There is no ARMING of the the A/P. LNAV, VNAV, LVL CHG, etc are modes for the lateral and vertical guidance of the flight director.F/D =/= A/P

Edited January 9, 201214 yr by Spin737

What about a walkthrough of the attached video?I can see that IAS 125 does not change to V2+20 but the speedtape does? because the AP is not engage? and the PNF is activating N1 during the takeoff mode. is this NADP1 since they does not change the flaps as well ? and why is he hitting N1?She is about to turn right , so is she using manually yawdamper as well? How is this moved L og R pedal up?ThanksMichael

Maybe they are using the FMC software U10.7, which prohibits VNAV on takeoff. Like you said, it looks like they are doing an NADP-1, so at 1500', they are selecting the climb thrust. It seems like CMB-2 is greater than the R-TO thrust. They must have been very light.Nothing being done with the yaw damper in the video that I saw. Are you just talking about "turn coordination"?Oh, and you should have the A/P on in RVSM, so FL290 in the US.

It looks like a training flight to me. The PF is not doing what a captain normally would.The PNF looks like the one who is running the show.Just my observation.Fred.

Edited January 9, 201214 yr by RYR738

Thanks for the respons,Yes i was thinking of the turn that comes after the video ends. This is manually YAW is it not ?If it is NADP-1 what could it be that N1(climb thrust) is set at 1500 and not at 800 for instance ?/Michael

Using the autopilot ensures that the aircraft is flown as smoothly as possible and that fuel is conserved as much as possible. It also helps reduce the chances of pilot error such as turning late, etc. The onboard computers are able to do a far better job at that than any human pilot ever could.

Using the autopilot ensures that the aircraft is flown as smoothly as possible and that fuel is conserved as much as possible. It also helps reduce the chances of pilot error such as turning late, etc. The onboard computers are able to do a far better job at that than any human pilot ever could.

You don't happen to be a lawyer for Air France, do you? ;)There is a balance to be achieved and the seeing the Air France and the Air India Express problems, it's obvious that basic pilot skills have suffered as a result of over-reliance on automation.

You don't happen to be a lawyer for Air France, do you? ;)There is a balance to be achieved and the seeing the Air France and the Air India Express problems, it's obvious that basic pilot skills have suffered as a result of over-reliance on automation.

Agreed.

Arm, select, whatever you want to call it.. Anyway, if you can't fly the aircraft smoothly and precisely in all scenarios manually, you shouldn't be in a flight deck to begin with.. Just my observation..

Edited January 9, 201214 yr by CaptBillyBob

Using the autopilot ensures that the aircraft is flown as smoothly as possible and that fuel is conserved as much as possible. It also helps reduce the chances of pilot error such as turning late, etc. The onboard computers are able to do a far better job at that than any human pilot ever could.

I'll bet you that I could find over 60,000 pilots in North America that would firmly disagree with you.:)There's also a really good reason why most autoflight systems are disengaged when flying through moderate and severe turbulence.JB

Edited January 9, 201214 yr by Buzz313th

I'll bet you that I could find over 60,000 pilots in North America that would firmly disagree with you.:)There's also a really good reason why most autoflight systems are disengaged when flying through moderate and severe turbulence.JB

Autothrottles as well..

Autothrottles as well..

Yes Autothrottles as well.JB

Depending on weather, flying into KSFO on the Golden Gate arrival using 28R/L, autopilot off at 10,000 and bring her in manually, unless its soupy and are required to use autopilot.. Just an example..

thanks all nice to hear all the opinions!