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The aim of this paragraph is to present the operational demonstration process and to assist the operator to plan an initial proving program.
3.6.1 SUCCESSFUL APPROACH AND LANDING
The authority will take into account flight reports or recordings and the resulting approach/landing success rate. It is necessary to know the applicable definition of a successful approach or landing.
The following definitions of a successful approach an landing has been established, making use of JAR OPS 1 and JAR AWO.
Definition of a successful approach
An approach is considered to be successful if:
*
 from 500ft to start of flare -speed is maintained within ± 5kt disregarding rapid fluctuations

due to turbulence
-no relevant system failure occurs

*
 from 300ft to DH -no excessive deviation occurs -no centralized warning gives a go-around order

Definition of a successful landing
An automatic landing is considered to be successful if:
.  no system failure occurs
.  no flare failure occurs
.  no decrab failure occurs
.  mainwheel touchdown occurs between 150m (500ft) and 750m (2500ft) from runway threshold, assuming a normal GS antenna location
.  nosewheel touchdown occurs within 8m (27ft)of runway centerline
.  touchdown vertical speed does not exceed 360ftlmin
.  bank angle at touchdown does not exceed 7 degrees
.  pitch angle does not exceed to maximum value for a safe tail clearance
.  rollout lateral deviation does not exceed 8m (27ft)
.  no rollout failure occurs.
The specified speed limits, sink rate limit and bank angle limit can be found in JAR-AWO 131,231 & ACJ AWO 231.
For other national applicable definitions, the operator will refer to his own regulation, if any, or refer to the following documents: AC120.29 (FAA), French Decision of 2 June 1975 (DGAC), or ECAC Doc n°17.
Note:  Generally, unsuccessful approaches due to particular ATC factors,ground facility difficulties, or some other specific reasons may be excluded from the data alter analysis if sufficient proofs are provided.
A non-exhaustive list of those factors is provided here-below .
ATC factors
. The flight is vectored too close in for adequate localizer and glide slope capture . Lack of protection of ILS critical areas. . ATC request to abandon the approach or . Other reasons.
Ground facility difficulties:
. ILS beam irregularities caused by other aircraft taxiing . ILS beam irregularities caused by other aircraft overflying the antenna . Other reasons.
3.6.2 DATA COLLECTION
The operator must provide crew flight reports or automatic flight recordings duringall the operational demonstration. According to the JAA, automatic flight recordings must be provided in addition to crew reports for operations with DH below 50ft (15m). Each authority provides the list of data to be recorded. The following list of the JAR-OPS can be used as reference. In addition, to assist the operator when developing his own crew report form, one form developed and used by one major airline is given in the next page. An extract of an automatic recording is also given hereinafter.
　
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