Ab wann spricht man von Autolandung?

[Gast Frank Schauf]

Hallo,

 

ich hätte da mal eine Frage, ab wann ist eine Landung eine Autolandung, wenn ich den Gleitrahl per AP runterfliege, oder nur wenn die Maschine auch selbstständig aufsetzt incl. Abbremsung.

 

Danke im vorraus.

 

 

 

------------------

Gruss

Frank

 

http://www.fmc-plan.de

[Raffael]

Hallo Frank

 

Von Autolandung spricht man, wenn das Flugzeug selber aufsetzt. Wenn das Flugzeug nur selbst den Gleitpfad und Localizer runterrutscht dann spricht ma (glaube ich) von einem Auto Approach.

 

Ein Profi soll das bitte noch bestätigen. Ich bin mir zwar 90 aber nicht 100% sicher.

 

Gruss

Raffael

[Gast Frank Schauf]

Hallo Raffael,

 

danke für deine Antwort, und für das Aufsetzen und Abbremsen braucht man dann den zweiten Autopiloten (Airbus) oder die drei bei (Boeing)?

 

Man braucht also um den Gleitstrahl runter zu rutschen nur einen AP?

 

 

 

------------------

Gruss

Frank

 

http://www.fmc-plan.de

[Raffael]

Hallo Franke

 

Nein, der 2te (Airbus) bzw die beiden anderen Autopiloten sind nur zur Sicherheit da wenn ein AP falsch bzw. gar nicht mehr arbeite.

 

 

VERMUTUNG: !!

Beim Airbus wird es wohl so sein, dass die Landung abgebrochen wird sobald ein AP ausfällt oder nicht mehr übereinsteimmt mit dem anderen und bei Boing so, dass die Landung abgebrochen wird, wenn 2 AP nicht mehr korrekt arbeiten. Möglicherweise können mit 2 AP auch genauere Berechnungen gemacht werden, welche es ja für eine Autolandung braucht

[Flyermans]

Hallo!

Ich will mich da mal wieder mit dem Technischen Blick einmischen.

Ein Full Autoland mit einem A/P ist ein Single CAT III Land. Mit zweien ist ein Dual CAT III Land. Mehr gibt es nicht. Jedes weitere System ist nur noch Backup.

Wobei das linke System(1) den Captain versorgt und das Rechte(2) den F/O versorgt. Das dritte System bei manchen Fliegern läuft Standby mit und springt im Fall der Fälle ein.

 

Gruß Ronald!

[Nikolai]

Für eine Autolandung müssen mindestens 2 Autopiloten funktionieren (wegen der Genaugigkeit). Auch bei der 767 Pilot in Command funktioniert das so, deshalb gibt es auch die Anzeige "Land 2" und "Land 3" (auf einen der beiden Testbuttons drücken).

[Flyermans]

Hallo Nikolai!

Das ist falsch. Ein A/P reicht für ein Autoland aus. Beide bekommen die gleichen Infos etc.

 

Gruß Ronald!

[Gast harry]

<BLOCKQUOTE><font size="1" face="Verdana, Arial">Zitat:</font><HR>Original erstellt von Flyermans:

Hallo Nikolai!

Das ist falsch. Ein A/P reicht für ein Autoland aus. Beide bekommen die gleichen Infos etc.

 

nicht bei der 747. da muessen mindestens 2 (fuer CATIII alle 3) APs funktionieren, sonst heisst es NO AUTOLAND...

[FalconJockey]

..nun, das ist offenbar stark abhängig vom Flugzeugtyp und da könnten wir auch das Thema "Faile Safe" und "Fail Passive" ankratzen. Ronald, willst Du anfangen?

 

Cioa, Andreas

[Peter Guth]

So, Ihr Lieben,

 

ich habe Euch mal was zum "schnüffeln beigefügt, aus Schnelleinführungs-Infos für die B767, hier ein kleiner Auszug zum Thema Autolandings/CAT.

 

LAND 2 is an ASA (approach status annunciator) indication meaning that 2 autopilots are available for automatic landing.

 

LAND 3 is an ASA (approach status annunciator) indication meaning that 3 autopilots are available for automatic landing.

 

Fail-Passive flight control system (LAND 2) : A flight control system is fail-passive if, in the event of a failure, there is no significant out-of-trim condition or deviation of flight path or altitude but the landing is not completed automatically. For a fail-passive automatic flight control system the pilot assumes control of the aircraft after a failure.

 

Fail-Operational flight control system (LAND 3) : A flight control system is fail-operational if, in the event of a failure below alert height, the approach, flare and landing, can be completed by the remaining part of the automatic system. In the event of a failure, the automatic landing system will operate as a fail-passive system.

 

Low Visibility Procedures (LVP)

A CAT 2 operation is a precision instrument approach and landing using LS/MLS with a decision height (DH) below 200 ft but not lower than 100 ft and RVR of not less than 300 m in auto-coupled to below DH, which means continued use of the automatic flight control system down to a height which is not greater than 80% of the applicable DH.

 

CAT 3A : DH lower than 100 ft but not lower than 50 ft and RVR not less than 200 m.

- Must be flown and landed by the Captain and the use of both FD's is compulsory.

- Must be flown in at least LAND 2, a fully coupled automatic approach and landing through touchdown and ground rollout.

 

Decision height : The DH shall not be lower than the minimum decision height specified in the AFM or the decision height to which the flight crew is authorized to operate, whichever is higher.

 

Visual reference: For CAT 3A operations no pilot may continue an approach below the CAT 3A DH unless a visual reference containing a segment of at least 3 consecutive lights being the centerline of the approach lights, or touchdown zone lights, or runway center lights, or runway

edge lights, or a combination of these is attained and can be maintained.

 

BOEING 767 BRIEFINGS, Page 2

2. OPERATING PROCEDURES (GENERAL)

 

¡ Normally every operator has to established procedures and instructions to be used for Low Visibility Take-off and Category 2 & 3 operations. These procedures contain the duties of flight crew members during taxing, take-off, approach, flare, landing, roll-out and missed approach as

appropriate. The commander shall satisfy himself that :

 

- The status of the visual and non-visual facilities is sufficient prior to commencing a Low Visibility Take-off or a Category 2 or 3 approach;

 

- Appropriate LVP are in force according to information received from Air Traffic Services, before commencing a Low Visibility Take-off or a Category 2 or 3 approach.

 

- The flight crew members are properly qualified prior to commencing a Low Visibility Take-off in an RVR of less than 400m (Cat D aeroplane) or a Category 2 or 3 approach.

 

3. LVTO GENERALITIES

¡ Take-off minima are established in such way to ensure sufficient guidance to control the airplane in the event of both :

 

a discontinued take-off in adverse circumstances.

 

a continued take-off after a critical engine failure . The captain shall not take-off unless the weather conditions, including cross and tailwind, at the aerodrome of departure are not less than the applicable minima for landing at that aerodrome, unless a suitable take-off alternate aerodrome is available within a range of 1 hr flying time at one engine out cruising speed in still air and standard conditions. The applicable minima exclude the use of ILS CAT 2 and CAT 3 minima. If aircraft is ETOPS released, range is limited to the Citybird rule time limit.

 

¡ Planning minima for take-off alternate :

Weather conditions required for take-off alternate shall be such as to allow a one engine out landing, meeting at least ILS CAT I minima.

 

TAKE-OFF MINIMA B-767 (CAT D airplane)

FACILITIES RVR Nil (day only). 500 m Runway edge lighting and /or centerline markings LVP in force 300 m (note 1) Runway edge lighting and centerline lighting LVP in force. 250 m Runway edge lighting and centerline lighting and multiple RVR information. LVP in force.

200 m

 

(note 2)

Note 1: For night operations at least runway edge and runway end identifier / stop lights are required and must be "ON”

 

Note 2 : A take-off minimum of 150 m may be used under the following conditions :

Low visibility procedures are in force. And High intensity runway centerline lights spaced 15 m or less and high intensity edge lights spaced 60 m or less are in operation and Crews have satisfactorily completed training in a simulator approved for this procedure. And a 90 m visual segment is available from the cockpit at the start of take-off run. And the required RVR value

has been achieved for all of the relevant RVR reporting points. And ILS Localizer will be tuned in for T/O with visibility < 200 m

 

BOEING 767 BRIEFINGS

Page 3

4. APPROACH GENERALITIES

 

Weather conditions, aircraft status and airport equipment must comply with authorisations and minima.

 

CAT 2 / CAT 3 approaches shall not be attempted when windshear conditions are reported or may be suspected to exist.

Maximum headwind…….25 kts.

Maximum tailwind……….10 kts.

Maximum crosswind…….25 kts

 

The airport requirements table should be consulted

 

The localizer sensitive area must be protected for CAT 2 / CAT 3.

 

Approach Ban rules should be applied (applicable to precision and non precision approaches). The requirements to initiate and continue an approach can be found in the Jeppesen's introduction.

 

Jeppesen also describes the differences in the Approach Ban.

 

In making a decision regarding which approach procedure to execute, consider possible worse weather conditions than those reported.

 

The pilots seats must be adjusted as per Operations Manual.

 

Auto callouts should be monitored and in case of failure should be given normally by the PNF

 

Monitor autopilot operation by cross checking ILS raw data in the ADI.

 

If the captain is not satisfied with the autopilot / flight director operation, the flight path, or if there are instrument warning flags, then he will either discontinue the approach while reconsidering

the next course of action, or continue the approach provided that the aircraft is in a position from which a normal approach to the runway of intended landing can be made.

 

ILS CAT 2 & CAT 3 minimums are always read on the radioaltimeter. As the readings on the radio altimeter are performed above the pre-threshold terrain, the exact radio altimeter readout figure is given on the Jeppesen approach chart

 

After the call "LANDING" by the CAPT., the F/O will continue to monitor aircraft attitude and flight path.

 

CAT 2 & CAT 3 approaches may be made with landing flaps set at 25° or 30°. Landing Flaps 30° is recommended since the deck angle is reduced providing a larger visual ground segment.

 

Rate of descent shall not exceed 1000 ft/min.

 

Localizer deviation shall not exceed 1/3 dot.

 

Glide slope deviation shall not exceed 1 dot.

 

At night in low visibility conditions, the use of landing lights can be detrimental to the acquisition of visual reference. Reflected light may reduce visibility.

 

Landing lights would not normally be used in CAT 2 / 3 weather conditions.

 

The periodic practice of an automatic approach procedure is mandatory. To comply with the JAA regulations , at least one automatic approach should be performed into the aircraft by each crew member every 6 months. This approach should be normally recorded in the Technical Log and on the AUTOLAND SURVEY FORM provided by the airline.

 

Note : When performing a CAT 2 or a CAT 3 automatic approach in weather conditions not

requiring this type of procedure , the course of action will be adapted in case of equipment malfunction .

 

BOEING 767 BRIEFINGS

Page 4

5. APPROACH PROCEDURE

 

¡ Standard CAT II / III approach procedure for the B-767 assumes use of the maximum automatic capability of the Automatic Flight System. Auto-land is normally required for CAT 2 / CAT 3. However, during a CAT II approach, SINGLE AUTOPILOT may be used to DH when auto-land is not available. This has to be considered as a Non Normal Procedure. In this case the PF is the F/O & Capt is making the manual landing.

 

¡ Task sharing is a fundamental concept for CAT 2 / CAT 3 operating procedures.

 

¡ Single engine coupled approaches can be made, however automatic landings can not be made

 

¡ If no autocall, the F/O makes the calls

 

¡ If a CAT 2 / CAT 3 approach is planned, approach control must be advised. Request CAT 2 / 3 Clearance (If an approach is planned for practice advised ATC and state it is for practice)

 

Descent - approach preparation (all approach types):

 

CAPT briefs the F/O according to standard operating procedures.

Aircraft status and crew qualification are checked.

Table of requirements are checked.

Braking action medium or better.

Autobrakes : position 3 (recommended in CAT 2 and mandatory in CAT 3)

DA / H, selection and set on RA.

Orange altimeter bug setting : TDZ or THR + 500 ft

Missed approach (airport) and go-around (aircraft) procedures reviewed.

APU will be started at FL100. (when the APU GENERATOR is available, an eventual

generator failure will then not result in the loss of one Autopilot)

 

Remember :

Approach Type PF Landing CAT 2 with Single A/P or monitored CAT I

F/O Capt

Autoland (LAND 2 or 3) Capt Capt

 

Initial approach

 

The approach must be planned in order to be established on localizer well before intercepting the glide-slope.

 

Markers audio set.

 

Both FD switches must be ON On intercept heading or last procedure turn

 

Captain and F/O will have EHSI in "MAP" mode ("MAP" is the recommended mode for

situation awareness as raw data is available on the EADI & RMI

 

Once cleared to intercept the ILS , the PNF handles the MCP on PF orders.

 

Note : The intercept track angle must be within 90° (recommended) of localizer course before selecting "APP" (to avoid erroneous LOC interception).

 

PF orders ‘’APP" mode, PNF executes.

 

Both pilots verify FMA status: LOC and GS appear white (armed )

 

PF calls out: "LOC and GS armed". PNF answers: "CHECKED".

 

PNF verifies the autopilots CMD light (s) “ ON “ & in agreement with the expected Aircraft Status. At this time, the A/P(s) are armed , but not yet engaged with exception for the first one engaged .

 

BOEING 767 BRIEFINGS

Page 5

 

Aircraft configuration should be FLAPS 5° with the appropriate MCP speed.

 

"LOCALIZER alive" and "GLIDE SLOPE alive" call out .

 

ANNUNCIATORS ON EADI SPD VNAV PTH LNAV or HDG SEL CMD G/S LOC On final.

 

The Normal Standard Landing configuration & check list are performed as well as the missed approach preparation.

 

The PF keeps one hand on the control wheel and the other on the thrust levers . During the approach , the hand position on the thrust levers must be adequate to trigger the GA switch.

 

ANNUNCIATORS ON EADI

SPD G/S LOC CMD

Below 1500 ft RA, (and after Loc & GS capture)

 

After localizer and glide slope capture and below 1500 feet RA, the auto approach SELF TEST is performed. When the test is completed:

 

- Multi A/P engagement.

 

The flare and rollout modes are armed, the Autoland Status Annunciator (ASA) displays automatic landing capability and all three autopilots are engaged. As the lowest minimums are directly related to the automatic landing capability, both pilots must observe the ASA's prior to alert height. If a ASA change, or system fault occurs that requires higher weather minimums, do not continue the approach below these minimums unless the required visual reference is established. Alert height is 200 ft RA.

 

At A/P(s) engagement, the command bars of the respective(s) FD(s) might disappear. The

AFDS logic is such that the command bars are not displayed if selected autopilot command

mode and flight director source are the same. This will remember you that the crosscheck is made on the basic indications, such as : LOC, G/S, IVSI, IAS, BARO ALT, RADIO ALT, etc.

 

ASA display indicates: LAND 3 or LAND 2 or NOAUTOLND

 

FLARE and ROLLOUT armed (white on FMA).

 

A/P systems connected to separate electrical power sources (3 A/P – 3 sources).

 

Rudder Control operation.

 

ANNUNCIATORS ON EADI

SPD LOC G/S CMD

FLARE ROLL OUT

 

ASA (Approach Status Annunciator), 3 possible indications :

Upper indication is green………..……..LAND 3*

Lower indication ………………..…….…BLANK

Upper indication is green………..……..LAND 2*

Lower indication is yellow…..………NOLAND3

Upper indication……………………..…..BLANK

Lower indication is yellow……NO AUTOLAND*

 

Note :

- LAND 3 indicates that all three A/Ps with their airplane system inputs are operating normally (fail operational).

 

- LAND 2 indicates that a minimum of two A/P systems are operating normally (fail passive)

 

- NO AUTOLND indicates that a fault condition exist which will preclude the use of the A/Ps for an automatic landing.

 

BOEING 767 BRIEFINGS

Page 6

 

Rudder control is accomplished by the A/P systems during a multi-A/P ILS approach.

The purpose is to provide automatic rudder compensation for an asymmetric thrust condition resulting from an engine failure during an ILS approach.

 

Thus when LAND 3 or LAND 2 is annunciated and only than, A/P control of the rudder is

active.

 

Note: If the A/P's are disconnected or disconnect in an asymmetric thrust condition, the rudder will return to the trimmed position unless the pilot exerts the rudder pedal force required to maintain the rudder position.

 

The ILS DEVIATION WARNING (LOC or G/S becoming amber and flashing ) is operative

below 500 ft RA when the deviation is respectively 1 dot for the G/S or 1.5 dot for the localizer .

 

Note :

After LOC and G/S captured (green) APP mode may only be disengaged under one of the

following actions :

- engage GA mode

- disengage A/P(s) and turn both FD’s OFF.

Passing the outer marker

 

The Captain calls out: "OUTER MARKER ------ft” (actual altitude read on the baro altimeter when passing the OM

 

The PNF crosschecks and answers : "CHECKED"

 

The purpose of this call is to crosscheck the glide slope validity. It is not a baro altimeter crosscheck since the DH is read on the RA . At 500 ft Above TDZ / THR

 

The F/O calls out : "500 - FLARE Armed" (Autoland CAT 2 and CAT 3) or "500 - NO FLARE" (Single Autopilot CAT 2)

 

The Captain answers: "CHECKED".

 

The purpose of this call is :

- From now an both pilots refer to the radio altimeter.

- Landing will be automatic (LAND 2 / LAND 3 ) or manual (NO AUTOLND).

- Go-around will be automatic.

 

Note : The A/P automatic G/A is available even with one A/P but the rudder is not controlled .

 

The runway align submode starts operating at 500 feet RA for a multi A/P approach.

 

Its purpose is to reduce the crab angle established during a crosswind condition on an ILS approach prior to an automatic landing. The submode operates as follows :

- actuated at 500 ft RA with LAND 3 or LAND 2 annunciated

- activation not displayed

- A/P systems initiate a slip with a maximum bank angle of 2 degrees when the crab angle

exceeds 5 degrees.

- wing leveling from the slip is initiated when the rollout mode is engaged.

 

From the 500 ft RA call the Captain will include the outside view into his scan.

 

From the 500 ft RA call the F/O is fully head-down until A/P disconnect.

 

Page 7

Below 500 ft RA.

Either pilot will call any deviation in flight path, airspeed or ASA

 

Consider a go-around for any malfunction, warning or deviation. The approach will be continued only if :

- Aircraft is fully stabilized in rate of descent, heading and speed.

- ILS raw data indicate the aircraft is within half a dot on localizer and glide slope and on a closing-in trajectory.

 

Note : - With A/T ON (mandatory in CAT 3) : target speed bug = Vref + 5

- With A/T OFF: target speed bug = Vref + Wind Allowance

At DH + 200 ft.

 

The F/O calls out: "PLUS 200 - NO FLAG".

The Captain checks validity of the call and answers: "CHECKED".

 

If any doubt exists on the validity of the F/O's call, the Captain will order or execute a GO AROUND and plan a new approach or divert

 

If the approach is continued , the Captain Starts to look outside to accustom his vision to long focus and to establish visual references .

 

Must asses the visual cues that he has to see at DA / H to continue the approach Must be aware of the drift angle in order to asses the orientation of the aircraft longitudinal axis relative to the approach lights centerline or runway centerline.

 

Must be aware of the illusions that can impair his judgment when breaking through at low altitude under poor and variable visibility conditions .

 

Once the Captain starts to look outside, the F/O keeps head down to ensure a continuous monitoring of the aircraft trajectory up to and including roll-out. The F/O must call out "EXCESSIVE LOC” or

"EXCESSIVE GLIDE" if the aircraft trajectory goes beyond the limits ( 1/2 dot on LOC or G/S ) . If there is not enough visual contact when the F/O calls calls "excessive loc" or “excessive glide", the Captain will order or perform a GO-AROUND.

 

If the Captain does not acknowledge F/O's calls during the final approach and until landing, the F/O will presume a subtile incapacitation of the Captain and perform a GO AROUND.

 

Remember below 200 ft. RA : the NO LAND 3 annunciation & electrical power transfer are

inhibited, the ASA display cannot change except to indicate a NO AUTOLND condition & the electrical system auto power transfer is also inhibited .

 

At DH + 100 ft

The F/O calls out: "APPROACHING MINIMUMS", confirmed by an automatic call triggered at DH + 100 ft. The Captain acknowledges "CHECKED".

 

If single autopilot is used for a CAT 2 approach, the autopilot must be disconnected at the latest at 80% of the DH for landing, but may remain engaged for a go-around.

 

Below 100 ft. RA, only with LAND 2 indication ( 2 A/Ps operation) a certain amount of nose up trim is coming in automatically for the flare, the pilot must be aware of this and some forward control column force of 20-30 Ibs may be required in case of a manual landing

 

BOEING 767 BRIEFINGS

Page 8

 

At DH

The F/O calls out: "MINIMUMS" confirmed by an automatic call triggered at DH

 

The auto call is only required in CAT 3 .

 

Note: This autocall is based on radio altimeter reading which is only valid for CAT 2 / CAT 3 procedures . The RA reading could not be correct over the pre-threshold terrain. Having established that the quality of the visual references, the aircraft attitude, position and flight trajectory are such that the Captain can ascertain that a safe flare and landing can be made, the Captain announces: "LANDING" .This call must be an immediate response to the "MINIMUMS" call.

 

If at the "MINIMUMS" the Captain is not satisfied with visual references, aircraft position or trajectory, he decides to go around and calls "GO-AROUND”. The "go-around" call must be an immediate response to the " MINIMUMS " call.

 

a) "Landing" means for CAT 2 with NO AUTOLND:

- The Captain decides to continue the approach for landing taking over the controls .

 

- The autopilot is the best help to maintain a correct flight path , giving the Captain a

maximum of time to improve the interpretation of visual references .

 

b) "Landing" means for a CAT 2 / CAT 3( LAND 2 or LAND 3)

- The Captain decides to continue the approach for landing.

- The A/Ps remain engaged until the aircraft is at taxi speed.

 

The "Landing" call may be performed at an earlier stage if conditions are fulfilled .

 

The F/O remains head down to continue the flight monitoring (up to and including the roll-out) F/O's regular announcement of rate of descent and "Delta" IAS versus TARGET speed can help the Captain to maintain a correct aircraft attitude and flight path.

 

At 50 ft RA

 

For CAT 2 : At 50 ft. above touchdown on the radio altimeter, the F/O calls out : "50", This is confirmed by an automatic call triggered at 50 ft. RA (auto call not mandatory) .

The Captain answers : "CHECKED".

 

For CAT 3 : As the minimums are 50 ft., the F/O's call will be "MINIMUMS" instead of "50"

 

Note: The autocall "minimums" supersedes the "5O" call ( mandatory in CAT 3)

 

At 50 ft RA (autoland), verify the aircraft enters the flare mode, monitor the reduction in sink rate, and that the auto-throttles retard around 15 ft.

 

ANNUNCIATORS ON EADI

SPD FLARE LOC CMD ROLL OUT

 

The F/O will call "NO FLARE" or "NO RETARD" if appropriate.

 

If there is no visual contact (CAT 3) when the F/O calls "NO FLARE", the Captain calls "GOAROUND" & performs a manual GO-AROUND

 

If the F/O calls out "NO RETARD" at 15 ft, the Captain will manually retard the throttles.

 

Having established visual references in CAT II weather conditions or better, the Captain may land manually, however in the case of marginal conditions it is safer and more professional to stay on autoflight.

 

BOEING 767 BRIEFINGS

Page 9

 

Note :

- The FLARE submode is a multi-A/P mode ( LAND 2 or LAND 3 ).

- FLARE ( green ) engages at approximately 50 ft RA, replacing G/S (green)

- F/O checks FLARE GREEN on FMA.

- FLARE GREEN indication should come on immediately after the auto call triggered at 50 f RA ("minimums" or "50”) .

LANDING, TOUCHDOWN and ROLLOUT.

 

Once below DH , it is always the Captain's duty to handle the aircraft. If for any reason a safe landing is not possible, the go-around shall be ordered and handled by the Captain, closely monitored by the F/O .

 

The F/O, remaining head down, continues the flight monitoring up to and including the

rollout .

 

Be aware of the bias trim in case of 2(3) A/Ps operation ( LAND 2 ) . If the autopilots are disconnected during the flare with the BIAS TRIM applied, it may not be necessary to take any corrective action as the aircraft will tend to flare by itself An additional pitch input from the pilot could result in unacceptable high nose-up attitudes . The BIAS TRIM input giving

the aircraft already a nose up tendency.

 

The autothrottle ( mandatory in CAT 3 ) starts retarding Thrust Levers to idle at 15 ft RA and the A/T annunciation changes from SPD to IDLE . When applying the reverse thrust, the A/T will disengage without warning and the A/T DISC light will remain extinguished.

 

The ROLL-OUT submode is also a multi-A/P mode. ROLL-OUT (green) engages at

approximately 5 ft RA, replacing LOC (green) Loc centerline is maintained by A/P control of rudder and nose wheel steering . ROLL-OUT guidance continues to a full stop or until A/Ps are disengaged.

 

Wing leveling from the slip is initiated when the Roll-out mode is engaged .

 

FLARE GREEN disappears at nose wheel touchdown . The A/Ps hold nose down to

improve the steering.

 

ANNUNCIATORS ON EADI (at 15 ft R/A)

IDLE FLARE LOC CMD ROLL OUT

 

ANNUNCIATORS ON EADI (at 5 ft R/A)

IDLE FLARE ROLLOUT CMD

 

The F/O will call "NO ROLLOUT" if appropriate.

 

he Captain controls the aircraft, applies reverse thrust and ensures adequate braking is applied. The F/O remains head down and checks ground spoiler deployment, monitors

engines during reverse, and calls deceleration speeds "80" and "60" kts.

 

A/P and A/T and Autobrakes should be disconnected after the airplane has come to a

complete stop or under control.

 

GO-AROUND

 

At any moment, the Captain may decide to "GO AROUND” if he is not satisfied with :

- the aircraft position and trajectory or visual references

- the aircraft status.

 

Page 10

Note: - Only NO AUTOLND may appear below 200 ft. RA.

- The G/A logic (AFDS and A/T with Thrust Mode Computer) is armed when the flaps are not up or G/S is captured.

- G/A remains armed until 2 seconds after 5 ft. RA.

 

AFDS :

a) When G/A mode is engaged :

- ROLL commands bank to maintain the ground track.

- PITCH increases to maintain existing speed or MCP speed, whichever is higher, as the

thrust increases .

b) When passing the acceleration altitude (1000 ft Min), by increasing the MCP speed , the autopilot will decrease the pitch attitude to allow acceleration to the selected speed. This function is called: "Speed Control”

 

A/T :

 

a) The A/T controls the thrust to a maximum of GA reference thrust to maintain climb rate of at least 2000 fpm .

b) Green bugs and green reference N1 digital displays on N1 instruments always show the

FULL G/A thrust.

c) If the flap setting is 20 or less, a thrust mode other than GA can be selected using the TMSP

d) As the A/T is not approved for 1 engine operation , the full G/A thrust must be adjusted manually to the target G/A thrust ( green bug or green digits ) .

 

ANNUNCIATORS ON EADI

GA GA GA CMD

 

At the selected altitude, AFDS pitch mode changes to ALT HOLD and A/T mode changes to

SPD with thrust decreasing to maintain the selected speed. (GA remains the engaged roll

mode until another roll mode is selected)

 

Acceleration is initiated (at flaps retraction attitude ) with the PF's call: "ACCELERATION - SPEED xxxx (Vref + 80kts.)"

 

GA Mode Termination > 400 ft RA

 

AFDS :all A/Ps must be disengaged manually and F/Ds turned off.

 

A/T : if flaps are 25° or 30°, A/T must be disengaged manually.

 

Note : If the A/P systems are compensating for an asymmetric thrust condition when they revert to a single A/P in CMD configuration, the rudder will return to the trimmed position unless the pilot exerts rudder pedal force required to maintain the rudder position.

 

6. FAILURES & NON-NORMAL PROCEDURES

¡ Pilot Incapacitation

 

In the event of the PF incapacitation, the PNF will complete the autoland, provided that the ASA stays in LAND 2/3.

 

Do not attempt to take incapacitation action until completion of the landing.

 

¡ ASA change

Below 200 RA: failures below this radio - altitude become apparent only on the ground after disconnecting the A/Ps except for “No Autoland”. If this is the case Disengage autopilot and land manually.

 

Page 11

¡ ILS deviation

 

Above 200 RA: discontinue the approach if deviation warning ( flashing amber ) is persistent

Below 200 RA: Discontinue the approach if ILS deviation warning occurs at any time.

 

¡ Autothrottle disconnection

Disarm the A/T and continue the approach controlling the throttles manually. PNF will call " 15 ft " for the throttles to be closed..

 

Note: the A/T is a requirement in the USA and Canada for CAT III .

 

¡ Autopilot disconnection

Be aware of an "out of trim "condition if total autopilot disconnection happens below 100 ft RA with ASA on LAND 2 or with one engine out.

 

¡ Generator failure

Above 200 ft RA :

- if APU operating (company policy), no ASA change

- if APU inoperative, ASA will change to LAND 2

Below 200 ft RA :

- ASA will not change (even without APU) due to inhibition of the Bus Tie Breakers. (Loss of system will become apparent when A/P's are disconnected on ground.)

 

¡ Engine failure

Above 1500 ft RA :

- Fly an Automatic single engine approach to CAT 1 minima with no A/T. Apply rudder manually.

1500 ft RA to 500 ft RA :

- If necessary initiate an automatic G/A using normal two engines G/A procedure. Be prepared to apply rudder manually when the autopilots revert to single autopilot.

Below 500 ft RA :

- Continue the approach and landing. Do not initiate failure drills. Monitor closely ASA and auto throttle. If a G/A is required, follow the two engine G/A procedure.

CAT 2 CAT 3 REQUIREMENTS

100 50 MIN DA / DH feet

 

.... usw

 

Gruß PG

 

 

[Dieser Beitrag wurde von Peter Guth am 19. Juli 2002 editiert.]

[Flyermans]

Sehr Gut Peter!

Bar deinem Posting, habe ich mich lächelnd in den PC Stuhl sinken lassen.

Eine Wiedergabe des AOM ist ne tolle Idee. Ich wollte es einfach rüberbringen und mich nicht auf einen Flugzeugtyp beschränken, sprich ich wollte es verallgemeinern. Nun gut, manchmal muß man die Leute mit Infos zumachen. Ich könnte da noch den kompletten Text der Lehrgangsunterlagen von fünf Fliegern zu Legen.

Wenn ich meine Kollegen Frage, werden sogar zehn draus. Dann hätten wir die komplette Palette vertreten.

 

Gruß Ronald!

[Gast Frank Schauf]

Klasse Peter,

 

äh, eigentlich eine Antwort wie wir sie immer wieder von dir erwarten.

 

Ich glaube die muß ich erst einmal verdauen.

 

@all, danke für euere Antworten.

 

 

 

------------------

Gruss

Frank

 

http://www.fmc-plan.de

[Peter Guth]

hallo Ronald und Frank,

 

man könnte hier (ich z.B.) in der Tat kilometerlange Textauszüge der AOM oder FOM posten. Auch dann, wenn diese Basistexte im AcrobarReader Format vorliegen und deren Umsetzung in hiesiges Textformat immer arge Probleme mit dem Zeilenumbruch ergeben, Textmarker und optische Verfeinerungen nicht übernommen werden.

 

Aber, und da vertrete ich ja meine bekannte Meinung, Informationen dieser Art sollen doch allgemein Verständlich und auch für weniger fachtechnisch bewanderte Leser da sein. Nicht Jedermann ist in Lage, technisches englisch ermüdungsfrei zu lesen oder zu verstehen.

 

Und die Jungs, die - so wir Ihr - vom Fach seid, brauchen diese Infos ja nicht. Weil Ihr wißt, wie es abläuft, wo es lesar vorliegt.

 

Für den großen Rest aber soll ja, m.E. nach, dieses Forum da sein. Und da sehe ich sinnvoll vereinfachte, verständliche und dauerhaft anwendbare Informationen als vorrangig an. Deshalb bemühe ICH mich, insbesondere diesen "Stil" zu pushen.

 

Was übrigens auch, ähh, ehrlich gesagt, weit aus bequemer ist, angesichts der realen Datenvielfalt und der großen Fragemengen.

 

Denn alleine das geziehlte Heraussuchen der jeweils zutreffenden Detailinfos, das "aufarbeiten/umstellen" auf hier dann veröffentlichbarer Formate ist für mich, ähh, ätzend. Da schreib ich lieber abgespeckte Allgemeinerklärungen selber.

 

Aber, ich sehe, es besteht in der Tat auch ein Interesse an den Originalunterlagen...

 

Gruß PG

 

 

[FalconJockey]

Hi Peter,

 

gerade diese Details, die Du hier immer postest sind - in der Verbindung mit den allgemeineren Erklärungen - der Schlüssel zum FS-Erfolg! Warum? Ich hab mal in der Schule folgendes gelernt:

 

Man kann nur die Details verstehen, wenn man das Ganze kennt. Und nur wenn man die Details kennt, kann man das Ganze verstehen!

 

So long, Andreas

[Hans Tobolla]

Hallo miteinander,

 

wenn ich den seitenlangen AOM-Text vom PG richtig einordne, müssen die Piloten das Zeug dauerhaft auswendig parat haben. Für mich als FS-Pilot ist das mal gut als Info darüber, mit welchem Zeug sich die Profis notgedrungen beschäftigen müssen. Grauenhaft, nur Prozeduren, Prozeduren und noch mal Prozeduren und nichts Kreatives.

 

So etwas lerne ICH nicht. Falls ich mit dem FS mal eine CAT III-Landung machen muss (kommt auch bei Real-Weather nicht oft vor),dann mache ich das weiter nach meinem 1-Mann-Verfahren, auch wenn dieses nicht besonders profimäßig ist, wie ich nun weiss. Aber mehr kann ich besonders aus Zeitgründen einfach nicht leisten.

 

Viele Grüße!

 

Hans

 

[Dieser Beitrag wurde von Hans Tobolla am 20. Juli 2002 editiert.]

[Peter Guth]

hallo Hans,

 

man muß nicht alles wissen, sehr sehr viel gehört zum "Handwerk" und geht ins Hinterstübchen in der Rübe. Und, es sind, trotz anfänglichem Wust, eigentlich immer wiederkehrende Proceduren.

 

Dazu gehören dann so viele Dinge, die von einem Piloten, der aus dem Tiefschlaf geweckt wird, sofort heruntergerasselt werden kann..

 

Aber, Du hast auch automatisch damit den extrem wichtigen Punkt der Checklisten angesprochen, die man abarbeitet, auch nach +20000 Flugstunden. Damit sich niemals der "Schlendrian" einschleicht.

 

Gruß PG

[Hans Tobolla]

Hallo Peter,

 

meine Bedenken waren diese: CAT III-Landungen sind zur Zeit ja eher selten, und die mit irgendwelchen System-Ausfällen noch seltener. Da habe ich mich natürlich gefragt, wie die Piloten dann möglicherweise auch noch unter Stress diesen Wust an Verfahrensvorschriften abrufen.

 

Ich verstehe es jetzt so: Was durch das allgemeine Basiswissen nicht abgedeckt ist, wird vor der CAT III-Landung durch ein Briefing mit Hilfe einer Checkliste wieder ins Gedächtnis geholt.

 

Von einer CAT-III-Landung wird man ja auch nicht überrascht wenn man die Wetterlage kennt.

 

 

Gruß!

 

Hans