Hi guys, Do you approach with A/T on or off? I know in real life operations, most pilots (at least the ones I know) usually have the Autothrottle turned on. In FS, I approach with the Autopilot turned off because in SPD mode, it tends to hold the speed even long after touchdown. Strange. heheAny help would be appreciated! thanks! :-wavehttp://www.mydestiny.net/~michael8/genavbanner.gif

I turn it off around 1000' AGL...and then manually adjust the throttles to maintain airspeed for my current rate of descent. Shortly after, between 800' and 500' I drop the autopilot off and bring her in by hand.This is simply my technique, but no idea how this compares to real world life in a 67.Cheers,J

>Hi guys, >> Do you approach with A/T on or off? I know in real life >operations, most pilots (at least the ones I know) usually >have the Autothrottle turned on. In FS, I approach with the >Autopilot turned off because in SPD mode, it tends to hold >the speed even long after touchdown. Strange. hehe Having the A/T on for manual approach is ok... For manual landing, not. The real aircraft... and probably PIC too... will only retard the throttles automatically in Flare mode during Autoland. The Autopilot computers control this idle command. Interestingly, the command happens at 45' on a 767-200 and only 15' on a 767-300.With the throttles not at idle for touchdown, neither the speedbrakes nor the reversers will/can be operated.Hope this helps.Cheers.Ian.

Yep thats what I thought Ian. I turn off A/P at 1000' leaving A/T on and it cuts to idle around 45' for my manualy approaches. I would think that if weather permitting and your not worn out and bushy eyed you would just fly a manual approach and landing? Best Wishes, Randy

In normal operations the A/P and A/T go hand in hand. They are disconected at the same point (give or take a few 100 feet).The flying manual states that manual flight with autothrottle engaged is not recommended, as you are unable to predict the pitch changes caused by thrust lever movement, it is actually very difficult to control pitch during say a leveloff on descent with the A/T engaged.

Interesting HPSOV. So on a nice day or night with good weather permitting at what point would YOU usealy disconnect on approach? How many miles inbound or is there any SOP for this? Best Wishes, Randy Smith

For ME (I think this is a pilot preference or airline specific SOP thing), assuming VFR-able APP and landing, my A/P goes off at about 8000ft or whenever I'm about to enter downwind (or approaching base if no downwind leg). Then I reset A/T, that is, turn it OFF and then turn it to ARM. The A/T should not engage into any modes, it is just simply ARMED but no active mode. This is useful for go arounds. Say, if you need to G/A, you just push the EPR/N1 button for maximum G/A power.So, I really fly the thing manually. A/P and A/T comes off pretty early in my book-of-approach, but with A/T still ARMED.BTW, I got this arming A/T technique from Ian when I asked him why do I see A/T still in armed postition when parked at the gate. Apparently, pilots really leave A/T armed all the way. I'm sure he'll correct me or explain this better.

Hi,I think most comfortable time to disconnect A/T is the Outermarker.Turning to ILS intercept hdg, spd 210 flaps 1.On ILS intercept hdg, spd 190 flaps 5.Localiser establish, spd 170 flaps 15.G/S Alive, spd 170 flaps 20. (or slowing on G/S)Over Outer marker, some quick process required.First lower the gear and disconnect A/T (then arm, two clicks)Thrust levers to idle, select flaps 25. huh, don't forget to disconnect the A/P in disorder.As speed decreases thru 140kts, select flaps 30 and complete checklist.I find this procedure is very close to real ILS app profile and matching todays approach speed requirements. Also there is no need to match thrust lever position to actual N1 when disconnecting.But if you want to fly with hand from beginnig of approach you may disconnect the A/T at G/S alive and forget it until Flaps 25-30.

If you want to get close the real ILS approach profile. This is how a certain Canadian airline likes their pilots to do it.Downwind leg or ATC vectoring FLAPS 5 & FLAPS 5 ref speed + 10 knots.When cleared for the approach or intercepting the localizer FLAPS 15 & FLAPS 15 ref speed + 10 knots.At top dot of G/S on the ADI gear down.At lower dot FLAPS 25.At GSIA flaps as desired for landing (25/30) & target airspeed.However most of the time this will not go exactly as planned because of ATC speed restrictions etc...Now back to the original question:I usually make a habit of arming the A/T at glide-slope intercept altitude depending on workload.

What I see in many 767-300 videos from airlines from Europe and Asia...they intercept LOC at 180/190 kts at flaps 5.One dot before intercept G/S gear down, flaps 20 and 160 kts, they don't use flaps 15.In busy airports like London they maintain 160 kts until 4 DME.RegardsCharly - BAW062

Forgot FLAPS 20 at top dot of G/S in my last post.

If I was on an ILS into a major airport then I would leave it till established on the LOC and GS, at flaps 5.Disconnect, and at 2000ft select flaps 20 and gear down, then flaps 30 when speed permits. The selection of gear down and flaps 20 at 2000ft is now a company SOP, known as a noise abatement approach, and is to be used whenever operationally suitable.If doing a visual approach it really depends on a lot of things....Downwind at say 1500-2000ft works well if you're flying a downwind.If you're going straight in for a visual then whenever you're cleared for the visual approach and wish to line up with the runway.If you're approaching from 90 degrees to the runway then some stage on base would work well.For any sort of non-precision approach the autopilot stays in till visual.

Hi All,it is mandatory to have A/T ON during an autoland.During a normal landing you have to manage by hand the throttle, however you can leave the A/T ON till 100-200', if you wish you can flight all the approach with A/T OFF.Renzo