Missed approach with Autoland- operating procedures
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Missed approach with Autoland- operating procedures
Greetings,
I was wondering on the operating procedure when a missed approach occured due to an autoland failure under 200ft in category III.
On airbus, do pilots reset the autoland warning light ?
And how warning are managed on aircraft without autoland warning light and HUD ? (like Boeing for example).
Thanks
I was wondering on the operating procedure when a missed approach occured due to an autoland failure under 200ft in category III.
On airbus, do pilots reset the autoland warning light ?
And how warning are managed on aircraft without autoland warning light and HUD ? (like Boeing for example).
Thanks
Join Date: May 2000
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FLY THE AIRPLANE! Follow the specific procedures for the airplane. If the automatic stuff doesn't work, FLY THE AIRPLANE!
In the 747 Classic it's Autopilot Off, rotate, Autothrottle off, Go-Around thrust, Flaps 20, Positive climb, gear up, 1000', climb thrust.
In the 744 it might be something like TOGA, rotate, Flaps 20, positive climb, gear up, LNAV, VNAV.
Other airplanes will be different...
In the 747 Classic it's Autopilot Off, rotate, Autothrottle off, Go-Around thrust, Flaps 20, Positive climb, gear up, 1000', climb thrust.
In the 744 it might be something like TOGA, rotate, Flaps 20, positive climb, gear up, LNAV, VNAV.
Other airplanes will be different...
Join Date: Mar 2001
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Yup, fly the damn plane, most important thing there is. That said on the 737 you would either be able to do an automatic go-around, continue the landing (200ft is Alert Height and single failures below that still enable autoland/rollout) or just fly a normal manual go-around. Either way it shouldn't really surprise you as a go-around is something we have to be able to carry out at any time.
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Either way it shouldn't really surprise you as a go-around is something we have to be able to carry out at any time.
Having said this, never had a go-around from an autoland with the L1011...it is very accurate, even for an old (very old) design.
Certified forty years ago, this year.
CATIIIB, right out of the factory, at the time.
Designed for CATIIIC, however...no airports are so equipped.
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parabellum,
I heard they went back to CAT III B because the firefighters couldn't get in the required time to an aircraft under CAT III C conditions in case of an accident (due to lower visibility). Not sure how true that is though.
I heard they went back to CAT III B because the firefighters couldn't get in the required time to an aircraft under CAT III C conditions in case of an accident (due to lower visibility). Not sure how true that is though.
CAT 111C was the fabled goal of zero/zero operations. Actual operational experience showed that below 75m visibility there were real problems for aircraft such as 747s in simply taxiing off the runway hence the retraction back to 111B.
