hands on throttle at landing ?
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hands on throttle at landing ?
hi everyone.
the thread on 'hands on throttle at t/o' got me to pose this Q.
is it mandatory to have your hand on throttle for landing. i understand that for a go- around it would be so, but for a difficult ldg in gusty wind/ to prevent a bad ldg if i get both hands on the yoke for that crucial second --- is it a big no no ?
in my previous flying it was accepted but in the present company a colleague was ticked off for this.
the thread on 'hands on throttle at t/o' got me to pose this Q.
is it mandatory to have your hand on throttle for landing. i understand that for a go- around it would be so, but for a difficult ldg in gusty wind/ to prevent a bad ldg if i get both hands on the yoke for that crucial second --- is it a big no no ?
in my previous flying it was accepted but in the present company a colleague was ticked off for this.
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What are you going to use for the throttles if not your hands? Your legs?? Flying manually with autothrottle engaged is a big no no for the airlines I've worked for.
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Flying manually with autothrottle engaged is a big no no for the airlines I've worked for.
I would suggest however....one hand on the throttles, as you never know when a burst of thrust might be needed, on very short order...to save your bacon.
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Boeing doesn't like it, but pretty much everyone I've flown the 767/757 for, as well as the MD80, disconnects the autopilot long before disconnecting the autothrottle. That said, no one lands manually with the autothrottle engaged...and the only way I can easily disconnect it prior to landing is with my hand! 
Can't ever recall a case that required two hands on the yoke during landing.
Can't ever recall a case that required two hands on the yoke during landing.
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Thankfully have never stepped near the cockpit of one of them things...!
The ramp agent came in and said: Captain, here is the NOTOC of dangerous goods for you.
My fellow replied, oh I thought the whole aircraft is dangerous goods.
Everybody had a laugh.....
Gender Faculty Specialist
That said, no one lands manually with the autothrottle engaged
As to the first question I would suggest that if it isn't mandatory it is good airmanship.
Taking the OP's point about saving a landing by having both hands on the yoke, how about saving the landing with a go around? Can't do that without having a hand on the throttles. I know some of you might say that you can easily reach over and press the g/a button but try and find it on a dark, bumpy, ****ty night before you hit the ground after a late go around decision.
I would suggest that you keep one hand available to monitor thrust lever movement at any time your aircraft autopilot/autothrottle is out of steady cruise mode. If you make this an automatic and instinctive backup to any autopilot pitch or speed demand, you will have feedback and reassurance that you are getting what you want from the automatics.( not necessarily applicable to Airbus pilots, unfortunately) In any aircraft with active autothrottles, they provide an instant cue throughout the flight regime of aircraft reaction to autopilot input, gust response, turbulence and windshear. If you do not appreciate it already, you should learn what a fantastic feedback mechanism the autothrottle response is.
It is completely inappropriate , when landing in strong and gusty wind conditions, to keep both hands on the control wheel. The stick forces involved, even in limiting conditions, should only require one hand on the control column. The other should be on the throttles, monitoring what the speed control is doing, ready to override or correct if required. Even the best auto systems struggle if you transit a huge gust or big hole in the air on approach. A hand on the throttles might have prevented the Turkish 737 accident recently, by detecting the lack of engine spool up. You should always be expecting the throttles to move up, under your fingers, by 1000 AAL at the latest.
It is completely inappropriate , when landing in strong and gusty wind conditions, to keep both hands on the control wheel. The stick forces involved, even in limiting conditions, should only require one hand on the control column. The other should be on the throttles, monitoring what the speed control is doing, ready to override or correct if required. Even the best auto systems struggle if you transit a huge gust or big hole in the air on approach. A hand on the throttles might have prevented the Turkish 737 accident recently, by detecting the lack of engine spool up. You should always be expecting the throttles to move up, under your fingers, by 1000 AAL at the latest.
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In my gang it has been compulsary to have one hand on the thrustlevers from 2000 ft above the ground till touchdown since I started flying 30+ years ago. That is with or without autopilot.
Except for picking one's nose I can't remember anyone who didn't.
Except for picking one's nose I can't remember anyone who didn't.
Hands on throttles, by all means. I see A/P OFF, ATHR OFF" but with moving throttles and hands on them, I cannot see why the need to disconnect both, if you want to use autothrottles on approach. But, do keep an eye on the FMA for SPD annunciations.
In short, Hands on Throttles!
GF
In short, Hands on Throttles!
GF
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Any time the A/T is making radical changes to the thrust or any time the flaps are NOT up, my gamemasters would want you to have you guard the T/L for both manual and autothrust.
Reasons are as specified by the previous posts.
Reasons are as specified by the previous posts.
SOP on the 777 is for the A/T to remain on for the entire flight, including landig. The FBW system means the pitch changes asociated with power change (which is the reason it's better to be "All on or all off" on other Boeings) are taken care of.
That being said, hands on T/Ls during power changes and critical phases is a good technique as it gives tactile feedback of power changes. If the A/Ts DIDN'T go into retard in the flare, whilst you are eyes outside judging the landing, all sorts of mayhem could ensue.
That being said, hands on T/Ls during power changes and critical phases is a good technique as it gives tactile feedback of power changes. If the A/Ts DIDN'T go into retard in the flare, whilst you are eyes outside judging the landing, all sorts of mayhem could ensue.
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I remember that the additive to the Vref for wind/gust was 5 knots if the A/Thrust was on, and the usual half/all if manual thrust. I liked to use the A/T even when flying manually and never had any problem with it, especially if the winds were gusty. I watched many pilots try to use it and could not do so successfully, since they could not handle the pitch changes associated with changes in thrust, and when they flew, the airplane was constantly oscillating. Rather than sharpen up their skills, it was easier to ban the use of A/T when manually flying and bring the lowest common denominator down to their level.
Even in the "old" days automation was taking it's toll.
Even in the "old" days automation was taking it's toll.
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Rather than sharpen up their skills, it was easier to ban the use of A/T when manually flying and bring the lowest common denominator down to their level.