GoAround requirements for CAT II
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GoAround requirements for CAT II
Hello everybody!
We have a range of go-around speeds (1.23-1.41 Vs) for normal approach (CAT I and others). Is it applicable for CAT II?
The entries are the same but the approach type.
Is it software or flight limitation?
We have a range of go-around speeds (1.23-1.41 Vs) for normal approach (CAT I and others). Is it applicable for CAT II?
The entries are the same but the approach type.
Is it software or flight limitation?
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my only guess would be for some odd reason go-around gradient is calculated for an earlier go-around in one case because CATII means very low level go-around.
on the other hand it does not make sense because a bounced landing also means go-around.
so below 200ft or so you are committed to land
on the other hand it does not make sense because a bounced landing also means go-around.
so below 200ft or so you are committed to land
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Presumably because the GA, for the calculations not CAT2, assume a GA at DA for normal Cat 1 approach (presumably 200') and you would therefore make the 5% gradient for the GA.
In the CAT 2 case the GA from the CAT 2 DH (of presumably about 100' RA) the aircraft will not make the 5% GA gradient, so a lighter weight is required to make the 5%.
In the CAT 2 case the GA from the CAT 2 DH (of presumably about 100' RA) the aircraft will not make the 5% GA gradient, so a lighter weight is required to make the 5%.
my only guess would be for some odd reason go-around gradient is calculated for an earlier go-around in one case because CATII means very low level go-around.
on the other hand it does not make sense because a bounced landing also means go-around.
so below 200ft or so you are committed to land
on the other hand it does not make sense because a bounced landing also means go-around.
so below 200ft or so you are committed to land
I still don't see where the OP gets the 5% grade.
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(and thanks for a qualified answer i just guessed because no one else answered)
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Presumably because the GA, for the calculations not CAT2, assume a GA at DA for normal Cat 1 approach (presumably 200') and you would therefore make the 5% gradient for the GA.
In the CAT 2 case the GA from the CAT 2 DH (of presumably about 100' RA) the aircraft will not make the 5% GA gradient, so a lighter weight is required to make the 5%.
In the CAT 2 case the GA from the CAT 2 DH (of presumably about 100' RA) the aircraft will not make the 5% GA gradient, so a lighter weight is required to make the 5%.
FlySmart doesn't have an option to insert CAT III, so i don't think if the manufacturer wouldn't take it into consideration