Well currently i'm focusing on learning how to land by reading FCTM etc instead of jumping about the place. So all my focus is on this.

 

I'm learning everything about autoland + manual with fail passive a/c before i move onto fail operational.

 

I'm doing a cat II approach and will be disconnecting the A/P at MUH 168 feet and landing manually but what will i do with NAV Radio 2 what will i tune this to as it won't be the ILS Freq? Is there a need to tune in VOR freq or even ADF's ?

 

 

what will i tune this to as it won't be the ILS Freq?

 

What gave you the impression that you wouldn't tune the ILS Freq in the second radio?  It's quite the opposite.  You tune the ILS freq on that side, too.

 

 

 

Is there a need to tune in VOR freq or even ADF's ?

 

Not for CAT II or III, no.  I can't think of a single one that would require that, so, again, you'd have the ILS tuned on both sides for redundancy.

if i have both freq tuned to nav 1 and nav 2 won't that make it a autoland? i'm only wanting to do a single chanel land one autopilot so whats the need for nav 2 ? redundancy?

 

 

if i have both freq tuned to nav 1 and nav 2 won't that make it a autoland?

 

As I've stated a couple times, I really think you're biting off a lot more than you can chew by trying to learn too much, too fast.

 

 

 

In any case, I'll correct the errors in what you've picked up:

An autoland is the automated landing of the aircraft.  That's it.  Autoland requires the freq to be in both NAV 1 and NAV 2.  An autoland can technically be accomplished on a CAT I, II, or III approach (the plane will do it, regardless of what the approach is certified to).

 

Having the frequency in both NAV 1 and NAV 2 doesn't mean it's going to be an autoland, no.

 

 

 

i'm only wanting to do a single chanel land one autopilot so whats the need for nav 2 ?

 

A what?

 

A single channel approach is not one that permits to landing using the autopilot.  That requires dual channel.  Single channel approaches terminate at 50 feet, where you will acquire the runway visually, and land manually.

 

 

 

redundancy?

 

Read the very last sentence of my last post.

I understand that but what i'm getting at why is there a need to tune nav 2 if you are only doing a autoland. But you mentioned redudancy so that made sense!

I understand that but what i'm getting at why is there a need to tune nav 2 if you are only doing a autoland. But you mentioned redudancy so that made sense!

A Coupled Approach is using the autopilot. If it goes all the way to the pavement, it's an autoland.

 

The jet is certified with a crew of two, both of which monitor their respective NAV indications.

 

If you manually steer it with the yoke, it's not an autoland.

 

This varies, but it's often SOP to use a single-channel if you're not doing and autoland. You can still be coupled until you elect to turn of the a/p.

So if doing a single channel do you still tune nav 2

Let's recap with good old definition of vocabulary.

 

-ILS = Instrument Landing System. An apparatus, that uses various radio signals to depict ideal approach path; corresponding radio receiver allows an airplane to compute it's relative position to said path.

 

-NAV 1 = Navigational radio receiver, set no. 1 (Captains side)

 

-NAV 2 = Navigational radio receiver, set no. 2 (First officer side)

 

-Autoland = technical capability of an aircraft, to commence, carry through and finish a landing manouver (flare, throttle retard, and typically, but not in 737 case, rollout) after a coupled (ILS) approach. "The 737 has autoland" Also the manuever itself "I made an autoland in London yesterday"

 

-Coupled approach: an ILS approach that the autopilot flies. Can be followed by autoland, but this is usually not the case.

 

-Autopilot channels: In relation to autoland, we are talking about dual channel operation. The 737 has two autopilots, in case of an autoland, they are used both, one for pitch, one for roll. Hence, dual channel.

 

Now.

Autolands are always done with both NAV radios tuned to ILS frequency. Technically you can land with only one receiving, but this is not done because failures happen in the least convenient situations possible (this is in the FARs, look it up! )

 

In single channel coupled approach mode, the autopilot concerned can only get radio input from one side. Typically from the same side it is on, unless transfer switches are used.

Therefore it does not matter what is in the other NAV radio. Not one bit. 

BUT: airlines normally regulate in some way (be it recommendation or requirement or just a good practice shared between crews) what should be set in the other radio.

Me personally I use the other side to tune in a relevant VOR. Usually airport collocated one or one used in MApp proc. And put the ILS freq in standby so that in case of failure I can quickly change to the other source.

So if doing a single channel do you still tune nav 2

Yes. Si. Oui. Da. Ja. Affirmative.