Len Trench Posted March 21, 2023 Share Posted March 21, 2023 49 minutes ago, Non-Believer said: (and those who employed him) What was in it from them I wonder? Quote Link to comment Share on other sites More sharing options...
Len Trench Posted March 21, 2023 Share Posted March 21, 2023 Just now, Len Trench said: What was in it from them I wonder? Sorry, it meant to say ‘for’ them. Quote Link to comment Share on other sites More sharing options...
cheesypeas Posted March 21, 2023 Share Posted March 21, 2023 On 3/20/2023 at 7:54 PM, madmanxpilot said: Spot on. 22 hours ago, madmanxpilot said: Agree. I know the question has been asked of how Jersey went about securing the right to use EGNOS from the EU, once I’ve been given that info I’ll feed it back here for you all to see. Combine EGNOS with published RNAV approaches and you won’t need an ILS for CAT1 minima as it becomes an LPV200 approach. You will likely be able to drop the 08 decision height to 200 feet too, as you will not be flying an offset approach. It all makes perfect sense. When, in the future, the user airlines have equipment that can make use GBAS, we’ll be all ready to go with it as the procedures will be the same. The 26 approach lights still need attention, and if GBAS doesn’t continue to develop to CAT2/3 standards, then you’ll need the 26 ILS if CAT2 is to be implemented. Are Logan air equipped to use Cat 2 ? Quote Link to comment Share on other sites More sharing options...
madmanxpilot Posted March 21, 2023 Share Posted March 21, 2023 7 minutes ago, cheesypeas said: Are Logan air equipped to use Cat 2 ? The aircraft they fly are CAT2 capable, I don’t know if they train their pilots to do these approaches. I will ask. Purely for info, the CAT2 training I did involved watching a couple of videos, doing some theoretical stuff in the classroom for an hour or so, then flying about six approaches in the simulator to a landing or missed approach due to technical faults or not going visual at decision height. We were encouraged to do at least one practice CAT2 approach a month (if you hadn’t flown an actual one) and every six months we’d do some refresher training in the simulator. The airline we’re required to keep records of all practice CAT2s to show the CAA that we were keeping our currency and competency. 1 Quote Link to comment Share on other sites More sharing options...
madmanxpilot Posted March 21, 2023 Share Posted March 21, 2023 (edited) 16 minutes ago, madmanxpilot said: I will ask. Currently Loganair do not do CAT2 approaches on the ATR, only the Embraer 145. Edited to say that Loganair are in the process of gaining the approval to CAT2 approaches on the ATR, which as you will know, is the type they have based here. Their crews are already trained. Edited March 21, 2023 by madmanxpilot 1 Quote Link to comment Share on other sites More sharing options...
0bserver Posted March 21, 2023 Share Posted March 21, 2023 21 minutes ago, madmanxpilot said: Currently Loganair do not do CAT2 approaches on the ATR, only the Embraer 145. Edited to say that Loganair are in the process of gaining the approval to CAT2 approaches on the ATR, which as you will know, is the type they have based here. Their crews are already trained. What would be needed to get CAT3? Quote Link to comment Share on other sites More sharing options...
madmanxpilot Posted March 21, 2023 Share Posted March 21, 2023 5 minutes ago, 0bserver said: What would be needed to get CAT3? I’m not exactly sure, never done them, would have to look it up. Quote Link to comment Share on other sites More sharing options...
cheesypeas Posted March 21, 2023 Share Posted March 21, 2023 22 minutes ago, madmanxpilot said: I’m not exactly sure, never done them, would have to look it up. Surely the ATR isn’t Cat 3 capable anyway? Quote Link to comment Share on other sites More sharing options...
madmanxpilot Posted March 21, 2023 Share Posted March 21, 2023 11 minutes ago, cheesypeas said: Surely the ATR isn’t Cat 3 capable anyway? It’s not - but orange Airbuses are. Quote Link to comment Share on other sites More sharing options...
cheesypeas Posted March 21, 2023 Share Posted March 21, 2023 Just now, madmanxpilot said: It’s not - but orange Airbuses are. So pointless investment here then. They’d never get value for money. Having said that, if you are Cat 3, do you get Cat 2 included, or are they two completely different systems? I’m guessing only major international airports have Cat 3 Quote Link to comment Share on other sites More sharing options...
madmanxpilot Posted March 21, 2023 Share Posted March 21, 2023 1 minute ago, cheesypeas said: So pointless investment here then. They’d never get value for money. Having said that, if you are Cat 3, do you get Cat 2 included, or are they two completely different systems? I’m guessing only major international airports have Cat 3 If you can do CAT3, you can do CAT2. CAT2 means you can legally make an approach in visibilities as low as 300 metres, with a decision height of 100 feet. At the moment, well when the ILS is working again, we have CAT1, which at best allows approaches in 1000 metres visibility and a decision height of 200 feet. Improved approach lighting would see this visibility requirement drop to 550 metres. CAT2 is a massive improvement over CAT1, and would be well worth the investment in my opinion. You actually need less approach lights for CAT2 than you do for CAT1, so I’m not so sure the cost would be quite as high as you think. 3 1 Quote Link to comment Share on other sites More sharing options...
CallMeCurious Posted March 21, 2023 Share Posted March 21, 2023 (edited) Wonder if we'll end up with a Cat Manx... for aircraft with no tail? Somewhat surprised that these things aren't determined when an airline signs up for a route and that there isn't some sort of ULA etc. Presumably, at some point say Cat 2 or GPS etc. would become the de facto standard by the airlines requiring it to continue serving the island? Given these systems exist, at the very least the base infrastructure required could be set out ready to deploy it relatively quickly? After all NATS and CAA must be able to advise on options and upcoming regulation changes. What is that Toto? Oh, I'm in the IOM? I forgot. Edited March 21, 2023 by CallMeCurious Quote Link to comment Share on other sites More sharing options...
finlo Posted March 21, 2023 Share Posted March 21, 2023 The airport director thought he'd get ahead of the curve and demanded cat 5 many millions later we ended up with a reel of this! 4 Quote Link to comment Share on other sites More sharing options...
AcousticallyChallenged Posted March 21, 2023 Share Posted March 21, 2023 11 minutes ago, CallMeCurious said: Wonder if we'll end up with a Cat Manx... for aircraft with no tail? Somewhat surprised that these things aren't determined when an airline signs up for a route and that there isn't some sort of ULA etc. Presumably, at some point say Cat 2 or GPS etc. would become the de facto standard by the airlines requiring it to continue serving the island? Given these systems exist, at the very least the base infrastructure required could be set out ready to deploy it relatively quickly? After all NATS and CAA must be able to advise on options and upcoming regulation changes. What is that Toto? Oh, I'm in the IOM? I forgot. Manx Solutions for Manx Problems. There'll be someone employed to light a big bonfire to guide the planes in. Or maybe they'll put a fog horn at the end of the runway. Quote Link to comment Share on other sites More sharing options...
mad_manx Posted March 21, 2023 Share Posted March 21, 2023 3 minutes ago, finlo said: The airport director thought he'd get ahead of the curve and demanded cat 5 many millions later we ended up with a reel of this! And probably paid £10 million for that..;-) 2 Quote Link to comment Share on other sites More sharing options...
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