Narrative:

This debrief concerns ILS runway 4R ATC coordination and crew awareness issues with tall vessels in the approach areas in bos. A practice autoland had been briefed. It was noted that an autoland is not authorized with tall vessels. During the briefing I also noted that there was a high minimum with tall vessels; and told the first officer about a previous experience of short notification for this on final approach. When briefed; the weather was 800 ovc; visibility 1; with br. The ATIS changed several times during vectors with weather on the approach 800/2. The aircraft and crew were CAT 3. There were no limiting notams. We were vectored to final and were in stable land 3 configuration at 1500 ft. We had a late (inside the marker) hand off to the tower and received landing clearance and first notification of a tall vessel. We were able to quickly change the bug and radio setting to tall vessels da. I disconnected the autopilot; picked up the approach lights above the new da and continued to a normal landing. We saw the very large ship which we later heard the tower describe as having a mast height of 141 ft. The tall vessel information was not noted on the ATIS. We had informed approach that we were attempting to autoland. Due to my previous experience with a tall vessel landing clearance and briefing; we were able to make the change to the da on short notice and continue. I contemplated a go-around but had briefed the contingency; had no question about our legality or safety. I would suggest an addition to the company pages highlighting this important and somewhat unusual difference. There is a genuine catastrophic accident potential if a crew were to not recognize the higher minimum required when notified of tall vessel and the real possibility of hitting one. It is very helpful to know where this minimum is on the approach plate. Additionally; we noted a major radio altimeter fluctuation as we passed over the ship; the reason for the auto land restriction. I would also suggest that ATC; if possible; inform crews of ships in the channel earlier. I have had this notification two times; both at the marker. There may be issues for ATC with this; but from a pilot perspective; ATC does not seem to be aware of the issues for the crew when giving this on short notice.

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Original NASA ASRS Text

Title: Air carrier; landing BOS Runway 4R; received late ATC tall ship notification; resulting in abandoning an autoland approach and completing a conventional landing.

Narrative: This debrief concerns ILS Runway 4R ATC coordination and crew awareness issues with tall vessels in the approach areas in BOS. A practice autoland had been briefed. It was noted that an autoland is not authorized with tall vessels. During the briefing I also noted that there was a high minimum with tall vessels; and told the First Officer about a previous experience of short notification for this on final approach. When briefed; the weather was 800 OVC; VIS 1; with BR. The ATIS changed several times during vectors with weather on the approach 800/2. The aircraft and crew were CAT 3. There were no limiting NOTAMs. We were vectored to final and were in stable land 3 configuration at 1500 FT. We had a late (inside the marker) hand off to the Tower and received landing clearance and first notification of a tall vessel. We were able to quickly change the bug and radio setting to tall vessels DA. I disconnected the autopilot; picked up the approach lights above the new DA and continued to a normal landing. We saw the very large ship which we later heard the Tower describe as having a mast height of 141 FT. The tall vessel information was not noted on the ATIS. We had informed approach that we were attempting to autoland. Due to my previous experience with a tall vessel landing clearance and briefing; we were able to make the change to the DA on short notice and continue. I contemplated a go-around but had briefed the contingency; had no question about our legality or safety. I would suggest an addition to the company pages highlighting this important and somewhat unusual difference. There is a genuine catastrophic accident potential if a crew were to not recognize the higher minimum required when notified of tall vessel and the real possibility of hitting one. It is very helpful to know where this minimum is on the approach plate. Additionally; we noted a major radio altimeter fluctuation as we passed over the ship; the reason for the auto land restriction. I would also suggest that ATC; if possible; inform crews of ships in the channel earlier. I have had this notification two times; both at the marker. There may be issues for ATC with this; but from a pilot perspective; ATC does not seem to be aware of the issues for the crew when giving this on short notice.

Data retrieved from NASA's ASRS site as of April 2012 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.