Robert M. Gary wrote:

Jack wrote:

The 757 autolands itself smoothly as consistently as the average pilot.
It comes to a stop quickly or not, depending on the Autobrakes setting
chosen by the crew. Is the 777 so different?

I guess I wouldn't consider an autoland in that series "smooth" and
would challenge you to find a pilot who claims he is not smooher than
the autoland system.

Of course they don't measure up to MY landings. The best autoland I ever
saw was not equal to my best, but the average of the autolands I have
had were equal to the AVERAGE F/O's landings. Do you like it better that
way?


I would describe a 767 autoland as a "thunk" and
certainly not a greaser.

See, that's the silly thing about having a dual type rating. I have no
idea about the 767, despite the fact I have the type rating. And there
is always the possibility that neither of us have enough experience with
autolands, in either the 757 or the 767 to know the full range of
possibilities, let alone in the 777 which is the subject of this thread.
Of the ones I have had in the 757, some were amazing, and a few not so
impressive, but none of them should have caused any pax concern.


I'm not sure I understand your
statement about the autobrakes.

As I said, I can only talk about my experiences with the 757, never
having been in the 777 -- that's why I asked for specifics on 777 ops,
if you have any. Your idea of "coming to a stop quickly" may be
different from mine, but a range of available autobraking effects is
standard on all three I would bet, and the lower ranges which I normally
used certainly did not produce, nor were they meant to produce, what
could be called a quick stop -- though the higher settings will do the
quick stop trick VERY well.

When you use the term "series", do you mean that the 757/767 systems for
autoland and autobraking are similar enough to the 777's to be operated
by a pilot typed in the 757/767 with minimal retraining?


Psychologically, maybe, and naturally systems knowledge and proficiency
is necessary, but your claim of "difficulty" needs more context. What
could be easier than watching it happen, in a physical sense?

You don't push a button and watch it happen.

Not ONE button, and one doesn't watch casually, but one isn't actually
manipulating the aerodynamic controls. One does a bit of switchology,
watches closely while the computers do their thing, stays ready to
intervene if necessary, and disconnects all of it when it is time to
turn off of the runway onto the taxiway. Or perhaps you meant you had
your eyes closed? The effect is about the same during a Cat III approach
with eyes open or shut -- except for those annoying center-line lights.
And, the tracking is just accurate enough to run one of the nosewheels
over almost every one of those lights during the roll-out.


It takes training to understand how to use the autoland system.

A revelation for which I'm sure we are most thankful, Robert. Where was
it again that you said you flew the 757, 767, and/or 777?


Jack