CATII and CATIII aircrafts??
 

Hi all,
yesterday at work I was surfing on the CFMU system, looking at some flight plans, of the so call biz aviation. I discovered that all the flights that I have watched operate just at CAT 1 minima. My question is: are there any biz jet capable of CAT 2 o 3??
Thanks

Challenger 300 is CAT II capable, Citation Sovereign can get an upgrade via SB to CAT II. There are for sure others that can do II if not III - at least the BBJ´s and ACJ´s methinks

Gulfstream G-IV, Hawker 125-800 CAT II. BBJ / Boeing 737NG CAT IIIA (though new BBJ's out of the factory with new Autopilot config are CAT IIIB) A-320 family CAT IIIB. Aircraft being capable is one thing, getting the approval to do it in the Corporate (non AOC) environment is the challenge...

I'd have thought any type offering an EVS type system has to be at least CAT II capable or it wouldn't be worth it.

Plus there's CAT III airliners used as the basis for business jets too.

The first business airplane to be CATIII qualified was not a jet...it was a Gulfstream One that belonged to the radio/television personality Arthur Godfrey.
It was equipped with dual Collins para visual displays (PVD) that was very similar in operation to the one fitted in HS.121 Tridents, and allowed CATIIIA hand-flown ops.
Godfrey used to talk about it extensively on his radio program in the early 1960's.
Other airplanes were regularly CATII equipped.
For example, I used to fly, many years ago a Fairchild FH-227B that was so equipped, and it worked to perfection.
Dual FD109 flight directors and dual radio altimeters...expensive, but when the weather turned sour, very useful.

Thanks,
so the biggest issue is to get the the approval without an AOC.

I don't know the Falcon 20 but all the Falcons are CAT II and more like the Easy cockpit.

Its not just a matter of the aircraft being CAT II or III, but also the crew training has to be maintained. Somebody remind me of the period, but I know its quite frequent and usually more often than most want to bother with since the need is quite rare.

at least 3 low vis approaches within the last six months, one of which has to be in the aircraft.

You are also required to receive approval from the state of the country that the airport is located in and are intending to perform your low vis approach to and carry a copy of the approval letter onboard. In addition, someone (normally the maintenance organisation) has to manage the percentage reliability of successful landings - a 95% minimum is required otherwise the aircraft will be downgraded.

Falcons with HUD are CAT3B hand flown...
Otherwise CAT2 A/P

yipeeee !


Some germans and italians biz operators are cat 3 or 2....not a lot..

XLS, CL850, Legacy 600 (even CAT III with HUD), Citation X, Falcon 2th can be CATII. Crew training (go to the sim every six months) and maintenance is the major issue.
G550 crews train EVS (HUD on Captain's side) while on recurrent.

Airbus ACJ is cat3B. Also capable of steep approach, over 5 degree ILS
such as Londons City Airport approach.

Also 604's are Cat II.
Unfortunately, even with a HUD, u can not go to CATIIIa, since it is not flight tested.

Lear 60 can fly cat 2 also.

As far as I know it depends on the operators choice. You may find even 747-400 not being CAT II capable ( i.e. Air India till 1999, FRA incident) and there are some southern europe / north african based companys still doing fine with CAT I. It's cheaper for them not to fly or to divert in conditions less than CAT I than to buy and maintain the equipment and keep the crews current on CAT II or even CAT III all the time.

We run our GLEX CATII in and out of the Ukraine. Need it, too, this time of the year. Biannuall training, yes. Maintainance of currency means we'll simulate CATII whenever we have the opportunity.

All new types and most of all jetairplane less than 10 year old are capable of CAT II and large cabin CAT III, only the crew training is a problem. You need to go to sim every 6 months to train on those app and been check, so all operators going to sim once a year are not capable to achieve that requirement. that s all !

http://www.bfu-web.de/cln_009/nn_415...ht_EX002-0.pdf

You may check this link to see what happens when flying CAT III conditions with CAT I equipped a/c and CAT I trained crew- unfortunately it's available only in german.

Hi all,
thanks for your information, very interesting.
I have last question: which are legal bases for the use of the EVS in europe and in the US??

regards