Cat 3 approaches and autoland
ฝัง
- เผยแพร่เมื่อ 1 ต.ค. 2024
- In this episode I will be giving you a full briefing on how to fly a CAT 3 approach, Go-around and landing.
This is a full briefing so it is a bit longer than my usual videos but stay tuned, it is packed with good info.
Enjoy!
www.mentour360...
Welcome!
On this channel you can expect video-blogs, technical instructions, flying techniques and much more about the wonderful world of commercial aviation and the life of airline pilots.
I am using my 13 years of experience as an airline pilot, training-captain and TRI/TRE to give you MY view of the airline business and the role of an airline pilot.
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Please keep your comments and questions in the same spirit and please INTERACT. The channel becomes much better then and its intended for YOUR benefit.
The content on this channel is for info and entertainment only and is not intended to replace any existing FCOM manuals or SOP's.
I am only talking for myself and do not represent any specific company, airline or entity.
I was in a 777 approaching CDG in foggy conditions. Cabin crew announced: "For this particular approach, we ask you to turn off your phones completely (not just airplane mode), to avoid any interference with autopilot systems". Is it standard practice for flight crews to request that for autolands?
And by the way, we did go-around eventually!
Yes no
CAT III approach?
Meow! 😺
You know you’re an AvGeek when you search up Cat videos and this comes up
Always enjoy your podcasts. one suggestion.. Always take the spoon out of your coffee cup. You can go blind in one eye, and, that will affect your flying :-)
I think you missed one answer you announced ("why don't we use autoland all the time?"). Cheers!
Becuase it uses more runway. Also, it simply means that pilots get bad at landing becuase they never actually do it, so in an emergency situation where a manual landing is necessary, a pilot would not be competent enough as autoland is being used all the time.
Very late but also because the computer lands generally rough, and passengers prefer softer landings which the pilot can provide more often
Air Traffic congestion is also a reason, because CAT III approach need more separation which means more holding.
And Autoland increases pilot workload it’s actually less work to do a manual landing when you don’t have to.
Nice explanation. The Boeing 757/767 does CAT III with three autopilots on three different hydraulic systems, three Inertial Reference Units, three ILS receivers, and three radio altimeters. What is really amazing (to me) is that in CAT III mode, the rudder on those airplanes is being controlled by five different systems and actuators at once--three autopilots and two yaw dampers.
I think you will find the various inputs will be subject to something called Kalman filtering which statistically calculates what information to accept and what to ignore thus making sure the output is what is most likely required.
@@125brat for error checking your control output you would probably want a wayyyy simpler way but that’s totally a possible way to do it. Kalman filters are used all the time for navigation though
@@ricardo_9726 Yes, that's where I first heard of it on the Tornado navigation systems. If I remember correctly, it took inputs from the Inertial Navigation, radar and other sensors which were filtered to give the best estimate of position.
I also seem to remember the CSAS flying control system used quadruplex channels with voting for the pitch and roll channels and triplex for yaw. That meant the rudder wasn't as necessary and probably yaw could be controlled by the spoilers in the event of loss of rudder control. Loss of 1 rudder control channel would cause the rudder to lock because with only 2 channels left, there no way of knowing which channel is the correct demand.
When I was flying night freight in Beech 18s and DC-3s in the early 1970s. We would arrive at KLAX around 0200 PST after a 2 hour flight from KSFO. Cat III did not exist at that time. There was talk about it. A lot of Stretch 8, 727 and other freighters were arriving at that time, so we got very good at flying 140 kt. approaches in those old airplanes in order to fit into traffic. KLAX sits right on the California coast which is famous for its low stratus or fog in the summer months. This stratus will stretch inland for many miles and usually the ceiling is between 50 and 500 ft. Most nights the visibility was quite good under the ceiling. KLAX Tower very often would report the ceiling as 200ft. no matter what it really was because if they gave us the real ceiling, a lot of freighters would be trying to find an alternate. The Beech and DC-3s had no auto-pilots, and we got very good at hand flying in all sorts of weather, and it was not unusual for us and all of the jet freighters to break out on final at 75 or 80 ft. to find 3 to 4 mile visibility underneath. On two nights that I remember well after all these years, we had the lights at 50 ft. or so, then didn't have them and then saw them again, had the threshold, started the flair, and heard the wheels touch down while faintly seeing the runway lights on either side. This was the norm at KLAX while the FAA dragged their feet about installing CATIII
Robert Campbell: Thanks for the info. I did lots of flying in San Diego in the mid to late 80s. We had the same issues. There are no airports in the San Diego area with cat II or cat III approaches so we had to go around and fly inland where there was no fog to land and wait for the fog to lift on the coast. Those were the days. 😊
Keep making videos about approaches, crosswind landing techniques, landing techniques in normal conditions, all regarding 737. The way You making videos and talking about is so wonderful and clearly divided for roles PF/PM...keep do that Best regards. You got my sub !
That was so well put and understood.Thank you for that lesson!
When Captain talks about the moment, I can see the tension and confidence in the eyes. I can feel he's flying the aircraft, in his head, and tell how he made it many times. These are the eyes what we want the pilots to have.
The most perfect comments :-)
Very good explanation. Clear & concise. Obviously you're a highly skilled pilot. Thanks.
His hand movements are great too.
.
With all that high tech technology that the a/c equipped with
Still the pilot is the key and the master of the sky ...
His mission is not easy, he suffering a lot of stress and focusing every flight.
Big appreciation for all
Pilots keeping us safe😙
Best explanation of the CAT III approach and autoland!!! I wish you always have safe landings my friend
Thank you!
Our Cat III APPROACHES are hand flown in the Q400 💪
Because you have HUD.
Hi Petter. Nice video on CAT III A approach. I would like to add that there are CAT III B and CAT III C approaches (which the B737 cannot do) which have other minima. Here is the full list for anyone interested (DH = decision height; RVR = runway visual range):
- CAT I: system minima 60m (200ft); DH >= 60m, RVR >= 550m or ground visibility >= 800m
- CAT II: system minima 30m (100ft); DH < 60m, DH >= 30m, RVR >= 350m
- CAT IIIA: no system minima; DH < 30m or no DH; RVR >= 200m
- CAT IIIB: no system minima; DH < 15m (50ft) or no DH; RVR >= 50m
- CAT IIIC: no system minima; no DH; no RVR
If I remember correctly CAT III B and CAT III C require 3 autopilots so that even in the case of one failing, the other 2 can continue the approach.
CAT III C has an additional issue: after landing (which is completely automatic) taxiing is not possible. I've heard that there were some attempts to use it in zero visibility but after the first aircraft lands in those conditions it cannot leave the runway, so the airport becomes blocked.
The problem is with flying blind (Cat IIIc) is the plane can land with the use of the ILS and autopilot but there is nothing you can key in that will then taxi the plane automatically to the parking bay. And as you need to be able to have some visibility to be able to taxi and to operate ground crew to assist with moving the aircraft so the plane has to sit there with its passengers on board. Unless you have parallel runways nothing else can land. I don't think there are any airports that allow this as it's too expensive and a logistical nightmare. I mean given it's such a risky approach if there was a small error and as a result a crash it would be too hard to help the people on board with such low visibility
My dad RIP was a H.S Trident captain in the 60s and 70s. The first airliner capable of CAT IIIC Full Auto Land (blind landing). Amazing aircraft with amazing technology at the time. He loved flying it.
Great video as always!
About 2 years ago on an early morning approach to Chongqing with a Finnair A340 we had 2 aborts due to fog.Landed on the 3rd try.Didnt realize this was such a rare ocurance.Chongqing is very often very foggy.Few months ago,we landed with some fog..but while taxing the fog became much worse.Could barely see the asphalt on the ground below.The taxing speed was something like walking speed..!
Very informative and I love how you even manage to inject a little suspense :-)
suspense injection is what it's all about
Thanks for this video! I got all my CPL/ME/IR in the US and now Im doing the conversions here in Europe! all of your videos keep me motivated!
Ciao
Florida Flight Training Center,Mayank.
Very well explain there is difference by country in Canada a CAT3 ( without failure ) is done with NODH and the Captain do the full briefing and flying in 28 years of flying I did 3 real CAT3 full landing
on the Airbus 330 the aircraft do a amazing job soft landing track right in the middle of the runway on the Boeing 737-800 extremely different the aircraft land safe but hard not always in the middle
and make the job much much harder. ( I have 5000 hrs on B737 from 200 to 800 series) ...
Just to clarify, a CAT III approach can also be flown manually provided the aircraft is equipped with a CAT lll approved Heads Up Guidance System.
*Does ILS work below minimums? Do ILS categories have a minimum because the signal is weak, not accurate or just doesn't work below it's minimums? Why does Cat 3 have lower minimums than cat 2? Is it because the cat 3 signal is stronger so can go lower?*
CAT 3-C is only for bosses 😎
Are all pilots and controllers around the world required to speak English ?
I believe so yes. Another pilot, Captain Joe, mad a video about it a year ago if you want more info.
Thank you so much for all the very informative videos they really explain a lot of things and call out misconceptions about the flying industry and also how things really work behind the scenes. I did have a question about Air Marshals and whether or not the flight crew know in advance who they are or is it a surprise as best as they can keep it obviously you say the same ones over and over I would think but if they mixed them up maybe they do blend in and not stand out. Is that a topic you can discuss or is it a safety regulation to avoid?
We did a Cat 3 ILS approach into Munich on October 26th on a Lufthansa flight from Sofia. It was between 6 and 6:30am and from we could see the visibility was very low. I am always in a window seat if I can get one and in this case, I was continually monitoring as the captain told us that we would be doing this type of landing and asked that all passengers ensure that our phones were not using mobile data, I'm not sure if this is standard but the pilot felt it necessary. I did not see the runway clearly until we were on top of it and the only thing we could see approaching was faint light in the distance. It was a little scary as a passenger but the landing was very easy and a lot of passengers around me were either asleep or barely awake. This was the first time I experienced this type of landing. Very interesting.
Anybody looking for the best teacher explaining clearly mentour pilot the best of the best
Great material, I'm new on 737 and this is very useful
+Mentour Pilot Not yet
I'm so sorry. The B737 is a flying POS.
On the run way there are signs that denote cat1/11/111. i was wondering what these meant in relation to the airport runways? thanks
Do you treat all CATIII approaches the same way? Is there a difference with CATIIIa and CATIIIb? I won't even ask about CATIIIc because as far as I know those aren't in use anywhere in the world.
Didn't Speedbird 9 effectively fly a Cat IIIc after the volcano incident, due to the windscreens being ruined? (Under declared emergency, so the rules are different anyway, and it was a problem that wouldn't go away with time or a diversion.) As I recall, there was something even worse about it too.
OK, looked it up, and apparently they also didn't have vertical guidance so the FO had to call out target altitudes all the way down based on the DME. Sort of like playing connect the dots when you can't see the dots.
Fascinating, us usual. When operating machinery, "capability" = that which the machine is able to do, whereas "ability" = whatever you yourself are able to do with that machine. Not critical in conversation. "Where" = a conversational shortcut for phrases such as, "in/by which." To sound more lingually competent, one may employ whereas, wherein, whereby. Again, not critical.
Hi Capt. Joe. You mentioned in your Cat 3 approach podcast the challenges with taxing in reduced visibility (i.e. fog). Could you do a podcast describing some of the techniques that should be performed by the aircrew and associated coordination with ground control? Thanks, Bruce
Will commercial or passenger planes ever become fully autonomous and with Uber et all making automated cars. Could that threaten the aviation industry?
Depends on passenger wants. If I am in a faulty plane, I want to know that the pilot is aware of death and that if I die, then he will probably die too. I will then believe that the pilot (not robot) will do absolutely everything possible to keep that from happening.
Re: taxiing in bad weather. . . When I used fly at night, I always wondered why the yellow taxi lines were not painted with retro-reflective paint.
It'd be nice to have a video on the recent 767 FedEx and the SWA 737 video, as it was a CATIII ILS and it'd be nice to work out how on earth it all happened.
Now that was a nice discussion of a Cat-3 ILS approach. Thanks a bunch. That was helpful. -- PB
As an f** employee, working on the ground systems, I'm finding your videos very educational and beneficial. Wish I could say more...
I love watching your videos and I have one question: should the pilots be suddenly faced with intense fog that wasn't planned, in addition to not being qualified for a CATIII approach, what happens in such a scenario? Do they divert?
Superb explanation. Wish i could have a teacher like you! Even a non aviation guy like me could understand everything. The presentation was very vivid and engaging.
On the 757/767 we are fail operational (which is an option on the 737) and we can, if the company is approved and if the runway is equipped, fly CAT3B app. without DH and RVR 75m. It’s thanks to the triple autopilot system and the coupled rudder. It’s actually very comfortable because you don’t need to have visual references, lower stress compared to CAT3 with DH.
Hi captain, I can't say how much I appreciate your podcasts, all of them and especially this one. I am not a pilot but always dreamed of becoming airline pilot since 15 years old (could not by that time because wearing eyeglasses). Your videos bring me in a world I would never have know otherwise. I travel by plane many times each year (Boeing and Airbus, many models) and each time I listen to one of your video I understand more of what is going on from takeoff to landing.
Thank so much for giving me the oportunity to learn from someone very interested to explain, and explain so clearly.
why aren't both autopilots always armed?
You'd think that the error detection provided by multiple autopilots would be a benefit at any altitude, regardless of fail-passive or active.
cause I guess you wouldn't go-around a perfect visual landing in case of a small autopilot misinterpretation
GREAT VIDEO DUDE! I watch your videos every night and makes me feel good, finally somebody that makes videos about experience! I wanna have the Life that you have man, do you just live from being a Pilot or are you involved in any business apart? Your porsche is tremendous!
For many yaers working on Schiphol Airport ( with many BZO (fog) CAT 3 is wel known of the 5 out 6 runways, But your detailed information is great! thank you!
You're like a manual for flight training. So many details to remember. You're a good teacher.
Years ago my friend flew from Atlanta to Indianapolis. They flew the entire time in clouds and rain. After they landed the pilots missed the turn to the gate. I understand now why the taxi phase of the flight can be the most hazardous part. It really boggled my mind how they could navigate the aircraft several hundred miles in bad weather and land it safely only to taxi the last mile or so and miss the gate.
Very interesting video. Everything clearly explained. Looking forward to some more.
Hi Captain, after completing my MCC I feel very confident on how briefing my charts with my colleague. But, it would be interesting that you explain how to perform a good briefing in a big airliner such as the B738. This would be so useful.
Thank you !!!! Have a fantastic day!
I know you posted this question over a year ago, I hope you will still appreciate an answer. You know that statement the forest from the trees, it is useful in understanding the perception of a person trying to get work in the airlines and one wo does it daily. A lot of things you are thinking about will be covered in training , The airlines have trained former military pilots, former general aviation and cooperate pilots and pilots with very minimal flight experience. They all seem to get through training with the right attitude and burning some midnight lamp oil. Everything that you are doing right now is preparing you for that eventuality of sitting in an airline classroom so keep learning and expanding on your aviation accomplishments.
Can you make another video about the technical aspects of this? Thanks :) great video :)
I have never really appreciated all that pilots do each and every day. Thank you for all the times I have forgotten to say so.
Hi Petter,
Greetings here from the wildlife of South Africa.
Secondly thanks for a super channel which for me as an aviation enthusiast I and others can learn a huge amount from.
This was a very technical vlog, but an important one and right on point for someone who understands it all as I live as an engineer.
I understand the hardware systems involved quite well, but the talk through of the responsibilities of the crew and their required actions is not freely available in the public domain and this is where you join the "Runway lights" into the complete picture of ATPL flying and the industry structure.
Kind regards,
Duncan, South Africa
Your name is Peter??
I have a weird question.
If we had a really windy day and we would let an autoland capable plane do it's thing, would it look like it was on rails, compared to a full human landing?
Just Catch the Glide-slope. Just be sure, the auto pilot is in tune with the instruments. Another is, the pilot must be familiar with the planes attitude.
hi!!! nice video :) what height is needed to be an airline pilot for girls. because some said that my height notquallified for an airline pilot.
mae may if you can press the rudder pedals full throw and see the white line in front of you, you're in good shape. you should be at least 164 cm
Just curious. Does this vary greatly between aircraft types or is it pretty much standard across all commercial planes?
Hopefully in the near future the problem of taxiing with poor visibility can be solved with LIDAR and 3-D mapping of all airports maybe along with FLIR (Forward Looking Infra Red) systems. Automatic right to the gate and the stop line all sounds eminently possible.
How does the aircraft handle any buffeting or cross winds or wind shear in these autopilot CAT 3 situations when close to minimums? How quickly does it respond and in what manner?
Fantastic video! I felt my own heart rate increase as your narrative approached the ground. Keep up the good work. Will auto flare compensate when trying to auto land at higher altitude airports or is it always at 27 feet?
What is your native language
Swedish
You would be a master training pilots. Im using your videos to become a professional pilot myself and managed to get my passengers safely on the ground with my prepar3d 4.3 setup Keep this up! If you are at schiphol (eham) please let me know. still got my 1001 questions. Im working there on IT for KLM :)
He has been a training and type rating captain at his airline for many years and runs a flying club too.
After watching your video, I don't want to fly on your airline. Your procedures are not safe.
Sorry for hopping off-topic here, but that is a pretty neat ceiling lamp you got in the background there!
Mentour Pilot Awww the Deathstar Lamp 😁
Benny it’s from IKEA lol
Now that you pointed that out, I noticed the painting in the BG too LOL XD
Oh god, now I've noticed if he takes a sip of his coffee he'll hurt his eye...
When the MEL of an Airbus aircraft says: "the maximum approach and landing capability is: APPR1, LAND2, LAND3 SINGLE or LAND3 DUAL", what does it mean? Is it the same as saying that you can't perform CAT operations: CAT II, CAT III A, CAT III B? or you can land the aircraft manually performing those CAT operations?
With all the excellent videos and podcasts you do, how do you find time to fly aeroplanes?
Great video man I love how advanced aviation is getting year by year its amazing! Thank you for sharing all of your knowledge
Thank YOU for supporting the channel!
I mean Cat III has been available since the 70s
@@MentourPilot 1zx
Could you please explain whether CATIIIc approach (not taxi, only approach) is possible at this time. The reason for that question is several videos which claims CATIIIc approach, but as far as I know this kind of LVO is not authorized both by EASA and FAA despite the fact it is published as 0 DH/0 RVR. Thank you in advance!
Brilliant clarity and explanations. Dont you have "ROLL OUT" Mode for auto tracking the centreline? Auto brakes was not mentioned but I assume it will depend on surface conditions and runway length available plus landing speed/weight.Thanks for describing Fail Passive AFCS. Is 737 AFCS designed for Fail Active? That is when approach can continue despite failures as I recall it
Kinda makes 5G interference against the radar altimeter a big deal!
How did the issue of 5G cellular tower interference only become an issue known to the flying public weeks before it goes live?
Money. Lots of money fighting against lots of money. Telecoms vs Airlines.
Refereed by the government which sold public radio frequencies to the telecoms for $80 BILLION dollars.
The insurers will be next to chime in when they realize the cost of replacing a 2 year old 787, and compensating 200 passengers' families when 787 digs a hole in the ground during fog or snow.
(Don't get me started about the reaction of stockholders and lawyers everywhere!).
No one seems very concerned about those 200 lives and flight crew. Those are only people. Money is the important thing.
Very clear and concise explanation. I notice you are giving RVR in meters- the last time I flew in Europe, RVR (and reported visibility) were always in feet, just like altitude is always in feet and ATC always uses English regardless of the measurement system or language(s) in use in that country. All aircraft flight systems and manuals were in feet. When did European RVR and runway length reporting change to being reported in meters? Thanks.
Hi! RVR has been reporter in Meters in Europe for as long as I have been flying. At least the last 20 years.
Maybe it's because I was flying military aircraft at NATO bases... Thanks for your response!
I found this LVP at your company with alternating task sharing between pilots at DH is a bit muddled specially replacing hands on controls so late and the possibility of wrong touching of TOGA toggles or deviating role attention for a moment s also possible, simple LVP at many Airlines is Captain PF (Head up and down at late stage unless HUD head up through the App.), First Officer is PM (Head Down until touchdown) .
If all 3 parties... the pilots, aircraft and airport are CAT3 trainned/compatible then why not land CAT3 always.. why only when low visibility??
I can hand fly a cat 3 approach with the HUD on the 737 with American. In fact AA 737 can't autoland but is approved for cat3 ILS using the HUD. I can go as low as 50 ft DH and 600 RVR.
maybe too late but I have a question. Is the 737NG with Fail operational system(CAT 3B LAND3) able to land automaticaly if engine failure occures below alert height?
so that's not an approach where you're allowed to have 3 cats into the cockpit
Can you please explain the minimums required by captains and first officers for CAT 1 and CAT2 landings? Thanks
I have a question to the redundant autopilots:
Is it basically the same hardware+Software running in double, or do they have to be designed differently from ground up? If it is a design flaw in hardware or software that causes the malfunction, a simple double autopilot with the same sensor inputs will not catch that.
Why am I asking this question?
I'm a Control Systems engineer working with all kinds of autonomous vehicles. To me, that looks just like a very improbable but fatal design flaw.
I couldn't find anything on the internet about that though...
Interestingly, in my former airline (777) the Capt did the entire approach and any missed apph if necessary. No changing of PF back n forth...
Are Cat III approaches flown in the US? I have flown here a couple times (in clear weather) when the captain has told us they are checking the autoland system. But am not aware of having flown one "for real." Perhaps they would not announce it if they did in low IMC. Are they more common in Europe because there are more extremely low visibility days over there?
Jag har letat efter en förklaring om ILS Cat 3 och det här var verkligen fantastiskt. Just brushing up on my Swedish for fun.
If both captain and FO window is damaged from say the window heat electrical or bird strike, can they performance CAT III approach no less than required threshold to no visibility ? Since they have no other option!!
12:47 There it is again. After subscribing to this channel just a couple of hours ago, I am now Un-Subscribing. A worthwhile channel, but so sad to see someone of such an authoritative position succumbing to political correctness. Bye bye.
It's really amazing captain. am a student pilot hopefully flying one of the bigger aircrafts soon. you really pass me the energy. I can't wait to do all the things you mansions.
Mentour pilot, What about single engine Autoland? Is any ruder compensation from autopilot duaring approach and GA?
Don't know why they don't have a giant ball of cotton wool at the end of the runway. Then it wouldn't matter if you had difficulties stopping. Maybe some hay bails along each side too. Coat the plane with foam rubber 8 and a half inches thick.
I'm not an expert, so possibly this is a naive question, but I always wondered why airliner's cockpit design usually features a somewhat limited outside visibility because of the glareshield cutoff angle, requiring pilots to raise their seat whenever they need to get a better point of view.
Couldn't cockpits simply be designed with an overall reduced height, so to offer the best outer view in every condition, or else the number and size of instruments and panels needed makes the actual layout the only viable solution?
Can you comment on Bolivian BOA airlines? Are they trained to do this? Is this public information? Where do we find out?
So a cat 3 ILS approach is what was attempted in beloved Christmas clasic die hard 2? Could the captain in that movie have done anything different? Without fuel for a go around?
Your videos are always excellent, and I come out of them knowing a little more than I did a few minutes ago. But the question that remains from this one, "why not use the auto land all the time" ? The aircraft knows where it is regardless of visibility, the runway never moves, so why leave it to humans ?
Welcome MAI MIA DESTINATION S AIRPORTS UB MANDALAY BIRMANIA AIRLINES AWARENESS MYANMAR LATEST AIRLINES ACCIDENT TAKE CARE ALL OF TH-cam MRNELSON1963
Remember the pioneers at Hawker Siddley with the Trident autoland 😀
I understand certain radars can see through the fog and display on a HUD. Is this technology used in commercial aircraft?
Are there no plans using FLIR (less afected by Fog)?
Hi Mr Mentour
Are there height requirements for pilot ?
***** Thank you very much
I think I can't I'm so short 😂
what if the pilot leaves the autopilot on upon touch down. does the auto pilot manipulate the rudder to keep the plane on centre line in conjunction with ILS. it may be too hard to keep on the centre line with a 200 metre RVR manually.
Or when you're a blind person in flight simulator. We have to use auto land every time.
Otto can land in any weather, but remember that Otto needs periodic maintenance from the cabin crew to stay in shape.
Why cant the pilot hand fly in dense fog? Can't he just rely on the ils and the flight directors to guide him down?
Do the pilots and all the air crew have to go through security and customs the way passenger's do ? ..And if so what happens if they are doing something Illegal ?
Absolutely they must go through security, and if caught doing something illegal, will be removed from flight, and could be detained and/or arrested depending on the scenario.Flight crew work very hard to get to their positions in the first place so it would be a very rare occurrence for someone to put their job in jeopardy by being intoxicated or carrying non-admissible items.
Not exactly the badge gets them through security
Can the Autopilot land a 737 by itself?
Thanks.
I just learnt that there is such thing as capturing a false glide slope. Any way to get more information on why and how that can happen?
Hi Mentour Pilot, I have wanted to be asking you if you don't mind what academic qualifications you had got at school? Thanks for another amazing video.
***** Thanks Captain.
+Mentour Pilot
What does 'GPWS' stand for?
+Sallah AL Houssawi GROUND PROXIMITY WARNING SYSTEM
Roger Hylton hi
Do airlines require a minimum number of auto lands a month to make sure systems are still good to go regardless of visibility?
Can a plane land without any input from pilot at all ??? I mean is it possible that we remove pilot and plane lands by itself.