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Yoke behavior after Auto-Landing

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    Yoke behavior after Auto-Landing

    Hello everybody, I have a short qeustion regarding the behavior of the yoke after touchdown during an Auto-Landing. Last year I had the joy of a flight in a Level-D Simulator at Lufthansa-Center 😍. I trained with the PMDG and was able to do a complete flight form EDDF to EDDM (including start up from Cold and Dark and shutdown, wow😁). The only thing that was different was the following: I did an Auto-Landing and after Touchdown and nosewheel on ground, the yoke was pushed forward automaticaly until 80ktns . This was new to me. Can anyone confirm this is the real 737-800 behavior or is this depending on a softwareversion of Boeing?

    Kind regards,
    Peter Thiel (Germany)
    Last edited by MUC; 15Nov2021, 10:00.

    #2
    Originally posted by MUC View Post
    Hello everybody, I have a short qeustion regarding the behavior of the yoke after touchdown during an Auto-Landing. Last year I had the joy of a flight in a Level-D Simulator at Lufthansa-Center 😍. I trained with the PMDG and was able to do a complete flight form EDDF to EDDM (including start up from Cold and Dark and shutdown, wow😁). The only thing that was different was the following: I did an Auto-Landing and after Touchdown and nosewheel on ground, the yoke was pushed forward automaticaly until 80ktns . This was new to me. Can anyone confirm this is the real 737-800 behavior or is this depending on a softwareversion of Boeing?

    Kind regards,
    Peter Thiel (Germany)
    Im not 100% sure would need to double-check but it's likely the difference between a CAT3A equipped autoland system (disconnects after touchdown) to a CAT3B equipped 737 (rudder channel and rollout guidance) which can provide auto rollout down to stopping speeds.
    Elliot Westacott - EGKK
    B737-3/9 & MAX Pilot
    i7 8086k RTX3080 32GB RAM

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      #3
      On dual channel autolands the 737 will trim nose up heavily on short final. After touchdown, to bring the nose wheel down on to the ground, the autopilot will push the yoke down but as soon as the nose wheel touches the runway, the pilot has to disengage the autopilot.

      I don't know about CATIIIB capable 737s, but I flew CATIIIB 757s and they did the same thing and some other things with the rudder.
      Omar Josef
      737 FO
      757/767 rated
      Spain

      Comment


        #4
        Did you fly the 738 sim in Berlin or the one in Frankfurt? The one in Berlin is CAT IIIa only, you need to disconnect the AP as soon as the nosewheel is on the ground. No gurantees given for anything you might have seen that happened if you did not disconnect.
        Not sure if they have something different in Frankfurt.

        Comment


          #5
          Originally posted by Emi View Post
          you need to disconnect the AP as soon as the nosewheel is on the ground. No gurantees given for anything you might have seen that happened if you did not disconnect.
          Not sure if they have something different in Frankfurt.
          Hi there,
          Out of curiosity, (I'm not 737 qualified) besides the a/p limitations, requirements, is this a company SOP to disconnect the autoland sequence as soon as you bring the nose wheel down onto the ground?
          My understanding is that this airplane is certified for this kind of operation having the a/p coupled all the way down before exiting the runway.
          Like any other airplane with fail-safe operational autoland when ROLLOUT is active, the a/p should control the rudder and nose wheel to keep the a/c on the LOC centerline until a full stop if necessary, afterward, we can disengage or if CAT 3 C will vacate the runway for us if that airport, runway is qualified as such and after that, we disconnect.
          Thanks.

          Vlad Tepes

          Comment


            #6
            Originally posted by Vlad Tepes View Post

            Hi there,
            Out of curiosity, (I'm not 737 qualified) besides the a/p limitations, requirements, is this a company SOP to disconnect the autoland sequence as soon as you bring the nose wheel down onto the ground?
            My understanding is that this airplane is certified for this kind of operation having the a/p coupled all the way down before exiting the runway.
            Like any other airplane with fail-safe operational autoland when ROLLOUT is active, the a/p should control the rudder and nose wheel to keep the a/c on the LOC centerline until a full stop if necessary, afterward, we can disengage or if CAT 3 C will vacate the runway for us if that airport, runway is qualified as such and after that, we disconnect.
            Thanks.
            No, it's due to technical limitations, The AP is not able to control the nose wheel steering or rudder, therefore no rollout guidance is available, thus making the airplane only CAT IIIA capable.
            There is an option for CAT IIIB certification, however that requires additional servos to be installed in the rudder, thus adding weight to the airplane (and to the operators budget......).
            The majority of carriers does not have that option. In fact I only know of two airlines who have it, namely the now defunct airberlin (who had it on two aircraft of their fleet only) and the british TUI (formerly Thomson).

            Comment


              #7
              Thank you Emi. I was wondering what's behind it.
              Vlad Tepes

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