Folks,. .Perhaps I should register a concern here, at what could be regarded as wooly thinking.
Whether it is old vacuum gyros, or whatever through to our latest and wonderfully accurate integrated IRS/FMCS/Autopilot systems, what is it we are trying to do??
Check System Serviceability?. .Check System Accuracy??. .Check Crew Serviceable, and awake??. .All of the above??
SOPs go seriously wrong when individual operators try to produce SOPs that attempt to have common procedures across fleets that do not have a common design era, let alone a common operating philosophy.
The answer: Horses for courses, with particular regards for the manufacturer's recommended practices and procedures.
All applied in a manner dictated by common sense and professional expertise and experience.
The quite amazing reliability of modern equipment rapidly leads to complacency, complacency and lack of professional discipline leads to most of the errors posted here.Ahhh!!.. the Human Factor.
And never let your hand flying capability/ real instrument scan degrade, you only have to look at the incident/accident record to understand why.
Don't forget Murphie's Law is totally unforgiving.
Tootle pip!!
PS The B757/767 was certified to FAA AC 90-45A . .(Area Nav, including approach) and were Cat 111 capable from day one. So what are the new tricks that the new toys can do.
Not much, actually, there has been little substantive change in these certification standards for a long time.The MTBFs have improved greatly, but that's economics, not certification.
And don't anybody forget that there is not much that the current generation do,avionics/autopilot wise, that the L1011 didn't do a long time ago, including a moving map.
And today's question is: What was the first aircraft in day to day airline service with a British airline, that was certified for auto coupled approach/auto land Cat.111.