CAT II Minimums on a CAT I Approach

On Wed, 23 Jul 2003 18:19:46 GMT, Ryan Ferguson wrote:

Basically you can apply for Cat II authorization at Cat II runways with
'standard' avionics equipment (i.e. your normal GA spamcan) and a waiver
for Cat II authorization on Cat I approaches. FAR 91.193 is the reg that
states the FAA may grant authorization to 'small aircraft' for deviation
from 91.189, 91.191, and 91.205(f).

The FAA has granted authorization to both Part 91 and Part 125 operators to
use less than standard minimums on CAT I ILS's. A few years ago, when I
went through the CAT II authorization process in my Mooney, my recollection
was that this was not possible for my a/c. If I recall correctly, the
issue was that the various waivers were authorized to be issued for my
performance of CAT II approaches at CAT II runways. However, there was no
similar waiver authority to allow special CAT I minimums with the equipment
I had in my a/c.


The authorization and/or waiver only applies to a certain pilot in a
certain aircraft. There are some slightly different currency
requirements, and gaining the authorization/waiver requires a flight
check in the specific aircraft for which the authorization/waiver is
sought.

The flight check is done with a fed onboard and uses the instrument
rating PTS, but always includes at least a two-engine ILS to Cat II
minimums and a single-engine ILS with a single-engine missed approach.

Before you even go flying, the Fed's also do an inspection of the aircraft
to ensure that all the equipment requirements are met.

At least in a single engine a/c, the minimum required flight check consists
of only two approaches -- one to a full-stop; one to a missed approach with
a DH of 100' AGL. Of course, the FAA examiner is always looking at you for
attitude and general flying ability anyway. In a multi-engine approach,
there is a requirement to do a single engine missed approach with the
critical engine set at idle or zero thrust before reaching the middle
marker.


In addition, the standard for flying the approach is no more than 1/4 scale
deflection of either LOC or GP needles. That may be more rigorous than the
Instrument PTS, but I don't have that information handy.


I find the whole thing quite intriguing, really.

It was an interesting experience.


Ron (EPM) (N5843Q, Mooney M20E) (CP, ASEL, ASES, IA)

"Ron Rosenfeld" wrote in message
...

use less than standard minimums on CAT I ILS's. A few years ago, when I
went through the CAT II authorization process in my Mooney, my
recollection

Just curious.. .did you do this as a training exercise or because you
intended to use these privileges?

Do you keep the privileges up?

Did you ever actually land when weather was less than Cat I minimums?


--
Richard Kaplan, CFII

www.flyimc.com

On Thu, 24 Jul 2003 03:23:38 GMT, "Richard Kaplan"
wrote:

Just curious.. .did you do this as a training exercise or because you
intended to use these privileges?

Both -- I was looking for a challenge. It certainly made flying a CAT I
approach a piece of cake.


Do you keep the privileges up?

I did for a number of years when I was based at ASH. I haven't in the past
few years since being based at EPM


Did you ever actually land when weather was less than Cat I minimums?

Just once. But more importantly, I was able to depart BGR on a flight to
BOS when BOS was closed to a/c unless they were authorized for an RVR of
1200.



Ron (EPM) (N5843Q, Mooney M20E) (CP, ASEL, ASES, IA)

Ron Rosenfeld wrote:

The FAA has granted authorization to both Part 91 and Part 125 operators to
use less than standard minimums on CAT I ILS's. A few years ago, when I
went through the CAT II authorization process in my Mooney, my recollection
was that this was not possible for my a/c. If I recall correctly, the
issue was that the various waivers were authorized to be issued for my
performance of CAT II approaches at CAT II runways. However, there was no
similar waiver authority to allow special CAT I minimums with the equipment
I had in my a/c.

Very interesting. So if I understand this correctly (and maybe I don't,)
you're saying that you obtained authorization for CAT II approaches, but no
waiver for CAT I minimums with the equipment on-board your Mooney? If so,
which required equipment were you lacking?


Before you even go flying, the Fed's also do an inspection of the aircraft
to ensure that all the equipment requirements are met.

What are the equipment requirements?


In addition, the standard for flying the approach is no more than 1/4 scale
deflection of either LOC or GP needles. That may be more rigorous than the
Instrument PTS, but I don't have that information handy.

It is... the instrument rating PTS allows no more than 3/4 scale deflection on
the final approach segment of the ILS.

It was an interesting experience.

Like Richard, I am curious as to why you decided to do this and what, if any
utility you've gained from the Cat II authorization you were granted. I've
tossed the idea of pursuing this around for a little bit - mainly just for the
challenge and learning experience.

-Ryan

On Thu, 24 Jul 2003 04:03:16 GMT, Ryan Ferguson wrote:



Very interesting. So if I understand this correctly (and maybe I don't,)
you're saying that you obtained authorization for CAT II approaches, but no
waiver for CAT I minimums with the equipment on-board your Mooney? If so,
which required equipment were you lacking?

You understand correctly. Required equipment includes an autopilot
approach coupler, HUD or FD system that provides guidance to DH. While
this stuff is also "required" for CAT II operations, one can obtain a
waiver for a CAT A a/c under Part 91. There is no similar authority to
obtain a waiver for special Cat I minima.



Before you even go flying, the Fed's also do an inspection of the aircraft
to ensure that all the equipment requirements are met.

What are the equipment requirements?

Unfortunately, it's not easy for me to do a cut and paste because of the
columns in the pdf document. But you can find 8700.1 on the FAA web site.
Look in Volume 2 Chapter 59 and that info is there. Any well-equipped GA
a/c should probably qualify. On my airplane, I had to add an alternate
static air source. I also had to adjust the rigging of my flaps as the a/c
tended to turn enough to one side that I had difficulty flying that last
100'. I never noticed it flying CAT I approaches.



In addition, the standard for flying the approach is no more than 1/4 scale
deflection of either LOC or GP needles. That may be more rigorous than the
Instrument PTS, but I don't have that information handy.

It is... the instrument rating PTS allows no more than 3/4 scale deflection on
the final approach segment of the ILS.

It was an interesting experience.

Like Richard, I am curious as to why you decided to do this and what, if any
utility you've gained from the Cat II authorization you were granted. I've
tossed the idea of pursuing this around for a little bit - mainly just for the
challenge and learning experience.


For me it was mostly the challenge and learning experience. But it did
give me additional confidence, skill and some added utility.


Ron (EPM) (N5843Q, Mooney M20E) (CP, ASEL, ASES, IA)