Your airline policy on flying with A/T off
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We have 4 levels of automation.
Level one is hand flown / raw data/a-thr off.
Level two is handflown / a-thr / FD
level three is A/p / A-Thr / basic modes.
Level four is LNAV/VNAV/AP/ATHR
Pilots must be aware that consistent use and reliance on automation levels 3 and 4 throughout the flight regime will degrade basic flying skills. Therefore, pilots must continue to maintain proficiency by using all levels of automation on a regular basis, keeping in view the following:
§ Workload
§ Weather conditions
§ Fatigue factor
§ Traffic
§ Experience level of Flight Crew
§ In accordance with company policy and procedure.
Level one is hand flown / raw data/a-thr off.
Level two is handflown / a-thr / FD
level three is A/p / A-Thr / basic modes.
Level four is LNAV/VNAV/AP/ATHR
Pilots must be aware that consistent use and reliance on automation levels 3 and 4 throughout the flight regime will degrade basic flying skills. Therefore, pilots must continue to maintain proficiency by using all levels of automation on a regular basis, keeping in view the following:
§ Workload
§ Weather conditions
§ Fatigue factor
§ Traffic
§ Experience level of Flight Crew
§ In accordance with company policy and procedure.
European large charter carrier: up to the pilot, manual thrust encouraged to at least be trained
European small charter carrier: auto thrust is standard, manual only by captains approval.
China: disconnect it ever and make everyone freak out. Except maybe the most seasoned check airmen.
European small charter carrier: auto thrust is standard, manual only by captains approval.
China: disconnect it ever and make everyone freak out. Except maybe the most seasoned check airmen.
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Our airline (US based large) encourages hand flying in an appropriate environment. Clear day, not a lot of traffic, smaller airport, turn everything off including FD. I encourage the line pilots I fly with to hand fly. By the third of fourth flight in the course of line training and landings are progressing well, I have the trainee fly the approach and land using manual thrust. Most certainly by the end of line training he or she will have accomplished several manual thrust landings.
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Interesting, keep the replies coming.
Just felt by flying with A/T off, you are more "one" with the aircraft, airlines should encourage it more given all the talks about maintaining flying proficiency
Just felt by flying with A/T off, you are more "one" with the aircraft, airlines should encourage it more given all the talks about maintaining flying proficiency
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On the Boeing: no restriction on AP off in reasonable circumstances, AT always off with AP off. Some raw data on the line, again, when reasonable.
Business jets: manual thrust on the types we operate.
I brief the manual veto, do others do so?
Business jets: manual thrust on the types we operate.
I brief the manual veto, do others do so?
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Pilot must have the ability to fly approaches with manual thrust and no FD. It is to develop a scan pattern with hands doing the required changes to thrust or flight path. In Airbus this training is imparted in Jet orientation or Entry Level Traning as Airbus calls it.Some rapidly expending airlines may not encourage it on line but they should allow it at least selectively with experienced crew. Otherwise the skill will degrade and a simple visual approach even with auto throttle can end up in a disaster like SFO.
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Every approach at Lufthansa is flown and landed with manual thrust (Airbus) or Manual throttle (Boeing).
Raw data is up to pilot's discretion. Of course common sense about environmental conditions is applied for Raw Data / no flight director.
Except in CAT2/3 autoland, a landing with ATHR is not permitted.
The rule of *Manual flight - manual thrust* was introduced after hard landings on A340 fleet in the 90s I think.
Raw data is up to pilot's discretion. Of course common sense about environmental conditions is applied for Raw Data / no flight director.
Except in CAT2/3 autoland, a landing with ATHR is not permitted.
The rule of *Manual flight - manual thrust* was introduced after hard landings on A340 fleet in the 90s I think.
Several years ago, we were having some issues getting the FADEC and the A/T to play nice together. I told the flight test pilot everything worked fine but the A/T, just use manual throttle.
He rather pointedly told me he wasn't going to accept the airplane without a functional A/T, so fix it then get back to him....
He rather pointedly told me he wasn't going to accept the airplane without a functional A/T, so fix it then get back to him....
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Though recommended to use AT during TO/CLM on our fleet I prefer this recommendation to be revised so crew learn to use thrust in favour of controlling it with V/S during climb stages, why set a rate and let AT do it for you when hand flying, sort of beats the purpose of hand flying imho...
Previous outfits: all on or all off, except as aiding in the setting of takeoff power initially.
Previous outfits: all on or all off, except as aiding in the setting of takeoff power initially.
but they should allow it at least selectively with experienced crew
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Below is a link of an article regarding mixed mode flying:
http://aviationsafetyconsultant.com/.../MixedMode.pdf
On the Bus mixed mode flying does not present the issues a non FBW aircraft can, however I still avoid mixed mode flying - personal preference. Our younger pilots seem to fly mixed mode regularly which is a preference as well.
http://aviationsafetyconsultant.com/.../MixedMode.pdf
On the Bus mixed mode flying does not present the issues a non FBW aircraft can, however I still avoid mixed mode flying - personal preference. Our younger pilots seem to fly mixed mode regularly which is a preference as well.
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My thought exactly. You might be as stunned as I was when I tell you what I was told by one Captain, when I had just over 100 hours at the airline. When I announced that the autopilot's coming off, he made me keep it on. On a clear and calm day, at FAF attitude, on base. Moderately busy traffic. "You don't have enough time in the airplane yet". To do 90 degrees of turning in level flight.