getting to grips with CAT II CAT III operations(37)

曝光台 注意防骗 网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者

If one of these equipments / systems is listed in the airline MEL with associateddispatch conditions, the MEL must clearly indicate that CAT II or CAT III operations are not authorized.
4.3 AUTOMATIC LANDING CERTIFICATION
The objective of this section is to provide a short description of the main requirements to be complied with in order to obtain airworthiness approval of the automatic landing function of the Automatic Flight System (AFS).
4.3.1 REQUIREMENTS
The automatic landing function of the AFS provides automatic guidance and control of the aircraft during approach, landing and roll-out.
This is a mandatory function for all CAT III operations, but it may also be used in weather conditions better than CAT III weather conditions (see § 3.8 above).
The airworthiness requirements applied to Airbus aircraft are in compliance with the following:
. JAR AWO Subpart 1 or previous regulation applicable at the time of certification, and . FAA AC 20-57A.
The methods used to show compliance with the airworthiness requirements have to be agreed by the airworthiness authorities in the certification plan and comprise mainly:
. simulation to assess the performance of the autoland, . a System Safety Assessment (SSA) to assess the impact of the automatic landing function on possible failure conditions (AFS and its sensors), and their probabilities in accordance with the agreed methodology of JAR/FAR 25.1309 and its AMJ/AC, . failure cases assessment on the simulator to verify the above, in particular the worst case failures during automatic landing. . aircraft flight tests are performed to confirm the simulation results or assumptions of the SSA for selected failure cases.
in the following, selected major JAR AWO requirements are described.
4.3.2 TOUCHDOWN PERFORMANCE
JAR AWO 1.3.1 and its ACJ requires that:
.  a simulation by statistical analysis be performed to demonstrate that the exceedance of any of the limits of table 4.1 for the average and limit risk be improbable (for detailed explanation see AWO 131
(c) (1) to (6), . flight tests be performed to confirm the results obtained by
simulation (100 is a typical number of tests performed for a new, non-derived aircraft).
Table 4.1
Average  Limit 
Longitudinal touchdown earlier than a point on the runway 60 m (200ft) from the threshold.  10-6  10-5 
Longitudinal touchdown beyond the end of the touchdown zone lighting, 900 m (3000 ft) from the threshold.  10-6  10-5 
Lateral touchdown with the outboard landing gear greater than 21 m (70ft) from the runway centerline, assuming a 45m (150ft) runway.  10-6  10-5 
Sink rate for structural limit load.  10-6  10-5 
Bank angle such that wing tip touches ground before wheels.  10-6  10-7 
Lateral velocity or slip angle for structural limit load.  10-6  10-5 
　
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