To err is human, arrogance also
@apate, @SASless: Thank you for politeness and your warm comments. I know very well the EASA Definition of PC-1 to PC-3 and of Cat-A to Cat-C and this might be a little bit earlier than you.
My intention was to explain very simple the complex and voluminously standards of Performance Classes and the procedures due to Categories, also for less experienced and educated pilots or even non-pilots. You really can’t deny the fact or term as "rubbish", if a helicopter is able to OEI HOGE at a certain Gross Weight, it is able within those margins to PC-1, to HHO and to HEC.
So please remember your upbringing and your manners, especially if you are a peer with offshore experience and not only a colleague or fellow.
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P.S. & Question: How do you land safe in the event of failure of the critical engine within the rejected take-off distance if you have performed rejected or vertical takeoff eg. from a tanker having speed ahead or if you are performing HHO or HEC? E.g. marine pilot transfer or SAR missions.
The complete TECHNICAL MANUAL & OPERATOR’S MANUAL FOR ARMY CH-47D HELICOPTER (EIC: RCD) TM 1-1520-240-10 you will find in http://airspot.ru/book/file/1005/CH-47D.pdf
Last edited by AW009; 26th Jun 2016 at 15:37.
Reason: P.S.