PMDG 737-700 for MSFS - Tutorial: Autoland

hello everyone and welcome to today's video i'm emmanuel i'm a boeing 737 pilot and a member of pmdg's tech team today we're going to look at the automatic landing in the boeing 737 next generation there are a couple of differences in standard operating procedures and i would also like to give you a little bit of background before we start actually doing the approach first of all we have to look at whether we are flying a fail operational or failed passive aircraft the easiest way to tell for you is by looking at the mfd switching over here if you have the cancel recall button below the systems button then your airplane is fail operational if you don't have it then it failed passive the vast majority of 737 ngs out there in the world are failed passive aircraft that's why i've decided to take a failed passive aircraft for this tutorial as well one of the main differences in terms of what you're going to see in your everyday simulator life is that with a failed path of aircraft you're not going to get rollout guidance meaning that you'll have to disconnect the autopilot on touchdown and then have to control the airplane and keep it on the center line manually whether the failed operational airplane is actually able to keep the centerline by itself the next thing is the difference in standard operating procedure when you're flying a normal ils to a manual landing you would only be using one autopilot while if we are coming in for an automatic landing we need both autopilots therefore once we are established on the course to intercept the ils and arm the approach mode you have to remember pressing the second autopilot button so that both autopilots engage there is also a difference in the go around procedure if we are coming in on a dual channel approach meaning with both autopilots operative then you will be the airplane will be able to do the go around all by its own versus if you are coming in from a manual approach with only one autopilot engaged then the autopilot is going to disconnect on the go but if you're coming in for an automatic landing it's not going to disconnect so the autopilot will be able to steer the airplane now you may be thinking so why don't we just use both autopilot for every landing regardless whether we want to do an autoline or not the answer to that is that at 400 feet the airplane is going to blow a significant nose up trim which is there to aid the pilot in a timely go-around in case of any failure that is going to disconnect the autopilot on short final because due to the nose up trim the airplane is then going to pitch up all by itself and it's mostly going to do that quicker than the pilot could if he saw problem appearing and then manually initiating the go around therefore if you have prepared for an autoline end you decide for whatever reason that you would rather do the landing manually then keep in mind below 400 feet complete the autoland don't disconnect the autopilot because the amount of nose up trim is going to prevent you from being able to complete a manual landing let's quickly have a look at the required minimap for the approach the 737ng is a cat 3 a certified aircraft only when it's fail operationally equipped or when you have a head-up display it can perform cat3b standards however since most airplanes don't have it generally the 757ng is a cat 3a aircraft meaning that you need a decision height of at least 50 feet with at least 200 meters of rvr for the approach talking at the minima what do you actually have to see you do not have to see the full runway and you don't actually even have to see the runway lights it's sufficient if you see the approach lights by the minima so that you can continue the approach an auto land can be conducted on a cat 1 ils just like it can be on a cat 2 or 3 ils however if you are conducting an autoland on a cat1 ils then you as the pilot are fully responsible for the autopilot's performance meaning that if there is anything that's disrupting the ils signal which could happen on a cat 1 ils then you as a pilot are fully responsible to take appropriate action now in most situations where an auto land is required meaning in low visibility conditions wind is not going to be too much a problem however since as i just said you can also conduct auto lanes in a better weather condition let's quickly have a look at the wind limits so if you're coming in for an automatic landing you want to have a maximum of 25 knots hat wind a maximum of 20 knots crosswind and a maximum of 10 knots of tail wind that is the operating limit for the autopilot and you also want to be sure not to have anything more than moderate turbulence otherwise the autopilot cannot conduct the approach for you the stable gate for the approach is 1000 feet so if you have been following my other videos i told you that in imc we need to drop the language lighted by five miles so that is what we're going to do for this approach finally let me also tell you something about uh some microsoft flight simulator limitations software update 9 introduced a bug that can make your um glide slope disappear on very short final so if you see this happen on today's video then unfortunately it's due to current markets of flight simulation of course in real life a deviation of more than one dot on the glidestop would not be acceptable and the goal would be required finally let's quickly talk about the landing flap setting auto lines can be conducted using either flaps 30 or flex 40 however be aware that since you have reduced visibility and since you want to be able to see the runway as early as possible a flap 40 landing is going to give you a slightly lower deck angle on final thereby increasing the downwards visibility from the pilot's seat it's also a good idea to position yourself in a slightly higher view so that you're able to see the approach lights earlier the last thing that i just want to mention is that on any approach but especially on an approach coming in for an auto lane that is very important that you start reducing the speed timely enough so that you're not getting into a high energy situation you really want to be stabilized as early as you can however also keep in mind there is no sense having the gear down and the final flap setting at the final approach fakes so five miles is a good point to start configuring however make sure that you are actually set up for the approach or rather than your speed has reduced early enough a final word here on the dmes unfortunately not every scenery developer places the dme at the correct point and that can lead to an incorrect dme indication in microsoft flight simulator in the aircraft therefore personally i would also use the navigation display as a primary source of distance information that is something exclusive to uh flight simulators in real life of course the dmi on cat3 runways is usually placed right at the runway threshold so we're on an intercept heading here let's on the approach and then on the second autopilot command a and b localizer alive localizer capture roma heading 261 glideslope alive let's go flaps one the latest point for glideslope capture from auto landing is by 1500 feet above the aerodrome elevation by that point you want to be sure that you have the glideslope captured and flux 5. flashlight capture 5000 feet from the mr project set once again verify that you have both autopilots engaged so so let's see here this is what i said earlier the dme is showing us 10 miles but you can see on the navigation display that we're about seven miles from the wrong way so that is something to keep in mind here after entering the rain be sure to turn the wires on they really improve the visibility and short file and if the weather is anywhere close to the minimums you usually just have split seconds between the approaching minimums call and the minimums where you have to see the wrong balance so gear down flap 15 now you see the ils conducting small self check here flare mill disarmed flaps 25 you see how quickly we are approaching the 1000 foot so you really want to be sure that you're configuring the airplane quickly right when you are getting to the lower altitudes you want to be looking outside primarily in real life the captain would be looking outside while the first officer would be on the instruments making sure that the airplane's flying properly and in microsoft flight simulator you'll also find that there are some glide slope deviations but for as long as they don't exceed one dot deviation that is acceptable and it's set on very short final it might happen that the glass load will deviate from that's the microsoft flexible later in here five minute radial flare round by 500 the flannel needs to be opened there we are approach lights inside sink right sink brake same brake minimums continue 20 10. touchdown disengage the autopilot [Music] for the purpose of this tutorial if we're going to stop the airplane on the wrong way all right this is how you do the autoland one final word you've heard a couple of sync rate warnings on the final approach again that's due to current microsoft flight simulator limitations i really hope that these are going to be fixed in the future but for now that's unfortunately how it is and in my personal opinion for the purpose of the flight simulation right now it is acceptable to continue the approach if you do get those warnings of course if you see the airplane grossly acting up that's always a reason to go around but at least for microsoft flight simulator purposes on very short final currently it is acceptable in my opinion to continue the approach in real life of course that any of those warnings would have been a mandatory go around all right that shall conclude today's tutorial thank you very much for joining and i hope to see you all on the next one

Channel: A330 Driver

Views: 60,008

Keywords: PMDG, PMDG 737, PMDG 737-700, PMDG MSFS, PMDG 737 MSFS, PMDG 737 Failures, Dual FMC Failure

Id: Zl0EYkI0jZY

Length: 17min 23sec (1043 seconds)

Published: Fri May 13 2022