The "fog" landing challenges in FLIGHT are great, but thankfully rather unrealistic according to RL criteria...

 

Following that great "BIG VOR TOPIC" Jeroen could now start a "BIG ILS TOPIC" :-)

 

Take for instance the "PHTO ILSRW26 Challenge"... In RL that landing would be impossible, at least if flown according to IFR rules, and on that particular aircraft, so, those who feel down because they arrive at the rw completly "out of sync", don't think it is that difficult in RL, unless you are performing a CAT I / II or III approach on a properly equipped airplane!

 

Also for such approaches other navaids are usualy available, co-located with the initial/mid/final approach fix. The use of an NDB and Marker Beacons also helps a lot with this type of approach.

 

For an IFR -equipped GA airplane, a (precision / non-precision) approach guides you to a point (decision height(DH) / minimum descent altitude(MDA)). In the first case (decision height) the pilot will then either be able to perform a visual landing if the rw is in sight, or initiate a missed approach, while on the second the pilot can descend to the MDA and from there proceed directly to the Missed Approach Point (MAP) from where she/he should be able to land visualy if visual contact is established with the rw, or initiate the missed approach procedure.

 

All of these will probably be possible when further DLCs bring us ADFs or even an "OMI" panel.

 

Also, a Flight Director coupled to the AP/ILS will be of great help, and sophisticated aircraft brought by future DLCs might well provide us with such toys :-)

From what I have read, ILS approaches are illegal without an autopilot. I am not sure what the procedure is if the autopilot fails.

Thats not true.

Only CAT III approaches have to be done with autopilot.

 

Edit: Forgot one exception. When a HUD is installed (e.g. CRJ) CAT III is allowed to be flown manually.

From what I have read, ILS approaches are illegal without an autopilot. I am not sure what the procedure is if the autopilot fails.

 

Wherever you're reading may not be such a good source of information.

 

 

Wherever you're reading may not be such a good source of information.

Here is my source http://www.faa.gov/about/office_org/headquarters_offices/avs/offices/afs/afs400/afs410/status_lists/

From what I have read, ILS approaches are illegal without an autopilot. I am not sure what the procedure is if the autopilot fails.

 

No autopilot needed for CAT I ILS approaches. This is actually part of your Instrument Rating add-on training (ILS to 200'DH and 1/2sm vis).

 

 

Here is my source http://www.faa.gov/a...0/status_lists/

 

Where specifically do you see an autopilot required?

 

 

You do not need an autopilot for CAT II or CAT III approaches. Alaska Airline demonstrated this years ago with the Flight Dynamics HUD flying CAT IIIa approaches on B-727-100/200 aircraft.

 

What you do need for CAT II and/or CAT III approaches is "Special Aircrew and Aircraft Certification". I am fairly certain an FAA Part 91 Operator could get an LOA (Letter of Authorization) for CAT II approaches. "Fairly Certain" as I have not actually tried or heard of anyone actually getting this type of LOA... but I did research and write a paper on this very topic for one of my Purdue Aviation ground courses.

 

It looks like Part 91 Operators (those of us in General Aviation - Not for Hire) can actually get an LOA as per Order 8400.13 for reduced mins (150'DH 1400'RVR) for the SA Airports listed.

Here is my source http://www.faa.gov/a...0/status_lists/

 

Which part exactly?

unless you are performing a CAT I / II or III approach on a properly equipped airplane!

 

The FLIGHT RV-6A is equipped to fly the "ILS or LOC RWY 26" PHTO Approach. It has DME to i.d. the FAF (and the DME serves in lieu of an OM).

 

Situations like these (heavy fog) one would usually fly the approach once or twice... you get down to DH and hope to satisfy the requirements of FAR 91.175:

 

1. Required flight visibility.

2. Visual reference with the runway environment i.e. one item from FAR 91.175[c](3) like threshold lights.

3. Able to make a normal descent and landing from present position.

 

If you get to DH and cannot see the Approach Light System {or the other items in [c](3)}... then it is time to execute the Missed.

 

If you cannot get in... you cannot get in - either go somewhere else, or hold somewhere (in this case over the ITO VOR) hoping the fog will burn off soon.

 

 

No autopilot needed for CAT I ILS approaches. This is actually part of your Instrument Rating add-on training (ILS to 200'DH and 1/2sm vis).

 

 

 

4-259 AUTHORIZATION OF CAT I MINIMUMS. Before issuing an authorization to use special CAT I minimums, inspectors should ensure that each operator meets the following conditions:

 

A. Aircraft and Associated Aircraft Systems. The authorized aircraft must be equipped with an approved AP approach coupler, HUD, or FD system that provides guidance to DH. Inspectors must establish that the approach coupler, HUD, or FD are certified for use down to an altitude of 200 feet above ground level (AGL) or lower.

Where specifically do you see an autopilot required?

 

 

 

 

It looks like Part 91 Operators (those of us in General Aviation - Not for Hire) can actually get an LOA as per Order 8400.13 for reduced mins (150'DH 1400'RVR) for the SA Airports listed.

You need Sylvester, Tom and Felix for a Cat 3 landing !!!! :Just Kidding:

 

In the RW, there are very few runways and planes equipped with Fail Operative Autoland as it is a very expensive option for airlines.

It is something that airlines and Boeing are looking closely at for the future because it is a fact that the autopilots can make a better landing than a human.

All the pilot has to do is disconnect the autopilot after flare, touchdown and rollout and taxi off the runway.

 

Fred.

 

Don't know exactly what part of the post was yours or Ozzie's, but I think you are looking at the SA checklists...? Those aren't for GA afaik...

I gladly stand corrected … the Maul and the RV have what appears to be a valid FD system and therefore are legal for CAT1 operations.

I gladly stand corrected … the Maul and the RV have what appears to be a valid FD system and therefore are legal for CAT1 operations.

 

Neither the FLIGHT Maul nor RV has a Flight Director.

 

but I think you are looking at the SA checklists...? Those aren't for GA afaik...

 

It does / they are... Check out page iv (adobe p. 4?) of the following:

 

http://www.faa.gov/a...SA_SA_CAT-I.pdf

 

Kentoo...

 

The page you initially referred to: http://www.faa.gov/a...0/status_lists/ deals with Special Authorization ILS Cat I Approaches... that permit reduced landing minima at certain airports. This is N/A for your standard "run of the mill" ILS CAT I Approach.

 

The authorized aircraft must be equipped with an approved AP approach coupler, HUD, or FD system that provides guidance to DH

 

Key word in there is or and remember this is only referring to "Special Authorization ILS Cat I Approaches" for which a 91 operator would need an LOA (I think these come from your local FSDO). No LOA is needed to fly part 91 ILS Cat I.

 

-----------------------------------------------------

Edit: repeating here... but...

 

Your "standard" CAT I ILS Approach has landing minima of 200'DH and 1/2sm visibility. You might see a higher DH (like the "ILS or LOC RWY 26" PHTO Approach) BUT not a lower DH... or you could possibly have a reduced visibility requirement (as low as 1800' RVR) depends on a number of factors at the Airport. 200 & a Half is "standard". You must still meet 91.175 to land (for the U.S.)

 

Cat II "Standard" is a DH of 100'... which essentially sticks you into the airline hardware.

 

Here with the SA CATI there is the potential to have an LOA (or whatever for 91(k), 135 and 121 operators) to have minima of 150'DH and 1400'RVR... BUT there are only 34 Airports on the current list that qualify.

 

You can see for example at PANC (http://aeronav.faa.g...1500I7LSAC1.PDF) There is a specific ILS RWY 7L (SA CAT I) Approach Chart. There is also a "normal" or "standard" ILS for 7L (http://aeronav.faa.g.../01500ILD7L.PDF) the "ILS or LOC/DME RWY 7L" Approach with your "standard" 200 & a Half minima.

 

All the pilot has to do is disconnect the autopilot after flare, touchdown and rollout and taxi off the runway.

 

Would you believe Fred... we specifically talked about these "CAT III Autoland" approaches at least 25 years ago during my A&P courses at Purdue. I remember the day as I was highly interested in this technology both from a flight and maintenance standpoint. Some things take ages to fall out of use or into use in the Aviation business.

<br />Key word in there is or and remember this is only referring to "Special Authorization ILS Cat I Approaches" for which a 91 operator would need an LOA (I think these come from your local FSDO). No LOA is needed to fly part 91 ILS Cat I.<br />

 

 

I could find no equipment requirements for a Standard CAT 1 ILS approach. You are right about no Flight Director in the Maule or RV.

I could find no equipment requirements for a Standard CAT 1 ILS approach.

 

This would be found under:

 

§ 91.205 Powered civil aircraft with standard category U.S. airworthiness certificates: Instrument and equipment requirements.

 

(quoting)

 

(d) Instrument flight rules. For IFR flight, the following instruments and equipment are required:

 

(1) Instruments and equipment specified in paragraph of this section, and, for night flight, instruments and equipment specified in paragraph [c] of this section.

 

(2) Two-way radio communication and navigation equipment suitable for the route to be flown.

 

So... navigation equipment suitable for the route to be flown. Is why one just needs the KI-525 HSI or KI-204/206 NAV Indicators (VOR/LOC/Glideslope) and KN 62/64 DME for the PHTO ILS