Munich Airport A320 CAT3 Autoland - Low Visibility Approach & Go-Around with PFD Zoom
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- čas přidán 16. 01. 2017
- CAT3 approach with no DH. At 100ft the Autopilot degraded the approach from CAT3 DUAL to CAT2 for unknown reason. Then the Captain decided to Go-Around.
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Very interesting to watch a shows how subtle a downgrade is. It took a second or two to appreciate the downgrade had happened and the go around initiated. I’m not criticising the Captain here as he was concentrating very hard at this stage of the flight (200 ft above the runway), and reacted brilliantly. Excellent, textbook response and great team work between the two pilots. I’m wondering if they found why the downgrade happened and if it was still CAT 2 when they tried again. Assuming they didn’t divert which is probably unnecessary if they had the fuel for another go.
There’s only about four reasons why the A320 family would downgrade from CAT 3 DUAL straight to CAT 2. The auto thrust failing (not what happened here), a BRAKES RELEASED ECAM (again, not what happened here), an AC BUS 1 FAULT or a RAD ALT 1(2) FAULT. I suspect the rad alts had a moment and one decided to throw a wobbly. Which probably caused the downgrade.
Excellent reactions and a great example of how to perform the go around at low level on an autoland. 👍
Crikey! It does happen outside of the sim too!
Real training flight. Not sim
Good one! Excellent crew on board
Klasse Video! Allein schon auf dem Jumpseat mitzufliegen ist schon der hammer aber dann noch ein Go Around! :D
+Pilot738 Ja, die Gelegenheit bekommt man nicht oft. Bei Gelegenheit werde ich die zweite geglückte Landung auch noch hochladen. Da hat der Autopilot nicht rumgezickt :)
+Ich Kann Nix Soooo, Video ist da: czcams.com/video/Kf3EWKdW4oI/video.html
good catch. i get this in the sim quite a lot but never irl, good decision
It switched from CAT 3 DUAL to CAT2. Go around was imperative
Do you know what could have precipitated a 3 to a 2 ? Very professional I must admit ! A MA at 100’ …went all the way down to 50’ …Pretty wild stuff . My personal minimum in my PA32 was 600’.
When I clicked on the video: "oh nice, cloud surfing at FL250"... then the 1000 callout!
Excellent video! Good and valid decision! Keep them comming :)
So, just to review, on a CAT III approach with NO DH, at about 120 feet, to say above Alert Height, the Guidance System went from CAT 3 Dual to CAT 2 capability. The decision by the crew, and the execution of the maneuver, to abandon the approach, was BY THE BOOK! Outstanding!
Outstanding Airmanship in making the decision to abort the landing. No need to take unnecessary risks. I would like to think that they diverted to an alternate airport.
@@mvaldman2001 hi.
I love aviation, but I'm not that much of an expert. Could you please explain me what CAT actually is and what's the difference between CAT III DUAL and CAT II?
@@guilhermebyrne6458 in simple terms, an aircraft can land by autopilot with CATIII DUAL, not CAT II. As seen on the FMA, it's a CATIII Dual approach, with no decision height, and then at 110'AGL the autopilot automatically downgraded to CAT II, causing the mode reversion 'triple click' aural warning, and alerting the pilots to the issue. They could no longer continue the autoland with only CATII, and had to initiate the go around.
I would assume they diverted, or were in a holding pattern until the conditions shifted.
Hope this helps!
Good call!
good job!
Beautiful
Autoland capability downgrade above alert height (I guess it's 100 RA on the airbus, Boeing typically used 200ft) likely without the required visual references = go around.
Good job 🤝🤝🤝
thx for good video. from korea pilot tranee
When the flight is just above 50 feet from touchdown flair should appear on PFD otherwise pilot must perform go around procedure. And that is exactly what done here.
Hey great catch mate! Can i feature this in one of my upcoming episodes? Of Course you will get credit for it! Thanks
can someone explain what cats are
That was interesting to see, did you ever find out the reason why it degraded? Is it normal that something like this happens?
No I didn't. This is quite unusual.
@@ichkannnix6819 anything can happen in real life. I flew in the cockpit a few times. In one of them I remember we were going through some turbulence. Captain put his hand on the sidestick while A.P was one. After it was over. I asked him what was that... He replied that A.P could disconnect on its own.
@@dkdankan64 Maybe because of the sidestick shaking so much, that the AP shuts down?
@@micha0001 Yeah. Manual input in the sidestick turns off autopilot
@@micha0001 On Airbus never sidestick shaking (opposite to Boeing)
It’s possibile that a degradation from ils loc and glide signal occurred? And no autopilot discrepancy
No. If a degradation or loss of signal would have occurred you would have seen the G/S or LOC signals flashing on the PFD. This would also set off an red warning Autoland Light.
Shouldn't there be an announcement of approaching minimums and minimums?
There's no minimums in a CAT3B approach in this example, on PFD you Can read NO DA in top right corner
Good decision~~!!!!!
👍👍👍
Did they go back and land at Munich or did they go to a different airport? What happened next?
They diverted to NUE to refuel and then we flew back to MUC
@@ichkannnix6819 Thank you and glad you guys made it safely.
Is this D-AIZM the a320 of Lufthansa with star alliance livery?
Coming back to this I just realized that the FMA said NO DH
Maybe the capability was downgraded, because someone forgot to insert the decision height?
Don't know if that would happen and I'm too lazy to try it out in flight sim but that might've been the case
Cat 3 B is normal like that (No Dh). The problem is when capability reverted to CAT 2 you have two options. If you are visual (see the cat 2 visual cues which are 3 consecutive lights on the ground and one horizontal light (a barett for example)) you can continue, if no visual go around.
They didn't forget. To get 'NO DH' indication, pilot should input 'NO' word into DH box on the appr perf on the FMGS. If they forgot to fill in the minimums, the FMA won't display DH at all, so it will just CAT III DUAL, nothing else below it.
FMA changes: CAT3 DUAL to CAT2. Cricket sounds, NO DH, TOGA
Can someone explain what could potentially happen if they had let the plane perform the autoland despite the cat 2 downgration?
The primary mode annunciation was still LAND in green, thus the aircraft would continue to land. However, because of the reduced redundancy higher visibility minima and a new decision height apply hence the CAPT decided to go around.
and for FMA showed CAT2, Airbus said there will be a possibility to get unstabilized like bad autopilot trimming etc. Autoland capable but no redundancy at all. Beautiful and quick judge. Sweet.
@@jemwoo2001 thank you for explaining in such a way that nobody can understand other than a pilot.
@@Tkjawa Let me sum it up: What might happen? The plane would still be able to land itself, however it might result in an unstabilized approach (not reducing the rate of descend enough, not on the appproach profile) as the autopilot won't get all the signals it needs with enough redundancy. A go around was the appropriate and safe decision due to this. Additionally landing might not have been legal depending on the actualy visibility given by the weather. Hope this helped a bit! If you have any question left feel free to ask them
@@Tkjawa The part that actually answered the question was quite clear: "the aircraft would continue to land". But I would add that the pilot would probably have an uncomfortable conversation with his superior.
Does this happen often? That the autopilot fails?
no, that was an extraordinary event. The Autopilts went from CAT III DUAL to CAT II (with which autoland isn´t possible in this particular case). You can either see it on the PFD or by the three clicks heard at 1:19 which indicate a category degrade or mode reversion. Why that happend is unkown but i personaly suspect a difference inbetween the 2 autopilots large enough to cause a degrade. The decision to go around was, of course, perfectly right.
LDG INHIBIT. Very curious what message was thrown.
AIRBUS INIBITS MESSAGES ON TAKE OFF OR LANDING PHASES, FOR SOME ECAM MESSAGES PILOTS CAN’T MANAGE OR DON’T NEED TO BE AWARE OFF DURING THOSE PHASES
Seems that the tail wind is excessive for an autoland, but i could be wrong.
Tripple click
Ms flight simulator?
They wish...this is real !
WHAT IS CAT3?? AND DID THE PILOT DIVERT TO ANOTHER AIRPORT?
ILS Cat 3b is the highest category of ils approachs and has no minimums. My guess is they tried another approach but if the fault still exists in the second approach a diversion to an airport with better weather & lower ils category becomes necessary.
Landing with ILS (Instrument Landing System)
It’s a CAT2 ! There is no DH in the box ;)
That makes no sense. There is no DH because it's a CAT 3B approach with fail-operational aircraft state. CAT2 requires a minimum
Still no sign at 50 feet, good decision.
I dont think it was the reason for the go around.
I think it was because of the degradation from cat3 to cat2.