Nomatter how brilliant this system is, I bet the pilots can feel the adrenaline when they hear "200" - and there still are no lights to be seen. Great stuff!
@mingocr83 A320 now also have a camera to check who´s knocking the cockpit door, I saw this in a jump seat flight a few months ago. btw thanks for uploading this, it recalled my memory of that flight
@intoxicologist the difference between CATIIIa and CAT IIIb is the capacity of the aircraft (fail-operational or fail-passive). CATIIIa has a min DA of 50ft and min RVR of 200m, CATIIIb has a DA up to 50ft and a min RVR of 75m (JAA). CATII can also be flown automatic up until taxi speed. What confused me is the almost simultaneous call out of the '100 above' and the '100' call. I remember flying for an operator who used 27ft for a DA on a CAT IIIa, probably they've used this DA as well.
When I was very young, and taking lessons at Melbourne, Florida. My instructor would put me under the hood a give me a simulated "Ground Control Approach". Pulling off the hood at about 100 feet. I was 19 years old, and it was 1970.
Awesome! I've been in the cockpit when we have done Cat IIIb landings but it was in AZ with clear skys. I've never actually seen it done it real weather.
These Pilots are professionally trained and the only reason you need a camera is in the event of an accident. Asking questions about what is recorded is like asking who you talk to in a business job on a daily basis and who you don't talk to, so don't be overly critical of their job! We do a monumental job of moving the general public, and they deserve better critisim of our job, than people asking questions of items of no interest being posted on here. Not being ugly just pratical, thanks!
Hi, thanks for your comment. Just to be clear, I never said that an autoland always means CATIIIB. As you say, autoland can be done under many conditions even in good visibility. I only meant to say that CATIIIB is always autoland. And you are right, only in CATIIIB will the PF not look outside for ground contact.
@aerodaan i appreciate the extra info but a cat 3a A320 aircraft is capable of cat3b with all systems working. the question i was asked was what defines a cat3b (all systems working)as different from a cat3a (all systems working). both are low DA, both require dual ap, both are low rvr. an airbus pilot told me that ap until taxi speed is the defining factor. all other procedures are the same. as for cat3c it is something i read from icao and faa regarding the logical progression from autoland.
@aerodaan i cant find that definition anywhere to describe the "difference" between cat3a and cat3b. i can see that both have their minimums etc. the only difference i can find is slight changes in DA, RVR and then the moment the pilot turns off the autopilot. rollout , taxi speed, or not at all. this is because cat 3c will be the autopilot controlling the aircraft to the gate. (not yet in service). i am not sure if the 100 call was at at 120 feet or at 100 feet . either way a low DA.
@alexrm82 Well, that depends.. as zecodfather says, VFR landing can be done if the conditions are good. . If conditions are IMC, they can do VOR Approaches, or NDB approaches as well.
@intoxicologist The A320 is capable of landing in CATIIIb conditions provided that all relevant systems are operative and both autopilots are engaged (CAT 3 DUAL). In case of losing of a relevant system (e.g. a RA, an AP or anti-skid), the capability of the aircraft will be downgraded to CATIIIa (CAT 3 SINGLE) or sometimes even to CAT 2. In such a case and if the weather is below these minima, the pilots are obligated to go around. I hope this answers your question.
@drumdude46 you heard well...the autopilot landed the plane. there is also another type of CatIII autopilot landing, the A type (minimums is equal with 0) that guides the plane straight to the gate , taxiing all alone, but it is used by few airports ( it have to be suported by the aiports first)
@drumdude46 This was autoland CatIIIB Which is all the way with the nose gear down and 60knots speed. Bieng a full: ILS > LOC > G/S > LAND > FLARE > ROLLOUT, procedure :D
@ChrizRockster THis was an autoland, note the AP disconnect at 1:41 after touchdown. The pilots did not "perform" the approach, the autoland did. In fact, during autoland, the pilots are not allowed to look out of the window, and instead have to monitor the instruments.
@chrizrockster, This was autoland brother, these pilots were along for the ride just like the people in back. The airbus is by far the most mechanic friendly airplane Ive ever worked on. Im still not so sure that I like all the computerized stuff though. The only flight control cables in the airplane are the rudder and horizontal stab trim. I am truly a reformed boeing lover...lol
What about the inner and outer markers. Were they active? Was the sound turned off on them and just the blinkers used? I'm a pilot from the old DC-3 days and these CAT III (ABC) landings I see on UA-cam are just amazing. Great equipment (technology) and even greater pilots. In the old days, either the flight would have been canceled or an alternate been chosen. Great video. Thanks for sharing.
the aircraft did everything the pilots just reduced the power to idle.. amazing AIRBUS. hope to see a CAT III C when airports will have auto guidance on the ground..
@cubes887 Area Navigation. To make it simple, instead of flying directly to the VORs or other beacons, the concept of flying Area navigation is using radials and dme from several beacons to fly over fictional fixes (no equipment on the ground).
I completely agree with you. I'm not a pilot per se... but I do know some stuff.. specially Airbus, I have lots of FCOM's, FCTM's, QRH's, exams and such... but I don't argue like this folks.. man.. is unbelievable... catfight everywhere :P
@IdolHans the GPS system doesn't have to be on/off. It is possible for the DoD to introduce error in one part of the system (specific combination of satellites), while not affecting US / Western Europe.
@ruckelz74 the autopliot flies the approach because of very low minimums, expidites the landing and controls the aircraft until taxi speed. check out wikipedia for some basic guidelines on the different types of ILS category landings from cat 1 to cat3c which is where the autopilot is in control of the aircraft until it reaches a complete stop at the gate. the main reason you have different categories is the decision height for the pilot.
@mingocr83 . i think this probably was a cat 3b as it seems to have been flown on autopilot the whole way. the computer was flying until taxi speed, otherwise its not cat3B.
@aerodaan the difference is that 3b is flown by autopilot until taxi speed. the little alarm at 1.41 tells me that the autopilot landed the plane. also the DA was practically the ground. you hear 100 above then 100. which means 100 above DA is 110 or 120 feet. but it does not matter, if the autopilots lands that plane and the pilot does not take control until taxi speed it is cat3b. if there was no reason to do that then the pilot would have some explaining to do.
@stebbakalli if you can't see the runway by minimum you have to go around for another approach. usually the minimum is higher. the airbus A320 is very technologically advanced, which is why I think they were able to have such a low minimum
@toufikw on a CAT3 approach you are not meant to look outside. You keep your eyes inside only. so the landing lights don't matter. The only time you are supposed to switch the landing lights and strobes off is when flying through cloud and/or snow before a landing requiring visual cues.
@mingocr83 Images from those cameras are not recorded. And it's not just those two you mentioned have the camera above the cockpit door. B737, 767, A320, 330, 340 - basically every model now has a surveillance camera. And in B737 the screen of that camera is right on the center console and, being the only even surface, it usually serves as a coffee cup coaster. :-)
I think the landing lights should have been kept off for the pilots to be able to see any reference on ground before Decision Height. With the lights on, it is all the more difficult to spot for any irregularities in visual reference. After having confirmed any runway lights / approach / papi / airport lights, they could turn on landing lights. And hats off to the ils and autoland technology and of course the skills of these braveheart brainy pilots.
Sorry for double post. I forget to mention obviously an aircraft won't be able to perform an autoland where the ILS is offset (usually to avoid some built up areas or terrain) as the aircraft won't be in line with the runway. Then pilot intervention is needed (as previously mentioned)
@patton223 I think by customer request the manufacturers could install them. The only planes I know that have cameras inside by default, are the A340-600 and the 777 Family, basically to check who´s knocking the cockpit door. The 772LR, 773ER and the A380 have cameras on the fuselage and taxi cams so the passengers can check the activity outside the plane.
Wow this is insance. Absolute trust in the computers, in the displays in the ILS equipment...and some balls of steel! But all jokes aside...this takes skill and we thank the professional pilots who fly us all around!
@mingocr83 I Think it's Marseille on 13L, beacause the only runway with an ILS on Nantes is on the runway 03, where stand are at your right and not to your left like a the end ;)
Hi, I use the PMDG's 747/400X for autoland, and it's an amazing airplane. When you press the APPR button, it automatically activates the three autopilots, and you only must think on activate the reverse when touching the runway. I have uninstalled the Wilco's Airbus series, and the CLS Airbus 345/346. Regards.
@joelblueyes Uhm Lets see.... This is Cat III B 'B' Meaning that the AP May be disconnected at 60Knots, the touchdown would have been around 145Knots, bieng the standard Vref of the A320, but that varies on weight etc. I think it was disconnected around that speed. The reason for this is the visibilty being so low that a roll-out performed by the autoflight might even be safer, though with the pilots descision of engaging the Reverse thrust. Auto brake should be enabled here.
@Paloboss1 and i agree with your whole comment! the point of my comment was to say that it's not the same without CAT IIIB weather... only pilots familiar with that would probably understand. there is more adrenaline pumping through you while you fly in CAT IIIB weather. yes it's impressive technology for the airplane to be able to fly CAT IIIB approaches, but what's more impressive is the pilot having to fly the CAT IIIB... and there are lots of those vids on here to see!
On the A320 series (not sure about the others) you don't always have to use the autobrakes if the runway is long and dry and there's a headwind. I didn't know this either until I sat in the flight deck of this bird and to my initial shock noticed that he didn't press the button :0
It is really amazing to see how pilots can rely on their instruments in such cases where dealing with a "zero sight" situation is necessary and you still have the strong duty to perform a perfect landing with a bird like 474 or 787..
Where do the pilots actually step in on one of these landings? Would the plane just get itself down onto the runway and then the pilot has to get it slowed down? Or would the plane cover that too
u can also use the gps to fly the ILS approach from a GPS intersection.... but u still need to have the ils frequencies in the nav1 radio and then click the approach hold button when the glide slope is central on the display
@Photle everything is based on ICAO.... CAR, FAR, and JAR. well i worked 3 years as a flight instructor before i was selected to be an aerobatic instructor in the US. then i flew for US Airways for 5 years and was on the training board for the B767. after that i worked for a wealthy man flying his Global Express XRS a few times a month and doing consulting work for the TSB and NTSB organizations. i'm currently working in italy right now with the ENAC to develop new airspace regulations.
As a PPL student, and for those who've never flown from the left hand seat - conditions such as these are the most disorientating things ever. I had some instrument time very early on in my training as my instructor was qualified to the heavens and back. Amazing to see how your body and brain react without a reference to horizon. People who perform these approaches are a true credit.
yes is Autoland with DH, you can hear the callout "Minimas" from the RA. Also the rollout is with the AP on.. just pay attention to the video.. the AP is disconnected at 80 knots when reverse is set to IDLE. This crew is certified for CATIIIb landings * Category III B: o a) a decision height lower than 50 feet (15 m) above touchdown zone elevation, or no decision height; and o b) a runway visual range less than 700 feet (210 m) but not less than 150 feet (46 m).
@Musearm : yes it is amazing, but there are 2 things: first the video camera can't show exactly what pilots see; they see much better than we in this video. And second thing, if they switch the landing lights off, the runway lights are much more visible ;), But anyway in a CAT III B with no decision height the runway lights are just for comfort, they can be completely invisible and still be able to land the plane.
i have just bought an airbus a320 package for flight simulator and on the autopilot panel there is ap1 and ap2 any body no the diference between the two or wat different functions they have ? thanks
Nomatter how brilliant this system is, I bet the pilots can feel the adrenaline when they hear "200" - and there still are no lights to be seen. Great stuff!
The plane is correct in calling them a retard. I would be pooping my pants. 😁😁
Category 3 Landings are very scary! Instruments that allow you to land in such conditions are fantastic.
i don't know what's worse. landing at zero visibility or 240p? ;-)
+Kunigdąbsław Mgdolwicz yuk, yuk,yuk,yuk
you can land with ils but 240p is forever
what does 240 p mean ?
@@jinkyulee5589 Its the resolution of this video.
its like flying inside a nightmare
The calm of the GPWS voice opposed to the nightmare view outside of the cockpit, to me is just haunting 😣
The plane is correct in calling them a retard. I would be pooping my pants. 😁
I´d be raising my feet as I would hear those callouts!!
Wow that was amazing. Decision height was 30ft! Truly amazing vido.
Man I love technology working perfectly, that was beautiful.
Best video I ever seen of an ILS approach.
@mingocr83 A320 now also have a camera to check who´s knocking the cockpit door, I saw this in a jump seat flight a few months ago. btw thanks for uploading this, it recalled my memory of that flight
@intoxicologist the difference between CATIIIa and CAT IIIb is the capacity of the aircraft (fail-operational or fail-passive). CATIIIa has a min DA of 50ft and min RVR of 200m, CATIIIb has a DA up to 50ft and a min RVR of 75m (JAA). CATII can also be flown automatic up until taxi speed. What confused me is the almost simultaneous call out of the '100 above' and the '100' call. I remember flying for an operator who used 27ft for a DA on a CAT IIIa, probably they've used this DA as well.
Top tier. This video is also great to demonstrate the "clicks" after the autopilot disconnect sound - there are none as the plane has already landed.
When I was very young, and taking lessons at Melbourne, Florida. My instructor would put me under the hood a give me a simulated "Ground Control Approach". Pulling off the hood at about 100 feet. I was 19 years old, and it was 1970.
That was a very nice cat 3. Great video
it looked like the light at the end of the tunnel...this has to be heaven...
Yes, sometimes the AP works in the rollout as well. This depends on SOP's of each airline.
Awesome! I've been in the cockpit when we have done Cat IIIb landings but it was in AZ with clear skys. I've never actually seen it done it real weather.
These Pilots are professionally trained and the only reason you need a camera is in the event of an accident. Asking questions about what is recorded is like asking who you talk to in a business job on a daily basis and who you don't talk to, so don't be overly critical of their job! We do a monumental job of moving the general public, and they deserve better critisim of our job, than people asking questions of items of no interest being posted on here. Not being ugly just pratical, thanks!
Hi, thanks for your comment. Just to be clear, I never said that an autoland always means CATIIIB. As you say, autoland can be done under many conditions even in good visibility. I only meant to say that CATIIIB is always autoland. And you are right, only in CATIIIB will the PF not look outside for ground contact.
Love the sound of the autopilot coming off when the aircraft is already on the ground! Much later than for a visual ;-)
The plane is correct in calling them a retard. I would be pooping my pants. 😁
@aerodaan i appreciate the extra info but a cat 3a A320 aircraft is capable of cat3b with all systems working. the question i was asked was what defines a cat3b (all systems working)as different from a cat3a (all systems working). both are low DA, both require dual ap, both are low rvr. an airbus pilot told me that ap until taxi speed is the defining factor. all other procedures are the same.
as for cat3c it is something i read from icao and faa regarding the logical progression from autoland.
Great video! Brings back memories when I had my first flip phone!!!! 240p? seriously?
@miller298 You're right, CATIIIb can have a DA up to 50ft depending on the authority/aircraft type and operator. Thanks for the comment.
@aerodaan
i cant find that definition anywhere to describe the "difference" between cat3a and cat3b.
i can see that both have their minimums etc. the only difference i can find is slight changes in DA, RVR and then the moment the pilot turns off the autopilot. rollout , taxi speed, or not at all.
this is because cat 3c will be the autopilot controlling the aircraft to the gate. (not yet in service).
i am not sure if the 100 call was at at 120 feet or at 100 feet . either way a low DA.
@alexrm82
Well, that depends.. as zecodfather says, VFR landing can be done if the conditions are good. . If conditions are IMC, they can do VOR Approaches, or NDB approaches as well.
@intoxicologist The A320 is capable of landing in CATIIIb conditions provided that all relevant systems are operative and both autopilots are engaged (CAT 3 DUAL). In case of losing of a relevant system (e.g. a RA, an AP or anti-skid), the capability of the aircraft will be downgraded to CATIIIa (CAT 3 SINGLE) or sometimes even to CAT 2. In such a case and if the weather is below these minima, the pilots are obligated to go around. I hope this answers your question.
Im glad there are real people in the cockpit but in a situation like this....thank the gods for computers!
@patton223 They also need HD cameras pointed at each engine too with a feed to the cockpit and FDR.
@drumdude46 you heard well...the autopilot landed the plane. there is also another type of CatIII autopilot landing, the A type (minimums is equal with 0) that guides the plane straight to the gate , taxiing all alone, but it is used by few airports ( it have to be suported by the aiports first)
@drumdude46 This was autoland CatIIIB Which is all the way with the nose gear down and 60knots speed. Bieng a full: ILS > LOC > G/S > LAND > FLARE > ROLLOUT, procedure :D
@ChrizRockster THis was an autoland, note the AP disconnect at 1:41 after touchdown. The pilots did not "perform" the approach, the autoland did. In fact, during autoland, the pilots are not allowed to look out of the window, and instead have to monitor the instruments.
Brilliant absolutely incredible.
VFR for the senses is good,but IFR it's crazy.
@chrizrockster, This was autoland brother, these pilots were along for the ride just like the people in back. The airbus is by far the most mechanic friendly airplane Ive ever worked on. Im still not so sure that I like all the computerized stuff though. The only flight control cables in the airplane are the rudder and horizontal stab trim. I am truly a reformed boeing lover...lol
What about the inner and outer markers. Were they active? Was the sound turned off on them and just the blinkers used? I'm a pilot from the old DC-3 days and these CAT III (ABC) landings I see on UA-cam are just amazing. Great equipment (technology) and even greater pilots. In the old days, either the flight would have been canceled or an alternate been chosen. Great video. Thanks for sharing.
the aircraft did everything the pilots just reduced the power to idle.. amazing AIRBUS. hope to see a CAT III C when airports will have auto guidance on the ground..
Dame ILS approaches are bad ass!
@cubes887 Area Navigation. To make it simple, instead of flying directly to the VORs or other beacons, the concept of flying Area navigation is using radials and dme from several beacons to fly over fictional fixes (no equipment on the ground).
OMGGGG, wuhuuuuu. Applause for today's technique!!!!!
Magnifique , le "on continue"
Excellent!
Many thanks, very helpful.
is it right that boeing is not certified for that? i mean they have a desicion height and may not descend if runway is not in sight..?
I completely agree with you. I'm not a pilot per se... but I do know some stuff.. specially Airbus, I have lots of FCOM's, FCTM's, QRH's, exams and such... but I don't argue like this folks.. man.. is unbelievable... catfight everywhere :P
Fantastico!!!
@Photle oh and my current position has me working with the ANACNA as well as Germany's LBA, Portugal's INAC and France's DGAC
@Vorox144 small correction.. I believe CAT IIIa RVR minima is 200m (660ft)
Do you have to put a patch over one eye in that?
@IdolHans the GPS system doesn't have to be on/off. It is possible for the DoD to introduce error in one part of the system (specific combination of satellites), while not affecting US / Western Europe.
isnt the continue warning too late? just before the 20 FT above the ground?
Imagine seeing a mountain throw these clouds
I like how the plane just flies into the clouds in the beginning!
these guys are great!!!
@ruckelz74 the autopliot flies the approach because of very low minimums, expidites the landing and controls the aircraft until taxi speed. check out wikipedia for some basic guidelines on the different types of ILS category landings from cat 1 to cat3c which is where the autopilot is in control of the aircraft until it reaches a complete stop at the gate. the main reason you have different categories is the decision height for the pilot.
@mingocr83 . i think this probably was a cat 3b as it seems to have been flown on autopilot the whole way. the computer was flying until taxi speed, otherwise its not cat3B.
@aerodaan the difference is that 3b is flown by autopilot until taxi speed. the little alarm at 1.41 tells me that the autopilot landed the plane. also the DA was practically the ground. you hear 100 above then 100. which means 100 above DA is 110 or 120 feet. but it does not matter, if the autopilots lands that plane and the pilot does not take control until taxi speed it is cat3b. if there was no reason to do that then the pilot would have some explaining to do.
loving it!!!
@stebbakalli if you can't see the runway by minimum you have to go around for another approach. usually the minimum is higher. the airbus A320 is very technologically advanced, which is why I think they were able to have such a low minimum
@toufikw on a CAT3 approach you are not meant to look outside. You keep your eyes inside only. so the landing lights don't matter. The only time you are supposed to switch the landing lights and strobes off is when flying through cloud and/or snow before a landing requiring visual cues.
@ficamu2
Yes, that is correct, autolanding. AP is deactivated during the rollout
@mingocr83 Images from those cameras are not recorded. And it's not just those two you mentioned have the camera above the cockpit door. B737, 767, A320, 330, 340 - basically every model now has a surveillance camera. And in B737 the screen of that camera is right on the center console and, being the only even surface, it usually serves as a coffee cup coaster. :-)
THANK YOU FOR POSTING
amazing vid
Wow! APP in Full AP... nice video.
I think the landing lights should have been kept off for the pilots to be able to see any reference on ground before Decision Height. With the lights on, it is all the more difficult to spot for any irregularities in visual reference. After having confirmed any runway lights / approach / papi / airport lights, they could turn on landing lights. And hats off to the ils and autoland technology and of course the skills of these braveheart brainy pilots.
wuao! wuao! wuao! nice landing!!!!!!!!!!!
Sorry for double post. I forget to mention obviously an aircraft won't be able to perform an autoland where the ILS is offset (usually to avoid some built up areas or terrain) as the aircraft won't be in line with the runway. Then pilot intervention is needed (as previously mentioned)
@patton223 I think by customer request the manufacturers could install them. The only planes I know that have cameras inside by default, are the A340-600 and the 777 Family, basically to check who´s knocking the cockpit door. The 772LR, 773ER and the A380 have cameras on the fuselage and taxi cams so the passengers can check the activity outside the plane.
Wow this is insance. Absolute trust in the computers, in the displays in the ILS equipment...and some balls of steel! But all jokes aside...this takes skill and we thank the professional pilots who fly us all around!
I guess God had nothing to do with it, right?? Duh.
@@JohnSmith-uy7sv Troll comment or serious?
nice landing :)
Impressionnant !
Vive la technologie.
@mingocr83 I Think it's Marseille on 13L, beacause the only runway with an ILS on Nantes is on the runway 03, where stand are at your right and not to your left like a the end ;)
Hi, I use the PMDG's 747/400X for autoland, and it's an amazing airplane. When you press the APPR button, it automatically activates the three autopilots, and you only must think on activate the reverse when touching the runway. I have uninstalled the Wilco's Airbus series, and the CLS Airbus 345/346. Regards.
@joelblueyes Uhm Lets see....
This is Cat III B
'B' Meaning that the AP May be disconnected at 60Knots, the touchdown would have been around 145Knots, bieng the standard Vref of the A320, but that varies on weight etc. I think it was disconnected around that speed. The reason for this is the visibilty being so low that a roll-out performed by the autoflight might even be safer, though with the pilots descision of engaging the Reverse thrust. Auto brake should be enabled here.
Yes it is CATIIIB. Thanks for the comment!
@hawkeyeted Indeed! You are correct! The difference is just a few meters!
@Renard380 Video taken in France.. do recall if it is Marseille or Nantes...
@Paloboss1 and i agree with your whole comment! the point of my comment was to say that it's not the same without CAT IIIB weather... only pilots familiar with that would probably understand. there is more adrenaline pumping through you while you fly in CAT IIIB weather.
yes it's impressive technology for the airplane to be able to fly CAT IIIB approaches, but what's more impressive is the pilot having to fly the CAT IIIB... and there are lots of those vids on here to see!
@airliner20 True. You can hear the autopilot disengage at 1:41.
Sir, did you see the twp AP1 and AP2 engaged upon touchdown? It was disengaged after touchdown!
On the A320 series (not sure about the others) you don't always have to use the autobrakes if the runway is long and dry and there's a headwind. I didn't know this either until I sat in the flight deck of this bird and to my initial shock noticed that he didn't press the button :0
It is really amazing to see how pilots can rely on their instruments in such cases where dealing with a "zero sight" situation is necessary and you still have the strong duty to perform a perfect landing with a bird like 474 or 787..
The plane is correct in calling them a retard. I would be pooping my pants. 😁
This bird performaed a Autoland =D
Fantastic, I love this aircraft.
@patton223 I do. Would you want to be constantly monitored and work under camera in your office? I don't think so. So why should pilots do that?
Where do the pilots actually step in on one of these landings? Would the plane just get itself down onto the runway and then the pilot has to get it slowed down? Or would the plane cover that too
u can also use the gps to fly the ILS approach from a GPS intersection.... but u still need to have the ils frequencies in the nav1 radio and then click the approach hold button when the glide slope is central on the display
@Photle everything is based on ICAO.... CAR, FAR, and JAR. well i worked 3 years as a flight instructor before i was selected to be an aerobatic instructor in the US. then i flew for US Airways for 5 years and was on the training board for the B767. after that i worked for a wealthy man flying his Global Express XRS a few times a month and doing consulting work for the TSB and NTSB organizations. i'm currently working in italy right now with the ENAC to develop new airspace regulations.
As a PPL student, and for those who've never flown from the left hand seat - conditions such as these are the most disorientating things ever. I had some instrument time very early on in my training as my instructor was qualified to the heavens and back. Amazing to see how your body and brain react without a reference to horizon. People who perform these approaches are a true credit.
The plane is correct in calling them a retard. I would be pooping my pants. 😁
Nice landing.
yes is Autoland with DH, you can hear the callout "Minimas" from the RA. Also the rollout is with the AP on.. just pay attention to the video.. the AP is disconnected at 80 knots when reverse is set to IDLE. This crew is certified for CATIIIb landings
* Category III B:
o a) a decision height lower than 50 feet (15 m) above touchdown zone elevation, or no decision height; and
o b) a runway visual range less than 700 feet (210 m) but not less than 150 feet (46 m).
@wskwong2000 really possible, you could go around at 20-30 ft, too :)
@Vorox144 forgot to mention that ILS CIII-C is only for aircrafts equiped with autolanding.
@Musearm : yes it is amazing, but there are 2 things: first the video camera can't show exactly what pilots see; they see much better than we in this video. And second thing, if they switch the landing lights off, the runway lights are much more visible ;), But anyway in a CAT III B with no decision height the runway lights are just for comfort, they can be completely invisible and still be able to land the plane.
i have just bought an airbus a320 package for flight simulator and on the autopilot panel there is ap1 and ap2 any body no the diference between the two or wat different functions they have ? thanks
@mingocr83
Problem with RNAV approaches is that they don't carry the same minimums as true ILS.
@mingocr83 I think you mean GPS approaches. RNAV was common in the 1980s, aboutthe same time as Loran.
@kazi49000
Is an A320 of AirFrance probably.
Magnifient approach.
@Gamerrockz I would say... excellent autopilot!! :P
Nerves of steel...
awesome landing