@nightstalker It was a Cat I approach to an airport calling Cat III conditions. We can shoot the approach and if conditions allow us to continue and land we can land which is what happened.
imagine making it to the headline when u safely performed a cat iii landing but crashing into the building taxiing. ok but i think u can only navigate and communicate on ground but not aviate :p
lol I actually thought we were up a couple thousand feet at least, above the cloud layer (couldn't really hear if any altitudes were called out), and it's like you barely drop into the fog and boom! there's the runway lights o.O
I've clearly heard FO announcing radio altitudes of 2.5k, 1k, 500ft (among other callouts). Also when you go for flaps 25 and 30 it is obvious you are only few miles from runway threshold no more than 2-3k ft above ground :). But you are right, it was something to see, didn't expect that too, rwy lights barely popping in half second before decision altitude.
Me too! I was expecting to break through and have several thousand feet between the cloud layer and the ground; and Boom! They’re already at the runway! Cool stuff!
A category III approach (CAT III with 0 visibility) are rarely executed because most aircraft don't have the equipment, plus once you land with that kind of visibility taxiing can be impossible or incredibly dangerous. and also the pilots have to be authorized to this landing. Not every pilot can land cat3. and also the airport infrastructure must be suitable for cat3.
Hello! I wonder if I could use a piece of this video for a short documentary I am creating about approaches and landings, I would link to your channel of course, thanks
I seem to recall the FAA was working with Alaska Airlines to get the cat 3 approaches approved back in 2001. I do also remember that the ILS mins in Ketchikan then was 1000 & 3.
Wow! If you think the landing was difficult, wait for the taxi to the terminal and you'll see what CAT III is. Well, I now catch why no idle chatting under 10,000 ft. And also what is that about CRM. A single pilot is either having a hard time doing all this alone, or super current super competent IFR pilot.
The CAT III/IIIb down to minimums gets your adrenaline going, listening to your GPWS/Radio altimeter with your hand on TOGA waiting to sight centerline/ALS lights... but damn, by far the worst part is taxi to the gates, particularly if you where lucky enough to be at an airport requiring a 10 step taxi instruction 🤬🤦♂️
A category III approach (CAT III with 0 visibility) are rarely executed because most aircraft don't have the equipment, plus once you land with that kind of visibility taxiing can be impossible or incredibly dangerous. and also the pilots have to be authorized to this landing. Not every pilot can land cat3. and also the airport infrastructure must be suitable for cat3.
Actually, if you live on Hillside, you probably see it a lot. People go hiking up at Flattop during winter, so plenty of folks experience how it’s clear up above. And when it’s like that at Alyeska Ski Area, a lot of folks see it too.
What was the minima set for this app? by hearing the minimums, i would say it was set at 100ft, only few seconds after it was the 50ft call. So this was a CAT II I believe. Very strange to see the AP disconnect at 30ft and I believe its not allowed! Anyways nice video!
Cat I approach. Mins at 200’. The aircraft was not on an AOC so it did not have an LOA for autoland. Was probably not maintained to that standard. If this was airline work definitely autoland would be appropriate.
@@eprn1n2 the conditions didn't look like they warranted a CAT III approach. More like CAT II. The runway environment was made visual 100' above the minimums callout. Maybe the visual range was a bit low. Just making an observation pal 👍
@@hallfan4 You could be right. It is a little odd to be shooting a standard CAT I to those conditions but it’s allowed. Part 91 is fairly loose. I recall the vis was called 900 RVR. Mid point was a little lower. It’s been a while.
Just curious, why to turn off the autopilot almost during flare? (That noise looks like an autopilot disconnection). Why not a full auto-land? Nice video by way!
NighthawkCarbine The 737 does have Autoland. If both autopilots are engaged above approximately 1200 feet on an ILS, the system will land the aircraft automatically. However, since the 737 autopilots are 2 axis only (pitch and roll axis), then the aircraft is not capable of the rollout maneuver while slowing on the runway. For that reason the 737 autopilot lands the air plane, and then the Captain immediately kicks off the autopilot and auto throttles, applies reverse and brakes as required to maintain centerline. For a Cat III ILS, we set minimums at 50 feet radar, and use minimum RVR of 600, 600, 300 to ensure the pilot can see adequately to perform the rollout. IF, you turn off the system before touchdown, you are defeating the whole purpose of the system, which is basically to avoid a visual flare in crappy visibility, risking all kinds of potential issues and undermining safety. I CAN think of a few reasons you would not let the auto land happen, but for my carrier that would not be acceptable during either a Cat II or Cat III approach.
larrynorman1919 Assuming you are saying the 737 cannot autoland? Interesting to know. Because I have over 14000 hours of flight time in all models of the 737. Trust me, it’s capable of auto land in Cat III weather or better. Do it several times a year. The autopilot and autothrottles are coupled to the ILS. Then disconnected at touchdown so the captain can accomplish The roll out and taxi.
Thanks for the question. An airline Part 121 Cat III approach is autoland. This approach is done under Part 91 as it is a ferry flight so we are not authorized to fly Cat III. Part 91 allows us to shoot the approach and land if we have “adequate visual reference” which we did (barely). Since this aircraft is not certified for autoland and is not maintained for that I turned off the autopilot. It was pretty close getting in.
If you ever do fly into Anchorage from the lower 48 during the day, make sure you get a right-side window seat; the Chugach Mountains go on for hundreds of miles and the glaciers are amazing! Totally worth it!
Airline operation correct. This is not an airline flight. It is the aircrafts last flight before it goes to part out. Autoland requires permission from the FAA.
You are correct about the auto land. However this aircraft is no longer on an airline certificate. You need permission to conduct autoland along with a maintenance program. I did not have any info on the previous operators autoland maintenance so it is easier to land by hand.
@@eprn1n2 If it's not on airline certificate, WHY is it still flying and WHY even attempt to land in this kind of weather? All sort of weird things going on. Was it on a passenger flight or relocation?
@@Maloy7800 Settle down Malloy. The aircraft was purchased and removed from the original owners certificate. It was issued a Special Flight Permit and ferried to the USA. All very normal. Happens every day. Easy peasy.
the actual descent begins at 3:08. anything before this is fluff (wasted video). the video should end at 4:30. anything after is taxi time. total video length should be about 1 min 22 sec.
Ok, you found the runway. Now try to find the terminal!
They sent a follow me truck for us to follow to the hangar.
@nightstalker It was a Cat I approach to an airport calling Cat III conditions. We can shoot the approach and if conditions allow us to continue and land we can land which is what happened.
imagine making it to the headline when u safely performed a cat iii landing but crashing into the building taxiing. ok but i think u can only navigate and communicate on ground but not aviate :p
lol hhhhhh
lol I actually thought we were up a couple thousand feet at least, above the cloud layer (couldn't really hear if any altitudes were called out), and it's like you barely drop into the fog and boom! there's the runway lights o.O
I've clearly heard FO announcing radio altitudes of 2.5k, 1k, 500ft (among other callouts). Also when you go for flaps 25 and 30 it is obvious you are only few miles from runway threshold no more than 2-3k ft above ground :). But you are right, it was something to see, didn't expect that too, rwy lights barely popping in half second before decision altitude.
Same thing I thought
Me too! I was expecting to break through and have several thousand feet between the cloud layer and the ground; and Boom! They’re already at the runway! Cool stuff!
3:12 you can hear him call 500 feet just before they enter the clouds
A category III approach (CAT III with 0 visibility) are rarely executed because most aircraft don't have the equipment, plus once you land with that kind of visibility taxiing can be impossible or incredibly dangerous. and also the pilots have to be authorized to this landing. Not every pilot can land cat3. and also the airport infrastructure must be suitable for cat3.
Very thin layer, but man, it sure was dense. Nice job.
That’s Anchorage. I saw a lot of strange weather when I lived there.
Yeah....the plane's avionics flew a perfect approach.
Thin but dense.. just like my ex😉
Hello! I wonder if I could use a piece of this video for a short documentary I am creating about approaches and landings, I would link to your channel of course, thanks
Sure. Remember it’s a Part 91 approach to weather requiring a Part 121 CAT III approach.
3:11 onwards was anxiety inducing, feels like going under water
I seem to recall the FAA was working with Alaska Airlines to get the cat 3 approaches approved back in 2001. I do also remember that the ILS mins in Ketchikan then was 1000 & 3.
Done this to the same runway many times after a 9.5 hour leg from Hong Kong. Wx like this at PANC is the norm.
737?????? Sounds familiar.......been there, done that. Great teamwork!
Wow! If you think the landing was difficult, wait for the taxi to the terminal and you'll see what CAT III is.
Well, I now catch why no idle chatting under 10,000 ft.
And also what is that about CRM. A single pilot is either having a hard time doing all this alone, or super current super competent IFR pilot.
RVR only about 100 meters. Driving a car in those conditions would be difficult.
You need 125 meters for takeoff.
And 200 meters RVR for landing
Only CAT3 B is less
Very nice on the Skye
Nice recording liked and subscribed!
The CAT III/IIIb down to minimums gets your adrenaline going, listening to your GPWS/Radio altimeter with your hand on TOGA waiting to sight centerline/ALS lights... but damn, by far the worst part is taxi to the gates, particularly if you where lucky enough to be at an airport requiring a 10 step taxi instruction 🤬🤦♂️
A category III approach (CAT III with 0 visibility) are rarely executed because most aircraft don't have the equipment, plus once you land with that kind of visibility taxiing can be impossible or incredibly dangerous. and also the pilots have to be authorized to this landing. Not every pilot can land cat3. and also the airport infrastructure must be suitable for cat3.
I don’t know what was more difficult, the approach and landing or the taxi.
It's crazy that people that live there probably have no clue how amazing it looks only 1000 feet up. Like 2 different worlds.
Actually, if you live on Hillside, you probably see it a lot. People go hiking up at Flattop during winter, so plenty of folks experience how it’s clear up above. And when it’s like that at Alyeska Ski Area, a lot of folks see it too.
Somebody laid out the Christmas lights on the taxiway.
Nicely flown.
OMG! I thought it was at 30,000 ft HAHAHA So foggy!
It does sneak up on you.
Imagine being up the coulds just to touch down 2 seconds after , damn this aircraft is fast
"TRUST"!
That was totally blind. Some nerves there.
100ft minimum. Holy crap that is a low ceiling.
What was the minima set for this app? by hearing the minimums, i would say it was set at 100ft, only few seconds after it was the 50ft call. So this was a CAT II I believe. Very strange to see the AP disconnect at 30ft and I believe its not allowed! Anyways nice video!
Cat I approach. Mins at 200’. The aircraft was not on an AOC so it did not have an LOA for autoland. Was probably not maintained to that standard. If this was airline work definitely autoland would be appropriate.
@@eprn1n2 why is the title for the video cat iii approach then? lol
@@hallfan4 You’re right it should be titled “Part 91 CAT I approach to conditions under which if operating Part 121 it would be a CAT III Approach”
@@eprn1n2 the conditions didn't look like they warranted a CAT III approach. More like CAT II. The runway environment was made visual 100' above the minimums callout. Maybe the visual range was a bit low. Just making an observation pal 👍
@@hallfan4 You could be right. It is a little odd to be shooting a standard CAT I to those conditions but it’s allowed. Part 91 is fairly loose. I recall the vis was called 900 RVR. Mid point was a little lower. It’s been a while.
Just curious, why to turn off the autopilot almost during flare? (That noise looks like an autopilot disconnection). Why not a full auto-land? Nice video by way!
Wondering the same thing. Would have busted my sim for that... pretty low vis. Like the conversation on rollout trying to find the taxiways.
737 does not have autoland capability, that is why.
NighthawkCarbine The 737 does have Autoland. If both autopilots are engaged above approximately 1200 feet on an ILS, the system will land the aircraft automatically. However, since the 737 autopilots are 2 axis only (pitch and roll axis), then the aircraft is not capable of the rollout maneuver while slowing on the runway. For that reason the 737 autopilot lands the air plane, and then the Captain immediately kicks off the autopilot and auto throttles, applies reverse and brakes as required to maintain centerline. For a Cat III ILS, we set minimums at 50 feet radar, and use minimum RVR of 600, 600, 300 to ensure the pilot can see adequately to perform the rollout.
IF, you turn off the system before touchdown, you are defeating the whole purpose of the system, which is basically to avoid a visual flare in crappy visibility, risking all kinds of potential issues and undermining safety.
I CAN think of a few reasons you would not let the auto land happen, but for my carrier that would not be acceptable during either a Cat II or Cat III approach.
@@markg7963 Not capable on the 37
larrynorman1919 Assuming you are saying the 737 cannot autoland? Interesting to know. Because I have over 14000 hours of flight time in all models of the 737. Trust me, it’s capable of auto land in Cat III weather or better. Do it several times a year. The autopilot and autothrottles are coupled to the ILS. Then disconnected at touchdown so the captain can accomplish The roll out and taxi.
I thought that was the clouds
Is it cat 3 if the kill autopilot before touchdown? I thought cat 3 was autoland. I could be wrong. Just a simulator pilot
Thanks for the question. An airline Part 121 Cat III approach is autoland. This approach is done under Part 91 as it is a ferry flight so we are not authorized to fly Cat III. Part 91 allows us to shoot the approach and land if we have “adequate visual reference” which we did (barely). Since this aircraft is not certified for autoland and is not maintained for that I turned off the autopilot. It was pretty close getting in.
@@eprn1n2 excellent! Thanks for the info. Just learning about the different ils approaches and trying to soak up all I can.
I just got off work from there.
I made an "actual" CAT III one time at MEM, in a C-310 one time. 🤣
I’m never flying again. What’s that horrible bumping. ? I swear that bumping is going to loosen something. You must have nerves of steel to do this.
Average day in the office 👍😂
Remind me never to fly to Anchorage ...
If you ever do fly into Anchorage from the lower 48 during the day, make sure you get a right-side window seat; the Chugach Mountains go on for hundreds of miles and the glaciers are amazing! Totally worth it!
Why didn't they offer a "Follow Me" vehicle?
🚑 🛬 🚕
It arrived about ten seconds after this stopped.
@@eprn1n2 Ah, okay. 😆 Great job either way!
wow...
Wow
i just thouht they let the plane land full auto and don't kick out the autopilot
Airline operation correct. This is not an airline flight. It is the aircrafts last flight before it goes to part out. Autoland requires permission from the FAA.
Cat III you better not disconnect the A/P and no visual call outs .. looked more like a Cat II procedure.
It was a CAT I approach. Part 91 does not allow CAT III procedure nor CAT II.
@@eprn1n2 then shouln’t the a/p be disengaged at the minimum use height of 158ft?
@@Lacondeguy95 possibly.
VERY strange landing. Why not let it autoland? Why even set the DH? Why risk?
Not every plane is equipped to 'auto land.'
@@rackets001 But this 737 IS
You are correct about the auto land. However this aircraft is no longer on an airline certificate. You need permission to conduct autoland along with a maintenance program. I did not have any info on the previous operators autoland maintenance so it is easier to land by hand.
@@eprn1n2 If it's not on airline certificate, WHY is it still flying and WHY even attempt to land in this kind of weather? All sort of weird things going on. Was it on a passenger flight or relocation?
@@Maloy7800 Settle down Malloy. The aircraft was purchased and removed from the original owners certificate. It was issued a Special Flight Permit and ferried to the USA. All very normal. Happens every day. Easy peasy.
airline?
minimums most likely Alaska
This is an aircraft that is no longer on an Airline Certificate. It is being ferried for part-out. FAR Part 91 rules apply.
Worldwide Aircraft Ferry i see
Landing's the easy part, try and figure out where to go taxiing in that shit is a whole nother ball game..
3:19 Pucker factor 1000 kicks in. What a great job to have!
the actual descent begins at 3:08. anything before this is fluff (wasted video). the video should end at 4:30. anything after is taxi time. total video length should be about 1 min 22 sec.
Great point......I thought the same thing.
Cockpit chatter and communication sounds unprofessional and ambiguous. Other than that, cool video.