CAT3A landing
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Certainly for Cat II there are some operators/aircraft that have been approved for manual/coupled approach and landing. I think it's largely left up to the CAA of the relevant State what they approve or require beyond the international standards.
You may find something of interest (at least for the European region) in ECAC doc 17, albeit it seemed to be becoming a little dated when I last needed it, if you can find a copy. It was always difficult to find on the web but now seems to have disappeared when I had a quick look - perhaps it has been withdrawn or updated into some other document, maybe JAR-OPS.
You may find something of interest (at least for the European region) in ECAC doc 17, albeit it seemed to be becoming a little dated when I last needed it, if you can find a copy. It was always difficult to find on the web but now seems to have disappeared when I had a quick look - perhaps it has been withdrawn or updated into some other document, maybe JAR-OPS.
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Greetins,
You have to segregate approach category CAT I CAT II CAT III A CAT III B with autoland capability, they are 2 separate things.
CAT I CAT II usualy performed on Auto Pilot then they are followed with a Manual LANDING.
CAT III A ( which is can be viewed as an improved CA II or a degraded CAT IIIB) usualy performed on Auto Pilot which includes an autoland.
CAT IIIB is full auto land.
BTW I flew to Almaty from Seoul in 1997, Freezing fog viz 50 meters, I had to hold for 2 hours to have CAT II minima amd land
You have to segregate approach category CAT I CAT II CAT III A CAT III B with autoland capability, they are 2 separate things.
CAT I CAT II usualy performed on Auto Pilot then they are followed with a Manual LANDING.
CAT III A ( which is can be viewed as an improved CA II or a degraded CAT IIIB) usualy performed on Auto Pilot which includes an autoland.
CAT IIIB is full auto land.
BTW I flew to Almaty from Seoul in 1997, Freezing fog viz 50 meters, I had to hold for 2 hours to have CAT II minima amd land
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Embraer 145 , Falcons are CAT3B manually flown...as per flight manual, only CAT 2 are autopilot flown..
CAT3B in these aircrafts requires Head up display..
Just need some practice..
CAT3B in these aircrafts requires Head up display..
Just need some practice..
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Like somebody before correctly pointed, you have to segregate CAT 1, 2, 3 from the autoland capability an aircraft can have.
Cat I can be flown manually or autopilot coupled down to minimums. The landing can be manual (most cases) or automatic (if the aircraft is able), but some restrictions apply because the CAT I ILS signal accuracy is not guaranteed below CAT I minima, therefore closer attention has to be paid by the crew in case they elect to do an autoland.
Cat II has to have an autopilot functional in order to start flying the approach. If it subsequently fails , you can still continue, it just depends where it fails on you, but this is another discussion.
CAT II can be landed manually or autoland. This is legally speaking. Some companies elect to prohibit manual landings from a CAT II approach, others simply cannot do that because their aircraft do not have autoland capability. (Ex: most regional jets, ATR's, SAAB's, EMB).
CAT IIIA- You have to have 2 (or more) autopilots functional AND autoland capability. For some aircraft (and I can offer you the example of the SAAB 2000) you can have a Head Up Display instead of the autoland capability, this is the only case when you can manually land the airplane following a CATIIIA. Otherwise, autoland.
CAT IIIB - You have to have autopilots and autoland capability.
The discussion can go further into if the autopilots are fail passive or fail active, different company's procedures and so on, but it would be too long.
Ref:JAR TGL 23, jar awo, etc
Cat I can be flown manually or autopilot coupled down to minimums. The landing can be manual (most cases) or automatic (if the aircraft is able), but some restrictions apply because the CAT I ILS signal accuracy is not guaranteed below CAT I minima, therefore closer attention has to be paid by the crew in case they elect to do an autoland.
Cat II has to have an autopilot functional in order to start flying the approach. If it subsequently fails , you can still continue, it just depends where it fails on you, but this is another discussion.
CAT II can be landed manually or autoland. This is legally speaking. Some companies elect to prohibit manual landings from a CAT II approach, others simply cannot do that because their aircraft do not have autoland capability. (Ex: most regional jets, ATR's, SAAB's, EMB).
CAT IIIA- You have to have 2 (or more) autopilots functional AND autoland capability. For some aircraft (and I can offer you the example of the SAAB 2000) you can have a Head Up Display instead of the autoland capability, this is the only case when you can manually land the airplane following a CATIIIA. Otherwise, autoland.
CAT IIIB - You have to have autopilots and autoland capability.
The discussion can go further into if the autopilots are fail passive or fail active, different company's procedures and so on, but it would be too long.
Ref:JAR TGL 23, jar awo, etc
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Greetings, ALATOWER,
Providing that LVP is in force, and the Aircraft and crew are AWOPS (All Weather Operations) certified/qualified and that the civil aviation authority of the destination Airport, has given the airline permition to operate under LVP
CAT II providing that when you reach the DH you have visual clues in sight in such a way that you can assess that a safe landing can be made, if you which this landing to be made manually then you can do it manually, if you wish to use autoland then use auto land.
CATIII operations are based on an approach to touchdown using the autoland system.The only exeption is HUD equipped aircraft certified CAT III with manual landing, B737 is one of them.
BTW you have very nice country, landscape is breath taking
and you guys you party like crazy
Providing that LVP is in force, and the Aircraft and crew are AWOPS (All Weather Operations) certified/qualified and that the civil aviation authority of the destination Airport, has given the airline permition to operate under LVP
CAT II providing that when you reach the DH you have visual clues in sight in such a way that you can assess that a safe landing can be made, if you which this landing to be made manually then you can do it manually, if you wish to use autoland then use auto land.
CATIII operations are based on an approach to touchdown using the autoland system.The only exeption is HUD equipped aircraft certified CAT III with manual landing, B737 is one of them.
BTW you have very nice country, landscape is breath taking
and you guys you party like crazy
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Cat II / III
The procedure for landing in Cat II or Cat III will be given in the Flight Crew Operating manuals.
Whether it is possible to fly such an appraoch manually or only on AutoPilot, depends on the aircraft type and equipment.
Some aircraft may have equipment, such as a Head Up Display with flare guidance, that make it possible to do the landing manually, even in bad visibility.
Some aircraft may fly so slowly that a manual landing may be possible in Cat II conditions, this might apply to some turboprop aircraft.
However, the usual way that aircraft builders have made Cat II / III operations possible, is through multiple AutoPilots that fly the approach all the way to an automatic landing.
Whether it is possible to fly such an appraoch manually or only on AutoPilot, depends on the aircraft type and equipment.
Some aircraft may have equipment, such as a Head Up Display with flare guidance, that make it possible to do the landing manually, even in bad visibility.
Some aircraft may fly so slowly that a manual landing may be possible in Cat II conditions, this might apply to some turboprop aircraft.
However, the usual way that aircraft builders have made Cat II / III operations possible, is through multiple AutoPilots that fly the approach all the way to an automatic landing.
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Then I have a question regarding this Manual landing of Cat II and III. Regarding the B737 once you have both APs coupled and around 800ft the FLARE mode will be armed, and around 300ft the trim will go off and trim it nose up for the flare. How would any pilot want to take over that arcraft in that trimstate at 50ft to do a manual landing with the HUD, or is there a way to inhibit the FLARE mode and triming (which im sure there is).
Cheerio
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eahlund
Greetings
What are you trying to talk about
and what are you trying to demonstrate Aircrafts equipped with CAT II CAT III HUD DONT HAVE AN AUTOPILOT FOR CAT II and CAT III zero, zippo, nada 
They are fitted with a HUD because a HUD is cheaper then an CAT II/III autopilot.
What are you trying to talk about
and what are you trying to demonstrate Aircrafts equipped with CAT II CAT III HUD DONT HAVE AN AUTOPILOT FOR CAT II and CAT III zero, zippo, nada They are fitted with a HUD because a HUD is cheaper then an CAT II/III autopilot.
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It is just down to economics;
A CAT3 autopilot, not even considering the autoland, autobrake capability is VERY expensive and time consuming in certification. As a consequence some manufacturers elected to certify CAT3 approaches manually using a HUD;
This is the case of Dassault and the Embraer 145 (i do not know the others).
Example : Falcon 2000 EASy
CAT2 ------> Autopilot flown HUD stowed minimas 110 ft
CAT2-----> Manual flown HUD 2 deployed minimas 100 ft
CAT3-----> Manual Flown HUD 3 Deployed minimas 50 ft
If the HUD is deployed during CAT 1/ CAT2 approaches and autopilot is ON, the approach guidance cue will be displayed down to 100 ft in CAT1 and autopilot disconnect on CAT2 (50ft the latest); leaving only raw data displayed in the combiner.
The flare cue which is represented by a + + will show within specific conditions, at least 10 seconds before touchdown
and not less than 20 ft...
A CAT3 autopilot, not even considering the autoland, autobrake capability is VERY expensive and time consuming in certification. As a consequence some manufacturers elected to certify CAT3 approaches manually using a HUD;
This is the case of Dassault and the Embraer 145 (i do not know the others).
Example : Falcon 2000 EASy
CAT2 ------> Autopilot flown HUD stowed minimas 110 ft
CAT2-----> Manual flown HUD 2 deployed minimas 100 ft
CAT3-----> Manual Flown HUD 3 Deployed minimas 50 ft
If the HUD is deployed during CAT 1/ CAT2 approaches and autopilot is ON, the approach guidance cue will be displayed down to 100 ft in CAT1 and autopilot disconnect on CAT2 (50ft the latest); leaving only raw data displayed in the combiner.
The flare cue which is represented by a + + will show within specific conditions, at least 10 seconds before touchdown
and not less than 20 ft...
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Not correct. The 737 can be equipped with fail operational autopilots and a very nice HUGS too. So you can do autolands with automatic roll out or do manual CAT II/III landings with manual thrust, your choice.
Even the classic can have both at the same time (though not fail operational with automatic roll out), did my typerating on a simulator equipped with a head up guidance system and tried some manual cat III approaches, works like a charm.
However i am not sure you can mix both operations, as we never officially trained on the HUGS i do not know if there is a procedure for late switch-over. But even on the normal 737 (without HUGS) you are normally trained to take over and land manually after the nose up trim has been applied.
Even the classic can have both at the same time (though not fail operational with automatic roll out), did my typerating on a simulator equipped with a head up guidance system and tried some manual cat III approaches, works like a charm.
However i am not sure you can mix both operations, as we never officially trained on the HUGS i do not know if there is a procedure for late switch-over. But even on the normal 737 (without HUGS) you are normally trained to take over and land manually after the nose up trim has been applied.