B717 22 AUTOFLIGHT - Initial

AUTOFLIGHT
ATA 22
STUDENT LEARNING OBJECTIVES:
As a result of this lesson, learners will meet the following objectives while
maintaining 80% or greater accuracy:
 Students will be familiar with the Boeing 717 Autoflight System opera-
tional for theory and affects to the aircraft pitch, roll and yaw axis
 Locate Autoflight System major components
 Identify Autopilot Subsystem components
 Understand Autothrottle modes of operation
 Understand Autoflight System messages
 Be able to access the MCDU and navigate through system BITE and
Return To Service Tests
 Identify safety precautions to be observed when working on or testing
Autoflight System components
BOEING 717 ATA 22 TRAINING MANUAL

PAGE - 1 10-May-13 EFF - ALL FOR TRAINING PURPOSES ONLY
TABLE OF CONTENTS:
Precision Landing Operation .......................................................... 4

Autoflight System .......................................................................... 6
Autoflight Operation and Controls .................................................. 10
Flight Control Computer ................................................................ 12
AFS Servos and Actuators ............................................................ 14
Autoflight Interface ......................................................................... 16
Flight Control Panel ........................................................................ 18
Autopilot Interlock ........................................................................... 20
Flight Mode Annunciator ................................................................ 22
Autopilot Warning and Status ......................................................... 24
Flight Director ................................................................................. 26
Roll Control .................................................................................... 28
Dual Aileron Servo ......................................................................... 30
Autopilot Yaw Control .................................................................... 32
Dual Rudder Servo ......................................................................... 34
Yaw Damping and Turn Coordination ............................................ 36
Pitch Control ................................................................................... 38
Dual Elevator Servo ....................................................................... 40
Automatic Pitch Trim ...................................................................... 42
Autothrottle .................................................................................... 46
Autothrottle Control ........................................................................ 48
Autothrottle Warning and Status .................................................... 50
Auto Thrust Control ....................................................................... 52
Windshear Alert and Guidance ...................................................... 54
Stall Warning ................................................................................. 56
Stall Warning Indication.................................................................. 60
Stall Alerts and Aural Warning ....................................................... 62
Stick Shaker .................................................................................. 64
Stick Pusher Operation ................................................................. 66
Autopilot Engaged Mode ............................................................... 68
Low Speed Protection ................................................................... 70
Autoland Engaged ......................................................................... 72
Autoland Certification ..................................................................... 74
AFS Central Maintenance .............................................................. 76
AFS Return To Service Tests ....................................................... 78
AFS Additional Tests ..................................................................... 80
Autoflight System Return To Service ............................................ 82
Return To Service Test Completion ............................................... 84
AUTOPILOT ACRONYMS AND ABBREVIATIONS
LRU Line Replaceable Unit
A/D Analog to Digital MB Marker Beacon
A/P Autopilot MCDU Multifunction Control Display Unit
A/T Autothrottle MMR Multimode Receiver
ADIRU Air Data Inertial Reference Unit NAV Navigation
AFS Auto Flight System PFD Primary Flight Display
ALT Altitude PSEU Proximity Sensing Electronics Unit
AOA Angle-Of-Attack PWR Power
BATT Battery R Right
CAWS Central Aural Warning System RA Radio Altimeter
CFDIU Centralized Fault Display Interface Unit REU Remote Electronics Unit
CFDS Centralized Fault Display System RIB Right Inboard
CPU Central Processing Unit ROB Right Outboard
EAD Engine and Alert Display RSL Rudder Stop Limiter
EEC Engine Electronic Controller RVDT Rotary Variable Differential Transducer
EIS Electronic Instrument System SD Systems Display
EPCU Electrical Power Control Unit SECU Spoiler Electronic Control Unit
EPR Engine Pressure Ratio SISP Source Input Select Panel
FCC Flight Control Computer TO/GA Takeoff/Go-Around
FCP Flight Control Panel V/S Vertical Speed
FD Flight Director VIA Versatile Integrated Avionics
FMA Flight Mode Annunciator VOR VHF Omnidirectional Range
FMS Flight Management System XDCR Transducer
FPA Flight Path Angle
G/S Glideslope
G/T Gear Train
GA Go-Around
GCP Glareshield Control Panel
GS Ground Speed
I/O Input Output
IAS Indicated Airspeed
ILS Instrument Landing System
IRS Inertial Reference System
L Left
LIB Left Inboard
LOB Left Outboard
LOC Localizer

PRECISION LANDING OPERATION

Category III (CAT III)
Purpose Category III (CAT III) is an Autopilot function designed to land an aircraft
on the runway with in a designated touchdown zone. Cat III is sub divided
Autopilot and Autoland systems are primarily installed on transport cate- into three sub categories:
gory aircraft to reduce crew work load during flight and to ensure a safe
approach and landing during adverse weather conditions. There are three  CAT IIIa - No DH or DH below 100 feet and RVR not less than 700 feet
categories of precision Instrument Landing System (ILS) approach proce-  CAT IIIb - No DH or DH below 50 feet and RVR less than 700 feet but
dures available for aircraft landings. Each Category ( I, II, or III) must be not less than 150 feet
proven and certified by the Federal Aviation Administration (FAA).  CAT IIIc - No DH and no RVR limitations
General Description Whether an approach is conducted at Category I, II, or III depends on

factors such as airport equipment, runway conditions, aircraft equipment
Category I (CAT I) and pilot qualifications.
The least restrictive, Category I (CAT I) is simply a pilot function with ILS Note: Current Delta Air Lines procedures require that all CAT III
deviation indicators, localizer and glideslope, and a Flight Director provid- Approaches terminate with an Autoland.
ing instrument guidance to the runway. An CAT I ILS approach procedure
which provides for approach to a height above touchdown, this approach Autoland Approaches
requires less strict conditions: Decision Height (DH ), of not less than 200
feet and a visibility not less than 2400 feet or a Runway Visual Range Since Autoland approaches vary slightly at different runways due to
(RVR) of not less than 1800 feet. Cat II and III provide for landing during equipment tolerances and local conditions, certain guidelines have been
periods of reduced visibility. developed to assist in the evaluation of what is considered to be an
acceptable Autoland approach.
Category II (CAT II)
Aircraft Certification
Category II (CAT II) is a coupled approach where the Autopilot is used in
conjunction with the ILS system to fly the aircraft to a predetermined deci- Each aircraft type must be certified and each airline must approve their
sion height above the runway. (Special authorization required), an ILS aircraft for Cat II/III approaches. All aircraft must meet this requirement.
approach procedure which provides for an approach to a decision height In order to maintain these qualifications, monthly evaluations are provided
lower than 200 feet but not lower than 100 feet and a runway visual range to the FAA on Cat II/III approaches. Any aircraft that has five or more
of not less than 1200 feet. Prior to touchdown, the crew disconnects the write-ups concerning Cat II/III operation, in a 30 day period, is considered
Autopilot (except in an Autoland approach) and either manually finishes a chronic aircraft and subsequently is removed from Cat II/III status.
the landing if the runway is in view, or initiates a go around.
Note: The current equipment configured on the Delta 717 fleet allows
the aircraft to be certified for CAT IIIa Autoland Approaches.
CAT IIIa minimums for ATL RWY 9R approach
PRECISION LANDING OPERATION

AUTOFLIGHT SYSTEM
The FCC supply output signals to show modes and status on the Elec-
tronic Instrument System (EIS) display units. The FCC also supply output
General Description signals to control:
The Autoflight System is a part of the automatic and manual control sys-  The Autopilot and Flight Director
tems for the aircraft. The two Flight Control Computer (FCC)s each has  The Flight Mode Annunciators
two channels for a dual Autoflight System operation. The Autopilot  The stall warning function
gives automatic three axis (pitch, roll, and yaw) control of the aircraft  The Autothrottle/engine synch
during usual flight. The Autopilot operates the control surfaces and me-  The Yaw Damp and turn coordination
chanical flight controls. The flight crew can set the modes of operation  The Windshear guidance
from the Flight Control Panel. The operation can also be automatically set  The Auto Ground Spoilers
by the Flight Management System (FMS) function in the Versatile Inte-  The auto pack shutdown function
grated Avionics (VIA) units . The system uses a Flight Mode Annuncia-  The auto pitch trim/Mach trim
tor, on the primary flight display to tell the flight crew the set modes  The Elevator split monitor
of operation. During operation, the Autopilot system shows the status  The landing lights retract function
and warning indications for the current mode on the primary flight dis-  The Rudder hook monitor
plays.  The Rudder Stop Limiter
The system calculates the inputs from:
 The aircraft sensors

 The Air Data Inertial Reference Unit (ADIRU)
 The FMS function
 The Engine Electronic Controller (EEC)
 The Flight Control Panel
 The Instrument Landing System (ILS) function of the
 Multimode Receiver (MMR)
 The radio altimeter
 The VHF Omni Directional Range (VOR)/ Marker Beacon (MB) receiver
 The Rudder Stop Limiter
 The Multifunction Control Display Unit (MCDU).
The Central Aural Warning System (CAWS) function in the VIA has an
output to the Remote Electronics Unit (REU) for Autopilot disconnect aural
warnings.
AUTOFLIGHT SYSTEM

AUTOFLIGHT SYSTEM CONT.

The FCC controls a back-up Rudder Stop Limiter. The FCC sends sig-
nals to hydraulic control valves to extend the limiter actuators and re-
Functional Description moves the signal to retract them. Switches on the limiter tell the FCC the
position of the Rudder Stop Limiter. This signal is used to check that the
The Autopilot system uses the Dual Aileron Servo to operate the Ailerons Rudder is unrestricted during slow speeds.
for roll control during normal Autopilot operation. Different modes such as
heading hold, heading select, lateral navigation, automatic approach and Speed - Attitude Correction
landing give directional guidance.
Automatic pitch trim function of the FCC uses the Horizontal Stabilizer
The Autopilot system uses the dual Rudder Servo for yaw control to alternate trim motor to trim the stabilizer when the Autopilot operates. This
drive the Rudder and supply yaw control during takeoff, land and go function supplies long term pitch trim load transfer from the Elevator to the
around modes of operation. Horizontal Stabilizer.
The Autopilot system uses the Dual Elevator Servo to operate the Eleva- The Yaw Damp function uses the Rudder to reduce dutch roll characteris-
tors for pitch control during normal Autopilot operation. Different tics and to supply automatic turn coordination.
modes, such as Vertical Speed, Altitude Hold, Indicated Airspeed/Mach
Hold, and Indicated Airspeed/Mach Select, give pitch guidance. Autothrottle
The Flight Control Panel and two EIS control panels make up the The Autothrottle function uses an Autothrottle Servo to move the throttles
Glareshield Control Panel. The flight crew can set the Autopilot modes of and produce signals sent to the EEC. The EEC sends the signals back to
operation (Autopilot engage) from the Flight Control Panel. The control the FCC for verification. The flight crew can easily override the Autothrot-
panel has knobs, push buttons, and switches that the flight crew uses dur- tle Servo with usual manual force on the throttle levers. The Autothrottle
ing all phases of flight. warning and status annunciation shows on the primary flight display.
The Flight Director commands come from the FCC and show on the pri- The Autothrottle modes are:
mary flight displays. The Flight Directors are normally on. On, off control
for the Flight Directors is through the Source Input Select Panel. A Flight  Indicated Airspeed (IAS) Hold
Director on/off push button lets you see the Flight Director on the primary  IAS select
flight display.  Mach hold
 Mach select
During stall conditions the FCC supply stall protection signals to the stick
 Thrust limit/target
shaker and pusher Servo actuator.
 Retard
The control of the Auto Ground Spoilers is by a signal from the FCC to the  Clamp
Spoiler Electronic Control Unit (SECU) during landing and rejected takeoff
conditions. The engine synchronization uses the FCC data to synchronize the
engines in relationship to phase of flight. The system can match engine
fan rotor speeds or Engine Pressure Ratio (EPR) commands.
AUTOFLIGHT SYSTEM CONT.

AUTOFLIGHT OPERATION AND CONTROLS

The electronic instrument system control panel lets the flight crew set the
navigation display format.
General Description
The source input select panels let the flight crew set the source
The flight crew can control and set the modes for the Autoflight operation data. The FLT DIR OFF (Flight Director Off) and FLT DIR switches let the
from the Glareshield Control Panel. The Glareshield Control Panel is at a flight crew set the Flight Director on or off condition and set the source of
central location, for easy access by the flight crew. The Glareshield Con- the command bars.
trol Panel has:
 The Flight Control Panel

 The electronic instrument system control panels
The flight crew controls the Flight Director operation from the Source Input
Select Panel. The captain and first officer each have their own Source
Input Select Panel.
Component Location
The Flight Control Panel is at the center of the upper main instrument
panel and is part of the Glareshield Control Panel. The electronic instru-
ment system control panels are at each side of the Flight Control Panel.
The Source Input Select Panels are at each side of the main instrument
panel.
Operation
The Flight Control Panel is the primary control for the Autoflight System.
The control panel has knobs and push buttons that let the flight crew set
the flight modes. The control panel lets the flight crew set:
 The Autopilot engage mode

 The Autopilot and Flight Director target and mode selection
 The Autothrottle engage mode
 The Altitude Alert arm mode
 The Flight Management System navigation modes
AUTOFLIGHT OPERATION AND CONTROLS

FLIGHT CONTROL COMPUTER
General Description
Integral to the Autoflight System are two Flight Control Computers (FCC)
s. Each FCC has two channels for operation. Each FCC can operate inde-
pendently, to control the aircraft in these phases of flight:
 Takeoff
 Climb
 Cruise
 Descent
 Approach
 Landing
 Go-around
Component Location
The Flight Control Computers are in the main electrical/electronics

compartment:
 FCC-1 is located on the aft left radio rack shelf number 1

 FCC-2 is located on the forward right radio rack shelf number 2.
FLIGHT CONTROL COMPUTER

AFS SERVOS AND ACTUATORS

Autopilot
Purpose The Autopilot controls the three-axis of flight with the dual Servos. These
dual Servos include:
The Servos and the Actuator let the Autoflight System control the aircraft
flight path and Autothrottle. The Servos and the Yaw Damp  The Dual Aileron Servo to supply automatic roll control The Dual Aileron
actuator operate for: Servo is on the left ceiling in the electrical/electronics compartment.
 Stability augmentation  The Dual Elevator Servo to supply automatic pitch control. The Dual
 Autothrottle operation Elevator Servo is in the forward cargo compartment forward ceiling right
 Autopilot operation side.
 The Dual Rudder Servo to supply yaw control and turn coordination dur-
General Description ing, takeoff runway alignment , land and go-around modes. The Dual
Rudder Servo is in the center ceiling of the aft cargo compartment.
Stability Augmentation
The Yaw Damp Actuator supplies automatic yaw rate damping and turn
coordination. The Yaw Damp Actuator is located in the aft accessory
compartment.
The Alternate Trim Drive Motor supplies pitch compensation (mach trim)
for high speed flight. The Alternate Trim Drive Motor is located on the
Horizontal Stabilizer drive mechanism, mounted on the Vertical Stabilizer.
Autothrottle
The Autothrottle drive Servo, with a clutch for each throttle, supplies throt-
tle control during the Speed, Mach, and Thrust modes. The Autothrottle
drive Servo is in the Throttle Control Module in the pedestal.
AFS SERVOS AND ACTUATORS

AUTOFLIGHT INTERFACE
Data Loader
General Description The data loader can upload data, download data, and format blank disks.
This lets maintenance personnel update data. (Not an Aircraft component)
The Autoflight System is a dual automatic flight control system. The
Autoflight System uses various systems to provide outputs for control of: Versatile Integrated Avionics (VIA)
 Pitch The Versatile Integrated Avionics (VIA) is the Flight Management System,
 Roll central aural warning, and the display generation interface for the Flight
 Yaw Control Computers. The multifunction control display units let you access
 Thrust the system.
 Stall warning
Engine Electronic Controller (EEC)
 Rudder limiting
The Autoflight System also provides outputs to for the versatile integrated The engine electronic controller controls fuel flow and variable engine
geometry to get the necessary engine thrust. The Flight Control
avionics units. The versatile integrated avionics units use these outputs to
Computers send:
drive the electronic instrument system displays and warnings.
Autopilot  The Engine Pressure Ratio (EPR) from the right controller to the left
controller for EPR synchronization
During operation, the Autopilot system shows status and warning  A throttle resolver angle trim signal for N1 synchronization
indications for the current mode on the primary flight displays.  A discrete that gives the left controller the engine synchronization
selection (N1, EPR, or no synchronization).
Flight Control Panel
Central Fault Display Interface Unit
The Flight Control Panel lets you control the modes of operation for
Autopilot and Autothrottle operation. The central fault display interface unit can access the built–in–test–
equipment for maintenance checkout and fault isolation of various aircraft
Multifunction Control Display Unit (MCDU) systems.
The multifunction control display units let you interface with Autoflight
System for fault–access and system tests.
Electrical Power Control Unit (EPCU)
The EPCU receives a discrete signal from the Flight Control Computer
(FCC)s to insure electrical power to both FCCs. A confirm signal goes
back to the FCC.
AUTOFLIGHT INTERFACE

FLIGHT CONTROL PANEL

The APPR/LAND push button arms the Autopilot and Flight Director to
capture the tuned Instrument Landing System (ILS) during approach. The
Operation AUTO FLIGHT push button engages the two Autothrottles when you push
the button. This push button also engages the first up Autopilot at
The Flight Control Panel is at the center of the Glareshield Control Panel. altitudes more than 100 feet above ground level. The AFS OVRD OFF
It controls the basic Autopilot and Flight Director mode selection and set switches are for the emergency disengagement of the Autopilot,
reference. The Flight Control Panel lets the flight crew connect flight Autothrottle, and Yaw Damper for the number 1 and the number 2 Flight
commands from the Flight Management System (FMS) to the Autoflight Control Computers.
System (AFS). The flight crew can operate the aircraft in the FMS speed,
profile, and navigation modes. To the left of the altitude window there is a changeover push button. This
button changes the barometric altitude from feet to meters. An altitude
The Flight Control Panel has controls and indicators for: select knob adjusts the altitude range from 0 to 50,000 feet. The set value
shows in the altitude window above the select knob.
 Indicated Airspeed (IAS) or (MACH)
 HDG (Heading) or TRK (Track) To the left of the vertical speed/flight path angle window there is a
 Autopilot or Autothrottle engage changeover push button. This lets the flight crew change Vertical Speed
 Altitude (V/S) to Flight Path Angle (FPA) or FPA to V/S. A vertical speed/flight
 V/S (Vertical Speed) or FPA (Flight Path Angle) path angle select wheel lets the flight crew change the V/S range from
+4,000 to –6,000 feet per minute. The FPA uses the same descent
 FMS speed, lateral navigation, and vertical profile
convention with values in degrees and tenths of a degree. The set V/S or
 Auto flight system override or off
FPA value shows in the V/S / FPA window.
To the left of the IAS/MACH window there is a changeover push button.
The FMS SPEED push button lets the flight crew edit the FMS speed
This button lets the flight crew change the display from IAS to MACH or
target and also commands the AFS to follow the FMS speed target.
MACH to IAS. A speed select knob supplies control of the IAS or MACH.
The range is from 100 to 499 IAS or 0.500 to 0.900 MACH. The set IAS or
The NAV (Navigation) push button lets the flight crew arm the AFS to
MACH value shows in the IAS/MACH window above the speed select
follow the FMS lateral navigation commands.
knob.
The PROF (Profile) push button lets the flight crew arm the AFS to follow
To the left of the HDG/TRK window there is a changeover push button.
the FMS vertical navigation commands.
This button lets the flight crew change the display from HDG to TRK or
TRK to HDG. A HDG/TRK select knob supplies a different selection of
heading or track that shows on the navigation display and primary flight
display. The set heading shows in the window above the HDG/TRK select
knob. The outer knob also controls the bank angle limit range (from 5 to
25 degrees). The AUTO position supplies automatic adjustments to bank
angle as a function of mach, stall, and buffet margins.
FLIGHT CONTROL PANEL

AUTOPILOT INTERLOCK
General Description
The Autopilot interlock circuitry disconnects an engaged Autopilot. An AP

OFF (Autopilot Off) indication shows on the Flight Mode Annunciator of
the Primary Flight Display (PFD), with the Autopilot not engaged.
The Autopilot interlocks include:
 The Autopilot Disconnect Switches

 The Primary Trim Switches
 The AFS OVRD OFF 1 switch, and the AFS OVRD OFF 2 switch
 The Push Servo Actuator
Maintenance Information Training Point
Operation of any of these components will result in an Autopilot

disconnect, except for inputs from the Primary Trim Switches and Stick
Pusher Servo Actuator below 100 ft Radio Altitude with Autoland
engaged.
AUTOPILOT INTERLOCK

FLIGHT MODE ANNUNCIATOR
General Description
The Flight Mode Annunciator (FMA) is at the top of the primary flight
display. The Flight Mode Annunciator shows the speed and the Autopilot
and Flight Director lateral and vertical targets. It also shows the mode the
Autopilot and Flight Director uses to get to the target. Speed, roll, and
altitude are the major control functions.
The Flight Mode Annunciator has three display windows in a line from left
to right.
 The speed control window shows the set aircraft speed and the function
that controls the speed (the Autothrottle or the Autopilot and Flight
Director)
 The roll control window shows the function that controls the aircraft roll
axis and the control value
 The altitude control window shows the Autopilot and Flight Director
mode that controls the vertical profile of the aircraft. The speed control
window shows PITCH when the Autothrottle mode (THRUST) controls
the altitude control window
 The armed mode shows in small letters above the engaged mode
FLIGHT MODE ANNUNCIATOR

AUTOPILOT WARNING AND STATUS

Operation When the contacts of external switches fail, the Autopilot will disconnect
or fail to engage. The FCC will not record Fault Messages because it can
The Primary Flight Display (PFD) shows Autopilot warnings and system not tell if this was a pilot’s decision or the result of a defective switch.
status in the Flight Mode Annunciator (FMA). The Autopilot warning and The following items apply:
status logic is a function of the Flight Control Computer (FCC)s. The
FCCs supply the Autopilot disconnect warning and engage signals to the  Capt. And F/O Yoke Disconnect Switches
Versatile Integrated Avionics (VIA)s. The Autopilot Off indication is a box  Up or Down Trim Brake Relays
around the applicable FMA windows. The AP OFF (Autopilot Off) shows  Stick Pusher Servo Drive
on the bottom part of the box. When the Autopilot engages, a cyan AP1  AFS OVRD OFF 1 (2) Switches
(Autopilot 1) or AP2 shows below the roll control window. During Autopilot
operations with the selection of APPR/LAND (Approach/Land), a cyan AP
shows below the roll control window.
Autopilot Disengage Warning
The Autopilot disengage warning is displayed in red and flashes on the

FMA when the Autopilot is disengaged. If the AUTOFLIGHT switch is
pushed again to engage the Autopilot system, the red AP OFF indication
goes off. Alternately, if one of the Autopilot disconnect switches was
pushed to extinguish the warning, the red AP OFF indication changes to a
white or amber indication depending on status.
An aural warning also sounds in the flight compartment when the

Autopilot disengages. The aural warning resets when one of the Autopilot
disconnect switches is pushed and after at least one AP OFF flashing
cycle is complete. The aural warning also resets when the AUTOFLIGHT
switch is pushed.
Autopilot Status Indication
The white color AP OFF indication on the FMA shows that the Autopilot is
in an armed status and ready to engage. The amber color AP OFF
indication shows that the Autopilot has a failure that prevents Autopilot
operation. The amber color will also show when the AUTOFLIGHT switch
is pushed and one of the Autoflight System override switches is in the
down position.
AUTOPILOT WARNING AND STATUS

FLIGHT DIRECTOR
The Flight Director commands show as roll and pitch bars on the primary
flight displays.
Functional Description
The Flight Director is a function of the Flight Control Computer (FCC).

With the Autopilot not engaged, the Flight Director supplies visual
guidance commands for the flight crew. The Flight Director commands are
the same as those that go to the control surfaces from the Autopilot.
The FCCs supply Flight Director data to the Electronic Instrument System
(EIS) function of each Versatile Integrated Avionics (VIA) for the Flight
Director displays. There are two Flight Directors. FCC-1 usually supplies
Flight Director data for the captain. FCC-2 usually supplies Flight Director
data for the first officer. The two Flight Directors usually come on
automatically, unless you set one system to off.
The FLT DIR OFF (Flight Director Off) switch/lights, on the Source Input
Select Panels, let you set the applicable system to off. Push the captain’s
FLT DIR OFF switch/light to remove the pitch and roll Flight Director bars
from the captain’s primary flight display. Push the first officer’s FLT DIR
OFF switch/light to remove the pitch and roll Flight Director bars from the
first officer’s primary flight display. Push the applicable FLT DIR OFF
switch/light again to show the pitch and roll Flight Director bars again.
The FLT DIR (Flight Director) switch/lights, on the Source Input Select
Panels, let one FCC supply data to the two Flight Directors.
The captain’s FLT DIR switch/light supplies a CAPT ON 2 (Captain on 2)

discrete to the FCCs, and lets FCC-2 supply Flight Director data to the
captain’s displays. The CAPT ON 2 lights, on the two Source Input Select
Panels, come on when you push the captain’s FLT DIR switch/light.
The first officer’s FLT DIR switch/light supplies a F/O ON 1 (First Officer
on 1) discrete to the FCCs, and lets FCC-1 supply Flight Director data to
the first officer’s displays. The F/O ON 1 lights, on the two Source Input
Select Panels, come on when you push the first officer’s FLT DIR switch/
light.
FLIGHT DIRECTOR

ROLL CONTROL
The Autopilot and Flight Director uses the Flight Management System
(FMS) function of the Versatile Integrated Avionics (VIA) units for the
Functional Description selection of lateral navigation. If you lose the navigation function from the
FMS, the Multifunction Control Display Unit (MCDU) can give steering
The Autoflight System controls the direction of the aircraft through the commands to the FCCs.
Aileron and spoiler system. The roll control system has a dual channel
Aileron Servo and two Flight Control Computers. The two FCCs have four The Autopilot and Flight Director uses the NAV (Navigation) data page
separate channels to control the operation of the Dual Aileron Servo. The selection from the FMS function for:
Dual Aileron Servo drives the Aileron Control Tab during Autopilot
operation. The Autoflight System roll control supplies control and  VHF Omnidirectional Range (VOR) track
guidance from 100 feet above takeoff level through ground roll out after  Instrument Landing System (ILS) localizer track
landing. The set roll mode shows on the Flight Mode Annunciator.
The Autopilot and Flight Director uses data from aircraft sensors to the
Autopilot Roll Control FCCs for these modes:
The roll control function of the Autopilot system supplies the necessary  Takeoff /Go-around
changes in roll attitude and rate commands through the Dual Aileron  Approach
Servo drive. The FCCs supply the necessary commands from the two  Lateral runway alignment
channels to operate the Dual Aileron Servo.
The Autopilot and Flight Director uses the windshear function of the FCC
Flight Director Roll Control for roll windshear compensation.
The Flight Director roll control function operates from one of the two
FCCs. The Flight Director shows steering commands, for manual control
of the aircraft roll attitude, on the primary flight display of the Electronic
Instrument System (EIS).
Roll Modes
The roll axis modes of operation and function of the Autopilot and Flight
Director use the Flight Control Panel for:
 Magnetic heading select/hold

 Magnetic track select/hold
 Roll angle limit
ROLL CONTROL

DUAL AILERON SERVO
Component Location
The Dual Aileron Servo is on the left forward side of the electrical/
electronics compartment. The Servo connects to the Aileron cable control
system through a cable drive drum. The Aileron Servo torque limiter
mechanically connects to the cable drive drum. Each motor, on the Servo,
gets signals from the applicable channel of the Flight Control Computer.
The servo and housing are the same parts that install as the Dual
Elevator and Rudder Servos. The drum assemblies are different for each
servo installation.
DUAL AILERON SERVO

AUTOPILOT YAW CONTROL

Land
General Description With land engaged, the set parallel Rudder keeps the aircraft yaw axis
stable until the selection of another mode.
The Autopilot yaw control system automatically controls the aircraft’s yaw
attitude. The yaw control system operates a Dual Rudder Servo from the Runway Alignment
two Flight Control Computer (FCC)s. The Dual Rudder Servo drives the
Rudder through the control tab during Autopilot operation. Each FCC has The runway alignment starts at 150 feet radio altitude and uses forward
two separate channels to control the operation of the Dual Rudder Servo. slip to adjust for lateral drift due to crosswinds.
The Autopilot yaw control supplies control and guidance during takeoff/go-
around and landing. Ground Rollout
The yaw control function of the Autopilot system supplies the necessary The Autoflight System supplies CAT III ground roll out commands for the
changes in yaw attitude and rate commands through the Dual Rudder yaw axis. After touchdown, the Autopilot controls yaw of the aircraft to
Servo. The FCCs supply the necessary commands from the two channels stay on the centerline of the runway.
to operate the Dual Rudder Servo.
The yaw control system, parallel Rudder keeps the aircraft stable during:
 Takeoff
 Go-around
 Land
 Runway alignment
 Ground rollout
Takeoff
With an engaged Autopilot, after 100 feet (above ground level), the
parallel Rudder keeps the aircraft yaw axis stable until the aircraft goes
into the next phase of flight.
Go-around
With the go-around mode set, parallel Rudder keeps the aircraft yaw axis
stable until the selection of another mode.
AUTOPILOT YAW CONTROL

DUAL RUDDER SERVO
General Description
The Dual Rudder Servo installs in the housing (bracket) that includes the
drum assembly. The housing attaches by bolts in the ceiling of the aft
cargo compartment. The drum assembly connects with and operates the
cable system for manual Rudder control. The drum assembly includes
four guard pins that install around the cable drum.
The Servo, housing, and drum assemblies are line replaceable units that
you can remove and replace independently. The Servo and housing are
the same parts that install as the Dual Elevator and Aileron Servos. The
drum assemblies are different for each Servo installation.
DUAL RUDDER SERVO

YAW DAMPING AND TURN COORDINATION
Purpose
The yaw control system has a Yaw Damp Actuator that decreases the
effects of Dutch roll during cruise and gives Rudder inputs for turn
coordination.
General Description
Yaw Damping
During takeoff and approach, a dual Servo moves the Rudder. In all other
phases of flight, the Yaw Damp Actuator controls the Rudder. The Flight
Control Computer (FCC) controls the Yaw Damp Actuator to keep the
aircraft stable in the lateral axis by yaw rate data from the Air Data Inertial
Reference Unit (ADIRU). The Yaw Damp Actuator engages separately
from the engaged Autopilot or Flight Director.
Turn Coordination
The FCC controls the Yaw Damp Actuator for the turn coordination mode.
This mode uses a side slip rate damping to decrease the lateral
accelerations during movement in the lateral direction. The turn
coordination, at the start and end of a turn, is by a predicted yaw rate
reference. The steady state turn coordination gets lateral acceleration
data from the ADIRU.
Indications
The FCCs control the Yaw Damp function. If a failure occurs in the Yaw
Damp operation, the FCC sends a signal to the Versatile Integrated
Avionics (VIA)s to show YAW DAMP FAIL alert on the displays.
YAW DAMPING AND TURN COORDINATION

PITCH CONTROL
General Description
The Flight Director Pitch control function operates from separate FCC
channels or together from either FCC. The Flight Director shows on the
primary flight display of the Electronic Instrument System (EIS). It gives
the flight crew steering commands for manual control of the aircraft’s pitch
attitude.
The autoflight and Flight Director pitch control supplies control and
guidance from 100 feet above ground level after takeoff through ground
rollout after landing. The set pitch mode shows on the Flight Mode
Annunciator.
When the Autopilot System is engaged, the FCC’s supply the necessary
commands from the two channels to operate the Dual Elevator Servo and
provide the necessary pitch attitude changes and rate commands.
The pitch modes of operation are:
 Altitude control
 Vertical speed/flight path angle
 Speed select and hold
The Autopilot and Flight Director uses the Flight Management System
(FMS) function of the Versatile Integrated Avionics (VIA) units for:
 Computed speed
 Vertical flight profile
The Autopilot and Flight Director uses data from aircraft sensors to the
FCCs for:
 Takeoff
 Approach/landing
 Go-around
 Level changes
PITCH CONTROL

DUAL ELEVATOR SERVO
Component Location
The Dual Elevator Servo is in the forward cargo compartment, right side.
The Servo connects to the Elevator Servo force limiter by a cable drive
drum. Each motor on the Servo gets a separate signal from the applicable
channel of the Flight Control Computer.
The Dual Elevator Servo installs in the housing (bracket) that includes the
drum assembly. The housing attaches by bolts in the right side ceiling of
the forward cargo compartment. The drum assembly connects with and
operates a cable system in the Elevator Servo Force Limiter. The drum
assembly has a bumper that engages against a stop to set a turn limit
when the Servo operates.
The Servo, housing, and drum assemblies are line replaceable units that
you can remove and replace independently. The Servo and housing are
the same parts that install as the Dual Aileron and Rudder Servos. The
drum assemblies are different for each Servo installation.
FORCE LIMITER
MECHANISM
DUAL
ELEVATOR
SERVO
FWD CARGO COMPT. (RT SIDE)
DUAL ELEVATOR SERVO

AUTOMATIC PITCH TRIM
General Description
The automatic pitch trim function uses the alternate trim motor to trim the
aircraft Horizontal Stabilizer when the Autopilot operates. This function
supplies long term pitch trim load transfer from the Elevator to the
Horizontal Stabilizer. The stabilizer trim also supplies linear pitch
compensation during high Mach numbers. As the automatic pitch trim
system moves the stabilizer, the FCC continuously calculates an estimate
of where the stabilizer should be.
Automatic pitch trim does not work at less than 50 feet of radio altitude.
Component Location
The automatic pitch trim function has these components:
 An alternate trim motor

 A brake rectifier assembly
 Two Horizontal Stabilizer position sensors
 Up and down trim relays
 A brake relay
The alternate trim motor and the brake rectifier assembly are on the
longitudinal trim actuating mechanism. The longitudinal trim actuating
mechanism is in the Vertical Stabilizer. The two Horizontal Stabilizer
position sensors are in the forward cargo compartment, on the Elevator
Servo force limiter.
The brake relay and the up and down trim relays are in the forward cargo
compartment, in the right tunnel, forward of the cargo door.
AUTOMATIC PITCH TRIM

AUTOMATIC PITCH TRIM CONT.

Operation
Functional Description The Central Aural Warning System (CAWS) function of the Versatile
Integrated Avionics (VIA) supplies a tone and an aural warning of
During the takeoff and go-around modes, nose-up commands for “STABILIZER MOTION” when the stabilizer moves more than one
automatic pitch trim do not operate. The Autoflight System supplies an degree. The Remote Electronics Unit (REU) supplies the CAWS warnings
automatic trim alert to tell the flight crew about a malfunction. A stabilizer to the cockpit speakers and the audio panels.
out of trim alert shows when the Autopilot disengages to cause a .10 g or
more transient. The alerts show on a display through the Electronic The AUTO TRIM FAIL alert shows on the Engine and Alert Display (EAD),
Instrument System (EIS) function of the Versatile Integrated Avionics when the automatic pitch trim function is defective. This tells the flight
(VIA). crew that a sudden pitch movement may occur when the Autopilot
disconnects.
The alternate trim motor causes the longitudinal trim actuating mechanism
to move the Horizontal Stabilizer. This motor operates apart from the The alternate trim relays and alternate trim brake relay supply power to
primary trim motor. The automatic pitch trim system also has two the alternate trim motor and brake when a person uses the alternate trim
Horizontal Stabilizer position sensors. These inputs are for command switches. The alternate trim brake relay also supplies a discrete signal to
response monitoring. As the auto pitch trim system moves the stabilizer, the FCC to temporarily stop the auto pitch trim during alternate trim
the FCC makes an estimate of where the stabilizer should be. operation.
With an engaged Autopilot, or the mach trim function enabled, the FCC
supplies the auto pitch trim enable (28 VDC interlock) to the contacts of
the A/P (Autopilot) up and down trim relays. The A/P up and down trim
relays use the 28 VDC interlock power to supply a brake release signal
when the FCC energizes the A/P up or down trim relay.
The FCC energizes the A/P up or down trim relay to move the stabilizer.
The energized A/P up or down trim relay supplies 115 VAC to the
alternate trim motor, and 28 VDC brake release power to energize the A/P
brake relay . The A/P brake relay supplies 115 VAC brake release power
to energize the alternate trim motor brake. The power to the motor and
the brake lets the alternate trim motor move the Horizontal Stabilizer. The
alternate trim limit switches stop the operation of the alternate trim motor
when the stabilizer moves to the leading edge up or down limit.
AUTOMATIC PITCH TRIM CONT.

AUTOTHROTTLE
General Description The Flight Control Panel sends data to the FCCs for Autothrottle mode
election, Autothrottle engage, and Autothrottle disengage.
The Autothrottle function of the Flight Control Computer (FCC)s controls
engine thrust (thus, aircraft speed) through all phases of flight. The Throttle Control Module
Autothrottle function operates to automatically control the movement of
the throttle levers. Full manual throttle control is available at all times. The The Throttle Control Module has two Autothrottle drive Servos with a
FCCs get signals from other systems and components to supply the clutch and a Rotary Variable Differential Transducer (RVDT) for each
Autothrottle function. The Autothrottles can operate in one of these engine. The Autothrottle drive Servos move the throttle levers when you
modes: engage the Autothrottles. When you engage the Autothrottles, the
Autothrottle Servos send and receive data to and from the FCCs. You can
 Indicated Airspeed (IAS) hold - supplies control of the throttles to hold override the
an airspeed
 IAS select - supplies control of the throttles to lock on and hold a set Autothrottle drive Servo clutch when you apply manual force to the throttle
reference speed levers. The RVDTs connect to the throttle levers and send signals to the
 Mach hold - supplies control of the throttles to hold a Mach number EECs on throttle lever position.
 Mach select - supplies control of the throttles to lock on and hold a set
reference Mach number Engine Electronic Controllers
 Thrust limit/target - supplies control of the throttles to lock on and hold
thrust at the thrust limit/target The EEC has two channels. One of the two channels can control engine
operation. The EECs get data from the RVDTs on throttle lever position.
 Retard - supplies control of the throttles to decrease thrust at the
applicable radio altitude for landing The EECs also get data from the FCCs on thrust rating mode and flexible
temperature.
 Clamp - prevents Autothrottle control during takeoff at approximately 80
knots but does not cause the Autothrottles to disengage
The EECs send data such as engine pressure ratio limit, thrust rating
mode, engine pressure ratio command, engine pressure ratio and takeoff-
FCC Autothrottle Function
go-around to the FCCs.
The Autothrottle system operates through the FCC with the:
Component Location
 Aircraft systems inputs The EECs are on top of the engines above the low-pressure compressor
 Flight Control Panel section. The FCCs are in the main electrical and electronics compartment.
 Throttle Control Module FCC-1 is on shelf number 1 of the aft left radio rack FCC-2 is on shelf
 Engine Electronic Controller (EEC) number 2 of the forward right radio rack
The FCCs give signals to the Servos in the Throttle Control Module to The Throttle Control Module makes up part of the pedestal assembly and
keep a set speed, Mach number, or engine pressure ratio limit. The FCCs the Flight Control Panel is in the center of the Glareshield Control Panel.
also send signals to the EECs on thrust rating mode and flexible
temperature.
AUTOTHROTTLE

AUTOTHROTTLE CONTROL
The Autothrottle engage and disengage logic is a function of the Flight

Control Computers. On power-up, the Flight Control Computers do a self-
test and, if the test is satisfactory, arm the Autothrottle system. The Flight
Control Computers supply the Autothrottle engage and disengage signals
to the Versatile Integrated Avionics units for display on the Primary Flight
Display (PFD)s.
Autothrottle Engage
The Autothrottle engages system when the AUTO FLIGHT switch on the
Flight Control Panel is pushed. The Autothrottle system will also engage if
the PROF (Profile) switch on the Flight Control Panel is pushed while the
aircraft is 400 feet or more above ground level. The Autothrottle system
will automatically engage when the Flight Control Computers sense a
windshear, an aircraft overspeed or underspeed condition.
The two Autothrottle systems will only engage if serviceable. When the
Autothrottle system engages, the ATS OFF and box indication does not
show on the PFD.
Autothrottle Disengage
The Autothrottle system can be disengaged by:
 The Autothrottle disconnect switches, on the throttle levers

 The AFS OVRD OFF (Autoflight System Override) switches, on the
 A failure of the Autothrottle system
The Autothrottle system also disengages if the throttle levers are operated
for reverse thrust.
AUTOTHROTTLE CONTROL

AUTOTHROTTLE WARNINGS AND STATUS

Operation
General Description Autothrottle Disengage Warning
The Primary Flight Display (PFD) shows Autothrottle warnings and The Autothrottle disengage warning is displayed in red and flashes on the
system status in the Flight Mode Annunciator (FMA). The Autothrottle FMA when the Autothrottle is disengaged. The red ATS OFF indication
warning logic is a function of the flight control computers. The flight control will display in a different color depending on status when disengagement
computers supply the Autothrottle disconnect warning and engage signals is done using the AFS OVRD OFF switch on the Flight Control Panel or
to the Versatile Integrated Avionics Units. one of the Autothrottle disconnect switches on the yokes.
The Autothrottle off indication is a box around the applicable speed If the AUTOFLIGHT switch is pushed to reengage the Autothrottle
control or altitude control window of the FMA. The ATS OFF indication system, the red ATS OFF indication goes off. Alternately, if one of the
shows on the bottom part of the box. This example shows the Autothrottle Autothrottle disconnect switches was pushed to extinguish the warning,
status in the speed control window. the red ATS OFF indication changes to a white or amber indication
depending on status.
Autothrottle Status Indication
The Autothrottle status indication can be white or amber depending on

system status. The white color shows that the Autothrottle system is in an
armed status and the system can be engaged. The amber color shows
that the Autothrottle system has a failure that prevents Autothrottle
operation. The amber color will also show when the AUTOFLIGHT switch
is pushed and one of the Autoflight System override switches is in the
down position.
AUTOTHROTTLE WARNINGS AND STATUS

AUTO THRUST CONTROL
General Description
The primary forward thrust control mode operates by Engine Pressure

Ratio (EPR). This mode calculates different EPR limits for specified
phases of flight. The AUTO THRUST LIMITS page on the multifunction
control display unit lets the operator set a thrust rating for a specified
phase of flight.
The Flight Control Computer (FCC) gets the thrust rating mode selection
set on the AUTO THRUST LIMITS page from the Flight Management
System (FMS). The FMS is a function of the Versatile Integrated Avionics
(VIA) unit. The FCC also gets aircraft air data from the Air Data Inertial
Reference Unit (ADIRU). The FCC sends the data to the Engine
Electronic Controller (EEC).
The EEC uses engine bleed data from the VIA unit and FCC data along
with throttle position data to calculate EPR limits and command data. The
EEC supplies inputs to the Electronic Instrument System (EIS) function of
the VIA unit for the flight compartment displays.
During abnormal conditions or malfunction, the EEC cannot set thrust by

the primary EPR mode. The secondary forward thrust control mode is
used to manually operate the engine by the using the low-pressure
compressor shaft speed (N1) but Autothrottle Function in the FCC will not
be available.
Normal engine reverse thrust control mode operates by low-pressure

compressor shaft speed (N1).
The engine and alert display (EAD) and the primary flight displays (PFD)
supply indications of the thrust settings. The EAD shows EPR indications
and thrust mode data. The PFD shows the current thrust mode.
AUTO THRUST CONTROL

WINDSHEAR ALERT AND GUIDANCE

General Description The windshear alert and guidance system gives data to the Versatile
Integrated Avionics (VIA) units to show visual alerts on the:
The windshear alert and guidance system is a function of the Flight
Control Computer (FCC). The windshear alert function tells the flight crew  Primary flight displays (FMA) to show WINDSHEAR in the speed and
when a windshear condition occurs. The windshear guidance function altitude windows. Below the Flight Mode Annunciator speed window,
gives flight guidance data for the Flight Director and Autopilot. Also, the WINDSHEAR shows in red or amber. A red WINDSHEAR shows for a
windshear alert and guidance system gives Autothrottle commands during decreasing windshear (tail windshear). An amber WINDSHEAR shows
the takeoff and go-around modes of flight. The Electronic Instrument for an increasing windshear (head windshear)
System (EIS) function of the Versatile Integrated Avionics (VIA) units,  Systems display (miscellaneous page) to show a windshear system
shows the windshear alert and Flight Director data on the primary flight malfunction. The system control panel MISC switch/light will come on.
displays. This alerts the crew to push the MISC switch/light and bring the
miscellaneous page into view on the system display. The message that
The system gets data from the Air Data Inertial Reference System shows on the miscellaneous page is WSHEAR DET FAIL.
(ADIRS) and the radio altimeter system for windshear detection, and alert
and guidance data. The Central Aural Warning System (CAWS) function of the VIA unit gives
the windshear aural alerts.
The windshear alert and guidance system can operate for tail and head
windshear conditions. The windshear alert and guidance system will give guidance data to:
The modes of operation for the windshear alert and guidance system are:  The Autothrottle system, to control engine power
 The Autopilot, to control the aircraft pitch attitude
 Standby - the system is not on during taxi and ground movement but  The Flight Director, to give the flight crew visual guidance (pitch
system defects are available commands)
 Takeoff roll - the system is not on during this mode of flight but system  The primary flight display’s Flight Mode Annunciator, to give the flight
defects are available crew visual guidance (heading and altitude)
 Takeoff - from nose wheel lift-off to 1500 feet radio altitude, windshear
alert and guidance data is available If the Autothrottles are not in operation, the FCC engages the
 Enroute - windshear alert and guidance data does not operate when the Autothrottles during a windshear.
aircraft radio altitude is more than 1500 feet. But if in a windshear
condition exists before the aircraft climbs through 1500 feet radio
altitude, the windshear alert and guidance operates
 Approach - windshear alert and guidance is available from 1500 feet
down to 50 feet radio altitude
 Go-around - the windshear alert and guidance is available from the Go-
Around selection, through 1500 feet radio altitude
WINDSHEAR ALERT & GUIDANCE

STALL WARNING
 Two dump switches that let the flight crew stop the stick pusher Servo
actuator operation
General Description
The FCC supplies outputs for:
The stall warning system tells the flight crew when the aircraft gets near a
stall condition. It shakes the control columns and also gives aural and  The stick pusher Servo actuator to push the control column forward as
visual warnings. If the aircraft is in a stall, the system pushes the control part of the stall recovery system
columns forward for an automatic stall recovery. The stall warning system  A stick shaker on each control column to vibrate the control column and
is a function of the Flight Control Computer (FCC). warn the flight crew of a predicted stall. One or the two FCCs can cause
the stick shakers to operate
Before a stall occurs, the FCC uses many inputs to help calculate the time
the stall will occur. The inputs are from:
 The two Angle-Of-Attack (AOA) sensors. One on each side of the

aircraft. The output of each sensors supplies the Flight Control
Computers with AOA and AOA rate of movement. There are two
outputs from each AOA sensor. One output of the left AOA sensor goes
to channel A of FCC-1, and the other output goes to channel B of FCC-
2. One output of the right AOA sensor goes to channel A of FCC-2, and
the other output goes to channel B of FCC-1
 The flap position transmitters that supply the actual flap position to the
FCCs. The flap handle position transmitter signal helps calculate flap
selection. The FCCs use these signals to calculate stall warning
 Each Air Data Inertial Reference Unit (ADIRU) that supplies vertical
acceleration data during stick pusher Servo operation. This data helps
the FCC calculate the correct time to stop the stick pusher operation
 The Horizontal Stabilizer position sensors to supply the position of the
Horizontal Stabilizer
 The Proximity Sensing Electronics Unit (PSEU) to supply slat position
 The Radio Altimeter (RA) to show that the aircraft has an altitude of
more than 7 feet or 150 feet for stick pusher operation
 Left and right ground sense switches to disable stall warning when the
aircraft is on the ground
 The Versatile Integrated Avionics (VIA) shows the stall condition as a
stall annunciation on the Primary Flight Display (PFD). The pitch limit
indicator also shows the stall condition by different colors of the
indicator. The Central Aural Warning System (CAWS) function of the
VIA gives the aural warning “STALL, STALL” and a claxon
STALL WARNING

STALL WARNING CONT.

 Radio altitude is greater than 150 feet
 Windshear Guidance is not active
Functional Description  Stick pusher dump switch not pushed
 Normal acceleration is greater than 0.5 g
The stall protection system does not operate when the aircraft is on the  Slat positions agree with each other and with the flap handle position
ground and radio altitude is less than 7 feet. Stall warning does not  The measured AOA is at the stick pusher schedule or the stall
operate for the first 5 seconds after nose wheel lift-off. As the aircraft annunciation is active for 6 seconds.
speed begins to increase during the takeoff roll, the AOA vanes become  The sticker shaker annunciation and stick pusher do not operate when
operational. The FCCs check the AOA vane data 0.5 seconds after nose the AOA is 1/2 degree less than the sticker shaker schedule. This same
wheel lift-off or 0.5 seconds after the radio altitude exceeds 7 feet. If the standard value stops and re-arms the logic
AOA data is satisfactory, the stall protection system changes to the flight
mode and stall warning operates. If any AOA data fails the test the stall The stick pusher automatically stops by the stick shaker schedule. It also
protection functions do not operate until 10 seconds after lift-off. The FCC does not operate if the G cut-out occurs first.
compares the AOA data from the failed vane, with the AOA from the same
channel of the opposite vane. If this cross-check is not satisfactory, and The G cut-out operates when the normal load factor decreases to 0.5 g
the AOA is less than 4.0 degrees, the stall warning and recognition and the nose down pitch rate is 4 degrees/second or more. The stick
functions of that channel will not operate until the subsequent flight. The pusher dump switches can stop the pusher operation manually if
FCCs record a maintenance fault. A three channel failure of the FCCs necessary. If the stick pusher inhibit occurs automatically or manually, it
makes the alert STALL WARN FAIL. A STALL WARN FAULT shows continues until the AOA decreases to 0.5 degree below the stick shaker
on the status page under MAINT (Maintenance) for a one-channel failure schedule, when the stick pusher will re-arm. Additional logic makes sure
in each FCC. that an accidental stick pusher inhibit does not occur as well as taking out
the normal G data and the 4 degrees/second nose down pitch rate
In flight, the monitoring and cross talk functions operate to check the requirement.
integrity of the system. The FCCs calculate the data again to show
changes in stabilizer position and the AOA. If the local AOA equals the With the slats extended for any flap position, the stick pusher is available
scheduled value for stick shaker from one of the two vanes, the stick for all speeds until the placard speed limit. Stick pusher operation is
shakers activate to notify the flight crew that the aircraft is closer to a stall. available until the cut-out speed of 240 knots for the Up/Retract
If the AOA continues to increase, the flight crew sees the stall warning configuration. Aerodynamic buffeting gives the required stall warning cues
annunciation. If necessary, the stick pusher operates to decrease the above this speed for the Up/Retract configuration. With failure conditions
AOA. This occurs if two of the channels in the FCC sense that the of non-zero flap settings and retracted slats, the stick pusher is again
measured AOA reaches the scheduled value for the stick pusher. available at all speeds until the placard speed limit.
For the stick pusher to operate, the radio altitude must be more than 150
feet and windshear guidance must be off. Because of the possible
hazards of accidental operation, stick pusher operation occurs only with
all of these conditions:
 All sensors valid

 Calibrated airspeed is less than 240 knots
STALL WARNING CONT.

STALL WARNING INDICATION
General Description
The STICK PUSHER PUSH TO INHIBIT switch/lights come on amber

when the aircraft is in a stall. The flight crew can push one of the switch/
lights to prevent the operation of the push Servo actuator.
The pitch limit indicator on the Primary Flight Display (PFD) can show
when the aircraft is near or in a stall condition. The pitch limit indicator is
normally cyan. As the aircraft comes near stall conditions the indicator
changes to amber. In a stall condition (maximum pitch limit), the indicator
changes to red.
When the aircraft is in a stall condition, STALL also shows red in a box on
the PFD below the attitude indicator.
The stick shaker range (red zipper) on the airspeed indicator shows when
the stick shaker will come on. As the airspeed decreases in the stall, the
stick shakers come on when the current airspeed is in the red shaker
range.
STALL WARNING INDICATION

STALL ALERTS AND AURAL WARNING

NOTE: If a condition in the electrical power system causes a
STALL WARN FAIL or STICK PUSHER FAIL condition,
General Description the MISC reminder message flashes on the EAD. The alerts
normally show on the SD miscellaneous and STATUS pages.
The alert that shows on the EAD gives a warning of conditions that
include component failures. A function of the Electronic Instrument
System (EIS) can make the MASTER CAUTION lights come on when the
alert first occurs.
There are three level 1 alerts that show in amber text. The MASTER
CAUTION lights come on with these alerts that show on the EAD:
 STALL WARN FAIL. This all alert comes on when three of the four stall
warning functions in the two FCCs have failures. The alert shows first
on the EAD and causes a MASTER CAUTION light. The alert also
shows on the SD miscellaneous page and on the STATUS page under
the MISC (Miscellaneous) heading
 STALL WARNING FAULT. Two of the four stall warning functions in the
FCCs have failures. This is a MAINT (Maintenance) alert that shows
only on the SD STATUS page
 STICK PUSHER FAIL. The stick pusher function in one FCC has a
failure. The same alert shows with stick pusher failures in the two FCCs.
The alert shows first on the EAD and causes a MASTER CAUTION
light. The alert also shows on the SD miscellaneous page and on the
STATUS page under the MISC (Miscellaneous) heading
Aural Warnings
The FCCs send stall warning data to each Versatile Integrated Avionics
(VIA). The Central Aural Warning System (CAWS) function in the VIAs
make the aural warning STALL and a klaxon sound. The aural warning
data goes to the Remote Electronics Unit (REU), then to the headsets and
speakers in the flight compartment.
STALL ALERTS AND AURAL WARNING

STICK SHAKER
General Description
Stick Shaker vibration is a warning to the flight crew, of a predicted stall.

One Flight Control Computer (FCC), or the two FCCs, can cause the
stick shakers to operate.
During a pre-stall condition, the FCC uses aircraft sensor and control
surface position inputs to help calculate when the stall will occur. These
inputs include:
 The flap position

 The flap handle position. The flap handle position signal helps calculate
flap selection
 The slat position, from the flap handle position or slat position
 The Angle-Of-Attack (AOA)
 The AOA rate of movement
 Horizontal Stabilizer position
The FCC compares this pre-stall AOA stick shaker position to the AOA
position. When the AOA position is more than the calculated AOA stick
shaker position, the AOA stick shaker sends a signal to the flip-flop circuit.
The flip-flop circuit sends the command to the stick shaker. The stick
starts to shake. This gives the pilots a warning that the aircraft is near a
stall condition.
The stick continues to shake until the AOA position is -0.5 degrees less
than the computed position.
FCC Channel B commands the captain’s stick shaker and FCC Channel
A commands the first officer’s stick shaker.
STICK SHAKER

STICK PUSHER OPERATION

The stick pusher relay energizes and causes 28 volts DC to energize the
pusher Servo control relay in the pusher Servo actuator. The closed
General Description contact of the stick pusher relay supplies 115 volts AC to the Servo power
supply. The output of the power supply goes to the motor of the pusher
During deep stall conditions the FCC will calculate the logic to push the Servo actuator for operation. During the operation of the stick Servo
control column forward when necessary. It is the function of the two actuator, the actuator operates the Autopilot interlock to stop the Autopilot
channels of the FCCs to operate the stick pusher Servo for deep stall operation.
recovery.
When the dump switch operates, a ground signal goes to Channel B of
the FCCs. Channel B sends that signal to set again (reset) the flip-flop
Functional Description and stop the stick pusher operation. A relay also holds the contacts open
and removes power to the motor and clutch of the pusher Servo actuator.
In-flight, the monitoring and cross talk functions operate for system
integrity. The FCCs calculate the data to show: Because of the possible hazards of accidental stick pusher operation,
stick pusher operation occurs only with these conditions:
 Changes in slat position from the flap handle position or the slat position
 Flap position  All sensors are correct (valid)
 Stabilizer position  Airspeed is less than 250 knots
 The AOA rate of movement  Radio altitude is more than 150 feet
 Windshear Guidance is not on
The FCCs start the stick pusher operation and decrease the AOA, when:  No dump switch operation
 Normal acceleration is more than 0.5 g
 There is a supplemental stall recognition AOA command for 6 seconds  Slat positions agree with each other and with the flap handle position
 The radio altitude is more than 150 feet  The measured AOA is at the stick pusher AOA schedule or stall
 The two channels in the FCCs sense that the measured AOA is at the annunciation is on for 6 seconds
calculated value for the stick pusher AOA
The stick pusher does not operate when the AOA is less than the
For the stick pusher to operate, windshear guidance must not be calculated AOA -0.5 degrees stick shaker position.
activated. The stick pusher operates when the:
 Flip-flop in channel A sets the output high. Channel B is the same

operation as channel A, but also has a reset
 Electronic switch in channel A closes to supply a ground to the clutch
and motor in the stick pusher Servo actuator
 Electronic switch channel B closes to supply a ground to the stick
pusher relay and the pusher Servo control relay
STICK PUSHER OPERATION

AUTOPILOT ENGAGED MODE
Operation
When the aircraft is more than 100 feet above ground level, the crew can
engage the Autopilot by pushing the AUTO FLIGHT button on the Flight
Control Panel. This removes the white AP OFF (Autopilot Off) box around
the speed and roll control windows if the Autopilot function is valid.
The first Flight Control Computer (FCC) that powered up at initialization

engages the Autopilot. The display shows AP1 (Autopilot 1) or AP2
(Autopilot 2) in blue under the roll control window. As long as the aircraft
remains powered, Autopilot engagement will switch to the other FCC on
subsequent flights.
The aircraft continues to climb to 10,000 feet at takeoff thrust

(Autothrottles clamped) and holds the present heading. The airspeed
stays at V2 (aircraft takeoff speed) plus 10 knots.
AUTOPILOT ENGAGED MODE

LOW SPEED PROTECTION
If the aircraft cannot keep the set speed during a climb, the airspeed will
start to decrease. When the speed becomes 5 knots less than the
minimum speed before a stall (Vmin), the Autothrottle System
automatically engages to prevent a stall. The Flight Mode Annunciator
speed control window starts to flash and alternate the annunciation
between LO SPEED and PROTECTION.
The target speed changes to Vmin and the Autothrottle Servos move the
throttles to the position necessary to keep the aircraft speed at Vmin. The
ATS OFF (Autothrottle System Off) box will stay in view even though the
Autothrottle is on. The altitude control mode stays in V/S (Vertical Speed).
LOW SPEED PROTECTION

AUTOLAND ENGAGED
With AUTOLAND or APPR ONLY engaged, the approach may only be
disarmed by pushing the Go Around Switch. If the crew elects to continue
Functional Description the approach, the Autopilot will automatically disconnect at 100 feet AGL.
The Autoflight System uses a fail passive automatic landing mode. Each For Autoland (fail passive) operations, these components or conditions
Flight Control Computer (FCC) gives the necessary conditions to engage are necessary:
the Autoland mode. If the necessary logic correctly occurs in each FCC,
the two FCCs will engage in the Autoland mode.  One FCC
 One instrument landing receiver
In order to confirm the Autoland capabilities, the FCCs send a request for  Two radio altimeters for engagement, then one radio altimeter may fail
Autoland to the Electrical Power Control Unit (EPCU). After the EPCU  Two air data inertial reference computers
sets the correct conditions it then sends a confirm signal to the FCCs.  One-half of the Elevator Servo in operation
When the EPCU gets a land command it stays in the land command  One-half of the Aileron Servo in operation
mode until the FCCs stop the request.  One-half of the Rudder Servo in operation
 One Flight Control Panel
The Flight Mode Annunciator shows the status of the Autoland
 Two wheel speed transducers
mode. The status annunciations are:
 One EPCU
 AUTO LAND - The FCCs engage in the Autoland mode and are fail  One full authority digital electronic control system
passive
For approach only (system redundancy is not sufficient to make sure of a
 APPR ONLY (Approach Only) - The system redundancy is not sufficient
fail passive reaction to a fault), these components or conditions are
to make sure the fail passive mode operates if a fault occurs.
necessary:
The FCCs do a pre-land test and send an Autoland request to the EPCU
at 1,500 feet radio altitude. Autoland engages and AUTO LAND shows in  One instrument landing receiver
green text when:  One radio altimeter
 Two inertial reference units
 The aircraft descends below 1,500 feet radio altitude plus 10 seconds  One-half of the Elevator Servo in operation
 The aircraft locks on to the localizer and the glideslope beams  One-half of the Aileron Servo in operation
 The necessary redundancy is available  One Flight Control Panel
 The FCCs receive a confirm signal from the EPCU
NOTE: It is normal for MCDU 1 to blink whenever the airplane
If Autoland is not available, the Autopilot engages into the approach only transitions to AUTOLAND when descending through 1,500
mode. The annunciation APPR ONLY shows in white text in the altitude feet AGL. This blinking is a result of the MCDU response to a
control window. short-term power transient.
AUTOLAND ENGAGED

AUTOLAND CERTIFICATION
The flight crew can also give approval for the Autopilot or autoflight
operation before landing or during a practice approach. The system is
General Description operational for category III if no related problems occur. This is necessary
for minimum FAA conditions.
The Autopilot system automatically makes an approval (certifies itself) for
category III (3) and category II (2) operations. NOTE: On the ground, as long as there are no existing Autopilot or
autoflight malfunctions, the Autopilot system is considered
Autopilot Certification Category II operation category III.
The Autoflight System automatically makes an approval for category II
when:
 One Autopilot is on with AP1 or AP2 displayed in the Flight Mode

Annunciator roll control window or when one Autopilots cannot operate
 APPR ONLY shows in the Flight Mode Annunciator altitude control
window
Autopilot Certification Category III operation
The Autoflight System automatically makes an approval for category III

when:
 Autopilot AP1 engaged and AP2 armed, or AP2 engaged and AP1
armed, and AP shows in the Flight Mode Annunciator, roll control
window
 AUTO LAND shows in the flight code annunciator, altitude control
window
The Autoflight System can automatically make an approval of itself for

Autoland, but the local FAA rules may have different category II
procedures for certification.
After an Autopilot or Autoflight System malfunction, Technicians can make

a repair and perform a return to service test. This approves the Autopilot
or Autoflight System for continued operation.
AUTOLAND CERTIFICATION

AFS CENTRAL MAINTENANCE

RETURN-TO-SERVICE
General Description This selection lets you start, stop, and see the results of the FCCs built-in-
test. This selection operates only on the ground.
The Autoflight System has an interface with the Centralized Fault Display
System (CFDS). The interface lets the Flight Control Computer (FCC) SENSOR READOUT
show maintenance data on the Multifunction Control Display Unit (MCDU)
display screen. The different screen selections can show Autoflight This selection shows a real-time list of the power, discrete and sensor
System data and conditions and let you do maintenance tests. inputs to selected LRUs. From this display you can make a selection of an
input source to get more data about the input.
From the CFDS INITIAL MENU you can make a selection for LRU
MAINTENANCE. The CFDS LRU MAINTENANCE display shows each ERASE MAINT MEMORY
Line Replaceable Unit (LRU) that has an interface with the CFDS in
alphabetical sequence. Push the PAGE key until the applicable screen This selection lets you remove data from the fault review memory. The
with the FCCs shows. You make the selection for FCC-1 or FCC-2 from erase function is available only on the ground.
this list. The FCC-1 (or -2) MAINTENANCE display shows these
selections: HEX DATA
 CURRENT FAULTS This selection shows memory data from the FCCs for special
 FAULT REVIEW maintenance actions.
 RETURN-TO-SERVICE
 SENSOR READOUT RETURN
 ERASE MAINTENANCE MEMORY
 HEX DATA This selection makes the system go back to the previous display.
 RETURN
CURRENT FAULTS
When the contacts of external switches fail, the Autopilot will disconnect
or fail to engage. The FCC will not record Fault Messages because it can
This selection shows a real-time list of maintenance fault conditions found
not tell if this was a pilot’s decision or the result of a defective switch.
by the FCC built-in-test equipment. This data includes a description that
The following items apply:
can show when the fault is internal or from an external component or
interface.
 Capt. And F/O Yoke Disconnect Switches
FAULT REVIEW  Up or Down Trim Brake Relays
 Stick Pusher Servo Drive
This selection shows data from the last 40 flight legs or 280 faults,  AFS OVRD OFF 1 (2) Switches
whichever occurs first. The data includes the number of faults found and
the date and length of the related flight leg. From this display you can
make a selection of a flight leg to get more data about the faults.
AFS CENTRAL MAINTENANCE

AFS RETURN TO SERVICE TESTS
General Description
The Autoflight System return-to-service tests allow maintenance

personnel test and make sure that a replacement Line Replaceable Unit
(LRU) has satisfactory electrical connections. Different displays show a
pass or fail indication along with system test results.
Operation
Push the line select key adjacent to the RETURN-TO-SERVICE TEST

selection to start the AFS (Autoflight System) Power Up Test. Display 2
shows the test IN PROGRESS, the LRU PN (Part Number) and the
CONFIG CODE (Configuration Code). At the end of the test, if the test
passed, the related PASSED indication will show (display 3) or if the test
failed, the related FAILED indication will show (display 4).
Push the line select key adjacent to the CONTINUE selection. The page
changes to the TEST INITIALIZATION page, display 5, that shows these
steps:
 CHECK AILERON/RUDDER TRIM - 0 DEG (Degrees)

 CHECK STAB TRIM (Stabilizer Trim) < 14 DEG ANU (Degrees Aircraft
Nose Up)
 PULL FCC-2A/2B CB’S (Circuit Breakers)
 CHECK GCP AFS OVRD (Glareshield Control Panel Autoflight System
Override) SWITCHES IN UP POSIT (Position)
 Push the line select key adjacent to the CONTINUE selection. The
subsequent screen shows more subsystem tests.
AFS RETURN TO SERVICE TESTS

AFS ADDITIONAL TESTS

The following is a list of tests that are available from the RETURN TO
SERVICE pages of the MCDU:
Operation
 FCC-1 (2)
After completing the steps from the TEST INITIALIZATION page (Display  GCP-A (B)
1), push the line select key adjacent to the CONTINUE selection. The  AUTOFLIGHT SYSTEM
FCC-1 AFS R-T-S TEST ADDITIONAL TESTS page (Display 2) shows.  AUTOLAND SYSTEM
 AILERON SYSTEM
There are four pages for ADDITIONAL TESTS. To see the subsequent  AUTO PACK/LAND LIGHT
ADDITIONAL TESTS page, push the PAGE key on the multifunction  CONTROL WHEEL SWITCHES
control display unit. The PAGE key lets you see all of the ADDITIONAL
 ELEVATOR SYSTEM
TESTS pages.
 FLAP/SLAT SYSTEM
To get access to the applicable test, push the line select key adjacent to  LAND GEAR/GROUND PROX
the test selection. All tests do a check of the interface between  RUDDER SYSTEM
components and systems. Push the RETURN selection on displays 2, 3,  SISP SWITCHES
4, and 5 to get back to the FCC-1 maintenance page.  SPOILER SYSTEM
 STABILIZER SYSTEM
The AUTO FLIGHT SYSTEM test on page 1 (Display 2) of the  STALL WARNING SYSTEM
ADDITIONAL TESTS does a full test of all components of the Autoflight  THRUST CONTROL MODULE
System. The AUTO FLIGHT SYSTEM makes sure all components of the
Autoflight System operate correctly. The AUTO FLIGHT SYSTEM test
includes all of the tests on all of the ADDITIONAL TESTS pages.
The other tests let you make sure different components or functions
operate correctly and their interface with the applicable components is
satisfactory. This lets you examine the operation of the applicable
component or system after maintenance.
Many of the tests operate without hydraulic power but these tests must
have hydraulic power for correct operation:
 The AUTO FLIGHT SYSTEM test

 The AUTO LAND SYSTEM test
 The FLAP/SLAT SYSTEM test
AFS ADDITIONAL TESTS

AUTOFLIGHT SYSTEM RETURN TO SERVICE
Operation
Push the line select key adjacent to the AUTO FLIGHT SYSTEM
selection on the FCC-1 AFS R-T-S TEST, ADDITIONAL TESTS page
(Display 1). Obey the instructions that show on the subsequent page
(Display 2). Push the line select key adjacent to the CONTINUE selection.
The FCC-1 AFS R-T-S TEST, DETAILED TEST MEASUREMENTS
DESIRED? page (Display 3) shows.
If test measurements are necessary, push the line select key adjacent to
the YES selection. If test measurements are not necessary, push the line
select key adjacent to the NO selection. The AUTO FLIGHT SYSTEM
return-to-service test now starts.
If the AUTO FLIGHT SYSTEM return-to-service test is satisfactory, the

ALL RETURN-TO-SERVICE TESTS PASSED page (Display 4) shows. If
the AUTO FLIGHT SYSTEM return-to service test is not satisfactory, the
**TEST FAILED** page (Display 5) shows. This page shows a list of
PROBABLE CAUSE(S).
The RETURN selections on these pages let you go back to the page 1 of
4 of ADDITIONAL TESTS.
AUTOFLIGHT SYSTEM RETURN TO SERVICE

RETURN TO SERVICE TEST COMPLETION
Operation
When the specified Autoflight System return-to-service test is satisfactory,

you must get out of the additional tests menu in order to complete the
test.
Push the line select key adjacent to the RETURN selection, on the FCC-1
AFS R-T-S TEST, AUTO FLIGHT SYSTEM, TESTS PASSED page
(Display 1). Obey the instructions on the FCC-1 AFS R-T-S TEST page
(Display 2) and stop the aircraft hydraulic systems.
Push the line select key adjacent to the CONTINUE selection. The FCC-1
AFS R-T-S TEST, ADDITIONAL TESTS page 1/4 (Display 3) now shows.
Push the line select key adjacent to the RETURN selection. The FCC-1
AFS R-T-S TEST, TEST COMPLETION page (Display 4) shows. Obey
the instructions on this page.
Push the line select key adjacent to the CONTINUE selection. The FCC-1
MAINTENANCE page (Display 5) shows. The return-to-service test is now
complete.
RETURN TO SERVICE TEST COMPLETION


B717 22 AUTOFLIGHT - Initial

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AUTOFLIGHT

BOEING 717 ATA 22 TRAINING MANUAL

Precision Landing Operation .......................................................... 4

BOEING 717 ATA 22 TRAINING MANUAL

PRECISION LANDING OPERATION

General Description Whether an approach is conducted at Category I, II, or III depends on

PRECISION LANDING OPERATION

BOEING 717 ATA 22 TRAINING MANUAL

The system calculates the inputs from:

 The aircraft sensors

BOEING 717 ATA 22 TRAINING MANUAL

AUTOFLIGHT SYSTEM CONT.

BOEING 717 ATA 22 TRAINING MANUAL

AUTOFLIGHT OPERATION AND CONTROLS

 The Flight Control Panel

 The Autopilot engage mode

BOEING 717 ATA 22 TRAINING MANUAL

FLIGHT CONTROL COMPUTER

The Flight Control Computers are in the main electrical/electronics

 FCC-1 is located on the aft left radio rack shelf number 1

BOEING 717 ATA 22 TRAINING MANUAL

AFS SERVOS AND ACTUATORS

BOEING 717 ATA 22 TRAINING MANUAL

Electrical Power Control Unit (EPCU)

BOEING 717 ATA 22 TRAINING MANUAL

FLIGHT CONTROL PANEL

BOEING 717 ATA 22 TRAINING MANUAL

The Autopilot interlock circuitry disconnects an engaged Autopilot. An AP

The Autopilot interlocks include:

 The Autopilot Disconnect Switches

Maintenance Information Training Point

Operation of any of these components will result in an Autopilot

BOEING 717 ATA 22 TRAINING MANUAL

FLIGHT MODE ANNUNCIATOR

BOEING 717 ATA 22 TRAINING MANUAL

AUTOPILOT WARNING AND STATUS

Autopilot Disengage Warning

The Autopilot disengage warning is displayed in red and flashes on the

An aural warning also sounds in the flight compartment when the

Autopilot Status Indication

BOEING 717 ATA 22 TRAINING MANUAL

The Flight Director is a function of the Flight Control Computer (FCC).

The captain’s FLT DIR switch/light supplies a CAPT ON 2 (Captain on 2)

BOEING 717 ATA 22 TRAINING MANUAL

 Magnetic heading select/hold

BOEING 717 ATA 22 TRAINING MANUAL

DUAL AILERON SERVO

BOEING 717 ATA 22 TRAINING MANUAL

AUTOPILOT YAW CONTROL

BOEING 717 ATA 22 TRAINING MANUAL

DUAL RUDDER SERVO

BOEING 717 ATA 22 TRAINING MANUAL

YAW DAMPING AND TURN COORDINATION

BOEING 717 ATA 22 TRAINING MANUAL

The pitch modes of operation are:

BOEING 717 ATA 22 TRAINING MANUAL

DUAL ELEVATOR SERVO

FWD CARGO COMPT. (RT SIDE)

DUAL ELEVATOR SERVO

BOEING 717 ATA 22 TRAINING MANUAL

AUTOMATIC PITCH TRIM

The automatic pitch trim function has these components:

 An alternate trim motor

BOEING 717 ATA 22 TRAINING MANUAL