G. Approach during Low Visibility and Wind Shear

At the present time, a missed approach must be executed if the necessary visual cues cannot be visually identified at Decision Altitude or Decision Height during low visibility. The advancement in technology is lowering this decision point (CAT II which is in partial use, has a DH of 100 feet) and in the case of Category III Landings will altogether do away with visual identification while inflight.
When this type of low visibility approach is conducted by the autopilot, the pilots' workload does not decrease; on the contrary, the pilots would be required to conduct monitoring operations of the autopilot in a manner similar to that of the manual operations; They will be required to operate the autopilot under added pressures of extremely low visibility which will increase the workload. To conduct a safe landing during low visibility, the pilot must monitor whether the autopilot is operating properly.
Monitoring the autopilot operations by the pilots is very important because the alerting systems of machines have their limitations. As a result, the prevention of operation errors by the pilots depends on the cross monitoring and mutual backup of the crew members. Thus the monitoring of the pilots' operation by the flight engineer after their execution proves very effective.
Two ways of monitoring the autopilot to check if it is functioning properly are the monitoring of the night path by the pilots and the monitoring of the autopilot system itself by the night engineer.
During an autopilot approach, the pilots monitor the autopilot controls and are prepared to switch over to manual control anytime the autopilot malfunctions. The flight engineer monitors the navigation- and night instruments, the overall systems of the aircraft and immediately reports to the pilots of any abnormality.
During approaches in low visibility, the pilots and flight engineer share tasks and conduct appropriate monitoring operations.
In case the aircraft cannot land for some reason and a missed approach is executed, all three members of the crew are needed. One pilot will navigate while the other monitors the operations and maintain radio contact with ATC while the flight engineer will operate and monitor the overau systems of the aircraft.
Holding, to wait for recovery of the weather, etc., or diversion to an alternate airport usually follow a missed approach, during which time pilots are responsible for flight and navigation, communications with ATC and the company, informing the cabin crew and passengers; all adding up to an immense increase in workload. The flight engineer tries to decrease some of this workload by making fuel estimations, monitoring the systems, conferring with the pilots and taking over some of their duties. If trouble occurs in any of the systems at this time, the flight engineer is capable of handling it and the crew as a whole is given a sufficient margin in time to cope more adequately with the situation.
The pilots' attention in low visibility or wind shear during manual approaches is often concentrated on the runway and proper advice concerning rapid changes in the descent rate or airspeed many not be noticed by either pilot at the precise moment. The flight engineer who can monitor the instruments at such a time becomes very important and the inclusion of such a crew member contributes greatly to safety.