Landing a plane?

Question

Would real airline pilots land with the autopilot where you set the instruments (autoland)...Can anyone tell me how to do that in Flight simulator x. also do most airline pilots use autopilot in flights..i imagine they would considering it would be difficult and tiring to hold the stick for 3 hrs.

Answer 1

there are no planes in FSX that have an auto land function and yes most pilots use Autopilot for most of the flight but not the landing, most pilots prefer to manually land the plane themselves.



Now, onto flight simulator, the only thing i can suggest to you is to look up the ILS frequencies for runways at airports (using the mapt in Flight Simulator) and set that frequency in your NAV radio and then (on a 747, that is the only way i have found to use it) turn on the "NAV" autopilot function. i think you have to also set your VOR/DME equipment to "GPS" as well. (you will still have to control your speed and altitude/glideslope as FSX does not have that capability.



hope it helps.

Answer 2

I'm not sure if FSX models the autoland correctly. I'm still using FS 2002, the B737 - 400 in FS 2002 will fly coupled aproaches (LOC and G/S capture) but won't autoland.



Anyway this is how it should work (B737 NG)



Approach (APP) Mode Dual A/Ps

Approach mode allows both A/Ps to be engaged at the same time. Dual A/P

operation provides fail–passive operation through landing flare and touchdown or

an automatic go–around. During fail passive operation, the flight controls respond

to the A/P commanding the lesser control movement. If a failure occurs in one

A/P, the failed channel is counteracted by the second channel such that both A/Ps

disconnect with minimal airplane maneuvering and with aural and visual

warnings to the pilot.

One VHF NAV receiver must be tuned to an ILS frequency before the approach

mode can be selected. For a dual A/P approach, the second VHF NAV receiver

must be tuned to the ILS frequency and the corresponding A/P engaged in CMD

prior to 800 feet RA.



Localizer and Glideslope Armed

After setting the localizer frequency and course, pushing the APP switch selects

the APP mode. The APP switch illuminates and VOR/LOC and G/S annunciate

armed. The APP mode permits selecting the second A/P to engage in CMD. This

arms the second A/P for automatic engagement after LOC and G/S capture and

when descent below 1500 RA occurs.

The localizer can be intercepted in the HDG SEL, CWS R or LNAV mode.

Glideslope (G/S) capture is inhibited prior to localizer capture.



Localizer Capture

The LOC capture point is variable and depends on intercept angle and rate of

closure. Capture occurs no later than 1/2 dot. Upon LOC capture, VOR/LOC

annunciates captured, SINGLE CH is annunciated for A/P status, the previous roll

mode disengages and the airplane turns to track the LOC.



Glideslope Capture

Glideslope capture is inhibited prior to localizer capture.

The G/S can be captured from above or below. Capture occurs at 2/5 dot and

results in the following:

• G/S annunciates captured

• previous pitch mode disengages

• APP light extinguishes if localizer has also been captured

• airplane pitch tracks the G/S

• GA displayed on thrust mode display (N1 thrust limit).

After VOR/LOC and G/S are both captured, the APP mode can be exited by:

• pushing a TO/GA switch

• disengaging A/P and turning off both F/D switches

• retuning a VHF NAV receiver.



After LOC and G/S Capture

Shortly after capturing LOC or G/S and below 1500 feet RA:

• the second A/P couples with the flight controls

• test of the ILS deviation monitor system is performed and the G/S or LOC

display turns amber and flashes

• FLARE armed is annunciated

• the SINGLE CH annunciation extinguishes

• A/P go–around mode arms but is not annunciated.

Note: After localizer and glideslope capture during a dual autopilot approach,

CWS cannot be engaged by manually overriding pitch and roll. Manual

override of autopilots causes autopilot disengagement.

The A/Ps disengage and the F/D command bars retract to indicate an invalid ILS

signal.



800 Feet Radio Altitude

The second A/P must be engaged in CMD by 800 feet RA to execute a dual

channel A/P approach. Otherwise, CMD engagement of the second A/P is

inhibited.



400 Feet Radio Altitude

The stabilizer is automatically trimmed an additional amount nose up. If the A/Ps

subsequently disengage, forward control column force may be required to hold the

desired pitch attitude.

If FLARE is not armed by approximately 350 feet RA, both A/Ps automatically

disengage.



Flare

The A/P flare maneuver starts at approximately 50 feet RA and is completed at

touchdown:

• FLARE engaged is annunciated and F/D command bars retract.

• the A/T begins retarding thrust at approximately 27 feet RA so as to reach

idle at touchdown. A/T FMA annunciates RETARD.

• the A/T automatically disengages approximately 2 seconds after

touchdown.

• the A/P must be manually disengaged after touchdown. Landing rollout is

executed manually after disengaging the A/P.

Answer 3

There are alot of similar answers here but an interesting tid bit about autopilot. On most aircraft there is a flight management system to take care of all the work. Before pushback all of the information for the flight (route, weight, passengers, fuel, outside temp. conditions, etc.) are entered into it. After takeoff, once certain speeds are met, certain modes are engaged. In my commercial class we learned the fms on a computer program. On the CRJ 200 we had control of the aircraft for about 45 seconds (this was from takeoff to climb) until the autopilot had it.

Answer 4

Yes. Most pilots do use autopilot when it is available, simply because it is less work for the crew. They can sit back and relax while taking care of navigation, communications, etc while the autopilot holds the airplane on course and at the proper altitude.



Most pilots I know DO NOT like auto-land systems, and will not use them unless forced to by weather conditions. While they may trust the autopilot to fly the airplane while enroute, and even on approaches, the actual landing is something they would rather be in control of themselves.

Answer 5

As one captain asked me many years ago when I turned on the autopilot sooner than he felt was necessary: "What's the matter with you? You don't like to fly or what?"



That kinda says it all as far as guys (and more gals these days) having to be forced by conditions or requirements to do autolands.

Answer 6

an automatic altitude holding device (autopilot) is required when operating in RVSM airspace. So between FL280 and FL410 in the domestic US the aircraft should be on autopilot. At other times it's the pilots discretion.

Answer 7

We use autopilot to do the mundane tasks like straight and level flight in cruise, but by and large we only use the autoland when its absolutely necessary (like on a cat 3 approach)

Answer 8

yes they use autopilot in real life because it is more efficient and yes it would get tiring



in flight sim x just tune in th ils frequency of the runway in either nav 1 or nav 2 radio then switch on the master autopilot and press autoland and auto thrust and autobrake then turn your middle screen i forgot what it is called ye nav display to land sitback and watch it go

Answer 9

normally auto-pilot is only used after takeoff and before landing. most airlines do not use auto-land becuase manual landing tends to let the pilot have more control over the plane, therefore minimizing the chances of crashing, skidding, not braking on time, and many other factors.

Answer 10

Jason and JetDoc are correct but there's another reason pilots don't use autoland when they don't have to -- pilots are required to log a certain number of landings periodically to be able to legally fly with passengers. By doing all the landings they safely can manually they keep their skills sharp and we passengers safe.