Guys, I have two questions and wonder if you could help?1. Last night I was in final approach at EHAM on Autoland and decided to disconnect AP and fly manually. When I disconnect AP do I also have to disconnect autothrottle?2. Could somebody guide me where I can learn more about flaps extension schedule? At flaps 15 I always get a warning tone probably because my speed is still to high. I dont really know when I do have to extend each flap position.Many thanks!Nic

if you are flying manually i believe most companies require the at to be off.For the flaps, you see on the PFD there are notches where each flap should be retracted or extended.-10-25etc

But the flaps are being extended earlier than seen on the PFD (as seen in the tutorials).Nic

Disconnect A/T: I always do, yes.You get the warning horn at flaps 15 because your gear is not down.I assume Vref is selectedTo extend flaps. - Set speed to "up" As you reach this speed, set flaps 1 (or already at 220kts) and set spped to the flaps 1 bug- when you reach the flap 1 speed, set flaps 5 and reduce speed to the flap 5 speed.- As you reach the flap 5 speed, gear down, flaps 15- etc...Do it fluently and avoid the engines spooling up as this will put more energy in the approach and consume fuelWhen to set flaps 1? Following rule of thumb is pretty OK:In the fix page, set the ICAO code of the aiport in LSK 1Put a 10nm ring around it. ( /10 in LSK2)You should have flaps 1 set before/at this ring. This is to avoid a high energy approachAnd for sure, have a look at the Flight Crew training manual, page 188 for example.Best Regards,Bert Van Bulck

In the cockpit, below gear lever, you will find a placard with the maximum speeds, use that to extend the flaps when you are slowing, then when you reach the numbers on the speed tape, you could add more flaps, the red and yellow bars will help you to understand if you are too fast or slow.AT can be left to ARM (no mode selected), it will help you in case of go around.The horn, has already answered, before using landing flaps, you must lower the gears, or the airplane will warn you. The horn can be cut out in some conditions, but, it is always better to lower the gears.

Guys, I have two questions and wonder if you could help?1. Last night I was in final approach at EHAM on Autoland and decided to disconnect AP and fly manually. When I disconnect AP do I also have to disconnect autothrottle?2. Could somebody guide me where I can learn more about flaps extension schedule? At flaps 15 I always get a warning tone probably because my speed is still to high. I dont really know when I do have to extend each flap position.Many thanks!Nic

1. When autopilot is off, autothrottle must be off as well according to Boeing.2. At flaps 15 you're supposed to lower the landing gear, else you get the horn. As for the flaps extension schedule. Flaps 5 at flaps up speed, then at F5 speed you put F15, then at F15 speed you go to landing flaps (30 or 40 or whatever). I think it's better explained in Ryan's tutorials.

Is the A/T off a NG thing? First I have heard of that, and definitely not the case on other Boeings. It's down to company SOP, in fact didn't the Turkish NG that crashed in Amsterdam have the A/T engaged but the rad alt failed causing the throttles to go to idle.Personally except for the MD11 I prefer manual thrust on approach on all types to keep you in the loop, but never heard of it being mandatory by the manufacture.Regards

Is the A/T off a NG thing? First I have heard of that, and definitely not the case on other Boeings. It's down to company SOP, in fact didn't the Turkish NG that crashed in Amsterdam have the A/T engaged but the rad alt failed causing the throttles to go to idle.Personally except for the MD11 I prefer manual thrust on approach on all types to keep you in the loop, but never heard of it being mandatory by the manufacture.Regards

It's a 737 thing. It's not prohibited, but it's not recommended, either.

Guys, I have two questions and wonder if you could help?1. Last night I was in final approach at EHAM on Autoland and decided to disconnect AP and fly manually. When I disconnect AP do I also have to disconnect autothrottle?2. Could somebody guide me where I can learn more about flaps extension schedule? At flaps 15 I always get a warning tone probably because my speed is still to high. I dont really know when I do have to extend each flap position.Many thanks!Nic

I'd always recommend disengaging it, most company protocols will dictate that you must have the auto-thrust disengaged while flying manually, but personally I couldn't really imagine flying manually and not having the A/T disengaged.As for the horn, when flaps are set to 15 or 25 and the gear is not down, if your N1 drops below a certain level [48% but don't hold me to that] a horn will sound alerting you to lower your landing gear, that is probably the horn you were hearing, if it was an overspeed it'd be obvious from the PFD.Capt. Rónán O Cadhain.

The overspeed warning is a clacker, the aural warning will sound if some conditions are met, basically, without counting them, the aircraft will warn you if you want to land without landing gears extended.To know if it is landing, the aircraft uses flaps, throttles, radio altimeter and gear position to trigger the horn.As you know, to land you need to reduce power, lower the flaps, and you will land at 0ft radio altitude, the aircraft will know these data and trigger a cancellable/uncancellable warning depending on some factors.

It's down to company SOP, in fact didn't the Turkish NG that crashed in Amsterdam have the A/T engaged but the rad alt failed causing the throttles to go to idle.Regards

The Turkish NG was performing an autoland. AT had to be engaged.Bert Van Bulck

The Turkish NG was performing an autoland. AT had to be engaged.Bert Van Bulck

Ok thanks, before I have a read of the accident report, does the NG not detect a rad alt failure and downgrade during an autoland, surely they would see a change on the FMA at least?Looks like I have some reading to do.EDIT - ok it wasn't an autoland, they were flying an ILS approach on channel B hense why the A/P didn't disconnect with the rad alt failure. Sorry for the confusion on my part.Cheers

The Turkish NG was performing an autoland. AT had to be engaged.Bert Van Bulck

There's no way they were doing an autoland. The captain was aware of the fault with the radio altimeter [though not of some of the consequences of said failure]. Met conditions at the time of the accident did not require a CAT II/III approach so there was no way he was planning on carrying out an autoland with erroneous readings on one of the rad-alts....It just so happened the A/P was still engaged at the time of the stall...Capt. Rónán O Cadhain.

We posted at the same time :). Didn't make much sense to me either.Regards

We posted at the same time :). Didn't make much sense to me either.Regards

No, wouldn't have made sense at all....