An interesting discussion because it mixes the two concepts of Certification and Operation (as may the S92 RFM); consider this, when an S92 is cruising at 10,000ft with 19 passengers and large amounts of fuel such that it cannot meet a 50ft/min ROC, under what conditions is it operating.
JimL: you're abosolutely correct about the integration of Cert with Ops requirements. Consider this: there is only one FAA operational rule (that I'm aware of) specifically requiring Category-A: Part-133.
When it comes to Cat-A, I think the folks who really "get it" operationally are the Europeans, because they must operate under "Performance Class" concept.
In this regard, I like how the JARs have effectively associated Cat-A with certification, and PC-1/2/3 with Ops (kind of like the difference between VFR and VMC, or IFR and IMC). Since the FAA hasn't adopted the Performance Class concept, Americans tend to forget that operating under Cat-A means three things: (1) you're within WAT limits; (2) you're using the published t/o and landing procedure; and (3) you can meet published obstacle clearance.
Oh, and to answer your question about 10,000': i dont' think it's operating under any conditions, with respect to Cat-A. When you parse the take-off and landing requirements for Cat-A, you'll see that it ends/begins at 1000' above the surface. Boy has performance planning become complicated, when you mix Cat-A/B with IFR!
JohnD: I'll say it again ... nice autos!
