Boeing 737NG, CAT 3A or B?
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The MD-80 was Cat IIIa; Fail Operational rudder is the key to IIIb. I remember engineering at McDouglas wanting Fail Op Squared for the rudder, whatever that is, for IIIb.
Didn't the 737ng get the Collins Triplex Autoland system like the other Boeings when they went to IIIb? Up to that point, they had dual Honeywell Fright Guidance system, same as MD-80.
GB
Didn't the 737ng get the Collins Triplex Autoland system like the other Boeings when they went to IIIb? Up to that point, they had dual Honeywell Fright Guidance system, same as MD-80.
GB
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Marlboro,
As you are probably aware,Cat 3B requires yaw control or lateral tracking of the localiser.As you are probably also aware that the single most difficult part of zero zero vis(3C) landings is the taxying.Thats where the HUD comes in as a very important tool.
We don't have automatic taxying as yet....!!
As you are probably aware,Cat 3B requires yaw control or lateral tracking of the localiser.As you are probably also aware that the single most difficult part of zero zero vis(3C) landings is the taxying.Thats where the HUD comes in as a very important tool.
We don't have automatic taxying as yet....!!
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Well hopefully that time will never come, or how could we pilots get lost?
I know that it requires lateral tracking. My surprise was when it was mentioned that with a HUD, it would automatically become CAT3B.
I know that for some aircraft it is basically like that.
For example, the Saab 2000 is able for CAT 3 hand-flown with a HUD installed.
And even that is CAT 3A.
Regarding CAT 3B operations, I fly the A330 and we use 75m rvr and no dh as minimums. The same thing is valid for our A320 fleet.
If we use it? Yes we do, but operationally, I've never encountered such conditions for real. In my opinion, CAT 3A is enough.
regards,
I know that it requires lateral tracking. My surprise was when it was mentioned that with a HUD, it would automatically become CAT3B.
I know that for some aircraft it is basically like that.
For example, the Saab 2000 is able for CAT 3 hand-flown with a HUD installed.
And even that is CAT 3A.
Regarding CAT 3B operations, I fly the A330 and we use 75m rvr and no dh as minimums. The same thing is valid for our A320 fleet.
If we use it? Yes we do, but operationally, I've never encountered such conditions for real. In my opinion, CAT 3A is enough.
regards,
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The other half of HUD is low vis takeoffs, like 150' RVR, IIRC.
The Alaska Airlines 727 fleet were Cat IIIa with the Flight Dynamics HUD way back when. Augmenting Cat IIIa autoland with HUD can get you IIIb.
GB
The Alaska Airlines 727 fleet were Cat IIIa with the Flight Dynamics HUD way back when. Augmenting Cat IIIa autoland with HUD can get you IIIb.
GB
