Narrative:

Our aircraft; experienced loss of automation on departure; this loss of auto-flight was experienced a second time on arrival at los angeles; california. In both situations; the autopilot; flight directors; and auto-throttle systems were unavailable or providing inaccurate and unreliable information. We blocked out and had normal starts for all four engines. After all engines were started and prior to accomplishing the before taxi checklist; there was a noticeable power interruption when the APU was shutdown. After confirming EICAS/status message of no auto-land; fuel X feed 2; 3 and completing QRH with all systems confirmed normal to include additional resets/confirmations of MCP LNAV/VNAV-FMC and route check. After reconfirming normal operations; all checklists were completed. On takeoff roll; the auto-throttle did not engage and we set the power manually. Once airborne at 500 ft; an attempt was made to reestablish autothrottles; flight display and establish automated flight with the left autopilot. Although the flight director would recycle and initially indicate normal operation; that was only momentary and further attempts to reset the flight directors were unsuccessful. While the first officer's worked the problem and ATC communications; I continued to fly the aircraft and follow the parameters of the departure procedure which included additional ATC assigned headings and altitudes. Further attempts to reestablish auto-throttle; flight directors and autopilot were successful by engaging the center autopilot. The left and right autopilots were both unavailable. Using the center autopilot; all automation was available and operating normally. We continued the climb to our assigned altitude; navigated on course; and experienced no additional autopilot failures. Once we were stable and running normally; flight operations and maintenance was contacted via satcom. We discussed the problem; possible corrections; los angeles and in-route weather; and in general; our ability to continue to our planed destination and conduct a safe arrival and approach into los angeles. After consulting and considering all options; it was determined we could safely continue to los angeles and therefore did not return. The flight continued safely and normally with no additional system failures noted. We continued to discuss the QRH; systems; weather; traffic environment and other safety concerns in preparation for our arrival and approach into los angeles. As planned and briefed; we were assigned the lax sadde six arrival and the automation systems continued to responded normally to our inputs. We were given radar vectoring for an ILS approach to runway 25L. When vectored for a heading to join the localizer and then cleared for the approach; I armed the approach mode. Immediately; the center autopilot failed. We also lost the auto throttle and guidance from the flight director. We were not yet established on the localizer and were unable to positively establish proper localizer tracking. We had discussed the possibility of this safety issue and were prepared to make the decision to execute a missed approach. I continued to fly the aircraft and the first officer contacted ATC and advised them of our missed approach and the loss of our automated systems. We requested vectors for another ILS approach to [runway] 25L. ATC had us make an immediate left turn to 090 with a climb to 3;000 ft. I made sure my flight director was turned off to avoid the erroneous information it was presenting and the first officer confirmed that ATC knew that we would be conducting this approach with raw data only. We were given radar vectors for a second approach to [runway] 25L and completed the approach and landing. Corrective actions for the lack of automation and the unreliable onboard navigation were to comply with directions from ATC with prompt adjustments to altitudes and headings. While flying in this raw data situation; following radar vectors; reconfiguringthe aircraft and running appropriate checklists; there may have been several speed and altitude deviations while preparing for the approach. The ILS to [runway] 25L was accomplished with a successful landing. After shutting down and completing all required checklists I discussed our write-ups with los angeles maintenance personnel and closed out the logbook. I agree with the first officer's assessment that our training center should consider including a raw data; no automation; training session to include an ILS approach. At best; this was a difficult situation to find ourselves in and further complicated by flying in a very busy airport environment requiring accurate altitudes and precise tracking due to the high traffic density and parallel approaches. It is very easy to become task saturated in a high stress environment such as this scenario. However; my job was made easier by the excellent situational awareness and coordinated assistance given by my fellow crew members.

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Original NASA ASRS Text

Title: B747-400 Captain experiences autoflight failures during departure that are largely overcome by using the center autopilot to fly to LAX. When approach mode is armed the center autopilot and autothrust become inoperative and a go around is initiated. The second approach is successfully hand flown in raw data to a normal landing.

Narrative: Our aircraft; experienced loss of automation on departure; this loss of auto-flight was experienced a second time on arrival at Los Angeles; California. In both situations; the autopilot; flight directors; and auto-throttle systems were unavailable or providing inaccurate and unreliable information. We blocked out and had normal starts for all four engines. After all engines were started and prior to accomplishing the before taxi checklist; there was a noticeable power interruption when the APU was shutdown. After confirming EICAS/Status message of No Auto-land; Fuel X feed 2; 3 and completing QRH with all systems confirmed normal to include additional resets/confirmations of MCP LNAV/VNAV-FMC and route check. After reconfirming normal operations; all checklists were completed. On takeoff roll; the auto-throttle did not engage and we set the power manually. Once airborne at 500 FT; an attempt was made to reestablish autothrottles; flight display and establish automated flight with the left autopilot. Although the flight director would recycle and initially indicate normal operation; that was only momentary and further attempts to reset the flight directors were unsuccessful. While the First Officer's worked the problem and ATC communications; I continued to fly the aircraft and follow the parameters of the departure procedure which included additional ATC assigned headings and altitudes. Further attempts to reestablish auto-throttle; flight directors and autopilot were successful by engaging the center autopilot. The left and right autopilots were both unavailable. Using the center autopilot; all automation was available and operating normally. We continued the climb to our assigned altitude; navigated on course; and experienced no additional autopilot failures. Once we were stable and running normally; Flight Operations and Maintenance was contacted via Satcom. We discussed the problem; possible corrections; Los Angeles and in-route weather; and in general; our ability to continue to our planed destination and conduct a safe arrival and approach into Los Angeles. After consulting and considering all options; it was determined we could safely continue to Los Angeles and therefore did not return. The flight continued safely and normally with no additional system failures noted. We continued to discuss the QRH; systems; weather; traffic environment and other safety concerns in preparation for our arrival and approach into Los Angeles. As planned and briefed; we were assigned the LAX SADDE SIX Arrival and the automation systems continued to responded normally to our inputs. We were given radar vectoring for an ILS approach to Runway 25L. When vectored for a heading to join the localizer and then cleared for the approach; I armed the approach mode. Immediately; the center autopilot failed. We also lost the auto throttle and guidance from the flight director. We were not yet established on the localizer and were unable to positively establish proper localizer tracking. We had discussed the possibility of this safety issue and were prepared to make the decision to execute a missed approach. I continued to fly the aircraft and the First Officer contacted ATC and advised them of our missed approach and the loss of our automated systems. We requested vectors for another ILS approach to [Runway] 25L. ATC had us make an immediate left turn to 090 with a climb to 3;000 FT. I made sure my flight director was turned off to avoid the erroneous information it was presenting and the First Officer confirmed that ATC knew that we would be conducting this approach with raw data only. We were given radar vectors for a second approach to [Runway] 25L and completed the approach and landing. Corrective actions for the lack of automation and the unreliable onboard navigation were to comply with directions from ATC with prompt adjustments to altitudes and headings. While flying in this raw data situation; following radar vectors; reconfiguringthe aircraft and running appropriate checklists; there may have been several speed and altitude deviations while preparing for the approach. The ILS to [Runway] 25L was accomplished with a successful landing. After shutting down and completing all required checklists I discussed our write-ups with Los Angeles Maintenance personnel and closed out the logbook. I agree with the First Officer's assessment that our training center should consider including a raw data; no automation; training session to include an ILS approach. At best; this was a difficult situation to find ourselves in and further complicated by flying in a very busy airport environment requiring accurate altitudes and precise tracking due to the high traffic density and parallel approaches. It is very easy to become task saturated in a high stress environment such as this scenario. However; my job was made easier by the excellent situational awareness and coordinated assistance given by my fellow crew members.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.