No Land 3

No, AP moves the yoke. With AP off, the flight director will give cues for what you selected. Never tried to overpower the AP, I always turned it off if needed.
You get an EICAS caution if the spoilers are cracked and thrust is above idle, with AT on or off. (B744)
I'm only guessing Boeing used a PID algorithm for thrust setting and as such would increase thrust if needed to maintain the set point, which it does. (B744)

The Dominican

Not sure where you are going with this question but it is Monday morning on my Jetlag cycle so it might be me.

The whole autopilot disconnect issue is not much of a factor, it is designed so that it is easy to override and it will remain engaged if the manual correction is small but if you positively apply a few pounds of force in any direction as to significally change pitch or course, the A/P will disengage with an aural and respective master warning and eicas message, just in case it was unintentional.

The A/T only take about 4 pounds of force to override, now I don't really know if it will go to "THR HOLD" if you place it on the fire wall and hold them there as it would if you bring them to idle for example, in 13 years of flying the 76, I haven't come across that scenario.

The spoilers contrary to popular belief, will only retract if you apply power while configured for landing, if the boards are out on a clean configuration and you apply power (Let's say to respond to a TCAS or a GPWS) you will have to manually stow the spoilers, they will not retract automatically. But you will get a master caution with a "Spoilers" message on eicas

No Land 3

Trying to point out the flaws in doing this.

PeterGriffin

I hate to jump in to the mud pit here, but, assuming Greg Feith is accurate intel, I think it is very plausible to see how this senario “could” play out...

A couple of things that I would be interested in as an investigator. From atc radio transmissions this was the FO leg. Right before it all happens, radio transmissions have switched from captain to FO, “typically” a transfer of controls, obviously could be any number of reasons, but for this senario, that’s the assumption. Possibly descending expeditiously to 3000 ft, however, there is, I believe, a 6000ft altitude constraint on that arrival. I don’t fly the 76, however in my aircraft the airplane will try to honor that altitude if still in profile. Big assumption here, the 767 would do the same in VNAV or whatever it is called on that aircraft. Airplane levels, speed brakes are fully extended, power comes way up to maintain 240 kts. with speed brakes extended, Captain takes over, attempts to rectify the situation. At this point, I think it is all very plausible to see how they ended up here...how the aircraft pitched down so far with autopilot engaged (assuming Feith is accurate), I don’t know how that would happen. Possibly selecting level change the aircraft then pitches to an extreme nose down (pure speculation), but for this scenario, we have to assume the auto flight system has put this aircraft in an extreme nose down flight path somehow. Now, automation fixation could very easily kick in. Fix the automation, we all have a tendency to do this. Now, SA is narrowed to cockpit instruments, why did it pitch down, how can we change it, looking at MCP, probably over speed warning going off at this point, not looking outside, not noticing actual altitude until too late. I know we all would have a hard time believing any of us could allow that to happen, but you factor in potential fatigue, weather distractions, warnings going off, transfer of controls back and forth (last transmission sounded like captain again) and like someone else said, the holes in the Swiss cheese just line up. This is all assuming the Greg Feith autopilot on the whole time scenario. I’m willing to accept all the critics coming my way, because leveling at 6200 ft with autothrottles powering up can be, I think, logically explained...I just don’t see the next 18 seconds explained by a purposeful, malicious act.

CaptDave

This is along the lines of what I was thinking.

Was not speculating based on a sim but rather the energy state of the aircraft, current wx, expediting ATC clearances, etc.

(I used my desktop sim because I don’t have time, money, or access to a real or level D 76 but the end result was near the same as what happen 7/10 times).

Glad someone pointed out the transfer of radio comms from CA to FO. To me, this says there was a problem and completely removes the intentional rumor everyone has been going on about.

There was also a very strong cold front directly over T bay at 12:40 time frame which accounts for the turbulence encountered.

Also, thanks for the insight on the 76 A/P, @no-land-3 and @thedominican

Bidderswede

Found this but it won’t allow me to paste it in here... probably because I don’t know how..
Y’all probably seen it on FB or other social media.
It’s about what United Airlines did to the jumpseater’s wife and the United Captain was involved.

Love this! And I wish more companies, not just airlines would do this, or showing similar respect to a fellow worker/co-worker when tragedy strikes.
Yes, they (United Airlines) will pick up points/business from this kind act, and exposure, as they should.
Hopefully other companies will pay some attention on how to deal with similar, unfortunate circumstances.

4runner

That gives you 1000’ fpm or activates a wind shear alpha margin logic thingy.

tunes

No. It gives you 2k ft/min..unless it's configured different for different airlines


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dera

You honestly think an autopilot would command a 49 degree nose down attitude? You know they have pitch limits, right?

TiredSoul

Capt on the radio doesn’t mean anything. Nothing.
Happens every single flight the PF takes a radio call if the PM is busy entering data or otherwise working the FMC or looking up an item.