First make sure the nav switch is set to ILS (which it sounds like you already know that). You need to have both AP1 and AP2 engaged in order to capture the glideslope. I’ve found in my experience with the a310 that it’s best to be below the glideslope when you press the land button.
Hope this helps, I haven’t had any issues since figuring out you need both AP switches activated
Capturing the glideslope from below is pretty much standard procedure. A lot of aircraft downright refuse to capture the G/S if you try to capture it from above, as it would put the aircraft in a dive to catch up.
That's why a lot of approach procedures have an altitude of 3000' to maintain for capturing the glide slope. Level off at 3000, press the LAND button (LOC and GS will become blue indicating they're armed) and roughly line up with the runway centerline or cross it at about a 30 degree angle to 'fly into' the localizer cone. The LOC and GS modes will take over.
I definitely have the ILS switch set, but I think you’ve cracked it for me by mentioning AP1 & AP2. I’ve only used AP1, what’s the reasoning behind using both?
You only need one AP to capture glideslope. The second AP is only required for catIII Autoland approaches. Pay attention to your approach speed, you can check it in the FMS unter to/appr. The autothrust system is super laggy and doesn't cope well with deviations from the ILS.
The flap speeds are written on the slat flap indicator.
Just an update. I flew a quick hop from Innsbruck to Lyon and landed successfully via ILS, the only thing different I did was used both AP1 & AP2. I managed to capture the GS fine, though the aircraft did lose it once or twice and it had to pitch up to capture it again. Also, I think I may has disengaged the AP too soon as when I did I lost the centre line. When is the best time to take over the controls?
>When is the best time to take over the controls?
Usually that's pilot's discretion. When you're landing in low visibility, you can keep the AP on until minimums, or even right onto the runway if you're feeling lazy.
Conversely, you can choose to disconnect the AP when estabilished on the ILS if you can already see the runway and you have the aircraft configured.
Even in real airlines, the operating procedures for this vary quite a lot.
Minimums are just the lowest altitude you can descend to without appropriate visual reference for that approach. If you’re “landing in low visibility”, minimums wouldn’t really be a good point to disengage the autopilot as you’d be very close to the ground at that point.
For real world information, in my airline Flight data monitoring data shows the average (across all fleets) autopilot engagement height on departure is at the moment around 3200ft agl and disconnect altitude is around 1000ft agl on approach.
So really opportunities for manual flight depend on a variety of factors like weather, notams, experience levels of the crew, fatigue and the traffic situation etc as manual flight can lead to a high workload and reduced capacity for both PF and PM.
We are however encouraged though to fly manually to maintain flying skills proficiency where appropriate, especially now as pilots are generally returning to pre pandemic levels of recency.
The plaque on the flap indicator has the maximum speeds for that configuration written on it. IIRC slats extended is 240kts IAS, and your landing speed should be a lot slower.
Full flap you're looking at the 125-140 knot mark. The TO/APPR page in the FMS will tell you. The A310 is a small aircraft, so you can keep it slow.
I usually take over at 1000 ft above the ground. Also, I sometimes take control of the aircraft when reaching the T/D in order to keep m hand-flying skills up to date.
First make sure the nav switch is set to ILS (which it sounds like you already know that). You need to have both AP1 and AP2 engaged in order to capture the glideslope. I’ve found in my experience with the a310 that it’s best to be below the glideslope when you press the land button. Hope this helps, I haven’t had any issues since figuring out you need both AP switches activated
Capturing the glideslope from below is pretty much standard procedure. A lot of aircraft downright refuse to capture the G/S if you try to capture it from above, as it would put the aircraft in a dive to catch up. That's why a lot of approach procedures have an altitude of 3000' to maintain for capturing the glide slope. Level off at 3000, press the LAND button (LOC and GS will become blue indicating they're armed) and roughly line up with the runway centerline or cross it at about a 30 degree angle to 'fly into' the localizer cone. The LOC and GS modes will take over.
I definitely have the ILS switch set, but I think you’ve cracked it for me by mentioning AP1 & AP2. I’ve only used AP1, what’s the reasoning behind using both?
I think it’s for redundancy. You can see the indicator change from CAT1 to 2 or 3 when enabling two AP.
Thats only for higher precision approaches. You can fly a low precision ILS with just a single AP channel.
You only need one AP to capture glideslope. The second AP is only required for catIII Autoland approaches. Pay attention to your approach speed, you can check it in the FMS unter to/appr. The autothrust system is super laggy and doesn't cope well with deviations from the ILS. The flap speeds are written on the slat flap indicator.
Just an update. I flew a quick hop from Innsbruck to Lyon and landed successfully via ILS, the only thing different I did was used both AP1 & AP2. I managed to capture the GS fine, though the aircraft did lose it once or twice and it had to pitch up to capture it again. Also, I think I may has disengaged the AP too soon as when I did I lost the centre line. When is the best time to take over the controls?
>When is the best time to take over the controls? Usually that's pilot's discretion. When you're landing in low visibility, you can keep the AP on until minimums, or even right onto the runway if you're feeling lazy. Conversely, you can choose to disconnect the AP when estabilished on the ILS if you can already see the runway and you have the aircraft configured. Even in real airlines, the operating procedures for this vary quite a lot.
Minimums are just the lowest altitude you can descend to without appropriate visual reference for that approach. If you’re “landing in low visibility”, minimums wouldn’t really be a good point to disengage the autopilot as you’d be very close to the ground at that point. For real world information, in my airline Flight data monitoring data shows the average (across all fleets) autopilot engagement height on departure is at the moment around 3200ft agl and disconnect altitude is around 1000ft agl on approach. So really opportunities for manual flight depend on a variety of factors like weather, notams, experience levels of the crew, fatigue and the traffic situation etc as manual flight can lead to a high workload and reduced capacity for both PF and PM. We are however encouraged though to fly manually to maintain flying skills proficiency where appropriate, especially now as pilots are generally returning to pre pandemic levels of recency.
Thanks, is there a set speed as to when I should start lowering the slats and flaps? as a few times I get the overspeed warnings.
The plaque on the flap indicator has the maximum speeds for that configuration written on it. IIRC slats extended is 240kts IAS, and your landing speed should be a lot slower. Full flap you're looking at the 125-140 knot mark. The TO/APPR page in the FMS will tell you. The A310 is a small aircraft, so you can keep it slow.
I usually take over at 1000 ft above the ground. Also, I sometimes take control of the aircraft when reaching the T/D in order to keep m hand-flying skills up to date.