cat ii-iii

ORIGINAL DEC 2011

SAMPLE COVER PAGE

747 CLASSIC – 400 & 767 CAT II / III AWARENESS

REQUIRED-SELF STUDY RECURRENT

T E C H N I C A L O P E R A T I O N S D I V I S I O N MAINTENANCE TRAINING MANUAL

ORIGINAL DEC 2011

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CAT A DEC 2011 FOR TRAINING ONLY 1

T E C H N I C A L O P E R A T I O N S D I V I S I O N

MAINTENANCE TRAINING MANUAL B747-200/300/ 400 AND B767 CAT II - III AWARENESS

747-CLASSIC - 747-400 & 767-300

CAT II / III AWARENESS ORG DEC 11

COURSE CONTENT SUBJECT PAGE CAT II/III AWARENESS Course Content 1 CAT II/III AWARENESS Course Instructions 3 CAT II/III AWARENESS Course Identification 4 Part I – Introduction: Low Approach – Minima Operations 5 Introduction 5 Background 5 Concepts 5, 6 Related Terms 6 Runway & Ground Equipment 7 CAT III Operations Notes 7 Flight Crew Requirements 7 General Maintenance Requirements 7 AutoLand Approach Profile - Picture 8 ILS Approach Profile –Autoland 9 Part II – Atlas Air AutoLand Maintenance – Requirements Atlas Air GMM 10 Purpose 10 Policy 10 Component Identification 10 Category II/III Component Identification CLASSIC 400 & 767 11 CAT II/III (Cockpit) Status Indicator 11 Note Polar use of Placards 11 DDPG/DDG MEL 11 Parts Pooling / Borrowing 11 Classic Aircraft System Checks after – Maintenance 12 CAT II Recertification 12 400 SERIES Aircraft System – Checks after Maintenance 13 CAT III Recertification 13,14 CAT II/III Restrictions (747Classics) 15 CAT II/III Restrictions (747- 400s) 15 CAT II/III Restrictions (767-300) 15

Part III – Polar Air AutoLand Maintenance – Requirements Polar Air GMM 16 Purpose 16 System Serviceability 16, 17 Training Requirements 17 Equipment List 18 Maintenance System 19 Component Identification 19 Placards and CAT II/III Procedures 19, 20 Placards 20 CAT II / III AWARENESS ACKNOWLEDGEMENT FORM 21




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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 Company’s 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 Company’s 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

Atlas Air Inc.

Aircraft Maintenance Training

FAX: 914-697-5091

[email protected]




COURSE IDENTIFICATION

Course Title: CLASSIC/ 767-300 & 400 CAT II/ III AWARENESS Course Code: CAT II –III A Length: 1 Hour Type of Course: REQUIRED-SELF STUDY RECURRENT 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.

CAUTION: THIS IS NOT AN AUTHORIZATION COURSE. THIS IS AN AWARENESS COURSE ONLY.

As with RVSM systems, one must be qualified, trained, certified and authorized

to return-to-service an aircraft for low approach minimums operations without restrictions. If not “authorized,” that is you are not issued a Company “QUALIFICATION Card,” restricted release per the DDG/MEL is required; details are within. Policies and Procedures: [Use of the relative Company GMM is mandatory.]

B747-200/300/ -400F and 767-300 Category II/III AutoLand General Maintenance Manual (GMM) Requirements:

Atlas Air GMM Chapter 4.R.3

Polar Air GMM Chapter 4.R.3

Course Content: Student Guide Exam: Completion of the attached Acknowledgement Form is REQUIRED. This course is Recurrent every 24 months.




Part I INTRODUCTION Category II-III Auto-Land Low Approach Minima Operations This introductory material will provide general background information that is relevant to all Category II and III operations, as required by the FARs for all airlines, aircraft, and flight crews. This is followed by Part II, III, and IV which get into particulars for the company in their respective GMM – the differences have legal significances in our handling and are very important. Sections within the GMM will detail the reference item and page associated with the specific text. The GMM user must ensure that the correct GMM is used for the Company or aircraft in question. A reference page, known as an R page, is located at the end of the chapter in which reference text is mentioned. The following is an edited extract from the Atlas Air and Polar Air Flight Crew and Dispatcher Study Guide, Category II/III Training Supplements. The purpose, here, is not to provide CAT II/III AutoLand training, as such, but to provide an overview for appreciation of the critical nature of maintenance to the related systems. It is a requirement that, as with Reduced Vertical Separations Minima (RVSM), a technician who works on a CAT II Approach AutoLand (B747-200/300F) and/or CAT II/ III AutoLand System (B747-400, B767-300) must be authorized by the Company, and must have received specialized training, in order to return the aircraft to service without restrictions. If you are not specifically trained and authorized by the airline, and issued an Authorization Card, you must not release the aircraft for Autoland operations; the aircraft must be restricted from AutoLand Operations in accordance with the applicable DDG/MEL. LOW APPROACH MINIMA OPERATIONS BACKGROUND CAT I approaches permit a standard ILS approach down to 200’ HAT (Height above Touchdown), which occurs at the Middle Marker Beacon (MM), or 200’ Radio Altitude. This is the Decision Height (DH) whereat the pilot can see the “runway environment” and continue through the landing or, if it is not seen, a Missed Approach is executed. This is the standard ILS approach used by all Instrument Rated pilots: DH is 200’. CAT II operations required policies and procedures that took advantage of existing autopilots and flight director systems (AFDS). These systems were used to guide the aircraft down to a DH of 100 feet. At the DH, it was the Captain’s decision to continue the approach, landing and rollout using the Autopilot. Category III operations (-400) also use Automatic Flight Control Systems, however they are more sophisticated since they are more redundant and have self-test / monitoring capabilities not previously available for the CAT II systems. This redundancy, self-test and monitoring capability also must exist for the ground-based ILS used in CAT III operations. The airborne and ground equipment, when combined with a properly trained flight crew, ( and requiring competent maintenance) allows for approaches to be conducted to visibility as low as zero, however Atlas Air and Polar Air CAT III operations are limited to CAT IIIb minima (300 RVR). LOW APPROACH MINIMA CONCEPTS One way of understanding Category III operations is to look at the differences between them and CAT II. Category III operations are predicated on meeting requirements for Category II for that portion of the approach prior to 100’ HAT, the Alert Height (AH). The following is intended to show the differences, and the additional procedures needed to fly CAT III approaches to an Automatic Landing. CAT II approaches are distinctively different than CAT III approaches in that CAT II requires some visual reference as the aircraft descends to DH. This requires the Captain to make a decision either to land the aircraft (AutoLand 2, or AutoLand 3) or execute a missed approach.




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 crew’s 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. Zero-zero. 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.




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.

CATEGORY III OPERATIONS NOTES On a CAT III approach there are no required visual items that the captain must have in sight in order to continue the approach below Alert Height (AH). The ability to continue the approach below AH is based solely on system operation and whether the captain feels the aircraft AUTOFLIGHT systems are performing properly and that the aircraft is in position to land.

Once the aircraft is established in the final approach segment, the reported RVR can drop below published minimums and the approach can be conducted through AH to a landing. Since there are so few visual cues available in CAT III type weather conditions, the normal visual references required for CAT I and II do not apply to CAT III.

For Fail Operational CAT III, if the Captain is satisfied with the performance of the AUTOFLIGHT systems at AH, the flare, touchdown and rollout maneuvers can be conducted with no minimum visual reference. GENERAL MAINTENANCE REQUIREMENTS ... Let’s be certain that we understand this: See Parts II and III, since GMM requirements for administration and training relative to the Low Approach Minima differ for The Company. Sections within the GMM will detail the reference item and page associated with the specific text. The GMM user must ensure that the correct GMM is used for the Company or aircraft in question.

A reference page, known as an R page, is located at the end of the chapter in which reference text is mentioned All Company and Contracted technical personnel working on our B747/767-300 aircraft must complete this B747-200/300/400F, 767-300 “CAT II/III A” Awareness Course “Read and Sign Training” before working on, or managing, Company B747 Classic, 767-300 and B747-400F aircraft. This does not constitute Release authority for Auto-Land operations.

The purpose of the Awareness Course is to prevent your Airworthiness Release for low approach minima operations of systems that impact either the CAT II Automatic Landing Systems, and/or the CAT III Automatic Landing system capability without the required specialized training. Normal maintenance, repair, and testing per the AMM can be complied with, but the aircraft is restricted from AutoLand operations under low approach minima conditions, unless you have the Authorization Card.




ILS APPROACH - AUTOLAND




Part II Atlas Air -200/300/400F and 767-300 CAT II/III AutoLand

Atlas Air GMM Chapter 4.R.3 B747-Classic/767-300 / 400 Category II/III Auto-land-Maintenance Requirements 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. Component Identification List Atlas Air GMM Chapter 4.R.3 This list indicates the systems involved in AutoLand operations for Classics, as well as B747-400s and B767-300. 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):

Form 4.8.7 CAT II/CAT III Identification Label - Label Q2012




Table 4.R.2 Category II/III Component Identification CAT II (B747 CLASSIC) CAT II/III (B747-400 SERIES) Radio Altimeter Transceiver Integrated Display Unit Attitude Director Indicator (ADI) P/FD Mode Selector Panel Horizontal Situation Indicator (HIS) Control Display Unit Landing Control and Logic Unit Flight Management Computer Landing Control and Rollout Unit Multi Mode Receiver Auto Stabilizer Trim Interface Unit Flight Control Computer Auto Stabilizer Trim Unit Stabilizer Trim/ Rudder Ratio Module AP/FD Mode Selector Panel (P10) VOR/ Marker Unit Flight Mode Annunciator Radio Altimeter Transceiver Radio Altimeter Indicator Windshield Wiper* Autopilot Accessory Box Windshield Air (Defog) System* Autopilot Pitch Computer Window Heat Controller* Autopilot Roll Computer Autopilot Monitor and Logic Unit Marker Beacon Receiver VOR/ILS Navigational Receiver Table 4.R.3 Category II/III Component Identification (767)

CAT II/III (767-300)

Radio Altimeter Transceiver Flight Control Computer Electronic Att Dir (EADI) Thrust Management Computer (TMC) Electronic Horiz Sit Ind. (EHSI) Generator Control Unit Malfunction Display Control Unit ILS / Multimode Rcvr (MMR) Stabilizer Trim / Aileron Lockout Module (SAM) VOR / Marker Unit Inertial Reference Unit (IRU) Windshield Wiper* AP/FD Mode Selector Panel (P10) Window Heat Controller Autoland Status Annunciator 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. Category II/III Status Indicator A Category II/III Status Indicator will be installed in the cockpit to indicate the status of the Category II/III system to flight crews and maintenance personnel. Maintenance will be responsible for setting the CAT II/III Status Indicator to the appropriate position when and as required. 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.




Parts Pooling / Borrowing If a borrowed part is installed in the CAT-II system, the aircraft CAT status may be upgraded in accordance with the B747/767 Maintenance Manual, Chapter 22, “Autopilot System Category –II Maintenance Practices” provided the part is from an authorized vendor, the individual is qualified, authorized, and the required maintenance check is performed. If it cannot be determined at time of installation then the A/C must be downgraded until such time a Cat II certified component can be installed and operational check performed. Notice the “upgrade” is based on you having an Authorization Card, since you do not, the system can be repaired, but the aircraft must be restricted per the DDG/MEL 22-AA. A Polar Air difference is that Pool Parts installed require an automatic downgrade until replaced with a Company components even if you are “CAT II/III qualified.” Recertification Atlas Air GMM Chapter 4.R.3 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. B747 Classic Category II Recertification Aircraft with malfunctioning system/components that are listed in the CAT II (CLASSIC) Category II/III Component Identification has to be resolved in one of the following manners: 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 in ramp-down procedures will perform the ramp-down test for the 747 Classics and return the aircraft to CAT II status. If a qualified Rampdown 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. 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

B747 Classic 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.

C. Flight crews will review the Dispatch Release for CAT status. MEL/DDPG 22-AA will be annotated on the Dispatch Release by Dispatch identifying that a CAT II Rampdown or approach in Localizer only or better

weather minimums is required. Flight crews that perform an Autoland approach above will annotate the AML In the Autoland Data block. Flight crew should refer to the Dispatch Deviations Procedures Guide. If the in-flight Autoland check was successful, maintenance will sign-off the item and clear the CAT II restriction and then rotate the CAT II/III Status indicator to the CAT II position. No further action is required.

D. For each aircraft CAT II continued certification, an Autoland must be performed at least once every twenty eight (28) days or the applicable Aircraft Maintenance Manual test must be accomplished to insure that no dormant failures have occurred. If neither of the above procedures can 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 in the Aircraft Log and defer the item per GMM Chapter 3, restricting the aircraft from CAT II operations per DDPG Item 22-AA.




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). 747-400 and 767-300 SERIES Aircraft System Checks after Maintenance A list of all Category II/III related components can be found in the applicable B747 -400/767-300 AMM chapter 22. Autoland Unique Ground Test/Test #30 for 767-300. References. Maintenance procedures and actions are contained in the referenced tables for Category II/III Systems and/or related components that are replaced or disconnected and moved for troubleshooting. An Autoland Unique Ground Test is not stand alone certification for qualifying and maintaining Cat III Status. A successful Cat III approach in better than Cat II conditions must be performed every twenty-eight (28) days for continued certification. 747-400 Category III Recertification Aircraft with malfunctioning system/components that are listed in the CAT II/III (-400 Series), Category II/III Component Identification, are to be resolved in one of the following manners:

Atlas Air GMM Chapter 4.R.3




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).




MEL 22-AA-1 CAT II / III Restriction Notify Dispatch

“Recertification” requirements from B, below, include requirements for downgrades to CAT I status per DDG/MEL 22-AA. This includes DMI per GMM 3.3.16, a T2003, and notification of MCC and Dispatch. NOTE: You may well have corrected the item, but it requires you to have the Qualified Authorization to release the aircraft for low visibility minima operations. 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. Atlas Air GMM Chapter 4(767-300) C. 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-01 for deferral until an approach to Autoland in CAT I weather minimums can be accomplished.




Part III: Polar Air - 400F CAT II/III Polar Air GMM Chapter 4.R.3 B747-Classic/400 Category II/III Autoland - Maintenance Requirements Purpose B747-400 airplanes are approved to operate auto-land to Category IIIB (CAT IIIB) weather minimum conditions. The Maintenance Manual procedures are written to return the aircraft to CAT IIIB conditions. Any revisions to that manual will require FAA approval. 1. The conditions for CAT III operations are:

(a) No DMI issued against the aircraft may have the note in the Placard section “Placard Required: Not CAT III.”

(b) The airplane must have completed a CAT III approach within the past 28 days. 2. The conditions for CAT II operations are: (a) A DMI issued against the aircraft as “Placard Required: Not CAT III.” (b) The airplane must have completed a CAT II approach within the past 28 days. System Serviceability A. The Autopilot system is downgraded when a “Not CAT II-CAT III” Placard is affixed above the Captain’s 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.




Polar Air GMM Chapter 4.R.3

(b) Logbook entries per Aircraft Log/Deferred Items GMM Chapter 3 and “Placards and CAT II/III Procedures” section at end of this section are required and Maintenance Control must be notified. The Maintenance Control Supervisor must notify Dispatch of the change in status.

(c) After the flight crew completes a successful CAT III approach they will make an entry in the Logbook.

The mechanic will check the C.M.C. for non-flight deck effect faults and if none are found will enter in the corrective action section of the log page that the aircraft has been returned to CAT III status. The mechanic will then remove all 3 PURPLE “CAT III” placards and notify Maintenance Control. The Maintenance Controller on duty will notify Dispatch of the change in status.

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.




CAT II/III Equipment List Polar GMM Chapter 4.R.3 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*)

* For complete list see GMM 4.R.13




Maintenance System Polar GMM Chapter 4.R.3 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. Placards and CAT II/III Procedures A. The autopilot system is downgraded when a “Not CAT III” placard is affixed above both Primary Flight Displays (PFD) because of a malfunction of any of the autopilot channels or failure or any component, as shown in CAT II/III Equipment List. B. When dispatching an airplane with a system that is not CAT III perform the following: Placard the defective system. Install red “Not CAT III” placards on the logbook cover and over both PFDs. C. After the defect has been rectified in accordance with the Boeing B747-400 Maintenance Manual of the Fault Isolation Manual: 1. The placard installed should be removed: a. If the mechanic clearing the defect is certified and qualified to return the aircraft to CAT III status he will make a logbook entry returning the aircraft to CAT III status and remove the 3 “Non CAT III” placards. b. If the mechanic is not certified and qualified to return the aircraft to CAT II status, he will remove the 3 “Not CAT III” placards and replace them with 3 (Purple) “Check CAT III” placards. A logbook entry will be made denoting this change. 2. Logbook entries are required and Maintenance Control must be notified. The Maintenance Controller must notify Dispatch of the change in status.




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 Polar Air GMM Chapter 4.R.3

FIGURE 4.R.3 CAT III LABLES

See B747-Classic/400 Category II/III Autoland- Maintenance Requirements on page 4.23.1.

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