Sim TTM 83-22level3

MD 83 – FAMILY
MD-TECH TRAINING MANUAL

For Training Only , Will Not Be Updated
CHAPTER 22 (LEVEL III)

MD80 Training Manual p.22-1 19/06/2007
AUTO FLIGHT
General
Auto flight consists of those units and components that furnish a
means of automatical1y controlling the flight path. safe reference speed. and trim condition of the airp1ane. The auto f1ight subsystems are
packaged into two identical Digital Flight Guidance Computers. Auto flight subsystems are defined as Auto Pilot/Flight Director, Speed-
Attitude-Correction, and Autothrottle/Speed Control. The Digital Flight Guidance Computer, control servos and control panel. combined with
inputs from various airplane control/sensor systems, form the Flight Guidance System.
Description
. Tachometer generators
Inputs provided: . Engine pressure ratio
. Dual 3 axis accelerometer Outputs provided:
. Dual lateral accelerometer . Flight Mode Annunciators
. Flight controls position sensors . Electric altimeters
- Aileron . Mach/Airspeed indicators
- Rudder . Symbol Generator
- Elevator . EPR sync drive unit
- Horizontal stabilizer . Dual servo drive units
- Flap handle . Yaw damper
- Flaps . Mach Trim
- Spoilers . Auto throttle servo unit
. Ground spoiler control . Auto Pitch Trim motor
. Proximity switch electronics unit . Flight Data Acquisition Unit
. Switch position discretes . Central Aural Warning Unit
. Central air data computer . Electronic Overhead Annunciator Panel
. Thrust Rating panel . Thrust Rating Panel
. Angle of attack . Engine Pressure Ratio Indicators
. AHRU, IRU, or DG Heading . Engine Fuel Controls
. AHRU, IRU, or VG Attitude . Advanced Flight Management Computers 1 and 2
. VHF Navigation Panel Flight Guidance Control Panel
. VOR/ILS Receivers . Provides interface between Flight crew
. Radio altitude

AUTO FLIGHT (continued)
- Flight Guidance System

. Contains
- Reference select displays
- Mode select controls
- Mode engage switches
Status Test Panel
. Used to test, inspect, and trouble-shoot Digital Flight Guidance System
- Allows access to comp_ter
- Monitor system operation
- Display BIT information
. Provides operator with a display of
- English language commands
- Questions
- Failures
Airplane functions interfaced with Flight Guidance System
. Yaw Damper
. Auto pilot
. Flight Director
. Thrust Rating
. Speed Control
. Auto Throttle
. Auto Reserve Thrust
. Altitude Alert
. EPR Sync
. Mach Trim
. Advanced Flight Management Computers

FLIGHT GUIDANCE POWER
General
Power for the operation of the Digital Flight Guidance System is provided from both the left and right AC/DC aircraft power distribution
systems.
Description . Flight guidance control panel

- Switch to 1
The Digital Flight Guidance Computers (1 and 2) - Left bus power to:
receive power from their respective bus sources. - Guidance computer 1
Computer 1 from the left bus and computer 2 from the - Position sensors
right bus. Provisions are provided from both buses - Accelerometers
to both computers for cross power hold in certain - Dual servos
operations. - Flap handle transmitter
- Yaw damper actuator
Components - Mach trim actuator
- Captain's FMA
Digital Flight Guidance Computer 1 - Autopilot aileron torque limiter
Digital Flight Guidance Computer 2 - Flight director mode advisory light (left)
Flight Guidance Control Panel - Switch to 2
Captain's FMA - Right bus power to:
First Officer's FMA - Guidance computer 2
Flight Director Mode Advisory Lights - Position sensors
Autopilot Aileron Torque Limiter - Accelerometers
Status Test Panel - Dual servos
- Flap handle transmitter
Operation - Yaw damper actuator
- Mach trim actuator
Position of the guidance computer selector - Autopilot aileron torque limiter
switch on the flight guidance control panel - Flight director mode advisory light
will determine which computer is active (right)
. Status test panel
- Left bus
- 28 VDC
NOTE: Prior to performing flight guidance power trouble shooting, the status test panel should be utilized to check if any failures
were detected during flight._
DFGS SWITCHING SCHEMATIC
General
There are two identical digital flight guidance systems in the airplane. Each system is independent of the other, and only one is in command
during operation. Each system is controlled by a separate DFGC. The other system (off-side) is continuously receiving and processing parallel
input signals in event selection is required.
Description
A switch located below the AP engage switch on the - Power from 28 VDC RAD-L to DFGC-l control
flight guidance control panel, labeled (1) (2) relays
provides the capability for selection of either - EPR limit bug
DFGC-l or DFGC-2 for all functions except flight - Speed bug signal
director. - Speed bug reference
. - EPR limit
Components - EPR limit reference
Flight Guidance Control Panel - Parallel rudder servo
Digital Flight Guidance Computer-l - Elevator servo
Digital Right Guidance Computer-2 - Aileron servo
Flight Data Acquisition Unit - Power to DFGC-2 pitch trim relays
DFGS Power Transfer Relay (R20-100) - Power to flight data acquisition unit
- Power to AP engage switch contacts
Operation - Power to AT engage switch contacts
- 28 VAC NAV-L bus power
Flight Guidance Control Panel - Pitch wheel, proportional displacement wheel
. DFGC selector switch synchro
- Two position lever control switch - Speed/mach synchro
- Positions 1, 2, - Altitude synchro
. Switch to position 1 . Switch to position 2
- 28 VDC RAD-L. power to switch - 28 VDC RAD-R power to switch
- Power through switch to DFGC-l - Power through switch to DFGC-2
- Energize channel “A”: control relay (K4) - Energize channel "A" control relay (K4)
- Energize channel “B”: control relay (K4) - Energize channel "B" control relay (K4)

DFGS SWITCHING SCHEMATIC (continued)
- Power from 28 VDC RAD-R to DFGC-2 control relays NOTE 2: Additional 28 VDC power distribution is
provided from 28VAC NAV-R/28 VDG NAV-L bus
- EPR limit bug to all position sensors, flap handle
- Speed bug signal position transmitter, yaw damper actuator,
- EPR limit mach trim actuator, elevator servo drive,
- EPR limit reference aileron servo drive, rudder servo drive,
- Parallel rudder servo dual 3 axis accelerometer, and dual lateral
- Elevator servo accelerometer.
- Aileron servo
- Power to DFGC-l pitch trim relays
- Power to flight data acquisition-unit
- Power to HUD computer (if installed)
- Power to AP engage switch contacts
- Power to AT engage switch contacts
- Power to OFGS power transfer relay (K20-100)
- 28 VAC NAV-R bus power
- Pitch Wheel, proportional displacement wheel synchro
- Speed/mach synchro
- Altitude synchro
NOTE 1: Vertical Speed Control - Vertical speed control is provided by the pitch wheel located on the Flight Guidance Control panel. The pitch
wheel has a detent feel which provides altitude hold mode of operation. Manually rotating the pitch wheel for less than 100 feet per
minute readout in the increase or decrease position engages the autopilot into the altitude hold mode.

AUTO FLIGHT SERVO AND ACTUATOR LOCATIONS
General
The Digital Flight Guidance System (DFGS) uses servos and actuators to control aircraft flight path and engine thrust. The functions of the
servos can be divided into three (3) groups: Stability Augmentation,Autothrottle (AT), and Autopilot (AP).
Description - Provides automatic pitch control for
- Selected AP pitch mode
Stability Augmentation - Operational in all phases of flight
. Mach Trim Servo Actuator - With AP engaged
- Provides automatic pitch trim. - Located in the Forward Cargo Compartment.
- Compensates for nose down pitch during . Aileron Dual Servo Drive
high speed flight - Provides automatic roll control for
- Operational when MACH TRIM switch is in the - Selected AP roll mode
. NORMAL position - Operational in all phases of flight
- Located in the Forward Accessory Compartment. - With AP engaged
. Yaw Damp Servo Actuator - Located in the Electrical and Electronics (E&E)
- Provides automatic yaw-rate damping and Compartment.
- AP turn coordination . Rudder Dual Servo Drive
- Compensates for Dutch Roll - Provides automatic yaw control for
- Operational with YAW DAMP switch in the ON - Turn coordination and
position, or - Runway alignment
- AP engaged and YAW DAMP switch in any - Operational with AP engaged in:
position except OVERRIDE - Land mode or
- Located in the AFT Accessory Compartment. - Takeoff/Go-around (TO/GA) mode
Autothrottle - Located in the Aft Cargo Compartment.
. AT Servo . Alternate longitudinal Trim Motor
- Provides control of - Provides automatic pitch trim
- Speed/Mach/Thrust - Operational with AP engaged, except
- Operational during all phases of flight - When on the ground or
- With AT engaged - In Turbulence mode
- Located in the forward end of the pedestal. - Automatic nose-up trim inhibited
- During TO/GA
Autopilot - Located in the Vertical Stabilizer.
. Elevator Dual Servo Drive
DFGC Location in avionic Compartment

INTENTIONALLY LEFT BLANK

MACH TRIM SYSTEM FUNCTIONAL DIAGRAM
General
The mach trim system compensates for speed tuck effect caused by high aircraft speed.
Components and Function
Central Air Data Computer (CADC)

. Input from pitot and static air pressures
. Computes mach
. Transmits mach information to Digital Flight Guidance Computer.
Digital Flight Guidance Computer (DFGC)
. Converts mach information to a Proportional voltage which results in control column movement.
Mach Trim Servo Actuator
. Repositions elevator load-feel spring.
Mach Trim Indicator Rod
. Located on First Officer's control column
. Indicates position of actuator
- Extended
- Retracted.
MACH TRIM COMP Switch
. Provides NORM and OVRD position
. Located on overhead switch panel.
MACH TRIM INOP Annunciator
. Provides operational capability of the system
. Located on overhead annunciator panel.

MACH TRIM INDICATOR
Genera1
A Mach Trim Indicator rod is located on the inboard side of the first officer’s control column.
Description
A push-pull cable enclosed in a tube assembly is attached to the control column.

Operation
. Indicator movement
- Low speed
- Retracted
- Not visible
- High speed
- Extended
- Visible
. Indicator color coding
- Black
- Yellow

MACH TRIM OPERATION
General
Computed Mach number signals from the Air Data Computer are transmitted to the Flight Guidance Computer. These signals are sent to the
central processor and are then applied to the mach trim actuator.
Operation
Central Air Data Computer Mach Trim Actuator
. Computed mach number . Connected to First Officer's Control Column
- Pitot (speed) - Mach command repositions jackscrew in actuator
- Static (altitude) - Jackscrew rotates a bellcrank
. Applied to monitor in DFGC - Increases tension on MTC spring
- Dual inputs - Acts on Control Column
- Both CADCs - Control Column positioned as function of mach
Digital Flight Guidance Computer number
. Central processor - Repositions elevator load-feel spring
- Generates mach trim command - New neutral position
- Converted from digital to analog form - Maintains normal centering characteristics
- Amplified . Actuator position loop
- Sent to mach trim actuator - Closed through position synchro in actuator
Flight Guidance Control Panel - Position damping provided by tach generator
. Selector switch . Mach trim compensator failures
- Guidance computer 1 - Monitor in DFGC detects failures
- Guidance computer 2 - Compares input/output signals of actuator
Mach Trim Compensator Switch - Servo command
. Location - Servo response
- Overhead switch panel - If signals do not cancel
- Lever lock type - Mismatch occurs
. Two position - Power to monitor removed
- Normal - Mach trim INOP light ON
- Mach trim mode in operation - Power to actuator removed
- Commands from guidance computer to mach trim Mach Trim INOP Light (Electronic Overhead
actuator Annunciator Panel
- Override . Selected computer monitor failure
- System disabled . Override selected on switch
- Power to retract actuator
- Mach trim INOP light ON

ELECTRICAL CONTROL
Operation
Mach Trim compensation switch in normal position. Data outputs from Guidance Computer to extend/retract trim actuator.
Required Conditions
. Mach trim comp
- Valid "A"
- Valid "B"
. Heartbeat monitor
- Valid "A"
- Valid "B"
. Central processor
- Enable signal
- Monitor closes switch
. Actuator motor
- Extend
- Retract
System Malfunctions
. Monitor failure
- Lose enable signal
. Mach trim inop light ON
. Switch to override
- Power to retract actuator
- Mach trim inop light ON

General
The Digital Flight Guidance System (DFGS) uses servos and actuators to control aircraft flight path and engine thrust. The functions of the
servos can be divided into three (3) groups: Stability Augmentation. Autothrottle (AT), and Autopilot (AP).
- Provides automatic pitch control for

Description - Selected AP pitch mode
- Operational in all phases of flight
Stability Augmentation - With AP engaged
. Mach Trim Servo Actuator - Located in the Forward Cargo Compartment.
- Provides automatic pitch trim. . Aileron Dual Servo Drive
- Compensates for nose down pitch during - Provides automatic roll control for
high speed flight - Selected AP roll mode
- Operational when MACH TRIM switch is in the - Operational in all phases of flight
NORMAL position - With AP engaged
- Located in the Forward Accessory Compartment. - Located in the Electrical and Electronics (E&E)
. Yaw Damp Servo Actuator Compartment.
- Provides automatic yaw-rate damping and . Rudder Dual Servo Drive
- AP turn coordination - Provides automatic yaw control for
- Compensates for Dutch Roll - Turn coordination and
- Operational with YAW DAMP switch in the ON - Runway alignment
position. or - Operational with AP engaged in:
- AP engaged and YAW DAMP switch in any - Land mode or
position except OVERRIDE - Takeoff/Go-around (TO/GA) mode
- Located in the AFT Accessory Compartment. - Located in the Aft Cargo Compartment.
Autothrottle . Alternate Longitudinal Trim Motor
. AT Servo - Provides automatic pitch trim
- Provides control of - Operational with AP engaged. except
- Speed/Mach/Thrust - When on the ground or
- Operational during all phases of flight - In Turbulence mode
- With AT engaged - Automatic nose-up trim inhibited
- Located in the forward end of the pedestal. - During TO/GA
Autopilot - Located in the Vertical Stabilizer.
. Elevator Dual Servo Drive

YAW DAMPER FUNCTIONAL DIAGRAM
GENERAL
The yaw damp function of the Digital Flight Guidance Computer (DFGC) is provided to dampen aircraft Dutch roll characteristics. The yaw
damp servo actuator also provides turn coordination when the Autopilot (AP) is engaged. Yaw damp is a full time function for takeoff, climb,
cruise, and descend.
Operation . Dual Three-Axis Accelerometer
- Located in forward cargo compartment
Inputs - Output summed with Dual Lateral Accelerometer
. AP ON switch output
- Engages yaw damp when AP is on - Provides lateral (yaw) acceleration to the
- Allows yaw damp actuator to provide AP turn DFGCs for
coordination. - Yaw damp
.YAW DAMP switch - Turn coordination.
- OFF position Outputs
- Turns yaw damp off if AP is off. . Yaw damp servo actuator
- ON position - Provides series rudder control
- Turns yaw damp on. - Causes rudder movement without rudder pedal
- OVRD (override) position. movement
-Disables yaw damp when AP is on or off. -Manual rudder pedal commands have no effect
- Disconnects the yaw damp actuator on the yaw damper actuator.
from the DFGC output. - Receives command signal from the DFGC, via
. Central Air Data Computers (CADCs) - The YAW DAMP switch.
- Provide True Airspeed for gain programming for - The actuator is disengaged when
turn coordination. - Dual servo 10gfc requirements are satisfied.
. Attitude Systems . YAW DAMP OFF annunciation on when
- Provide bank angle information for turn - The Yaw damp function of the DFGC fails
coordination. - The YAW DAMP switch is turned off and AP is
. Dual Lateral Accelerometer off
- Located in the mid cargo compartment - The YAW DAMP switch is placed in the OVRD
- Provides lateral reference acceleration to the position
DFGCs for - The annunciation remains off if the actuator
- Yaw damp - Turn coordination. is disengaged by dual servo logic.

ACCELEROMETER INSTALLATION
General
The accelerometers are located in the mid and fwd cargo compartments.
Locations
Dual 3-Axis Accelerometer
. Forward cargo compartment
- Ceiling area
- Left side
. Remove left hand overhead ceiling panel (marked)
Dual Lateral Accelerometer
. Mid cargo compartment
- Aft of bulkhead
- Ceiling area
. Aft bulkhead access door (marked)
Caution
Mounting Bracket . Do not disturb
- Aligned during manufacture - Realignment may be required - Support bolts
- Torqued
- Safetied
. Accelerometer removal
- Manually support
- Mounting flange damage
Procedures
Removal/Installation/Testing
Maintenance Manual
22-19-01
22-19-02

ACCELEROMETERS
General
There are two types of accelerometers to provide acceleration signals to the DFGS.
Description
Dual 3-axis accelerometer is designed to provide signals in the normal, lateral, and longitudinal axis.
. Damping for
- Autopilot
- Autothrottle
. Consists of total of 6 accelerometers
- Two lateral
- Two longitudinal
- Two normal
Dual lateral accelerometer is designed to provide lateral accelerometer signals to derive lateral rates in
connection with the dual 3-axis.
. Provides signals for:
- Yaw damping
- Autopilot
. Consists of total of 2 accelerometers
- Two lateral
- Linear outputs

ELECTRICAL CONTROL
Operation
Yaw Damper switch in ON position. Data outputs from
Guidance Computer to extend/retract damper actuator
Required Conditions
. Series rudder
- Valid “A”
- Valid “B"
. Heartbeat monitor
- Valid “A”
- Valid “B"
. Central processor
- Enable signal
- Monitor closes switch
. Actuator motor
- Extend
- Retract
System Malfunctions
. Monitors failures
- Enable signal invalid
- YAW DAMP OFF annunciation light on (ground
activates annunciation)
. Switch to override
- Power removed from actuator
- YAW DAMP OFF annunciation light ON
Parallel rudder servodrive engaged
. YAW DAMP OFF annunciation light OFF
. No light if damper fails while in parallel
rudder mode.
YAW DAMP Switch to OFF (with AP disengaged)
. Enable signal invalid
. Sofware removes power to actuator
. YAW DAMP OFF annunciation light ON
YAW DAMPER OPERATION
General
Computed lateral acceleration from both the Dual Lateral, and the Dual 3-Axis accelerometers is applied to the central processor of the Flight
Guidance Computers.
Operation
Flight Guidance Control Panel
. Selector switch . Override selected
- Lever type Yaw Damper Actuator Output
- Below autopilot switch . Maximum movement, 2°, left/right
. Select controlling computer . No feedback to rudder pedals
- Guidance computer 1
- Guidance computer 2 NOTE: Yaw damper will be engaged when the autopilot
Yaw Damper Engage Switch is engaged if switch is in OFF position.
. Location
- Overhead panel
- Lever lock type
. Three position
- OFF
- Disables yaw damper operation
- Actuator is centered
- YAW DAMPER OFF light comes ON
- ON
- Yaw damper engaged
- Turn coordination to rudder
- Regardless of autopilot engagement
- Override
- Removes power from actuator
- Actuator remains in existing position
- YAW DAMPER OFF light comes ON
YAW DAMPER OFF Light
. Selected computer monitor fails
. OFF selected

YAW DAMPER CONTROL MODE
General
Yaw control is provided to dampen airplane "dutchll roll characteristics. Yaw control is a full-time authority for take off, flight, and landing.
Operation
Yaw Damper Switch to ON . Outside the actuator
. Damper monitor circuit activated - Yaw damping commands
. Central processor activated - Cause rudder movement
Airplane Yaw Acceleration - No movement of rudder pedals
. Sensed by separate accelerometers - Manual rudder pedal commands
. Integrated to provide yaw rate - Cause rudder movement
Computed Yaw Rate - No affect on yaw damper
. Gain programmed with true airspeed Yaw Damper Automatic Disengagement
.Combined with turn coordination . Dual servo logic requirements satisfied
. Applied to yaw damper actuator - Command signals to series yaw damper actuator
Actuator Provides Mechanical Output removed
. Mechanical (gear train) drives a jackscrew - Command signals provided to dual rudder servo
- Jackscrew connected to a hydraulic powered drive for parallel operation
rudder control system . DFGC provides dual output control to the servodrive
- Jackscrew rotates
- Hydraulic actuator positions rudder - Ensure that a single failure will not affect the
- Provides yaw damping Fail Passive Autoland System
. Jackscrew motion monitored by a yaw damper - Provide rudder authority in the event a single
actuator transmitter engine go-around is necessary
- Transmitter send feedback signal to DFGC
- Error signal is cancelled
- Jackscrew stops moving
Yaw damper actuator, and rudder pedal
inputs are summed in series
. Summing point

Yaw damper Actuator location Vertical Fin Basement

Yaw damper Actuator location

AUTOPILOT 3-AXIS FUNCTIONAL DIAGRAM (AUTOPILOT ON)
Configuration: Aircraft without OMEGA, Performance and Flight Management Systems.

GENERAL
The Digital Flight Guidance Computer (DFGC) will control the aircraft movement about the pitch, roll, and yaw axes when the autopilot switch
is in the ON position.
The Flight Guidance System uses aircraft sensor inputs and manual inputs to establish the mode of operation and the degree of movement of
the aircraft's flight control surfaces. The automatic movement of the aircraft control surfaces by servo and actuator motors causes the aircraft
to turn and or make altitude changes.
Components Air Speed (TAS) Indicated Air' Speed (IAS)
and MACH
. Flight Guidance Control Panel (FGCP) - Very High Frequency Omni Range/Instrument
. DFGC Landing System (VOR/ILS) deviation and valid
. Dual Aileron Servo Drive - Heading
. Dual Elevator Servo Drive - Bank angle
. Dual Rudder Servo Drive - Dual 3-Axis Accelerometer
. Trim Relay - Aileron Position Sensor, Spoiler Position
. Alternate Trim Actuator Sensor
. Mach Trim Actuator - Dual Aileron Servo Drive feedback.
. Yaw Damper Actuator - Output
. Flight Mode Annunciator (FMA) - Dual Aileron Servo Drive (dual channel motor
. Aircraft Sensors. drive and clutch engage signals)
- Mechanically coupled to the aileron flight
Operation control cable
- FMA (roll modes).
Modes . Pitch
. Roll - Inputs
- Inputs - Aircraft Sensors
- Aircraft Sensors - Radio altitude and valid
- Radio altitude and valid - CADC: TAS, lAS, MACH, and Vertical Speed
- Central Air Data Computer (CADC) True - Pitch angle

AUTOPILOT 3-AXIS FUNCTIONAL DIAGRAM (AUTOPILOT ON) (continued)
- Dual 3-Axis Accelerometer (normal and

longitudinal acceleration) - Pitch Angle and Valid
- Flap Position Sensor (flap position) - Proximity Switch Electronic Unit (unrestricted
- Ground Spoiler Control Box (wheel spin-up) rudder)
- Proximity Switch Electronic Unit (main gear - Take-off Go Around Switch (TO/GA) (go around
weight-on-wheels) initiate signal).
- Elevator Position Sensor (elevator position) - Selectable Modes (ILS and Autoland modes).
- Horizontal Stabilizer Position Sensor - Dual Rudder Servo Drive feedback.
(horizontal stabilizer position) - Outputs
- ILS (glideslope deviation). - Dual Rudder Servo Drive (dual channel motor drive
- Selectable modes and clutch engage signals)
- Vertical Speed - Mechanically coupled to the rudder cable
- IAS/MACH - FMA (modes).
- Altitude Hold . Yaw, Cruise, Turn Coordination (called Series Rudder)
- Turbulence - Inputs
- Land - Aircraft Sensors
- ILS. - CADC TAS, Dual Lateral Accelerometer (lateral
- Dual Elevator Servo Drive feedback. acceleration)
- Outputs - Dual 3-Axis Accelerometer (lateral acceleration)
- Dual Elevator Servo Drive (dual channel - Bank angle.
motor drive and clutch engage signals) - Yaw Damper Actuator (feedback signals).
- Mechanically coupled to the Elevator - Outputs
- Horizontal Stabilizer (alternate trim relays - Actuator motor drive signal (YAW DAMP OFF
and drive signal to the alternate trim motor) annunciation)
- FMA (AP TRIM light and Pitch modes). - Mechanically coupled to the rudder control mechanism.
.Yaw Land and Go Around (called Parallel Rudder)
- Inputs
- Aircraft Sensors
- Dual Radio Altimeters (altitude and va1id)
- Dual ILS (localizer and glideslope deviation
and valid)
- Dual Heading and Valid
- Dual Lateral Accelerometer (lateral acce1eration)
- Dual 3-Axis Acce1erometer (lateral acceleration)

POSITION SENSORS
General
The MD-80 Series aircraft has seven surface position sensors. The sensors provide the DFGS control surface information for
speed control computations and autopilot performance monitoring during the landing modes of operation.
Description
The position sensors are electromechanical synchro type assemblies that provide surface position deflection information to the
Flight Guidance System.
Sensor Operation
Sensor Installation/Testing
Position Sensors
. Mechanically coupled Seven Surface Position Sensors in Airplane
- Splined. shaft . Sensor locations
- To control surface - Two spoiler position
. Surface control movements causes - Two elevator position
- Mechanical movement of rotor - Single aileron position
- Inducing AC output signal - Single rudder position
. Signals sent to DFGC - Single horizontal stabilizer position
- Speed Control computations - Interchangeable
- Monitoring . Sensor testing
. Output signal magnitude and phase function of - Status test panel
- Mechanical inputs - Maintenance test
- Electrical inputs . Sensor identification
Sensor Construction - Identical
. Unitized packages consisting of
- Connector
- Brushless synchros Flap Position/Flap Handle Position Operation
- Splined shaft
- Gasket sealed housing
. Synchros are comprised of Left and right flap position transmitters indicate flap position on a dual
- Single winding rotor indicator.
- Three winding stator Flap handle position sensor is used with the Central Aural Warning System to
. Mechanical stop in sensor indicate proper flight control settings for take off.
- Limits shaft rotation to 125 (_ 15) degrees
- Left or right direction from center

POSITION SENSORS SCHEMATIC
General
Excitation power for all position sensors, dual servo drives, mach trim, and yaw damper actuator comes from
the same bus. Flap position transmitters (left and right) are furnished power from their respective buses.
Operation
. Guidance Selector Switch
- Computer 1
- Computer 2
. Power bus
- Switch to 1 - 28VAC - left
- Switch to 2 - 28VAC - right
- Same voltage
- Same phase angle
Flight Guidance Computers
. Identical excitation power input
Flight Data Acquisition Unit
. Identical excitation power input
. Receives input information for recording

AUTOPILOT ENGAGE INTERLOCK
General
The autopilot engage interlock circuit is designed to inspect the position/condition of engage switch release, primary trim
override switch, up trim/down trim brake relays, left/right wheel button release switches, pusher servo actuator, elevator,
aileron. and rudder clutch positions, computer software (heart beat and power monitors), and the necessary valid inputs
(both 'A" and "B") that are available to the computer selected.
Description Operation
The power-up engage interlock test is completed in
The autopilot engage interlock test is.performed
automatically upon power application and again upon approximately eight seconds.
aircraft landing. Both FMA's will display PWR UP . Power-up test
TEST BOX ( ) after landing if all conditions are - Select guidance computer 1
satisfied. The autopilot engage, shutdown, and - Power provided from 28 VDC RAD-L Bus
warning logic is dual (channel A and B) tested - Power to BITE test relay (Kl)
logic. The A/B logic controls the A/B servo - Power through guidance control panel to
amplifiers, and switching relays that in turn contact of Kl
control the dual servo clutches and the autopi1ot - Computer software “A" valid
engage switch solenoid. - Heartbeat monitor "A"
Components - Power supply monitor "A"
- AND gate output closes switch
Flight Guidance Control Panel - Provides ground for K7 monitor relay
Digital Flight Guidance Computer - K7 monitor relay energized
Dual Elevator Servo Drive - 28 VDC-L through closed contacts to
Dual Aileron Servo Drive - Dual elevator servo drive high side clutch
Dual Rudder Servo Drive logic
Pusher (Stick) Servo Actuator - Signal through open contacts K7 hold relay
Left Control Wheel Release Button - Signal through open contacts K9 hold relay
Right Control Wheel Release Button - Dua1 aileron servo drive low side clutch
Up Trim Brake Relay 1ogic
Down Trim Brake Relay - Computer software "B" valid
Primary Trim Override Switch - Heartbeat monitor "B"
- Power supp1y monitor “B"
- AND gate output closes switch
- Provides ground for K9 monitor relay

AUTOPILOT ENGAGE INTERLOCK (continued)
- K9 monitor relay energized - Signal to AND gate of cross channel power hold
- 28 VDC-L through closed contact to - Output of AND gate of cross channel power hold
- Dual aileron servo drive high side clutch - Energizes K2 relay
logic - Cross channel power from 28 VDC-R Bus
- Signal through open contacts K9 hold relay - Provides 0.3 second hold over for loss of
- Signal through open contacts K7 hold relay power
28 VDC-L Bus power
- Dual elevator servo drive low side clutch - Through energized K7 monitor relay to
logic - Pusher servo actuator
- Power up test sequence complete in approximately - Left wheel button release switch
eight seconds - Right wheel button release switch
- If no servo failures detected - Up trim brake relay
- BITE test relay (Kl) deenergized - Down trim brake relay
- Any failure detected by test - Primary trim override switch
- Inhibits the autopilot valids - .05 second hold-up relay (DFGCP)
. - Servos cannot be engaged via selected DFGC - Ground of K7 hold relay
. Autopilot engage interlock sequence - Engage circuit complete of all switches in
- Select guidance computer 1 correct position
- Power provided from 28 VDC-L Bus - K7/K9 hold relay contacts provide ground for
- Power to off contact of AP engage switch - Dual elevator servo drive
- Autopilot channel “A" valids present - Dual aileron servo drive
- Signal through”OR" gate - Dual rudder servo drive
- Signal to engage hold "A" AND gate . Parallel rudder engage sequence
- Autopilot engage switch to ON - Engage software discrete enables both high and
- Power through closed contact AP engage switch low side of parallel rudder clutch
- Power to deenergize Kl relay contact - Power and ground to clutch are through
- Power to K7 monitor relay - Autopilot high side switching relays
- Power to K9 monitor relay - Autopilot low side switching relays
- Signal to engage hold "A” AND gate - Parallel rudder engage logic through
- Output of engage hold "A" - 0.2 second time delay
- To 0.6 second time delay - Relay K3 energized
- To K9 hold relay ground - High and low logic from OR gate
- To AND gate of cross channel power hold - End arounded for comparison
- Autopilot channel "B" valids present
- Signal through 0.6 second time delay
- Parallel rudder engage software discrete
- Signal to K7 hold relay ground


FLIGHT MODE ANNUNCIATOR
The two flight mode annunciators show the status of the autopilot/flight director and autothrottle functions of the digital flight
guidance system.
The annunciators show: The computer sets 1ogic derived modes when the
conditions are not sati satisfactory for the mode set by the
control panel.
. The flight mode displays for: As an example:The computer sets the SLAT LIM mode with
- The autothrottle mode the slats extended with the autothrott1es set to a speed higher
- The armed autopilot/flight director pitch than the slat limit.
and/or roll modes
- The set autopilot/flight director pitch and ARM MODE DISPLAY
roll modes
. The THROTTLE (autothrottle) and AP (autopilot) The amber arm mode display shows the armed
disconnect warning lights autopilot/flight director roll or pitch mode. A
. The AP TRIM (autopilot out of trim) mode arms when a person sets a mode, but the
annunciation necessary conditions do not occur for the mode.
.The NO AUTOLAND annunciation The mode automatically starts when the necessary
. The autopilot set by the 1 - 2 switch (AP 1 or conditions occur.
AP 2)
. The onside Flight Director on (FD). As an example, the arm display shows AUT G/A.
This shows the autopilot armed for an automatic
go-around. The mode can not start until the
THROTTLE MODE DISPLAY necessary conditions occur for an automatic
The green autothrott1e mode disp1ay shows with go-around.
the autothrottles on. The display shows the mode
set by the flight guidance control panel or logic . The necessary conditions for an automatic
derived modes. The throttle display also shows go-around occur when a person pushes one of the
the engine pressure ratio for the takeoff flex takeoff/go-around buttons on the throttles.
mode. - The pitch and roll displays show GO RND.
- The autothrottle mode display shows GA EPR.
As an example, the throttle mode display shows - The arm display blanks after the mode starts
SPD 135. This shows the autothrottles in the usual operation.
speed select mode with 135 knots set.

FLIGHT MODE ANNUNCIATOR (continued)
ROLL MODE DISPLAY

ON AUTOLAND AND AP TRIM LIGHTS
The green roll mode disp1ay shows the operating
autopilot/flight director roll mode. As an The amber NO AUTO LAND light comes on when the
example, the roll mode shows AUT LND. This shows auto1and mode is not available. With the
the autopilot set to autoland mode for roll control. autopilot engaged, this light can come on at all times.
The light can also stay on when the autoland preflight test
stops.
PITCH MODE DISPLAY
. Push the RESET button to make the light go off.
The pitch mode display shows the operating
autopilot/flight director pitch mode. As an
example, the pitch mode shows AUT LND. This . The autoland mode is not available, the NO
shows the autopilot set to auto1and mode for AUTOLAND light comes on again if a person
pitch control. pushes the AUTOLAND button.
AUTOPILOT AND AUTOTHROJTLE DISCONNECT The amber AP TRIM light comes on with the
WARNINGS autopilot engaged and the elevator not aligned to
the horizontal stabilizer. The light stays on
The red THROTTLE light flashes when the
until the elevator aligns to the stabilizer or a
autothrott1es disconnect, but not during person sets the autopilot off. The RESET button
operation of the thrust reversers. Push the
does not make the light go off.
autothrottle disconnect button on one of the throttles to
make the light go off.
The red AP light flashes when the autopilot

disconnects for all reasons. Push the autopilot
disconnect button on the control wheel to make the light go off.

FMA DISPLAY REMOVAL
General
Minor maintenance may be performed on the FMA's on aircraft. Actions that may be taken are display element, fuses,and filter replacement.
Special Tools
Removal/Installation tool, Sperry PN 4037494
Procedures
Removal/Installation Maintenance Manual 22-17-00

FLIGHT MODE ANNUNCIATOR CONTROL
General
Display logic to FMA's is provided from selected DFGC serial data inputs. Data is decoded through a Decoder/Memory and stored. One bit of
information is stored for each of the 16 segments of the 26 display characters. A multiplexer picks up the stored bits and determines which segments
are to receive power and which segments are to remain grounded to provide the proper alphanumeric display.
Components
- Signal sent to FMA select logic
Flight Guidance Computers - Logic determines which DFGC to monitor
. Location - E/E compartment - Resultant signal to select relay and
Flight Guidance Control Panel receiver/selector
. Location - windshield glareshield - 28VDC from selected power bus
- Flight Director switches - Through K1 relay contacts
- Autopilot switch - To variable power supply
- Guidance Computer selector switch - To +5 volt power supply
Flight Director Command Switch - Turn on appropriate annunciator and legend
. Location - overhead panel Flight Director (Command Switch Both on 1)
- Three position . Both F1fght Director switches ON
- Normal . Flight Director Command Switch Both on 1
- Both on 1 - Flight Director (blue) light on both FMA's
- Both on 2 illuminate
Flight Mode Annunciators - Signal sent to FMA select logic
. locations - logic determines which DFGC to monitor
- .Captain's instrument panel - Signal fed to select relay and
- First Officer's instrument panel receiver/se1ector
- 28 VDC from selected power bus
Operation - Through Kl re1ay contacts
- To variable power supply
Flight Director (Command Switch in Normal) - To +5 volt power supply
. Both Flight Director switches ON - Turn on appropriate annunciator and legend
- Flight Director (blue) light on both FMA's - Both FMA'S display identical data
illuminate - From selected guidance computer
- Selected serial data outputs from both DFGC's to:
- Captain's FMA
- - A1phanumeric bus 1 and 2
- First Officer's FMA

FLIGHT MODE ANNUNCIATOR CONTROL (continued)
Autopilot Displays
. Both Flight Director switches ON
. Flight Director Command Switch - NORMAL
. Autopilot switch ON
. Guidance Computer No 1 selected
- Flight Director (blue) light on both FMA's illuminate
- API (blue) light on both FMA's illuminate
- Signal sent to FMA select logic
- Logic determines which DFGC to monitor
- Signal fed to select relay and receiver/selector
- 28 VDC from selected power bus
- Through Kl relay contacts
- To variable power supply
- To +5 volt power supply
- Turn on appropriate annunciator and legend
- Both FMA's display identical data
- From selected guidance computer
- Alphanumeric bus 1 and 2

AUTO PILOT AND AUTO THROTTLE WARNING
General
Autopilot and autothrottle failure warnings are provided to the flight crew to indicate failures of these two systems. The
autopilot/autothrott1e engage, shutdown, and warning logic is dual (channel A and B) tested logic.
Description
. Aural warning (Autopilot)
Warning of loss of autopilot engage logic is - Any autopilot disconnect
provided by transfer bus powered warning logic - Warning tone activated
monitors. The warning latches are reset whenever transfer . Channel A and Channel B also monitor - AP
power is turned ON trim lights
Operation - NO AUTOLAND LIGHTS
- Lights are amber
- NO AUTOLAND LIGHTS - resettable
Captain's/First Officer's FMA Autopilot Warning . Light assemblies contain two bulbs
Lights - Check with overhead light switch
. Two warning lights in each FMA - Check with SIP
. Illuminated by channel A or B DFGC failures
Captain's/First Officer FMA Autothrottle Warning
Lights NOTE: With SCN 7080 installed
. Two warning lights in each FMA
. Illuminated by channel A or B DFGC failures Warning
Latches are Set by Loss of
. "A" channel logic
. "B" channel logic
Visual Indications on Both FMAs
. Red light (AP)(AT)
. Flashing
Light Reset (AP)
. Reengage autopiJot
. Press either control wheel disconnect button Light Reset
(AT)
. Reengage autothrottle
. Press either autothrottle disconnect button

DFGS CONTROL PANEL
The SPD/MACH readout window shows the airspeed in

knots with three digits. The readout can show the Mach
The digital flight guidance control panel is in the flight compartment on the value with a decimal and three digits.
glareshield. The control panel lets the flight crew input data into the Digital Flight
Guidance System (DFGS). The control panel contains: The bank angle selector/HOG (Heading) select knob has two
1. . The controls to make reference selections of rotary control knobs, an inner knob to set heading and an
speed or mach, and heading outer knob to set bank angle limits. The Heading (H) select
2. The different mode selection push buttons knob has four axial positions:
3. The function engage switches
4. The data readout windows. 1. Pull the knob to set the heading select mode
2. The usual position lets the heading change 1
degree per click
DESCRIPTION 3. Push the knob to the first detent to change the
heading 10 degrees per click
Internally, the control panel has four synchro assemblies 4. Push the knob to the second detent to set the
with external knobs geared to turn and set their specified heading hold mode.
values. The displays in the control panel get digital data to
show current set values and change values as changes occur. The HDG readout shows set magnetic or true
The display digital data comes from the system's set heading in degrees.
computer.
The bank angle selector knob has 5 detents from 10 degrees
The SPD/MACH knob has a rotary control knob with three to 30 degrees. This limits the maximum
axial positions; usual, push, and push 2. bank angle for all flight director and autopilot modes, but not
for localizer capture.
1. The usual position has a slow SPD/MACH slew
rate of 1 knot per click. The ALT knob has turn control for altitude preselect and
2. The push position has a fast SPD/MACH slew rate of 10 knots
three axial positions. These positions are usual, pull, and
per cIick.
3. The push-2 position lets SPD/MACH recall for the push. Pull the knob to arm the altitude preselect mode. The
other value not in use in the usual position at this usual position lets you make fast change altitude adjustments
time. above 1,000 feet and slow change adjustments below 1,000
feet. Push the knob to make slow change altitude
adjustments, and

DFGS CONTROL PANEL (continued)
to cancel the altitude preselect mode. The ALT readout 3. The M display shows mach value, such as (M.560). The
shows the desired altitude in feet with five digits.
mach number shows if the autopilot is in the lAS/MACH
There are two arm options for the altitude system. mode and the aircraft Is above 27,000 feet. The autopilot
These options are: controls aircraft pitch to the set mach number
4. The P display shows pitch attitude, in turbulence mode, in
1. The automatic arming for altitude preselect. This lets the degrees, such as (+ 0003).
system automatically arm after you set the preselected
altitude. The pull. position still arms the altitude.
preselect mode. The automatic mode usually needs the The dimming control knobs, located below the pitch wheel,
preselected altitude to be 90 feet above the aircraft supply adjustment of the control panel lights. The left knob
position upon engagement controls the edge lighting and the push button background.
2. The deletion of altitude alert push-to-reset The right knob controls the brightness of the readout
feature. If a new altitude is set the system resets displays.
(sets again).
The thirteen backlighted push buttons in the control panel
The pitch wheel lets the flight crew change the vertical supply momentary discrete inputs to the digital flight
speed, pitch attitude, or autopilot controlled speed or mach. guidance computers. These push buttons supply four types of
The pitch profile window readouts are: control.
1. The V display shows vertical speed in feet per

minute, such as (V :f:2,OOO) For pitch control use the push button IAS MACH,VERT SPD,
2. The S display shows airspeed value in knots, such as (S 250). ALT HOLD or V NAV. The IAS MACH mode uses the pitch
The S shows for speed, if the autopilot is in the lAS/MACH axis to control the aircraft speed. The vertical speed (VERT
mode and the aircraft is below 27,000 feet. The autopilot SPD) mode uses pitch wheel inputs to set the rate of climb and
controls aircraft pitch to the set speed descent in feet per minute. The altitude hold (ALT HOLD)
mode push button sets the aircraft pitch bar to keep the present
altitude. The V NAV mode uses the flight management
computer inputs to control the aircraft vertical profile (pitch
and autothrottle)

DFGS CONTROL PANEL (continued)
For roll controls use the push button VOR LOC, and NAV. The combined control modes use more than one autopilot
The VOR LOC mode uses omni range receivers to supply axis or the autothrottle function for aircraft control. For
signals for lateral axis control. The NAV mode uses the combined control modes use one of the below push buttons:
flight management computer to supply signals for lateral axis
control.
1. The AUTO LAND mode
For autothrottle control use the push buttons SPD SEL, 2. The ILS mode
MACH SEL, and EPR LlM. The SPD SEL (Speed Select) 3. The V NAV mode
mode supplies autothrottle speed control. The MACH SEL 4. The TURB mode.
(Mach Select) mode supplies autothrottle speed control to
the set mach value. The EPR LlM (Engine Pressure Ratio There are three function engage switches on the flight
Limit) select mode supplies autothrottle control for the set guidance control panel:
mode on the thrust rating panel.
1. The captain's and first officer's flight director switch lets a
person put on or put off the flight director indications
For FMS speed Intervention use the push buttons FMS 2. The solenoid-held autopilot engage switch
OVRD (FMS Override) and the speed knob. FMS OVRD is 3. The solenoid-held autothrottle engage switch.
a sub-mode of the V NAV mode. An engaged V NAV is
necessary for FMS OVRD operation. Push FMS OVRD,
then within 10 seconds set a new FMS speed with the The flight guidance computer side select switch is a rotary
speed/mach knob. The readout window on the control panel switch below the autopilot engage switch. This switch has
shows the new FMS speed and the flight mode annunciators two positions marked by the labels 1 and 2.
show OVRD XXX.
To stop FMS speed Intervention mode push the FMS OVRD

push button. The FMS goes back to the usual speed mode
and OVRD XXX annunciation stops.

FLIGHT DIRECTOR SWITCHING BLOCK DIAGRAM
GENERAL
Flight director steering commands are computed within the DFGCs and are processed as pitch and roll steering command signals to
both the Captain's and First Officer's instrument displays.
FD CMD Switch to Both on 2
Description . DFGC-2 FD outputs Command Bar and Fast Slow
When the FLIGHT DIRECTOR COMMAND Source Select signals to Captain's display (channel A)
switch, on the overhead pane 1, is in the NORM position, . DFGC-2 FD outputs Command Bar and Fast Slow
and both flight director switches are ON, inputs to the signals to First Officer's display (channel B).
Captain's displays are from DFGC-l and inputs to the First
Officer's displays are from DFGC-2. NOTE: When the FLIGHT DIRECTOR COMMAND
Source Select switch is selected to NORM and
Components autopilot is engaged, any mismatch in modes that
may occur between DFGC-l and DFGC-2 will cause
the FD command display on the side opposite to the
. DFGC-l selected AP to be removed from view.
. DFGC 2
. FD Display- Captain
. FD Display - First Officer
. FD CMD Source Select switch.
Operation
FD CMD Source Select switch to NORM position

. DFGC-l FD outputs command bar and fast slow
signals to Captain's display (channel A)
. DFGC-2 FD outputs command bar and Fast Slow
Signals to First Officer's display (channel B).
FD CMD Source Select switch to Both on 1 :
. DFGC-l FD outputs Command Bar and Fast Slow
Signals to Captain's display (channel A)
. DFGC-l FD outputs Command Bar and Fast Slow
signals to First Officer's display (channel B).

FLIGHT DIRECTOR SWITCHING SCHEMATIC
General
Flight director steering command_ are computed within the DFGCs and provide an output to flight director command bar displays.
The roll and pitch command bars within the Primary Flight Displays (PFDs) can be used to monitor corrective action when the
autopilot is engaged. or referred to in order to manually operate the airplane.
Description
Two flight director switches are located on the Flight Guidance Control Panel; one for the Captain's PFD and one for the First
Officer's PFD. When the FD CMD switch on the overhead panel is in the NORM position and both flight director switches are ON,
inputs to the Captain's PFD are from DFGC-1 and inputs to the First Officer's PFD are from DFGC-2. If the FD CMD switch is
moved to either BOTH ON 1 or BOTH ON 2. both flight directors are controlled from the selected DFGC.
Components
Flight director Command Switch Captain's - Both flight guidance computers (flight director
FMA sections) activated
First Officer's FMA . Flight director command switch
Flight Guidance Control Panel - Overhead panel
Flight Director Mode Advisory Lights - NORM position
Captain's PFD . Flight mode annunciator
First Officer's PFD - Captain's FD blue light ON
Digital Flight Guidance Computer-l Digital - First Officer's FD blue light ON
Flight Guidance Computer-Z Symbol . Digital flight guidance computer-l
Generator-} - Channel lA energized
Symbol Generator-2 - Pitch and roll signals to symbol generator-l
- FD valid signal to symbol generator-l
Operation . Digital flight guidance computer-2
Normal Operation - Channel 28 energized
. Flight guidance control panel - Pitch and roll signals to symbol generator-2
- Both FD switches turned ON - FD valid signal to symbol generator-2
Both On 1
. Flight guidance control panel

FLIGHT DIRECTOR SWITCHING SCHEMATIC (continued)
- Both FD switches turned ON . Digital flight guidance computer-2

- Both flight guidance computers (flight director - Channel 2A energized
sections) activated - Channel 2B energized
. Flight director command switch - Pitch and roll signals to symbol generator-2
- Overhead panel
- Both on 1 position
- Pitch and roll signals to Captain's and
First Officer's PFDs
- Both amber mode advisory lights ON - FD valid (channel 2A) to symbol generator-2
- Captain's and First Officer's instrument panels - Indicates
command switch not in normal
- FD valid (channel 2B) to Captain's and First
Officer's PFDs
. Flight mode annunciator
- Captain's FD blue light ON
- First Officer's FD blue light ON .
. Digital flight guidance computer-l
- Channel lA energized
- Channel 1B energized
- Pitch and roll signals to symbol generator-I
- Pitch and roll signals to Captain's and
- FD valid (channel 1A) to symbol generator-l
- FD valid (channel 1B) to Captain's and
Both On 2
. Flight guidance control panel
- Both FD switches turned ON
- Both flight guidance computers (flight director
sections) activated
. Flight director command switch
- Overhead panel
- Both on 2 position
- 80th amber mode advisory lights ON
- Captain's and First Officer's instrument pane1s - Indicates
command switch not in normal
. Flight mode annunciator
- Captain's FD blue light ON
- First Officer's FD blue light ON

General
The Digital Flight Guidance System (DFGS) uses servos and actuators to control aircraft flight path and engine thrust. The functions
of the servos can be divided into three (3) groups: Stability Augmentation, Autothrottle (AT), and Autopilot (AP).
Description
- Provides automatic pitch control for
- Selected AP pitch mode
Stability Augmentation - Operational in all phases of flight
. Mach Trim Servo Actuator - With AP engaged
- Provides automatic pitch trim. - Located in the Forward Cargo Compartment.
- Compensates for nose down pitch during high speed flight . Aileron Dual Servo Drive
- Operational when MACH TRIM switch is in the - Provides automatic roll control for
NORMAL position - Selected AP roll mode
- Located in the Forward Accessory Compartment. - Operational in all phases of flight
. Yaw Damp Servo Actuator - With AP engaged
. - Provides automatic yaw-rate damping and - Located in the Electrical and Electronics (E&E)
- AP turn coordination Compartment.
- Compensates for Dutch Roll . Rudder Dual Servo Drive
- Operational with YAW DAMP switch in the ON - Provides automatic yaw control for
position, or - Turn coordination and
- AP engaged and YAW DAMP switch in any - Runway alignment
position except OVERRIDE - Operational with AP engaged in:
- Located in the AFT Accessory Compartment. - Land mode or
Autothrottle - Takeoff/Go-around (TO/GA) mode
. AT Servo - Located in the Aft Cargo Compartment.
- Provides control of . Alternate Longitudinal Trim Motor
- Speed/Mach/Thrust - Provides automatic pitch trim
- Operational during all phases of flight - Operational with AP engaged, except
- With AT engaged - When on the ground or
- Located in the forward end of the pedestal. - In Turbulence mode
Autopilot - Automatic nose-up trim inhibited
. Elevator Dual Servo Drive - During TOIGA
- Located in the Vertical Stabilizer.
AILERON DUAL SERVO INSTALLATION
The duplex aileron servo drive and servo bracket are located in the left forward section of the electrical/electronics compartment and are
accessible through the compartment access door.
PROCEDURES
The removal, installation, adjustment, and testing procedures are found in the maintenance manua1.

AUTOPILOT ROLL AXIS SCHEMATIC
General
The roll control modes of the flight guidance system operate through the aileron-spoiler system. Automatic roll control is provided
by auto pilot engagement throughout the entire flight envelope including automatic landing, where roll control executes automatic
runway alignment.
Description
Left Outboard Spoiler Position Sensor
Selection of roll control modes of operation is Right Inboard Spoiler Position Sensor
provided through the flight guidance control panel. Captain's VHF NAV Panel
Roll control signal information is induced into First Officer's VHF NAV Panel
the DFGC, where computed signals are .processed and Advanced Flight Management Computer
transmitted to a dual aileron servo drive. The
aileron servo drive is coupled to the aileron control system, Operation
and when commanded signals from
the DFGC cause the servo drive to move, the Roll control maneuvers may be executed automatically
aileron control tabs are moved the proper amount when the autopilot is engaged
to execute.the commanded roll maneuver. Roll Control Modes .
Heading Hold
Components Heading Select .
Localizer
Flight Guidance Control Panel ILS
land
Digital Flight Guidance Computer VOR
Advanced Flight Management Computer Turbulence
Radio Altimeter Unit-l NAV
Radio Altimeter Unit-2
Central Air Data Computer-l Central Air
Data Computer-2 NOTE: A rheostat is coupled to the aileron cable drum assembly
IRS-l to attenuate servodrive force during a large airplane
IRS-2 aileron maneuver. The rheostat is actuated to a value to
IRS-AUX reduce the servodrive action by movement of the cable
Dual 3 Axis Accelerometer drum. The rheostat is inhibited during landing maneuvers
Dual Aileron Servo Drive when the flaps are extended greater than 26 degrees.
Aileron Torque Limiter (Rheostat)
Aileron Position Sensor

ELEVATOR DUAL SERVO INSTALLATION
General
The duplex elevator servo drive is located in the forward right ceiling in the forward cargo compartment and
is accessible through the forward compartment loading door.
Procedures
Removal
Installation
Adjustment
Testing
Maintenance Manual 22-12-01

ELEVATOR SERVO FORCE LIMITER
General
The servo force limiter is a double spring assembly connecting the elevator servo, horizontal stabilizer
followup system, and flap bus system.
Description
noseup direction, spring breakout force will increase. As the
horizontal stabilizer is moved from aircraft noseup to aircraft
The servo force limiter provides a method of nosedown position, spring breakout force will decrease. This
limiting the torque applied by the servo to the decrease will continue until stop bolt contacts stop pad.
elevator system with reference to horizontal stabilizer and Continued movement of horizontal stabilizer in this direction
flap position. will have no effect on spring breakout force. As the flaps are
Components extended, spring breakout force will increase and be fully
implemented as the flaps pass 35 degrees. As the flaps retract,
Servo Actuator spring breakout force will decrease as the flaps pass 35 degrees
Elevator Cables and continue to decrease until stops contact, then further
Bridle Cable retraction of flaps will have no effect on spring breakout force.
Augmentor In addition an augmentor is installed in conjunction with the
Horizontal Stabilizer Tension Spring elevator servo force limiter. The augmentor allows a bridle cable
Flap Tension Spring to be routed from the same side of the elevator servo drum. This
routing acts to equalize the breakout force of the bridle cables.
It also acts to prevent slack in the bridle cables when the servo
Operation has reached a hardover condition.
When spring breakout force is greater than force required

to move the elevator control cables, an input to the servo
will be transmitted without hesitation to the control tabs.
When spring breakout force is less than force required to
move the control cables, an input to the servo will cause a
walking effect between the servo drum and the cables.
This will have a damping effect on a hardover input to the
servo. The damping will prevent abrupt movement of the
elevator tabs. As the horizontal stabilizer is moved in the
aircraft

AUTOPILOT PITCH AXIS SCHEMATIC
GENERAL
The pitch control modes of the flight guidance system operate through the elevator system. Automatic pitch control is provided by
autopilot engagement throughout the entire flight envelope, including automatic landing. During automatic landing the pitch control
executes on the automatic flare maneuver and the nose lowering at main gear wheel spin-up.
Description
Selection of pitch control modes of operation is provided Operation
through the flight guidance control panel. Pitch control signal
information is induced into the Digital Flight Guidance The flight guidance control panel provides a pitch profile
Computer (DFGC), where computed signals are processed and readout located above the pitch wheel. The readout displays
transmitted to a dual elevator servo drive. The elevator vertical speed reference, indicated airspeed reference, mach
servo drive is coupled to the elevator control system. When airspeed reference, and pitch attitude reference during
commanded signa1s from the DFGC cause the servo drive turbulence penetration, depending upon the mode that is
to move, the elevator control tabs are moved the proper selected. The pitch wheel can be used to adjust these
amount to execute the commanded pitch maneuver. reference values as required.
Components
. Flight Guidance Control Panel
. Digital Flight Guidance Computer
. Radio Altimeter Unit 1
. Radio Altimeter Unit 2
. Central Air Data Computer 1
. Central Air Data Computer 2
. Inertial Reference Unit 1
. Inertial Reference Unit 2
. Dual 3 Axis Accelerometer
. Left Flap Position Transmitter
. Right Flap Position Transmitter
. Ground Spoiler Control
. Proximity Switch Electronics Unit
. Flight Mode Annunciator (FMA)
. Alternate Trim Motor
. Dual Elevator Servo Drive
. Horizontal Stabilizer Position Sensor
. Left Elevator Position Sensor
. Right Elevator Position Sensor
. Advanced Flight Management Computer
. Windshear Computer (customer option)

AUTOPILOT PITCH AXIS SCHEMATIC (continued)
Pitch control modes
. Indicated airspeed hold
. Mach hold
. Altitude hold
. Altitude preselect
. Vertical speed
. Turbul ence
. Go-around
. Instrument landing System (IlS)
. land
. Vertical Navigation (V NAV).
Pitch Trim
. Positions horizontal stabilizer
. Controlled by alternate trim motor
- Alternate trim handles on pedestal
- Automatically by DFGC.
. AP TRIM light on both FMAs
- Sustained Autopilot (AP) out of trim condition
- More than 8 seconds.
. Nose down trim inhibited
- On ground
- Turbulence mode.
. Nose up trim inhibited
- Takeoff
- Go a round
- On ground
- Turbulence mode.

LONGITUDINAL TRIM ACTUATING MECHANISM
DESCRIPTION OF THE LONGITUDINAL TRIM MECHANISM

GENERAL
The longitudinal trim actuating mechanism is attached to the front spar of the horizontal stabilizer center section. The mechanism's
gear box is driven by the primary or alternate trim motors and drives an acme screw. The acme screw moves through a nut in a
gimbal that is attached to the structure. Structural stops on the nut, the gear box, and the acme screw are provided to stop the
mechanism if the override or limit switches fail. The cable crank drives a cable loop to operate a number of system interfaces. USE
A SAFETY BELT DURING MAINTENANCE OPERATIONS. Attach the belt to the fitting on top of the vertical stabilizer.
Description
Primary Trim Motor Acme Screw And Nut

. Access is through the vertical stabilizer . Matched set with gimbal/nut (lubricated with
leading edge, the sides of the stabilizer, and MIL-G-81322 grease).
stabilizer fairing Gimbal and Nut
. Rate of trim is 1/3 degree per second . Matched set with jackscrew
. 3-phase 115 VAC, 6 horsepower motor (14 pounds, . Gimbal is retained with 2 retaining pins
6 kg) . Nut contains structural stops to stop the travel if the override
. Thermal protection opens after 15 to 30 seconds . Heater shutdown or 1imit switches fail.
- Mounted on the top of the primary trim motor - Trim Indicator Cable Attach Crank
Temperature controlled between 50°F (10°C) and . Drives a cable that interfaces the following
lOO°F (37.8°C). systems:
Alternate Trim Motor - Elevator system variable load feel
. Thermal protection opens after 60 seconds - Motion warning
. Rate of trim is 1/10 degree per second - Stabilizer position indication
. 3-phase 115 VAC, 1/4 horsepower (4 pounds, 2 - Takeoff warning
kg) . - System mechanical override shutdown
Gear box - Servo force 1imi ter
. Dual planetary gear drives the acme screw - Stall warning
.Fill with jet engine oil to the level of the - Digital flight guidance
fill plug - Alternate trim limiting shutdown.
. Weight (28 pounds, 13 kg).

AUTOPILOT AND ALTERNATE LONGITUDINAL TRIM SYSTEM SCHEMATIC
General
The alternate longitudinal trim control system consists of (1) a motor control switch and a brake switch (both connected to levers located on
the control pedestal), (2) an alternate longitudinal trim actuator motor (in the vertical stabilizer), and (3) two (2) limit switches (1ocated .at
the lower end of the trim indicating system control drum shaft). Rate-of-trim using the alternate trim System 1s approximately 1/10 degree
per second.
Description . Power application

- 115VAC phase A through trim switch
Alternate longitudinal trim inputs are provided from - Power through three position rotary switch
two sources_ - Power through DN limit switch
1) alternate trim levers on control pedestal and - To brake release switch
2) automatic pitch trim derived from the Digital - To brake rectifier assembly
Flight Guidance Computers (DFGCs). - To brake release coil
- To trim motor
Components - 115VAC phase B8 through trim switch
- Power through three position rotary switch
- Power through UP limit switch
Alternate Trim Brake Release Switch Lever - To trim motor
Alternate Trim Switch Lever - 115VAC phase C through trim switch
Brake Relay - Power through three position rotary switch
Up Trim Relay - To trim motor
Down Trim Relay
Digital Flight Guidance Computer (1 and 2)
Brake Rectifier Assembly
Alternate Trim Motor
Down Limit Switch
Up Limit Switch
Operation
Manual Trim
. Move both control levers simultaneously to AND
- Brake release switch contact moves DN
- Trim switch contacts move to DN

AUTOPILOT AND ALTERNATE LONGITUDINAL TRIM SYSTEM SCHEMATIC (continued)
Automatic Trim
. Up trim signal from controlling DFGC . Power Application
- Up trim relay energized - 115VAC phase A through trim switch
- 28VDC through deenergized contacts of DN TRIM - Power through deenergized contacts of UP TRIM
relay, through energized UP TRIM relay to relay
energize brake relay - Power through energized contacts of DN TRIM
. Power application relay
- 115VAC phase A through trim switch - Through up limit switch
- Power through deenergized contacts of DN TRIM - To energized brake relay, through brake switch
relay . - To brake rectifier assembly
- Power through energized contacts of UP TRIM - To brake release coil
relay - To trim motor
- Through down limit switch - 115VAC phase B through trim switch
- Through closed contacts of brake relay - Through deenergized UP TRIM relay contact
. - Through brake release switch to rectifier - Through energized DN TRIM relay contact
assembly - Through up limit switch
- To brake release coil - To trim motor
- To trim motor - 115VAC phase C through trim switch
- 115VAC phase B through trim switch - Through deenergized UP TRIM relay contact
- Power through deenergized contacts of DN TRIM - Through energized DN TRIM relay contact
relay - To trim motor
- Power through energized contacts of UP TRIM . Aural warning
relay - Tone warning every 1/20 stabilizer movement
- Through down limit switch - Voice warning
- To trim motor - "STABILIZER MOTION" if
- 115VAC phase C through trim switch - 2° stabilizer motion
- Power through deenergized contacts of DN TRIM - Within 30 seconds
relay - With Autopilot Auto Pitch Trim
- Through energized contacts of UP TRIM relay
- To trim motor
. Down trim signal from controlling DFGC
- Down trim relay energized
- 28VOC through deenergized contacts of UP TRIM
relay, through energized DN TRIM relay to
energize brake relay

RUDDER SYSTEM CONTROLS
General
The rudder system is controlled by cable inputs from the rudder pedals or rudder trim knob. Rudder hydraulic power is
controlled by cable inputs to the rudder power shutoff valve.
Description
Rudder Pedals
. Interconnected by torque tube
. Both sets move in unison Rudder Duplex Servo
. Operates two way cable system for inputs to a . Drives rudder system on auto land to maintain
drive sector airplanes alignment with instrument landing system
Rudder Trim center line
. Provides means to adjust neutral position of drive Drive Sector
. sector by adjusting position of trim actuator that . Rudder pedal inputs to drive sector provides inputs
- Repositions control valve and rudder (Hyd pwr ON) to control valve (press ON) or control tab (press
- Repositions rudder control tab (Hyd pwr OFF) OFF)
Rudder Hydraulic Power Shutoff Valve
. Controls supply of hydraulic pressure to rudder
power package Reference
- Cable operated
- Two position Maintenance/Manual 27-20-00
Rudder Torque Tube
. Drives rudder left and right
. Fastened to lower surface of rudder through rudder
drive fitting
Indicator Lights
. RUDDER TRAVEL UNRESTRICTED light
- Illuminated indicates full rudder travel to left
and right
- Not illuminated indicates rudder travel is
progressively restricted as airspeed increases
- Light OFF speed increasing____________knots
- Light ON speed decreasing____________knots

RUDDER SERVO INSTALLATION
General
The rudder dual servo drive motor can be removed and replaced as an assembly, by disconnecting the assembly from the servo
bracket.
Description
Servo Drive Motor
. Consists of
- Two DC torque motors
- Electrical connectors
Servo Bracket
. Serves as mount for servo assembly
. Provides mechanical coupling between servo output
spline and control cables
Control Cables
. Adjust to tension with rudder cables
Adjust
Maintenance Manual 22-13-02

RUDDER HYDRAULIC POWER CONTROL
General
The rudder is normally operated with right hydraulic system pressure on the airplane. In the event pressure is lost the rudder system will
automatically revert to manual operation.
Description
Hydraulic Power Control . Rudder pedal

. Actuates hydraulic shutoff valve to operate system - Input in from drive sector
in the power ON or manual condition - Drive sector through load feel trim actuator
Rudder Hydraulic Power Shutoff Valve - Moves pivot link for input to control valve
. Applies or removes hydraulic pressure to the - Control valve pressurizes actuating cylinder
rudder power package - Actuating cylinder moves rudder
Control Valve . RUDDER CONTROL MANUAL INDICATION is OFF
. Ports pressure to actuating cylinder to move . RUDDER TRAVEL UNRESTRICTED light is ON with
rudder left or right
Lock Out Cylinder limiter hook retracted (airspeed low)
. Locks in inputs, routing them to control valve or Hydraulic Pressure OFF
control tab . Control lever to "Man" position
Power Cylinder . Lockout cylinder pressure released
. When pressurized will move rudder left/right - Reversion springs pull in
Pivot Link - Gripper cams on roller
- Open up gripper arms from roller
. Pivots for inputs by actuation of input to control
valve . Rudder pedal input goes directly through gripper
Rudder Throw Limiter pivot link to control tab
. Pitot tube input from vertical stabilizer to move . Control tab moves left/right
bellows . Airspeed has increased turning out RUDDER TRAVEL
. Bellows moves linkage to move hook into cutout in UNRESTRICTED light as throw limiter hook is moved
piston as airspeed increases up into slot and target moves away from sensor
Reference
Operation
Maintenance/Manual 27-20-00
Hydraulic Pressure ON
. Control lever to "Power" position
. Lockout cylinder actuated
- Gripper cams OPEN
- Gripper arms CLOSE

RUDDER SYSTEM INDICATIONS
General
The rudder system uses two lights to indicate system status. One light is used to identify rudder travel is not restricted and is
illuminated at a low airspeed. The light is turned out as airspeed increases indicating the rudder is ,limited in movement left and
right.
Description
. Target in proximity with sensor
RUDDER TRAVEL UNRESTRICTED Light - Drives logic "1” into prox. detector
. Power 28 VDC - Detector triggers transistor
. OUT as airspeed climbs through…….. knots . Transistor
. ON as airspeed drops through ………..knots - Allows 28 VDC power standing by at transistor to
Proximity Switch Electronics Unit move to ground
. Processes signals - Turns ON light to indicate rudder travel is
- From proximity sensors unrestricted
. provides grounds to turn ON indicator lights - Provides ground for DFGC signal
Proximity Sensor . Airspeed increasing above knots
. Sends signal to prox. unit .28 VDC routed from bus
- Target in prox with sensor - Through light
- Target out of prox with sensor - To prox. unit
- To transistor
Digital Flight Guidance Computers 1 & 2 Target moves out of proximity with sensor
. Receives signals from prox. sensors - Logic “1” is removed from prox. detector
- Rudder travel unrestricted - Transistor shuts down inputs to
- Rudder travel restricted - TRAVEL UNRESTRICTED light
RUDDER CONTROL MANUAL Indication - DFGC circuits
. Manual switch RUDDER CONTROL MANUAL Indication
. Actuated by gripper arm .28 VDC power routed from bus
- ON as pressure drops through 950 psi and - Through light
reversion mechanism repositions gripper arms - To rudder control manual switch
actuating indicator circuit . System Control Lever positioned at Manual
- Pressure drops through
Operation - 950 psi
- Switch contacts CLOSE
RUDDER TRAVEL UNRESTRICTED Light - 28 volts is routed to ground
. Airspeed below___ knots
.28 VDC routed from bus . RUDDER CONTROL MANUAL indication illuminates
- Through l1ght
- To prox. unit References
- To transistor Maintenance Manual 27-20-00

AUTOPILOT YAW AXIS (Land and G/A Mode)
General
Yaw axis control on the MD-80 series airplane is controlled automatically by the yaw damper system except during ILS, autoland, and go-around
modes. During an automatic landing: after glide slope and localizer track is established, and radio altitude is less than 1500 feet; command
signals to the yaw damper series actuator are removed. Command signals to the rudder is then provided by a duplex rudder servo drive. The
duplex rudder servo drive is in parallel with rudder pedals and provides the rudder authority needed during land operation. The duplex rudder
servo drive is also used if a go-around maneuver is to be accomplished
Description
When the autoland track modes are engaged; that is, yaw damper disengaged: the dual rudder servo drive receives dual output controls
from the selected Digital Flight Guidance Computer (DFGC) to operate the rudder. The dual redundancy design of the DFGC insures that
signals processed for use by the dual rudder servo drive are identical. Additionally, follow-up signals from the dual rudder servo drive to
the DFGC makes sure that only valid signal are acted upon. If the DFGC monitors detect any rudder failures that could result in an airplane
upset, the autopilot will be automatically disengaged before an upset can occur.
Components
Operation
Digital Flight Guidance Computer During takeoff: before autopilot engage, climb,
Captains VHF NAV Panel cruise, and descent modes: the yaw damper servo
F/O's VHF NAV Panel provides rudder control. When ILS, autoland, and
Dual Rudder Servo Drive go-around modes are activated, the yaw damper is
Dual Lateral Accelerometer disengaged and rudder control is provided by the
Dual 3-axis Accelerometer dual rudder servo drive.
Rudder Position Sensor
Proximity Switch Electronics Unit . Yaw Damper Operation
VOR/ILS Receiver - 1 - 28VDC from 1-2 switch
VOR/ILS Receiver - 2 - Roll axis not in takeoff or go-around - Not
Radio Altimeter Unit - 1 in ILS or autoland
Radio Altimeter Unit - 2

AUTOPILOT YAW AXIS (Land and G/A Mode) (continued)
. Parallel Rudder Operation

- 28VDC from 1-2 switch
- And one of the following
- Dual rudder engage logic from
- Dual rudder unrestricted proximity sensors
- Both VOR/ILS receivers tuned to ILS frequency
- Radio at 2 meters less then 1500 feet
- ILS or autoland buttons pressed
- Roll axis in takeoff or go-around mode.
. DFGC centra1 processor outputs to: .
- Channel "A" for dual rudder servo drive
- Channel "B" for dual rudder servo drive
. Monitor on Signal from DFGC Central Processor
. - On at 450 feet Radio Altitude to arm system
- Disconnects autopilot for localizer exceedances
of 3 degrees or greater for 2 seconds
. Heading Monitor
- Recognizes a failing heading signal using yaw
rate for comparison
- Records failure in flight fault review
- Allows autoland to stay engaged with one
failed heading signal.

FLIGHT PROFILE INITIAL TAKE OFF ROTATION AND CLIMB (PART 1 OF 2)

FLIGHT PROFILE INITIAL TAKE OFF ROTATION AND CLIMB (PART 2 OF 2)


ALTITUDE ADVISORY DIAGRAM
The altitude advisory system has advisory and alert modes. LIGHT OPERATION
The advisory mode tells the flight crew when the aircraft
gets near to the preset altitude. The altitude alert mode tells
the flight crew when the aircraft moves away from the set
altitude. The altitude alert and advisory modes operate with The digital flight guidance computer supplies a ground when
or without the autopilot or flight director. the aircraft captures, or moves away from the altitude set in
the flight guidance control panel. The amber altitude alert
light, on the top-left corner of the altimeter, comes on. The
light stays off during usual conditions.
COMPONENTS
1. To advise the flight crew, the light stays on
A control panel lets the crew put in a preset altitude for the continuously during altitude capture when the aircraft is:
flight guidance system. The control panel sends the set a. Less than 750 feet from the set altitude
altitude, altitude arm and disarm signal to the digital flight b. More than 250 feet from the set altitude.
guidance computers. 2. To alert the flight crew, the light flashes when:
a. The aircraft is more than 250 feet from the set
The digital flight guidance computers receive altitude data altitude after altitude capture
from the air data computers and a set altitude from the flight b. The aircraft moves more than 750 feet from
control panel. The flight guidance computer sends this data the set altitude during altitude capture.
to the central aural warning unit for the altitude alert tone
and a optional digital voice. A discrete output goes to the
electric altimeter to set the alert light. The digital flight AUDIO OPERATION
guidance computers prevent altitude alerts during glideslope
capture. A customer option prevents altitude alerts if the The digital flight guidance computer supplies alert data when
flaps are greater than 26 degrees. the aircraft moves away from the altitude capture profile.
The alert light flashes on and off, and the central aural
warning unit tone and optional
A central aural warning unit supplies altitude alert aural voice circuits operate. The indications stay off during
tones, when commanded by the digital flight guidance usual conditions.
computer. The central aural warning unit also supplies an
optional digital voice message “ALTITUDE" for altitude
deviations only.

ALTITUDE ADVISORY DIAGRAM (continued)
During alert, the light flashes and the audio circuits

operate when: 9. Turn the baro-set on the captain's altimeter to the
airport barometric altitude.
1. The aircraft is more than 250 feet from the set
altitude after altitude capture Do the above procedures again for the first officer's
2. The aircraft moves more than 750 feet from the altimeter with the side select switch in position 2.
set altitude during altitude capture.
TEST
A flight compartment test of the alert function is as
follows:
1. Put the side select switch to position 1
2. Adjust the baro-set on the captain's altimeter to 0 feet
3. Set the altitude preselect readout to 1 ,000 feet
4. Turn the baro-set on the captain's altimeter
clockwise. The altimeter display will Increase toward the
set altitude
5. When the altimeter display is approximately 750 feet of
the set altitude, the alert light comes on steady
6. Continue to turn the baro-set on the captain's altimeter
clockwise. When the altimeter display is approximately
250 feet of the set altitude, the alert light goes off
7. Turn the baro-set knob more than 250 feet from the set
altitude, the aural alert operates and the alert light flashes
8. Set a new altitude with the altitude preselect knob
to stop the alert

CONTROL PEDESTAL WITH AUTOTHROTTLE
General
The autothrottle servo drive unit is mounted under the forward end of the control pedestal. The throttle servo drives the throttle
levers and throttle control system through a reduction gear box, chain drive, and two separate no-back clutch assemblies.
Operation . Go-around operation

- Flaps extended
Servo Drive - Press either TO/GA switch
. Speed and direction of rotation - Initiates go-around mode
. Proportional to command signals from DFGC - Throttles drive to computed EPR limit (G/A)
. Output speed reduced through reduction gears Autothrottle Disconnect Switches
. Coupled to gear box via splined shaft . Located outboard side of each throttle lever
. Drive speed further reduced in gearbox . Either switch pressed
. Output torque to sprocket repositions drive chain - Disengages AIT servo drive
Drive Clutch . - Autothrottle engage switch goes OFF
. Couples servo drive to throttle levers . Switches used to extinguish autothrottle light
. Can be manually overpowered - After system failure
- Same force required as with autothrott1e - After placing autothrottle switch OFF
disengaged
. Maximum signal input from DFGC
- Throttle movement
- Approximately 8 degrees/seconds
Takeoff/Go-around Switches (TO/GA) .
. TO/GA switches on back side of each throttle lever
. Switches are provided to:
- Initiate takeoff mode logic
- Initiate go-around mode logic
. Takeoff operation
- Press either TO/GA switch
- Initiates AT/Se mode
- Throttles drive to computed EPR limit (T/O)

AUTOTHROTTLE BLOCK DIAGRAM
General
The autothrottle system automatically adjusts engine power settings for controlled thrust throughout all flight modes from takeoff to automatic
retard mode, The system automatically controls the throttles to selected airspeed, mach number, or EPR limit. Airplane position sensors, air data
information, flight guidance control inputs, etc" are processed in the DFGCs to generate the speed/thrust signals for AT/SC. A single throttle
servo drives both throttle levers and throttle control system. Only one DFGC is in command during autothrottle operation. The throttles can be
manually overridden with no greater force than normal throttle operation when the autothrottle is engaged.
Components
. Airspeed .
Digital Flight Guidance Control Panel . Altitude
. Autothrottle engage switch Radio Altimeter
. Speed/Mach select knob . Throttle retard signal (slow retard)
. Speed/Mach readout window . Approximately 50 feet
. Speed select pushbutton Ground Spoiler Control Unit
. Mach select pushbutton . Wheel spin-up (fast retard)
. EPR limit pushbutton Flight Mode Annunciator
. DFGC select switch 1 - 2 . Throttle "OFF" light
Position Sensors . Flashes when autothrottle disengages
. Flaps Primary Flight Display
. Spoilers . Pitch command bar
. Slats . Slow-fast pointer
. Elevator
. Horizontal stabilizer
. Angle of attack
Dual 3-Axis Accelerometer Description
. Normal acceleration
. Longitudinal acceleration Placing the autothrottle engage switch to “AUTOTHROTTLE"
Attitude System position will automatically engage the throttle servo motor to
. Pitch attitude adjust engine power settings throughout all flight modes from
. Roll attitude takeoff to automatic retard mode. Basic autothrottle engage mode
Central Air Data Computer is speed or mach, whichever is displayed in the SPD/MACH
. Mach window

AUTOTHROTTLE BLOCK DIAGRAM (continued)
Operation
The autothrottle/speed control system receives sensor input and control logic data
from airframe and aerodynamic sensors such as angle-of-attack, flap, and spoiler
sensors, air data attitude system, etc. This data is processed within the DFGC to
provide the autothrottle/speed control commands to the slow-fast pointers, and a
throttle command signal to the autothrottle servo
. Operational modes (primary)
- Speed select
- Mach select
- EPR limit
. Operational modes (logic derived)
- Clamp
- Retard
- Alfa speed
- Flap limit
- - Slat limit
- Autothrottle limit
- Vmo 1imit
- - Mmo limit
- - Go-Around

AUTOTHROTTLE ENGAGE AND SHUTDOWN LOGIC
GENERAL
The autothrottle engage and shutdown logic is configured to allow an independent test of the dual logic at power up. The power up
dual logic monitoring occurs at the same time the autopilot engage functions are tested.
Components - Clamp circuit

. Digital Flight Guidance Computer 1,2 - Additional three relays (K2, K3, K4).
. Flight Guidance Control Panel . Side "B"
. Auto Throttle Servo - AND gate "B" is enabled by:
. Auto Throttle Clamp Relay - Autothrottle system valid "B"
. Thrust Reverser Switches - Heartbeat and power supply monitor "B" valid - Thrust
. Auto Throttle Disconnect Switches. reversers and autothrottle system
disconnect switches not engaged.
Operation - When AND gate "B" is enabled and the autothrottle
switch is placed ON, the valid output signal is applied
to:
Engagement and Shutdown Actions - AND gate "C" for the clamp circuit
. Side "A" - ATS warning circuits
- AND gate "A" is enabled by: - With the ATS not clamped, transistor
- Autothrottle system valid “A" will turn on.
- Heartbeat and power supply Monitor "A” valid
- - Thrust reverser and auto throttle system . Relays (K3, K4) energizing will apply ATS command signal
disconnect switches not engaged. from DFGC 1 through:
- When AND gate "A” is enabled, 1t wl1l turn on - Feedback amplifier
transistor and energize relay (Kl) and apply 28VDC Left - ATS servo amplifier
Bus pwr to: (ATS Switch ON) - Command signal sent to control field windings in
- Engage and hold ATS Solenoid through the parallel, to drive the ATS servo motor
thrust reversers and AT5 disconnect switches - Command signal polarity will determine the
- Provide a signal to DFGC 1, Side "A" ATS in direction of drive
engaged - Autothrottle servo motor tachometer output
- Arm the following circuits: - Provides rate feedback signal
- ATS warning circuits - Insures motor drives to position commanded.

AUTOTHROTTLE ENGAGE AND SHUTDOWN LOGIC (continued)
- Clamp signal "high" (1) commanded
- AND gate "C" will be disarmed
- Transistor will turn off
- Relays K2, K3, K4 and clamp relay will
deenergize
- Power removed from ATS servo control field - Fixed field
windings are shorted together.
Autothrottle Warning Circuitry Actions
. Detects DFGC monitor logic failures:
- Loss of side "A” valids
- Loss of side "B” valids
- Loss of heartbeat/power Monitor "A”
- Loss of heartbeat/power Monitor "B".
. Throttle disconnect switch actions.
NOTE: The thrust reverser switch actuation does not

effect the ATS warning circuitry.

AUTOTHROTTLE - SPEED CONTROL SCHEMATIC
General
The Autothrottle/Speed Control (AT/SC) System provides control of speed, mach, and thrust throughout the takeoff, flight, and
landing modes of operation. Various inputs are processed in the Digital Flight Guidance Computers (DFGCs) to establish the
speed/mach/thrust signals for AT/SC operation during flight and ground mode operations.
Description
. Right/left elevator position
Only one DFGC is in command during autothrottle . Attitude data (pitch and roll)
operation. The other DFGC (off-side) is continuously . Horizontal stabilizer position
receiving and processing parallel input signals in the event . Flap handle position
selection is required. During autothrottle operation, a throttle . Proximity Switch Electronics Unit (PSEU) (slat
servo drives the throttle levers and throttle control system position left and right).
through a gear box chain drive and a clutch assembly.
Outputs from DFGCs 1 and 2
Operation . Autothrottle servo drive command
Inputs to DFGCs 1 and 2 . Autothrottle clamp signal
. Autothrottle engage switch position . Captain1s mach/airspeed indicator (bug)
. Speed/mach commanded speed . First Officer's mach/airspeed indicator (bug)
. Speed select (SPD SEL) mode . Flight Data Acquisition Unit (FDAU)
. Mach select (MACH SEL) mode . Captain's Flight Mode Annunciator (FMA)
. Engine Pressure Ratio Limit (EPR LIM) mode (THROTTLE light and operating mode)
. Disconnect switch position (throttle thumb) . First Officer's FMA (THROTTLE light and
. Reverse thrust switches (right/left) operating mode)
. Nose ground sensing . Symbol Generator 1 (Captain's Primary Flight
. Weight-On-Wheels (WOW) Display (PFD) fast-slow)
. Takeoff/Go-Around (TO/GA) switches . Symbol Generator 2 (First Officer's PFD
. Throttle low limit switches fast-slow).
. Digita1 bus data from the air data computers 1 and 2
. Radio altimeters 1 and 2
. Right/left EPR signals NOTE:
. Right/left angle-of-attack Fast-slow outputs from the DFGCs to the Symbol
. Flight Management Systems (FMS) 1 and 2 Generators are sent through the Fast-Slow Transfer Relays.
. Ground spoiler control box (wheel spin-up) These relays are installed but are not operational with the
. Right/left flap position FMS installed.
. Dual 3-axis accelerometer

ENGINE THRUST RATING SYSTEM
General
The thrust rating system provides the operator with the capability of selecting an engine thrust mode for a specified phase of flight.
Engine Pressure Ratio (EPR) limit for the selected mode is computed by the Digital Flight Guidance Computer (DFGC) based on
existing Ram Air Temperature (RAT), or a manually selected assumed temperature (when using T.O. FLX), altitude, and engine
bleed air configuration. The computed EPR limit (target) is then displayed on the primary engine panel and the servoed EPR
command set indices (target bugs) in each EPR indicator. The computed EPR limit signal is also supplied to the automatic throttle
system as one of the controlling inputs for automatic thrust management and control.
System Components
Ram Air Temperature (RAT) Probe

. Location EPR Indicator
- Fuselage lower right side . Provides display of EPR limit
- Adjacent to nose gear well door - Command set index (bug)
. Purpose - supplies separate RAT signal - Both driven by DFGC signal during AUTO operation
- To Systems Display Panel . Provides for MANUAL set of EPR limit
- To two (2) air data computers (maximum limit set knob)
Thrust Rating Panel (TRP) - Out for manua1 set
. Location - center instrument panel - In for auto operation
. Purpose
- Provides for system test - press to test button
- Provides assumed temperature selection
- Provides thrust mode selection
- Six select buttons
- Backlighted to annunciate selected mode - all
blue except T.O. FLX (amber)
- Provides invalid mode selection annunciation
(NO MODE)
- For uncertified engine bleed air configuration
_ For Thrust Rating Indicator to DFGC mode
mismatch

ENGINE THRUST RATING SYSTEM (continued)
. DFGC clamps thrust rating computation

Digital Flight Guidance Computer - Using computed airspeed signal from air data
. Location computer
- Electrical/Electronic compartment - At 60 knots ("LO." mode only)
- Aft left radio rack - Unclamped upon subsequent thrust mode selection
. Purpose
- Computes EPR limit for selected thrust mode System Operation (Reduced Thrust Takeoff}
- Transmits EPR limit signal
- To Primary Engine Panel "TO. FLX" Selector Button Depressed
- To autothrott1e servo motors
. Assumed temperature selector
. RAT input to DFGC inhibited
Assumed Temperature Selected
. Determined from airport/runway takeoff analysis
System Operation (Normal Takeoff) . Signal replaces RAT signal to DFGC
DFGC Computes and Transmits DERATED EPR Limit
. To EPR indicators
"T.O." Mode Selector Button Depressed . To autothrott1e servo motors, if previously engaged
. DFGC addressed to compute EPR limit for existing . Maximum derate-approximately 25% thrust reduction
parameters from normal takeoff
- Airspeed
-Altitude
- Ram Air Temperature NOTE:Automatic Reserve Thrust system (ART) must be
- Engine bleed air configuration off for "T.O. FLX" operation
. DFGC generates and transmits EPR limit signal
- To TRP System Failure Indications
- To EPR indicators
- To autothrott1e servo motors - if previously NO MODE Light Illuminated
engaged . Displayed for any of 5 following reasons
- Initial power up
NOTE: Signal update very 0.5 seconds - Power interruption greater than 200 milliseconds
- DFGC fa 11
- Mode mismatch
- Uncertified engine bleed configuration
RAT Probe Fail - 3 bars instead of RAT indication
Air Data Computer Fail - 3 bars in EPR limit display
area

THRUST RATING FUNCTIONAL SCHEMATIC
General
The Digital Flight Guidance Computers accept air temperature, airspeed and altitude data from the Central Air Data Computer
(CADC), engine transducers and engine bleed conditions to provide EPR limit data and NO MODE data for display on the Engine
Display Panel (EDP) and Thrust Rating Panel (TRP).
Components
Description Central Air Data Computer-l

Central Air Data Computer-2
Thrust Rating Panel
The Thrust Rating Panel provides the ability to compute and position the Engine Anti-Ice Valves (discrete)
EPR limit indexes for variable derated thrust values over a range of Airfoil Ice Protection (discrete)
assumed temperatures. The assumed temperature is dia1ed in as determi Air Conditioning Packs (discrete)
ned from the take-off analysis for the applicable airport and runway, and Pneumatic Crossfeed Valves (discrete)
is equal to the maximum temperature which a takeoff would be possible at Digital Flight Guidance Computer-l
the actual takeoff gross weight. The DFGC receives digital Digital Flight Guidance Computer-2
uncorrected altitude, total air temperature, and computed airspeed from Engine Display Panel (EDP)
the CADC. Flight mode commands are received from mode selection Takeoff/Go-Around switches
circuits in the Thrust Rating Panel. Bleed air logic inputs are fed into the RAM Air Temperature Probe
bleed air correction circuit of the DFGC. The CAS input Ground Sensing Relay (discrete)
from the CADC is used to clamp the computation of the thrust rating System Display Panel.
parameter in the takeoff mode above 60 knots. A11 inputs to the computer Operation
are electronically processed to provide a computed thrust rating parameter
and sent as an output to the Engine Display Panel, to display EPR limit Digital Flight Guidance Inputs
for selected mode. . Ram air temperature
. Assumed temperature
. Altitude
. Engine bleed air configuration
Digital Flight Guidance Computer Outputs
. Computed EPR target on Engine Display Panel
NOTE: The Computed EPR limit is also supplied to . Computed EPR to bugs on each EPR display.
the autothrottle system as one of the controlling
inputs for automatic thrust management.

AUTOMATIC RESERVE THRUST BLOCK DIAGRAM
General
The Automatic Reserve Thrust (ART) system provides fully automatic engine failure detection during the takeoff mode and commands
an incremental increase for the remaining engine if a failure occurs.
Description
The ART system is enabled. self-tested and armed automatically. requiring no attention on the part of the flight crew. other than
monitoring. The system is enabled when both engines are running and the airplane is in the takeoff configuration. and armed when both
engines are advanced above the arming threshold (both N1’s above 64% RPM). The ART system is fail operational and undergoes a
complete functional test each time the system is enabled.
System Components
The operational status of ART is displayed by . ART switch

three lights: - Center panel (by fire agent handles)
. ART READY light - Guarded switch
- Center instrument panel - Two position
- Green color - Auto
- ON indicates successful ART self-test - OFF
. ART (actuated) light - Dual isolated circuits
- Center instrument panel - ART solenoid left engine
- Amber color - ART solenoid right engine
- ON indicates ART actuation and confirmation - Switch is OFF
. ART INOP light - ART functions both engines disabled
- Electronic overhead annunciator panel - ART INOP light ON (slats deployed)
- Amber color
- Connected to master caution NOTE: ART must be OFF when using the Takeoff Flex
- ON indicates mode on the Thrust Rating Panel
- ART switch OFF
- System failure

AUTOMATIC RESERVE THRUST BLOCK DIAGRAM (continued)
. ART solenoid
- Located on fuel control (each engine)
- Actuated by ART system
- Shifts speed cam in fuel control
- Causes incremental increase in thrust
lbs. ___________
- Reserves thrust follow-up switch
- Provides actuation confirmed logic to DFGC
- Illuminate ART annunciator light
Interface
Inputs to DFGC
. N1 tachometer (both engines)
. Slat position logic (left/right)
. Weight-on-wheels
. Ground sensing
. Flap handle position
. ART follow-up switch position
. ART switch position
Outputs from DFGC
. ART command (to fuel control)
. EPR TARGET (Primary Engine Panel)
. EPR bugs on EPR indicators
- ART INOP light
- ART READY light
- ART (actuated) light

ART READY CONDITION LOGIC DIAGRAM
GENERAL
The Auto Reserve Thrust (ART) self-test is designed to protect the ART function from any unlikely failure of the Digital Flight
Guidance Computer (DFGC), invalid ART logic inputs, or a power supply interruption that would permanently disarm ART.
Description
The test is performed when enabling logic first occurs and

will be repeated if the alternate DFGC is selected before
arming, or the ART switch is recycled from AUTO to OFF
and back to AUTO.
Operation
Test Enabling Logic

. ART switch to AUTO - In agreement with flap handle position.
- Two pole ART AUTO/OFF switch - Both Nl sensors valid
- Single contact required. - Left and right Nl tachometer generators
. Slats to mid or extend - Operating and outputs valid.
- Dual slat position logic agrees - Both follow-up switches open
- Flap handle position agreement. - ART solenoids actuated and released
. Landing gear - Follow-up switch logic verifies solenoid
- Nose Gear Ground Sensing actuation.
- Weight on Wheels (WOW) - ART I NOP
- Minimum time of 20 seconds. - Annunciation circuit valid
. Engines - If the circuit is not valid, the READY light
- Both Nls at ground idle or above remains OFF.
_One engine at less than arming speed (64%). - ART READY light on when the self-test is
. System not actuated. successful.
ART Self-Test
. ART switch to AUTO
- ART switch contacts agree
- Slats agree
- Right and left slats are not retracted

AUTOMATIC RESERVE THRUST (ART) SYSTEM LOGIC DIAGRAM
GENERAL
The ART system provides fully automatic engine failure detection during takeoff mode, and commands an incremental increase in thrust for the remaining engine if a
failure occurs.
Description
ART is enabled prior to takeoff. When both engines are running with one engine below the arming threshold, with slats extended, and
Weight-On -Wheels (WOW) logic, a self-test of the ART function logic is initiated. The ART function is ARMED when both engines are
advanced above the arming threshold.
Operation
ART Arming . No slat retraction
. Ground sensing and WOW . Nl/EPR cross check difference.
. Both ART switch contacts in Auto ART Disarming (Prior to Actuation)
. Slats not retracted . Both ART switch contacts in OFF
. Both Nl signals valid . Slat retraction
. Both Nl at or above 64%. . Engine power reduction, both engines below 49%.
Arm Arming latch
. After arm satisfied
. Provides for ground sense/WOW removal.
Arm Maintained
. Both ART switch contacts in Auto
. No slat retraction
. Either Nl speed above 49%.
ART Actuate (Armed)
. Loss of either Nl valid
. Nl (left/right) speed difference more than 30.2%
. Computer failure
. Selection of alternate Digital Flight Guidance
Computer (DFGC).
ART Actuate (Not Armed)
. Both ART switch contacts in Auto

ART INOP LIGHT LOGIC DIAGRAM
GENERAL
The ART INOP annunciator indicates that Automatic Reserve Thrust (ART) is not available and that an ART dual input or solenoid test failure
has been detected by the self-test. The ART INOP annunciator also indicates that the ART AUTO/OFF switch is in the OFF position and either
slat is at mid or extend.
Description
When ART INOP displays due to a self-test failure, select the alternate Digital Flight Guidance Computer (DFGC). The ART INOP light will
be extinguished and if enabling logic is still present, the self-test will be repeated by the selected DFGC. If the ART INOP annunciator displays
again, place the ART switch to OFF.
. ART INOP (condition 1)
- ART switch is in AUTO
- Either slat is at mid or extend
- Ground sensing and Weight on Wheels (WOW) - Anyone of the following inputs:
- Either Nl fails
- Either N1 is less than 21.9%
- ART switch contacts disagree
- Flap handle position and slats disagree - Either follow-up switch is closed
- Functional Test fails.
. ART INOP (condition 2)
- Both ART switch contacts are in OFF
- Either slat is at mid or extend
- WOW.

AUTO RESERVE THRUST SCHEMATIC
General
The Auto Reserve Thrust (ART) function detects engine failures during takeoff by monitoring engine parameters. When an engine
failure is detected, ART provides a signal to the fuel controls on both engines which will increase thrust to the full certified value.
Components
NOTE: The fuel control incorporates a Reserve
Proximity Switch Electronics Unit Takeoff Thrust (RTT) Engine package which
. Slat position provides fuel flow for the Automatic Reserve
. Weight-an-Wheels Thrust (ART) Airframe requirements. Reset is
Tachometer Generators
. Nl speed left engine accomplished by translation of the 3-D speed
. Nl speed right engine set by a fuel control internal linkage
ART Status Lights connected to a fuel pressure activated
. READY servo. The servo is controlled by a solenoid valve
. ART remotely operated by an airframe supplied signal. If the
. ART INOP automatic reset
Flap Handle Position Transmitter fails, rated takeoff thrust can be obtained by manual
Digital Flight Guidance Computer (1 and 2) operation of the power lever.
Ground Sensing Switch
ART Swi tch The ART solenoid on the fuel control, when energized,
. AUTO shifts the 3-D speed cam set increasing the high rotor
. OFF
Engine Fuel Control (left and right) speed CN2),increasing the thrust from Normal Takeoff
. ART solenoid Setting to Takeoff Rating. This action initiates the ART
. Follow-up-switch follow-up switch on the fuel control, turning the amber
Thrust Rating Indicator ART light ON indicating successful ART operation and
Engine EPR Indicator (left and right) notifying an engine failure. Reserve thrust increase for
Primary Engine Panel the_______engine is______lbs.
. EPR limit
. EPR command

ENGINE SYNCHRONIZER SYSTEM
General
The engine synchronizer system automatically matches, upon selection, Nl or N2, of the left engine to the right engine. Rotor speed
matching inhibits the harmonic "beat" between engines. With the system selector switch in OFF, and the automatic throttle system ON
and in the EPR mode, the engine synchronizer system trims the left engine EPR to that of the right engine, allowing both engines to
automatically attain target EPR without manual adjustment of the lagging engine. System control range is plus or minus 2 to 6 percent
EPR (dependent upon ambient temperature and actual EPR), and plus or minus 1 percent rotor speeds (at cruise power). The system
selector switch and an indicator light are on the electronic overhead annunciator panel.
System Components
Controller .
Location
Selector Switch (H3I______)
. Location - Electrical/electronics compartment
- On overhead switch panel - Aft right radio rack
_ Outboard right aft side - Shelf number 2
. Description . Description
- 3 Position manual selector switch - Metal housing with integral mounting flanges
- NI
- N2 - Employs integrated comparator circuits
- OFF - Generates pulse signals for use by synchronizer
- Locked by spring loaded ball in each position actuator
ENG SYNC ON light Synchronizer Drive
. Location . Location
- On electronic overhead annunciator panel - Electrical/Electronics compartment
. Description - Aft left radio rack
- Upper shelf
- Illuminated during annunciator lights test . Description
- Illuminated when rotor speed synchronizing - Black anodized aluminum housing
selected (Nl or N2) and landing gear control - Employs discrete components on a circuit board
hand1e(s) is/are in DOWN position
- Provides for command switching between
controller signals and DFGC signals to
synchronizer actuator

ENGINE SYNCHRONIZER SYSTEM (continued)
Synchronizer Actuator (H71-_____)____
. Location . Controller compares signals
- On left pylon apron - Speed signals equal - no comparator output
- Lower forward segment - Slave engine speed signal not equal to that of
. Description master engine - comparator outputs pulsing
- Contains two step motors energized by electrical electrical signal
pulses from synchronizer controller or from DFGC . Pulsing electrical signal to actuator via relay
- Incorporates separate centering circuit driver
- Output shaft connected to flexible shaft . Appropriate step motor energized
- Shaft total travel - 3 turns stop-to-stop - Output shaft rotates flexible shaft
Rod End Trimmer . . Rod end trimmer extends or retracts
. Location - Cross shaft positioned to move left fuel control
- On end of throttle control cable - to increase or decrease left engine rotor speed
- Attached to cross shaft
. Description
- Telescoping rod end - NOTE: ENG SYNC ON light is illuminated when the
- Jackscrew driven selector switch is in Nl or N2 and either or both
- Provides for throttle control cable attachment landing gear control handles are in the DOWN position.
- Total trimmer travel - 4 turns stop-to-stop
Digital Flight Guidance Computers EPR Synchronizing
. LOCATION . DFGC provides actuator drive signals via relay
- Electrical/Electronics compartment driver
- DFGC-l on aft left radio rack - When logic is valid
- DFGC-2 on forward right radio rack - Selector switch - OFF
. Purpose - provides synchronizer actuator drive - EPR,greater than 1.1 (above idle)
signals during EPR synchronizing operation - Autothrottle switch ON
System Operation - Autothrottle not clamped
NOTE: Selector switch must be OFF during takeoff, NOTE: ENG SYNC ON light will not illuminate with
Landing, thrust reversing and when the selector switch OFF.
aircraft is operating below 1500 A.G.L.
System Shutdown
Rotor Speed Synchronizing . Selector switch - OFF
. Selector switch to Nl or N2 . DFGC logic invalid
. Controller receives selected signals . Actuator centering circuit returns system to null (centered)
- Left engine rotor speed (slave engine) position
- Right engine rotor speed (master engine)

ENGINE SYNCHRONIZER SYSTEM SCHEMATIC
Operation ENGINE SYNC Switch OFF

. Right N2 and Nl tachometers feed
ENGINE SYNC Switch Nl (gear up) into control unit
. Left and right Nl tachometers feed into control box .28 VDC out from increase circuit into synch
. Both signals feed into pulse shapers actuator
. A difference in pulse rate will send a signal into - 28 VDC in through OFF CENTER SWITCHES will
a ONE SHOT MV drive stepper motor to center position
. The designated MV sends a signal out to a - Both switches open with motor centered
transistor
. Output from transistor applies 28 vac through
driver unit to sync actuator stepper motor
. Stepper motor, through a flexshaft and rod end
trimmer will input into fuel control
. left engine will trim to right
ENGINE SYNC, Switch N2
. Same as Nl position except using N2's
EPR Sync
. ATS Switch ON
. EPR > 1. 1
. ENG SYNC Switch OFF
- 28 VDC through ENG SYNC ON ANNUNCIATION, through
OFF
position of switch, to AND gate in driver unit
- EPR Sync ON signal from selected DFGC
- Output from AND energizes relay
- Selected DFGC will drive Sync actuator
ENG SYNC ON Annuciation
.28 VDC to Annunciator panel
. Ground on Annunciator panel when
-Sync switch in Nl or N2 and
- Landing gear down

STP MODE SELECT SWITCH
General
The STP mode select switch is used to enable the STP FORWARD SPACE, BACKSPACE and VERIFY buttons for EFIS
functions. The switch panel has four 4 digit wards printed on it: 2-aircraft option register and 2-aircraft check register.
Description
STP Select
. Status test panel functions normally to test the
DFGC
EFIS Select .
. Status test panel FWD SPACE, BACK SPACE, and
VERIFY buttons perform EFIS test functions.
(EFIS display on both DU's. No display on STP)
Aircraft Register Words
. Aircraft option and check register words provide
coding to calibrate the symbol generators for the
options selected by a customer
Location
. Near the STP (Captain's briefcase stowage area or
OH switch panel)

STATUS/TEST PANEL
General
The MD-80 series aircraft has a Status/Test Panel located in the flight compartment. The STP has the capability of accessing,
monitoring, and displaying BIT (Built-in-Test) information provided from the Digital Flight Guidance System (DFGS). The STP
displays 32 alphanumeric characters on two readout windows. The STP provides the operator with a display of English language
commands, questions, and failures.
Description
The Built-in-Test capability provides three modes - Airplane must be in flight mode for most faults
operation available to the STP: Continuous BIT, to be logged into the BIT memory
Return to Service (RTS) BIT, and System Maintenance - Failures are logged in a non-volatile memory for
BIT. subsequent recall by maintenance personnel as
. Continuous BIT (Flight Fault Review) "FLIGHT FAULT REVIEW?"
_ Automatic with power applied to DFGC . Return to service (RTS) BIT
- Does not interfere with normal operation of - Provides maximum possible assurance that after
DFGS repair action (LRU replacement) the airplane can
- Does not require any operator participation be placed back in service
- Provides failure detection - Non-restricted operation
- DFGS components - Including autoland
- Inputs power to DFGC - RTS functions require
- Sensor outputs - Minimal test set-up procedures
- Electro-mechanical actuators - Minimal operator action
- Isolating failures to maximum extent - RTS can only be performed "on ground" condition - Will
- Indicate failure information to STP
- Monitors DFGC operation automatically run to completion in
Input valid approximately five minutes
-Dual inputs - If test is successful, "GO" will appear on STP
-Reasonableness checks on inputs - If failure occurs, "NO GO - System Affected"
-End around checks on outputs will appear on STP
- Duplex servo drives
- Illuminates NO AUTOLAND if faults detected in
flight

STATUS/TEST PANEL (continued)
- Testing/or position of all flight crew
- Press verify pushbutton, STP will display one of selectable inputs:
the following conditions: - Flaps
- "NO AUTOLAND” - Slats
- "AP/FD" Autopilot/Flight Director - Pushbuttons
- "A/T" Autothrottle - Course selections
- "S/C" Speed Control - Heading selections
- "ART” Automatic Reserve Thrust - Switches
- “TRC" Thrust Rating Computations - Used to check the values of:
- "M/T" Mach Trim - Input sensors
- “Y/D" Yaw Damper - Deviation comparisons on sensors
- Automatic checks of
- System nulls
- Discretes
- Sensor response
NOTE: If a system is listed, it does not necessarily mean the - Servo response in synchronized condition
system is entirely inoperative, only that for some period - Trim systems
the DFGC detected a problem within the system. . STP pushbutton functions
Failure Recap should be checked to find out what exactly - 1 - 2 CMPVLD button
failed the RTS test. - CMPVLD lights when power pushbutton pressed
- 1 - 2 light shows selected DFGC
. System maintenance BIT - Power button
- Is a command-response type test - Push for power ON to STP
- Requires operator participation to perform - Push for power OFF to STP
specific actions - Backspace key
- The most comprehensive of the three tests - Press to reverse display message to previous
- Test is normally performed: message callout
- Major airplane maintenance actions which - Press to rerun failed test steps during
affect DFGS maintenance test
- When specific tests are necessary - Forwardspace key
- Each system (DFGC-l or DFGC-2) test is run - Press to advance message callout
separately - Press to bypass non-desired tests
- Airplane must be in the lion ground" condition - Verify pushbutton
- Tests all DFGS display information in cockpit: - Press to verify response to display messages- When
- Lights pressed, represents “YES"answer
-Flags
- Aural devices

STATUS/TEST PANEL (continued)
. Operation
- Power to STP; sequence query is issued
- May then proceed with test
- May bypass the group of tests
- Initial STP message reads "Flight Fault Review?"
- Test not desired
- Press forwardspace key
- Indicates a "NO" response
- Test desired
- Press verify key.
- Indicates a "YES" response
- During system maintenance BIT
- Failures annunciate immediately
- Conclusion of test, failures appear in
"Failure Recap?"
- During return to service BIT
- Failure interruption does not occur
- Conclusions of test, failures to appear in
"Failure Recap?"
- Maintenance test displays
- Failure mode initial message: "Failure"
- Provided in English language
-Press verify causes diagnostic number to appear
- Press verify second time, failure message reappears
- Diagnostic numbers assigned to every test failure
- Press verify after failure, number appears
- Use maintenance manual with number for
trouble-shooting
NOTE: A complete list of diagnostic numbers and cross reference to
message displays are incorporated into the maintenance practices
portion of the maintenance manual.

STATUS TEST PANEL INTERROGATION
General
Upon initial power up of the status test panel, a sequence query is issued; the operator may then enter a specific test or bypass the
group of tests.
Description
There are four separate functions the operator may perform with the status test panel: fault flight review, return to service, system
maintenance BIT, and maintenance memory erase.
Operation - Return to service test not desired

Power Applied to STP - Press forward space
CMPVLD Pushbutton Light ON - Advances to next test sequence
DFGC 1 of DFGC 2 Selected by CMPVLD Key - System maintenance BIT appears
. Fault flight review . System maintenance BIT
- Automatically appears as first sequence - The most comprehensive of the tests
- Flight fault review desired - Used after major airplane maintenance action
- Press Verify - Requires operator participation
- Number of flights appear - System maintenance BIT desired
- Number of failures appear - Press verify
- Flight fault review not desired - Follow instructions on display windows
- Press forward space - Failures are message with diagnostic number
- Advances to next test sequence assigned
- Return to service test appears - System maintenance BIT not desired
. Return to service - Press forward space
_ Used after repair actions - Advances to next test sequence
- Test complete in approximately 5 minutes - Maintenance memory erase appears
- Successful test allows non-restricted airplane . Maintenance memory erase
use (including autoland) - Allows faults in memory to be erased
- Return to service test desired - Maintenance memory erase desired
- Press verify - Press verify
- Follow instructions on display windows - Statement “verify to erase memory” appears
- Test completion shows "GO", "NO-GO System - Verify pressed now will erase memory
Affected" statement - Maintenance memory erase not desired
- Press forward space
- Advances to next test sequence
- Fault flight review appears
Procedures
- Maintenance Manual 22-01-05

STATUS TEST PANEL SCHEMATIC
General
The status test panel has the capability of accessing, monitoring, and displaying built-in-test information provided from the Digital
Flight Guidance System.
Description
The Status Test Panel provides the operator with a display of English language commands, questions, and failures. The STP
displays 32 alphanumeric characters. The message readout window allows two lines, each consisting of 16 characters.
Operation
. Forward Space Key
Power to Status Test Panel - Press to advance message callout to
. 28 VDC - Left Bus - Press "skip" specific tests
- To power supply in STP . Verify
- Output to pushbutton lights - Press to verify response to display messages
- Display readout windows
- Switches - Instructs the computer to conduct the displayed
- Logic functions test
Pushbutton Functions
. Power Key
- ON/OFF Switch
- Controls power application to STP
. CMPVLD 1,2 Key
- On when power pushbutton pressed
- CMPVLD 1 displayed upon initial power up
-Press CMPVLD push button for CMPVLD 2 display
. Backspace Key
- Press to reverse display message to previous
message callout
- Press to rerun failed test steps during
maintenance test

FLIGHT FAULT REVIEW FAILURE MESSAGES (SAMPLE, ALPHABETICAL LISTING)
General The Flight Fault displays are listed in alphabetical order. A Failure Message along with a Failure Description and Failure
Symptom are provided. These tables should be used to collate written squawks to Digital Flight Guidance Computer (DFGC)
detected faults. Maintenance Test diagnostic numbers are also provided along with the appropriate Maintenance Action to be taken.
The first step in troubleshooting a DFGC related problem is to perform the Flight Fault Review procedure.
Note: The DFGC may log discrete logic failure that appear
only intermittently or for a short period of time (less
than one (1) second). These failures may not be visible
to the flight crew and will only appear during "FLIGHT
FAULT REVIEW?". Therefore, failure logging is not
sufficient justification for removing and replacing a
displayed Line Replaceable Unit (LRU) or Sensor.
Ground test the item as called out in the Flight Fault
displays and use the Troubleshooting Charts as called
out in column 4 as necessary
Procedure
.
MD-80 Maintenance Manual
22-01-05

RETURN TO SERVICE FAILURE DIAGNOSTIC NUMBER (SAMPLE)
General
The Return To Service Test is a fast, comprehensive system recheck which is to be run after performing line maintenance. The test
requires about 20 operator interactions and takes approximately 5 minutes to run. At the conclusion of the test, the message "GO” or
"NO GO - SYSTEMS AFFECTED?" appears. If a “GO” is received, then the system is capable of performing all of its functions,
including Category IIIa automatic landings. If "NO GO- SYSTEMS AFFECTED?" appears, then one or more failures have been
detected and the system affected by the failure will be displayed. A “FAILURE RECAP?” will appear after the NO GO to provide
a list of all detected failures.
Description
The Return To Service (RTS) Test is provided to Procedures
place the airplane back into a non-restricted (including
autoland) service after maintenance action has been Refer to MD-80 Maintenance Manual
performed (i.e. Line Replaceable Unit (LRU) replacement). 22-01-05
The Status Test Panel (STP)/Multipurpose Control Display
Unit (MCDU) is capable of performing 10 sequences of
tests 0 thru 9. Sequences 1, 2, 3, 4, 6, 7,8, and 9 are only
performed during the Return To Service Test. All sequences
of tests are performed during the Maintenance Test. The
RTS is run completely and failures are displayed at the end
of test..
. If a "NO GO - SYSTEMS AFFECTED?" is displayed,

one or more of the following faults may appear when the
VERIFY and FWD keys are pressed:
- "DFGC"
- "NO AUTOLAND"
- "AP/FO"
- "A/T"
- "S/C"
-"ART"
- "TRC"
- "M/T"
- "Y/D".

RETURN TO SERVICE/MAINTENANCE TEST TROUBLESHOOTING CHARTS (SAMPLE)
General
The Troubleshooting Charts correlate to all failures that are displayed on the Status Test Panel (STP)/Multipurpose Control Display
Unit (MCDU) during the Return To Service (RTS) or Maintenance tests. The charts provide the normal Test Message that should be
displayed along with its corresponding Failure Message and Diagnostic Number. A brief description of the test in conjunction with
the Diagnostic (failure) that may have occurred is provided. By use of the Wiring Diagram Manual as called out, the Test Signal
Connector Pin can be located and the proper Test Voltage (when applicable) may be taken.
NOTE: When test voltage readings are taken, the

readings should be taken at the Mod Blocks - Sequence
and not at the electrical connectors. Standard - 0, STP/MCDU Tests
electrical test voltages are given in the -1, Initial setup interactives
procedures. A 10% voltage tolerance is - 2, Passive discretes
permissible, unless otherwise specified. - 3, Switches and buttons
- 4, Sensor values
NOTE: - 5, Cockpit displays
After troubleshooting procedures are completed, verify that -6, Second setup interactives
- 7, Self-tests
the proper STP/MCDU test is initiated to verify and clear the - 8, Servo tests
displayed fau1t( s) - 9, Internal monitors
- If the fault occurred in sequences 1, 2, 4, 6,7,8, or 9 an RTS
test may be performed
-If the fault occurred in sequences 0, 3, or 5, a Maintenance Procedures:
test of the failed sequence must be performed. MD-8O Maintenance Manual 22-01-05

MD-80 WIRING DIAGRAM (SAMPLE)
General
Wiring Diagrams are used in conjunction with Maintenance Test procedures to isolate faults. The Maintenance Test is an extensive,
system troubleshooting test. It is structured so that specific tests can be performed . to isolate Digital Flight Guidance System
(DFGS) failures. This test checks all DFGS display information in the flight compartment including lights, flags, and aural devices.
The Maintenance Test checks the position of all flight crew selectable inputs including flaps, slats, push buttons, course selections,
heading selections, and switches. In addition, the operator will be able to check the values of input sensors and deviation
comparisons on sensors. There are also automatic checks of system nulls, discretes, sensor response, servo response in the
synchronized condition, and trim systems.
Description
Failures detected during the Maintenance Test

will be displayed immediately. Selecting the
verify key when a failure is displayed will
display the diagnostic (failure) number. Using
this number along with the Troubleshooting Charts
and Wiring Diagrams will aid in fault isolation.
This diagram is used with reference to fault
diagnostic number 386 during sequence eight -servo Procedures
tests. The Troubleshooting Chart references to MD-80 Maintenance Manual
voltage checks at P1O-419/J, Sand J1O18/83, 84. This 22-01-05 and
reading will isolate and identify the fault MD-80 Wiring Diagram Manual
in the Dual Aileron Servo Drive, Digital Flight 22-12-12
Guidance Computer, or faulty wiring.

Flight Mode Annunciator and
Trust Rating Panel Location

Status and Test Panel Location

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MD 83 – FAMILY

MD-TECH TRAINING MANUAL

CHAPTER 22 (LEVEL III)

MD80 Training Manual p.22-2 19/06/2007

- Flight Guidance System

MD80 Training Manual p.22-4 19/06/2007

Description . Flight guidance control panel

MD80 Training Manual p.22-8 19/06/2007

MD80 Training Manual p.22-10 19/06/2007

MD80 Training Manual p.22-14 19/06/2007

MD80 Training Manual p.22-15 19/06/2007

Components and Function

Central Air Data Computer (CADC)

MD80 Training Manual p.22-16 19/06/2007

A push-pull cable enclosed in a tube assembly is attached to the control column.

MD80 Training Manual p.22-18 19/06/2007

MD80 Training Manual p.22-20 19/06/2007

MD80 Training Manual p.22-22 19/06/2007

- Provides automatic pitch control for

MD80 Training Manual p.22-24 19/06/2007

MD80 Training Manual p.22-26 19/06/2007

MD80 Training Manual p.22-28 19/06/2007

MD80 Training Manual p.22-30 19/06/2007

MD80 Training Manual p.22-34 19/06/2007

MD80 Training Manual p.22-36 19/06/2007

MD80 Training Manual p.22-38 19/06/2007

MD80 Training Manual p.22-39 19/06/2007

Configuration: Aircraft without OMEGA, Performance and Flight Management Systems.

MD80 Training Manual p.22-40 19/06/2007

- Dual 3-Axis Accelerometer (normal and

MD80 Training Manual p.22-42 19/06/2007

MD80 Training Manual p.22-44 19/06/2007

MD80 Training Manual p.22-46 19/06/2007

MD80 Training Manual p.22-48 19/06/2007

MD80 Training Manual p.22-50 19/06/2007

MD80 Training Manual p.22-52 19/06/2007

MD80 Training Manual p.22-54 19/06/2007

ROLL MODE DISPLAY

The red AP light flashes when the autopilot

MD80 Training Manual p.22-56 19/06/2007

MD80 Training Manual p.22-58 19/06/2007

MD80 Training Manual p.22-60 19/06/2007

MD80 Training Manual p.22-62 19/06/2007

MD80 Training Manual p.22-64 19/06/2007

The SPD/MACH readout window shows the airspeed in

MD80 Training Manual p.22-66 19/06/2007

1. The V display shows vertical speed in feet per

MD80 Training Manual p.22-68 19/06/2007

To stop FMS speed Intervention mode push the FMS OVRD

MD80 Training Manual p.22-70 19/06/2007

FD CMD Source Select switch to NORM position

MD80 Training Manual p.22-72 19/06/2007

MD80 Training Manual p.22-74 19/06/2007

- Both FD switches turned ON . Digital flight guidance computer-2

MD80 Training Manual p.22-76 19/06/2007

MD80 Training Manual p.22-80 19/06/2007

MD80 Training Manual p.22-82 19/06/2007

MD80 Training Manual p.22-84 19/06/2007

When spring breakout force is greater than force required

MD80 Training Manual p.22-86 19/06/2007

MD80 Training Manual p.22-88 19/06/2007

MD80 Training Manual p.22-90 19/06/2007

DESCRIPTION OF THE LONGITUDINAL TRIM MECHANISM

Primary Trim Motor Acme Screw And Nut