737 800W Cat C or D
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737 800W Cat C or D
Slightly confused.
It says;
VAT —Speed at threshold based on 1.3 times stall speed in the landing configuration at maximum certificated landing mass
MCLW but what if you are 60t landing weight flaps 30 vref is 142kts, would that make you CAT D
OR, is it based on Flaps40 the most restrictive...
It says;
VAT —Speed at threshold based on 1.3 times stall speed in the landing configuration at maximum certificated landing mass
MCLW but what if you are 60t landing weight flaps 30 vref is 142kts, would that make you CAT D
OR, is it based on Flaps40 the most restrictive...
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We use CAT C on our 738s, same as on the 700. I believe that is the case in all of EASA land, however it is apparently the reason that flaps 15 cannot be used as normal landing flap setting, only as non normal one. From what i heard under FAA rules you can switch between C and D and use flaps 15 as well.
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Indeed,flaps 15 is allowed as normal flaps setting under FAA rule.
However think the FAA only allows switching from C to D and not from D to C.
If you land at max landing weight on a 900 at flaps 40,vref will be 142kts(above 141)...hence 900 are normally cat D.
In that scenario,landing at 60 T,and a vref of lets say 135,you are still a cat D.
If you fly an approach on a cat C(800),you have flaps problem and your Vref is now above 141,then as PIC you may use higher minima(catD)...
There are max speed for circling and intermediate missed approach for each "category" and should be reviewed in NN conditions.
However think the FAA only allows switching from C to D and not from D to C.
If you land at max landing weight on a 900 at flaps 40,vref will be 142kts(above 141)...hence 900 are normally cat D.
In that scenario,landing at 60 T,and a vref of lets say 135,you are still a cat D.
If you fly an approach on a cat C(800),you have flaps problem and your Vref is now above 141,then as PIC you may use higher minima(catD)...
There are max speed for circling and intermediate missed approach for each "category" and should be reviewed in NN conditions.
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Much appreciated, and suppose its down to each operator with what they choose.
In that scenario,landing at 60 T,and a vref of lets say 135,you are still a cat D.
Is this for a 800W?
In that scenario,landing at 60 T,and a vref of lets say 135,you are still a cat D.
Is this for a 800W?
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I believe the 737-800 is CAT C, at least in europe. However, the 900 seems to be in Class D. In a non normal case you might be better off using CAT D minima though as flaps 15 in a fail passive airplanes is the usual non normal configuration (fail operational ones can still use flaps 30 single engine and flaps 30 is required for autoland). However that isn't required by SOPs as far as i'm aware, but is rather a "technique" or "airmanship" item.
The 900 seems to be CAT D, which is actually in line with the A321 as the stretched variant that is CAT D as well, whereas the smaller ones are CAT C.
The 900 seems to be CAT D, which is actually in line with the A321 as the stretched variant that is CAT D as well, whereas the smaller ones are CAT C.
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Ok so CAT C for the 800, unless you have flap malfunction which you will then use higher CAT D mins.
This is in the RYR student line training doc...
NOTE; When the reported crosswind exceeds 10 kts, CAT D Circling minima must be used.
This is in the RYR student line training doc...
NOTE; When the reported crosswind exceeds 10 kts, CAT D Circling minima must be used.
