Originally Posted by
Check Airman
Originally Posted by
eckhard
It's also an 'American thing'.
A quick look through a major EASA airline's manuals reveals that Los Angeles LAX, Chicago ORD and New York JFK do not allow Cat3B No DH, whereas they do allow Cat3B with a DH.
However, Denver DEN does allow it!
Not sure where you looked, but I just looked at the CAT II/III plated for LAX and ORD, and none of them had a DH associated with any of the CAT III approaches.
Time to make some clarifications in this thread. The post by Ekhard was not written clearly, but I interpret it as saying that LAX and ORD do not have a CAT III approach with a DH but EASA allows CAT III with DH. But then the same post says that Denver allows CAT III with DH. I checked the Denver charts in my Jeppesen manual and I did not see this at all. However, keep in mind that we do not all get the same approach plates from Jeppesen, so if anybody has different, please post. But, I suspect that the CAT III DH thing is only an EASA thing.
Originally Posted by
Mansfield
I realize that few operators allow manual CAT II landings anymore, but that is what the visual references are predicated on. Note that in the States, we now have waivers allowing CAT II approaches with diminished lighting as long as we autoland.
I think this CAT II landing approval without autoland may be what Horizon Air uses on their Dash-8-400 out in Seattle which subject to confirmation, is also, I believe, done with manual throttle. Concerning the requirement for autoland when doing a CAT II reduced visibility approach, this is not accurate. The ops spec I have says that autoland or HUD to touchdown is required.
Originally Posted by
Denti
For france we used a blanket 20ft DH for airbii and 50ft for Boeings. But apparently the french have changed their way and we can now use the normal no DH.
We still have a DH of 14 feet. But, I am reading that from a company manual(which is always subject to being out of date), not official French CAA documentation.
Originally Posted by
eckhard
I looked at the 'Company Specific' minima page for 24R and 25L. On the actual Lido approach charts it gives minima for Cat1 and Cat2. For Cat3 it says, 'Company' and then you have to refer to the Company Specific page. I guess it's an Ops Specs thing but still curious as to why Cat3B No DH would be allowed in a company's Ops Specs for DEN and not for LAX, given that the capability exists at both airports?
This appears to be different than Jeppesen charts I have which show CAT IIIA or B minima for airports in the US. In EU, they only show CAT IIIA and in that case, a company specific page has to be referenced to see if there is even CAT III approval and for the CAT IIIB minima.
[quote=Rick777;9276617]It must be an opspecs thing. I live in Denver and have been based here and LAX well as flying into ORD hundreds of times in A320, 767, and 757. We used an Alert Height of 50 feet for Cat III approaches. It was not a