Automatic Flight
Autoflight systems can enhance operational capability, improve safety, and reduce workload. Automatic approach and landing, Category III operations, and fuel-efficient flight profiles are examples of some of the enhanced operational capabilities provided by autoflight systems. Maximum and minimum speed protection are among the features that can improve safety while LNAV, VNAV, and instrument approaches using VNAV are some of the reduced workload features. Varied levels of automation are available. The pilot decides what level of automation to use to achieve these goals by selecting the level that provides the best increase in safety and reduced workload.
Note: When the autopilot is in use, the PF makes AFDS mode selections. The
PNF may select new altitudes. Both pilots must monitor AFDS mode
annunciations and the current FMC flight plan.
Automatic systems give excellent results in the vast majority of situations. Deviations from expected performance are normally due to an incomplete understanding of their operations by the flight crew. When the automatic systems do not perform as expected, the pilot should reduce the level of automation until proper control of path and performance is achieved. For example, if the pilot failed to select the exit holding feature when cleared for the approach, the airplane will turn outbound in the holding pattern instead of initiating the approach. At this point, the pilot may select HEADING SELECT and continue the approach while using other automated features. A second example, if the airplane levels off unexpectedly during climb or descent with VNAV engaged, FLCH may be selected to continue the climb or descent until the FMC can be programmed.
Early intervention prevents unsatisfactory airplane performance or degraded flight path. Reducing the level of automation as far as manual flight may be necessary to ensure proper control of the airplane is maintained. The pilot should attempt to restore higher levels of automation only after airplane control is assured.
Note: In the event the flight crew overrides the autopilot, the autopilot should be
disconnected as soon as practical. Continued flight overriding the autopilot
is not recommended.
Recommended Pitch and Roll Modes
If the LEGS page and map display reflect the proper sequence and altitudes, LNAV and VNAV are recommended. If LNAV is not used, use an appropriate roll mode. When VNAV is not used, the following modes are recommended:
FLCH is the preferred mode for altitude changes of 1,000 feet or more. V/S is
preferred if the altitude change is less than 1,000 feet. If unplanned speed or altitude restrictions are imposed during the arrival, the continued use of VNAV may induce an excessive workload. If this occurs, use FLCH or V/S as appropriate.

Pilot Incapacitation
Pilot incapacitation occurs frequently compared with other routinely trained non-normal conditions. It has occurred in all age groups and during all phases of flight. Incapacitation occurs in many forms ranging from sudden death to subtle, partial loss of mental or physical performance. Subtle incapacitations are the most dangerous and they occur the most frequently. Incapacitation effects can range from loss of function to unconsciousness or death.

The key to early recognition of pilot incapacitation is the regular use of crew resource management concepts during flight deck operation. Proper crew coordination involves checks and crosschecks using verbal communications. Routine adherence to standard operating procedures and standard profiles can aid in detecting a problem. Suspicion of some degree of gross or subtle incapacitation should also be considered when a crewmember does not respond to any verbal communication associated with a significant deviation from a standard procedure or standard flight profile. Failure of any crewmember to respond to a second request or a checklist response is cause for investigation.
If you do not feel well, let the other pilot know and let that pilot fly the airplane. During flight, crewmembers should also be alert for incapacitation of the other crewmember.

Crew Action Upon Confirming Pilot Incapacitation
If a pilot is confirmed to be incapacitated, the other pilot shall take over the controls and check the position of essential controls and switches.
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an emergency should be declared and the autopilot engaged to reduce
workload

. 
after ensuring the airplane is under control, engage the autopilot and use
the cabin crew (if available). When practical, try to restrain the
incapacitated pilot and slide the seat to the full-aft position. The shoulder
harness lock may be used to restrain the incapacitated pilot

. 
flight deck duties should be organized to prepare for landing

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consider using help from other pilots or crewmembers aboard the
　
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