'Autoland' function question for pilots
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'Autoland' function question for pilots
Ok, I'm new round here and a keen amateur (so try not to flame me too much for this question) 
My question is regarding the Autoland feature on modern commercial aircraft, specifically what % of the time do pilots actually use this function. Is it the majority of the time or do most still favour landing an aircraft manually (or semi-manually)?
Also, am I right in thinking that an airport needs to have a Cat 3 ILS system for an aircraft to make a 'full' Autoland (i.e. auto reverse thrusters, etc)?
Thanks
Simon
My question is regarding the Autoland feature on modern commercial aircraft, specifically what % of the time do pilots actually use this function. Is it the majority of the time or do most still favour landing an aircraft manually (or semi-manually)?
Also, am I right in thinking that an airport needs to have a Cat 3 ILS system for an aircraft to make a 'full' Autoland (i.e. auto reverse thrusters, etc)?
Thanks
Simon
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Simon,
As pilots we always use manual landings unless the weather conditions dictate an autoland. (Fog or reduced visibility) or for practice.
Probably depending on where you fly less than 1% of the time.
Aircraft are either fully automatic or manual landings.
We can fly a full automatic landing using CAT II ILS, however the minimas
(height and visibility have to be higher than if using CAT III ILS)
We don't have automatic reverse thrust. Done manually.
Hope this helps,
Oz
As pilots we always use manual landings unless the weather conditions dictate an autoland. (Fog or reduced visibility) or for practice.
Probably depending on where you fly less than 1% of the time.
Aircraft are either fully automatic or manual landings.
We can fly a full automatic landing using CAT II ILS, however the minimas
(height and visibility have to be higher than if using CAT III ILS)
We don't have automatic reverse thrust. Done manually.
Hope this helps,
Oz
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Hi,
regarding your 1st question, well it depends.
- weather (if below CATII Autoland is required)
- airport facilities (CATIII ?)
- training of crew
- tech status of the airplane (MEL)
In our route system I do a maximum of 10 autolands/year. If you fly a lot into foggy GB it may be different. So 99% are manually.
Concerning the 2nd part of your question. Basicly yes. You need CATIII ILS to do autoland, but if the weather is better you can also do autoland on a CATII/I runway with special care (depends on company SOP).
BTW "auto thrust reversers" ???
What's that?
Cheers
regarding your 1st question, well it depends
.- weather (if below CATII Autoland is required)
- airport facilities (CATIII ?)
- training of crew
- tech status of the airplane (MEL)
In our route system I do a maximum of 10 autolands/year. If you fly a lot into foggy GB it may be different
. So 99% are manually.Concerning the 2nd part of your question. Basicly yes. You need CATIII ILS to do autoland, but if the weather is better you can also do autoland on a CATII/I runway with special care (depends on company SOP).
BTW "auto thrust reversers" ???
What's that?
Cheers
How often do we autoland? Depends on airborne equipment, ground equipment and company policy. On A320 my company did not allow autolands if ILS wasn't at least CAT II certified and low visibility procedures were in force. Another A320 operator allowed autolands on CAT I ILS but no automatic rollouts - the autopilot had to be disconnected before nosewheel touched the runway. At my outfit one can expect to make 5 to 15 autolands per year out of about 500 total (depending on how long the fog season is).
There's no autoland on my current type (DHC-8 400).
There's no autoland on my current type (DHC-8 400).
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Cheers guys.
Hetfield - I read the information about thrust reversers on the wikipedia page about Autoland Autoland - Wikipedia, the free encyclopedia (and I can appreciate that Wikipedia isn't the most err, 'accurate' source of information for anything)
Hetfield - I read the information about thrust reversers on the wikipedia page about Autoland Autoland - Wikipedia, the free encyclopedia (and I can appreciate that Wikipedia isn't the most err, 'accurate' source of information for anything)
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I will normally complete at least one automatic approach/land maneuver (autoland) per week, to check the function of the system.
No restriction on the type of ILS installation...IE: a category one (or more) ILS installation is all that is required, however...the glidepath threshold crossing height (published on most approach charts) must be at least 42 feet, to allow sufficient main gear clearance from the approach lights.
Type, L1011.
No restriction on the type of ILS installation...IE: a category one (or more) ILS installation is all that is required, however...the glidepath threshold crossing height (published on most approach charts) must be at least 42 feet, to allow sufficient main gear clearance from the approach lights.
Type, L1011.
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Mandatory autoland
In the Airline I retired from, the aircraft had to have completed a full Autoland to maintain its Cat III status within the last 60 days. If it had not, it was downgraded to Cat II until a pilot accomplished the fully coupled Autoland and had no problems.
A log entry would be made by the flt crew as to the accomplishment of an autoland with no malfuntions and simply signed off as acknowledged by maintenance and then returned to Cat III status.
If there were problems, it was either downgraded further if needed or repaired.
It would still need the Flight Check to upgrade.
A log entry would be made by the flt crew as to the accomplishment of an autoland with no malfuntions and simply signed off as acknowledged by maintenance and then returned to Cat III status.
If there were problems, it was either downgraded further if needed or repaired.
It would still need the Flight Check to upgrade.
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Cat II and Cat IIIa do NOT require Autoland capability.
What if your aircraft doesn't have an autothrottle?
What if your aircraft doesn't have an autopilot with the capability of landing automatically?
It's about minimums.
If your aircraft has autoland capability GREAT!
But, it doesn't mean you can't do Cat IIIa landings without it.
Be careful with your 'info' mate.
Willie
What if your aircraft doesn't have an autothrottle?
What if your aircraft doesn't have an autopilot with the capability of landing automatically?
It's about minimums.
If your aircraft has autoland capability GREAT!
But, it doesn't mean you can't do Cat IIIa landings without it.
Be careful with your 'info' mate.
Willie
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It depends on your airline's OpSpecs. Ours (747) require autoland for Cat II AND Cat III. Autothrottles are not required for Cat II. Ours also require an Autoland within the previous 14 days.
A good autopilot can make a good, smooth landing. Some of the 747 Classics do not always fall into that category...
A good autopilot can make a good, smooth landing. Some of the 747 Classics do not always fall into that category...
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While it is true that CAT II/IIIa does not necessarily require autoland capability this thread was about autoland, not the nice to have backup systems in bigger planes and the only possibility to fulfill the requirements for CAT II/IIIa in smaller ones.
There used to be some recency requirements for pilots (6 autolands in 6 months on the real plane, basicly one each month for both FO and CPT) in my company, however that has ben waived and nowadays simulator training every 6 months is sufficient. If the aircraft needs an autoland to keep its CAT III currency the engineers advise us about it, some airplanes print nice little letters to us about it automaticly too.
There used to be some recency requirements for pilots (6 autolands in 6 months on the real plane, basicly one each month for both FO and CPT) in my company, however that has ben waived and nowadays simulator training every 6 months is sufficient. If the aircraft needs an autoland to keep its CAT III currency the engineers advise us about it, some airplanes print nice little letters to us about it automaticly too.
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If you autoland, are the automatics capable of landing the aircraft as smoothly as it can be done manually?
Ahhhh, Lockheed.
411A “with one type...of course”
You clearly lack a wide range of experiences, also apparently a weak knowledge of Ahhh, which belongs to de Havilland.
The Avro RJ (from the de Havilland stable), delivers consistently good auto landings.
In addition, the RJ flight system design eliminates the need for routine proving of the system; any degrade is annunciated to the crew, thus if en-route a diversion can be planned before arming the approach mode. Unfortunately many of the operational certification authorities have difficulty in providing a dispensation from existing inflexible rules.
You clearly lack a wide range of experiences, also apparently a weak knowledge of Ahhh, which belongs to de Havilland.
The Avro RJ (from the de Havilland stable), delivers consistently good auto landings.
In addition, the RJ flight system design eliminates the need for routine proving of the system; any degrade is annunciated to the crew, thus if en-route a diversion can be planned before arming the approach mode. Unfortunately many of the operational certification authorities have difficulty in providing a dispensation from existing inflexible rules.
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...any degrade is annunciated to the crew, thus if en-route a diversion can be planned before arming the approach mode.
Only half a speed-brake
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Europe, or rather EU-OPS allows CAT IIIa to be flown manually. Thats how those CRJs do it for example, but you can have it on nearly every kind of airliner nowadays, you just need a HUGS for it, well, it has to be approved of course, but thats just money.