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Your access category is not limited to round access. It determines your maximum speeds, maneuvering airspace and obstacle clearance on approach as well as missed approach. It is always based on your maximum certificated landing weight, although this can be changed with a manufacturer-approved maintenance log action. The speed used could be different between ICAO and USA. FAA, depending on the aircraft.
Aircraft Approach Categories
The US FAA used to subscribe to a dangerously narrow circular approach zone that killed and will kill again if you don't understand the problem. (See Circling Approach Area for more.) The Air China 129 case is where a Boeing 767 attempted to circumvent TERPS standards at the time and ended up losing the plane and 129 lives. TERPS standards have since changed, but many US traffic procedures have not.
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So what's the bottom line here? You need to understand exactly what your plane's traffic capacity is, what the right access category is, when you can change it and what all of this gives you for a particular airport.
, and the maximum certificated landing mass are the values established for the aircraft by the certification authority of the country of registry.
Based on the placement of a comma in the settlement. The debate raged for decades, but the FAA finally provided some clarification in 2013:
1.4.1 Aircraft performance has a direct impact on the airspace and visibility required for the various maneuvers associated with the conduct of instrument approach procedures. The most important performance factor is aircraft speed. Therefore, typical aircraft categories have been established.
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1.4.2 The criterion considered for classifying aircraft into categories is the indicated speed at threshold (Vst).
These speeds are the same as those used in the United States, but the criteria are slightly different. If you have V
While the speeds used to determine approach categories are based on the maximum certificated landing weight, the maximum speed actually used for an approach may be different. But does it have to be different?
A pilot must use the minimums corresponding to the category determined during certification or higher. Helicopters may use Category A minima. If it is necessary to operate above the upper limit of the speed range for the aircraft category, the higher category minima must be used. For example, an aircraft that falls into Category B, but circles to land at a speed of 145 knots, must use Category D approach minima. As a further example, an aircraft (or category A helicopter) flying at 130 knots on a straight-in approach must use the approach category C minima. See the following category limits:
Enr 1.5 Holding, Approach, And Departure Procedures
When I was flying, the rule was that if you fell within the speed range of the next category, you had to move to the next category. It is no longer a "must" but now it is a "must".
NOTE−VREF in the above definition refers to the speed used to establish the landing distance approved under the airworthiness regulations forming the basis for type certification of the airplane, whether that speed for a particular airplane is 1.3 VSO, 1.23 VSR or something higher. speed necessary for an aircraft to be steerable. This speed, at the maximum certificated landing weight, determines the lowest usable approach category for all approaches, regardless of the actual landing weight.
In the United States, the maximum speed to determine the access category is also the maximum maneuvering speed. If the pressure altitude, winds, temperature or any other factor force you to increase your maneuvering speed, your turning radius increases and obstacle clearance is no longer guaranteed. You should increase your access category.
While the speed ranges used to determine an aircraft's approach category are identical to 14 CFR 97.3, ICAO Doc 8168 PANS-OPS Vol 1 §4, ¶1.3.5, the maximum speed allowed for visual maneuvering is significantly higher. Additionally, speed ranges are specified for other segments of the approach. While it is true that the authorized speeds are higher, the circling approach is also more important.
Aircraft Exterior Lighting
If you have vertical guidance and are performing a PA or BARO NAV approach, the maximums are listed as follows:
We used to say that you can move your category up, but never down. Alas, that's not really true. In the case of the T-38, we considered ourselves Category E unless we were light enough to be Category D. Not so long ago most Gulfstreams had service changes aircraft that allowed the
Just turn a poster in the cockpit to magically change from Category D to Category C. The FAA has taken off and those days are over. Now, for us civilians, there is only one recognized method to downgrade access categories.
The FAA allows operators to legally reduce the maximum certificated landing weight of an aircraft, allowing them to downgrade to a lower approach category. This is not something a pilot can do, it requires maintenance of logbook actions. In the case of the G450, for example, Gulfstream Aircraft Service Change 007 must be installed. Once this is done, the aircraft's maximum landing weight increases from 66,000 pounds. up to 58,500 pounds. and the aircraft becomes Category C. To undo this action, the ASC must be legally removed from the aircraft by a logbook action. Some would say that even the paper from ASC 007 has to be physically removed from the plane.
Safely Flying Non Precision Instrument Approaches
Gulfstream G450 Aircraft Service Change 007C, Maximum Gross Landing Weight, 58,500 lbs, Category C, Supplies, October 26, 2011
ICAO Doc 8168 - Operation of Aircraft - Flight I - Flight Procedures, Procedures for Air Navigation Services, International Civil Aviation Organization, Sixth Edition, 2018
Please Note: Gulfstream Aerospace Corporation has no affiliation or connection with this website, and Gulfstream does not review, endorse or endorse any content included on the website. Accordingly, Gulfstream is not responsible for your use of any material or information obtained from this website. According to FAR 97.3, an aircraft's approach category is based on a published speed called Vref. This is the approximate speed to make a stabilized final approach. When Vref is not specified for an airplane (which is the case for most light airplanes), Vref is 1.3 X Vso, which is the stall speed of the airplane in the landing configuration.
If your aircraft is certified "Category A", this does not mean that you must always use Category A minima. According to AIM 5-4-7 (b), if it becomes necessary to fly faster than the published category of the aeroplane, the minima of the higher category must be used. The paragraph explains "As a further example, a Category A airplane (or helicopter), operating at 130 knots on a straight-in approach, should use the approach Category C minima."
Vfr And Ifr Flight Plans
In years past, the AIM suggested that pilots select direct minima based on the certified approach category of the aircraft flown. This is no longer the case.
Today, everything is based on your indicated flight speed (turning and direct). This upgrade makes sense because higher minimums correspond to higher speeds. As you fly faster, you have less time to react to a missed approach as you get closer and closer to the ground. Higher minimums give you a higher safety margin when flying fast.
There is nothing more frustrating than being stuck flying a 10 or 20 mile ILS leg at approach speed in a light single engine aircraft. You can feel like you're hovering, and the long wait causes many pilots to fly much faster than their light aircraft's "normal" approach speed.
But, there are several reasons why it's a good idea to fly at your recommended airspeed on final approach. First, you develop good habits for the future. If you plan to fly a larger plane, slowing it down can be difficult. If you fly too fast in a jet (and even a fast propeller) on final approach, you're much more likely to overshoot your landing.
Aircraft Holding Procedures, Explained
Another reason to fly the correct approach speed on final is that you have a better chance of descending from the MDA to the runway on a non-precision approach. The faster you fly, the harder it is to make a safe descent when approaching the runway. Higher descent rates are
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