Yep - one press do it, and a second time to tell the automation that it was intentional.

I've been an NGX-only simmer since it was released.  Lately, I've gotten into the habit of killing both AP and AT when I have the runway in sight.  It it's IFR using ILS, I wait until minima to disengage.  Manual flying is definitely more enjoyable at that state of the flight.

I'm curious if Boeing's official guidance for the MD-11 has changed. I know that SOP on all of the 7x7s is to disconnect the AT at the same time as AP disengagement to keep the pilot "in the loop" of what the airplane is doing. The MD has a different system, but the same logic would seem to apply there as well.

Ibabrer,

 

I've never see about what Boeings SOP is on 7x7s, could you provide a link?

 

It appears throughout this thread some are making the claim a number of carriers have their own policies.

 

Bill Clark

 

 

It appears throughout this thread some are making the claim a number of carriers have their own policies.

 

...as is the case with all of aviation.

 

It generally follows this general outline:

 

FAA - tells you what you can and cannot do

Manufacturer - tells you what you can and cannot do, but provides recommendations

Airline/Operator - tells you what you can and cannot do, as an airline policy (which means other operators may or may not do this)

 

This discussion is speaking on multiple levels:

Boeing offers a recommendation of AT should be off when the AP is off.

Operators may choose to follow this, or ignore it.

 

The problem is, most people aren't specifying the level at which they are speaking, or they don't realize that operators often have their own procedures.

scandinavian13, on 02 May 2013 - 6:18 PM, said:

Boeing offers a recommendation of AT should be off when the AP is off.

Except in the B-777, Boeing 777 FCTM says:

"Autothrottle use is recommended during all phases of flight. When in manual

flight, autothrottle use is also recommended, however manual thrust control may

be used to maintain pilot proficiency."

I usually turn off both A/P and A/T at 1000ft when the aircraft is perfectly trimmed by the autopilot on the glideslope.

Normally in Hapag Llyod you select A/T together with A/P off. Your callout is "Manual Flight" and Manual Throttle".

If it is an ILS app then AP and AT when I have the runway in sight, if visual app AP first then at minimum the AT

There are many variations between companies on many thing´s. Some airliners prefer to disengage AT and AP at the same time and others allow to use AT during landing while pilot are flying manually. So it is your choice which way you want to do it, either way it is not wrong way to do it.

Remember - whenever you want to fly manual: "click -click ... click-click"

 

I think most will know where this "philosophy" comes from

See this video regarding levels of automation, including auto-throttle/auto-pilot usage.

 

http://forum.avsim.net/topic/403742-fmc-vnav-set-altitude-for-waypoint/?p=2654923

Except in the B-777, Boeing 777 FCTM says:

"Autothrottle use is recommended during all phases of flight. When in manual

flight, autothrottle use is also recommended, however manual thrust control may

be used to maintain pilot proficiency."

 

In the 777 yes, that's how it's designed.

 

But the OP was talking about the 737, and in the 737 the autothrust must be off when the autopilot is off. It's in the manuals.

 

I turn the autothrust off first, just prior to the glideslope and match the thrust lever position on my joystick with the handy band PMDG provided.

 

Then it's autopilot off at about 1000 feet.

No matter if it is ILS or non-precision, on my LevelD, PMDG and Maddog add-ons, at about 500ft AFL, I look at N1/EPR, and make notice, disengage the AT, I use throttle to get on what N1/EPR my engines were with AT on, and at 300-200AFL I disconnect AP
This way, I avoid - to some extent - 'chasing' Vref+5

On MD11X and Maddog landing with A/T only on it works [for me].

 

Edited May 4, 201313 yr by SLKVP

I hand fly as much as possible, so I disconnect A/T at the same time as A/P. I usually do this between 5-10,000' MSL. For me, I couldn't do this without something like FS2Crew though to be able to change my radios/MCP/FD modes.

 

Real world procedure depends not just on type, but also operator as others have alluded to. Some say the A/T can never be on when A/P is not on (except TO/GA for initial takeoff run), others to disconnect before some altitude and some even leave it on all the way to the runway. I know Southwest has a reputation as wanting to be a group of true pilots' pilots, so they strongly encourage manual flight with their SOPs.