Just as you're about to land and you want to proceed to a manual landing, do you switch it off at around 1000 AGL (as some videos I've watched online have said)?

FCTM recommends to turn A/T off together with AP. That's what I'm doing.

I also always shut off A/T with A/P.

I turn a/t + a/p both off when i'm cleared to land, maybe right maybe wrong.... that's what I do!

Depending what kind of approach I'm doing. Somewhere between 3000 feet or minimums. I disconnect both A/P and A/T

As a policy I attempt for definite gates on the approach (AGL + AIS). Then I habitually disconnect the AT continuing to fly on AP whilst "matching" throttles to needed N1. Glancing at current N1 before AT disconnect for the approximate position (which works only as long as flight path is stabilized). Then I disconnect the AP. This process takes about 10-15 seconds.

 

Other than 1 auto landing every 30 days (truth be told about every 3-4 months) I am fully manual, usually by 2000 AGL and definitely by 1000 AGL. She is pure joy to handfly and every time I read a post discussing habitual auto lands I wonder if the author knows what they are missing?

 

Continuous (tiny) corrections using the four-square method for the FD and very little (tiny) correction on the throttles allow for a stable descent. Avoid large power corrections....they usually necessitate large pitch corrections.... which then usually necessitate a go-around.

Don't think I ever did an auto land, because like the post above said, she's great to hand fly especially coming in to land . I usually disconnect the auto throttle and auto pilot between 1500 and 2000 AGL and bring her in myself.

Autoland is great when you have poor FSX performance. Try hand landing with 10FPS slidieshow :D. Otherwise full on manual!

 

Continuous (tiny) corrections using the four-square method for the FD and very little (tiny) correction on the throttles allow for a stable descent. Avoid large power corrections....they usually necessitate large pitch corrections.... which then usually necessitate a go-around.

Definitely true. Good advice.

 

I don't think I've come across the four-square method. Is that a scan or a control technique?

I like to shut mine off once established on the GS/LOC and hand fly it down from there. However if I am getting a lot of gusts I will hand fly the approach but leave the AT on until about 100' then disengage it. Sometimes I will disengage sooner with gusts or extreme winds if I am in the mood for more of a challenge.

 

 

Sean Campbell

Hi,

According with my personal S.O.P. at decision height just after having disengaged the A/P (fuel saving and easier go-around considerations) apart when in turbulence (I disengaged A/P and A/T before at least 500 ft AGL, depending on situations)

Ciao

Andrea B.

Depends for me. Most of the times though in a "simple" approach with little less than heavy traffic I will turn off A/P and A/T at around 8000 feet or so.

Matt-

 

The four-square method refers to the idea of the FD cross-pointers dividing the nose box into 4 little EQUAL squares. The idea is to maintain that- correcting BEFORE deviations are larger than outside the area within the box- forcing the pilot to learn/develop precise flight path control. All too often deviations are massive (compared to what the AFDS achieves). If you work towards keeping those 4 squares, square- you will be flying pretty well. For most, it takes some practice :)

I turn off the A/T about 20 miles out and I'm flying manually after 18K.

Whilst I enjoy hand-flying this girl it is important to remember that for difficult/unfamiliar approaches the AFDS can be your best friend. RW SOPs habitually advocate use of the AFDS to allow for more critical monitoring and more heads up flying. Using AFDS you can be assured of accurate flight path control and AT speed protection which is critical when in a busy and/or unfamiliar environment.

 

Disconnect everything and fly her down from FL180 when going home on a nice day. Use every tool at your disposal when flying to minimums in busy controlled airspace. As with everything aeronautical- its all about learning to manage risk- flying is inherently dangerous- and there are old pilots, and bold pilots, but no old bold pilots :)