Whats with the "Retard, Retard, Retard" comment coming from the planes computer. As if the guys need reminding they're a bunch of retards the plane has to land itself.
@sheetbug On airbuses, the throttle levers don't move when the computer (autothrust) commands power changes. The 'retard' comment reminds the pilots to move the physical throttle levers to idle when the computer commands idle thrust, so the physical levers and actual engine commands match.
@delacerdaa Nope, the computer was landing the aircraft. The noise you hear, while rolling on the runway, is the autopilot diconecting sound on the aAirbus. Pilots only sitting there and enjoying the coffee. Like system administrator.
@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
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.
@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.
@ryanhaart - Regardless of the systems in operation, the credit has to be given to the crew. It takes a great deal of skill to shoot an approach in conditions such as these. Absolute faith in the information in front of you and awareness of whats around you even though you can't see it. Having flown in IFR conditions I was merely stating some truthes. Debates over AP and its systems were not alive in my comment! Happy landings! 8o)
Couldn't they get a more exciting GWPS voice. Like a female one saying 500 c'mon big boy....100 nearly there. I'll be waiting in the hotel nearby etc etc. Would make it more interesting.
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 Youtube 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.
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.
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!
@4fifty8 Agreed. I know I've done CAT 1 approaches that looked similar to that at the "200" call. And generally speaking, even though you can see the approach lights at that point, it's smarter to stay inside until the last 100-50ft (esp. for 12-1600RVR). It's very easy to get off the glide-slope if hand-flying the approach (we hand-fly everything where I work) since a final flap extension occurs at the decision to land, or to get disoriented, hand-flying or not.
a. IIIA.-An ILS approach procedure which provides for approach without a decision height minimum and with runway visual range of not less than 700 feet.
b. IIIB.-An ILS approach procedure which provides for approach without a decision height minimum and with runway visual range of not less than 150 feet.
c. IIIC.-An ILS approach procedure which provides for approach without a decision height minimum and without runway visual range minimum.
'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.
was this AutoLand, all the way to concrete? ( heard the classic, "Autopilot Disconnect" AFTER he was on Rollout, so.........assume that this Airbus Landing was "Fully Auto Land" coupled. surely ILS, or GPS VNAV enabled, huh? are Airliners doing WAAS yet?
@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
Just in case the cat IIIa v catIIIb argument hasn't been sorted here are the similarities and differences.Firstly catII catIIIa and catIIIb approaches can all be flown by the autopilot right down to taxi speed.The speed at which the autopilot is disconnected is decided by the pilot based on visual references.The differences are the required visibility, the decision height and the required visual cues to allow you to complete the landing.The differences between catIIIa and catIIIb are firstly a
If you go below 1000ft withouth Landing gear, you'll hear the Master Warning and an RED Ecam messege that your Gear is not down. As you need Full Green and no blue lines on the ecam to begin with.
are there cameras in all commercial airplane cockpits?? you would think that they would do that with a view of what the pilot sees incase of a crash they could go back and watch instead of only listening !! of course it would have to be in a crash proof box but surely they can figure that out !! does anyone know about that ??
@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.
@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
@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. :-)
Almost right, yes these aircraft do indeed have cameras outside the flightdeck door, but in fact, as of Nov2003, ALL UK registered commercial transports had cameras installed, not just the big ones. I'm pretty sure that a similar law would've been passed in the US.
every jet of the lufthansa fleet has cameras to control the area in front of the cockpit door so they can see who wants to get in. you can also observe the two front doors (L+R).
@patton223 The pilots unions have lobbied hard against cameras in the cockpit for that purpose for a long long time. I agree that it would help though.
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!
@patton223 they did at one point have cameras in the flight deck so that passengers could see what the pilots were doing until there was an emergency on board one flight and the passengers could see the pilots frantically trying to save the plane.
@patton223 a camera may record the pilots in their final moments, but beside the cruelty of these videos, it does not add any other information which the Flight Data Recorder and the Voice Data Recorder already record for investigators.
@patton223 Im not sure id want too be the one too have too watch a vid too see what happened before a airline crash..Like seriously!! I know your only asking. But it would be quite a task if oyu ask me. Just by listening to some black box recordings are enough!! for me that is!!!
@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.
@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.
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.
@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.
@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.
@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.
@Meltezz : HAHAHA... you are right... I bet after watching the video they realized it was not a gardening exercise as they were expecting... hahahaha... good comment dude... hahaha
Its a Cat IIIb approach but the weather is above Cat I minimums. The ALS is visible prior to 200 AGL. Could have landed on a Cat I ILS approach in these conditions. Definitely an autoland, however.
this is a Cat III B landing, I'm a trainee commercial pilot currently studying, and i quote from my Flight Ops JAA exam book, "A DH not lower than 200Ft and with a RVR not less than 550m-CAT I", then goes on "For any of the CAT III landings the DH can be 0Ft, but are to be defined by there RVR", RVR for CAT 3B not less than 75m and for 3A not less than 200m. You can not see the runway lights till 1:23 after 100 has been called u can not see further than 550m. Also is Avari as he is my instructor
@mingocr83 i'm a flight instructor. so you're agreeing that they see the approach lighting at 200ft? then it's a CAT I landing.
yes the aircraft was flying down to CAT III B minimums, however, the approach could have been completed using CAT I minimums. would it really be that awesome of an approach for them to fly the CAT III B in VFR conditions? not at all, they can see the runway! so don't claim ur vid is a CAT III B... there are plenty of real ones on here to see.
@Photle stop being childish. there is only one definition... it's the whole point of the word definition. i already agreed the airbus flew down to CAT III B minimums... what i'm saying is the conditions were high enough for a CAT I landing.... the CAT III B "wow" factor is not here! read my other comments.. if u don't understand then im wasting my time.
btw... landings are based strictly on DH/MDA, not on visibility. saying "about 1800 ft" indicates you have NO idea what you're talking about
@Photle years as a flight instructor and ATPL?! hahah stfu buddy. you were a student pilot 3 yrs ago.
CAR 602.128 specifies that landings are governed by published DH/MDAs..... reference that! fyi... not every flying video is in the US, you're not that big of a deal. from flying under both rules the CARs way is better. the vis on their charts is only recommended and it allows pilots to use their judgement, especially if they've been there before they'd have a good idea if they could make it in.
@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.
@Photle ah yes, this is my son's account. he's flying in africa rite now and he set me up on youtube with a few subscriptions i wanted. im not that computer sauve! but i do know a troll when i see one. have a good day!
@Photle i gave a CARs reference... read it this time. you're a liar by the way... you're not who you say you are. also, that last comment is an informal fallacy. you would not make a good lawyer! :)
@Photle lol.. so because you didn't talk about CARs, that means I didn't say anything about CARs?!... please child, go and do some reading before you try to "educate" the world. critical thinking, logic and psychology would be good topics to cover if you can't understand why what you said was an informal fallacy.
@Photle im gonna have to stop pointing out all your errors, im just wasting my time!
1) you're quoting regulations that correspond to approach bans and NOT landing minima.
2) the approach ban regs have exceptions which you skipped over
3) if you look a little more you'll see CAT III B is not authorized! omg... what could that possibly mean?!! it has to do with pilot and aircraft requirements as well as airport req. i'm done teaching on here. you need to do some self study.
@Photle ah, i had to point it out that you had no idea what you were talking about, so no, you aren't the first person to admit it!
you're very self righteous eh? im not arguing about what the regulations are. they are what they are and i only talk about what i know. you on the other hand... don't! ahh again an illogical statement!.. i believe most ppl would connect the amount and quality of jobs to the level of experience a person has. it just doesn't connect like that in your little brain tho
@mingocr83 You are right mate. Minimums at 20 or 30 ( i mean below 50 RA ) . definitely a CAT 3 B approach. And yes, i am an ATP rated on the Airbus 320. Regards. tc
@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.
@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. however i suppose faa rules are different to caa. although does it still call out minimums and retard even if on autopilot?
@4fifty8 i agree ILS CAT I conditions, however, they flew like it was ILS CAT IIIB, they did not have to... I am pretty sure I heard someone saying after "200 hundred" (EGPWS) - "landing".... however, someone set up the minimums below 50 feet, maybe it was due to the previous weather conditions information (ATIS) pilots heard during the approach or any other airline procedures... or they were tired to land manually :-)
@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!
@drumbasher lol you pay me for the fuel and the cost of me waiting around for the perfect time to do the approach at CAT IIIB "WEATHER" conditions and i'll do it. want me to fly the airplane down to CAT IIIB minimums? i'll do that any day, anytime, anywhere. every aircraft that actually lands on the earth passes through the CAT IIIB minimums. go somewhere else where you know what you're actually talking about!
@4fifty8 I never claimed to know what I was talking about, but since you OBVIOUSLY know what a true CAT IIIB landing is, and you insist on slamming videos that aren't CAT IIIB, please feel free to post your own videos showing us the truth in CAT IIIB landings. Until then......SHHHHHHHHH
Fabulous and very dramatic!
Ludsy2001 1 month ago
much respect for the pilots. 1 dial broken and your tomorrows news headline ;)
Lectrotraxx 1 month ago
YIKES !!!!!
redbaroniii 1 month ago
@ 1:29 the plane sounds like its telling the pilots that they are , RETARD, RETARD, RETARD :p
hats off, epic landing by those pilots
abbreviateTome 1 month ago in playlist More videos from mingocr83
Dame ILS approaches are bad ass!
mightybedbugs 1 month ago
Only Chuck Norris Can landing manually on this situation
nachokapo26 1 month ago 3
Whats with the "Retard, Retard, Retard" comment coming from the planes computer. As if the guys need reminding they're a bunch of retards the plane has to land itself.
sheetbug 1 month ago
@sheetbug On airbuses, the throttle levers don't move when the computer (autothrust) commands power changes. The 'retard' comment reminds the pilots to move the physical throttle levers to idle when the computer commands idle thrust, so the physical levers and actual engine commands match.
bdunderscore 1 month ago
This is "I hope is there" kind of landing
cybercow222 2 months ago
This has been flagged as spam show
"40" "30" WTF "10" RETARD! RETARD! RETARD! RETARD!
paratipoto123 2 months ago
My god you pilots have balls of steel! That was awesome guys! You landed the plane blind folded!
delacerdaa 2 months ago
@delacerdaa They use the instrument...
NumanFsl 2 months ago
@delacerdaa Nope, the computer was landing the aircraft. The noise you hear, while rolling on the runway, is the autopilot diconecting sound on the aAirbus. Pilots only sitting there and enjoying the coffee. Like system administrator.
LOWS1 1 month ago
haters, 1:28 to 1:31 is for you!
MrRandomppl 2 months ago
Man I love technology working perfectly, that was beautiful.
reluctable 2 months ago
1:27 airbus jim calls him a retard....
vortex1114 2 months ago 2
Any video pointing close at instruments? Could've been nice to see that in here
juandavidb 2 months ago
物凄い濃霧完全自動着陸ですね。
imai12421 3 months ago
@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
willsgotrythm42 3 months ago
Comment removed
ChrizRockster 3 months ago
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.
ChrizRockster 3 months ago
@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.
ryanhaart 3 months ago 3
@ryanhaart - Regardless of the systems in operation, the credit has to be given to the crew. It takes a great deal of skill to shoot an approach in conditions such as these. Absolute faith in the information in front of you and awareness of whats around you even though you can't see it. Having flown in IFR conditions I was merely stating some truthes. Debates over AP and its systems were not alive in my comment! Happy landings! 8o)
ChrizRockster 3 months ago
This is nerve racking, you have to trust he instruments 100%
aky19832001 3 months ago
This has been flagged as spam show
retard, retard, retard...
langsteubuisnaamooit 3 months ago
50 feet is the minimums? how do you go around at that height?
wskwong2000 3 months ago
@wskwong2000 really possible, you could go around at 20-30 ft, too :)
SuperApple1995 3 months ago
This has been flagged as spam show
Couldn't they get a more exciting GWPS voice. Like a female one saying 500 c'mon big boy....100 nearly there. I'll be waiting in the hotel nearby etc etc. Would make it more interesting.
fielderxei 3 months ago
i saw the lights at 300ft....so this a cat 1 landing....nice video other than being mislabeled.
beergut111 4 months ago
Captain cojones
santgil 4 months ago
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 Youtube 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.
flourburger 5 months ago
wow ''747'' likes
10dick heads didnt knew whats goin on
prashantbm 5 months ago
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.
757mech1 5 months ago
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!
AeroNevin 5 months ago
"CAN'T SEE SHIT, CAPTAIN!!"
viksra 5 months ago 47
Thats how You do a Cat III B
Super3851 5 months ago
man you can't see shit outta the windshield
nebula601 5 months ago
Thats scarey! You must really have to trust your instruments and the aircrafts computers and ability to land itself if need be!
4crevis 6 months ago
this i think would actually be CAT I weather.... the pilot could see the approach lighting at 200' and would be able to follow it in.
4fifty8 6 months ago
@4fifty8 Agreed. I know I've done CAT 1 approaches that looked similar to that at the "200" call. And generally speaking, even though you can see the approach lights at that point, it's smarter to stay inside until the last 100-50ft (esp. for 12-1600RVR). It's very easy to get off the glide-slope if hand-flying the approach (we hand-fly everything where I work) since a final flap extension occurs at the decision to land, or to get disoriented, hand-flying or not.
lowanfast 5 months ago
@lowanfast I agree. That transition when there is not much reference outside can be disorientating.
4fifty8 5 months ago
FFFFFF that!! Wow, balls of steel on those gentlemen.
MLewisUT 6 months ago
exelente landing :D
guilherme96555 7 months ago
@guilherme96555 That was autopilot :)
witull 7 months ago
The Pilot it's a Chuck Norris
1935tda2 8 months ago 2
it looked like the light at the end of the tunnel...this has to be heaven...
Swissman81 8 months ago
Vorox dude i noticed that 2 cat III dont have minimums
BlackopsVeteran69 8 months ago
a. IIIA.-An ILS approach procedure which provides for approach without a decision height minimum and with runway visual range of not less than 700 feet.
b. IIIB.-An ILS approach procedure which provides for approach without a decision height minimum and with runway visual range of not less than 150 feet.
c. IIIC.-An ILS approach procedure which provides for approach without a decision height minimum and without runway visual range minimum.
Vorox144 8 months ago 29
@Vorox144 small correction.. I believe CAT IIIa RVR minima is 200m (660ft)
4fifty8 6 months ago
@Vorox144 what does that mean
les555qq 1 month ago
Comment removed
Vorox144 8 months ago
this is not cat III i no because the GPWS called out mimimums did any1 notice that 2 therefore this cant be CAT III
Vorox144 8 months ago
@Vorox144
Not all CAT 3 is to No Decision Height
lowlandflyer 7 months ago
Jesussssss thats scary.
appleglory 8 months ago
c'est pa une A380 !!
jacobinho2008 8 months ago
@jacobinho2008 il a ecrit a320..
coolbubbletea1 8 months ago
amazing
ihababbas 8 months ago
wow... damn amazing job ...
Dellster13 8 months ago
looks like the final scene of the space oddysey
guguigugu 8 months ago
This was an autolanding. they disengaged the AP for reverse thrust deployment.
Ronin1805 9 months ago
Where's the AutoLand located on their panel?
CrimeanTatarBoy 9 months ago
@CrimeanTatarBoy it's in the autopilot panel.
Maxpilot777 8 months ago
LOL AP1 and AP2 and APP button XD
assassin18782 9 months ago
sick of the retard jokes on every damn video with the airbus!.... besides that, nice example of the Cat III capability!
daspidrr 9 months ago
that's what I call "trust your instruments"
Does the autopilot gets auto disconnected after touchdown, or is it done manually?
joelblueyes 9 months ago
@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.
sonicfan7 6 months ago
nice shot! thx for uploading this!dom
dnhug 9 months ago
was this AutoLand, all the way to concrete? ( heard the classic, "Autopilot Disconnect" AFTER he was on Rollout, so.........assume that this Airbus Landing was "Fully Auto Land" coupled. surely ILS, or GPS VNAV enabled, huh? are Airliners doing WAAS yet?
drumdude46 10 months ago
@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)
udreabogdan 9 months ago
@udreabogdan That would be CatIIIC with auto taxi and not all airports or planes have that.
sonicfan7 6 months ago
@sonicfan7 yes....I said the wrong category, but in rest all that you say, i've said it too.
udreabogdan 6 months ago
@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
sonicfan7 6 months ago
lol the aircraft is insulting the pilot " Retard retard retard "
sherifbatawy 10 months ago
Just in case the cat IIIa v catIIIb argument hasn't been sorted here are the similarities and differences.Firstly catII catIIIa and catIIIb approaches can all be flown by the autopilot right down to taxi speed.The speed at which the autopilot is disconnected is decided by the pilot based on visual references.The differences are the required visibility, the decision height and the required visual cues to allow you to complete the landing.The differences between catIIIa and catIIIb are firstly a
wagga321 10 months ago
crapped it at the start. Mistook the fog for a mountain hahah
neillypilot 10 months ago
27ft on a CATIIIb I meant........
aerodaan 11 months ago
@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 11 months ago
A3xx: RETARD ! RETARD ! RETARD !
Pilot: wat.
*BOOOOOOOM* plane has belly landed beacuse pilot forgot landing gear :D
Juppie902 11 months ago
@Juppie902 very, very funny.
ATHGT 11 months ago
@Juppie902 Not even funny :D
If you go below 1000ft withouth Landing gear, you'll hear the Master Warning and an RED Ecam messege that your Gear is not down. As you need Full Green and no blue lines on the ecam to begin with.
sonicfan7 6 months ago
Sounds like Darth Vader
pirculator 11 months ago
are there cameras in all commercial airplane cockpits?? you would think that they would do that with a view of what the pilot sees incase of a crash they could go back and watch instead of only listening !! of course it would have to be in a crash proof box but surely they can figure that out !! does anyone know about that ??
patton223 11 months ago
@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.
mingocr83 11 months ago 4
@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
type45tomcat21 10 months ago
@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. :-)
Maloy7800 4 months ago
Almost right, yes these aircraft do indeed have cameras outside the flightdeck door, but in fact, as of Nov2003, ALL UK registered commercial transports had cameras installed, not just the big ones. I'm pretty sure that a similar law would've been passed in the US.
scperformance77 3 months ago
@patton223
every jet of the lufthansa fleet has cameras to control the area in front of the cockpit door so they can see who wants to get in. you can also observe the two front doors (L+R).
buschdebusch 10 months ago
@patton223 The pilots unions have lobbied hard against cameras in the cockpit for that purpose for a long long time. I agree that it would help though.
apodino 9 months ago
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!
bigd19996969 8 months ago
@patton223 they did at one point have cameras in the flight deck so that passengers could see what the pilots were doing until there was an emergency on board one flight and the passengers could see the pilots frantically trying to save the plane.
ruinamuckyfuddle 7 months ago
@patton223 a camera may record the pilots in their final moments, but beside the cruelty of these videos, it does not add any other information which the Flight Data Recorder and the Voice Data Recorder already record for investigators.
Caellest89 7 months ago
@patton223 Im not sure id want too be the one too have too watch a vid too see what happened before a airline crash..Like seriously!! I know your only asking. But it would be quite a task if oyu ask me. Just by listening to some black box recordings are enough!! for me that is!!!
eastcoast78 6 months ago
@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?
Maloy7800 4 months ago
@patton223 They also need HD cameras pointed at each engine too with a feed to the cockpit and FDR.
beaman220 3 months ago
This is a CATIIIa auto land. CATIIIb has no decision height.
aerodaan 11 months ago
@aerodaan Some CATIIIB's have a decision height, it depends on the airport/runway and operator. It can be anywhere between 0 and 50 ft for IIIB.
miller298 11 months ago
@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.
intoxicologist 11 months ago
Comment removed
aerodaan 11 months ago
@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.
aerodaan 11 months ago
@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.
intoxicologist 11 months ago
@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.
aerodaan 11 months ago
@intoxicologist By the way, very interesting what you think CATIIIc might be.
aerodaan 11 months ago
@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.
intoxicologist 11 months ago
@intoxicologist PM has been send to your inbox.
aerodaan 11 months ago
@aerodaan thanks for the email aerodaan.
intoxicologist 11 months ago
ALSF view at 200ft but not runway.
UnderMediKated 11 months ago
Will go with at least CATIII A on this landing.
UnderMediKated 11 months ago
Sorry MINIMUM was 30 feet above!!!!!!!!!
ThePilot314 11 months ago
When they say a "CAT IIIB Landing," what do they mean?
ruckelz74 1 year ago
@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.
intoxicologist 11 months ago
thank you autopilot, thank you!
ebalim 1 year ago
10 people dont like it?....if they dont like flying why bother watching these videos?
Meltezz 1 year ago
@Meltezz : HAHAHA... you are right... I bet after watching the video they realized it was not a gardening exercise as they were expecting... hahahaha... good comment dude... hahaha
747johnz 1 year ago
what will they do with a complete electric systems failure?
ebalim 1 year ago
Why is it saying retard?
AUDI80ROBLOX 1 year ago
@AUDI80ROBLOX that means to put throttles at idle.
cessnaflyer2014 1 year ago
@AUDI80ROBLOX ........retard means the same as flaring the nose up. You flare the nose to land on the rear wheels.
Mat11B 1 year ago
@Mat11B No, by "RETARD" they mean to bring the trottles back to Idle as in "Retard the throttle", flairing is something completely different.
Wrahns 11 months ago
Its a Cat IIIb approach but the weather is above Cat I minimums. The ALS is visible prior to 200 AGL. Could have landed on a Cat I ILS approach in these conditions. Definitely an autoland, however.
jbp3a 1 year ago
yeah, nice job... autopilot!
rustamabd 1 year ago
yup cat III B!! ALL THE WAY! nice job!
zaanstreek1980 1 year ago
I´d be raising my feet as I would hear those callouts!!
bruno84 1 year ago
this is a Cat III B landing, I'm a trainee commercial pilot currently studying, and i quote from my Flight Ops JAA exam book, "A DH not lower than 200Ft and with a RVR not less than 550m-CAT I", then goes on "For any of the CAT III landings the DH can be 0Ft, but are to be defined by there RVR", RVR for CAT 3B not less than 75m and for 3A not less than 200m. You can not see the runway lights till 1:23 after 100 has been called u can not see further than 550m. Also is Avari as he is my instructor
jimboy473 1 year ago
This is defintiley a CAT IIIB
timecop73 1 year ago
Nice view ! Thank´s ! If they are at cat IIIB depends on what the airline says. I would say yes. But who cares ? Good job ! Anybody with me ?
Slaterator 1 year ago
nice landing!!
good job!
dai21style 1 year ago
It's world DANGER landing!!!
:-O
Suursaadik 1 year ago
Comment removed
Photle 1 year ago
Woah, the autopilot disconnected after the plane touch down. Nice one
yohan01 1 year ago
those 9 ppl that disliked have no clue what they are doing lol
audiracer85 1 year ago
Re: 4fifty8.
It's not a cat 1, jezz...IT'S AS STATED A CAT IIIB. decision height from 50ft.
CATIIIC Has no decision height.
Your CAT 1 has a decision height of 200 ft which would have left these guys a bit late a 30ft dont ya think???
abus777 1 year ago
@abus777 CAT III C does not exist yet. it is theoretical.
read my other reply regarding why this is not a true CAT III B approach
4fifty8 1 year ago
Minimums at 20 feet... definitely Cat IIIb. hands down.
thedoctor4690 1 year ago
Comment removed
thedoctor4690 1 year ago
Comment removed
thedoctor4690 1 year ago
dear youtube aviation experts.... this is not a CAT IIIB landing!!
4fifty8 1 year ago
@4fifty8 Then was it it tell us
mubibibi 1 year ago
@mubibibi do you mean "then what was it?".... it was a Cat 1 ILS approach
4fifty8 1 year ago
@4fifty8 Are you ATP? CPL? At 200ft what they see is the ALS.. not the runway!
mingocr83 1 year ago 4
@mingocr83 i'm a flight instructor. so you're agreeing that they see the approach lighting at 200ft? then it's a CAT I landing.
yes the aircraft was flying down to CAT III B minimums, however, the approach could have been completed using CAT I minimums. would it really be that awesome of an approach for them to fly the CAT III B in VFR conditions? not at all, they can see the runway! so don't claim ur vid is a CAT III B... there are plenty of real ones on here to see.
4fifty8 1 year ago
Comment removed
Photle 1 year ago
@Photle stop being childish. there is only one definition... it's the whole point of the word definition. i already agreed the airbus flew down to CAT III B minimums... what i'm saying is the conditions were high enough for a CAT I landing.... the CAT III B "wow" factor is not here! read my other comments.. if u don't understand then im wasting my time.
btw... landings are based strictly on DH/MDA, not on visibility. saying "about 1800 ft" indicates you have NO idea what you're talking about
4fifty8 1 year ago
Comment removed
Photle 1 year ago
@Photle years as a flight instructor and ATPL?! hahah stfu buddy. you were a student pilot 3 yrs ago.
CAR 602.128 specifies that landings are governed by published DH/MDAs..... reference that! fyi... not every flying video is in the US, you're not that big of a deal. from flying under both rules the CARs way is better. the vis on their charts is only recommended and it allows pilots to use their judgement, especially if they've been there before they'd have a good idea if they could make it in.
4fifty8 1 year ago
Comment removed
Photle 1 year ago
@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.
4fifty8 1 year ago
Comment removed
Photle 1 year ago
@Photle ah yes, this is my son's account. he's flying in africa rite now and he set me up on youtube with a few subscriptions i wanted. im not that computer sauve! but i do know a troll when i see one. have a good day!
4fifty8 1 year ago
Comment removed
Photle 1 year ago
@Photle i gave a CARs reference... read it this time. you're a liar by the way... you're not who you say you are. also, that last comment is an informal fallacy. you would not make a good lawyer! :)
4fifty8 1 year ago
Comment removed
Photle 1 year ago
@Photle lol.. so because you didn't talk about CARs, that means I didn't say anything about CARs?!... please child, go and do some reading before you try to "educate" the world. critical thinking, logic and psychology would be good topics to cover if you can't understand why what you said was an informal fallacy.
4fifty8 1 year ago
Comment removed
Photle 1 year ago
@Photle im gonna have to stop pointing out all your errors, im just wasting my time!
1) you're quoting regulations that correspond to approach bans and NOT landing minima.
2) the approach ban regs have exceptions which you skipped over
3) if you look a little more you'll see CAT III B is not authorized! omg... what could that possibly mean?!! it has to do with pilot and aircraft requirements as well as airport req. i'm done teaching on here. you need to do some self study.
4fifty8 1 year ago
Comment removed
Photle 1 year ago
@Photle ah, i had to point it out that you had no idea what you were talking about, so no, you aren't the first person to admit it!
you're very self righteous eh? im not arguing about what the regulations are. they are what they are and i only talk about what i know. you on the other hand... don't! ahh again an illogical statement!.. i believe most ppl would connect the amount and quality of jobs to the level of experience a person has. it just doesn't connect like that in your little brain tho
4fifty8 1 year ago
@Photle why cant you read and understand? or even not read or understand.
MrTiti 1 year ago
@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
4fifty8 1 year ago
Comment removed
Photle 1 year ago
Comment removed
Photle 1 year ago
@Photle do u even know what the difference between DA and DH is?
4fifty8 1 year ago
@4fifty8 msl vs agl
Photle 1 year ago
@mingocr83 Minimums callout at 20 ... and 100 above callout at 100 :P .. its a CAT 3 ... n yeah, m an ATPL !lol.. plz check and rate my vids. tc.
yahul25 1 year ago
@mingocr83 You are right mate. Minimums at 20 or 30 ( i mean below 50 RA ) . definitely a CAT 3 B approach. And yes, i am an ATP rated on the Airbus 320. Regards. tc
yahul25 1 year ago
@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.
intoxicologist 1 year ago
@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. however i suppose faa rules are different to caa. although does it still call out minimums and retard even if on autopilot?
intoxicologist 1 year ago
@intoxicologist Auto-Pilot was disconnected at the 1:42 mark, so yep, autopilot all the way onto the ground and rollout.
Wrahns 11 months ago
@Wrahns
1.000 points you are right.
Full aotopilot landing due bad weather conditions.
PIC only controlls the landing [MINIMUM at 50 feet above].
ThePilot314 11 months ago
@mingocr83 wtf does what you see have to do with what landing cat you are performing?
ATHGT 11 months ago
@4fifty8 actually, it is...
jeremyctc 1 year ago
This has been flagged as spam show
@4fifty8 Actually, it is...
jeremyctc 1 year ago
@4fifty8 i agree ILS CAT I conditions, however, they flew like it was ILS CAT IIIB, they did not have to... I am pretty sure I heard someone saying after "200 hundred" (EGPWS) - "landing".... however, someone set up the minimums below 50 feet, maybe it was due to the previous weather conditions information (ATIS) pilots heard during the approach or any other airline procedures... or they were tired to land manually :-)
Paloboss1 1 year ago
@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!
4fifty8 1 year ago
@4fifty8 Did you not hear the annunciator say "minimums" at 30 feet?
Theriomalstrom 1 year ago
@4fifty8 How about you get in your plane and make us a true CAT IIIB landing. Otherwise, keep your opinions to yourself.
drumbasher 11 months ago
@drumbasher lol you pay me for the fuel and the cost of me waiting around for the perfect time to do the approach at CAT IIIB "WEATHER" conditions and i'll do it. want me to fly the airplane down to CAT IIIB minimums? i'll do that any day, anytime, anywhere. every aircraft that actually lands on the earth passes through the CAT IIIB minimums. go somewhere else where you know what you're actually talking about!
4fifty8 11 months ago
@4fifty8 I never claimed to know what I was talking about, but since you OBVIOUSLY know what a true CAT IIIB landing is, and you insist on slamming videos that aren't CAT IIIB, please feel free to post your own videos showing us the truth in CAT IIIB landings. Until then......SHHHHHHHHH
drumbasher 11 months ago
1:29 RETARD! RETARD! RETARD!
Shmaaaaa 1 year ago 2