Help with ILS Visabiltiy??
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What a load of rubbish. I have worked for a big carrier in the UK and both the Captain and First Officer could carry out CAT 1 autolands at ANY airport unless prohibited by flight crew notice, they did not have to be CAT II/III equiped. There were only a few that we couldn't do it at, from memory one end at Aberdeen, Jersey etc...
Now working in Oz and NZ we can also carry out CAT 1 autolands albeit a Captain only approach (for some reason) a numerous airports that aren't CAT II approved such as Christchurch, Brisbane, Sydney, Hobart etc....
Now working in Oz and NZ we can also carry out CAT 1 autolands albeit a Captain only approach (for some reason) a numerous airports that aren't CAT II approved such as Christchurch, Brisbane, Sydney, Hobart etc....
I would fail you instantly
I counted 7 vertical lights and 10 horizontal lights on the HIAL, but couldn't figure out what that all meant - so I just landed anyway!
Dr
Last edited by ForkTailedDrKiller; 7th Jul 2010 at 21:24.
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What a load of rubbish. I have worked for a big carrier (Big Airways)in the UK and both the Captain and First Officer could carry out CAT 1 autolands at ANY airport unless prohibited by flight crew notice, they did not have to be CAT II/III equiped. There were only a few that we couldn't do it at, from memory one end at Aberdeen, Jersey etc...
Now working in Oz and NZ we can also carry out CAT 1 autolands albeit a Captain only approach (for some reason) a numerous airports that aren't CAT II approved such as Christchurch, Brisbane, Sydney, Hobart etc....
Now working in Oz and NZ we can also carry out CAT 1 autolands albeit a Captain only approach (for some reason) a numerous airports that aren't CAT II approved such as Christchurch, Brisbane, Sydney, Hobart etc....
My, there is a lot of drivel being spouted by some!
in the UK and both the Captain and First Officer could carry out CAT 1 autolands at ANY airport unless prohibited by flight crew notice
FTDK,
Nice video (obviously not a Cat 1 ILS so you need your glases checked if you saw 7 verticals
) but pleeese, use the turbo next time. 4 minutes from 1500ft is a bit too long! I could have had my dinner and a cuppa in that time.PS: Where was the camera mounted?
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So Oxidant, it would appear that in BA (nice addition to a different poster's quote, by the way) CAT 1 ILSs had to be approved for Autolands. Drivel indeed
Airports where you could perform an autoland were annotated in the company paperwork with "L", Land,(Cat 1, 2 or 3 instalations) & "E" , evaluate (normally a Cat 1 instalation, with caveat mentioned above in previous post) or "N", No!
FTDK,
Nice video (obviously not a Cat 1 ILS so you need your glases checked if you saw 7 verticals
) but pleeese, use the turbo next time. 4 minutes from 1500ft is a bit too long! I could have had my dinner and a cuppa in that time.
Nice video (obviously not a Cat 1 ILS so you need your glases checked if you saw 7 verticals
) but pleeese, use the turbo next time. 4 minutes from 1500ft is a bit too long! I could have had my dinner and a cuppa in that time.
Bloggsie, IAS was 120 kts until short final cause there was another aircraft on the ILS up my clacker!
What does a 737 do down the ILS?
PS: Where was the camera mounted?
Dr
Forkie,
May I suggest that, for the Mk 5 ForkMount, you put her on the starboard wing. That'll help with balancing up the FTDK. Also makes counting the number of approach light bars easier by not needing to fly sideways to counter the weight of you and your missus on one side. 
Where's the 720p? 
"Get back on thread, Bloggs!"
That is the Mk 4 ForkMount (Patent Pending) - Mrs Dr sitting on the wing holding a video camera!
Nice video Forkie! That must be the new improved ForkMount hey!
"Get back on thread, Bloggs!"
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Hmmm seems I caused some confusion...
No, you really don't. EU-OPS and EASA look after European aviation, have done for a while now. Your airline may function under British approvals (which is essentially meaningless as EU-OPS now looks after all that), but it isn't certified under EASA, is it? As in has an AOC issued by an EASA member state?
... and the flat planes that exist at either end to ensure radalt accuracy, and the different integrity checks, different shutdown delays etc.
No, but I have worked for eight different European airlines over 25 years (as opposed to one that is simply allowed to operate there), and they all had the same SOP, which is hardly surprising. I'm not surprised that BA has a different procedure though, as they tend to be a law unto themselves - their version of a Monitored Approach is pretty unique.
Hard to understand how you achieve recency or re-certification without using the system with all the protections and procedures in place - certainly for re-certitication, without the protections you have no idea whether a deviation was caused by aircraft systems or ground interference with the ILS signal.
There are also issues of aircraft type involved here, but that's another story...
I work for a company that functions under JAROPS and British CAA approvals
its not the quality of the radiated LOC/GS signal as much as the protected zones that stop signal bending.
Has it occurred to you that it just may be your company that has different, not better or worse, SOPs rather than a statutory European wide practice - or have you worked for every airline in Europe?
Almost departed the runway - were they sitting there with their hands in their laps? I have seen the odd case of LOC bending/interference too - I just disconnected and landed.
There are also issues of aircraft type involved here, but that's another story...
