I know it is not normal procedure but I hand fly from T/D and have since I got her. I do this with all my planes. It gets to be a lot of fun in the storms.

Thanks,

Ron

I know it is not normal procedure but I hand fly from T/D and have since I got her. I do this with all my planes. It gets to be a lot of fun in the storms.

Thanks,

Ron

 

And the good thing in the simulator is that we can do it like we want. Some people want to engage the autopilot immediately when airborne and disengage at minimums and act as button pushers. Some people like me want to use autopilot only for cruise part. And no one comes to blame the other for it.

 

Besides, if you screw up while hand flying, you can always do it better next time 

In the real world on the 777 we leave the AT in all the time unless told to do otherwise by a non normal procedure or by mel. We do however practise with manual thrust control in the sim.

Auto throttle? What's this contraption?? On the magnificent BAC 1-11 (except the girly 510ED), you always control the throttles manually

 

94% RPM, Climb Power!

 

A PMDG 1-11, now you are talking.......

 

Tom

 

 

 

 

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I disengage the AT as soon I disconnect the AP. sometimes at GS capture sometimes after the Landing Checklist is complete.

I'm pretty wet behind the ears on this airplane.  I was doing some landings yesterday at Salt Lake Rwy 35.  I disengaged the AP at minimums and left the A/T on several times and (maybe I'm wrong) but it seemed like the airplane started to throttle up when I was on A/T in the flare resulting in floating.  (9576 feet gets really short really fast.)  Really a struggle to get it down.  I started turning them both off at the same time only because I didn't know what else to do...and things were going substantially better.  I'm interested in why the SWA folks have to leave it on.

 

Happens to me everytime i land the 737..no matter how i flare.. Md11 does not have same 'problem' .. So i always turn at off on short final for 737 and get perfect landings now... Became essential on my emergency landing practice at sub 3000 footers

 

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On the B738 using the HUD for landing it is my understanding the autothrottle is not disconnected by the pilot.  The autothrottle will disconnect when the pilot goes into Reverse.     

 

Billy Bluestar

Thanks guys! all of you had great answers.

I'm pretty wet behind the ears on this airplane. I was doing some landings yesterday at Salt Lake Rwy 35. I disengaged the AP at minimums and left the A/T on several times and (maybe I'm wrong) but it seemed like the airplane started to throttle up when I was on A/T in the flare resulting in floating. (9576 feet gets really short really fast.) Really a struggle to get it down. I started turning them both off at the same time only because I didn't know what else to do...and things were going substantially better. I'm interested in why the SWA folks have to leave it on.

I can be wrong, but I think that's because the 737 only retards when both autopilots are connected and it's in flare mode; if "retard" doesn't engage, then the plane will just increase thrust to counteract the loss of speed caused by the flare, so disconnecting it before flare is the best action.

I can be wrong, but I think that's because the 737 only retards when both autopilots are connected and it's in flare mode; if "retard" doesn't engage, then the plane will just increase thrust to counteract the loss of speed caused by the flare, so disconnecting it before flare is the best action.

 

When I leave AT on with the AP off - I get Retard indications. However for an autoland, I'd say you're correct!

I disengage A/T at the same time as i disengage A/P. When i disingage those depends on weather. I´m used to fly manually to fl100 after takeoff and during landing i take over before IAF if there are enough visibility.

100 feet having received training in a 737 that is the procedure  

100 feet having received training in a 737 that is the procedure  

 

Depends on the operator.

 

The vast majority of US based operators (as I understand) have a policy of disconnecting AT when disconnecting AP.

My two cents...

 

I used the A/T extensively as it reduces pilot load. Depending on the approach and weather, I usually disconnect the A/P a mile or two prior to landing, particularly LOC only approaches. Once I'm down to 100 feet or less I disconnect the A/T. Fortunately, I have a Cougar Joy/Throttle HOTAS setup which is highly programmable. First of all, I have a joystick profile customized strictly for the PMDG 737. I have one of the sticks 4-way buttons programed as follows:

 

Disconnect A/T

Disconnect A/P

Silence A/P horn

Turnoff A/T warning light off. 

 

Note: PMDG has provided a nice feature inside the "Menu" system to assign button presses to these important functions. BY mapping buttons, I never have to take eyes off the runway as I disable each function separately during the approach as I chose. No searching the panel using the mouse to disengage one of these functions.

 

During takeoff I always use the TOGA button with the A/T "Armed" which sets the thrust to the proper level, assuming you have the FMC properly programmed.

 

Mike Ray, the United Airlines Captain who has written many books for simmers and real world pilots, and who lives in my area, recommends the A/T be used as much as possible.

 

However, to insure your hand's on skills are not completely diminished, you could disable the A/T and A/P once in a while to make sure you can still fly without automation.

 

Bill Clark

 

 

Disconnect A/T
Disconnect A/P
Silence A/P horn
Turnoff A/T warning light off. 

 

You should be able to just hit the A/T disconnect twice to silence the warning light. Same thing for the A/P and the light/horn.