Boeing teases the 797

The E170 autopilot generally "adjusts" whatever it needs to much better than the 'bus.

However, I'll take the bus any day over the 170.
 
Soul Brotha' said:
What he said. Sit back and monitor. When people claim they need to feel what the plane is doing in a crosswind I say "which way is the nose pointed? There's the crosswind." When people claim they need to know what the thrust levers are doing I say, "look at your engine gauges." Easy.
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Call me old fashioned but I'm a big fan of having as many feedback mechanisms as possible, both visual and tactile.
 
Cherokee_Cruiser said:
The crew of AF447 agreed with that sentiment. And Asiana 214.

In the short 10 yrs of 121 flying, the guys who have scared me were the the AP on at 200 feet going up and then AP off at 200 feet going down crowd.



The worst offending thing of course being their being so fixated on the FCP to do everything, even things that have to be done now but can't because they're dicking around with the FCP and got a wrong mode engaged which in trying to fix, puts them behind on another item which needs be done now. As that guy says, the MCP (FCP) doesn't understand the command NOW.

There's one guy in particular on gusty crosswinds who swears by the autopilot and will literally keep it on til the limitation of 80 feet AGL before clicking it off. It's ugly.
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I remember watching that video in my initial ground school at AE. I've flown with a lot of guys that always seem to be "on the wrong level" of automation for a given scenario. It drives me bonkers when I see someone trying to fly a visual approach using heading and vs mode. Click the dang thing off and make life easier on yourself. In the other direction it drives me crazy when the guy I fly with hardly ever uses our perfectly capable VNAV on complicated descend via STAR's. Despite being filmed in 1997 that AA video still is spot on IMO.
 
Cherokee_Cruiser said:
The crew of AF447 agreed with that sentiment. And Asiana 214.

In the short 10 yrs of 121 flying, the guys who have scared me were the the AP on at 200 feet going up and then AP off at 200 feet going down crowd.



The worst offending thing of course being their being so fixated on the FCP to do everything, even things that have to be done now but can't because they're dicking around with the FCP and got a wrong mode engaged which in trying to fix, puts them behind on another item which needs be done now. As that guy says, the MCP (FCP) doesn't understand the command NOW.

There's one guy in particular on gusty crosswinds who swears by the autopilot and will literally keep it on til the limitation of 80 feet AGL before clicking it off. It's ugly.
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I turn it on at 100'
 
?

Our limitations say min height to engage AP on takeoff with SRS is 100 ft AGL, with an asterisk note (*) "an internal FMGS logic prevents the AP from engaging during the first 5 seconds after liftoff"
 
Cherokee_Cruiser said:
?

Our limitations say min height to engage AP on takeoff with SRS is 100 ft AGL, with an asterisk note (*) "an internal FMGS logic prevents the AP from engaging during the first 5 seconds after liftoff"
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So the limitation is what?

Didn't you say something about 80' as well?
 
Nark said:
They must be. Ours are 160' for Cat I.
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Genuinely curious, and not to prove if anyone is smarter than another, is that how it reads in limitations?

Ours is 160 ft AGL if CAT1 is displayed on FMA. This is usually very rare. Something would have to be wrong almost. Like when you take off the AP, CATIII would then become CAT1 on the FMA. So our limitation says 160AGL to disconnect AP if the FMA was showing CAT 1.


If CATII or CATIII are displayed on the FMA, our limitations allow the AP on all the way to 80 ft AGL. Almost always, with most approaches and equipment functioning normal, the FMA will display CATII, CATIII Single, or CATIII Dual.

So for all practical purposes, as long as we're on an ILS, technically the AP can be kept on til 80 AGL.

It doesn't matter we're doing a CAT 1 approach, it's what's on the FMA that is the basis for our limitation.



The takeoff limitation thing for us is 100 ft AGL, but with a notation that the AP cannot be engaged in the the first 5 seconds after liftoff due to an internal FMGS thing. I've never thrown the AP on at 100 feet during takeoff, but I would imagine 5 seconds happens after 100AGL. Especially if the 5 seconds starts after weight on wheel signal shows plane is airborne. That's why I hinted that in reality, maybe the limitation really is 5 seconds.

Again, our limitations could be different. But that's how ours read.
 
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