Delta727
Topic Author
Posts: 51
Joined: Mon Jun 01, 2015 3:31 am

What's The Deal With Autopilots?

Tue Jun 08, 1999 9:00 am

I would think that pilots would want to keep their flying skills sharp by disengaging the autopilot on the approach providing that the conditions permit. If I am correct, at what point in the approach will the pilot turn off the autopilot and fly the visual, ILS, or FMS routing by hand?

Thanks for your responses!
delta727
Give me a mile of road I can take you a mile, give me a mile of runway and I can show you the world. :airplane:
 
JETPILOT
Posts: 3094
Joined: Tue May 18, 1999 6:40 am

RE: What's The Deal With Autopilots?

Tue Jun 08, 1999 10:33 am

The FP will usually hand fly the plane on the handover from center to approach control, or whenever the plane begins being vectored for the approach. The only time an approach can't be hand flown is when on a category II or III approach.
 
Guest

RE: What's The Deal With Autopilots?

Tue Jun 08, 1999 11:46 am

I was riding the jumpseat on WN and noticed the "heads-up" display. Upon further conversation with the captain, it's for manual CATIIIa landings. I don't know who else does this. Thought you would like to know. Adios
 
Gnomon
Posts: 894
Joined: Thu Jun 03, 1999 12:38 pm

RE: What's The Deal With Autopilots?

Tue Jun 08, 1999 12:39 pm

What a/c type at WN has the new HUD?
Also, can a pilot manually land an a/c on a CATII approach after, say, the LOM? Or must autoland be used right to the ground?
 
Guest

RE: What's The Deal With Autopilots?

Tue Jun 08, 1999 1:19 pm

GNOMON,
The HUD was on a -300 or -500, it was a about a year ago. The Capt said it was manual to the ground, IIIa, not sure about II, I asume the same.
 
JETPILOT
Posts: 3094
Joined: Tue May 18, 1999 6:40 am

RE: What's The Deal With Autopilots?

Tue Jun 08, 1999 2:13 pm

On the CAT II ILS the approach is flown by the autopilot down to the 100 foot minimum. At the decision height if the landing environment is not visible the aircraft must go around. All the pilot has to do is push the TOGA (Takeoff Go Around) switch on the throttles and the auto throttles advance to Go Around power.

The missed approach is selected in the FMS if the aircraft is to shoot the published misssed approach. Or the pilot may manually input the heading and altitudes in the VNAV And LNAV command for the auto pilot if he is being vectored.

Only cat III has 0/0 minima criteria. Cat II is 100 1/4
 
BryanG
Posts: 955
Joined: Tue May 18, 1999 2:59 am

SW HUD

Tue Jun 08, 1999 2:52 pm

The HUD is standard on all new Southwest planes, and it's being added to the ones that didn't get it in the factory. The planes that have the HUD aren't fitted with autoland, so the only way to get them in through the fog is by hand. It looks a lot like a fighter HUD, with altitude and speed indicators on the side. A "virtual" runway is projeted on the screen to help the pilot align. It folds down from the overhead like a sun-visor, so it can be stowed away when not needed. Some new bizjets also have options for ILS CAT II/III capable HUDs, though I've forgotten which ones exactly. The Southwest pilots that I've talked to love the equipment.
 
JETPILOT
Posts: 3094
Joined: Tue May 18, 1999 6:40 am

CAT III Approaches

Tue Jun 08, 1999 4:39 pm

While we're on the subject of CAT III approaches. In order for the approach to be legal the airplane needs to be CAT III equiped. The system must also have been inspected and tested to be within acceptable limits, and then signed off.

The aircrew must be certified and current for CAT III approaches.

From what I understand most companies that do have the capability do not use it. I have personally never seen or heard of any aircraft doing a CAT III approach.

But the HUD helps on any appraoch due to the fact that the approach information can be projected on the visual picture.
 
BryanG
Posts: 955
Joined: Tue May 18, 1999 2:59 am

RE: CAT III Approaches

Tue Jun 08, 1999 5:30 pm

The *airport* must also have a CAT II/III rating. Not every runway in the world is capable of these landings, only a very small percentage. The CAT II runways need inner marker equipment and need their ILS beams tuned to much finer tolerances, and the CAT III ones have even more exacting standards. A little old DC-9 that does runs to Nowhereville all day doesn't need a CATIII rating because most of the airports that it serves won't have CAT III runways. And even if the airport is CAT III rated, there's not a big problem in delaying the arrival into Nowhereville for a few minutes to wait for the fog to lift. On the bigger planes, it becomes more important. They'll spend all their time around bigger CAT III airports. A big 777 arriving at a hub airport with 300 passengers, many of whom are connecting to other flights, MUST get there on-time or else it would throw the entire airline's schedule out the window. A pretty good percentage of the old commercial planes out there today, meaning the old 737s and 727s, are at least CAT II rated, which is enough to keep the airline's schedule running smoothly in case of fog.
 
JETPILOT
Posts: 3094
Joined: Tue May 18, 1999 6:40 am

RE: What's The Deal With Autopilots?

Wed Jun 09, 1999 12:19 am

If a plane needs to shoot a CAT III approach in order to get in, I promise there will be no one leaving that airport on connecting flights. The departures would be way below minimums for 121 departtures.
 
evgeni
Posts: 79
Joined: Fri Apr 16, 2010 8:45 pm

RE: What's The Deal With Autopilots?

Wed Jun 09, 1999 12:59 am

What axactly is CAT III approach?
What does it do?

Evgeni K.
 
Ice Cream Man
Posts: 121
Joined: Sat May 22, 1999 3:45 am

RE: What's The Deal With Autopilots?

Wed Jun 09, 1999 2:58 am

I dunno about the US, but in Europe CAT III (a, b, or c) approaches are quite common. CAT IIIc is an approach with no DH (decision height), ie the visibility can be zero (as well as the ceiling).

I think a CAT III approach, especially in a large widebody, is considerably more dangerous than a CAT III (autoland), because you break out at a very low altitude and then may have to manually land it. There is little or no time for corrections due to the low altitude and the large momentum of the plane.

Popular Searches On Airliners.net

Top Photos of Last:   24 Hours  •  48 Hours  •  7 Days  •  30 Days  •  180 Days  •  365 Days  •  All Time

Military Aircraft Every type from fighters to helicopters from air forces around the globe

Classic Airliners Props and jets from the good old days

Flight Decks Views from inside the cockpit

Aircraft Cabins Passenger cabin shots showing seat arrangements as well as cargo aircraft interior

Cargo Aircraft Pictures of great freighter aircraft

Government Aircraft Aircraft flying government officials

Helicopters Our large helicopter section. Both military and civil versions

Blimps / Airships Everything from the Goodyear blimp to the Zeppelin

Night Photos Beautiful shots taken while the sun is below the horizon

Accidents Accident, incident and crash related photos

Air to Air Photos taken by airborne photographers of airborne aircraft

Special Paint Schemes Aircraft painted in beautiful and original liveries

Airport Overviews Airport overviews from the air or ground

Tails and Winglets Tail and Winglet closeups with beautiful airline logos