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I have a weird question lol, usually when you record these videos, do you ask permission from the other pilots before you start recording, or is it usually ok, and you record anyway without asking, I know it sounds like a stupid question, but I'm just curios.
Can you use autoland on a gusty crosswind? once the aircraft is passed the runway threshold, does it still follow the localizer, or does it just flare according to radar altimeter?
Why is the AP disconnect so early in the rollout/just after nosegear touched down? Is it just PIC's decision (satisfied with visual cues), or does the 737 FCOM say to do so? I only ask because on the Airbuses I fly, we usually leave it until taxi speed for the assigned taxiway based on the braking mode used.
The large panels rear of the seats are circuit breaker panels, with circuit breakers for the different aircraft systems. These cut or trip the current flow in the wiring, just like the ones you find at home. Though you typically don't pull them on regular flights, though some abnormal checklists and emergency situations would require pulling some out.
+JΣXRTV With Swiss usually but it's okay there. Last 2 flights were with germanwings and those were some pretty bad landings considering perfect conditions.
Anyway, it depends... but if you consider all the three different licenses (PPL, CPL, ATPL) and the Type Rating, it will cost you about 85.000/90.000 euro.
Too dangerous to land in the fog without a visual approach to the runway, despite being in autoland CAT IIIA (ILS) mode. The "minimum" notice is absolutely useless at that point. It would be impossible to abort the landing if any other aircraft crosses the runway or is there any obstacle.
I was wondering about this as well. I thought landings had to be aborted if you can't see the runway from x distance? But then again, planes don't usually carry much spare fuel, do they? What would you do in such a situation?
I think that in all cases where pilots cannot see the runway, they should miss the approach and necessarily abort the landing, even if they're landing automatically using ILS. The planes are required to carry a minimum of fuel to try attempting other approaches to the same airport or divert to another one where conditions are better. If not, it would be suicidal.
No there are certain rules regarding this. The IFR minimums on ILS approaches can vary depending on category. CAT IIIa is a 50 ft AGL and 175 metre runway visual range minimum and CAT IIIbis 0 ft AGL with 75m runway visual range (on my hardcopy Australian charts for YMML anyway...) so providing the aircraft is authorised to autoland it's perfectly acceptable to do what has been shown in the video, as you would still have time to disconnect and go around for the missed approach on a CATIIIa. I'm not particularly sure on how CAT IIIb would work, as I'm not approved to fly those haha.
They are alternative callouts options customized according to the operator's desire, but both designed to the same purpose (advise pilots of being 100 ft above minimuns).
