Hi Sierra-Hotel,
I never remember seeing the auto-throttles jockeying back and forth in cruise on the -300's. I do recall them moving somewhat during approach since they would be coupled to the airspeed mode, thereby trying to keep the airplane at the IAS dialed in the MCP.
Several other times you might notice auto/jockeying would be during a "level change" descent, i.e., idle power, followed by engine spool up in level off. VNAV descent would be another time to notice it as well, i.e., the VNAV trying to match the FMC's descent profile, which is supposed to be "the most fuel efficient" if in ECON mode, which my former airline always ran in the -300 and -400.
However, ECON mode for them is just about a moot point, since they STILL have the highest cost per seat mile on the planet!
As far as SWA and fuel savings is concerned, their efforts that I've read here seem to be right on track. I think APU use, or lack of it, and reduced taxi times, followed by minimal delays in flight are the three biggest ways in which they can save fuel. Noting the fact that they stay away from airports like LGA, EWR, ORD, and Philly will save them thousands (x10?, x100?) of gallons of fuel each year alone.
One advantage of the use of auto-throttles is the alpha protection at low airspeed. Another is the go-around feature. It makes a go-around a snap.
The often well overlooked disadvantage to using them is they can make you a very complacent pilot who can get a little too dependent on them. But they can save your butt too if you have a tendency to be somewhat of a speed demon.
Using them or not is something open for debate, but if you look at it this way, Pilots are paid to fly airplanes. The best ones do it the old fashioned way, keeping their head in the loop!
I never remember seeing the auto-throttles jockeying back and forth in cruise on the -300's. I do recall them moving somewhat during approach since they would be coupled to the airspeed mode, thereby trying to keep the airplane at the IAS dialed in the MCP.
Several other times you might notice auto/jockeying would be during a "level change" descent, i.e., idle power, followed by engine spool up in level off. VNAV descent would be another time to notice it as well, i.e., the VNAV trying to match the FMC's descent profile, which is supposed to be "the most fuel efficient" if in ECON mode, which my former airline always ran in the -300 and -400.
However, ECON mode for them is just about a moot point, since they STILL have the highest cost per seat mile on the planet!
As far as SWA and fuel savings is concerned, their efforts that I've read here seem to be right on track. I think APU use, or lack of it, and reduced taxi times, followed by minimal delays in flight are the three biggest ways in which they can save fuel. Noting the fact that they stay away from airports like LGA, EWR, ORD, and Philly will save them thousands (x10?, x100?) of gallons of fuel each year alone.
One advantage of the use of auto-throttles is the alpha protection at low airspeed. Another is the go-around feature. It makes a go-around a snap.
The often well overlooked disadvantage to using them is they can make you a very complacent pilot who can get a little too dependent on them. But they can save your butt too if you have a tendency to be somewhat of a speed demon.
Using them or not is something open for debate, but if you look at it this way, Pilots are paid to fly airplanes. The best ones do it the old fashioned way, keeping their head in the loop!
