Not to mention that the effin' TLs don't move.Bingo. Don't forget that THR HOLD is the same as IDLE CLMP and can bite you just the same. I'm willing to bet that is what bit the Asiana guys in SFO. I rode the throttles pretty good in the Boeings, too when I realized the same weak link existed.
Similarly, watch yourself in THR IDLE on fifi.
An unnecessary missed approach is less safe than landing....and any argument to the contrary is inane.
Might as well stop doing those dangerous CAT 3 approaches too... I mean, switching the pilots so low to the ground! Crazy!
View attachment 24999
Looks like we'd fly it to "ball note #2" and then pick up the visual.
At my employer, on my specific equipment (which means yours may differ in a variety of ways), that when we use the VPATH deviation, we're almost monitoring "Progress Page 2" for a numeric value of any VPATH deviation.
According to our procedure, if you're heads down after DA following either when you should be flying visual, you're making a potentially hazardous mistake -- because if the PM is heads-out monitoring your VPATH deviation that low, he's out of the loop and the PF is being a test pilot doing this own thing.
Then you, sir, are the "limited exception."Depends on the aircraft and operator. On our E190s it's a captain maneuver down to 50' RA mins. There's no control change. The captain hand flies the whole maneuver turning off the autopilot by 800 feet using the HUD.
Forgive me, but I forget if it's Cat IIIa, b or c. It's whichever is not auto land, and down to 50'.
For reasons, it's better with some sort of VNAV. I'm not a fan of having a DA/DH without vertical guidance, as is the normal practice on the Brasilia. Sure you can do it in your head, but given the mass of the airplane and the normal rates of descent involved I personally consider 800-900'/min to MDA and drive an acceptable risk. But normally it's not necessary.
Edit: "normally" means when it's not SCT003 and the MDH is 300'.
SSSSSSEENT FFFFROMM FMS KEYBOAAAAAAARDDDDD
Again, we can't drive.
Additionally, our charts tell us the altitude we're supposed to be at each mile so it's kind of idiot proof. As in, I did one in the sim recently, and the glide path looked like an ILS.
Then you, sir, are the "limited exception."
Not to mention that the effin' TLs don't move.
Bad human interface design is bad.
I thought of "THR HOLD" as "We're not going to move any more in this vertical mode" and "CLMP as XX-Manual Positioning"
Keep an eyeball on that TARP panel because, after all, whether you're flying the steampunk DC-9-15 or a 717, it's an after-market mod'd DC-9.
Then you, sir, are the "limited exception."
FINE.Most HGS operators are CAT III handflown certified. DL 737s, all of WN 737s...
CLMP and THR HOLD are the exact same thing and come about with the exact same logic. Just the Douglas throttles are less smooth. The modes and gotchas are identical, though.
CLMP and THR HOLD are the exact same thing and come about with the exact same logic. Just the Douglas throttles are less smooth. The modes and gotchas are identical, though.
An unnecessary missed approach is less safe than landing....and any argument to the contrary is inane.
Might as well stop doing those dangerous CAT 3 approaches too... I mean, switching the pilots so low to the ground! Crazy!We have to be configured, on-speed, on glidepath
I don't think they are on the 717. In CLMP you can move the thrust levers with no resistance from the autothrottle. In THR HOLD you have to fight the autothrottle servo (slightly) to move the levers. The logic is the same though, as you say.
And I forgot the wonderful "LO LIM" mode too.
Is that straight from the -9? If so I'm impressed that it had low speed protection going back that far. That's one I'll (hopefully) only see in the sim, but it is kind of cool watching it slam the thrust levers up.
Good point. You have to always always always babysit the AT on the MD-88/MD-90.Depends on which "Douglas" you refer to, the -11 is very smooth.
Is that straight from the -9? If so I'm impressed that it had low speed protection going back that far. That's one I'll (hopefully) only see in the sim, but it is kind of cool watching it slam the thrust levers up.
Nah, that just means that the autothrottles don't have the authority to retard them any lower in your phase of flight.
So if you're descending at 250 and commanding a 2500 fpm descent in V/S, it's probably going to respect your V/S request, give you "LO LIM" on the auto throttle status and slowly accelerate unless you pull the throttles back manually.