unit and performing an operational check In accordance with the applicable Maintenance Manual Procedures. A technician qualified will perform the Autoland Unique Ground test and return the aircraft to CAT III status. If a qualified technician is not available, the aircraft will be downgraded to CAT I status. Use MEL/DDG 22-AA for deferral until an Autoland Unique Ground test, or a Land 3 approach to Autoland in CAT I weather minimums can be accomplished. B. Discrepancy cannot be corrected and the item is deferred in accordance with the applicable DDG Procedures. The aircraft will be downgraded to CAT I status until repairs can be completed. Once repairs are completed, A technician qualified will perform the Autoland Unique Ground test and return the aircraft to CAT III status. If a qualified technician is not available, the aircraft will be downgraded to CAT I status. Use MEL/DDG 22-AA for deferral until an Autoland Unique Ground test, or a Land 3 approach to Autoland in CAT I weather minimums can be accomplished. C. Flight crews will review the Dispatch Release for CAT status. MEL/DDG 22-AA will be annotated on the Dispatch Release by Dispatch identifying that a Land 3 Approach in CAT I weather minimums is required. Flight crews that perform an Autoland approach above will annotate the AML in the Autoland Data block (ref GMM Chapter 3). Flight crew should refer to the Dispatch Deviations Guide (DDG). If the in-flight Autoland check was successful, maintenance will sign-off the item and clear the CAT III restriction and then rotate the CAT II/III Status indicator to the CAT III position. No further action is required. D. For each aircraft CAT III continued certification, a Land 3 approach in better than CAT II conditions must be performed at least once every twenty-eight (28) days to insure that no dormant failures have occurred. If the above procedure cannot be accomplished, the aircraft will be restricted to operations in CAT I or better conditions. Maintenance Control will advise applicable station to rotate the CAT II/III Status Indicator for the affected aircraft to the CAT I position and enter an item or the Aircraft Log and defer the item per GMM Chapter 3, restricting the aircraft from CAT III operations per DDG Item 22-AA. The aircraft can be returned to CAT III status by maintenance entering an item in the Aircraft Log requesting the Flight Crew to accomplish an Autoland in CAT I conditions. The Flight Crew will document the results of the check onto the log page. If the check was successful, maintenance will sign-off the item and clear the CAT III restriction. Rotate the CAT II/III Status Indicator to, CAT III position. No further action required. E. In order to insure that the twenty-eight (28) day requirement for a successful CAT III approach has been accomplished, a Records Specialist will monitor and review the date of last accomplishment and up-date as required the DMI Summary Report for each aircraft. MCC on a daily basis will review the DMI Summary Report and request a CAT III approach by either issuing an ACARS or notifying Dispatch that a CAT III approach is due within nine (9) days.
NOTE: CREW MUST REVIEW A/C LOG PRIOR TO EACH DEPARTURE. IF AN AUTOLAND HAS NOT BEEN ACCOMPLISHED IN THE LAST 28 DAYS, PERFORM AN AUTOLAND AND SO ANNOTATE THE AIRCRAFT LOG.
A successful Land 3" approach will recertify the aircraft for CAT III operations. No further action required. F. MCC detects that any aircraft has not had a successful CAT III approach within last twenty one (21) days they will notify Dispatch of the discrepant aircraft. Dispatch will notify the flight crew stating the following:
CREW MUST REVIEW A/C LOG PRIOR TO THE NEXT DEPARTURE. IF A CAT III APPROACH HAS NOT BEEN ACCOMPLISHED IN THE PAST TWENTY-EIGHT (28) DAYS, PERFORM A CAT III APPROACH AND SO ANNOTATE THE A/C LOG, OR ENTER AN ITEM IN THE A/C LOG THAT THE AIRCRAFT IS NO LONGER CAT III QUALIFIED.
A successful Land 3" approach will recertify the aircraft for CAT III operations. No further action required. If the Flight Crew entered an item in the Aircraft Log, maintenance will either perform the applicable test prior to departure or defer the item per the DDG/MEL (Item 22-AA). CAT A DEC 2011 14
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Atlas Air GMM Chapter 4 (Classics) B. Discrepancy cannot be corrected and the item is deferred in accordance with the applicable DDPG
Procedures. The aircraft will be downgraded to CAT I status until repairs can be completed. Once repairs are completed, a technician qualified in ramp-down procedures will perform the ramp-down test for the 747 and return the aircraft to CAT II status. If a qualified ramp-down technician is not available, the aircraft will be downgraded to CAT I status. Use MEL/DDPG 22-AA for deferral until a simulated CAT II ramp-down or an approach to Autoland in Localizer Only or better weather minimums can be accomplished
Atlas Air GMM Chapter 4(-400s) B. Discrepancy cannot be corrected and the item is deferred in accordance with the applicable DDG
Procedures. The aircraft will be downgraded to CAT I status until repairs can be completed. Once repairs are completed, a technician qualified will perform the Autoland Unique Ground test and return the aircraft to CAT III status. If a qualified technician is not available, the aircraft will be downgraded to CAT I status. Use MEL/DDG 22-AA for deferral until an Autoland Unique Ground test, or a Land 3 approach to Autoland in CAT I weather minimums can be accomplished.
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System Serviceability
A. The Autopilot system is downgraded when a Not CAT II-CAT III Placard is affixed above the Captains Primary Flight Display (PFD) because of a malfunction of any one of the Autopilot channels or failure of Any component as shown in Table 4.R.2, "Autoland: CAT II/III", on page 4.R.11. B. When dispatching an airplane with a system that is not CAT III, perform the following: (a) Placard the defective system as per Aircraft Log/Deferred Items GMM Chapter 3 and Placards and CAT II / III Procedures section at end of this section. (b) Install ORANGE Not CAT III placards on the logbook cover and over both PFDs. C. When dispatching an airplane with a system that is not CAT II/III, perform the following: (a) Placard the defective system as per Aircraft Log/Deferred Items GMM Chapter 3 and Placards and CAT II / III Procedures section at end of this section. (b) Install RED Not CAT II/III placards on the logbook cover and over both PFDs.
D. After the defect has been rectified in accordance with the Boeing B747-400 Maintenance Manual or the Fault Isolation Manual: (a) The placard installed per Aircraft Log/Deferred Items GMM Chapter 3 and Placards and CAT II / III Procedures section at end of this section should be removed:
1) If the mechanic clearing the defect is authorized to return the aircraft to CAT III status, he will make a logbook entry returning the aircraft to full Autoland status and remove the 3 Not CAT III placards.
2) If the mechanic does not have the authority to return the aircraft to CAT III status, he will remove the 3 ORANGE Not CAT III placards and replace them with 3 PURPLE Check CAT III placards. A logbook entry per Aircraft Log/ Deferred Items GMM Chapter 3 and Placards and CAT II / III Procedures section at end of this section will be required. CAT A DEC 2011 16
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Training Requirements
A. All mechanics working on 747-400 aircraft must complete CAT III awareness acknowledgement training before working on or managing 747-400 aircraft. B. A separate course will be provided to allow a mechanic to return an aircraft to CAT III status based on the removal and installation requirements for the component being replaced as detailed in the aircraft maintenance manual. C. Only mechanics that have completed the courses below With an Instructor may return the aircraft to CAT III without a Check CAT III flight. Course 432 LEVEL 1 for non-avionics trained mechanics
AND
Course 433 LEVEL 2 to receive Authorization- for Avionics trained mechanics (avionics proof required)
POLAR -400 CAT II/III Recurrent training is every 24 months. Records of personnel trained will be maintained by the Training Department.
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The Autoland System enabling the B747-400 airplane to be operated to CAT III weather minima requires the equipment listed in the below table to be in serviceable condition. For CAT III operation three operational channels of Autopilot and associated sensors are required. The total auto-land system includes the instruments that provide information to the flight crew for their assessment of how well the approach and landing is going.
Table 4.R.2 Autoland: CAT II/III (abbreviated for Training purposes only*)
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Maintenance System
A. If an unsatisfactory CAT III landing is recorded and is not deemed due to external causes, it must be Assumed that the system is faulty, and the flight crew should record this as a malfunction. If time or facilities are not available to conduct a fault search, the 747-400 DDG should be consulted to see of the item could be eligible for deferral per standard practices found in the Aircraft Log/Deferred Items GMM Chapter 3. The aircraft will also require orange Not CAT III placards on the logbook cover and over both PFDs. B. When time and facilities become available, maintenance personnel in response to the flight crew malfunction report should conduct a fault search. The fault search should include, but not be limited to, performing the self-test on the equipment list. C. If one or more faults are found or suspected during CAT III maintenance, but none are associated with the difficulty reported by the flight crew, repair and self-test must be followed by an operational check of the affected systems.
Component Identification
A placard will be installed on each Category II/III related component in the Electronic Equipment Centers and in the cockpit to indicate that these components are Category II/III critical. This placard will be identified as form Q2012 and will indicate, Attention CAT II/III Component, Ref. GMM Chapter 4. NOTE: When a CAT II/III component is a borrowed, or a pool part, the system must be downgraded to not CAT II/III. When the part is replaced with a Company part by an Authorized mechanic, the aircraft may be returned to CAT III status. If the mechanic is not CAT II/IIII Authorized, the aircraft remains Check CAT III until checked by an Authorized mechanic or by a CAT III landing in better than CAT II weather conditions.
2. Logbook entries are required and Maintenance Control must be notified. The Maintenance Controller
must notify Dispatch of the change in status. CAT A DEC 2011
FOR TRAINING ONLY
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3. Following a successful CAT III approach the flight crew will tick the appropriate boxes on the log page.
The mechanic will then make an entry in the corrective action section of the log page that the aircraft is returned to CAT III status, following which all 3 Check CAT III placards will be removed. The maintenance Controller will then notify Dispatch of the change in status.
4. Interchange of similar components of autopilot channels L, C and R CAT II equipment listed in CAT II/III
Equipment List should not be carried out whenever possible during rectification of troubleshooting of Autopilot defects. If interchange of similar components is carried out for troubleshooting purposes each component must be returned to its original positions and operational tests must be performed for all the affected autopilot channels to ensure serviceability. Self-tests need also to be performed on all those components affected.
Placards
FIGURE 4.R.3 CAT III LABLES
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