Nicolas CHARLEMAGNE posted in Air Operations
Hi All
I would like and appreciate your comments about one small bit of AMC1 ORO.FC.105(b)(2);(c) Designation as pilot-incommand/commander.
Sorry if the topic has already been addressed in the past. I just could not find the thread.
The little bit I am talking about is down the AMC at
(b) Aerodrome knowledge......
(3) All aerodromes to which an operator operates should be categorised in one
of these three categories:
(i) category A —
(A) a straight-in3D i nstrument approach procedure with a glide path angle
of not more than 3.5 degrees to each runway expected to be used for
landing;
How do you read and understand the terms " each runway expected to be used for landing" ?
Lets say my airport has a 13/31 Runway . Runway 31 is "equipped" with a straight-in3D instrument approach procedure with a glide path angle of not more than 3.5 degrees. That is the runway which is used 350 days per year. That is the one I expect to use for landing. The other runway,RWY 13, has no instrument approach whatsoever. It is "open" only a few days per year and thus I do not expect to use it .
I know I am tickling the semantic there. But I d like to be sure in assigning this airport to Category A or B.
Sorry for the length of this topic . Looking formward to reading your point of view.
Hi Richard. Nice subject. In my opinion, the mentioned example matches a Category A, considering RWY 31 the only ' expected to be used '.
Hi [~3028], I am with [~51192] here and use a pragmatic approach for categorizing. When you categorize it with the most challenging category you are on the safe side and always able to argue in an audit.
Good point - my opinion: "The expected to be used..."statement, is understood for the conditions and ldg.-direction you can expect to have on a certain day according wind /WX. That could be Cat A on RWY31 and Cat B on RWY13. I guess the more restrictive should categorize the airport generally - even if RWY13 is used only occasionally.
Hi,
we have just updated our airport categorization flow.
So for your example, this airport would be a CAT B for us, unless landing on runway 13 would be prohibited or something like that. But even then, it might be a CAT B for this reason, as this fact should be clear to all involved before dispatch.
So we are looking for a 3D approach to any (suitable) runway, unless it is a VFR only or stuff like that (e.g. the crossing runways at LFSB, EDXW, etc.).
NCC operation only asks for "...an approved instrument approach procedure;...", so 1 VOR/DME approach + circling for the opposite RWY would be sufficient.
But CAT is looking for an "...3D/max 3,5°/straight-in instrument approach ..... to each runway expected to be used for landing;....".
So it does not only specify the instrument approach type, but also requires this for any landing runway.
So, in my opinion, a circling only (or any other than 3D,straight-in) to one landing runway is not sufficient for a CAT A.
Thank you very much Marcelo Marcus Axel and Markus .
Interesting and quite "open" range of opinions.
Marcelo = I like your straight forward statement.It is tempting to follow you.
Marcus (with a C) you are right. = when in doubt the "hard" side of the rule is the safe one.
Axel = There cannot be a CAT A and B aerodrome. So, I guess we are back to the safe (and hard) side with Marcus .
Markus (with a K) = Although this involves more paperwork for us in the future , your explanation is quite convincing;
May be we will get more comments in the coming hours.
Thanks again gentlemen
Not being misunderstood - the more restrictive should categorize the airport generally!
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