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 Aircraft Performance Categories - A, B, C, D
 Skystar From Australia, joined Jan 2000, 1363 posts, RR: 2Posted Mon Dec 10 2001 05:51:58 UTC (14 years 5 months 2 weeks 5 days 5 hours ago) and read 32767 times:

 Does anyone know what are the definitions for the aircraft performance categories, eg. Cat A, B, C & D? I often see these on approach charts, etc, but don't actually know the definitions for such categories. Basically I look at airliners in Cat C & D. What are the requirements to meet particular categories, etc? Cheers, Justin
 Ralgha From United States of America, joined Nov 1999, 1614 posts, RR: 5 Reply 1, posted Mon Dec 10 2001 07:41:51 UTC (14 years 5 months 2 weeks 5 days 3 hours ago) and read 32767 times:

 Technically they're not preformance categories, they're approach categories. Catagory A = Speed less than 91 knots Catagory B = Speed >= 91 and less than 121 knots Catagory C = Speed >= 121 and less than 141 knots Catagory D = Speed >= 141 and less than 166 knots Catagory E = Speed >= 166 knots (only includes certain military aircraft) The speeds are speeds used for the final visual portion of the approach (straight in or circle to land). An airplane will only fall into one catagory at any one time, but might not always be in that catagory depending on various factors governing the maneuvering speeds of the airplane during this portion of the approach. The approach catagory of an aircraft determines the minimums that will be used for the approach.
 09 F9 11 02 9D 74 E3 5B D8 41 56 C5 63 56 88 C0
 PW4084 From United States of America, joined Mar 2001, 291 posts, RR: 0 Reply 2, posted Mon Dec 10 2001 08:40:53 UTC (14 years 5 months 2 weeks 5 days 2 hours ago) and read 32767 times:

 To augment what Ralgha said, the speeds he listed are based upon 1.3 times the stalling speed of the airplane in the landing configuration at maximum certificated landing weight (1.3VSO in civilian parlance). Reference 14 CFR 97.3 PW4084
 Skystar From Australia, joined Jan 2000, 1363 posts, RR: 2 Reply 3, posted Tue Dec 11 2001 00:46:07 UTC (14 years 5 months 2 weeks 4 days 10 hours ago) and read 32767 times:

 Thanks for your responses. Cheers, Justin
 saafnav From South Africa, joined Mar 2010, 343 posts, RR: 1 Reply 4, posted Mon Jun 11 2012 06:28:45 UTC (3 years 11 months 2 weeks 4 days 5 hours ago) and read 32767 times:

 Sorry to bring up this old thread. Having a discussion at work about the Descend Rates for IFR for different Categories of aircraft. E.g. Cat B 804fpm and 655fpm on the outbound and inbound legs respectively. Where can I find the regulations for this? Regards, Erich
 On-board Direction Consultant
 Mir From United States of America, joined Jan 2004, 22852 posts, RR: 53 Reply 5, posted Mon Jun 11 2012 13:49:16 UTC (3 years 11 months 2 weeks 3 days 22 hours ago) and read 32767 times:

Any more specifics you can provide? It's true that as your approach speed goes up, your descent rate will have to as well in order to maintain a certain glidepath angle. But I've never heard of any blanket regulations on that, nor have I heard of differences in outbound and inbound legs. There might be certain approaches that require a certain descent rate, though.

-Mir

 7 billion, one nation, imagination...it's a beautiful day
 smartt1982 From United Kingdom, joined Nov 2007, 225 posts, RR: 0 Reply 6, posted Mon Jun 11 2012 14:36:53 UTC (3 years 11 months 2 weeks 3 days 21 hours ago) and read 32767 times:

 Is the reason a Boeing 737-800 is normally CAT 3 but for a 1x engine circling it becomes a CAT D. Is this because of the change of circling speed (is this simply the speed the aircraft fly’s the circling manoeuvre?) or another factor?
 Mir From United States of America, joined Jan 2004, 22852 posts, RR: 53 Reply 7, posted Mon Jun 11 2012 17:36:13 UTC (3 years 11 months 2 weeks 3 days 18 hours ago) and read 32767 times:

 Quoting smartt1982 (Reply 6):Is this because of the change of circling speed (is this simply the speed the aircraft fly’s the circling manoeuvre?)

Yup. Not that I'd be very eager to circle in a single-engine situation, particularly to the point where Cat C vs. Cat D would make a difference. Then again, European circling radii are much larger than those in the US - 1.7 miles (Cat C) isn't all that much, even when you've got everything working.

-Mir

 7 billion, one nation, imagination...it's a beautiful day
 saafnav From South Africa, joined Mar 2010, 343 posts, RR: 1 Reply 8, posted Mon Jun 11 2012 21:29:01 UTC (3 years 11 months 2 weeks 3 days 14 hours ago) and read 32767 times:

 I think it is the 'shuttle rates'. When I was on course I remember studying it for the C47TP. Maybe under the heading of Maximum Theoretical Descend Rate? I know for a Cat C aircraft it should be 1 197fpm on the outbound and 755fpm on the inbound leg of the letdown procedure, but can't find anything to prove it. Regards, Erich
 On-board Direction Consultant
 zeke From Hong Kong, joined Dec 2006, 10808 posts, RR: 76 Reply 9, posted Tue Jun 12 2012 11:12:06 UTC (3 years 11 months 2 weeks 3 days ago) and read 32767 times:

 Quoting saafnav (Reply 4):E.g. Cat B 804fpm and 655fpm on the outbound and inbound legs respectively. Where can I find the regulations for this?

That is only for reversals or racetracks, it comes from Table I-4-3-1 in PAN OPS 8168 Vol2

Outbound track
Cat A/B 804 ft/min (245 m/min)
Cat C/D/E/H 1197 ft/min (365 m/min)

Inbound track

Cat A/B maximum 655 ft/min (200 m/min), minimum 394 ft/min (120 m/min)
Cat H 755 ft/min (230 m/min)
Cat C/D/E 1000 ft/min (305 m/min), minimum 590 ft/min (180 m/min)

The maximum descent gradients for the intermediate segment is done with the procedure design, they can go as high as 13.2 % if the speed is kept below 90 kts. The final segment depends on the type of approach, and if it has a FAF or not.

 Quoting Mir (Reply 7): Then again, European circling radii are much larger than those in the US

You mean the FAA TERPS standard is more restrictive than the international ICAO standard.

 Quoting saafnav (Reply 8):I know for a Cat C aircraft it should be 1 197fpm on the outbound and 755fpm on the inbound leg of the letdown procedure, but can't find anything to prove it.

Close, 1197/1000 ft/min or 365/305 is for Cat C. Your numbers would work for a CH47 (Cat H), but not for a C47TP (Cat A).

 We are addicted to our thoughts. We cannot change anything if we cannot change our thinking – Santosh Kalwar
 saafnav From South Africa, joined Mar 2010, 343 posts, RR: 1 Reply 10, posted Tue Jun 12 2012 11:43:17 UTC (3 years 11 months 2 weeks 3 days ago) and read 32767 times:

 Thanks, this is exactly what I was looking for. Sorry for the misconfusion, was talking about the C47TP and then actually referred to the C-130 without saying so. She's a Cat C. I appreciate the help. Erich
 On-board Direction Consultant
 FJATP From United Kingdom, joined Mar 2015, 4 posts, RR: 0 Reply 11, posted Wed Apr 1 2015 01:47:14 UTC (1 year 1 month 3 weeks 3 days 10 hours ago) and read 26218 times:

 Hi Guys My first post on the forum as I found this topic whilst doing a google search. I am posting this just in case anybody does what I did and confuses the two different types of information. I have copied below the frequent confusion between classes and categories, take a look: We have Aeroplane PERFORMANCE CLASSES - CLASS A (multi-engine JETs and some Turboprops( > 5700kg or > 9 seats) CLASS B (small propellor) CLASS C (large reciprocating engine -propellor) Then we have Aeroplane Approach CATEGORIES (by approach speed) A Less than 91 kt B From 91 to 120 kt C From 121 to 140 kt D From 141 to 165 kt E From 166 to 210 kt (Taken from Bristol Ground School Forum) Regards FJATP
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