The OP is back. Thanks to everyone for their inputs. Even Rainboe is now giving me 'food for thought'
First of all, my 'mountains from molehills' comment may have been misconstrued? It shouldn't be intended to imply that I and a few others have decided that our SOPs and OMs are all incorrect, that the training department don't have a clue and that the FCTM is open to general interpretation. That would never be the case, and anyone who operated this way is simply a danger.
As you probably have guessed, I sit on the right. I am ever the 'politician.' SOPs, FCIs and our OPs manual are my 'daily bread.' It's the way I am paid to operate and the way I choose to operate. I wouldn't ever consider myself an 'add a bit extra for Mum' kind of pilot. I like to fly my 'profiles' as accurately and as 'to the book' as possible. It raises less eyebrows, but above all it is simply good airmanship.
The 'adding 5kts to the bug' suggestion/query (during the acceleration segment of departure) had risen from a number of scenarios that I and others have found themselves. 9 times out of 10, simply 'bugging the up speed,' as per SOP, allows the AFS to perform as intended. The speed is held accurately, you get the aircraft to clean configuration, the noise abatement profile has ended, you accelerate to a particular speed - end of.
For every departure profile, I would be more than happy to fly this way. However some departure profiles will not allow you to, but more of that later. Focusing upon the 'adding 5kts or so on for gusty conditions' comment, I fully accept and take onboard what
Mshamba states, which I believe can be found in my FCM Vol II.
"The autothrottle system also aids in windshear recovery by providing quick response to any increase or decrease in speed. The commanded levels of power may be beyond what the average pilot considers necessary but, in fact, are required by the situation."
I also understand and accept what
BOAC suggests:-
The situation CK is asking about involves 'prolonged' flight at bug up (with manoeuvre) where the 737 A/T (commonly) does not control the speed well at bug up. As despegue says, the Classic is known for poor speed control and the NG certainly has its moments.
So day to day, you do as SOPs says. 'Bug and fly the UP speed' for the acceleration segment of the NADP. The A/T has an 'off' day; it does not react as well as you'd hope. You get a ticking off. You are aware of why it happened, what you should have done, what you would have done (automatics or no automatics), but it isn't SOP. Yes, its good airmanship not to have got yourself into that scenario and it's sensible to know the 'redundancy features', if you like, of the aircraft's automation - but what's the answer? What do you say to the LTC on a linecheck who then brings you up on an SOP point, without looking like, as
Rainboe believes to be a person who 'apparently have a better idea of how the NG should be flown.'
Back to certain departure profiles. Here's one where I have found myself querying the issue at hand. Girona (LEGE/GRO) 'GEANT 1H' SID from RWY 20. Dept says ahead for 7nm on a radial from the Girona VOR then right turn of about 150-160 degrees to intercept a radial from another VOR. MAX SPEED in turn = 210kts. Now I know MAX Speed doesn't mean you must fly this speed - just don't exceed it. If you do, you won't maintain the desired radius of turn. We are reasonably heavy, I am PF and I suggest using Flap 1 and Flap 1 speed until the turn is complete. 'You won’t need it - just bug up, it's SOP anyway and it will be ok.' I do so. 'UP' speed is around the 210kt mark. Guess what happens. 'You are below the 'UP' speed.' Captain increases the speed on the MCP panel. I am left staggered and don't question in the belief that I would appear that I live by the 'I know better' attitude. Maybe the guy was tired and wasn't really listening to or considering what I briefed on the ground. He's very senior, I leave it at that.
I am going off track again, as this scenario brings up a number of other issues which we all have our opinions on. It has however led me to think more about what is going on with the aircraft, and while it may have been down to a simple error or judgement (without deriding the Captain’s original decision), it has led me to consider what I originally queried.