Category B or C aircraft?
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Category B or C aircraft?
I know the topic was already discussed however I would like to bring it up one more time. Looking out for more specific information based on current European regulations.
Obviously we cannot easily change category of the aircraft once its assigned. The question is how should we fly all procedures if we are in configuration or conditions other than normal, like "flaps less than full" or "icing speeds" at weight close to maximum permitted.
Let say, those conditions require to fly B aircraft with speeds higher than permitted for acft cat B. Which minima would we apply in that case?
Should we strictly stick to Appendix 2 to OPS 1.430(c) and apply cat. B minima as independent or is there a legal way to switch to cat. C minima?
Obviously we cannot easily change category of the aircraft once its assigned. The question is how should we fly all procedures if we are in configuration or conditions other than normal, like "flaps less than full" or "icing speeds" at weight close to maximum permitted.
Let say, those conditions require to fly B aircraft with speeds higher than permitted for acft cat B. Which minima would we apply in that case?
Should we strictly stick to Appendix 2 to OPS 1.430(c) and apply cat. B minima as independent or is there a legal way to switch to cat. C minima?
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Applying a greater safety margin where appropriate is the commander's perogative and words to this effect can be found in any JAR OPS compliant ops manual. As cat C minima, if different, will always be more restrictive than cat B there is no legal issue. More importantly, safety and common sense dictate it's a good idea!
Last edited by ATP_Al; 9th Sep 2010 at 08:57. Reason: wording changed
Well, 
legality!
If you are forced to use higher speed than maximum allowed for app category and yet you choose to follow lower cat procedures/minima, you have extreme chance of getting out of protected area and seriously compromising your obstacle clearance.
The aeroplane is perfectly uncaring whether it's certified according to FAA, EASA, DGAC or whoever. At given speed and given bank angle it will have exactly the same turn radius in coordinated turn, no matter whether it was designed by Henneman, Sukhoi or Howard.
Seems that EK Gann's lesson of rule books being only paper didn't make it into ATPL multiple choice questionnaire database.
legality!If you are forced to use higher speed than maximum allowed for app category and yet you choose to follow lower cat procedures/minima, you have extreme chance of getting out of protected area and seriously compromising your obstacle clearance.
The aeroplane is perfectly uncaring whether it's certified according to FAA, EASA, DGAC or whoever. At given speed and given bank angle it will have exactly the same turn radius in coordinated turn, no matter whether it was designed by Henneman, Sukhoi or Howard.
Seems that EK Gann's lesson of rule books being only paper didn't make it into ATPL multiple choice questionnaire database.
Pretty clear I think. If some failure means you can't comply with Cat B speeds and have to operate in the Cat C speed range, then you use Cat C minimums. Flap failure is the most obvious example.
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aircraft categories
hello all,
B737-800 is normally cat C aircraft, so cat C minimas apply, except for a circling approach single engine(avoid this, if at all possible), where cat D minimas apply due to higher Vref speed, needing a larger protected minimum safe area.
Categories, A, B, C or D, depends on Vref at maximum landing weight(B738 mldw = 65.3t) & approach/go-around speeds) eg.
Cat C = Vref between 121 & 141kts from memory.
k.regards,
bm.
B737-800 is normally cat C aircraft, so cat C minimas apply, except for a circling approach single engine(avoid this, if at all possible), where cat D minimas apply due to higher Vref speed, needing a larger protected minimum safe area.
Categories, A, B, C or D, depends on Vref at maximum landing weight(B738 mldw = 65.3t) & approach/go-around speeds) eg.
Cat C = Vref between 121 & 141kts from memory.
k.regards,
bm.
