Just enter the number of days to slide it. "Plus" moves it later in the month. It has to remain in the current month. It cannot cover days that are unstackable. Works good.

It protects you even with the auto throttles clicked off, plus you have the yoke nudger and inability to trim aft. If I remember correctly, auto throttle wake up occurs 2-3 knots prior to stick shaker, so just before the yellow hook (min maneuvering) or just prior to pitch limit indicator which come into play with flaps out of up or min manuever.

Someone mentioned below 100 feet that it didn't. I'd have to research that to confirm or deny, but it sounds right since you are landing.

That is why I think they had the auto throttle switches on the MCP off.

Overall, I can imagine Timbo's scenario playing out, but with no auto throttle wake up, hence the switches off. I can't imagine any other way for this to happen.

We need a B777 celebration night.

http://i938.photobucket.com/albums/a...ps8b2a70a0.jpg

Here you go (from OM 2 4.20.9):

Wake up is not available if airplane altitude above 100 feet RA on approach, or airplane barometric altitude 400 feet above airport on takeoff.

There's a note along with that that stays that during a descent in VNAV SPD, the autothrottle may activate in HOLD mode and will not support stall protection.

Interesting.

The Vnav note is interesting since in a vnav approach, the auto throttles are controlling power. As most of you probably know, it is non standard to fly or land with the auto throttles off on the 777. Oops correction, I didn't notice that your note said vnav speed, I was thinking vnav approach with path annunciated. Vnav speed absolutely can go to thrust/throttle hold.

I'd imagine in testing, they came across this phenomenon, but I've never seen it on the line. Correction, not true see correction above ref vnav speed.

Additionally, the airplane knows what phase of flight you are in. There is likely an altered state of protections when it enters the approach phase. The difference on the line, is that everyone flies pretty much in the middle of the envelope, we aren't FCFing on the line.

Also, doesn't the airplane know what phase you're in based on you intercepting a leg from an "approach" that you load from the FMS database? On the 73N I believe that is how the algorithm works for it to "know" you're landing. There may be altitude /gear/airspeed triggers too, but is it possible with the ILS 28 out and it being clear day, they were just doing a "visual" without an FMS procedure loaded and maybe not all the protections were available?

Scambo,

What about my speculation of being high on the visual approach, descending in either FLCH or VNAV SPD and field elevation set in the altitude window? Since there was no glide slope for them to capture, airspeed control modes would command changing pitch since autothrottles would stay held at idle. If as they captured their visual glide path they disconnected the autopilot and flew visually thinking the engaged autothrottles would hold targeted speed, speed would slow all the way to shaker plus a few knots because the flight director would have been commanding the hand flying pilot to lower pitch in order to hold speed. Since they were flying a visual glide path it's understandable for them to ignore a flight director trying to tell them to lower the nose. Autothrottle wake up wouldn't apply if they were still engaged. Any manual action to advance thrust levers from idle would result in at least 6 or more seconds for engines to produce any meaningful thrust to affect an aircraft so close to stall.

Any technical holes in this speculative possibility?

Carl

Could it be possible to fly the VNAV path to the original 28L glide path (prior to construction of displaced threshold) assuming the FMS database had yet to be updated?
That may explain the low part, but not the slow.

The Korean Air Cargo crash near London revealed some pretty big CRM issues with the culture as well.

Looking at underboob on final?