+AirplaneTVcom lol I never thought about that! Of course there are dozens of nav aids to get you on the runway nice and safe, but what about from the runway to the gate? Interesting thought. That what I love about the internet. I learn something every time I am on it.
Sonny Burnett low VI's taxi diagrams called SMGCS. Depending on the actual VI's, the taxi route is already preselected and ground will say "taxi to spot 6 report clear of x runway".
apiece ofdirt There’s an element of trusting the instruments, but the pilots closely monitor them should something go wrong. The instruments are doing a lot of work but pilots try not to get too complacent in always trusting them.
A common misconception about the autoland procedure is that the pilots simply "sit back and watch it all happen" without any input whatsoever, which is not the case at all. While they may not be physically manipulating the primary flight controls (elevator/aileron/rudder), they are still monitoring the approach and manually operating everything else, including the flaps, landing gear, spoiler arming, and retarding the thrust levers during the flare. They are also watching for any deviations from the safe approach path and airspeed, ready to initiate a go-around/missed approach if it all starts going wrong. The autopilot certainly isn't 100% fool proof and must be treated with great respect and without complacency. Also, to all those people saying the conditions weren't CAT III, and that an autoland wasn't required: a valid conclusion of the actual prevailing conditions cannot be drawn from just watching the video. The ATIS at the time most likely advised that conditions were dropping below CAT I, meaning it would be advisable to use the aircraft's autoland system in anticipation of the conditions REDUCING BELOW the minimums required for a manual landing. After all, that's what this system is there for - to provide a safe method of landing the aircraft in very poor visibility :) An excellent and very informative video!
amaster87 You might know, but you are not alone on youtube, you know that smartass.. there are many people who don’t know half as much as you do, so show at least some respect to Alexander for explaining it.
That was stunning. I can't imagine landing with no visibility until the landing lights are seen at two hundred feet. My respect to those in the cockpit.
@@rykehuss3435 yes but you have to be very experienced and mentally skilled to put your trust in a 200+ ton vehicle flying on its own. Pilots rarely use autopilot when landing or taking off so there is much skill needed.
Yes and no: the computing power of an ordinary iPhone probably surpasses all computers and processors built into a modern airliner. But the important topic is "reliability". While I appreciate all the possibilites and apps of an iPhone I certainly would not want to have my life depend on it...
AirplanetvCOM I don't think you require that much processing power for the ILS system anyway, once the ILS is established, the computer just tells the autopilot what way to turn to maintain the centerline
If you combined them, yes, but I think each screen is a separate computer unit that streams movies etc from a central server (judging by how they can reboot an individual screen if something goes wrong), I was just making a link to the original comment, but you make a good point.
I´ve had that experience on 16th of dec 2022 on flight EW 9558, TFS to DUS, arriving at 5:20 p.m. The captain told to passengers already 1 hour before landing about a difficult landing because of extreme bad weather situation in DUS. My seat in A320 was Window 9A. 2 minutes before landing the aircraft was diving into the clouds - I could see landinglights exactly in the moment the aircraft touched the ground - for me amazing. Reducing of speed was normal. At all moments of this approach I felt safe. Thank You to the very good crew!
@starjack24: That depends: during an autoland approach with NO decision height "automatic rollout" is required, thus the autopilot must remain on until the aircraft reaches taxi speed, until that time the autopilot also maintains runway centerline. During autoland approach with "manual rollout" the a/p has to be switched off after mainwheel touchdown and the captain needs to maintain runway centerline.
Does an ILS approach with no decision height exist? I thought with a CAT 3 approach it is at min. 50 ft AGL. As far as I know, the AP disconnects as soon as you make any rudder or tiller inputs.
Of course there are lower minimums than CAT IIIa (50ft), as stated the lowest is 0ft ("no") decision height. During an autoland approach and the automatic rollout you DON'T make ANY inputs with rudder/sidestick/tiller for the reason you mentioned.
***** All Cat III approaches have zero decision height but they are differentiated by the suffix a,b or c denoting the Runway Visual Range (RVR) limits. Cat IIIb being the lowest visibility...& I'm guessing RVR 100' - 150'? These approaches are made during extreme low ceiling/visibility conditions & are not available at all airports. The aircraft must also be equipped (3AP) & signed out to perform the approach. Generally Cat I & II are more the norm...most airports.
That's not true: No DH= RVR 75m 20' DH=RVR 150m 50' DH=RVR 200m All of these are CAT III with automatic landing, only the lowest minimum also requires also automatic roll-out.
+AirplanetvCOM Thanks for the correction. However this is a sticky subject among pilots & lots of "ambiguity" by the regulatory authorities (ICAO/FAA/JAA) with respect to CAT III minima. Airbus - CAT I/CAT III Operations. www.skybrary.aero/bookshelf/books/1480.pdf For CAT III operations, the JAA defines Decision Height. "Decision height is the wheel height above the runway elevation by which a go-around must be initiated 'unless' adequate visual reference has been established with the aircraft position and approach path being assessed as satisfactory to continue the approach and landing in safety (JAA)." The critical element for CAT III approaches is "visibility"...cloud ceiling is actually a non issue. It means - providing the visibility meets the RVR requirements for that particular CAT III A,B or C approach & the aircraft/crew are suitably certified for the type of approach, an approach & landing can be initiated. Interpretation for CAT IIIA means when the aircraft is at RA = 30m you should have not less than 200m (RVR) of forward visibility or CAT IIIB, not less than 50m (RVR) of forward visibility to legally & safely complete the landing. Unfortunately the CAT III definitions are quite ambiguous...read on. 2.2.1 CAT III A ICAO and FAA definition A category III A approach is a precision instrument approach and landing with "no decision height" or a decision height lower than 100ft (30m) and a runway visual range not less than RVR700ft (RVR200m). Here is the "ambiguity"! Quote: "....no decision height or a decision height lower than 100ft (30m).....etc..." unquote. Interpretation? "no decision height" means zero feet (0")! Or...lower than 100ft. could mean "100', 99', 98'.......5', 4', 3', 2', 1', 0'......no decision height! Ambiguous!? CAT III B similar interpretation: No DH or DH lower than 50' ....meaning 50',49', 48'....3',2'.1',0'!
I've started using X-Plane 11 to know how it feels to be a pilot on commercial flights, and after a few months, I finally learned how to use the autopilot! Even I got surprised when I saw my airplane going straight to the runway, flaring and touching down... All I had to do, just like on the video, was to disengage the A/P and find the way out the runway!!!
Was on a plane landing in Amsterdam on a day exactly like this once, it was so scary! I thought it would be impossible to land...technology and pilots are awesome.
without auto-pilot landing could be difficult it seems, esp since the runway didnt appear till 200ft above surface, scary, leaves no room for error, great video - thanks
I actually read a journal on the science of cockpit voices and how they are picked according how the brain responded. One experiment they actually used the fighter pilot's mothers voice on the most urgent of warnings and found they were responded to much faster and urgently. Yeah I was in a FBO and bored....
0:16 I was flying a 737-600 PMDG (P3D) into KHRL at night and it was very foggy and low clouds. Using Precipit FX 737 package, i was able to experience that. The lights hitting the fog and clouds, strobe lights reflecting off them also. It was a real treat. Great video. Regards, from the USA.
@@Airplane_TV LOWI I for INNSBRUCK - yes, plenty of rocks especially just after the NDB bit before the descent with the glide. In the event of a go around the trees are below you on the left and the rocks are to the left, but you have no way of knowing how far left you can go before that right turn back onto the same runway and you could land but you can't see so if you make it round the bend you could even try a go around from that but only on good VMC.
"How low can you go" thank's Barnes Wallace...for making air travel safe and very exciting to watch...I wonder what his thought's would be after watching a vid like this one?....thank's for the upload and many thank's to the many who make it happen!..Nice landing!..."auto land"...
Great video to enlighten UA-cam viewers. Auto Land not much of a big deal now, but 45 years ago, the only large commercial jet with Auto Land was the then new Lockheed L-1011. The L-1011 was one of 3 Wide Body Jets of the day. It got a rough start with the Crash of Eastern Flight 401 in December 1972 (The aircraft involved was just months old). Flight 401 made famous by its aftermath of reported "Ghosts." A movie was produced starring Ernest Borgnine as the Captain of the flight. Eastern was besieged by so many stories about the ghosts, Frank Borman, its CEO and former astronaut, made a public statement denying the stories were true.
Something always puzzles me when I see how precise and safe these autoland procedures are. Are pilots forced to fly manual landings from time to time just so they stay in touch with the aircraft's flight dynamics?
+Pedro Borges it's quite the other way round: autoland approaches are so seldom that you need to stay current. Autoland approaches require additional considerations in terms of increased separation between aircraft, "localizer sensitive areas" need to be free of aircraft and ground vehicles, etc. so the capacitiy of an airport with cat III in force is reduced and only applied when really necessary.
Seeing those beautiful jewels of landing lights come out of middle of nowhere reminds me why I fell in love with flying. In flying almost everything is drenched in elegance but filled with a lot of meaning; maybe I'm just an airplane nerd or maybe it's time to go to bed. lol. It's amazing we human-beings have learned to fly even though we were never meant to.
I am currently studying for my instrument rating, and have flown lots of simulated instrument approaches as well as a few actual approaches. After watching this video, I am saying to myself: "Why am I doing all of this again?" I did one just like this, except we came out of the clouds at 400 feet AGL, and it was 10 miles visibly below the clouds. I can't imagine flying all the way down to absolute minimums. This was crazy.
Landed at Gatwick October 2015 in bad fog. We had no idea that hundreds of flights had been cancelled or delayed and I didn't think it was possible to land. Looking out of the window, we just saw white cloud and nothing else. I assume that our 777 had some sort of automation that enabled us to tackle the conditions. We were placed in a holding pattern for 30 minutes and knowing that we were seconds from landing was quite nervy - because we couldn't brace for touchdown by looking out of the window. Even after landing, we had to wait for an hour on the taxi lane, because there were no vacant gates. Those pilots must have nerves of steel.
I don't care how skillful the pilot is or how many thousands of flight hours he/she may have, this wold have to be the scariest thing to do! Landing a plane is hard work, especially if you have a crosswind component, but this . . . this is another thing all together. I will take my hat of to anyone that can do this!
TheMeslava Yeh, I know it is, but just becasue it is set for the autoland, both pilot and the co-pilot are on the edge, checking and cross cheking all the instruments millions of times to make sure that all is going by the book and in the case it does not, they have to over ride the system and take manual controll, eventually landing the plane by them self. In this scenarion . . . . . they would have to be trained and qualified to do it and even then, there is very big luck factor as well. Either way, I am impressed = )
I remember the last time I had the opportunity to fly (or rather watch as three autopilots controlled) the A310-600RR which actually the simulator during training aCAT III C autopilot approach and landing. Since therunway edge lights are 200 in seperation We would see three lights down. I miss it so much.
I have been a passenger in one of these blind landings. It is spooky. You are looking out the window and your thinking to yourself *what are they doing? Can't they tell we've missed the airport?* And even when the wheels touch down, you cannot see shit. Very weird feeling.
+King Daniel I haven't found a source from Airbus themselves, but I have read a few times now 15 kt. It seems a bit low, since the TriStar apparently was able to do 35 kt. It is probably also up to company procedures.
Because 1) this was a CAT III A approach with NO (zero) DH and according procedure there is no "minimum" call-out at touchdown 2) you hear "approach lights" when the lights came into sight whereafter "minimum" callouts would not be necessary anyway.
Pena que aqui no Brasil ainda não tenhamos a possibilidade de ver um pouso como esse, mostrado nesse vídeo ! Não temos como usar o sistema 'autoland', pois não possuímos aeroportos com CAT III instalados por aqui !
Pedro Picon Barriel CAT III c is not in force, you always need at least "some" visibility, which means it's CAT III b. But also with CAT III a or b you don't need the aproach lights (which end at the runway threshold) because with a minimum of 50 feet DH or lower you are already over the threshold, could not see the approach lights anyway. But of course you need runway edgelights, centerline and touchdownzone lights.
Category III Category III flies the automatic landing system and allows operation even without altitudes decision: CAT IIIa with better visibility than 700 feet (213 m) CAT IIIb with visibility or 150 feet (46 m) and 700 feet (213 m) CAT IIIc without visual range runway (until 2012 no airport had this certification) Each certified device for CAT III operations have a decision height and visibility minimums established, unique for each certification. CAT II / III lighting installations include the center line of the runway and contact zone, as well as other aid and improvements. (Extracted from Wikipedia )
Pedro Picon Barriel not to my knowledge and I couldn't find anything on the web. One of the problems of landing in (or near) zero visibility is: How do you taxi off the runway and to the parking position? It's hard enough with current minimums to find your way ;-)
in found the ILS CAT IIIc on wikipedia, searching "ILS", and in my Flight Simulator´s manual. Howeber, taxi with zero visibility would be very difficult
Yeah. Rw centerline lights are wired over 2 or more circuits so if one circuit goes down (be it a cable failure or otherwise), the pilot still has the remaining lights. In this case, it's interleaved over 3 circuits. You'll notice every 3rd light is out. Not ideal for a CAT III landing!
I was wondering if a CAT I approach could have been made in that conditions... RVR was 700m and from DH of 200' approach lights was in sight. So I guess it was possible. Is that correct?
On any airport runway in the world, u wl find two numbers written at both the two ends of the runway. What's the meaning/significance of these two numbers and what's the difference between the two numbers n why is the difference always constant for all the runways in the world ?
It's the runway designator in degrees magnetic divided by ten and rounded to the next full number. So a runway with QFU 274 degrees magnetic is called "runway 27" and from the opposite side it would be runway 09. Additionally it could be runway 27 L, R or C for left, right, center. In Paris CDG there are 4 parallel runways, so they named them 26 L and R and 27 L and R although they are exactly parallel.
very curious about lighting system . know that the landing system and radar... etc works 99.999 % ok is there any infra red sighting system or laser or ... . Or any VISUAL system could help ? or pilots are trained to rely on meters but not visual .?
That was AMAZING. The trust the Pilots had to put into the plane and instrument Gauges. Nothing was in sight till 500 feet. Good Job. I would hire them both to become my "Permanent" Pilots whenever I fly.
Now this is zero visibility.
+333crypta not quite, we are authorized to land down to 75m RVR. And then the biggest challenge is to find the way to the parking position..
wow, happy flying.
+AirplaneTVcom lol I never thought about that! Of course there are dozens of nav aids to get you on the runway nice and safe, but what about from the runway to the gate? Interesting thought. That what I love about the internet. I learn something every time I am on it.
Rimbolt Jaxt , What gets you to the gate?....... Paint.
Sonny Burnett low VI's taxi diagrams called SMGCS. Depending on the actual VI's, the taxi route is already preselected and ground will say "taxi to spot 6 report clear of x runway".
They should classify this as a "can't see shit" approach
Css, nice
ATC: Cleared for CSS landing on runway two-niner.
I mercy of instruments
I agree!
Aaaah, the old CSS approach 😉
The end of the video is where the REAL work begins....finding the gate in that muck.
Of all the CAT III approaches on Ytube. This one's the best. Thanks for posting.
Thanks! “One day” I’ll finally upload another video with less visibility…
Dang. Now that's trusting your instruments.
apiece ofdirt
There’s an element of trusting the instruments, but the pilots closely monitor them should something go wrong. The instruments are doing a lot of work but pilots try not to get too complacent in always trusting them.
Junior Thing is pilot’s are such experts at what they do, if you were an actual pilot and trained i doubt you would
@Junior A cringe? You mean relief?
If you do not train yourself to trust your instruments, you’d crash in about 178 seconds.
Look up “178 seconds to live”.
Instruments can fail. What you are trusting here is redundancy.
A common misconception about the autoland procedure is that the pilots simply "sit back and watch it all happen" without any input whatsoever, which is not the case at all.
While they may not be physically manipulating the primary flight controls (elevator/aileron/rudder), they are still monitoring the approach and manually operating everything else, including the flaps, landing gear, spoiler arming, and retarding the thrust levers during the flare. They are also watching for any deviations from the safe approach path and airspeed, ready to initiate a go-around/missed approach if it all starts going wrong. The autopilot certainly isn't 100% fool proof and must be treated with great respect and without complacency.
Also, to all those people saying the conditions weren't CAT III, and that an autoland wasn't required: a valid conclusion of the actual prevailing conditions cannot be drawn from just watching the video. The ATIS at the time most likely advised that conditions were dropping below CAT I, meaning it would be advisable to use the aircraft's autoland system in anticipation of the conditions REDUCING BELOW the minimums required for a manual landing. After all, that's what this system is there for - to provide a safe method of landing the aircraft in very poor visibility :)
An excellent and very informative video!
Alexander McAllister u dont say...
Also, Boeing has the same technology which is used quite often as well.
What mechanism does auto-pilot system use to find and land the airplane exactly on the runway in no visibility?
amaster87 You might know, but you are not alone on youtube, you know that smartass.. there are many people who don’t know half as much as you do, so show at least some respect to Alexander for explaining it.
A lot... There is beacon shooting to the sky and it uses that and some other parts.
That was stunning. I can't imagine landing with no visibility until the landing lights are seen at two hundred feet. My respect to those in the cockpit.
Made me nerves just watching and those approach light's never looked so good
Its all automatic. You can hear they disengage the autopilot after they have already landed. Their job essentially is to keep cool.
Also to autopilot
my guy, respect to the autopilot
@@rykehuss3435 yes but you have to be very experienced and mentally skilled to put your trust in a 200+ ton vehicle flying on its own. Pilots rarely use autopilot when landing or taking off so there is much skill needed.
I can not explain the good feeling you have when you punch out and see those beautiful colorful runway lights.
Man, you got to admire the modern technology for both ILS and AP.
Yes and no: the computing power of an ordinary iPhone probably surpasses all computers and processors built into a modern airliner.
But the important topic is "reliability". While I appreciate all the possibilites and apps of an iPhone I certainly would not want to have my life depend on it...
Feyg Aeckaunt
the latest FMGC is praised for it's higher memory capacity of .. 5 Megabyte.
I'd guess I'm right ;-)
Feyg Aeckaunt
okay, regarding computing power: the latest release offers already 32 bit processors..
AirplanetvCOM I don't think you require that much processing power for the ILS system anyway, once the ILS is established, the computer just tells the autopilot what way to turn to maintain the centerline
If you combined them, yes, but I think each screen is a separate computer unit that streams movies etc from a central server (judging by how they can reboot an individual screen if something goes wrong), I was just making a link to the original comment, but you make a good point.
I´ve had that experience on 16th of dec 2022 on flight EW 9558, TFS to DUS, arriving at 5:20 p.m. The captain told to passengers already 1 hour before landing about a difficult landing because of extreme bad weather situation in DUS. My seat in A320 was Window 9A. 2 minutes before landing the aircraft was diving into the clouds - I could see landinglights exactly in the moment the aircraft touched the ground - for me amazing. Reducing of speed was normal. At all moments of this approach I felt safe. Thank You to the very good crew!
That was a phenomenal display of the sync between pilot and plane. Instruments and crosschecks. Beautiful. Well done.
the sensation of landing in these conditions is something you have to experience up front to fully understand
Is he playing guitar hero at 2:40?
lol, clever... very clever.
kkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkk
LMAO!SMART
kkkkkkkk nice
Ahhhh
wow no need for the plane to call the pilots names right before landing
They used auto land, they're lucky the auto pilot didn't shout out "pussies" as well 😂
Hello! I wonder if I could use apiece of this video for a video I am creating about approaches, I would link to your channel of course, thanks
Hi, as long as you link back I’m okay with it.
@starjack24:
That depends: during an autoland approach with NO decision height "automatic rollout" is required, thus the autopilot must remain on until the aircraft reaches taxi speed, until that time the autopilot also maintains runway centerline.
During autoland approach with "manual rollout" the a/p has to be switched off after mainwheel touchdown and the captain needs to maintain runway centerline.
Does an ILS approach with no decision height exist? I thought with a CAT 3 approach it is at min. 50 ft AGL.
As far as I know, the AP disconnects as soon as you make any rudder or tiller inputs.
Of course there are lower minimums than CAT IIIa (50ft), as stated the lowest is 0ft ("no") decision height.
During an autoland approach and the automatic rollout you DON'T make ANY inputs with rudder/sidestick/tiller for the reason you mentioned.
***** All Cat III approaches have zero decision height but they are differentiated by the suffix a,b or c denoting the Runway Visual Range (RVR) limits. Cat IIIb being the lowest visibility...& I'm guessing RVR 100' - 150'? These approaches are made during extreme low ceiling/visibility conditions & are not available at all airports. The aircraft must also be equipped (3AP) & signed out to perform the approach. Generally Cat I & II are more the norm...most airports.
That's not true:
No DH= RVR 75m
20' DH=RVR 150m
50' DH=RVR 200m
All of these are CAT III with automatic landing, only the lowest minimum also requires also automatic roll-out.
+AirplanetvCOM Thanks for the correction. However this is a sticky subject among pilots & lots of "ambiguity" by the regulatory authorities (ICAO/FAA/JAA) with respect to CAT III minima.
Airbus - CAT I/CAT III Operations. www.skybrary.aero/bookshelf/books/1480.pdf
For CAT III operations, the JAA defines Decision Height.
"Decision height is the wheel height above the runway elevation by which a go-around must be initiated 'unless' adequate visual reference has been established with the aircraft position and approach path being assessed as satisfactory to continue the approach and landing in safety (JAA)."
The critical element for CAT III approaches is "visibility"...cloud ceiling is actually a non issue. It means - providing the visibility meets the RVR requirements for that particular CAT III A,B or C approach & the aircraft/crew are suitably certified for the type of approach, an approach & landing can be initiated. Interpretation for CAT IIIA means when the aircraft is at RA = 30m you should have not less than 200m (RVR) of forward visibility or CAT IIIB, not less than 50m (RVR) of forward visibility to legally & safely complete the landing. Unfortunately the CAT III definitions are quite ambiguous...read on.
2.2.1 CAT III A
ICAO and FAA definition
A category III A approach is a precision instrument approach and landing with "no decision height" or a decision height lower than 100ft (30m) and a runway visual range not less than RVR700ft (RVR200m).
Here is the "ambiguity"! Quote: "....no decision height or a decision height lower than 100ft (30m).....etc..." unquote. Interpretation? "no decision height" means zero feet (0")! Or...lower than 100ft. could mean "100', 99', 98'.......5', 4', 3', 2', 1', 0'......no decision height! Ambiguous!?
CAT III B similar interpretation: No DH or DH lower than 50' ....meaning 50',49', 48'....3',2'.1',0'!
I *know* commercial pilots are trained to do this but I will never stop being in awe. It’s just magic!
2:57 I feel like Stephen hawking is mad at me
Boeing's voices are decidedly more pleasant.
Actually they care not meant to be "pleasant", but raise your attention. Think of Neil Diamond singing an important warning...
he died
Did it said retard? 😀
So the plane is flying itself until he turns autopilot off?
That's the purpose of autoland
Yes. Autobrakes as well. Reverse thrust is the pilot. Tough part is now to taxi to the gate.
I've started using X-Plane 11 to know how it feels to be a pilot on commercial flights, and after a few months, I finally learned how to use the autopilot! Even I got surprised when I saw my airplane going straight to the runway, flaring and touching down... All I had to do, just like on the video, was to disengage the A/P and find the way out the runway!!!
@@Airplane_TV Who flares the plane? Does the autopilot doing this or has this do be done by the pilot?
Was on a plane landing in Amsterdam on a day exactly like this once, it was so scary! I thought it would be impossible to land...technology and pilots are awesome.
I know this is quite old, but still props for having one of the best pea soup landing videos on UA-cam. Love it
I'm an instrument rated pilot and fully understand all this....but it still blows my mind every time I see it.
Just incredible the way lights show up when it reaches just 200 feet. A completely auto pilot controlled landing.
that illusion "that You are too high"
without auto-pilot landing could be difficult it seems, esp since the runway didnt appear till 200ft above surface, scary, leaves no room for error, great video - thanks
You are right.
Great vid, thanks for sharing! I can't imagine the tension in the cockpit during at CAT III
Well done crew, and well done A320 engineers! Very impressive, the lack of any 🔊 Minimums 🔊!
*this makes me admire ILS so much more*
A/P Disc Warning is so much nicer in the Airbus than the 737.
zzodr it isnt supposed to be nice its meant to might even wake up somebody if needed
I actually read a journal on the science of cockpit voices and how they are picked according how the brain responded. One experiment they actually used the fighter pilot's mothers voice on the most urgent of warnings and found they were responded to much faster and urgently. Yeah I was in a FBO and bored....
That's my ringtone :P
Even the callouts are nicer
JIMJAMSC Can you give the link?
Unglaublich ..... Autofahren im Nebel ist schon eine Kunst aber das hier toppt das Ganze noch.
Perfekte Landung!!!
Nice thing about those foggy low ceiling nights. Never a xwind.
Whenever the plane doesn't crash it's amazing.
did this plane just land its self automatically...
Yep x2
Pilot skills
Yea technology is insane nowadays
Yes
Cat three has been around for years
0:16 I was flying a 737-600 PMDG (P3D) into KHRL at night and it was very foggy and low clouds. Using Precipit FX 737 package, i was able to experience that. The lights hitting the fog and clouds, strobe lights reflecting off them also. It was a real treat. Great video. Regards, from the USA.
Thanks for the upload.
Great Clip !
This was awesome, but am wondering if there are any autopilot systems which can land or help land in crosswinds?
Depending on aircraft a certain amount of crosswind is allowed with autoland, but it's far less than with manual landings.
Incredible and professionalism by pilots and controllers.
LOWW is a real challenge. You've got rocks close and to either side of you. Go around is not an option.
This is serious flying.
I guess you mean Innsbruck, LOWI. You cannot perform auto-lands there, and In Vienna there are no rocks ;-)
@@Airplane_TV LOWI I for INNSBRUCK - yes, plenty of rocks especially just after the NDB bit before the descent with the glide. In the event of a go around the trees are below you on the left and the rocks are to the left, but you have no way of knowing how far left you can go before that right turn back onto the same runway and you could land but you can't see so if you make it round the bend you could even try a go around from that but only on good VMC.
You are confusing me again :-)
The Airbus AP is almost a Master Piece.
even the Boeing AP!
3:14 Autopilot switched off. Passengers:Aplaud 😂
CAT 111 Excellent Captain!! Thanks for sharing video
All I am amazed by sheer calmness of the pilots.
"How low can you go" thank's Barnes Wallace...for making air travel safe and very exciting to watch...I wonder what his thought's would be after watching a vid like this one?....thank's for the upload and many thank's to the many who make it happen!..Nice landing!..."auto land"...
amazing how technology has made it possible!
What happens if there are cross wind also ??
Does it autoland in that conditions also ?
What a display of high tecnology. Simply amazing.
Wow, this is amazing! I love technology!
I fly and it still amazes me. Even how a plane can fly. Just amazing.
I know everyone watching was on the edge of their seat ! Holly, that's a CAT III landing with white knuckles.... that was great team work !!
What an amazing piece of kit the autopilot is.
The weather seems for CAT II , not for CATIIIB however, this guys did a splendid job
Great video to enlighten UA-cam viewers. Auto Land not much of a big deal now, but 45 years ago, the only large commercial jet with Auto Land was the then new Lockheed L-1011. The L-1011 was one of 3 Wide Body Jets of the day. It got a rough start with the Crash of Eastern Flight 401 in December 1972 (The aircraft involved was just months old). Flight 401 made famous by its aftermath of reported "Ghosts." A movie was produced starring Ernest Borgnine as the Captain of the flight. Eastern was besieged by so many stories about the ghosts, Frank Borman, its CEO and former astronaut, made a public statement denying the stories were true.
Something always puzzles me when I see how precise and safe these autoland procedures are. Are pilots forced to fly manual landings from time to time just so they stay in touch with the aircraft's flight dynamics?
+Pedro Borges it's quite the other way round: autoland approaches are so seldom that you need to stay current. Autoland approaches require additional considerations in terms of increased separation between aircraft, "localizer sensitive areas" need to be free of aircraft and ground vehicles, etc. so the capacitiy of an airport with cat III in force is reduced and only applied when really necessary.
AirplaneTVcom Makes sense. Thanks for clarifying
Just got a briefing on the 787 instrumentation....fantastic.
Autopilot off AFTER landing??? Normal procedere?
Yes, it's an "autoland" procedure...
@@Airplane_TV Thanks for the answer. :-)
Jup .. autoland.. the autopilot even keeps you on the centerline afterwards
Seeing those beautiful jewels of landing lights come out of middle of nowhere reminds me why I fell in love with flying. In flying almost everything is drenched in elegance but filled with a lot of meaning; maybe I'm just an airplane nerd or maybe it's time to go to bed. lol. It's amazing we human-beings have learned to fly even though we were never meant to.
That's mindboggling.
It was satisfying to hear in the end that it was the autopilot mode going on
Chirp Chirp Chirp (The noise) is the autopilot disconnecting. ("Autopilot comes off", Chirp Chirp Chirp).
Preguntota como le hacen para alinearse exactamente a la pista si no ven nada????
I am currently studying for my instrument rating, and have flown lots of simulated instrument approaches as well as a few actual approaches. After watching this video, I am saying to myself: "Why am I doing all of this again?" I did one just like this, except we came out of the clouds at 400 feet AGL, and it was 10 miles visibly below the clouds. I can't imagine flying all the way down to absolute minimums. This was crazy.
When does A/P get off ? is it after applying thrust reserver ? thanks for sharing very useful video for students..
Landed at Gatwick October 2015 in bad fog. We had no idea that hundreds of flights had been cancelled or delayed and I didn't think it was possible to land.
Looking out of the window, we just saw white cloud and nothing else. I assume that our 777 had some sort of automation that enabled us to tackle the conditions.
We were placed in a holding pattern for 30 minutes and knowing that we were seconds from landing was quite nervy - because we couldn't brace for touchdown by looking out of the window.
Even after landing, we had to wait for an hour on the taxi lane, because there were no vacant gates.
Those pilots must have nerves of steel.
I don't care how skillful the pilot is or how many thousands of flight hours he/she may have, this wold have to be the scariest thing to do! Landing a plane is hard work, especially if you have a crosswind component, but this . . . this is another thing all together. I will take my hat of to anyone that can do this!
You do realize the plane landed itself right?
TheMeslava
that's right, but in case of any malfunction you still have to take over manually and if visual cues are sufficient, complete the landing.
TheMeslava
Yeh, I know it is, but just becasue it is set for the autoland, both pilot and the co-pilot are on the edge, checking and cross cheking all the instruments millions of times to make sure that all is going by the book and in the case it does not, they have to over ride the system and take manual controll, eventually landing the plane by them self. In this scenarion . . . . . they would have to be trained and qualified to do it and even then, there is very big luck factor as well. Either way, I am impressed = )
autopilot did it.
What are you going to do if there is a malfunction, since you can't see shit. You will be dead before you realise there is a malfunction.
I remember the last time I had the opportunity to fly (or rather watch as three autopilots controlled) the A310-600RR which actually the simulator during training aCAT III C autopilot approach and landing. Since therunway edge lights are 200 in seperation We would see three lights down. I miss it so much.
I have been a passenger in one of these blind landings. It is spooky. You are looking out the window and your thinking to yourself *what are they doing? Can't they tell we've missed the airport?* And even when the wheels touch down, you cannot see shit. Very weird feeling.
would like to know the hard limit for auto land under cross wind condition. And also what happens if you need to do a go around.
+King Daniel I haven't found a source from Airbus themselves, but I have read a few times now 15 kt. It seems a bit low, since the TriStar apparently was able to do 35 kt. It is probably also up to company procedures.
+Michael Seibert the crosswind limit for autoland plus automatic rollout is 20 kts for the A320.
Thanks for the info! :-)
What kind of Guitar Hero is it?
"We found the runway -- now to find the gate!"
"Sir the auto-landing computer has failed"
"Fuck..have to wing it then"
spasman that's why they have 2 auto pilots
just follow the glide sloape
why did I not hear a minimums callout?
Because
1) this was a CAT III A approach with NO (zero) DH and according procedure there is no "minimum" call-out at touchdown
2) you hear "approach lights" when the lights came into sight whereafter "minimum" callouts would not be necessary anyway.
Lowest minimum of CAT II is actually 100 feet, below that it would need to be CAT III.
DH 50 feet is a typical CAT III A minimum.
Pena que aqui no Brasil ainda não tenhamos a possibilidade de ver um pouso como esse, mostrado nesse vídeo ! Não temos como usar o sistema 'autoland', pois não possuímos aeroportos com CAT III instalados por aqui !
Sim, mas você tem um clima melhor ;-)
Fabulous flying!
Well.. It's the autopilot system in this case, but still it's fabulous ;-)..
I once landed in ice fog early in the morning, I thought we were still up in the clouds when we touched down, scared the shit out of me.
Is the frequency readback correct? ATC says 121.775, but they read back 121.75... am I right?
Incredible video, incredible view. I wonder what it looked like from the instruments panel (and HUD...if one was present).
No HUD. I'll add instrument view to a later video
made me teary eyed, the science behind this is ridonkulous
What about the standar call outs? is the Key for safe operations...
The Standard callouts are all there, don't worry. But you should consider that procedures vary between operators and aircraft types.
I remember landing in Myrtle Beach and there thick fog the whole time. I was just in awe how easily the pilot landed it. Amazing world we live in.
And once they have that auto-taxi thingomagic working...
i had one question. If you´re landing ni zero visibility ILS CAT IIIc the pilots cand land without the aproach ligths on sight at 200 feet?
Pedro Picon Barriel CAT III c is not in force, you always need at least "some" visibility, which means it's CAT III b.
But also with CAT III a or b you don't need the aproach lights (which end at the runway threshold) because with a minimum of 50 feet DH or lower you are already over the threshold, could not see the approach lights anyway.
But of course you need runway edgelights, centerline and touchdownzone lights.
ILS CAT IIIc isn´t in force?
Category III
Category III flies the automatic landing system and allows operation even without altitudes decision:
CAT IIIa with better visibility than 700 feet (213 m)
CAT IIIb with visibility or 150 feet (46 m) and 700 feet (213 m)
CAT IIIc without visual range runway (until 2012 no airport had this certification)
Each certified device for CAT III operations have a decision height and visibility minimums established, unique for each certification. CAT II / III lighting installations include the center line of the runway and contact zone, as well as other aid and improvements.
(Extracted from Wikipedia )
Pedro Picon Barriel not to my knowledge and I couldn't find anything on the web.
One of the problems of landing in (or near) zero visibility is: How do you taxi off the runway and to the parking position? It's hard enough with current minimums to find your way ;-)
in found the ILS CAT IIIc on wikipedia, searching "ILS", and in my Flight Simulator´s manual. Howeber, taxi with zero visibility would be very difficult
Are the flaps automatic extended too, in such a landing? Or the pilots just verbally confirm the movement of the flaps?
27scumpi no, there is no automatic configuration change whatsoever, be it flaps, landing gear or thrust reverser.
They have a RW centerline circuit out as well there!!
by the term "runway centerline circuit" you refer to the runway centerline lights?
Yeah. Rw centerline lights are wired over 2 or more circuits so if one circuit goes down (be it a cable failure or otherwise), the pilot still has the remaining lights. In this case, it's interleaved over 3 circuits. You'll notice every 3rd light is out. Not ideal for a CAT III landing!
Although if it's autoland right through to rollout, it really doesn't make much of a difference!
Cormac McGavigan
congrats, you are the first viewer to notice ;-)
Thanks.. Actually, I design and install airfield lighting systems for a living.. It was the first thing I noticed!!
Thanks dear ILS , gracias querido ILS , "QUE SERÍA SIN USTED HE HE ."
Congratulations, Chief Pilo!
Nice video. Pilots need special certification for an auto landing procedure?
Yes, for landing minima below CAT I there is a certification required that has to be renewed in regular intervals during the simulator checkrides.
I was wondering if a CAT I approach could have been made in that conditions... RVR was 700m and from DH of 200' approach lights was in sight. So I guess it was possible. Is that correct?
On any airport runway in the world, u wl find two numbers written at both the two ends of the runway.
What's the meaning/significance of these two numbers and what's the difference between the two numbers n why is the difference always constant for all the runways in the world ?
It's the runway designator in degrees magnetic divided by ten and rounded to the next full number. So a runway with QFU 274 degrees magnetic is called "runway 27" and from the opposite side it would be runway 09. Additionally it could be runway 27 L, R or C for left, right, center. In Paris CDG there are 4 parallel runways, so they named them 26 L and R and 27 L and R although they are exactly parallel.
I may or may not have been screaming "GO AROUND. GO AROUND DAMN IT" at the 300 callout. LOL.
The capital of my country. Woww this Austrian Pilots are amazing
I am always scared as fck when the plane flies into the clouds. Especially on foggy nights.
very well executed
I like how the plane resisted the urge to insult the pilot until the very last second.
Wow that's basically putting your life in the instruments. Nice landing very nice
Very good shot with dense fog👏🏼👏🏼
Which camera was?
Canon Legria HF-41 FullHD
AirplanetvCOM Thank you so much
Landing in such low i.e..almost no visibility is challenging task. Thanks to the ILS and pilots expertise in it
Are all Cat 3 approaches done only in autoland or can they still be performed in manual, assuming the aircraft has all the proper equipment?
Autoland equipment is mandatory for CAT III, but if it fails while you have sufficient visibility to continue manually that's approved.
very curious about lighting system .
know that the landing system and radar... etc works 99.999 % ok
is there any infra red sighting system or laser or ... . Or any VISUAL system could help ?
or pilots are trained to rely on meters but not visual .?
The visual system is called "eyes" ;-)
"Approach, landing, and rollout are fully automatic" makes me think of the autopilot in the movie Airplane
That was AMAZING. The trust the Pilots had to put into the plane and instrument Gauges. Nothing was in sight till 500 feet. Good Job. I would hire them both to become my "Permanent" Pilots whenever I fly.
2:57, that reminded me of airforceproud95.
Lol
Impressive; I kept thinking about Die Hard 2 though where the changed the ILS 200 feet below the runway.