I have been reading this thread, I am wondering if someone real world can offer the typical procedure while landing the 747 as far as disconncting the AT and AP is there a typical sequence? altitude?

It does vary between operators but I tend to disconnect the AP at around 1000 ft (give or take 500 ft)and the AT's at 50 ft. This is after a long haul flight. Shorthaul I might disconnect the AP up to 10,000 ft...depends how I feel at the time :)

As Steve says it`s a personal choice realy apart from the restrictions of disconecting at a minimum of 360 ft agl on a non precision aproach or 100ft on the cat 1 ILS.I also take them out about 1000ft depending on how tired I am,on long haul you get very tired.When we do shorter positioning flights you feel more alive.I once flew from Dublin into heathrow all they way by hand.Personaly I always take out the AT at the same time as the AP so as to be in complete control and not be fighting the AT computer.cheersJon

Jon, How easy or difficult is it to handfly the 744? Does the extreme weight of this a/c make it more stable then say a 752? I have Capt. Ray's 744 manual and he claims its a sweet plane to fly. Thanks to you and Steve for your RW expertise. Joe

Hi Joe,I`ve not flown any of the other boeings so cant really compare.You`re right in that the inertia does make the plane a bit difficult at times. Though its not overly hard once you get used to it the hard part is the aproach where its very hard sometimes to get the plane to go where you want it to.corrections to the vertical and lateral profile have to be anticipated and made before it looks like they are needed(if that makes sense). Speed control is also hard because of its inertia it tends to keep the same ground speed while the airspeed jumps about a bit in gusts.But yes once you get the hang of it its nice to hand fly, getting off and looking at the size of the machine you`ve just landed is often a feeling of disbeliefcheersJon

Jon, Thanks again. I can see why the AT is kept on as long as possible. Lining this big bird up and slowing down for approach is tough on the sim- I can well imagine the workload trying to control throttles, lateral and vertical profile etc. in the real a/c. :-beerchug to you! Joe

>Jon, Thanks again. I can see why the AT is kept on as long as>possible. Lining this big bird up and slowing down for>approach is tough on the sim- I can well imagine the workload>trying to control throttles, lateral and vertical profile etc.>in the real a/c.Talking about A/T disconnect procedure when an autoland is not performed, Boeing gives again more "freedom" to the pilot than Airbus. On the Busses A/T remains engaged during the whole flight until 20 ft radio-alt when a "retard ! retard !" automatic callout reminds the pilot to bring the thrust levers to the idle notch.My two cents.Jose Luis.

>Talking about A/T disconnect procedure when an autoland is not>performed, Boeing gives again more "freedom" to the pilot than>Airbus. On the Busses A/T remains engaged during the whole>flight until 20 ft radio-alt when a "retard ! retard !">automatic callout reminds the pilot to bring the thrust levers>to the idle notch.That is not correct, it depends on the operator. As an example with Lufthansa AP OFF also means AT OFF for landings, even on Airbus. On the other hand there are airlines which require their pilots to use AT whenever possible according the aircraft operating procedures and limitations. But in any way the FBW Airbus thrust setting can be done manually just as easily as on Boeing and Douglas aircraft.So Airbus has nothing to do with taking away any freedom, it's an airline's choice.Regards,Markus

Airbus recommends the use of autothrust but does not make it compulsory. It states that the appropriate automation is the level that the pilot feels comfortable with in the prevailing circumstances given their experience.Airbus document: Optimum Use of Automation, page 6 refers.