Yup. As soon as you captured your vertical mode (GS or GP), the call was “presetting missed approach altitude” by the PF.

Also, no selecting LOC only first and then waiting for that to capture before hitting the APP button. Just press APP and both vertical and lateral modes arm and capture properly (just like in our current airplanes).

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and you can do an autopilot go around with speed deselected.

 

Ive never had the plane go off the rails when I just selected APP. I hate the VORLOC then APP method... it's just more work because we like to do more work.

 

In order to remove window shades, they had to reroute the connection between the muffler bearing and canuder valve. This caused a sequence change in the encabulator which requires LOC then APP, and AT off when autopilot off.

 

Airtran- Auto throttles to touchdown, IAN, set MAP at fix, auto land, fly over the fix on visuals, stable and spooled at fix. No duck under to land in first 1000-1500 feet. Didn't brief standard procedures, didn't write ATIS on paper, didn't manually load W&B, didn't do scheduling's job, didn't do maintenance's job, went to end of longest line and requested private screening on randoms....... on and on. BUT, no swag points.

 

 

🙄 I'll take most of that list, but come on.... Why? On speed/configuration by 1000'. Wings level by 500'. There is a time and a place for a real visual approach.

 

That was in reference to visuals at *night*.

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Oh boy. Now you’ve gone and done it.

INCOMING!!!!!

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You're ok with it because you haven't read through the accident reports from the false glideslope lock-on mishaps that happened in the past. Or you did but you've forgotten them. I have no idea if the technology in our receivers has been updated to better reject false glidepath lock-on, but this is one of the primary reasons why we're supposed to verify the final approach fix and altitude on instrument approaches. The USAF found out the hard way and before they implemented a universal rule about identifying the FAF before starting down, they planted a few in the dirt several miles short of the runway from false ILS glidepath lock-on mishaps.

Yea, it "never happens". Except it did before the procedures were the way they are today, and they all died miles short of the runway on centerline with the needles centered. So we're supposed to take a couple of steps in order to help make sure it doesn't happen to us. As far as I know, since the tighter ILS procedures have been adopted there hasn't been a false glidepath lock-on mishap in the US. That doesn't mean the threat isn't there, because the underlying technology is still the same. It simply means we're doing it right and our procedures are working.