I wish EASA can give as good learning material like this one. Amazing how experienced captain can explain something in only 10 mins. This saved me a lot of reading time from a boring book. Thanks Captain.
Hello Captain 1) You said that some companies land manually with CAT II. Normally it is done via autoland. Can you name some situations when it is done manually and when it is not recommended, please? 2) I guess that CAT III c is not often existing. Can you please tell some examples of airports which have CAT III c? 3) So if an airport is certified with CAT I only, a diversion has to be done. When do you know if it would be worth it to hold and wait until the visibility improves? 4) You said that you are certified for CAT III a only. But is it not mandatory to be certified also for b and c as a training captain? If not, why did you not apply for CAT III b and c certification, yet? Thank you.
Hey, many thanks for watching!! 1- I never recommend performing a manual landing out of a CATII approach because you are dealing with a low visibility situation, and from my point of view is better to perform an Autoland in Low visibility. 2- Yes, you are right the ILS CatIII C is not common at all. The problem with this type 0 visibility operations is that once you land you need assistance during the taxi phase as well, so the airport needs a big infrastructure in order to have a cat IIIC operations available. I have never seen an airport certified as a cat3c, however, if I'm not wrong tests have been made into LIRF. please take it with a grain of salt. 3- The holding time depends on multiple factors, such as the time of the day, the visibility at your alternate, the fuel available, the capacity of the airports around your destination and so on. We don't have a fixed amonut holding time that works for every scenario, you should take this decision evaluating each situation. 4- No it is not mandatory to be catIII B and C as a trainer, the catiii A is more than enough. In 10+ years flying around, I have never found a situation where the rvr was below 200m. I hope I answered your questions! have a great day Gabriele
@@PILOTCLIMB correct me if I m wrong for CAT 3B you have to have fail operational system not every NGs are quiped with this feature( on FMA you are dysplayed LAND 3 instead of CMD)??????? reagrding to CAT 3C there is another problem that in 0 vis emergency services are unable to find you thats why non of the airpoerts are able to be certified
Cat IIIc _might_ (I'm not sure) be flown only by military pilots equipped with night vision goggles. The goggles amplify light sources thereby making the runway and taxiway lights easier to see and follow.
Good Day Capt Gabriel, 1. B737 is a 2-axis autopilot control airplane(roll and pitch) how about airbus A320 same or different from B737 ? 2. If hydraulic system fails at B737 we still can controlled aileron and elevator using steel wire(manual reversion) except the rudder. Do B737 have extra electric hydraulic pump for rudder in emergency case? Wish you nice weekend ...thanks
If you are operating under FAR Part 91, you can fly the Cat 1 ILS even if the RVR is below minimums. Not true for Part 135 or 121. Also, pilots cannot arbitarily choose to fly say, a Cat ll or Cat lll ILS approach. You must be specialy trained to fly a Cat ll and your minimums are determined by a radar altimeter, and they are usually 100-150 feet AGL. If you do not have a radar altimeter, and have not been professionally trained, you cannot fly a Cat ll ILS. A Cat llla or lllb ILS requires an autoland and special training plus the technology required. I have flown many Cat lllb ILS approaches in a 757 and 767 and know what is required to fly one. You must have the following as a minimum; 3 autopilots, 3 radar altimeters, auto throttles, auto brakes, 3 flight control computers, 3 ILS receivers, and 3 independent electrical systems, plus more. You cannot arbitrarily choose to fly an Category lllb ILS approach. So, the premise of this video, which is how do you know which ILS category to choose, is totally wrong.
CATI is flown with one autopilot and typically hand-flown for touchdown, I get that. All the other ILS categories are flown with two autopilots engaged, I get that. But my question is, is the only difference between the CAT II and CAT III's the decision height and rvr? There's no difference in how they are flown? Does it just depend on the capability of the airport? Secondly, why is it that an E175 I was on was able to land at my home airport, but a 737 was not (they ended up diverting after a while)? It was very foggy and low rvr. Any thoughts?
Hey, Many thanks for watching!! I'm glad the video helped you! Don't hesitate to ask any question you might have when watching the rest of the channel videos! Have a great day!
Thank you so much Gabriele! I enjoyed your videos very much. I have one question, when do you decide which category to use? When you get close to your destination, before doing the approach briefing? Thanks again!
You are very welcome! Usually we know and prepare for it during cruise, however sometimes the conditions change quickly and we need to change our plans. Please note that this is an old video, now with the new Easa regulations many things have changed.
Hi captain great video plz could you made video about planning minima i mean take off alternate , and destination alternate ,thank you captain for your great job
Great question! When you copy the ATIS it will be specified... on Approach the Air Traffic Controller will tell you if he/she is giving you the RVR or the Visibility.
How about to descend with vertical speed mode? Plz, Can you make a video for descend explanation with a simulator(x-plane 11 or msfs 2020 or Whatever you have)(including, descend with 3° & vertical speed mode)?
HI. . What is the ILS requirement How the pilot know if the airport utilize ILS or not is it mentioned the the charts ? And the a/c as well I am not a pilot by the way Excuse my ignorance. .
Hi!! Your question is a good question! The pilots check the charts to see if there is an ILS available, also the pilot knows if his aircraft has the instrumentation required to perform an ILS.
I am found this video to be a quite repetitive reading of the information presented in the self explanatory chart and in any number of similar charts available on the Internet. If the table had been presented at the beginning of the video with a succinct explanation, more time and detail could have been devoted to the requirements for runway approach, aircraft configuration and pilot training for a particular CAT level. The Runway requirements include such things as approach lighting configuration and a GPS approach published. The aircraft equipment requirements for each CAT level could be described beyond saying "autoland" since not all aircraft with autoland capabilities can be used for any or all CAT II/III landings. An explanation of redundancy levels and HUD systems and how they play a part in determining aircraft CAT capabilities would have been more useful than repetition of information in the table. Finally, mention should be made of the pilot training and certification required before attempting CAT II/III landings. Frankly, there was about 2-3 minutes of useful information in a 10 minute video...
![How to Brief a Jeppesen Vor Approach Chart - [Practical Advice From A Boeing Captain].](http://i.ytimg.com/vi/4_h-Nh_iJDQ/mqdefault.jpg)
![How to Brief a Jeppesen Vor Approach Chart - [Practical Advice From A Boeing Captain].](/img/tr.png)
![When A Pilot CANNOT Continue The Approach - [Approach Ban Explained].](http://i.ytimg.com/vi/1UQqdCRBl7Q/mqdefault.jpg)
I wish EASA can give as good learning material like this one. Amazing how experienced captain can explain something in only 10 mins. This saved me a lot of reading time from a boring book. Thanks Captain.
My pleasure! I'm glad to read that my effort helped you! I wish you a great day!
Hello Captain
1) You said that some companies land manually with CAT II.
Normally it is done via autoland.
Can you name some situations when it is done manually and when it is not recommended, please?
2) I guess that CAT III c is not often existing. Can you please tell some examples of airports which have CAT III c?
3) So if an airport is certified with CAT I only, a diversion has to be done.
When do you know if it would be worth it to hold and wait until the visibility improves?
4) You said that you are certified for CAT III a only.
But is it not mandatory to be certified also for b and c as a training captain?
If not, why did you not apply for CAT III b and c certification, yet?
Thank you.
Hey, many thanks for watching!!
1- I never recommend performing a manual landing out of a CATII approach because you are dealing with a low visibility situation, and from my point of view is better to perform an Autoland in Low visibility.
2- Yes, you are right the ILS CatIII C is not common at all. The problem with this type 0 visibility operations is that once you land you need assistance during the taxi phase as well, so the airport needs a big infrastructure in order to have a cat IIIC operations available. I have never seen an airport certified as a cat3c, however, if I'm not wrong tests have been made into LIRF. please take it with a grain of salt.
3- The holding time depends on multiple factors, such as the time of the day, the visibility at your alternate, the fuel available, the capacity of the airports around your destination and so on. We don't have a fixed amonut holding time that works for every scenario, you should take this decision evaluating each situation.
4- No it is not mandatory to be catIII B and C as a trainer, the catiii A is more than enough. In 10+ years flying around, I have never found a situation where the rvr was below 200m.
I hope I answered your questions!
have a great day
Gabriele
@@PILOTCLIMB correct me if I m wrong for CAT 3B you have to have fail operational system not every NGs are quiped with this feature( on FMA you are dysplayed LAND 3 instead of CMD)??????? reagrding to CAT 3C there is another problem that in 0 vis emergency services are unable to find you thats why non of the airpoerts are able to be certified
@@samuelcv6565 You are 100% correct!
Cat IIIc _might_ (I'm not sure) be flown only by military pilots equipped with night vision goggles. The goggles amplify light sources thereby making the runway and taxiway lights easier to see and follow.
The video I was looking forward to, as I struggled to get the main idea.
As usual, you managed to make it interesting & more simple to grasp 👍
I'm very happy that the video helped you.. Many thanks for watching!
mamma mia ma quanto sei sardo, comunque ottimo video molto utile
I am a retired airline captain.
Heard now the A,B,C category for ILS is removed. Its just CAT III.
Please confirm.
Nice to have you here! Yes, now it is either CATIII with DH or Without DH. No more A,B,C
Beautifully explained! Thank you !
Questions :
1. How do you identify if aircraft is CAT II/III approved ?
Don't forget to comment on the video with your questions and thoughts!! Happy Landings...
Your videos are very interesting, the only thing I've to remark is that
you speak too fast so is difficult to follow with attention!
Good Day Capt Gabriel,
1. B737 is a 2-axis autopilot control airplane(roll and pitch) how about airbus A320 same or different from B737 ?
2. If hydraulic system fails at B737 we still can controlled aileron and elevator using steel wire(manual reversion) except the rudder. Do B737 have extra electric hydraulic pump for rudder in emergency case?
Wish you nice weekend ...thanks
The most useful and clear video on this important argument. Great.
Ciao Luca, I'm glad the video helped you.. Many thanks for watching and the kind comment!! Welcome on board! 👍
If you are operating under FAR Part 91, you can fly the Cat 1 ILS even if the RVR is below minimums. Not true for Part 135 or 121. Also, pilots cannot arbitarily choose to fly say, a Cat ll or Cat lll ILS approach. You must be specialy trained to fly a Cat ll and your minimums are determined by a radar altimeter, and they are usually 100-150 feet AGL. If you do not have a radar altimeter, and have not been professionally trained, you cannot fly a Cat ll ILS. A Cat llla or lllb ILS requires an autoland and special training plus the technology required. I have flown many Cat lllb ILS approaches in a 757 and 767 and know what is required to fly one. You must have the following as a minimum; 3 autopilots, 3 radar altimeters, auto throttles, auto brakes, 3 flight control computers, 3 ILS receivers, and 3 independent electrical systems, plus more. You cannot arbitrarily choose to fly an Category lllb ILS approach. So, the premise of this video, which is how do you know which ILS category to choose, is totally wrong.
In the last chapter he mentions all that
CATI is flown with one autopilot and typically hand-flown for touchdown, I get that. All the other ILS categories are flown with two autopilots engaged, I get that. But my question is, is the only difference between the CAT II and CAT III's the decision height and rvr? There's no difference in how they are flown? Does it just depend on the capability of the airport?
Secondly, why is it that an E175 I was on was able to land at my home airport, but a 737 was not (they ended up diverting after a while)? It was very foggy and low rvr. Any thoughts?
9:09.
Ciao Gabrielle, how do you know the RVR at an airport? Does it say in the metar?
Hey!! Thanks for watching, rvr is reported on the METAR, ATIS, and also the ATC cam give it to you.
love how you say caTEgories
that made ILS Categories clearer to me. Thanks, Captain!
Hey, Many thanks for watching!! I'm glad the video helped you! Don't hesitate to ask any question you might have when watching the rest of the channel videos! Have a great day!
cat 3 is more expensive than cat 1? Why shouldn't a portairport have all types of ILS? thanks
👏🏽
Many thanks for watching
Thank you so much Gabriele! I enjoyed your videos very much. I have one question, when do you decide which category to use? When you get close to your destination, before doing the approach briefing? Thanks again!
You are very welcome! Usually we know and prepare for it during cruise, however sometimes the conditions change quickly and we need to change our plans. Please note that this is an old video, now with the new Easa regulations many things have changed.
Answered all my questions. Thanks!,
You are very welcome!! Please be aware that the video was made before the new EASA regulations.
Hi captain great video plz could you made video about planning minima i mean take off alternate , and destination alternate ,thank you captain for your great job
You are very welcome. I'll take your suggestion into consideration for future content
thanks a lot capatain for the interessting informations
You are more than welcome!! I wish you a great day! Thanks for watching!
Great video. How do you find the RVR when your planning an approach?
Glad you like it!! You can find it on the METAR when you are planning the flight
How can you understand that lets say .
rvr is 550 m? or how can we understand visibility is 800m? rvr and visibility are different terms.
Great question! When you copy the ATIS it will be specified... on Approach the Air Traffic Controller will tell you if he/she is giving you the RVR or the Visibility.
How about to descend with vertical speed mode?
Plz, Can you make a video for descend explanation with a simulator(x-plane 11 or msfs 2020 or Whatever you have)(including, descend with 3° & vertical speed mode)?
Thanks for watching... I'll take your request into consideration for a future content
@@PILOTCLIMB ok thank you
Perfect explanation! Thank you!
Thanks for watching!! Please be advised that this video was made before the latest changes from EASA.
HI. .
What is the ILS requirement
How the pilot know if the airport utilize ILS or not is it mentioned the the charts ?
And the a/c as well
I am not a pilot by the way
Excuse my ignorance. .
Hi!! Your question is a good question! The pilots check the charts to see if there is an ILS available, also the pilot knows if his aircraft has the instrumentation required to perform an ILS.
@@PILOTCLIMB thank 😊
Missed your tutorials lately 😞
Excellent video! Thanks!
You are very welcome!
Excellent presentation. Thanks
You are very welcome
how is it possible to speak without breathing 😁.
Excellent video on this topic. Keep the great work.
I'm glad you like the video!! Thanks for watching!
Va Bene!
Another great video!!!Thank you captain!!
Many thanks for watching and for the comment!!
I wish you a great day!
Gabriele
So this still doesn't really answer my question cuz like what do i do for the different ILS? Which is an autoland etc
Different ILS categories allows you to use lower minimums..
@@PILOTCLIMB yes but what category would be an autoland and what would not be an autoland etc
Brilliant explanation !! 👍🏼
Thanks for watching! Glad you like it
love this info
Hey, many thanks for your comment!! I'm happy you liked the video!
Good video.... What is RVR?
Thanks.
Thanks for your support! Rvr stands for Runway Visual Range. Check my channel, I made a full video about that
Helpful video!
Thanks for watching
I am found this video to be a quite repetitive reading of the information presented in the self explanatory chart and in any number of similar charts available on the Internet.
If the table had been presented at the beginning of the video with a succinct explanation, more time and detail could have been devoted to the requirements for runway approach, aircraft configuration and pilot training for a particular CAT level. The Runway requirements include such things as approach lighting configuration and a GPS approach published. The aircraft equipment requirements for each CAT level could be described beyond saying "autoland" since not all aircraft with autoland capabilities can be used for any or all CAT II/III landings. An explanation of redundancy levels and HUD systems and how they play a part in determining aircraft CAT capabilities would have been more useful than repetition of information in the table. Finally, mention should be made of the pilot training and certification required before attempting CAT II/III landings.
Frankly, there was about 2-3 minutes of useful information in a 10 minute video...
Thanks for your feedback
Always good weather in Tenerife? Not on March 27, 1977
Ope.
It's just a shame from the flight inspection perspective. That's why most pilots are stupid...
Thanks ❤