I fly both the 757 and 767-2/3 aircraft.
Just to play devils advocate, teropa would stand a much better chance of pulling it off than say a person with no idea of aircraft period.
All s/he is saying is that if everything goes well s/he could program the automatics to land the aircraft. Yes of course s/he could.
What we pilots all know, is that you have to intervene on every flight to correct a situation that if left will escalate to such a degree that it could cause an accident/ incident. We all know that there are limits to what the automatics can do and what the pitfalls are.
A computer game will only give you what the manufactures tell you it’s designed to do, not what actually happens. The reversion to Vnav spd during initial descent on 757 aircraft is a classic example. The fact that the aircraft has a tendency to arrive at the FAF hot’n’high is another prime example of the shortcomings of the automatics.
As an aside all 33+ a/c in the company that pays me, has speed tape enabled and we use vertical speed mode for decent while being vectored to the ILS. This allows us to MANUALLY achieve a constant descent profile with low drag to reduce noise and fuel burn.
The odds that everything goes teropa’s way are frankly not good. When we started to recruit low time S/O’s we found that their system knowledge was almost peerless, BUT below 1000’ agl things that a more experienced pilot would see and correct at an early stage were left and resulted in “incidents”. Only a lot more training and experience solved the problem.
Teropa, the flap load relief will retract the flaps at 162kts on the 767-200 and 757-200. Keep the speed back to Vref 30+5kts and the auto throttle will allegedly compensate for gusts. You can safely use the approach page to get your Vref speed because you will be a bit lighter than advertised for the approach. We use as a rule of thumb, 1 kt/1000kg for the 757 and 1 kt/1500kg for the 767’s
Enjoy your flying.
