T/O Mins. Quest.

stoki said:
How long is it valid for, a SPECI is valid for up to 2 hours. In that case I assume a METAR is valid only for that 1 hour till a new one comes out, yes?
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Where did you get the 2 hours figure? A valid time on a METAR strikes me as meaningless--it's not a forecast, it's an observation. It's only guaranteed accurate for about 1 second.
 
tgrayson said:
Where did you get the 2 hours figure? A valid time on a METAR strikes me as meaningless--it's not a forecast, it's an observation. It's only guaranteed accurate for about 1 second.
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Yea, thats right. A METAR as well as SPECI should one come out is an observation, and could change from one second to the next. So it is only valid at the time it was issued. I guess what I was refering to is a trend, that you sometimes see added to the end of a METAR, or SPECI. The "BECMG" part of it. I guess that is what I was refering to is the "trend" section on a METAR, not that the SPECI is valid for a certain period of time, but the trend. Just cleared that up I guess after looking at it a little more, got myself confused for a second.
 
Re: T/O Mins. Quest. + TDZ quest.

stoki said:
Hey guys, I was just looking over a gouge and one of the things that someone posted came up on the written was "Takeoff mins for category B".

Is there such a thing as take-off mins for a Cat. aircraft?? I thought those were aircraft approach categories? I know for T/O mins. Unless otherwise posted is 1 mile for 1 or 2 engines and 1/2 mile for more then 2 engines. Unless they are non-standard take-off minimums, which would be posted in the DP or Approach plate yes? So what is meant by "Takeoff mins for category B"?? Since there are no speed, and maybe some climbgradiant that must be met for non-standard T/O mins.

Thanks.
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I saw that someone answered this by mentioning turning radii. That is exactly right. The Air Force published an article on this due to the high speed aircraft they operate. Check out http://www.encyclopedia.com/doc/1G1-109404466.html

You will only see this on turning DP's. It basically says approach Category A and B aircraft are assumed to be flying around 200 KIAS on departure, while C,D,and E are considered "other" and are assumed to be at or below 250 KIAS below 10,000'. I know in Europe as in other parts of the world, turning speeds are posted on the DP's for turn radii. I think we get that coming out of Rome.

The restrictions are there assuming you are climbing at the minimum gradient for the DP, at the maximum speed- putting you as far away from the airport as possible before the turn can be made. They will change the minimum ceiling and/or vis for departure depending on the category.

Hope this helps.
 
I just want to mention this briefly because it came up in my last interview:
Remember that Aircraft category is NOT based on aircraft approach speed!! Aircraft category is based on 1.3 X Vso.

Good luck with your interview!
 
goredbirds said:
I just want to mention this briefly because it came up in my last interview:
Remember that Aircraft category is NOT based on aircraft approach speed!! Aircraft category is based on 1.3 X Vso.
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Youre right (kinda) Its actually the higher of the two. if 1.3x Vso is lower than approach speed, then you use the category that corresponds to your actual approach speed.
 
jawright said:
Awesome! Congrats. Times? Gouge? :)
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Thanks thanks, times were 405 - 30 ME by the time i interviewed tho i was up to 420

I didnt make a gouge because it was exactly like the other gouges said, no changes. I might do that though anyways, if you have any questions just PM me about it though. :)
 
It's true that if you use a higher approach speed than 1.3 Vso you must use the higher category minimums. However, (and this is just splitting hairs) by definition that does not change the category of your airplane. Your airplane will always be Cat B, although sometimes you'll have to use Cat C mins if you're heavy and have to use a higher speed.

Again, it's just a matter of splitting hairs and silly definitions...
 
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