Aroe you sure about it? IIRC the altitude when you attach second autopilot may have effect on this. Also whether you have ILS tuned on both radios.

Aroe you sure about it? IIRC the altitude when you attach second autopilot may have effect on this. Also whether you have ILS tuned on both radios.

I always have both NAV radios turned on on the exact ILS id and both F/D on, both course knob are set on the same set, both CMD active, always.

Hi, Ive been reading the above posts with interest.

It has nothing to do with the ground equipment or the type of approach category. You have a fail-passive system selected in the PMDG options and you can autoland with that, no problem. Some airlines pay extra bucks for fail-operational. Change the options, and you get it for free.

Just to clear things up, Does each airline livery have there own option pre selected? The mcp type is pre set to suit each airline, so is the autoland not the same. A lot of airlines liveries don't have the HUD, Where as AA for instance on the 800WL does. Has anyone looked into this? A list would be nice of airline options??Phil Broadhurst

So the reason LAND3 was not shown is because it was not a CAT 111b but instead a CAT111A right?If rollout wasn't shown then how come the aircraft did correctly "rollout" after landing?I just cant seem to work out how the aircraft reacts differently.Rich

richyboy: LAND3 will show regardless of ILS category (in the charts) even for CAT I. If you landed in good weather (no, or direct headwind) the aircraft will keep the centerline by inertia.

richyboy: LAND3 will show regardless of ILS category (in the charts) even for CAT I. If you landed in good weather (no, or direct headwind) the aircraft will keep the centerline by inertia.

Well I just landed at KMIA 08R and the second ap would not engage however only CMD was shown and not LAND3Rich

I was using the American Airlines livery which by default comes with the Collins MCP and FAIL OP is illuminated in green. Does the aircraft need to be reloaded after settings have been changed?Rich

Just starting a flight from Miami to New Orleans so I'll let you know what happens during approach.Thanks for the helpRich

Would help if somebody makes a small video with autoland. I am waiting on Aerosoft deal, so it wont be about a week or two until I can do that, the other NG has no fail op option.

Here is something that will confuse some NGX driversThe NGX can do an autoland with only one autopilot engaged, one course set, the minimums have to be set to radio alt & it will perform an autoland.....it's all possible because it's done on the radio alt at the end. It will not show anything on the PFD & it's not certified for it IRL! I have tried it in the PMDG NGX & it works.Afaik it's "suppose" to work in the real NG, but because of certain protections couldn't be assured Boeing didn't certify this.IRL pilots have tried it in the 737ng sim, for some it worked very well, for some it didn't (depending on autopilot & config).

American does not have fail operational auto land, they are fail passive.

Fail-passive Automatic Landing SystemAn automatic landing system is fail-passive if, in the event of a failure, there is no significant out-of-trim condition or deviation of flight path or attitude but the landing is not completed automatically.NOTE: For a fail-passive automatic landing system the pilot assumes control of the aircraft after a failure.The following are typical arrangements:(1) A monitored automatic pilot in which automatic monitors will provide the necessary failure detection and protection.(2) Two automatic pilots with automatic comparison to provide the necessary failure detection and protection.

Fail-operational Automatic Landing System An automatic landing system is fail-operational if, in the event of a failure, the approach, flare and landing can be completed by the remaining part of the automatic system. NOTE: In the event of a failure, the automatic landing system will operate as a fail-passive system. The following are typical arrangements: (1) Two monitored automatic pilots, one remaining operative after a failure. (2) Three automatic pilots, two remaining operative (to permit comparison and provide necessary failure detection and protection) after a failure. Airplane won't taxi to the gate itself. When I worked as Air controller we had to provide increased separation between aircraft in case if airplane got lost in fog looking for a lea-off lights and taxiway markings. Most airports where low visibility procedures utilized have high intencity lead off lights and those are usually visible even in 0 visibility. Also tower helps the crew to keep a right taxiways using ground radar. KATL and KBOS one f those airports.

Not really true when it comes to a 737NG with Fail Operational installed ! (Collins MCP with Fail OP enabled )The plane does not have a 3rd autopilot but uses the ISFD as the " 3rd " source.If for example the ISFD failed above 1500 ft the plane would still make a full autoland with flare & rollout but the annunciation would be LAND 2.If anyone would like to see this in operation just press and hold the Reset button (for a few seconds) on the ISFD just below 1500 ft while the system is doing it's check. (flashing amber)Fred.

Just completed the flight and all went to plan. LAND3 enabled and I couldn't resist switch off the ap and land it manually but at least now I know what's going on, I guess I'm just not used to the numerous different settings possible with the fmc. Incidentally what procedure do you guys use for a manual landing? when do you disengage ap and at?Also one other thing, as I have now set FAIL OP which isn't used a lot in the real world (I don't think.) In the real world what would the pilots see? CMD on CAT1 AND CAT11 and LAND3 on CAT111? (using the Collins MCP)ThanksRich

That's completely false. The ILS Category has everything to do with the equipment on the ground and nothing to do with the equipment in the aircraft. The major differences are that it has even better serf error checking systems then a lower category.And to clear up the misconception about CAT3c: you guys are taking guidance too literally. The idea is that at CAT3b visibility minimums you would still be able to see a bit in front of your aircraft and be able to follow a follow me car for (!!!) Guidance. In 0 visibility that car would not be visible therefore no guidance. The ILS will not guide you to your parking position.

I said ILS signal, not category! The equipment in the ACFT is not important in your opinion?--> The major differences are that it has even better serf error checking systems then a lower category. That is one detail (not visible to anyone by the way), which I put under "and a lot of details on the ground"About the Follow-me-car: That is cynisme right? No problem, I love a bit of humor... But if you put this kind of jokes in the forum, use a smiley or something.-->The ILS will not guide you to your parking positionThat is why Cat III c is a conceptual thing. If the ILS could do it all (including making a really good coffee) it would be operational!!Bert Van Bulck