I've searched the FCOM and couldn't find an answer.Like most of us, on norma ops I usually use the autopilot and autothrottles untill glideslope/glidepath capture and sometime before minimums disengage a/t and disconnect a/p. I disengage the autothrottle by pressing the disengage switch on the thrust levers. This also moves the magnetically held AT switch on the MCP from the arm to the off position. Here's what I don't get: if I decide to go around after having disengaged the autothrottles and press either of the TO/GA switches on the levers, will that advance the levers to go around power and restore autothrottle control of the thrust levers? If so, what happens to the A/T arm switch on the MCP? Does it move back to the arm position by itself?In other Boeing acft I know of, such as the 777 and 747, disengaging the A/T via the disengage switch on the levers does not influence the position of the AT arm switch on the MCP, which remais armed.I also have a question regarding correct manner of disconnecting the autopilot. Does the 737 have a soft disconnect switch on the yoke like other aircraft tha requires a double click to get it off without the annoyig alarm going off forever?I have assigned a key for ap disconnect via the PMDG menu in the CDU and mapped it to my joystick, but I can't get it to disconnect the autopilot and silence the alarm and turn off the caution light....Thx in advance

Victor,Once the A/T is disconnected, the only way to get it back on is by re-arming the switch.The A/P on the yoke does require two presses to disconnect and then silence the alarm.

Here's what I don't get: if I decide to go around after having disengaged the autothrottles and press either of the TO/GA switches on the levers, will that advance the levers to go around power and restore autothrottle control of the thrust levers? If so, what happens to the A/T arm switch on the MCP? Does it move back to the arm position by itself?

My 2 cents:if you go around using autoland, you should press the TOGA buttonIf you disconnect everything and land by hand, you have to go around by hand and set up everything on the AT/AP and re-engage it.Bert Van Bulck

Roger that, thx for the replies guys. Matt, how do you do it in real life, does your company use AT all the way down to the rwy or do you disengage with the a/p?

Roger that, thx for the replies guys. Matt, how do you do it in real life, does your company use AT all the way down to the rwy or do you disengage with the a/p?

Boeing's stance on this for the 737 is that if the A/P is off, then the A/T should be off, too. (That's for approach, not takeoff.) I've seen 757 and 767 crews use the A/T on final while handflying. For whatever reason, it's okay for those jets, but not the 737.Even if you are handflying, you still hit TOGA on the go-around. It gives you the pitch and roll guidance and you can turn on the A/T later (eg. 500') to give you more control.

Hi,I usually when handflying the approach mantain A/T on until minima then put firstly the A/T switch (on the glaresheild) "OFF" and then "ARM" (in case of going around I've simply to push the hidden "TO/GA" button) I use this system both in FSX and during my session into a real fixed base training B738 sim and that works.Best RegardsAndrea Buono

Andrea1,So you turn the AT off and then move the TA switch backup. This arm's the AT? If so, when does it engage on the GA?thanks,

Once again thank you for the replies. I guess that's a good option as well Andrea, although it seems it's not sop for Matt's company. Maybe airlines don't want the crew fidgeting with the MCP and losing focus on the approach so close to the ground. When I used to hitch rides in Varig's 777 fleet it was up to the pf whether to leave at on during final. Most disconnected way later than the ap.