Minimum speed reversion is not available when the A/T is OFF and the

AFDS is in ALT HOLD or after G/S capture.

Auto throttle-at-normal-and-non-normal-operations

The AutoThrottle (A/T) is part of the Automatic Flight System (AFS)

comprising the Autopilot Flight Director System (AFDS) and the Auto-
throttle (A/T).  The A/T can provide automatic thrust control through all
phases of ight. 

LEFT:  Mode Control Panel (MCP) showing A/T on/o solenoid switch and
speed window.  The MCP shown is the Pro model manufactured by CP
Flight in Italy (click image to enlarge).

The A/T functionality is designed to operate in unison with the Autopilot (A/
P), Nevertheless, a ight crew will not always adhere to this use, some
crews preferring to y manually or partially select either the A/P or A/T.

A search on aviation forums will uncover a plethora of comments

concerning the use of the A/T which, combined with A/P use and non-
normal procedures (conditions), can be easily be misconstrued.  An
interesting discussion can be read here.

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 This post will examine, in addition to normal A/T operation, some of the
non-normal conditions  and there advantages and possible drawbacks. 
Single engine operation will not be addressed as this is a separate subject.

For those interested in revising the AFDS system in detail, I recommend

perusing the Boeing B737 Automatic Systems Review.

When to Engage / Disengage the Autothrottle (A/T)

The A/T is engaged whenever the A/T toggle is armed and the speed
annunciator is illuminated on the Mode Control Panel (MCP).  Either of
these two functions can be selected together or singularly.  Likewise,
during the takeo roll the A/T can be engaged (usually after reaching 80
knots ground speed) by pressing the TO/GA buttons located under the
thrust lever handles.  This will engage the A/T in the TO/GA command
mode.  The main reason that TO/GA command mode is engaged to
control the A/T during takeo and climb is that it simpli es thrust
procedures during a busy segment of the ight.

Once engaged, the TO/GA command mode will control all thrust outputs
to the engines until the mode is exited, either at the designated altitude set
on the MCP, or by activating another automaton mode such as Level
Change (LVL CHG).  When TO/GA is engaged, the Flight Mode
Annunciator (FMA) will announce TO/GA providing a visual cue.

ABOVE:  FMA Captain-side PFD showing TO/GA annunciated during

takeo roll.

A question commonly asked is: ‘When is the A/T disengaged and in what
circumstances?’  Seemingly, like many aspects of ying the Boeing
aircraft, there are several answers depending on who you speak to.

Ultimately, A/T use is at the discretion of the pilot ying, however, airline
company policy often dictates when the crew can engage and disengage
the A/T.  The Flight Crew Training Manual (FCTM) states:

‘A/T use is recommended during takeo and climb in either automatic or

manual ight, and during all other phases of ight’. 

In the FCTM, Boeing recommends the A/T is only used when the A/P is
engaged (the A/T and A/P are coupled).

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 In general, a ight crew should disengage the A/T system at the same time
as the A/P.  This enables complete manual input to the ight controls and
follows the method recommended by Boeing.

My preference during a non-precision approach is to disconnect the A/T

and A/P no later than between 1500 and 1000 feet, or for precision
approaches at whatever height is stipulated on the approach chart.  It is
not uncommon that a ight crew will manually y an aircraft from 10,000
feet to landing using the ILS, VNAV and LNAV cues for guidance and
situational awareness.  Many pilots enjoy hand- ying the aircraft during the
approach phase.

When hand ying the aircraft with the A/T not engaged, it is very important
to monitor the airspeed.  This is especially so when during the nal
approach as thrust can easily decay to a speed very close to stall speed. 

The Auto-throttle is Designed to be used in Unison with the Autopilot

The A/T is a sophisticated automated system that will continually update

thrust based on minor pitch and attitude changes, and operates
exceptionally well when coupled with the A/P.  But, when the A/P is
disengaged and the A/T retained, its reliability can be questionable.

Some crews believe that if a landing is carried out with the A/P o and the
A/T engaged, and a fall in airspeed occurs, such as during the are, then
the A/T will engage to apply thrust causing the potential for a tail strike. 
Likewise, if during the approach there are excessive wind gusts, pitch
coupling (discussed below) may occur.

The advantages of using the A/T and A/P together are:

•    Speed is stabilized

•    Speed oor protection is maintained

•    Task loading is reduced

•   Flight crews can concentrate on visual manoeuvring and not have to be
overly concerned with wind additives

The disadvantages of using the A/T without the A/P engaged are:

•    Additional crew workload and possible loss of situational awareness

•    Potential excessive and unexpected throttle movement caused by pith

and attitude changes

•      Potential excessive airspeed when landing in windy conditions with

gusts

•    The potential for pitch coupling to occur (discussed below)

•    A loss of thrust awareness (out of the loop)

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Boeing 737 Design

The design of the Boeing 737 is prone to pitch coupling because of its
under wing mounted engines.  This causes the thrust vector to pitch up
with increasing thrust, and pitch down with a reduction in thrust.

LEFT:  B737 NG style thrust levers.

The A/T is designed to operate in conjunction with the A/P, to produce a

consistent aircraft pitch under normal ight conditions.  If the A/P is
disengaged but the A/T remains engaged, pitch coupling may develop.

Pitch Coupling

Pitch coupling is when the A/T system actively attempts to maintain thrust
based on the pitch/attitude of the aircraft. It occurs when the A/P is not
engaged and manual inputs (pitch and roll) are used to control the aircraft. 

If the pitch inputs are excessive, the A/T will advance or retard thrust in an
attempt to maintain the selected MCP speed.    This coupling of pitch to
thrust can be potentially hazardous when manually ying an approach, and
more so in windy conditions.

Scenario - pitch coupling

For example, imagine you are in level ight with A/T on, A/P o , and a brief
wind change causes a reduction in airspeed. The A/T will slightly advance
the throttles to maintain commanded speed. This in turn will cause the
aircraft to pitch slightly upwards, triggering the A/T to respond to the
subsequent speed loss by increasing thrust, resulting in further upward
pitch. The pilot will then correct this by pushing forward on the control
column decreasing pitch. As airspeed increases, the A/T will decrease
thrust causing the aircraft to decrease more in pitch.

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 The outcome is that a coupling between pitch and thrust will occur
causing a roll-a-coaster type ride as the aircraft increases and then
decreases pitch, based on pilot input and A/T thrust control.

Non-Normal Operations of the Auto-throttle (speed button not engaged)

The primary function that the A/T ARM mode is to provide minimum speed
protection.  A crew can ARM the throttle but not have it linked to a speed. 
To con gure the A/T in ARM mode, the solenoid A/T toggle is set to ARM,
but the SPEED button located on the MCP is not selected (the annunciator
is not illuminated).

LEFT:  A/T ARM solenoid, N1 and speed button.  The N1 and speed button
illuminate when either is in active mode.  In the image, the A/T is armed;
however, the speed option not selected allowing thrust to be controlled
manually.

Scenario - speed button not engaged during TO/GA

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 To facilitate a TO/GA, some ight crews arm the A/T but do not engage the
speed option (speed button on MCP).  This allows a TO/GA to be
accomplished more expediently and with less workload during a non-
precision approach (the pilot ying only has to push the TO/GA button and
the A/T will automatically become operational). 

If a Go-Around is not necessitated during the approach, the A/T solenoid

switch is disengaged prior to landing, either by manually 'throwing' the
toggle or pressing the A/T buttons located on the thrust levers.  Although
favoured by some ight crews, this practice is not authorized by all
airlines, with some company policies expressly forbidding the ARM A/T
technique.

The recommendation by Boeing in the B737 Flight Crew Training Manual

(FCTM) states:

  ‘The A/T ARM mode is not normally recommended because its function
can be confusing. The primary feature the A/T ARM mode provides is
minimum speed protection in the event the airplane slows to minimum
manoeuvring speed. Other features normally associated with the A/T, such
as gust protection, are not provided’.  (When the A/T is armed and the
speed button option not selected).

A/T Speed Protection and Vref in Windy, Gusty and Turbulent Conditions

When using the A/T during an approach in windy conditions, to provide

su cient wind and gust protection, the command speed should be set to
Vref +5 knots.  Variances above or below command speed will cause the
A/T to either increase speed (if command speed falls) or conversely
decrease speed.  The Vref +5 knots will provide a safety bu er to protect
against these variances.   During turbulence, the A/T will maintain a thrust
that is higher than necessary (an average) to maintain command speed
(Vref).

If the A/T is disengaged or the speed option not engaged, minimum speed
protection will be lost.

Refer to ‘Crosswind Landings Part 2’ for additional information on Vref.

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Manual Override - Engaging the Clutch Assembly

Occasionally, for any number of reasons, the ight crew may need to
override the A/T automation. 

LEFT:  A/T disengage button on throttle thrust lever.  This is an OEM

throttle from a B737-300 series.  The button is identical to that used in the
NG with the exception that the handles are white and not grey. 
Depressing this button will disengage the A/T and disconnect the A/T
solenoid switch on the MCP.

The Boeing A/T is tted with a clutch assembly that allows the ight crew
to either advance or retard the thrust levers whilst the A/T is engaged. 
Moving the thrust levers during automation will engage the clutch allowing
the thrust to be controlled manually.

Whilst this style of ying is usually not recommended, the clutch is there to
allow the A/T to be manually overridden, such as in an emergency or for
immediate thrust control.

Most ight crews, will not use this override facility, preferring to dial into
the speed window of the MCP an altered speed.

Currently ProSim737 does not support manual A/T override.

Simulation Nuances

This discussion relates to the ight dynamics of a real aircraft. Whether

these traits present in a simulation depends on how well the ight controls
are calibrated, the nesse of the avionics package used, and the accuracy
of the aircraft ight model.

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 For example, depending on which avionics suite is used, the A/T may not
maintain the speed selected in the MCP.  This is especially prevalent
during extended turns such as during a procedure turn in windy
conditions.  To counter against incorrect airspeed you must either, change
the speed in the MCP speed window, disengage the A/T and manually
alter thrust,  or press the speed annunciator on the MCP.  Pressing the
speed annunciator will cause the throttle automation to be turned o ;
however, the A/T remains in the arm mode.

The last option is a good way to overcome this shortfall of not having
manual override.  By disconnecting the speed option, the thrust levers can
be jiggled forward or aft to adjust the airspeed.  When the turn has been
completed with manual input to maintain the correct airspeed, the
automation (A/T) can be engaged again by depressing the speed
annunciation button.

It is important if the A/T is not engaged, or is in the ARM only mode, that
the crew maintains vigilance on the airspeed of the aircraft.  There have
been several incidents in the real world whereby crews have failed to
observe airspeed changes.

Manual Flying (no automation engaged)

The bene t of ying with the A/T and A/P not engaged is the ease that the
aircraft manoeuvres.  The crew sets the appropriate %N1 that produces
the correct amount of thrust to maintain whatever airspeed is desired;
gone are the thrust surges as the A/T attempts to maintain airspeed.

Granted, it does take considerable time and patience to become

competent at ying manually in a variety of conditions, but the overall
enjoyment increases three-fold.

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 Company Policies

Airline company policies often dictate how a ight crew will y an aircraft,
and while some policies are expedient, more often they relate to cost
savings for the company in question.

Policies vary concerning A/T use.  For example, Ryanair has a policy to
disconnect the A/T and A/P simultaneously, as does Kenya Airways.  Air
New Zealand and QANTAS have policies that encourage a crew to
disengage the A/T and A/P by a certain altitude for non-precision
approaches. 

Confusion and Second Guessing - Vref with A/T Engaged or Disengaged

There is considerable confusion and second guessing when it comes to

determining the Vref to select dependent on whether the A/T is engaged or
disconnected at landing.  To simplify,

▪ If the A/T is going to be disconnected before touchdown, the

command speed should be adjusted to take into account winds and
gusts (as discussed above and in ‘Crosswind Landings Part 2’).  It is
vital that a ight crew monitor airspeed when the A/T is not engaged
as during the approach the speed can decay close to stall speed.

▪ If the A/T is to remain engaged during the landing (as in an autoland

precision approach), the command speed should be set to Vref +5. 
This provides speed protection by keeping the engine thrust at a
level that is commensurate with the Vref command speed.

Final Call

There is little argument that the use of the A/T is a major bene t to reduce
task loading; however, as with other automated systems, the bene t can
come at a cost, which has lead several airlines to introduce company
policies prohibiting the use of A/T without the use of the A/P; pitch
coupling, excessive vertical speed, and incorrect thrust can lead to hard
landings and possible nose wheel collapse, unwanted ground e ect, or a
crash into terrain.

Ultimately, the decision to use or not use the A/T and A/P as a coupled
system is at the discretion of the pilot in command, and depends upon the
experience of the crew ying the aircraft, the environmental conditions,
and airline company policy.  However, as mentioned earlier, the
recommendation made by Boeing preclude A/T use without the A/P being
engaged.

Disclaimer

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 The content in this post has been proof read for accuracy; however,
explaining procedures that are  convolved and subjective can be
challenging.  Errors on occasion present themselves. If you observe an
error, please contact me so it can be recti ed.

Acronyms and Glossary

A/P – Autopilot (CMD A CMD B)

A/T – Autothrottle


AFDS – Autopilot Flight Director System


Command Speed - In relation to the Autothrottle, Command Speed is Vref

+5 knots.

FCTM – Flight Crew Training Manual (Boeing Corporation)

FMA – Flight Mode Annunciator

Manual Flight – Full manual ying. A/T and A/P not engaged

MCP – Mode Control Panel

Minimal Speed Protection – Function of the A/T when engaged.  The A/T
has a reversion mode which will activate according to the condition
causing the reversion (placard limit). (For example, aps, gear, etc.)

Pitch Coupling – The coupling of A/T thrust to the pitch of the aircraft.  A/T
thrust increases/decreases as aircraft pitch and attitude changes.  Pitch
coupling occurs when the A/P is not engaged, but the A/T is enabled

Selected/Designated Speed – The speed that is set in the speed window

of the MCP

Take O /Go Around (TO/GA) – Takeo Go-around command mode.  This

mode is engaged during takeo roll by depressing one of two buttons
beneath the throttle levers

Vref – Landing reference speed

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