Vagabondo

You are quite correct. Just to add some detail, an RNAV approach is a non-precision approach. The requirement for disconnecting the autopilot is an operating limitation, not a technical one. If you look at FCOM1, Limitations, Autopilot you will see there are FAA rules and JAA rules. JAA rules define a minimum use height for a non-precision approach of 158' AGL (curiously above ground level, not threshold/airport level!) and that the A/P must also be disconnected by 50' below the MDA. FAA rules simply state the AP must be disconnected by 50' AGL. Which rules to use depends on your aircraft registration. Most of the world operate to JAA rules. Apart from obviously the US, I know China is FAA. I expect all the Americas to be FAA and perhaps some parts of Africa?

Just to make that clearer. Initially when the engine runs down due to an engine failure or because you shut down the engine, the overhead panel DRIVE light will illuminate, thus activating the MC.

I don't know what charts you are using, but usually, where specific climb gradient is required for a departure or missed approach, you will find a table with the required rate of climb for given speeds. If your speed is different just do a rough interpolation and add a bit. If struggling to meet that gradient, use LVL CHG and reduce your speed until you do.

Initially when the engine runs down the DRIVE light will illuminate illuminating the MC. When you say CONFIRM this will clear this initial illumination even though this is not a direct indication of the an engine failure. Later, as the engine slows, the associated hydraulic EDP LOW PRESSURE light will illuminate the Mater Caution (MC) HYD and perhaps also the FLT CONT at some point. These are the additional warnings that CONFIRM will not clear as CONFIRM is intended only for the initial MC activation, hence the additional phrase RESET MASTER CAUTION. This will be relevant for Engine Failure and Engine Fire associated non-normals. Other failures don't have later knock on MC activations. The EEC one however does, because after the MC is initially cleared, it will reactivate as the PM switches the other engine to ALT. So, for EEC, even though it isn't mentioned in the manual, the same logic should apply.

Well you learn something everyday. Thanks. How do you filter them?

There isn't a way to filter in real life. All the airports in the FMC database are displayed if within range.

It isn't followed like that because in real life, the aim is not to level off at the platform altitude which the FCTM/QRH procedures assume. In reality, one would try to achieve a constant descent, altering the rate of descent as required to decelerate for flap extension. Normally, this would mean intercepting with Flap 5 at about 160-170 kts around 8 miles. But if intercepting the localiser much beyond 12 miles, one would probably keep the flaps retracted. The benefit of intercepting with flap is that the NG does not otherwise like to slow down. So descending on the glideslope in a clean configuration could actually lead to acceleration. The complication is that flaps should not be used as speedbrakes. So better to use the actual speedbrake to at least maintain the current speed, or landing gear to decelerate. One should try to select flap 1 at about clean speed+10kts with the aim of continuing the deceleration for the next flap extension. On that basis, height and distance are monitored. Normally, I might ask for gear and F15 at around 1500-2000 RA to be configured with F30 and stable at around 1000', if not a bit lower. If the conditions are more challenging then possibly around 2500 RA to ensure stable by 1000'.

Just as a point of info for yours or other readers benefit, alternatively, just press the ALT INTV button on the MCP after setting a lower altitude. This is the same as the FMC, DES NOW feature.

Make sure you're in VNAV PATH at the top of descent. Once high it might trip into VNAV SPD which, in all probability, will make you even higher. You should also crosscheck your height vs your distance to go in the PROG page. Very roughly speaking, if your height/1000*3 is 10 less than your distance to go when above 10,000' you're good (by height I mean altitude less landing elevation). If doing the sums is too much like hard work, press the MTRS button on the EFIS Control Panel, this will display your altitude in meters, this is handy because if you divide the meters by 100 you have the magic 3º gradient distance to sea level. Again this should be roughly 10 less than the distance to go with a correction for landing elevation. For distance to go estimation below 10,000. First use the PROG page, if given vectors, use LVL CHG and use VOR or ILS DME (or the FIX page if no navaids) as a straight line distance and estimate additional miles to a sensible point on final using the radar range scale. When downwind or straight in, use the DME or FIX page. When using a VOR/DME for distance take account of where the beacon is located, you may need to add or take a mile or two depending on its position relative to the landing threshold. A base turn takes 3 to 5 miles. In a clean configuration at 250 kts bank on about 5nms need to slow. Once below clean speed with some flaps the height/1000*3 or MTRS should be <= miles to go. You're pretty safe then. These height vs distance crosschecks can be done at 20,000, 10,000, 5,000, 4,000, 3,000 then as continuously as you can manage it. If you are high on a cross check deal with it then, it is much easier to correct further out. If above approximately 17,000 and you need to slow to 250 at 10,000, instead of using the speedbrake, try using level change and increasing your speed to 320 knots or more. Try to stay withing 5000 fpm rate of descent. At about 700' below the descent profile, reengage VNAV PATH and it will pitch up and decelerate back to FMC descent speed and get back on profile. You distance to go needs to be wind corrected too. Add or subtract 1 nm for each 10 knots of head/tail wind. I'm sure I've not made some points as clear as perhaps they could be, just ask more questions if so.

Start by selecting the RNAV approach in DEP/ARR page of the FMC. Your choice of of approach method is either LNAV/VNAV or IAN. As Simba says, these are described in the FCTM Apprach Chapter, under Non-ILS Approaches. But also look at FCOM1 Normal Amplified Procedures for IAN and VNAV Instrument Approached. Also FCOM1 Supplementary Procedures, RNAV AR instrument approaches.

First of all, to avoid the landing config warning, the sequence is gear down, then flap 15. When to extend flap, drop gear, F15 and finally configure for landing is where real life ops depart from the Boeing manual. Airline pilots will try to avoid level offs, so we may capture the GS from above or below., but either way we are preferably descending, so the trigger of movement of the G/S cue is not really relevant. ATC may ask for 160 kts to 4 or 5 miles, you don't want all that drag hanging out necessarily, perhaps you are flying 3.5º G/S so you want drag earlier. Perhaps you are catching up the aircraft in front and need to maintain separation. If you find yourself very high on the profile, drop the gear, perhaps with no flaps to maintain a steep descent gradient. It really does depend on the situation. On a regular day, I'll probably drop the gear between 2000' and 1500'. Reference the maneuvers section of the QRH for ILS, VNAV and IAN approaches. The FCOM1 Amplified and Supplementary Procedures cover the detail.

Also, the identical wording used in the AFM is in FCOM1, Limitations.

This is very true, but unless you are doing a non-precision CDA approach, this is not the way to use VS. Use of VS should be limited to the applicable FCOM1 Supplementary Procedure in section 4. If you operate the aircraft outside of the required procedures (not just V/S), then it certainly has the potential to be lethal. I have to admit I haven't tried this in NGX, but VS should be inhibited after leveling off in VS with the MCP altitude unchanged, but this can happen with ALT ACQ but only if you change the MCP altitude. However, your point is valid, because this feature of VS, where setting a higher altitude in the MCP and then commanding an FPM descent is required for non-precision approaches using VS. Reference the FCOM1 Supplementary Procedure, the procedure was even a Normal Procedure until recently, but has not been relegated to a Supplementary. We don't do that

As often happens, we've move from the original question which was answered I think you have are responding to an old version of that post. I the subscription email doesn't send updates? Sorry for the confusion. Anyway, funnily enough I am an NG pilot, hence my apparent conservative views. Your point about the wording of the FCOM is valid, but I choose not to let it affect the natural interpretation of the limitation. As I pointed out, the FCOM1 limitation only says the "use" is prohibited with AP. Boeing are very careful how they word things. If they said "applying", "changing" or "adjusting" I might agree with your interpretation - as I said, the way I see it, if aileron trim is not zero, it is being 'used'. Coupled with the FCOM2 and FCTM, it is pretty clear it can present problem and is not to be used during normal operations and only for specific roll control cases of non-normal operations - it isn't specific, but probably asymmetric flap/slat, engine separation, etc would cause such difficulties. Circumstantially, I have never used it, I have never seen it used and never heard of it being used. I think we'll have to agree to disagree.

The operation of aileron trim is fundamentally different to stab trim! Good point about the AP trip off...would the AP trip off or would it eventually go into CWS R? I suspect the latter. Just an edit to say I that I tried this in NGX and got a result I cant seem to replicate. What I expected is that the AP would revert to CWS R, it doesn't. In fact nothing happens. When you disconnect after applying aileron trim you just an undesirable out of trim condition. If setting the trim before AP it seems to work fine. Which concurs with the FCOM system description. I will ask around. Not really. Have a look at the FCTM. Aileron trim's only recommended use is with the alternate rudder trim technique. In other words rudder trim is the primary roll trim method, but if you have serious roll control problems, aileron trim maybe required too.

Mosty wot he said above ALT INT refers to a VNAV descent. VNAV is generally the planned or intended descent profile. You would use ALT INT if instructed to "DESCEND NOW" and before the T/D. You might also use ALT INT when level off to satisfy a VNAV at or below constraint takes you below the nominal 3º descent profile. In that case VNAV would prefer to level off to the next T/D point. However, ATC might want you to continue the descent, so just press ALT INT when past the constraint. LVL CHG and VS are generally tactical modes. If vectored, it is generally best to use LVL CHG in preference to NVAV. However, you may be way below the profile in which case VS and something like -1000 FPM works a treat, this is to keep the descent going and re-capture the profile. I even use -500 FPM when decelerating and configuring to capture the G/S or G/P from below. Indeed. This is also useful if high on the profile too. This can be accomplished with VNAV SPD too, but I prefer LVL CHG as it is a more direct mode of automation. VNAV SPD can be entered easily by using the SPD INT button, but the you have automatically entered VNAV SPD due to being too fast on VNAV PTH, then it will revert back to VNAV PATH when back on profile and you end up with thrust and speedbrake! VS isn't lethal. It will fly to the MCP altitude and enter ALT ACQ and ALT HOLD to level off. If too slow or too fast, with normal AT/AP conditions, VS will revert to LVL CHG. It isn't lethal, it is a lower mode of automation and requires a certain level of situational awareness, is all.

That is a very optimistic interpretation if I may say so I don't have a direct line to Boeing to be sure so you maybe correct, but I would be very very surprised. All I know is that it the AFM and FCOM says the "use of aileron trim with the AP engaged is prohibited." I would define "use" as any aileron trim applied and that therefore the sequence of events is not relevant. The FCOM also describes the negative effects of the aileron trim and AP combination regardless of what happened first. My interpretation is that the AP was clearly not designed to be used with any aileron trim. The FCTM only talks about aileron trim in relation to the alternate rudder trim technique with the AP disengaged. Typical Boeing, in that it isn't completely clear what the context is, but to me it is clear the section is talking about controlability with the AP disengaged (i.e. final approach).

Just for info, if you want to keep it real, it is a limitation that AP must not be used with aileron trim. However, you are correct in that it does not stop the AP being engaged, just that you shouldn't

You got it about right. The aircraft must be in trim, with no force being applied to the joystick (you don't have to let go of it) and with zero aileron trim. You don't have to be in level flight, you can climb and turn. The most reliable methods is with wing more or less level, centered on the flight directors and correctly trimmed so that you don't need to push or pull the joystick.

Checkout post #9

They do regular additional sim work to keep their manual skills up to scratch too. My airline actively encourages manual flying in good conditions, they even go as far as to say, it is our responsibility to keep our skills sharp. That I like

Rather than airline specific, it is generally a type specific SOP. As mentioned, if you increase or decrease thrust on a real 737 without controlling the pitch, it will pitch up or down significantly. This effect is so great, that it can be impossible to recover from a steep nose up situation with high thrust. Obviously then, not managing the thrust levers yourself has the potential to throw you a curveball. NGX does not replicate this dynamic, but if you want to keep it real... However, in a 777, because it is fly by wire and auto correcting, there is no need to disconnect the AT regardless of the phase of flight and AP status. One large airline, for example, the AT remains on from T/O to rollout. The AP from 50' to minimums.

Press the MTRS button, that tells you your miles to go on a 3 degree descent path to sea level

Just keep the AP in. When ready to disconnect, disconnect the AT first, because then you will get the thrust levers in the position that produces the right amount of thrust for the configuration and the approach. Then disconnect the AP. If you want to disconnect earlier, then better to disconnect both in the same sequence. To make hand flying a doddle, you just need some approximate pitch and power settings so you can adequately estimate a good N1% starting figure and a reasonable pitch attitude for your configuration, then small adjustments. The basic information is in the Performance Inflight, Unreliable Airspeed section of the QRH. Alternatively, fly the HUD, it gives really precise and intuitive speed, energy and flight path indications that make hand flying an absolute hoot and doddle.

That is quite correct. However, in my defence and in the cold light of day, recommended practice is effectively standard practice unless there is a good enough reason to do different - pretty much the same for mandatory practice really