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Do real pilots use the moust Autoland or Manuell land the plane?

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I myself(100% amature simmer) use autoland(ILS) 90% off the time when landing, see some post that this is devided on the subject on what real pilotes use, any real comersial pilots in here that can confirm what you guys use moust use , manuell or auto land(ILS) ;)

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They use what they find necessary, normally being Manual landing.

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According to airline policy. Most pilots, I think, try to do it manually from time to time just to stay proficient.In the sim, I rarely ever use autoland. Trevor

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At Ryanair it is all Manual landings but an autoland must be made within a given time frameto conform with JAA (JAR).We use TOGA for takeoff and engage the autopilot at 1000 ft.Mostly fly the whole route using LNAV and VNAV. Frederic.

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I think it changes from airline to airline and country to country. In the USA, most pilots will land manually, unless weather requires them to autoland. I also flew in a country in Asia, pilots were much more likely to use autoland.

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Thx Gents, Frederic are you a 737 pilot, just woundering since you always give good answers and you say you guys in Ryanair etc. ;)

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History has shown that pilots don't like to give up their landing to the autopilot. We at American (and I assume other airlines) have had planes have to divert because the weather was at autoland minimums and the plane had not had it's madatroy auto land to maintain currency. They actually put notes on the flight plan when the plane is nearing then end of it's currency and the pilots still won't give up their landing. I guess they figure let the next guy do it. Plus when you do an auto land in good weather you must tell ATC so they will keep other planes out of the ILS protected zone. Pilots have been violated for this because the plane will agressively follow the LOC and GS even if it is interfered with by ground traffic. Of course here our 737s aren't even certified for auto land. We use the HUD for all low visibility landings. It is much cheaper to keep certified and Captains are required to use the HUD for all takeoff and landings anyway so all they need to do is enter the HUD landing in the computer to keep it current.

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Thx Gents, Frederic are you a 737 pilot, just woundering since you always give good answers and you say you guys in Ryanair etc. ;)
Retired from flying since 2009.Am now involved in professional flight simulation and cockpit building for simulation. I flew with Ryanair for 12 years.Glad to be out of it really.What I do now is much more interesting and exciting.Flight Simulation is a huge industry worldwide now. I truely love the NGX !!!A major leap forward in the flight sim world. Fred.

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Some operations may require you to use it for currency. I have only used it once(cargo ops) and that was during a training flight. Just remember that the airport must have a CAT3 approach in order to use it. I would figure you would use it when CAT3 mins are the only option to get in. Other that i would think it would be used for currency or a ops check of the system.

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I thought CAT II ILS was able to be used for autoland as well? Am I wrong in this?

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Sometimes Otto will land the plane, other times Manuel will land. Just depends on whose leg it is.

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I myself(100% amature simmer) use autoland(ILS) 90% off the time when landing, see some post that this is devided on the subject on what real pilotes use, any real comersial pilots in here that can confirm what you guys use moust use , manuell or auto land(ILS) ;)
From the JustPlane and other cockpit videos that I've watched, they disconnect the auto pilot between 1000 and 500 ft and land manually.Autoland is saved for extremely low visibility or as required to keep the aircraft current.
Retired from flying since 2009.Am now involved in professional flight simulation and cockpit building for simulation. I flew with Ryanair for 12 years.Glad to be out of it really.What I do now is much more interesting and exciting.Flight Simulation is a huge industry worldwide now. I truely love the NGX !!!A major leap forward in the flight sim world. Fred.
Gosh, I love to read posts like this. Really gets me excited about having the NGX.
History has shown that pilots don't like to give up their landing to the autopilot. We at American (and I assume other airlines) have had planes have to divert because the weather was at autoland minimums and the plane had not had it's madatroy auto land to maintain currency. They actually put notes on the flight plan when the plane is nearing then end of it's currency and the pilots still won't give up their landing. I guess they figure let the next guy do it. Plus when you do an auto land in good weather you must tell ATC so they will keep other planes out of the ILS protected zone. Pilots have been violated for this because the plane will agressively follow the LOC and GS even if it is interfered with by ground traffic. Of course here our 737s aren't even certified for auto land. We use the HUD for all low visibility landings. It is much cheaper to keep certified and Captains are required to use the HUD for all takeoff and landings anyway so all they need to do is enter the HUD landing in the computer to keep it current.
That is pretty much what I see on the cockpit videos that I watch. They will make a big deal out of it if the pilot chooses to perform a full autoland on the video and it is just when it is time to keep the a/p current.

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I thought CAT II ILS was able to be used for autoland as well? Am I wrong in this?
CATII will get you down to 100ft. CATIII will take you lower. That's why that runway has to be certified to CATIII requirements. Different markings, lights, emergency power, etc. You can try to autoland on a CATII runway, but it would'nt be legal.

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I was surprised to learn when I worked at Southwest Airlines that they took the Auto-Throttles out of the -700's when they first began to receive them because none of their earlier 737's had them in there, and they wanted all the flight decks to conform as much as possible. Hence why they downgrade the displays (in my opinion) with the "old school" avionic displays.

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I myself(100% amature simmer) use autoland(ILS) 90% off the time when landing, see some post that this is devided on the subject on what real pilotes use, any real comersial pilots in here that can confirm what you guys use moust use , manuell or auto land(ILS) ;)
If you can, get your hands on one of the 737NG DVDs, you'll get a good feel for how real airline operations work. There's a good WestJet 737-700 one out there. There's also a Norwegian 737-800 one I haven't seen yet but I hear it's pretty good... In short, most airline pilots disengage the AP somewhere below 2,000 AGL and hand fly it in. Why use Autoland when you don't have to? Boring...

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I myself(100% amature simmer) use autoland(ILS) 90% off the time when landing, see some post that this is devided on the subject on what real pilotes use, any real comersial pilots in here that can confirm what you guys use moust use , manuell or auto land(ILS) ;)
Manuell auto lands. I think I saw that on Cinemax one night.

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CATII will get you down to 100ft. CATIII will take you lower. That's why that runway has to be certified to CATIII requirements. Different markings, lights, emergency power, etc. You can try to autoland on a CATII runway, but it would'nt be legal.
I should have phrased the question a bit better, as I was wondering about specifically the Boeing 737. You seem to suggest that any autoland on a CATII ILS is not permissible, which is flat out wrong, there certainly are CATII autoland capable runways in the world. The same DH rules apply, even with the plane about to land itself, the pilot in command must see the runway at 100 feet AGSL.

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but you gotta keep the autoland current. have to use it once in a while. I have done it three times. Once on something like the third or fourth flight with the NGX to try it out and see how it works. Then I did two back to back ones, one with the PASS and one with the OP autoland to see the difference and see if I would get any of the issues people were reporting with them. All three times the plane did a heck of a job landing, but I can do better landing it myself :)

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From the OP is sounds like you are confusing an ILS approach with an Autoland. To put it into perspective, since the beginning of this year I've operated 132 sectors (Which is quite a lot for me compared to normal but I spent a month on short haul there in June, typically at this point in the year I'd have done about 90 sectors but I digress). Of those 132 sectors, I have carried out 2 Autolands, I hope that put some perspective on it for you. Rónán.

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To put it into perspective, since the beginning of this year I've operated 132 sectors (Which is quite a lot for me compared to normal but I spent a month on short haul there in June, typically at this point in the year I'd have done about 90 sectors but I digress). Rónán.
Out of curiosity Rónán, what's a typical roster on long haul for the A330 pilots in Aer Lingus like? Could you maybe give us a run through of it?

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I should have phrased the question a bit better, as I was wondering about specifically the Boeing 737. You seem to suggest that any autoland on a CATII ILS is not permissible, which is flat out wrong, there certainly are CATII autoland capable runways in the world. The same DH rules apply, even with the plane about to land itself, the pilot in command must see the runway at 100 feet AGSL.
One thing is the category of the procedure and another completely different concept is the category of the equipment on the ground.This is one of the things that has been so simplified in flight simulator that have made people think that an autoland capable runway is just a really cool one... when actually an ILS system's category will seriously determine the stability of the system, and mainly, the continuity of the localizer's signal down the runway.ILS are categorized by a number and a letter from A to E. The number defines the level of guarantee of functional continuity and the efficiency of the system. But the letter defines the most important aspect. That aspect is, how far down the runway will the localizer's signal be reliable.CATII T systems provide full localizer signal only until the threshold.CATII D systems provide localizer signal 3000ft after the threshold.CATII E systems have localizer signal up to 2000ft before the end of the available landing surface (LDA).ALL CATII ILS systems require visual reference after decision height. In fact, even CATIIID ILS systems are not suitable for CATIII procedures as they require visual after DH and the localizer will only extend to point D (3000ft after threshold).

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One thing is the category of the procedure and another completely different concept is the category of the equipment on the ground.
Very interesting, I learned something new today - thanks! Is that an exhaustive list, or are there more categories?

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