>There are then a lot of Cat I runways which are approved for >autoland, because the accuracy of the ILS is such than an >autoland can be performed (however only to Cat I minima).I seem to recall that Sydney (YSSY) is only CAT I, yet is used by 747-300 pilots, at least, to revalidate the aircraft's CAT III status after maintenance has been carried out on A/P components. Automatic landings are carried out in relatively good conditions (weather-wise) on routine flights... and if successful, the aircraft is then ok to fly into an airport under CAT III conditions. The clear weather conditions allow the pilot judge the accuracy of the landing... and to take corrective action if the autopilot goes outside limits.Cheers.Ian.

If I recall correctly, then the Canadair Regional Jet is actually certified for manual CAT IIIA approaches!Of course with the HUD...Those jets aren't equipped with auto-throttles and I believe cannot be autolanded.That must be one exciting approach, following the flight directors down to the runway and seeing it only in the last second. One heck of a short go/no go decision making time!

I did not know that. Interesting.

>The washing out of derate is a function of the EEC, and is >independant of which mode is used. Further input on this subject... from the Bluecoat (FMC) Forum:Note here that I can't quote anyone on that forum due to Bluecoat forum rules, but, an (un-named) FADEC (EEC) specialist tells me that all Boeings control derate/flex through the Autothrottle (i.e. the 767 TMC... or, on a 747-400, the thrust management section of the FMC (see below)... moves the throttles to control derates). This indicates to me that the throttles should move as the derates are washed out (EEC's, as far as I know, can't move the throttles)I know that things can get a little confusing regarding the A/P and thrust control on Boeings, especially on a 747-400 where the Thrust Management Computer (TMC) is actually physically located inside the FMC. If a 747-400 FMC is totally kaput, there is no A/T control even for A/P modes. On the 767, the TMC and FMC are two seperate boxes. As I understand it, on a 767, the FMC talks to the TMC to tell it to position the throttles during VNAV ops. The 767 A/P also talks the TMC... in A/P-related thrust modes (including FLCH) to move the throttles.Hope this makes sense :-)Cheers.Ian.