Landing Minima, Speed, and Aircraft Classification
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Landing Minima, Speed, and Aircraft Classification
I would be delighted if one or more of our experienced pilot colleagues with European legislation knowledge can confirm the correct answer to this question, please?
Scenario: Aircraft is classified as class C, for example, for landing purposes and the Captain would normally observe the minima applicable to a Class C aircraft for landing. However today he is landing considerably faster, due to inoperative flaps or he is on an emergemcy return to airport of departure and landing over max certified landing mass or other such reason.
Question, if landing speed would be in the Class D speed range, must the Captain observe the Class D mimina even though he is flying a Class C aircraft?
I can find FAA position on this but can't find European position.
The correct answer and even better the relevant reference would be greatly appreciated.
Many thanks & happy new year to all!
Scenario: Aircraft is classified as class C, for example, for landing purposes and the Captain would normally observe the minima applicable to a Class C aircraft for landing. However today he is landing considerably faster, due to inoperative flaps or he is on an emergemcy return to airport of departure and landing over max certified landing mass or other such reason.
Question, if landing speed would be in the Class D speed range, must the Captain observe the Class D mimina even though he is flying a Class C aircraft?
I can find FAA position on this but can't find European position.
The correct answer and even better the relevant reference would be greatly appreciated.
Many thanks & happy new year to all!
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There should be no change in the category, see EU-OPS, Appendix to OPS 1.430 (c), Aeroplane Categories (b) (2) The category defined for a given aeroplane shall be a permanent value and thus independent of the changing conditions of day-to-day operations
BTW, what does FAA say about that?
BTW, what does FAA say about that?
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AFAIK, you use the category for the speed at which you fly. Approach categories are designated so you have the appropriate terrain and obstacle clearance when performing approach and missed approach maneuvers. If you fly faster, your turn radius increases, so you need the clearances based on the higher speed.
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Landing minima, Speed & Aircraft Class
Thank you for the answers so far to my question.
The FAA states that whilst the aircraft class is set and does not change, the minima to be used if operating at speeds relating to a higher class are the minima applicable to that higher class e.g. a Class C aircraft operating at class D speeds would operate to Class D minima. (See FAA-H-8261-1A Instrument Procedures Handbook - Section 5 Page 7)
This makes sense to me as higher speed means larger turn radius (as was pointed out) and also at a higher speed the aircraft will sink further during the time between inputting power for a Missed-approach and actually beginning to climb, so a higher DA/DH, MDA/MDH should be appropriate.
However, what I actually want if possible is to know what the European rules say; not about Aircraft Classification, which we all agree is set once and for all time, but about adjusting which minima are to be used based upon speed rather than solely upon classification.
Once again all comment greatly appreciated.
The FAA states that whilst the aircraft class is set and does not change, the minima to be used if operating at speeds relating to a higher class are the minima applicable to that higher class e.g. a Class C aircraft operating at class D speeds would operate to Class D minima. (See FAA-H-8261-1A Instrument Procedures Handbook - Section 5 Page 7)
This makes sense to me as higher speed means larger turn radius (as was pointed out) and also at a higher speed the aircraft will sink further during the time between inputting power for a Missed-approach and actually beginning to climb, so a higher DA/DH, MDA/MDH should be appropriate.
However, what I actually want if possible is to know what the European rules say; not about Aircraft Classification, which we all agree is set once and for all time, but about adjusting which minima are to be used based upon speed rather than solely upon classification.
Once again all comment greatly appreciated.
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Quote from FAA-H-8261-1A
I thought it might make it easier if I pasted in a quotation from the FA document:
Pilots are responsible for determining if a higher approach category applies. If a faster approach speed is used that places the aircraft in a higher approach category, the minimums for the appropriate higher category must be used. Emergency returns at weights in excess of maximum certificated landing weight, approaches made with inoperative flaps, and approaches made in icing conditions for some airplanes are examples of situations that can necessitate the use of a higher approach category minima.
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If a faster approach speed is used that places the aircraft in a higher approach categ
I've never been briefed about this on a take-off brief, so i'm guessing the category doesnt change regardless.
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As Z-562F states, the classes and the relevant speeds are given in EU-OPS (although they are not solely EU speeds/classes - see EU-OPS, Appendix to OPS 1.430 (c), Aeroplane Categories (b) (2)
The classification is part of the aircraft type's certification and is not something which is varied on a flight by flight basis. The minima found on approach plates e.g. Jepessen are given in terms of aircraft class and so one should know one's aircraft class in order to prepare appropriately for landing, or indeed to prepare properly to commence a flight in the firts place!
Whilst FAA and EU seem to agree on the same aircraft classes / speeds, and that the original aircraft classification does not change on a flight by flight basis. However, FAA certainly says that if circumstances mean that your aircraft is landing significantly faster i.e. at a speed usually applicable to the class above then, for that landing the minimums applicable to the higher class should be be applied. It seems also that EU-OPS states that the minima of the original classification should be adhered to.
Have a look at both the FAA and EU-OPS references given above.
I hope that this helps!
The classification is part of the aircraft type's certification and is not something which is varied on a flight by flight basis. The minima found on approach plates e.g. Jepessen are given in terms of aircraft class and so one should know one's aircraft class in order to prepare appropriately for landing, or indeed to prepare properly to commence a flight in the firts place!
Whilst FAA and EU seem to agree on the same aircraft classes / speeds, and that the original aircraft classification does not change on a flight by flight basis. However, FAA certainly says that if circumstances mean that your aircraft is landing significantly faster i.e. at a speed usually applicable to the class above then, for that landing the minimums applicable to the higher class should be be applied. It seems also that EU-OPS states that the minima of the original classification should be adhered to.
Have a look at both the FAA and EU-OPS references given above.
I hope that this helps!
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Your question is rather interesting, It gets Worse. I've been thinking about it for two days, but haven't found an answer yet.
Would you or someone else, by any chance, know the exact US provision that requires a change to the higher minimum. I presume such a provision would either exist in the US code of federal regulations or in a FAR.
Would you or someone else, by any chance, know the exact US provision that requires a change to the higher minimum. I presume such a provision would either exist in the US code of federal regulations or in a FAR.
