Tell me about category II and category III ratings.

[butt]

Whats the deal with category II and III approaches? Just about every big airport I've seen has at least one category II and III ILS. All I know about them is that you have to be authorized to do them, the process of which is spelled out in 61.67/61.68.

The only thing is, you hardly ever hear about people getting this authorization. You'd think having the II and III authorization would be a big resume treat, such as a type rating or a gold seal or something, but I've never seen it mentioned anywhere other than a short blurb in the jepp instrument book.

Do II and III approaches still matter, or have they gone the way of LORAN-C?

[fish314]

Basically the airplane needs to be equiped for it, and the crew needs special training to accomplish them. I never flew an airplane that was capable, but what I've heard is that basically you fly the ILS with the autopilot coupled to the approach. I think in a Cat II you hand fly from the DH (which is usually 100 ft AGL) to land, and in a Cat III the autopilot performs the landing... But don't quote me on that. The cool thing about the Cat III's is that you can fly them in 0/0 weather.

[fish314]

You were asking mostly about the certification, though, rather than the approach themselves. I don't think that there's any special certification for the crew (like anything you'd see on a license, for example). I think it's just that the crew needs to have "training." So that could be anything from performing it a couple times in a simulator to maybe getting a powerpoint briefing on it, I guess. That's probably why you don't really see it bragged about on resumés. Of course this is all third hand stuff that I've "heard". I'll see if I can find something in writing somewheres.

[butt]

Originally Posted by fish314

I think it's just that the crew needs to have "training." So that could be anything from performing it a couple times in a simulator to maybe getting a powerpoint briefing on it, I guess.

According to 61.67, you need a checkride and an oral:

(d) Practical test procedures. The practical test consists of an oral increment and a flight increment.

(1) Oral increment. In the oral increment of the practical test an applicant must demonstrate knowledge of the following:

(i) Required landing distance;

(ii) Recognition of the decision height;

(iii) Missed approach procedures and techniques using computed or fixed attitude guidance displays;

(iv) Use and limitations of RVR;

(v) Use of visual clues, their availability or limitations, and altitude at which they are normally discernible at reduced RVR readings;

(vi) Procedures and techniques related to transition from nonvisual to visual flight during a final approach under reduced RVR;

(vii) Effects of vertical and horizontal windshear;

(viii) Characteristics and limitations of the ILS and runway lighting system;

(ix) Characteristics and limitations of the flight director system, auto approach coupler (including split axis type if equipped), auto throttle system (if equipped), and other required Category II equipment;

(x) Assigned duties of the second in command during Category II approaches, unless the aircraft for which authorization is sought does not require a second in command; and

(xi) Instrument and equipment failure warning systems.

(2) Flight increment. The following requirements apply to the flight increment of the practical test:

(i) The flight increment must be conducted in an aircraft of the same category, class, and type, as applicable, as the aircraft in which the authorization is sought or in a flight simulator that—

(A) Represents an aircraft of the same category and class, and type, as applicable, as the aircraft in which the authorization is sought; and

(B) Is used in accordance with an approved course conducted by a training center certificated under part 142 of this chapter.

(ii) The flight increment must consist of at least two ILS approaches to 100 feet AGL including at least one landing and one missed approach.

(iii) All approaches performed during the flight increment must be made with the use of an approved flight control guidance system, except if an approved auto approach coupler is installed, at least one approach must be hand flown using flight director commands.

(iv) If a multiengine airplane with the performance capability to execute a missed approach with one engine inoperative is used for the practical test, the flight increment must include the performance of one missed approach with an engine, which shall be the most critical engine, if applicable, set at idle or zero thrust before reaching the middle marker.

(v) If a multiengine flight simulator or multiengine flight training device is used for the practical test, the applicant must execute a missed approach with the most critical engine, if applicable, failed.

(vi) For an authorization for an aircraft that requires a type rating, the practical test must be performed in coordination with a second in command who holds a type rating in the aircraft in which the authorization is sought.

(vii) Oral questioning may be conducted at any time during a practical test.

And it all seems pretty involved...

[Cptnchia]

Originally Posted by butt

According to 61.67, you need a checkride and an oral:



And it all seems pretty involved...

It's not really. You just need to demonstrate you can fly it. And the certification is airline & airplane specific. It isn't on your certificate. Just because you are signed off on a 737, you still need to redo the sign off if you switch airplanes. The biggest thing about them is the cost of keeping planes and crews certified. That is why most smaller carriers don't do them.

[calcapt]

Easy ways to remember:

Cat I: Can't see much
Cat II: Can see even less
Cat III: Can't see anything

Landing in Cat II or III conditions is a challenge. Finding the terminal is even tougher though.

[mhcasey]

Originally Posted by calcapt

Easy ways to remember:

Cat I: Can't see much
Cat II: Can see even less
Cat III: Can't see anything

Landing in Cat II or III conditions is a challenge. Finding the terminal is even tougher though.

I asked my Dad about this once and he said by far the toughest part is taxiing in. I had always wondered what those "low visibility taxiing diagrams" were for.