PPRuNe Forums - Approach category

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- - Approach category (https://www.pprune.org/tech-log/666267-approach-category.html)

The URL looks strange but it is valid.

After reading that presentation I did not understand why TERPS would be applicable in Korea. I'm even more confused after reading this -

https://aim.koca.go.kr/eaipPub/Packa...1.5-en-GB.html

It’s a legacy of the Korean War and its aftermath. The US FAA have always done the procedural design. For a long time, did the flight checking.

Quote:

Originally Posted by galaxy flyer (Post 11893462)

It’s all minutiae and exam trivia until it’s not…. Air China 129 circling at Busan, Korea.
.

There was so much wrong with that flight that you can’t blame it on the subject at hand.

Yes, there were lots of failures and contributing factors, one of which is the differences between PANS-OPS and TERPS circling protected areas. I was responding to a post saying “it’s all trivia and minutiae” but it’s that trivia that kills. And it’s always an edge case.

Quote:

Originally Posted by West Coast (Post 11892213)

If you’ve ever argued with a pilot, you know opinion doesn’t go as far as a solid reference, if one exists. As such seeking out a reference regarding at what point does one become governed by a particular approach category.

EASA CAT OP.MPA.320

It is an aeroplane category, not an approach category. And the most important thing to understand is that it is based on a speed at the maximum certified landing mass. So there is no "debate" on which speed becomes governing, it is a fixed speed that defines a fixed aeroplane category. These approach categories should be defined in your OM A.

It is different when you talk about circle-to-land procedures, as these have "boundaries" based on certain speeds. This is where operating procedures come into effect, as it is up to the company to define approach procedures that ie limit the aircraft speed to stay within certain boundaries. That is why ie on a go-around, there is no acceleration and it might be mandatory to stick to certain flap settings to stay within the specified speed range while climbing before moving out of the protected area.

The 737 I operate is class C for a normal IFR approach, however for circle-to-land, it might evolve into a class D aircraft operation if we end up flying higher speeds during the approach procedure.