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Aircraft Performance Categories - A, B, C, D  
User currently offlineSkystar From Australia, joined Jan 2000, 1363 posts, RR: 2
Posted (13 years 1 week 4 days 19 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

10 replies: All unread, jump to last
 
User currently offlineRalgha From United States of America, joined Nov 1999, 1614 posts, RR: 6
Reply 1, posted (13 years 1 week 4 days 17 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.

 Big thumbs up



09 F9 11 02 9D 74 E3 5B D8 41 56 C5 63 56 88 C0
User currently offlinePW4084 From United States of America, joined Mar 2001, 291 posts, RR: 0
Reply 2, posted (13 years 1 week 4 days 16 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


User currently offlineSkystar From Australia, joined Jan 2000, 1363 posts, RR: 2
Reply 3, posted (13 years 1 week 4 days ago) and read 32767 times:

Thanks for your responses.

Cheers,

Justin


User currently offlinesaafnav From South Africa, joined Mar 2010, 287 posts, RR: 1
Reply 4, posted (2 years 6 months 1 week 3 days 19 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
User currently offlineMir From United States of America, joined Jan 2004, 21855 posts, RR: 55
Reply 5, posted (2 years 6 months 1 week 3 days 12 hours ago) and read 32767 times:

Quoting saafnav (Reply 4):

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
User currently offlinesmartt1982 From United Kingdom, joined Nov 2007, 225 posts, RR: 0
Reply 6, posted (2 years 6 months 1 week 3 days 11 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?

User currently offlineMir From United States of America, joined Jan 2004, 21855 posts, RR: 55
Reply 7, posted (2 years 6 months 1 week 3 days 8 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
User currently offlinesaafnav From South Africa, joined Mar 2010, 287 posts, RR: 1
Reply 8, posted (2 years 6 months 1 week 3 days 4 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
User currently offlinezeke From Hong Kong, joined Dec 2006, 9229 posts, RR: 76
Reply 9, posted (2 years 6 months 1 week 2 days 14 hours 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
User currently offlinesaafnav From South Africa, joined Mar 2010, 287 posts, RR: 1
Reply 10, posted (2 years 6 months 1 week 2 days 14 hours 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
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