autopilot
- Thread starter Aussie
- Start date
triple7
Well-Known Member
on an autoland..how does the plane track the runway once touching down? i understand tracking the localizer and gs, but im sure it cant kep centerline and roll out by itself before the ap is disconnected...can someone explain those sequences of events involved in an autoland....kinda interesting stuff.
DE727UPS
Well-Known Member
Yeah...it does track the localizer on the rollout. On the 757, you have to click the autopilot off to exit the runway.
757 autoland.
When cleared for the approach, you select APP on the autopilot. This give you three independant electrical systems to power the three autopilots. Also, APP arms the autoland system and arms the L and R autopilots. At 1500 AGL, the ASA system does a self test, then should indicate Land 3. The flare and rollout commands are armed. The left and right autopilots engage, too. At 500 feet the runway alignment begins. At 330 feet (757), 100 feet (767), you get nose up trim if you have a Land 2/No Land 3 indication on the ASA. At 200 feet, both Bus Ties lock open and the ASA can only indicate "No autoland". At 45 feet the flare mode engages. At 25 feet (757), 15 feet, (767), the auto throttles go to idle. At 5 feet the rollout mode engages and tracks the runway centerline via the localizer. After touchdown, you verify that the ground spoilers deployed and activate reverse thrust.
That's about it....not too complicated is it?
757 autoland.
When cleared for the approach, you select APP on the autopilot. This give you three independant electrical systems to power the three autopilots. Also, APP arms the autoland system and arms the L and R autopilots. At 1500 AGL, the ASA system does a self test, then should indicate Land 3. The flare and rollout commands are armed. The left and right autopilots engage, too. At 500 feet the runway alignment begins. At 330 feet (757), 100 feet (767), you get nose up trim if you have a Land 2/No Land 3 indication on the ASA. At 200 feet, both Bus Ties lock open and the ASA can only indicate "No autoland". At 45 feet the flare mode engages. At 25 feet (757), 15 feet, (767), the auto throttles go to idle. At 5 feet the rollout mode engages and tracks the runway centerline via the localizer. After touchdown, you verify that the ground spoilers deployed and activate reverse thrust.
That's about it....not too complicated is it?
Jonnyb1225
New Member
Do you ever use autoland?
pilotjww
New Member
triple7
Well-Known Member
Re: Autoland Article at WeatherWise
who puts the gear and flaps down? autopilot systems or does the pilot make those adjustments? i am assuming the systems are automated to include gear flaps and speed brakes....correct? is so, how does the computer know when do drop gear and flaps...based on altitudes? markers?
who puts the gear and flaps down? autopilot systems or does the pilot make those adjustments? i am assuming the systems are automated to include gear flaps and speed brakes....correct? is so, how does the computer know when do drop gear and flaps...based on altitudes? markers?
DE727UPS
Well-Known Member
Re: Autoland Article at WeatherWise
Pilots do the gear and flaps. We HAVE to use autoland when the visibility is worse than 700 feet (I think, we haven't got that far in class yet). Other times, I've heard guys using the autoland if they are really tired but for the most part it doesn't get used unless it's required because of visibility.
Pilots do the gear and flaps. We HAVE to use autoland when the visibility is worse than 700 feet (I think, we haven't got that far in class yet). Other times, I've heard guys using the autoland if they are really tired but for the most part it doesn't get used unless it's required because of visibility.
A300Capt
Freight Dawg
Re: Autoland Article at WeatherWise
[ QUOTE ]
Pilots do the gear and flaps. We HAVE to use autoland when the visibility is worse than 700 feet (I think, we haven't got that far in class yet).
[/ QUOTE ]
Actually, you are required to autoland in anything less than CAT I mins.
[ QUOTE ]
Pilots do the gear and flaps. We HAVE to use autoland when the visibility is worse than 700 feet (I think, we haven't got that far in class yet).
[/ QUOTE ]
Actually, you are required to autoland in anything less than CAT I mins.
Pickle
grumpy puppy
How often do you autoland
We (ATA) are supposed to do one autoland every 7 days, and there is a little report that you fill out saying if it was successful or not, where in the TDZ the plane landed, stuff like that.
Well, I said "we", really it is each plane needs an autoland every 7 days.
We (ATA) are supposed to do one autoland every 7 days, and there is a little report that you fill out saying if it was successful or not, where in the TDZ the plane landed, stuff like that.
Well, I said "we", really it is each plane needs an autoland every 7 days.
A300Capt
Freight Dawg
Re: How often do you autoland
[ QUOTE ]
On the note of Autopilots,
for all the airline pilots out there,
when do you engage the Autopilot after takeoff? How soon i mean? After 1000ft or a certain speed?
[/ QUOTE ]
It varies with aircraft type, company policy and pilot preferences. There are minimum altitudes that autopilots can be engaged after takeoff depending on aircraft type. Other than that, it's up to the pilot when he/she wants to engage it.
I tend to hand fly up to 10,000ft before engaging one of the autopilots. Some people like to hand fly all the way up to cruise altitude.
Coming out of a high traffic airport like Newark or LAX I'll flip it on out of 1000'ft and let it fly the SID. That way I can better concentrate on listening to ATC instructions and watching for other traffic while monitoring what the autopilot is doing.
[ QUOTE ]
On the note of Autopilots,
for all the airline pilots out there,
when do you engage the Autopilot after takeoff? How soon i mean? After 1000ft or a certain speed?
[/ QUOTE ]
It varies with aircraft type, company policy and pilot preferences. There are minimum altitudes that autopilots can be engaged after takeoff depending on aircraft type. Other than that, it's up to the pilot when he/she wants to engage it.
I tend to hand fly up to 10,000ft before engaging one of the autopilots. Some people like to hand fly all the way up to cruise altitude.
Coming out of a high traffic airport like Newark or LAX I'll flip it on out of 1000'ft and let it fly the SID. That way I can better concentrate on listening to ATC instructions and watching for other traffic while monitoring what the autopilot is doing.
Aussie
New Member
Re: How often do you autoland
Thanks.
I know this maybe a stupid question to ask, but whats it like to handfly such a big aircraft?
Like flying a Piper Warrior, it jumps all over the place, and maintaining a set climb rate and speed isnt easy, i mean the aircraft gets blown of course or your lower the nose a tad and it flies to fast, ect.
Whats it like hand flying a giant airliner?
Thanks.
I know this maybe a stupid question to ask, but whats it like to handfly such a big aircraft?
Like flying a Piper Warrior, it jumps all over the place, and maintaining a set climb rate and speed isnt easy, i mean the aircraft gets blown of course or your lower the nose a tad and it flies to fast, ect.
Whats it like hand flying a giant airliner?
A300Capt
Freight Dawg
Re: How often do you autoland
[ QUOTE ]
I know this maybe a stupid question to ask, but whats it like to handfly such a big aircraft?
[/ QUOTE ]
Not stupid..probably one of the more common questions I get.
In many ways it's easier than flying a small GA airplane...and, harder. Most people initially dwell on the size aspect. But once you're strapped into your seat and airborne you tend to forget about all that metal following behind you.
The thing that is most different is that a jet eats up alot of real estate fast and there's alot more mass and inertia to contend with and think about. You'd be surprised though how responsive and light on the controls these big jets can be as long as you don't forget to trim. The B757 was my favorite jet to fly. It had ample power reserves and was extremely nimble and responsive on the controls. It maneuvered in the traffic pattern like a big C172. It was really that easy and forgiving. What most people had trouble with was learning to "manage" the automation through the autopilot/FMC/MCP interface. Turn all that "magic" off and it was a big Cessna to hand fly.
Flying ILS are probably easier in a large jet than a small aircraft. First, they aren't as prone to being knocked around by the wind and once established they tend to stay where you put them without a lot of extra effort on your part. Second, believe it or not, flying an ILS at 130+kts is easier than doing it at 70kts. You don't have to make as many corrections since your covering the ground faster (kinda like going 70 on the highway versus 30) however, your corrections have to be smoother and you have to be aware of developing trends and correct faster.
Best of all, you have an airplane that is truly weather capable (Abundant POWER, wx radar, anti-ice, redundant autopilots, backup systems...and a coffee pot!!
).
I think back on the days I'd fly IFR in a C172 and I still break out in a cold sweat. I was a lot braver back then.
[ QUOTE ]
I know this maybe a stupid question to ask, but whats it like to handfly such a big aircraft?
[/ QUOTE ]
Not stupid..probably one of the more common questions I get.
In many ways it's easier than flying a small GA airplane...and, harder. Most people initially dwell on the size aspect. But once you're strapped into your seat and airborne you tend to forget about all that metal following behind you.
The thing that is most different is that a jet eats up alot of real estate fast and there's alot more mass and inertia to contend with and think about. You'd be surprised though how responsive and light on the controls these big jets can be as long as you don't forget to trim. The B757 was my favorite jet to fly. It had ample power reserves and was extremely nimble and responsive on the controls. It maneuvered in the traffic pattern like a big C172. It was really that easy and forgiving. What most people had trouble with was learning to "manage" the automation through the autopilot/FMC/MCP interface. Turn all that "magic" off and it was a big Cessna to hand fly.
Flying ILS are probably easier in a large jet than a small aircraft. First, they aren't as prone to being knocked around by the wind and once established they tend to stay where you put them without a lot of extra effort on your part. Second, believe it or not, flying an ILS at 130+kts is easier than doing it at 70kts. You don't have to make as many corrections since your covering the ground faster (kinda like going 70 on the highway versus 30) however, your corrections have to be smoother and you have to be aware of developing trends and correct faster.
Best of all, you have an airplane that is truly weather capable (Abundant POWER, wx radar, anti-ice, redundant autopilots, backup systems...and a coffee pot!!
I think back on the days I'd fly IFR in a C172 and I still break out in a cold sweat. I was a lot braver back then.
Aussie
New Member
Re: How often do you autoland
Kool thanks mate, your a true blue bloke.
that sounds like it isnt that hard at all. I guess all you have to remember is to trim, and i wasnt sure if the controls would be heavy in sucha big airliner.
Is there a specific alt. or place when you lower the landing gear and do you select flaps right at the end for landing, or progressivly on approach?
When they say Cleared visual approach, that means you disengage the autopilot at that stage and fly in the whole way manually?
Cheers
Aussie
Kool thanks mate, your a true blue bloke.
that sounds like it isnt that hard at all. I guess all you have to remember is to trim, and i wasnt sure if the controls would be heavy in sucha big airliner.
Is there a specific alt. or place when you lower the landing gear and do you select flaps right at the end for landing, or progressivly on approach?
When they say Cleared visual approach, that means you disengage the autopilot at that stage and fly in the whole way manually?
Cheers
Aussie
Mr_Creepy
Well-Known Member
Re: How often do you autoland
My favorite hand flying aircraft was the CRJ. Very responsive and fairly light on the controls.
The least responsive was the 737-700. That was like flying the side of a barn. Control response was about a second later. Really had to stay ahead of that sucker.
I regularly took the CRJ up to FL 250 by hand. I tried to hand fly the 737 all the way up but the furthest I got was 180 out of RDU one day. It was just too much work.
My favorite hand flying aircraft was the CRJ. Very responsive and fairly light on the controls.
The least responsive was the 737-700. That was like flying the side of a barn. Control response was about a second later. Really had to stay ahead of that sucker.
I regularly took the CRJ up to FL 250 by hand. I tried to hand fly the 737 all the way up but the furthest I got was 180 out of RDU one day. It was just too much work.