Did anyone hear that EMB 170/175 autopilot limitations on Cat I landings was 400 AGL? This makes no sense to me but someone claims this to be the case? Is it possible that this limit would apply to some operators only? Thanks for any insights.

Did anyone hear that EMB 170/175 autopilot limitations on Cat I landings was 400 AGL? This makes no sense to me but someone claims this to be the case? Is it possible that this limit would apply to some operators only? Thanks for any insights.

It probably is in their standard operating procedures where they are not allowed to.

Did anyone hear that EMB 170/175 autopilot limitations on Cat I landings was 400 AGL? This makes no sense to me but someone claims this to be the case? Is it possible that this limit would apply to some operators only? Thanks for any insights.

The following Shuttle America POH for the ERJ 170 may help.http://xpfr-aeroplanes.dtccorp.org/atelier...75/Docs/POH.pdf

Section 11 Auto Flight Control SystemNote: All altitudes are AGL- Minimum Engagement Height (Takeoff)........... 400 ft- Minimum Enroute Height (Cruise) .............. 500 ft- Minimum Use Height (Coupled ILS Approach).... 50 ftSeems it must be dependent on operator.

Section 11 Auto Flight Control SystemNote: All altitudes are AGL- Minimum Engagement Height (Takeoff)........... 400 ft- Minimum Enroute Height (Cruise) .............. 500 ft- Minimum Use Height (Coupled ILS Approach).... 50 ftSeems it must be dependent on operator.

There's no ( C ) annotated alongside those limitations so those are manufacturer limitations and not limitations imposed by the airline. But the limitation for autopilot use during visual and non-precision approaches is 200ft. That is a Shuttle America limitation (because of the ( C ) ).In general, company specific flight manuals that have been FAA approved have to indicate whether the limitations are company limitations or manufacturer limitations.

I think CAT I landings generally have altitude limitations anyway, as well as CAT II.