At the beginning of NGX, I was having a real problem with floating in ground effect. To solve this, when I'm using autoland, I will disengage the autothrottle somewhere around "Approaching Minimums" (depending on what my TDZ looks like). Then I manually goose the throttles ever so slightly to get the engines to reduce power to 20 percent. The plane flares beautifully till touchdown. At that point, even before the nose gear touchdiown, I will disconnect the autopilot and apply the reversers.

So, your coupled to the AP through MDA? Thats neat. What happens if you don't pick up the field at MDA?If you dont have the airport by MDA, you will stay at the MDA until reaching the missed approach point defined by the procedure or by timing. At this point you execute the published or cleared missed approach procedure.I see, interesting. So you prefer to use the "automation", instead of taking control yourself durring the critical portions of the flight, or is this something your company prefers?This is more of the industry standard. The advent of automation has increased safety during critical phases. It's more of a human factors issue. The automation is less likely to bust an altitude or overspeed/underspeed. When effectively managed, the automation can be a very helpful tool. It's the difference between being zoned and locked onto your instruments doing cross checks versus using the automation and being able to monitor the aircraft, listen to ATC, reference approach plates, and keeping up with the situations inside/outside your aircraft.Where's the other crew member? Isn't he suposed to help in sharing the workload? I'm not sure, but isn't the G5 suposed to be flown by two crew?Of course your trusty pilot not flying PNF is there to help. In my ops, If i'm hand flying the jet, the right seater is responsible for the FMS, Altitude select window, vert speed selector, heading selector, flight director/ flight guidance modes, flaps, gear, radios, traffic, along with monitoring my hand flying. If im using automation, the right seater is responsible for the FMS, Altitude select window, radios, traffic, gear, flaps and monitoring my aircraft operations. By using automation, things get a little easier for us both. This alows me to easily monitor the jet and the right seater. As he repeats clearances, i should be commanding the clearance. Im also free to see what he types into the FMS. I can also write down clearances and frequencies as a back up. At this point im totaly tuned in on the over all operation of the jet. If im channelized on hand flying, we have a single point of failure. Imagine flying into an unfamiliar airport at night, in the weather, with a new right seater. You as the pilot in command flying will be a busy man/woman. You will have to do your job and monitor their job. Throw in a foreign country controller that's difficult to understand and things get very busy. I grew up on DC-10s that had a three man flight deck. I do miss having the flight engineers extra eyes and ears to help out. Ok, I can see how automation might be a big help. Interesting about the limits on the approaches imposed by your company.The theory is that the automation will do a better job in the weather with a crosswind than you can.I understand.. So I guess the G5 has enough clearance.Thanks for all that.JB

Hey Rick, you flying the G5 for a charter or corporate op?And any chance you guys make it out to Van Nuys?JB

We are charter. We get through San Fran, L.A., and Monterey alot when heading westward. My hub havent hit Van Nuys in a few years.

We are charter. We get through San Fran, L.A., and Monterey alot when heading westward. My hub havent hit Van Nuys in a few years.

Well if you ever make it to Van Nuys, or close enough. Lemme know. Sendin ya a PM.JB