1) I too wondered about the increase in engine noise Fox niner mentions, but I put it down (in total ignorance of the AB system
) to the still engaged A/T responding to a need for thrust to maintain Vref+??. I was assuming that although the system is 'retard' minded that since No 2 T/L was thought to be still set to 'limit' to CLB N1 it might be speed sensitive?
This would, I thought, probably explain the attempt by No2 engine to maintain speed (.6 secs) after No 1 has been idled?
2) Apologies if I have missed it in the now 1100+ posts, but when A/T disconnects at T/L idle, I understand the engine would be accelerated to match the T/L position? If we have been flying an A/T approach, and the T/Ls do not actually 'move', what decides the actual position of the No2 T/L - in other words, where would No 2 T/L be set on this approach, and if it is indeed the CLB position, would the engine then accel to CLB limit N1 on disconnect?