2B737 345 ATA 22 436 Pages

KB Ingenerie de Formation
737
Training Manual
THIS MANUAL IS FOR TRAINING PURPOSES ONLY.
NO MAINTENANCE ACTION SHOULD BE TAKEN AS A RESULT OF INFORMATION CONTAINED IN THIS MANUAL.
- ALTEON PROPRIETARY RIGHTS ARE INCLUDED IN THE INFORMATION DISCLOSED HEREIN. RECIPIENT BY ACCEPTING THIS
DOCUMENT AGREES THAT NEITHER THIS DOCUMENT NOR THE INFORMATION DISCLOSED HEREIN NOR ANY PART THEREOF SHALL BE
REPRODUCED OR TRANSFERRED TO OTHER DOCUMENTS OR USED OR DISCLOSED TO OTHERS FOR MANUFACTURING OR FOR ANY
OTHER PURPOSE EXCEPT AS SPECIFICALLY AUTHORIZED IN WRITING BY ALTEON
UNPUBLISHED - ALL RIGHTS RESERVED UNDER COPYRIGHT LAWS
(c) 2003 Alteon Training L.L.C.

00-FM-00-MTM.fm
This manual has been prepared by Alteon Seattle, Washington for the
Boeing Commercial Airplane Group.
737-300/400/500 TRAINING MANUAL

ARG
Aerolineas Argentinas
FS003
Chapter
TABLE OF CONTENTS Section
Subject Subject Page
DIGITAL FLIGHT CONTROL SYSTEM -- INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 22-11-CC . . 2
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
FLIGHT COMPARTMENT COMPONENT LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
INSTRUMENT PANEL - COMPONENT LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
ELECTRONIC EQUIPMENT COMPARTMENT COMPONENT LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . 16
TAILCONE COMPONENT LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
DFCS -- FORWARD EQUIPMENT COMPARTMENT COMPONENT LOCATIONS . . . . . . . . . . . . . . . . . . . 22-11-00 . . 20

WHEEL WELL COMPONENT LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
DFCS -- WING COMPONENT LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-11-CC . . 24

POWER INTERFACE INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
POWER INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
SENSOR AND ACTUATOR EXCITATION POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
SYSTEM INTERLOCK POWER INTERFACE-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
SYSTEM INTERLOCK POWER INTERFACE-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
ANNUNCIATION AND WARNING POWER INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
POWER TRANSFER INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
FLIGHT CONTROL COMPUTER DIGITAL INPUT INTERFACE-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
FLIGHT CONTROL COMPUTER DIGITAL INPUT INTERFACE-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
FLIGHT CONTROL COMPUTER ANALOG INPUT INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
FLIGHT CONTROL COMPUTER DIGITAL OUTPUT INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
MODE CONTROL PANEL DIGITAL OUTPUT INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
MODE CONTROL PANEL ANALOG INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
ROLL SENSOR ANALOG INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
PITCH SENSOR ANALOG INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
SPEED AND STAB TRIM ANALOG INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
MACH TRIM ANALOG INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
VHF NAVIGATION ANTENNA SWITCHING ANALOG INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
TRANSFER SWITCHES ANALOG INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
Page 1
ALTEON PROPRIETARY - Copyright (c) - See title page for details

ARG
FS003
Chapter
MISCELLANEOUS SYSTEMS ANALOG INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
MODE CONTROL PANEL - PHYSICAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
MODE CONTROL PANEL - FUNCTIONAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
MODE CONTROL PANEL - CONTROLS AND DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
FLIGHT CONTROL COMPUTER - PHYSICAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
FLIGHT CONTROL COMPUTER - FUNCTIONAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
CONTROL SURFACE POSITION SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
DFCS -- CONTROL WHEEL STEERING FORCE TRANSDUCER . . . . . . . . . . . . . . . . . . . . . . . . 22-11-00 . . 94

ROLL CWS FORCE TRANSDUCER - LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
PITCH CWS FORCE TRANSDUCER - LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
AUTOPILOT ACTUATOR - INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
AUTOPILOT ACTUATOR - FUNCTIONAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
AUTOPILOT ACTUATOR - TRANSFER VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
AUTOPILOT ACTUATOR - HYDRAULIC PRESSURE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
AUTOPILOT ACTUATOR - SOLENOID VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
DFCS -- AUTOFLIGHT STATUS ANNUNCIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-11-CC . 114

AUTOFLIGHT STATUS ANNUNCIATOR - FUNCTIONAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 116
INTEGRATED FLIGHT SYSTEM ACCESSORY UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
MACH TRIM ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
TAKEOFF/GO-AROUND SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
DFCS -- AUTOPILOT DISENGAGE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-11-00 . 124
DFCS -- FUNCTIONAL DESCRIPTION - AUTOPILOT CONTROLS . . . . . . . . . . . . . . . . . . . . . . 22-11-CC . 127

FUNCTIONAL DESCRIPTION - A/P ROLL CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
FUNCTIONAL DESCRIPTION - A/P PITCH CRUISE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . 135
FUNCTIONAL DESCRIPTION - A/P PITCH APPROACH CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . 138
FUNCTIONAL DESCRIPTION - A/P AUTOLAND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
Page 2


ARG
FS003
Chapter
FUNCTIONAL DESCRIPTION - A/P ENGAGE INTERLOCK SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . 143
FUNCTIONAL DESCRIPTION - A/P ENGAGE LOGIC TABLE-1 . . . . . . . . . . . . . . . . . . . . . . . . . . 147
FUNCTIONAL DESCRIPTION - A/P ENGAGE LOGIC TABLE-2 . . . . . . . . . . . . . . . . . . . . . . . . . . 150
FUNCTIONAL DESCRIPTION - A/P ROLL MODE DISENGAGE LOGIC TABLE . . . . . . . . . . . . . . . . . . . . . 153
FUNCTIONAL DESCRIPTION - A/P PITCH MODE DISENGAGE LOGIC TABLE . . . . . . . . . . . . . . . . . . . . 157
FUNCTIONAL DESCRIPTION - A/P WARNING LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
FUNCTIONAL DESCRIPTION - A/P AMBER LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
FUNCTIONAL DESCRIPTION - A/P ILS DEVIATION WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . 166
FUNCTIONAL DESCRIPTION - MCP AIRSPEED FLAGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
FUNCTIONAL DESCRIPTION - MCP ALTITUDE WINDOW WARNING . . . . . . . . . . . . . . . . . . . . . . . . . 170
FUNCTIONAL DESCRIPTION - FLIGHT DIRECTOR COMMANDS . . . . . . . . . . . . . . . . . . . . . . . . . . 172
FUNCTIONAL DESCRIPTION - F/D FLAG AND BOV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175
FUNCTIONAL DESCRIPTION - F/D ROLL MODE BOV LOGIC TABLE . . . . . . . . . . . . . . . . . . . . . . . . 179
FUNCTIONAL DESCRIPTION - F/D PITCH MODE BOV LOGIC TABLE 1 . . . . . . . . . . . . . . . . . . . . . . 182
FUNCTIONAL DESCRIPTION - F/D PITCH MODE BOV LOGIC TABLE 2 . . . . . . . . . . . . . . . . . . . . . . 184
FUNCTIONAL DESCRIPTION - ALTITUDE ALERT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
FUNCTIONAL DESCRIPTION - SPEED/AUTOPILOT TRIM BLOCK DIAGRAM . . . . . . . . . . . . . . . . . . . . . 188
FUNCTIONAL DESCRIPTION - SPEED TRIM FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191
FUNCTIONAL DESCRIPTION - A/P STABILIZER TRIM FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . 195
FUNCTIONAL DESCRIPTION - SPEED AND STABILIZER TRIM COMMANDS . . . . . . . . . . . . . . . . . . . . . 199
FUNCTIONAL DESCRIPTION - SPEED AND STABILIZER TRIM WARNINGS . . . . . . . . . . . . . . . . . . . . . 203
FUNCTIONAL DESCRIPTION - MACH TRIM BLOCK DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
FUNCTIONAL DESCRIPTION - MACH TRIM FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
FUNCTIONAL DESCRIPTION - MACH TRIM COMMANDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
FUNCTIONAL DESCRIPTION - PROGRAM PIN OPTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
OPERATION - OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216
OPERATION - FLIGHT DIRECTOR/FLIGHT MODE ANNUNCIATOR . . . . . . . . . . . . . . . . . . . . . . . . . 218
OPERATION - EADI FAILURE FLAGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
OPERATION - ENGAGE AUTOPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223
OPERATION - TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
Page 3

ARG
FS003
Chapter
OPERATION - CLIMB/CRUISE/DESCENT INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231
OPERATION - LNAV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234
OPERATION - HEADING SELECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 236
OPERATION - VOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 238
OPERATION - ROLL CWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 243
OPERATION - VNAV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246
OPERATION - VERTICAL SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248
OPERATION - ALTITUDE HOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250
OPERATION - LEVEL CHANGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 252
OPERATION - PITCH CWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254
OPERATION - APPROACH INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 256
OPERATION - LOCALIZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 258
OPERATION - GLIDESLOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260
OPERATION - SINGLE CHANNEL APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 262
OPERATION - DUAL CHANNEL APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 264
OPERATION - AUTOPILOT GO-AROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 267
OPERATION - FLIGHT DIRECTOR GO-AROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 270
OPERATION - GROUND OPERATIONS - TO/GA SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 272
OPERATION - GROUND OPERATIONS - ROLL MODE - HDG SEL . . . . . . . . . . . . . . . . . . . . . . . . . 274
OPERATION - GROUND OPERATIONS - ROLL MODE - VOR/LOC . . . . . . . . . . . . . . . . . . . . . . . . . 276
OPERATION - GROUND OPERATIONS - PITCH MODE - ALT HOLD . . . . . . . . . . . . . . . . . . . . . . . . 278
OPERATION - GROUND OPERATIONS - PITCH MODE - LVL CHG . . . . . . . . . . . . . . . . . . . . . . . . . 280
OPERATION - GROUND OPERATIONS - APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 282
OPERATION - GROUND OPERATIONS - CONTROL WHEEL STEERING . . . . . . . . . . . . . . . . . . . . . . . . 284
GENERAL DESCRIPTION - FLIGHT DECK EFFECTS - PAGE 1 . . . . . . . . . . . . . . . . . . . . . . . . . . 286
GENERAL DESCRIPTION - FLIGHT DECK EFFECTS - PAGE 2 . . . . . . . . . . . . . . . . . . . . . . . . . . 288
TRAINING INFORMATION POINT - STABILIZER B DIMENSION . . . . . . . . . . . . . . . . . . . . . . . . . 290
TRAINING INFORMATION POINT - DFCS BITE PAGES - BITE LIBRARY . . . . . . . . . . . . . . . . . . . . . 293
TRAINING INFORMATION POINT - DFCS BITE PAGES - FAULT ISOLATION TESTS . . . . . . . . . . . . . . . . . 296
TRAINING INFORMATION POINT - DFCS BITE PAGES - VERIFICATION TESTS . . . . . . . . . . . . . . . . . . 298
Page 4


ARG
FS003
Chapter
TRAINING INFORMATION POINT - DFCS BITE PAGES - BITE ENTRY . . . . . . . . . . . . . . . . . . . . . . 300
TRAINING INFORMATION POINT - DFCS BITE PAGES - CURRENT STATUS QUICK TEST . . . . . . . . . . . . . . . 302
TRAINING INFORMATION POINT - DFCS BITE PAGES - AUTOPILOT INTERACTIVE TEST . . . . . . . . . . . . . . 304
TRAINING INFORMATION POINT - DFCS BITE PAGES - AUTOPILOT SURFACE TEST . . . . . . . . . . . . . . . . 306
TRAINING INFORMATION POINT - DFCS BITE PAGES - INFLIGHT FAULTS . . . . . . . . . . . . . . . . . . . . 308
TRAINING INFORMATION POINT - DFCS BITE PAGES - INFLIGHT FAULTS -DISC WRAP FAULTS . . . . . . . . . . . 310
TRAINING INFORMATION POINT - DFCS BITE PAGES - LRU INTERFACE TESTS . . . . . . . . . . . . . . . . . . 312
TRAINING INFORMATION POINT - DFCS BITE PAGES - LAND VERIFY . . . . . . . . . . . . . . . . . . . . . . 314
TRAINING INFORMATION POINT - DFCS BITE PAGES - GROUND FUNCTIONAL TESTS . . . . . . . . . . . . . . . . 316
TRAINING INFORMATION POINT - DFCS BITE PAGES - RIGGING . . . . . . . . . . . . . . . . . . . . . . . . 318
TRAINING INFORMATION POINT - DFCS BITE PAGES - SENSOR VALUES - 1 . . . . . . . . . . . . . . . . . . . 320
TRAINING INFORMATION POINT - DFCS BITE PAGES - SENSOR VALUES - 2 . . . . . . . . . . . . . . . . . . . 322
TRAINING INFORMATION POINT - DFCS BITE PAGES - RIGGING - STABILIZER 1 . . . . . . . . . . . . . . . . 324
TRAINING INFORMATION POINT - DFCS BITE PAGES - RIGGING - STABILIZER 2 . . . . . . . . . . . . . . . . 326
AUTOTHROTTLE SYSTEM -- INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-31-CC . 329

GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 333
ELECTRONIC EQUIPMENT COMPARTMENT COMPONENT LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . 336
FLIGHT COMPARTMENT COMPONENT LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 338
ENGINE/AIRFRAME - EQUIPMENT LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 340
ANALOG VARIABLE INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 342
DIGITAL INPUT INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 344
ANALOG DISCRETE INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 346
DIGITAL OUTPUT INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 348
AUTOTHROTTLE COMPUTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 350
A/T COMPUTER - FUNCTIONAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 353
AUTOFLIGHT STATUS ANNUNCIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 356
A/T SERVO MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 358
POWER LEVER ANGLE (PLA) SYNCHROS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 360
ARM, MODE, AND THRUST LEVER SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 362
Page 5

ARG
FS003
Chapter
FUNCTIONAL DESCRIPTION - ENGAGE LOGIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 365
FUNCTIONAL DESCRIPTION - MODE SELECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 369
FUNCTIONAL DESCRIPTION - COMMAND CALCULATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 372
A/T SERVO MECHANISM - FUNCTIONAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 377
OPERATION - FLIGHT MODE ANNUNCIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 380
ENGINE DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 382
OPERATION - OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 384
OPERATION - TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 387
OPERATION - CLIMB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 391
OPERATION - CRUISE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 394
OPERATION - DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 397
OPERATION - APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400
OPERATION - GO-AROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 402
TRAINING INFORMATION POINT - A/T BITE PAGES - A/T BITE ACCESS . . . . . . . . . . . . . . . . . . . . 404
TRAINING INFORMATION POINT - A/T BITE PAGES - CURRENT STATUS TEST . . . . . . . . . . . . . . . . . . 406
TRAINING INFORMATION POINT - A/T BITE PAGES - A/T INFLIGHT FAULTS . . . . . . . . . . . . . . . . . . 408
TRAINING INFORMATION POINT- A/T BITE PAGES - LRU INTERFACE 1 . . . . . . . . . . . . . . . . . . . . . 410
TRAINING INFORMATION POINT - A/T BITE PAGE - LRU INTERFACE 2 . . . . . . . . . . . . . . . . . . . . . 412
TRAINING INFORMATION POINT - A/T BITE PAGE - LRU INTERFACE 3 . . . . . . . . . . . . . . . . . . . . . 414
TRAINING INFORMATION POINT - A/T BITE PAGES - LRU INTERFACE 4 . . . . . . . . . . . . . . . . . . . . 416
TRAINING INFORMATION POINT - A/T BITE PAGES - INTERACTIVE TEST 1 . . . . . . . . . . . . . . . . . . . 418
TRAINING INFORMATION POINT - A/T/ BITE - ENGINES/RATINGS . . . . . . . . . . . . . . . . . . . . . . . 426
TRAINING INFORMATION POINT - A/T BITE - RANGE CHECK . . . . . . . . . . . . . . . . . . . . . . . . . 428
TRAINING INFORMATION POINT - A/T/ BITE - RIGGING ADJUST . . . . . . . . . . . . . . . . . . . . . . . 430
YAW DAMPER SYSTEM -- INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-23-CC . 432

GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 434
Page 6


ARG
FS003
Chapter
FLIGHT COMPARTMENT COMPONENT LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 436
ELECTRONIC EQUIPMENT COMPARTMENT COMPONENT LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . 438
VERTICAL STABILIZER/AFT FUSELAGE COMPONENT LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . 440
INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 442
YAW DAMPER COUPLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 444
YAW DAMPER COUPLER - FUNCTIONAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 447
OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 450
OPERATIONS - ENGAGE INTERLOCKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 452
TRAINING INFORMATION POINT - YAW DAMPER BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 455
TRAINING INFORMATION POINT - RUDDER PCU - COMPONENT REMOVAL/INSTALLATION . . . . . . . . . . . . . . . 458
TRAINING INFORMATION POINT - YD BITE - EXISTING FAULTS . . . . . . . . . . . . . . . . . . . . . . . . 460
TRAINING INFORMATION POINT - YD BITE - FAULT HISTORY . . . . . . . . . . . . . . . . . . . . . . . . . 462
TRAINING INFORMATION POINT - YD BITE - GROUND TESTS . . . . . . . . . . . . . . . . . . . . . . . . . 465
TRAINING INFORMATION POINT - YD BITE - OTHER FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . 468
TRAINING INFORMATION POINT - YD BITE - SERVO TEST . . . . . . . . . . . . . . . . . . . . . . . . . . 470
Page 7


DIGITAL FLIGHT CONTROL SYSTEM -- INTRODUCTION
General - Cruise
- Descent
The digital flight control system (DFCS) does these - Approach
functions: - Go-around
- Flare.
- Autopilot
- Flight director Flight Director
- Altitude alert
- Speed trim For the flight director function, the FCCs get inputs
- Mach trim from several systems and they send command displays to
- BITE. the electronic flight instrument system (EFIS) to
provide guidance for the pilots. When the MCP flight
Each FCC can do all of the functions. The DFCS consists director switches are on, the flight director display
of these components: shows on the electronic attitude director indicator
(EADI). The pilots use the flight director display to
- Mode control panel (MCP) control the attitude of the airplane. The flight
- Two flight control computers (FCCs) director display also shows at takeoff, but does not
- Actuator inputs to the flight control system. show at flare.
Autopilot Altitude Alert
The FCCs get inputs from several systems such as the As the airplane approaches or flys away from the MCP
inertial reference system (IRS) and flight management selected altitude, an alert occurs. This alert warns
computer system (FMCS) and send commands to the aileron the pilots as the airplane approaches or leaves the MCP
and elevator actuators. These actuators control the selected altitude. This warning occurs with or without
movement of the ailerons and elevators which control the autopilots engaged or the flight directors on.
22-11-CC-001 Rev 1 04/19/1999
the attitude of the airplane.

Speed Trim
There are two autopilots, autopilot A and autopilot B.
When you engage an autopilot, the autopilot controls When the engine thrust is high and the airspeed is low,
the airplane attitude through these areas of flight: the speed trim function maintains the speed set by the
pilots with commands to the horizontal stabilizer. This
- Climb function occurs during takeoff and only operates when
22-11-CC
- 2 -

the autopilots are not engaged. The flight directors ANN - annunciator
may be on or off. annun - annunciator
ant - antenna
Mach Trim
AOC - approach on course
As the speed increases, the airplane nose starts to go A/P - autopilot
down. This is called Mach tuck. When the airspeed is APP - approach
more than Mach 0.615, the mach trim functions controls ARINC - Aeronautical Radio, Inc.
up elevator to keep the nose level. This function A/S - airspeed
operates with or without the autopilot engaged or the ASA - autoflight status annunciator
flight director on.
A/T - autothrottle
Built-In Test Equipment (BITE) bat - battery
BITE - built-in test equipment
When the airplane is on the ground, you can do BITE BOV - bias out of view
tests for the DFCS. You use the FMCS CDU to start and CAPT - captain
control DFCS BITE. CAA - Civil Aviation Authority
CAS - computed airspeed
Abbreviations and Acronyms
cat - category
AAM - autopilot actuator monitor cau - caution
AC - alternating current C/B - circuit breaker
accel - acceleration CDU - control display unit
actr - actuator ch - channel
ACQ - acquire chg - change
22-11-CC-001 Rev 1 04/19/1999
AFCS - automatic flight control system clb - climb

AFDS - autopilot flight director system cmd - command
AGS - air/ground system C/O - change over
AI - attitude indicator cont - control
ail - aileron CPU - central processing unit
alt - altitude crs - course
alt - alternate CWS - control wheel steering
22-11-CC
- 3 -

DADC - digital air data computer FREQ - frequency
DC - direct current FWD - forward
deg - degree G/A - go-around
DFCS - digital flight control system gnd - ground
disc - disconnect GPS - global positioning system
DMA - direct memory access GPWC - ground proximity warning computer
DME - distance measuring equipment G/S - glideslope
DN - down hdg - heading
EADI - electronic attitude director indicator hld - hold
EFIS - electronic flight instrument system hyd - hydraulic
EHSI - electronic horizontal situation indicator Hz - hertz
elec - electric IAS - indicated airspeed
elev - elevator IFSAU - integrated flight system accessory unit
elex - electronic ILS - instrument landing system
eng - engage inh - inhibit
exc - excitation instr - instrument
FAA - Federal Aviation Administration intlk - interlock
FCC - flight control computer I/O - input/output
FCM - flight control module IRS - inertial reference system
FDAU - flight data acquisition unit IRU - inertial referrence unit
F/D - flight director JAA - Joint Aviation Authority
fgn - foreign kts - knots
22-11-CC-001 Rev 1 04/19/1999
flt - flight L - left

FMA - flight mode annunciator lbs - pounds
FMC - flight management computer LCD - liquid crystal display
FMCS - flight management computer system LCL - local
F/O - first officer LED - light emitting diode
FPA - flight path angle LNAV - lateral navigation
FPM - feet per minute loc - localizer
22-11-CC
- 4 -

LRRA - low range radio altimeter prim - primary
LRU - line replaceable unit PSEU - proximity switch electronics unit
LSK - line select key PSI - pounds per square inch
LT - light pth - path
LVDT - linear variable differential transformer R - right
lvl - level RAM - random access memory
MA - master rad - radio
MASI - mach airspeed indicator ref - reference
MB - marker beacon req - request
MCP - mode control panel REU - remote electronics unit
MCU - modular concept unit RF - radio frequency
MLS - microwave landing system rly - relay
Mmo - maximum operating mach RST - reset
mst - master rud - rudder
MSU - mode select unit sec - second
NAV - navigation sel - select
NCD - no computed data sens - sensor
NSS - neutral shift sensor SG - symbol generator
OC - on course snsr - sensor
O/D - out of detent spd - speed
OSS - over station sensor SPM - surface position monitor
P - push spn - spin
22-11-CC-001 Rev 1 04/19/1999
PAM - performance assessment monitor stab - stabilizer

PB - push-button surf - surface
PCU - power control unit sw - switch
pnl - panel sync - synchronization
posn - position sys - system
press - pressure TAS - true airspeed
prev - previous THR - throttle
22-11-CC
- 5 -

T/O - takeoff
TO/GA - takeoff/go-around
T/R - thrust reverser
TR - transformer rectifier
trk - track
typ - typical
V - volts
V2 - scheduled target speed
vert - vertical
VHF - very high frequency
Vmo - maximum operating velocity
V/S - vertical speed
VNAV - vertical navigation
VOR - VHF omnidirectional range
warn - warning
WHL - wheel
X-CH - cross channel
XCHAN - cross channel
xmtr - transmitter
xfer - transfer
YD - yaw damper
YDC - yaw damper computer
22-11-CC-001 Rev 1 04/19/1999
22-11-CC
- 6 -
CRUISE
COURSE A/T IAS/MACH V NAV HEADING L NAV ALTITUDE VERT SPEED

A/P ENGAGE COURSE
ARM CMD A CMD B
C/O 30 10
DN CWS A CWS B
VOR LOC
OFF SEL MA
F/D 10 30 DISENGAGE F/D

N1 SPEED LVL CHG HDG SEL APP ALT HLD V/S
UP
CLIMB
OFF OFF
MODE CONTROL PANEL DESCENT
FLIGHT DIRECTOR
DISPLAY
FMC SPD VNAV PTH LNAV CMD
280
20 20
260
10 10
240 GO-AROUND
R
22-11-CC-001 Rev 1 05/18/1999
220 10 10
APPROACH
20 20 DH 200
200
GS 150
.730 599
TAKEOFF FLARE
PRIMARY EFIS DISPLAY
DIGITAL FLIGHT CONTROL SYSTEM - INTRODUCTION
22-11-CC
- 7 -

DFCS -- GENERAL DESCRIPTION
Flight Crew Inputs The FCCs also use the data to calculate these commands
and alerts:
The mode control panel (MCP) is the primary interface
between the flight crew and the flight control - Speed trim commands
computers (FCCs). The crew uses the MCP to do these - Mach trim commands
functions: - Altitude alerts
- Autopilot disengage warnings.
- Engage the autopilots
- Turn on the flight directors Autopilot Commands
- Select the mode of operation
- Select course and heading The autopilot can be in the command (CMD) or control
- Select target speeds and altitude. wheel steering (CWS) mode. In the CMD mode, the FCC
uses the sensor inputs to calculate the commands which
Other crew inputs to the FCCs are from these go to the autopilot actuators. The actuators cause the
components: inputs to the power control units (PCU) to move which
controls the ailerons and elevator. In the CWS mode,
- Autopilot (A/P) disengage switches force transducers under the control columns sense
- Takeoff/Go-around (TO/GA) switches control wheel and control column forces from the pilots
- Control wheel steering (CWS) force transducers and sends these signals to the FCC. The FCC then sends
- Autoflight status annunciators (ASAs). the commands to autopilot actuators to control the
ailerons and elevator. The FCC also sends commands to
FCC A and B the stabilizer trim electric actuator to trim the
stabilizer.
The FCCs use data from the MCP, sensors, and these
systems to calculate the autopilot and flight director The autopilot modes show on the top area of the
commands: electronic attitude director indicator (EADI). This
22-11-CC-002 Rev 1 05/27/1999
area is the FMA (flight mode annunciator).

- Radio navigation systems
- Inertial reference system (IRS) The pilot can disengage the autopilot by a push of the
- Flight management computer system (FMCS) disengage switches on the control wheel. If the
- Autothrottle (A/T) system autopilot disengages, an aural warning comes from the
- Control surface position sensors aural warning module and the red A/P light on the
- Autopilot actuator position sensors. autoflight status annunciator (ASA) flashes. The ASA
22-11-CC
- 9 -

DFCS -- GENERAL DESCRIPTION
warning and aural alert can be reset if the pilot position to decrease the speed. This function only
pushes the red A/P annunciator on the ASA or pushes the operates if the autopilot is not engaged.
A/P disconnect switch.
Mach Trim
Flight Director Commands
The FCCs send mach trim signals to a mach trim actuator
When the flight directors are on, the FCC gets signals to control the elevator movements. As the mach trim
from different sensors and shows the guidance commands actuator output shaft moves, it turns the feel and
on the EADI. There is no movement of the control centering unit which moves the input to the elevator
surfaces and no alert if the flight directors are PCUs. This moves the elevator. The mach trim signal
removed. When you set the flight director mode on the prevents a nose down at high air speeds.
MCP, the mode and its status also show on the EADI.
Built-In Test Equipment (BITE)
Altitude Alert
The DFCS has interfaces with the FMCS to show the BITE
The altitude alert function uses the altitude that is condition on the control and display units (CDU). The
set on the MCP. The FCCs tells the flight crew when the BITE function helps find failures.
airplane approaches or departs this¡ set altitude. The
autopilot or flight directors do not have to be on for
this alert to operate. There is an aural indication
from the remote electronic unit (REU) and a visual
display on the altitude alert light.
Speed Trim
The FCCs send speed trim signals to the stabilizer trim

22-11-CC-002 Rev 1 05/27/1999
primary electric actuator to control the horizontal

stabilizer movements. This control increases the
airplane stability at low air speeds. As the airplane
speed slows, the stabilizer is moved to a more nose
down position to increase the speed. As the speed
increases, the stabilizer is moved to a more nose up
22-11-CC
- 10 -
A/T A/P ENGAGE

COURSE IAS/MACH V NAV HEADING L NAV ALTITUDE VERT SPEED COURSE
ARM CMD A CMD B
C/O 30 10
DN CWS A CWS B
VOR LOC
MA OFF SEL MA

UP
OFF OFF
MODE CONTROL PANEL
AUTOTHROTTLE
FMCS CONTROL COLUMN
IRU AND CWS FORCE
NAV SENSORS TRANSDUCERS
POSITION SENSORS
SWITCHES
REU
AUTOPILOT AILERON AND
ELEVATOR ACTUATORS
ALTITUDE
ALERT a
ALTITUDE ALERT
LIGHT
FCC (2)

AUTOFLIGHT STATUS
ANNUNCIATOR (2) 280
20 20
22-11-CC-002 Rev 1 06/29/2000
260
10 10
STAB TRIM ELECTRIC
240
ACTUATOR
R
220 10 10
20 20 DH 200
200
GS 150
.730 599
EADI MACH TRIM ACTUATOR

AURAL WARNING MODULE
DFCS - GENERAL DESCRIPTION
22-11-CC
- 11 -

DFCS -- FLIGHT COMPARTMENT COMPONENT LOCATIONS
Flight Compartment
The mode control panel (MCP) is on the P7 glareshield.
The captain autopilot disengage switch is on the

captain control wheel. The first officer autopilot
disengage switch is on the first officer control wheel.
Flight Control Panel
The speed trim fail and mach trim fail annunciators

have interface with the digital flight control system
(DFCS). They are on the flight control panel.
Control Stand
The captain and first officer takeoff/go-around (TO/GA)

switches are on the thrust levers. The thrust levers
are on the control stand.
The autopilot (A/P) stab trim cutout switch has

interface with the DFCS. It is on the control stand.
22-11-CC-003 Rev 1 03/30/1999
22-11-CC
- 12 -
FLT CONTROL STANDBY

A B HYD
LOW
STBY STBY QUANTITY
RUD RUD
LOW
OFF OFF PRESSURE
A ON B ON
ALTERNATE FLAPS
OFF
P7 GLARESHIELD UP
- MODE CONTROL LOW
PRESSURE
LOW
PRESSURE
PANEL SPOILER
OFF
ARM
A B DOWN
OFF OFF
FEEL DIFF
ON ON
PRESS
SPEED TRIM
SPEED TRIM FAIL
FAIL ANNUNCIATOR
MACH TRIM
YAW DAMPER FAIL
YAW AUTO SLAT

MACH TRIM FAIL
CONTROL WHEELS DAMPER FAIL
ANNUNCIATOR
- AUTOPILOT OFF
DISENGAGE ON
SWITCHES
FLIGHT CONTROL PANEL
TO/GA
SWITCHES
A/P STAB
TRIM CUTOUT
SWITCH
22-11-CC-003 Rev 1 03/30/1999
CONTROL STAND
DFCS - FLIGHT COMPARTMENT COMPONENT LOCATIONS
22-11-CC
- 13 -

DFCS -- INSTRUMENT PANEL - COMPONENT LOCATION
Instrument Panel
The stab out of trim warning light and the captain

autoflight status annunciator (ASA) are on the P1-3
panel. The first officer ASA is on the P3-1 panel.
22-11-CC-048 Rev 1 05/27/1999
22-11-CC
- 14 -
CAPTAIN
AUTOFLIGHT STAB OUT FIRST OFFICER
STATUS OF TRIM AUTOFLIGHT STATUS
ANNUNCIATOR ANNUNCIATOR ANNUNCIATOR
22-11-CC-048 Rev 1 05/27/1999
DFCS - INSTRUMENT PANEL - COMPONENT LOCATION
22-11-CC
- 15 -

DFCS -- ELECTRONIC EQUIPMENT COMPARTMENT COMPONENT LOCATIONS
E-1 Rack
These DFCS components are on the E1-3 shelf of the

electronic equipment compartment:
- Flight control computer A

- Flight control computer B
- Integrated flight system accessory unit (IFSAU).
22-11-CC-004 Rev 1 03/30/1999
22-11-CC
- 16 -
E1-3 SHELF
- FLIGHT CONTROL COMPUTER B
- INTEGRATED FLIGHT SYSTEM
ACCESSORY UNIT
- FLIGHT CONTROL COMPUTER A
22-11-CC-004 Rev 1 03/30/1999
FWD
DFCS - ELECTRONIC EQUIPMENT COMPARTMENT COMPONENT LOCATIONS
22-11-CC
- 17 -

DFCS -- TAILCONE COMPONENT LOCATIONS
Tailcone Component Locations
The autopilot elevator actuators are on the left side

of the forward bulkhead of the tail cone.
The elevator position sensor is on the lower right side

of the bulkhead in the tail cone.
Stabilizer position sensor B is on the right side of

the elevator feel and centering unit. Stabilizer
position sensor A is on the left side of the elevator
feel and centering unit (not shown).
The mach trim actuator is on top of the elevator feel

and centering unit.
The neutral shift sensor is on the right side of the

elevator feel and centering unit.
Training Information Point
When you install the neutral shift sensor, follow the

instructions in this caution.
CAUTION: MAKE SURE THAT YOU TURN THE NEUTRAL SHIFT

CRANK IN THE UP DIRECTION. IF YOU INSTALL THE
22-11-CC-005 Rev 1 04/01/1999
NEUTRAL SHIFT CRANK INCORRECTLY, THE

STABILIZER CAN MOVE QUICKLY WHEN YOU ENGAGE
THE AUTOPILOT. THIS CAN CAUSE INJURY TO
PERSONS AND DAMAGE THE EQUIPMENT.
22-11-CC
- 18 -
A/P B
ACTUATOR
MACH TRIM
ACTUATOR
NEUTRAL
SHIFT ELEVATOR FEEL AND
SENSOR CENTERING UNIT
STABILIZER
POSITION SENSOR
A AND B
(A ON OTHER SIDE)
FWD
TAILCONE
A/P A
ACTUATOR
22-11-CC-005 Rev 1 04/01/1999
ELEVATOR
POSITION
SENSOR
FWD
FWD
ELEVATOR A/P ACTUATORS
DFCS - TAILCONE COMPONENT LOCATIONS
22-11-CC
- 19 -

DFCS -- FORWARD EQUIPMENT COMPARTMENT COMPONENT LOCATIONS
Lower Control Column Component Locations
The captain's and first officer's pitch CWS force

transducers are between the support and the forward
quadrants on the torque tube. The torque tube is
between the captain's and first officer's control
column.
The roll CWS force transducer is below the captain's

control column.
22-11-00-006 Rev 1 09/24/96
22-11-00
- 20 -
F/O PITCH CWS

FORCE TRANSDUCER
(BEHIND WEIGHT)
22-11-00-006 Rev 1 09/24/96
ROLL CWS
CAPT PITCH CWS FORCE TRANSDUCER
FORCE TRANSDUCER
CONTROL COLUMNS CAPT CONTROL COLUMN
DFCS - FORWARD EQUIPMENT COMPARTMENT COMPONENT LOCATIONS
22-11-00
- 21 -

DFCS -- WHEEL WELL COMPONENT LOCATIONS
Wheel Well Component Locations
The autopilot aileron actuators for systems A and B are

in the main gear wheel well. They are on a support
bracket on the left forward wall of the wheel well.
The aileron position sensor is on the forward wall of

the main wheel well. It is between the autopilot
aileron actuators and the aileron power control units
(PCUs).
22-11-00-007 Rev 1 09/23/96
22-11-00
- 22 -
A/P A
ACTUATOR
A/P B
ACTUATOR
AILERON
POSITION
SENSOR
FWD
22-11-00-007 Rev 1 09/23/96
AILERON A/P ACTUATORS AND POSITION SENSOR
DFCS - WHEEL WELL COMPONENT LOCATIONS
22-11-00
- 23 -

DFCS -- WING COMPONENT LOCATION
Spoiler Position Sensors Component Locations
The spoiler position sensors are on the rear wing

spars. The spoiler 2 position sensor is on the left
wing below spoiler 2. The spoiler 7 position sensor is
on the right wing below spoiler 7.
22-11-CC-008 Rev 1 03/30/1999
22-11-CC
- 24 -
SPOILER 2 POSITION SENSOR SPOILER 7 POSITION SENSOR

22-11-CC-008 Rev 1 03/30/1999
SPOILER POSITION SENSOR
DFCS - WING COMPONENT LOCATION
22-11-CC
- 25 -

DFCS -- POWER INTERFACE INTRODUCTION
General
There are several circuit breakers that supply power to

the FCCs and other DFCS components. Much of the power
goes through other switches and circuits before the
FCCs.
A valid FCC A could fail the power-up test if some of

the circuit breakers are not closed in the correct
sequence. If the AFCS SYS A FCC DC circuit breaker is
closed before the MCP DC circuit breaker, FCC A may do
an in-air power-up. FCC A may fail to power-up
successfully under this condition.
A valid FCC B could fail the power-up test if some of

the circuit breakers are not closed in the correct
sequence. If the AFCS B FCC DC circuit breaker is
closed before the AFDS MCP CRS2 DC circuit breaker, FCC
B may do an in-air power up. FCC B may fail to power-up
successfully under this condition.
Therefore, the best procedure to apply power to the

DFCS system after maintenance is to close the AFCS A(B)
FCC DC circuit breaker last.
22-11-CC-049 Rev 1 04/05/1999
22-11-CC
- 26 -
A
115V AC B PRIMARY ELECTRIC
ELEX BUS 1 ACTUATOR - STABILIZER
C TRIM
STAB TRIM
28V DC 28V DC
ELEX BUS 1 ELEX BUS 2
AFCS A FCC DC AFCS B FCC DC
115V AC 115V AC
AFCS A SNSR AFCS B SNSR
EXC AC EXC AC
28V DC 28V DC
ELEX BUS 1 BAT. BUS 2
AFDS MCP DC AFDS MCP CRS 2 DC
28V DC 28V DC
ELEX BUS 1 FCC A ELEX BUS 2 FCC B
AFCS A ENGAGE AFCS B ENGAGE
INTLK A INTLK B
28V DC SW 28V DC SW
HOT BAT BUS HOT BAT BUS
AFCS A WARN AFCS B WARN
LIGHT (BAT) LIGHT (BAT)
115V AC 115V AC
22-11-CC-049 Rev 1 04/05/1999
AFCS A MACH AFCS B MACH

TRIM AC TRIM AC
28V DC 28V DC
AFCS A MACH AFCS B MACH
TRIM DC TRIM DC
P18 CIRCUIT BREAKER PANEL P6 CIRCUIT BREAKER PANEL
DFCS - POWER INTERFACE INTRODUCTION
22-11-CC
- 27 -

DFCS -- POWER INTERFACE
Stabilizer Trim Electric Actuator Power - First officer pitch CWS force transducer
- Roll CWS force transducer
The 115v ac electronic power bus 1 supplies three-phase - Right angle of airflow sensor
ac power to the primary stabilizer trim electric - Left angle of airflow sensor
actuator. - Right flap position transmitter
- Left flap position transmitter.
FCC Power
The CWS force transducers get excitation power from
The 28v dc electronic power buses 1 and 2 supply power both 26v ac transformers. The flap position sensors and
to their onside flight control computers (FCC). The angle of airflow sensors only get 26v ac power from
115v ac electronic power buses 1 and 2 supply power to their onside transformer.
the integrated flight system accessory unit (IFSAU).
Squat Signal
The IFSAU uses transformers to change each 115v ac to a
26v ac sensor excitation power supply. The IFSAU If the airplane is on the ground, the proximity switch
supplies this 26v ac to the onside FCC as a reference electronics unit (PSEU) sends the 28v dc squat signal
voltage for these units: to the FCCs and the IFSAU. The FCCs and the IFSAU use
this signal to find if the airplane is on the ground or
- CWS force transducers in the air.
- Flap position transmitters
- Angle of airflow sensors.
Mode Control Panel (MCP) Power
The 28v dc electronic power buses 1 and 2 supply power

to the MCP.
22-11-CC-009 Rev 1 04/01/1999
Sensor Excitation Power
The IFSAU supplies excitation power to these sensors:
- Captain pitch control wheel steering (CWS) force

transducer
22-11-CC
- 28 -
A
115V AC B
ELEX PWR 1 C CAPT PITCH CWS
AFCS STAB FORCE TRANSDUCER
28V DC TRIM SERVO PRI ELEC ACTR STAB TRIM
ELEX PWR 1
AFCS A FCC DC
115V AC
ELEX PWR 1 F/O PITCH CWS
AFCS A SNSR FORCE TRANSDUCER
EXC AC
28V DC
ELEX PWR 1
AFDS MCP DC 1 FCC A
ROLL CWS
P18 CIRCUIT BREAKER PANEL GND FORCE TRANSDUCER
26V AC
GND R FLAP POSN XMTR

26V AC
MCP
IFSAU
28V DC E11 LANDING GEAR L FLAP POSN XMTR
ELEX PWR 2 LOGIC SHELF
AFDS MCP
CRS 2 DC
22-11-CC-009 Rev 1 04/01/1999
115V AC
ELEX PWR 2
AFCS B SNSR R AOA SENSOR
EXC AC
28V DC
ELEX PWR 2
AFCS B FCC DC
P6 CIRCUIT BREAKER PANEL FCC B L AOA SENSOR
DFCS - POWER INTERFACE
22-11-CC
- 29 -

DFCS -- SENSOR AND ACTUATOR EXCITATION POWER
Autopilot Actuator Excitation Power
The FCCs supply 14v ac, 1800 Hz pitch and roll

excitation power to the autopilot actuators. Each
aileron and elevator autopilot actuator gets excitation
power from its onside FCC.
Sensor Excitation Power
The FCCs supply roll excitation power to these sensors:
- Spoiler 2 position sensor

- Spoiler 7 position sensor
- Aileron position sensor.
The FCCs supply pitch excitation power to these

sensors:
- Neutral shift sensor

- Elevator position sensor.
The stabilizer position sensor A gets pitch excitation

power from FCC A. The stabilizer position sensor B gets
pitch excitation power from FCC B.
22-11-CC-010 Rev 1 04/05/1999
22-11-CC
- 30 -
PITCH SENSOR EXC

14V AC 1800 HZ
ROLL SENSOR EXC

14V AC 1800 HZ
FCC A AILERON AUTOPILOT STABILIZER POSITION ELEVATOR AUTOPILOT

ACTUATOR A SENSOR A ACTUATOR A
SPOILER 2 POSITION
SENSOR
NEUTRAL SHIFT SENSOR
SPOILER 7 POSITION
SENSOR
ELEVATOR POSITION
SENSOR
AILERON POSITION
SENSOR
22-11-CC-010 Rev 1 04/05/1999
ROLL SENSOR EXC

14V AC 1800 HZ
AILERON AUTOPILOT STABILIZER POSITION ELEVATOR AUTOPILOT

PITCH SENSOR EXC ACTUATOR B SENSOR B ACTUATOR B
14V AC 1800 HZ
FCC B
DFCS - SENSOR AND ACTUATOR EXCITATION POWER
22-11-CC
- 31 -

DFCS -- SYSTEM INTERLOCK POWER INTERFACE-1
General Auto Speed Brake Module
The FCCs monitor signals from these components to find When the wheels spin up during landing and the speed is
if they can engage the autopilots (A/Ps): more than 60 knots, the auto speed brake module sends
28v dc to the FCCs. The FCCs use this signal to
- Hydraulic pressure switches on the aileron and disengage the autopilot if go-around is started after
elevator A/P actuators A and B the airplane touches down.
- Auto speed brake module
- Capt A/P disengage switch. A/P Disengage Switches
Power Usually, 28v dc goes through both A/P disengage

switches to the FCCs. If either the captain or the
The 28v dc electronic power buses 1 and 2 send engage first officer pushes the A/P disengage switch, 28v dc
interlock power to these components: does not go to the FCCs. This will disengage the
autopilots or remove the disengage warning if the
- Hydraulic pressure switches on the aileron and autopilots are disengaged.
elevator A/P actuators A and B
- Auto speed brake module Force Limiter Interlock Signals
- F/O A/P disengage switch
- Flap switch (S245) and mach trim switch (S290) The position of the flap switch (S245) and the mach
- FCC A and B. trim switch (S290) sends a force limiter interlock
signal to the FCCs.
Hydraulic Pressure Switches
Each A/P actuator has a hydraulic pressure switch. When

the hydraulic pressure is high, the switch closes and
22-11-CC-011 Rev 1 04/05/1999
sends 28v dc to the FCC. The switch must be open to show

no pressure to engage the autopilot. The switch must
close within 3.5 seconds to show the actuator has
hydraulic pressure to keep the autopilot engaged.
22-11-CC
- 32 -
HI PRESS
28V DC HYD PRESS SW AIL ACTR A
ELEX PWR 1
AFCS A ENGA
INTLK HI PRESS
HYD PRESS SW ELEV ACTR A
P18 CIRCUIT
BREAKER PANEL
WHL SPN
AUTO SPEED BRAKE MODULE
28V DC
ELEX PWR 2
DISENGAGE DISENGAGE
AFCS B ENGA
INTLK F/O A/P CAPT A/P
DISENGAGE SW DISENGAGE SW
P6 CIRCUIT
BREAKER PANEL S245
S290
FLAP CONTROL UNIT

22-11-CC-011 Rev 1 04/05/1999
HI PRESS
HYD PRESS SW AIL ACTR B
HI PRESS
FCC A
HYD PRESS SW
ELEV ACTR B FCC B
DFCS - SYSTEM INTERLOCK POWER INTERFACE-1
22-11-CC
- 33 -

DFCS -- SYSTEM INTERLOCK POWER INTERFACE-2
General position, the power does not go to the FCCs and the
autopilot cannot engage.
These components also get power from the engage
interlock circuit breakers: Annunciator and Dim Module
- MCP The annunciator and dim module uses the AFCS engage
- IFSAU interlock power for the stab out of trim annunciator
- Annunciator and dim module. light.
IFSAU
The IFSAU has isolation diodes that let the engage

interlock power go to these components:
- Main electric stabilizer trim control relay

- Autopilot stabilizer trim cutout relay.
Main Electric Stabilizer Trim Control Relay
When the trim control relay is in the off position, the

AFCS engage interlock power goes to the FCCs. This
tells the FCC that the manual electric trim is not
operating. When the manual electric trim switches
operate, the relay goes to the trim position and the
power does not go to the FCCs. This causes the
autopilot to disengage.
22-11-CC-012 Rev 1 04/05/1999
Autopilot Stabilizer Trim Cutout Relay
When the cutout relay is in the normal position, the

AFCS engage interlock power goes to the FCCs. This lets
the autopilot engage. If the relay is in the cutout
22-11-CC
- 34 -
STAB
OUT OF
TRIM a
28V DC
ELEX PWR 1 DIM OR
AFCS A ENGA BRIGHT
INTLK
P18 CIRCUIT BREAKER PANEL
MCP
28V DC
ELEX PWR 2
AFCS B ENGA
INTLK FCC A
ANNUN AND DIM
P6 CIRCUIT BREAKER PANEL MODULE FCC B
OFF
TRIM
MAIN ELEC STAB
TRIM CONTROL RELAY
22-11-CC-012 Rev 1 04/05/1999
NORMAL
IFSAU
CUTOUT
A/P STAB TRIM
CUTOUT RLY
DFCS - SYSTEM INTERLOCK POWER INTERFACE-2
22-11-CC
- 35 -

DFCS -- ANNUNCIATION AND WARNING POWER INTERFACE
General - F/O ASA.
These components have an interface with the FCC A/P Disengage Switches
annunciation and warning circuits:
When you push the A/P disengage switch once, the switch
- CAPT and F/O A/P disengage switches stops 28v dc power from going to these components:
- IFSAU
- MCP - FCC A
- FCC A and B - FCC B
- CAPT and F/O autoflight status annunciators (ASA) - MCP.
- Aural warning module
- Flight data acquisition unit (FDAU) This disengages the active autopilot.
- A/T computer
- Yaw Damper Coupler When you push the A/P disengage switch a second time,
- CAPT and F/O altitude alert warning lights the switch stops the disengage aural warning. It also
- Remote electronics unit (REU). turns off the A/P red flashing warning light on the
ASAs.
Power
IFSAU
The 28v dc switched hot battery bus supplies power for
the autopilot warning circuits. The circuit breaker for The power from the two circuit breakers go to the IFSAU
the A system supplies power to these components: where it goes through isolation diodes to give 28v dc
power to the MCP.
- FCC A
- CAPT and F/O A/P disengage switches FCC
- IFSAU
22-11-CC-013 Rev 1 04/05/1999
- CAPT ASA. FCC A sends an airspeed warning signal to the CAPT ASA
to cause the amber A/T light to flash. FCC B sends an
The circuit breaker for the B system supplies power to airspeed warning signal to the F/O ASA to cause the
these components: amber A/T light to flash. This signal occurs if the FCC
finds that the A/T system cannot hold airspeed.
- FCC B
- IFSAU
22-11-CC
- 37 -

DFCS -- ANNUNCIATION AND WARNING POWER INTERFACE
The two FCCs send an altitude alert aural warning Yaw Damper Coupler Test
signal to the REU and an altitude alert annunciator
signal to the CAPT and the F/O altitude alert lights. When you do a test of the yaw damper coupler, it sends
This gives the alert tone in the headsets and the a signal to the IFSAU which sends signals to the ASAs
speakers and turns on the altitude alert lights. to turn on the steady red A/T lights.
The FCCs send an A/P warning signal to the CAPT and F/O
ASAs and to the FDAU to turn the red A/P lights on
steady. This signal occurs if any of these conditions
are present:
- FCCs are not compatible

- DFCS is in BITE
- Stab trim warning is active and the FCC is in dual
approach below 800 feet.
MCP
The MCP also sends the A/P warning signal to the FDAU.
The MCP sends an A/P horn signal to the aural warning
module to give the A/P disconnect aural warning.
Autoflight Status Annunciators
When you push the A/P light on either ASA, it sends an

autopilot (A/P) warning reset signal to both FCCs and
22-11-CC-013 Rev 1 04/05/1999
to the MCP. When you push the A/T light on either ASA,
it sends an autothrottle (A/T) warning reset signal to
the FCCs and to the A/T computer.
22-11-CC
- 38 -
A/P A/T
AIRSPEED WARN ANNUN
28V DC SW P/RST P/RST
HOT BAT BUS ALT ALERT AURAL WARN
ALT ALERT ANNUN
AFCS A A/T WARN RESET
WARN LT A/P WARN
BAT
A/P WARN RESET
P18 CIRCUIT BREAKER FCC A CAPT AUTOFLIGHT STATUS
A/P WARNING
PANEL RESET ANNUN
A ALT ALERT
CWS WARN CAPT ALT ALERT LT
CAPT A/P
DISENGAGE SW A/P HORN
A/P WARN ALT ALERT
A F/O ALT ALERT LT
AURAL WARN
POWER MODULE
SUPPLY A/P WARN
B CWS WARN
MCP FDAU
IFSAU
SELF-
TEST
A/P WARNING SWITCH
RESET B
YD COUPLER A/T COMPUTER REU
F/O A/P ALT ALERT ANNUN A/P WARN RESET
DISENGAGE SW
22-11-CC-013 Rev 1 04/05/1999
A/P WARN
28V DC SW A/T WARN RESET
HOT BAT BUS
ALT ALERT AURAL WARN
AFCS B
WARN LT
AIRSPEED WARN ANNUN A/P A/T
BAT FCC B P/RST P/RST
P6 CIRCUIT BREAKER
F/O AUTOFLIGHT STATUS
PANEL ANNUNCIATOR
DFCS - ANNUNCIATION AND WARNING POWER INTERFACE
22-11-CC
- 39 -

DFCS -- POWER TRANSFER INTERFACE
General Bus Transfer Switch
During a dual channel operation, each FCC must be on an To open the TR3 disconnect relay, put the bus transfer
isolated power source. FCC A gets dc power from DC bus switch to OFF.
1 and FCC B gets dc power from DC bus 2. Normally, the
two dc buses are connected through the TR3 disconnect IFSAU
relay. If either FCC is in the active G/S mode, it
causes the TR3 disconnect relay to open. This separates When the IFSAU relay is in the G/S not engaged
the DC power sources to the two FCCs. position, the ground from the bus transfer switch goes
to the TR3 disconnect relay. If a G/S engaged signal
These components are part of the circuit that controls comes from an FCC, the IFSAU relay goes to the G/S
the TR3 disconnect relay: engaged position and the ground goes away from the TR3
disconnect relay.
- FCC A and B
- Bus transfer switch TR3 Disconnect Relay
- IFSAU.
When a ground comes from the IFSAU, the relay closes.
Power This connects the two 28v dc buses together. If there
is no ground from the IFSAU, the relay is not energized
The normal source of 28v dc power for the TR3 and the two 28v dc buses are isolated.
disconnect relay is from generator control unit (GCU)
2. Backup power is from the switched hot battery bus.
FCC
When either FCC A or FCC B is in the active G/S mode, it

22-11-CC-014 Rev 1 05/06/1999
sends a DC bus isolation signal to the IFSAU. This

signal engages a relay to the G/S engage position. The
FCCs monitor the side coils of the bus transfer relays
to make sure the power sources are islolated.
22-11-CC
- 40 -
TR TR TR
UNIT 1 UNIT 2 UNIT 3
TIE OPEN
28V DC 28V DC
BUS 1 TIE CLOSED BUS 2
TR-3 DISCONNECT
RELAY
SWITCHED
HOT BAT AUTO
BUS
GENERATOR
CONTROL UNIT OFF
2 BUS TRANSFER
SWITCH (P5)
G/S NOT
ENGAGED
BUS TRANSFER DC BUS
RELAY 1 SIDE ISOLATION A
COIL
FCC A
22-11-CC-014 Rev 1 05/06/1999
BUS TRANSFER DC BUS

RELAY 2 SIDE ISOLATION B
COIL
G/S ENGAGED
FCC B
P6 CIRCUIT BREAKER IFSAU
PANEL
DFCS - POWER TRANSFER INTERFACE
22-11-CC
- 41 -

DFCS -- FLIGHT CONTROL COMPUTER DIGITAL INPUT INTERFACE-1
General - Body normal acceleration
- Crosstrack horizontal acceleration
These components also send digital data to the FCCs: - Pitch attitude rate
- Roll attitude rate
- Autothrottle (A/T) computer - Inertial altitude
- Left inertial reference unit (IRU) - Vertical acceleration
- Right inertial reference unit (IRU). - Inertial vertical speed.
A/T Computer The FCCs use the IRU data to calculate many different
commands. To see what DFCS functions use the IRU data,
The A/T computer sends altitude bias and A/T discrete look at the functional description pages for the
digital data to both FCCs. The FCCs use this data to autopilot, flight director, speed trim, mach trim, and
determine the mode the A/T is in and to which modes it altitude alert.
will allow a change.
IRU
Each IRU sends these signals to the two FCCs:
- Ground speed
- True track angle
- True heading
- Magnetic track angle
- Magnetic heading
- Wind speed and direction
- Flight path angle
22-11-CC-015 Rev 1 04/05/1999
- Flight path acceleration

- Body yaw rate
- Track angle rate
- Pitch angle
- Roll angle
- Body longitudinal acceleration
- Body lateral acceleration
22-11-CC
- 42 -
DISCRETE
DATA, ALT
BIAS
AUTOTHROTTLE
COMPUTER
IR
IR
L IRU
IR
IR
22-11-CC-015 Rev 1 04/05/1999
R IRU FCC A
FCC B
DFCS - FLIGHT CONTROL COMPUTER DIGITAL INPUT INTERFACE-1
22-11-CC
- 43 -

DFCS -- FLIGHT CONTROL COMPUTER DIGITAL INPUT INTERFACE-2
General DADC
These components also send digital data to the FCCs: The left DADC sends this data to FCC A:
- Flight management computer (FMC) 1 - Corrected and uncorrected altitude

- Digital analog adapter (DAA) L and R - Mach and calibrated airspeed (CAS)
- Digital air data computer (DADC) L and R. - True airspeed (TAS)
- Altitude rate
FMC - Static and total pressure.
The FMCS transfer relays are in the BOTH ON L The right DADC sends the same data to FCC B.
positions. In this configuration, the FMC sends digital
data to FCC A through FMCS transfer relay 1. The FMC
sends digital data to FCC B through FMCS transfer relay
2. The FMC sends this data to the FCCs:
- FMC target altitude to calculate VNAV commands

- FMC target airspeed to calculate VNAV commands
- FMC target mach to calculate VNAV commands
- Vertical speed command to calculate VNAV commands
- Greenwich mean time and date to record time of
faults in BITE
- Horizontal command signal to calculate LNAV
commands
- FMC discrete data to control the DFCS and A/T in
VNAV and LNAV
22-11-CC-016 Rev 1 04/05/1999
- BITE test word for BITE information.
DAA
The VHF NAV/DME control panel send the tuned DME

distance to the DAA. The DAA converts it to a digital
signal and sends this data to the FCC.
22-11-CC
- 44 -
BOTH
ON L,
NORMAL
FMC 1
ALT, MACH,
CAS, ALT RATE,
BOTH TAS, STATIC
ON R AND TOTAL
PRESSURE
FMCS TRANSFER
RELAY 1 L DADC
DME DIST
L DAA FCC A
DME DIST
R DAA
ALT, MACH,
CAS, ALT RATE,
BOTH TAS, STATIC
ON L AND TOTAL
PRESSURE
R DADC
22-11-CC-016 Rev 1 04/05/1999
BOTH FCC B
ON R,
NORMAL
FMCS TRANSFER
RELAY 2
DFCS - FLIGHT CONTROL COMPUTER DIGITAL INPUT INTERFACE-2
22-11-CC
- 45 -

DFCS -- FLIGHT CONTROL COMPUTER ANALOG INPUT INTERFACE
General DME
These components send analog data to the FCCs: Each DME receives a DME self-test signal from the
onside FCC. This signal starts a self-test when the FCC
- VHF navigation receivers 1 and 2 is in BITE and commands a test.
- Low range radio altimeters (LRRA) 1 and 2.
A/T Computer
These components receive analog signals from the FCCs:
The A/T computer receives the flare arm and the flare
- Distance measuring equipment (DME) 1 and 2 engage signals from FCC A. This tells the A/T when the
- Autothrottle (A/T) computer. autopilot is in the dual mode and it is in the flare arm
or flare engage mode.
VHF Navigation Receiver
The VHF navigation receivers send this data to their

onside FCC:
- Glideslope deviation
- Glideslope superflag
- ILS 28V DC
- VOR/Localizer deviation
- VOR/Localizer superflag.
The FCCs use this data to control the airplane or

flight directors during an ILS approach.
22-11-CC-017 Rev 1 04/05/1999
LRRA
Each LRRA sends these signals to its onside FCC:
- AFDS warning flag

- Flag alarm
- Radio altitude.
22-11-CC
- 46 -
G/S DEV
G/S S FLAG
ILS 28V DC
VOR/LOC DEV
V/L S FLAG
VHF NAV 1 G/S DEV

G/S S FLAG
ILS 28V DC
VOR/LOC DEV
V/L S FLAG
VHF NAV 2 AFDS WARN

FLAG ALARM
ALTITUDE
LRRA 1 AFDS WARN

FLAG ALARM
ALTITUDE
LRRA 2
FLARE
ARM
FLARE
ENGAGE
AUTOTHROTTLE
22-11-CC-017 Rev 1 04/05/1999
COMPUTER NAV SELF

TEST
DME 1 NAV SELF TEST
FCC A
DME 2 FCC B
DFCS - FLIGHT CONTROL COMPUTER ANALOG INPUT INTERFACE
22-11-CC
- 47 -

DFCS -- FLIGHT CONTROL COMPUTER DIGITAL OUTPUT INTERFACE
General - Flight director pitch command
- Airspeed bug drive
The FCCs send digital data to these components: - Spoiler 2 position
- Spoiler 7 position
- Mode control Panel (MCP) - Flight path angle rate
- EFIS symbol generator (SG) 1 and 2 - AFDS discrete word 1, 2, 3, and 4
- Digital flight data acquisition unit (DFDAU). - DFCS BITE response.
Each FCC also sends cross-channel digital data and BITE The MCP uses the data from the master FCC to display in
data to the other FCC. The cross-channel digital data the MCP windows and light the MCP mode select
includes several items so the two FCCs can compare and pushbuttons. The MCP also sends the master FCC data to
synchronize data. These are some of the items: other systems which shows in the next pageset.
- Flight director data EFIS SGs

- Dual autopilot synchronization data
- Mode status data. FCC A sends digital data to the two EFIS SGs. This data
includes these parameters:
MCP
- Selected course number 1
Each FCC sends digital data to the MCP. This data - Selected heading
includes these parameters: - Flight director roll command
- Flight director pitch command
- Target mach - Airspeed bug drive
- Target airspeed - AFDS discrete word 2 and 4 to give flight mode
- Selected course number 1 annunciation data, altitude alert warnings, and
- Selected course number 2 localizer and glideslope deviation warnings.
22-11-CC-018 Rev 1 04/15/1999
- Selected heading
- Selected altitude FCC B sends the same digital data to the two EFIS SGs
- Selected airspeed except that it sends selected course 2 instead of
- Selected vertical speed selected course 1.
- Selected mach
- Flap position
- Flight director roll command
22-11-CC
- 49 -

DFCS -- FLIGHT CONTROL COMPUTER DIGITAL OUTPUT INTERFACE
The EFIS SGs send these data to the display units to
show flight director commands and DFCS status to the
crew.
DFDAU
The FCCs send this digital data to the DFDAU to save in

the flight recorder:
- Flap position
- AFDS discrete word 1
- AFDS discrete word 2
- AFDS discrete word 4.
22-11-CC-018 Rev 1 04/15/1999
22-11-CC
- 50 -
DFCS XCHAN A-1

DFCS XCHAN A-2
FCC A
MCP EFIS EFIS DFDAU

DFCS XCHAN B-1 SG 1 SG 2
DFCS XCHAN B-2
22-11-CC-018 Rev 1 04/15/1999
FCC B
DFCS - FLIGHT CONTROL COMPUTER DIGITAL OUTPUT INTERFACE
22-11-CC
- 51 -

DFCS -- MODE CONTROL PANEL DIGITAL OUTPUT INTERFACE
General GPWC
The MCP sends digital data to these components: The MCP sends the selected course to the GPWC for use
by the envelop modulation function.
- FCC A and B
- EFIS SG 1 and 2 MCP Bus 3
- Ground proximity warning computer (GPWC).
- A/T computer The MCP gets data from both FCCs and also a signal to
- FMC. show which FCC is the master FCC. The MCP then sends
all of the master FCC data out on MCP bus 3 to these
FCC systems:
When the flight crew selects mode commands and flight - A/T computer
path variables on the MCP, the data goes to the FCCs on - FMC.
a digital data bus. These are the data that go to the - FMC 1.
FCCs:
A/T Computer
- Selected heading
- Selected course number 1 and 2 The MCP sends this data to the A/T computer:
- Altitude window wrap that shows the selected
altitude - Target mach
- MCP maintenance discrete to show the type of MCP - Target airspeed
- MCP discrete to show the selected modes - Selected altitude
- MCP display change to show when a change is made on - Spoiler 2 position
one of the MCP controls - Spoiler 7 position
- MCP identification to show the type of MCP. - Flight path angle rate
22-11-CC-019 Rev 1 04/15/1999
- AFDS discrete word 1, 2, and 3 which show the DFCS

EFIS SG mode and status.
The MCP sends selected heading and selected course data The A/T computer uses this data to calculate the thrust
to each EFIS SG to show on the display units. lever servo rates for the A/T servo motors.
22-11-CC
- 53 -

DFCS -- MODE CONTROL PANEL DIGITAL OUTPUT INTERFACE
FMC
The MCP sends this data to the FMC:
- Selected course 1 and 2

- Selected airspeed
- Selected mach
- Selected altitude
- Flap position
- AFDS discrete word 1, 2, and 3 to give DFCS mode
and status
- Digital flight control system (DFCS) BITE
response.
The FMC uses this data to find the status and mode of
the DFCS and it also uses this data to show the BITE
data.
22-11-CC-019 Rev 1 04/15/1999
22-11-CC
- 54 -
SEL HEADING MCP 1

SEL COURSE
ALT WINDOW WRAP
MCP MAINT DISCRETES
MCP DISCRETES
MCP DISPLAY CHANGE
MCP IDENTIFICATION
FCC A EFIS EFIS GPWC

SG 1 SG 2
FCC B
(SAME AS MCP 1) MCP 2
(SEE THE TEXT) MCP 3

22-11-CC-019 Rev 1 04/15/1999
MCP A/T COMPUTER FMC 1
DFCS - MODE CONTROL PANEL DIGITAL OUTPUT INTERFACE
22-11-CC
- 55 -

DFCS -- MODE CONTROL PANEL ANALOG INTERFACE
MCP
When the flight crew engages either autopilot in

command (CMD) or control wheel steering (CWS), the MCP
sends engage signals to the FCCs and to the IFSAU. When
the crew turns on either flight director, the MCP sends
F/D turn on signals to the FCCs.
You energize the master test relay when the master test
switch is in the test position. This sends 28v dc to do
a test of the MCP liquid crystal displays (LCDs).
FCC
Each FCC sends data to the MCP to tell the MCP if it can
engage the A/Ps. To engage an A/P, the FCC must send an
engage solenoid enable high signal and an engage
solenoid enable low signal. The enable high signals
show that CPU 1 in the FCC is valid. The enable low
signals show that CPU 2 in the FCC is valid. Each FCC
also tells the MCP which FCC is the master FCC. The MCP
uses data from the master FCC and also sends the master
FCC data on to other systems.
The FCCs send test, synchronization, and autopilot

disconnect signals between each other.
22-11-CC-020 Rev 1 04/15/1999
22-11-CC
- 56 -
ENGAGE SOLENOID ENABLE HI - A

ENGAGE SOLENOID ENABLE LO - A
MCP BUS SELECT - A
CWS - A
CMD - A
CWS OR CMD - A
FLIGHT DIRECTOR ON - A
CROSS CHANNEL DISC - A
LCD
TEST
TEST, SYNC - A
MASTER TEST
RELAY
FCC A
TEST, SYNC - B
CMD - B IFSAU
CWS OR CMD - B
CROSS CHANNEL DISC - B
FLIGHT DIRECTOR ON - B
22-11-CC-020 Rev 1 04/15/1999
CWS - B
ENGAGE SOLENOID ENABLE HI - B
ENGAGE SOLENOID ENABLE LO - B
MCP BUS SELECT - B
MODE CONTROL PANEL FCC B
DFCS - MODE CONTROL PANEL ANALOG INTERFACE
22-11-CC
- 57 -

DFCS -- ROLL SENSOR ANALOG INTERFACE
General Roll CWS Force Transducer
The FCCs and MCP have an interface with these The roll CWS force transducer sends a signal to the
components when a roll mode is active for the FCCs. This signal is in proportion to the turning force
autopilot: on the control wheels.
- A/P aileron actuators A and B Aileron Position Sensor

- Aileron position sensor The aileron position sensor measures the position of
- Spoilers 2 and 7 position sensors. the ailerons. It sends a signal in proportion to this
position to the FCCs.
Aileron A/P Actuators
Spoiler Position Sensors
The A/P aileron actuators send the aileron actuator
position data to the onside FCC. This position data One spoiler position sensor measures the position of
comes from the linear variable differential transformer spoiler 2. Another spoiler sensor measures the position
(LVDT). of spoiler 7. The sensors send position signals to the
FCCs.
MCP
FCC
When you engage the A autopilot to CMD or CWS, the MCP
sends an engage signal to A/P aileron actuator A. This The FCC A sends a signal to A/P aileron actuator A to
lets A hydraulic fluid into the actuator. The MCP also engage the detent solenoid valve. This pressurizes the
sends this signal to FCC A. The FCC then commands the main piston and locks it to the output shaft. It also
actuator main piston to synchronize to the aileron sends the roll command signals to this actuator. The
position. When you engage the B autopilot to CMD or FCC B sends a signal to A/P aileron actuator B to
22-11-CC-021 Rev 1 04/15/1999
CWS, the MCP sends an engage signal to A/P aileron engage the detent piston. This pressurizes the main
actuator B. This lets B hydraulic fluid into the piston and locks it to the output shaft. It also sends
actuator. The MCP also sends this signal to FCC B. The the roll command signals to this actuator.
FCC then commands the actuator main piston to
synchronize to the aileron position. Each FCC sends its onside aileron position data to the
other FCC.
22-11-CC
- 58 -
AILERON ACTUATOR
POSITION
ROLL COMMAND
AILERON ACTUATOR
DETENT ENGAGE A
A/P AILERON ACTUATOR A

ROLL
FORCE
ROLL CWS FORCE

TRANSDUCER POSITION
AILERON
CROSSFEED A
SPOILER 2 POSN
AILERON ACTUATOR SENSOR
ENGAGE A
AILERON
CROSSFEED B
AILERON ACTUATOR
ENGAGE B POSITION
MODE CONTROL PANEL
SPOILER 7 POSN
SENSOR
POSITION
AILERON POSN SENSOR

22-11-CC-021 Rev 1 04/15/1999
AILERON ACTUATOR
DETENT ENGAGE B
ROLL COMMAND
AILERON ACTUATOR
POSITION
FCC A
A/P AILERON ACTUATOR B
FCC B
DFCS - ROLL SENSOR ANALOG INTERFACE
22-11-CC
- 59 -

DFCS -- PITCH SENSOR ANALOG INTERFACE
General FCC then commands the actuator main piston to
synchronize to the elevator position.
The FCCs and MCP have an interface with these
components when a pitch mode is active for the Captain Pitch CWS Force Transducer
autopilot (A/P):
The captain pitch CWS force transducer sends a signal
- A/P elevator actuators A and B to the FCCs. This signal is in proportion to the force
- Captain pitch CWS force transducer on the captain control column.
- First officer pitch CWS force transducer
- Left and right flap position transmitters Flap Position Transmitters
- Left and right AOA sensors
- Stabilizer position sensors A and B The left flap position transmitter sends the left flap
- Neutral shift sensor position data to FCC A. The right flap position
- Elevator position sensor. transmitter sends the right flap position data to FCC
B.
A/P Elevator Actuators
AOA Sensors
The A/P elevator actuators send the elevator actuator
position data to its onside FCC. This position data The left AOA sensor sends the left angle of airflow
comes from the linear variable differential transformer data to FCC A. The right AOA sensor sends the right
(LVDT). angle of airflow data to FCC B.
MCP Elevator Position Sensor
When you engage the A autopilot to CMD or CWS, the MCP The elevator position sensor measures the position of
sends an engage signal to A/P elevator actuator A. This the elevators. It sends a signal in proportion to this
22-11-CC-022 Rev 1 04/15/1999
lets A hydraulic fluid into the actuator. The MCP also position to both FCCs.
sends this signal to FCC A. The FCC then commands the
actuator main piston to synchronize to the elevator First Officer Pitch CWS Force Transducer
position. When you engage the B autopilot to CMD or
CWS, the MCP sends an engage signal to A/P elevator The first officer pitch CWS force transducer sends a
actuator B. This lets B hydraulic fluid into the signal to both FCCs. This signal is in proportion to
actuator. The MCP also sends this signal to FCC B. The the force on the first officer control column.
22-11-CC
- 61 -

DFCS -- PITCH SENSOR ANALOG INTERFACE
Stabilizer Position Sensors
The stabilizer position sensors measure the position of

the stabilizer. Stabilizer position sensor A sends a
position signal to FCC A and to the flight data
acquisition unit (FDAU). Stabilizer position sensor B
sends a position signal to FCC B.
Neutral Shift Sensor
The neutral shift sensor measures the relative position

between the stabilizer and the elevator. It sends this
signal to both FCCs.
FCC
The FCC A sends a signal to A/P elevator actuator A to

engage the detent piston. This pressurizes the main
piston and locks it to the output shaft. It also sends
the pitch command signals to this actuator. The FCC B
sends a signal to A/P elevator actuator B to engage the
detent piston. This pressurizes the main piston and
locks it to the output shaft. It also sends the pitch
command signals to this actuator.
Each FCC sends its onside elevator position data to the

22-11-CC-022 Rev 1 04/15/1999
other FCC.
22-11-CC
- 62 -
ELEV ACTUATOR
POSITION PITCH COMMAND
ELEVATOR ACTUATOR
DETENT ENGAGE A
A/P ELEVATOR
ACTUATOR A
PITCH FORCE
CAPT PITCH CWS
POSITION FORCE TRANSDUCER PITCH FORCE
F/O PITCH CWS

L AOA SENSOR FORCE TRANSDUCER
POSITION
ELEV ACTUATOR POSITION ELEVATOR

ENGAGE A L FLAP POSN XMTR
CROSSFEED A
STAB POSN SENS A
ELEVATOR
ELEV ACTUATOR CROSSFEED B
ENGAGE B FDAU POSITION
MODE CONTROL PANEL STAB POSN SENS B
POSITION
POSITION
POSITION R FLAP POSN XMTR
NEUTRAL SHIFT SENS
R AOA SENSOR POSITION
22-11-CC-022 Rev 1 04/15/1999
ELEV SURF POSN SENS
ELEV ACTUATOR ELEVATOR ACTUATOR

POSITION DETENT ENGAGE B
PITCH COMMAND
A/P ELEVATOR FCC A

ACTUATOR B FCC B
DFCS - PITCH SENSOR ANALOG INTERFACE
22-11-CC
- 63 -

DFCS -- SPEED AND STAB TRIM ANALOG INTERFACE
General Column Switching Module
The speed and stabilizer trim functions of the FCC have The column switching module sends signals to the FCCs
an interface with these components: to show when the control column moves forward or aft.
If the control column moves opposite of the stab trim
- Stab trim warning light command, the column switching module stops the trim
- Column switching module signal. The column switching module sends a clutch
- A/P cruise trim cutout switch engage signal through the A/P cruise trim cutout switch
- stab trim cutout relay to the stabilizer trim servo. It also sends the trim up
- Flight control module and trim down drive signals to the stab trim cutout
- Stab nose up and down limit switches relay. These signals then go through the stab nose
- Flap control unit limit switches to the autopilot servo motor.
- Integrated flight system accessory unit
- Autopilot servo motor. Flight Control Module
FCC The flight control module receives a speed trim warning

signal from each FCC. Both FCCs must send a fail signal
The FCCs send stabilizer trim actuator clutch and nose to turn on the speed trim fail annunciator.
up and down trim signals to the column switching
module. The FCCs also send a flap down signal to the Recall signals from the master caution annunciators and
autopilot servo motor. This signal controls the speed reset signals from the master caution lights go to the
of the autopilot servo motor. When the flaps are down, flight control module. These signals turn on the speed
the speed is two times the speed when the flaps are up. trim fail light if only one FCC speed trim fails.
Stab Trim Warning Light Flap Control Unit

22-11-CC-023 Rev 1 04/19/1999
If either FCC calculates that the stabilizer is out of The flaps switch (S245) and the mach trim switch (S290)
trim, it sends a stabilizer out of trim warning signal send a flaps not up signal to the autopilot servo motor
to the stab trim warning light to turn it on. It also to change the trim speed. They also send a signal to
sends this signal to the IFSAU. the FCCs to show that the stab trim speed is valid for
the flap setting.
22-11-CC
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28V DC
TRIM WARNING IFSAU STAB RESET

ANNUN A OUT OF
TRIM
TRIM WARNING a
ANNUN B SPEED TRIM MASTER CAUTION
FAIL LIGHTS
STAB TRIM a
SPEED TRIM WARN LT
WARNING A SPEED TRIM RECALL
WARNING B
STAB TRIM S245 MASTER CAUTION
MOTOR FLIGHT CONTROL MODULE
ANNUNCIATORS
STAB TRIM MOTOR SPEED VALID S290
SPEED VALID
FLAP CONTROL
UNIT
TRIM
COLUMN CLUTCH
FWD COLUMN
FWD A/P CRUISE TRIM
COLUMN CUTOUT SWITCH
AFT
COLUMN
AFT TRIM DOWN
CLUTCH TRIM DOWN
AND TRIM
SIGNALS STAB NOSE DOWN
22-11-CC-023 Rev 1 05/13/1999
TRIM UP LIMIT SWITCH

CLUTCH
AND TRIM
SIGNALS COLUMN SWITCHING TRIM UP
MODULE
STAB TRIM STAB NOSE UP
CUTOUT RELAY LIMIT SWITCH
FCC A AUTOPILOT
FCC B SERVO MOTOR
DFCS - SPEED AND STAB TRIM ANALOG INTERFACE
22-11-CC
- 65 -

DFCS -- MACH TRIM ANALOG INTERFACE
General Flight Control Panel
The mach trim function of the FCC interfaces with these The flight control panel receives a mach trim warning
components: signal from each FCC. Both FCCs must send a fail signal
to turn on the mach trim fail annunciator.
- Mach trim actuator
- Integrated flight system accessory unit (IFSAU) Recall signals from the master caution annunciators and
- Flight control panel. reset signals from the master caution lights go to the
flight control panel. These signals can turn on the
Power mach trim fail light if only one FCC mach trim fails.
The 115v ac electronic power bus 1 and 28v dc FCC

electronic power bus 1 send mach trim power to FCC A.
The 115v ac electronic power bus 2 and 28v dc The FCCs send mach trim power and motor drive signals
electronic power bus 2 send mach trim power to FCC B. to the IFSAU. FCC B sends a signal to the IFSAU to set
The 28v dc electronic power bus 2 also sends power to which FCC will supply mach trim data to the mach trim
the IFSAU. actuator. Each time the airplane lands, the FCCs switch
control of the mach trim actuator.
Mach Trim Actuator
The mach trim actuator sends the mach trim position

signal to the FCCs.
IFSAU
Only one FCC can control the mach trim actuator at a

22-11-CC-024 Rev 1 04/15/1999
time. The IFSAU receives the FCC select signal from FCC
B. This signal controls a relay in the IFSAU to
determine which FCC will give the mach trim actuator
signals. The IFSAU sends the mach trim select status
signal to the FCCs to show which FCC is in control. The
IFSAU then sends mach trim power and motor drive
signals to the mach trim actuator.
22-11-CC
- 66 -
115V AC
ELEX PWR 1 AFCS A MACH
TRIM AC
28V DC
ELEX PWR 1 AFCS A MACH
TRIM DC
P18 CIRCUIT BREAKER PANEL
115V AC
ELEX PWR 2 AFCS B MACH MACH TRIM
TRIM AC SELECT STATUS
28V DC
ELEX PWR 2 AFCS B MACH MACH TRIM SELECT
TRIM DC MOTOR DRIVE A
P6 CIRCUIT BREAKER PANEL MOTOR DRIVE B
MACH TRIM MACH TRIM POWER

POWER
MACH TRIM POWER
MOTOR DRIVE
MACH TRIM IFSAU

POSITION
MACH TRIM ACTUATOR
RESET
MACH TRIM
22-11-CC-024 Rev 1 04/15/1999
MASTER CAUTION WARNING A

MACH TRIM
LIGHTS
FAIL a
MACH TRIM WARNING B
RECALL
FCC A
MASTER CAUTION FLIGHT CONTROL PANEL
ANNUNCIATORS FCC B
DFCS - MACH TRIM ANALOG INTERFACE
22-11-CC
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DFCS -- VHF NAVIGATION ANTENNA SWITCHING ANALOG INTERFACE
General localizer frequency, it sends 28v dc to the other side
of the switch. These signals cause the relay to
These components have an interface with the FCCs to energize so the receivers use the localizer antenna in
select the VHF navigation antennas. They also cause the the nose radome. If you do not select an ILS frequency,
autopilot to disengage if a frequency change occurs the receivers use the VOR/LOC antenna in the vertical
during an autopilot approach mode: stabilizer. Also, if you do not use the FCC in the
approach or localizer mode, the receivers use the
- Dual VOR/LOC antenna VOR/LOC antenna.
- Dual Localizer antenna
- Localizer antenna switches 1 and 2 Each switch sends a signal to its onside FCC to tell it
- IFSAU which antenna is in use.
- VHF Nav receivers 1 and 2
- VHF NAV/DME control panels 1 and 2. FCC
Dual VOR/LOC Antenna When the A system autopilot or flight director is in

the approach or localizer mode, it sends an ILS test
The VOR/LOC antenna receives the VOR and localizer inhibit/antenna A signal to the IFSAU.
signals and sends them to localizer antenna switches 1
and 2. When the B system autopilot or flight director is in
the approach or localizer mode, it sends an ILS test
Dual Localizer Antennas inhibit/antenna B signal the IFSAU.
These antennas receive the localizer signal and send it The FCC can send an ILS test signal to the onside VHF
directly to the localizer antenna switches. navigation receiver to start a test during BITE.
Localizer Antenna Switches VHF NAV/DME Control Panels

22-11-CC-025 Rev 1 04/15/1999
The localizer antenna switch selects the VOR/LOC The control panels send a frequency lock signal to the
antenna or the localizer antenna. If the FCC is in the onside FCC. It also sends an ILS test up/left signal to
approach or localizer mode, it sends an ILS test the onside FCC and VHF navigation receiver through the
inhibit/antenna signal to the IFSAU. This signal IFSAU. If the FCC inhibits the ILS test, the IFSAU will
energizes a switch which sends a ground to one side of not let the self test signal go to the VHF navigation
the switch. If the VHF NAV/DME control panel selects a receiver.
22-11-CC
- 68 -
VOR
VOR/LOC ANT SEL
DUAL VOR/LOC
ANTENNA
ILS ILS TEST

INH/ANT SW
LOC ANT SW 1
VOR
ILS TEST
INH/ANT SW
DUAL LOC
ANTENNA
ILS
IFSAU
VOR/LOC ANT SEL
LOC ANT SW 2 ILS TUNED (LOC)
ILS TUNED (FGN)
RF ILS TUNED (FGN)
ILS TUNED (LOC)
ILS TEST ILS TEST UP/L
ILS TEST UP/L
22-11-CC-025 Rev 1 04/15/1999
VHF NAV 1
ILS DC
ILS TEST
RF FREQ LCK FCC A
ILS TEST
ILS TEST VHF NAV/DME FREQ LCK
CONT PNL 1 ILS DC
VHF NAV 2
VHF NAV/DME FCC B
CONT PNL 2
DFCS - VHF NAVIGATION ANTENNA SWITCHING ANALOG INTERFACE
22-11-CC
- 69 -

DFCS -- TRANSFER SWITCHES ANALOG INTERFACE
General disengages and the flight director commands BOV on the
side that changed (channel A if BOTH ON R).
These components have an interface with the FCCs as
part of the engage and interlock circuit: Normally, the FCCs use pitch and heading data from the
on-side IRS and roll data from the off-side IRS. The
- EFIS transfer switch autopilot disengages if the IRS transfer switch is not
- IRS transfer switch in the NORMAL position. However, after the transfer
- VHF NAV transfer switch. occurs, the autopilot can be reengaged.
The DFCS monitors these switches to see if a change For dual F/D approach or TO/GA, an IRS switch out of
occurs. The sensor output that the DFCS uses for an NORMAL will cause BOV.
active mode in the autopilot or flight director must
show on either the instruments for the captain or first VHF Navigation Transfer Switch
officer. If they do not, the DFCS does not allow the
autopilot or flight director mode. If a change occurs The FCC monitors to make sure the navigation data that
so that both autopilots and instruments on both sides the autopilot uses also shows on the EFIS displays. If
receive data for the same sensor, dual autopilot and it does not show, the FCC does not engage. Either the
dual flight director modes can not occur. VHF navigation transfer relays or the EFIS transfer
relays must be switched.
EFIS Transfer Switch
The DFCS cannot use VOR/ILS data that does not show on
If the EFIS transfer relays are changed, the FCC looks the instruments.
to see if the data that it uses for the autopilot shows
on the displays. You may have to change the EFIS FCC B
transfer relays before the autopilot can engage.
FCC B operates the same as FCC A with these changes:
22-11-CC-026 Rev 1 04/15/1999
IRS Transfer Switch

- Change transfer relay 2 for transfer relay 1
If you change the IRS functions from NORMAl to BOTH ON - Change transfer relay 1 for transfer relay 2
L or BOTH ON R, the FCCs receive the change from the IRS - Change switching relay 2 for switching relay 1
transfer switch. When the pilots change away from one - Change switching relay 1 for switching relay 2.
of the IRSs, out of the NORMAL position, the autopilot
22-11-CC
- 70 -
NORM
NORM
HEADING TRANSFER
NORM
LCL ATTITUDE XFR
BOTH ON L
IRS XFR RLY 2

BOTH ON R
NORM
IRS XFR RLY 1
NAV TRANSFER
INST NAV TRANSFER

BOTH ON 2
VHF NAV XFR RLY 1 BOTH ON 2
NORM
EFIS SWITCHING RLY 1
FGN ATTITUDE XFR
BOTH ON 1
22-11-CC-026 Rev 1 04/15/1999
NORM EFIS SWITCHING FCC A

RLY 2
BOTH ON 1
VHF NAV XFR RLY 2
DFCS - TRANSFER SWITCHES ANALOG INTERFACE
22-11-CC
- 71 -

DFCS -- MISCELLANEOUS SYSTEMS ANALOG INTERFACE
Landing Gear Lever Switch Program Pins
When the landing gear lever is down, it sends a ground Program pins are grounded to determine the airline
to FCC A and B. configuration of the FCCs.
Takeoff/Go-Around (TO/GA) Switches
When you push either TO/GA switch, a ground goes to

these components:
- Stall management computers (SMC) 1 and 2

- Autothrottle (A/T) computer
- FCC A and B.
FCC
There are several program pins that set the airplane

identification and configuration of the FCC. You can
ground some pins when you connect them to a burndy
block.
Primary Engine Display (PED)
The PED sends the engine 1 N1 and the engine 2 N1 along

with the valid signals to the two FCCs.
22-11-CC-027 Rev 1 04/20/1999
Mach Airspeed Indicators
FCC A sends a +/- 5v dc reference signal to the captain

mach airspeed indicator. It also sends the airspeed
cursor drive signal and the cursor valid signal to the
indicator. FCC B sends the same data to the first
officer mach airspeed indicator.
22-11-CC
- 72 -
UP PROGRAM PINS
GEAR DOWN
DOWN
GEAR DOWN
LANDING GEAR LEVER SW
PROGRAM PINS
NORMAL 5V DC REF
TO/GA SWITCH CURSOR DRIVE
CURSOR VALID
STALL MGT CMPTR 1 CAPT MACH A/S IND
TO/GA
TO/GA SWITCH 5V DC REF
THRUST LEVER 1 TO/GA SWITCH CURSOR DRIVE
CURSOR VALID
A/T COMPUTER F/O MACH A/S IND
NORMAL
ENG 1 N1
VALID 1
22-11-CC-027 Rev 1 04/20/1999
TO/GA SWITCH ENG 2 N1

VALID 2
TO/GA
STALL MGT CMPTR 2 PRIM ENG DISPLAY
TO/GA SWITCH FCC A
THRUST LEVER 2
FCC B
DFCS - MISCELLANEOUS SYSTEMS ANALOG INTERFACE
22-11-CC
- 73 -

DFCS -- MODE CONTROL PANEL - PHYSICAL DESCRIPTION
Purpose
The mode control panel (MCP) supplies the interface

between the flight crew and the digital flight control
system (DFCS). The MCP does these functions:
- Engage the autopilot

- Turn on the flight directors
- Select the operation mode
- Arm the autothrottle
- Control parameter selection
- Show data.
Physical Description
The MCP weighs 15 pounds. The MCP mounts to the

glareshield with four screws on the front of the panel
and two screws on the bottom of the MCP. Three
connectors on the rear of the MCP connect to the
airplane wiring.
22-11-CC-028 Rev 1 04/05/1999
22-11-CC
- 74 -
SELECTED
PARAMETER
LCD (TYP)
A/T A/P ENGAGE

ARM CMD A CMD B
C/O 30 10
DN CWS A CWS B
VOR LOC
OFF SEL MA

UP
OFF OFF
MODE SELECTOR
SWITCH (TYP)
22-11-CC-028 Rev 1 04/05/1999
DFCS - MODE CONTROL PANEL - PHYSICAL DESCRIPTION
22-11-CC
- 75 -

DFCS -- MODE CONTROL PANEL - FUNCTIONAL DESCRIPTION
General The channel B processor replaces the course 1 select
data with the course 2 select data. The processor sends
These are the major components of the mode control all of the data on to the FCC B.
panel (MCP):
The channel B processor receives signals from the light
- ARINC 429 bus selector sensors. The signals control the brightness of the LCD
- Channel A and B processors backlights and the mode selector switch LEDs.
- LCD indicators and controls
- Mode selector and A/P engage switches The channel B processor calculates the A/P warning
- A/T switch and indicator signal and sends it to the captain and first officer
- A/P switches and indicators autoflight status annunciators (ASA). The channel A
- Light sensors. processor calculates the CWS warning signal and also
sends it to the two ASAs.
ARINC 429 Bus Selector
Mode Selector and Toggle Switches
The FCC that is the master FCC takes control of the MCP
displays. It sends an MCP bus select signal to the MCP. These switches send data to the channel A processor:
The ARINC 429 bus selector sends that FCC data to the
channel A processor and to the FMC and the A/T. The MCP - F/D toggle switches
always uses the FCC A data unless the FCC B sends a bus - A/P engage switches
select signal and the FCC A did not. - Mode selector switches.
Channels A and B Processors The processor sends the A/P engage and mode select
signals to the FCC. The FCC makes sure that all
The MCP contains two separate microprocessors, a necessary conditions are satisfactory before it engages
channel A processor and a channel B processor. the A/P or selects the mode.
22-11-CC-029 Rev 1 04/05/1999
The channel A processor receives FCC data from the bus Mode Selector and Light Annunciators
selector. The channel A processor does most of the MCP
functions. The data then goes to FCC A and to the The channel A processor receives engagement and mode
channel B processor. select data from the FCC that has control. The
processor then turns on these annunciators:
22-11-CC
- 77 -

DFCS -- MODE CONTROL PANEL - FUNCTIONAL DESCRIPTION
- F/D master light LEDs
- A/P engage switch LEDs
- Mode selector switch LEDs.
LCDs and Selectors
The channel A processor receives data from these

selectors and sends the data to the LCD display:
- Course 1 selector
- Altitude selector
- Heading selector.
The channel A processor receives data from the IAS/MACH

and vertical speed selectors and sends this data to the
FCC. The FCC calculates the correct IAS/MACH and
vertical speed and sends it to the MCP to show on their
displays.
Autopilot Engage Logic
The engage enable signals, high and low, come from the
FCCs. When the crew selects an autopilot mode, the MCP
sends one of these engage signals to the FCCs:
- CWS only
22-11-CC-029 Rev 1 04/05/1999
- CMD only
- CWS and CMD.
The MCP also sends a signal that shows if the flight

directors are on.
22-11-CC
- 78 -
FMC
A/T
FCC A FCC A
MCP BUS SELECT
ARINC
429 BUS CHANNEL A PROCESSOR
SELECTOR CWS WARNING CAPT
FCC B
AND F/O
MCP BUS SELECT ASA
ENGA ENABLE - HI HEADING APP

CMD A
ENGA ENABLE - LO 10 F/D
30
ON
CWS AUTOPILOT MODE SELECTOR

ENGAGE LOGIC SWITCHES
CMD 10 30 OFF
CWS OR CMD INDICATOR F/D AND A/P

F/D ON AND CONTROLS ENGAGE
(ALL EXCEPT SWITCHES
COURSE 2) LIGHT
SENSORS
COURSE
22-11-CC-029 Rev 1 04/05/1999
CHANNEL B PROCESSOR FCC B
A/P WARNING CAPT

COURSE 2 AND F/O
INDICATOR ASA
AND CONTROL
MODE CONTROL PANEL (MCP)

DFCS - MODE CONTROL PANEL - FUNCTIONAL DESCRIPTION
22-11-CC
- 79 -

DFCS -- MODE CONTROL PANEL - CONTROLS AND DISPLAYS
General switch is on, FCC A controls the mode selection. If the
master light above the F/O F/D switch is on, FCC B
There are many switches, controls, and push-buttons on controls the mode selection.
the MCP that the crew uses to control the FCC. There
are also displays to show selected parameter values. Autothrottle (A/T) Arm Switch
Course Select Controls When you put the switch to the ARM position, the A/T
system arms. An electrical solenoid holds the switch in
The course select controls 1 and 2 select the VHF the ARM position. You disconnect the A/T if you put the
omnidirectional range (VOR) course or the instrument switch to the OFF position.
landing system (ILS) course. Course select control 1 is
for the captain VOR or ILS system. Course select A/T Arm Light
control 2 is for the first officer (F/O) VOR or ILS
system. The light comes on when the A/T is in the arm mode.
Course Displays IAS/MACH Selector
The two course displays show the VOR or ILS course you The IAS/MACH selector sets the MCP airspeed or mach.
select. The display range is from 000 to 359 degrees.
IAS/MACH Display
Flight Director (F/D) Switches
The display shows indicated airspeed (IAS) or the mach
Two F/D switches turn on and turn off the F/D function number. The IAS shows from 110 to 340 kts in one knot
in the FCCs. The captain F/D switch usually controls increments. The mach shows from 0.60 to 0.82 mach in
FCC A and you usually only see the F/D commands from 0.01 mach increments.
FCC A on the captain display. The F/O F/D switch
22-11-CC-030 Rev 1 04/19/1999
usually controls FCC B and you usually only see the F/D The display has a warning flag that flashes for
commands from FCC B on the F/O display. underspeed and overspeed conditions. The left position
in the LCD shows this flag.
Master Lights (2)
The IAS/MACH display is blank when the VNAV mode is
The master light shows which FCC controls the mode active.
selection. If the master light above the captain F/D
22-11-CC
- 80 -

IAS/MACH Change/Over Switch Altitude Select Control
When you push this switch and the airspeed is more than The altitude select Control sets the reference altitude
mach 0.6, it changes the display from IAS in knots to for the DFCS. One revolution of the knob changes the
mach or from mach to IAS in knots. If the airspeed is altitude 6400 feet.
less than mach 0.6, the display only shows knots and
the change over switch does not do anything. Altitude Display
Heading Select Control This display shows the altitude the flight crew
selects. The altitude range is from 0 to 50,000 feet.
The heading select control changes the flight crew
selected heading for the airplane. Vertical Speed Thumbwheel
Heading Display To set the vertical speed, turn the vertical speed
thumbwheel. Turn the thumbwheel UP to increase the
The display shows the heading the flight crew selects. value. Turn the thumbwheel DN to decrease the value.
The display range is from 000 to 359 degrees. The thumbwheel has increments of 50 feet per minute
(fpm) from 0 to 1000 fpm and 100 fpm above 1000 fpm.
Bank Angle Selector
Vertical Speed Display
The bank angle selector lets the flight crew set the
maximum allowable bank angle. You can set the maximum This display shows the flight crew selected vertical
bank angle to one of these angles: speed. The vertical speed range is from -7,900 fpm to
+6,000 fpm.
- 10 degrees
- 15 degrees Autopilot (A/P) Engage Switches
22-11-CC-030 Rev 1 04/19/1999
- 20 degrees
- 25 degrees There are four A/P engage switches. Two switches are
- 30 degrees. for FCC A and two are for FCC B. The switches engage an
autopilot to command (CMD) or control wheel steering
This variable bank angle only has an effect in the VOR (CWS).
and heading select modes.
22-11-CC
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The switches are pushbutton/light type switches. If the Light Sensors
pre-engage logic is correct, the A/P engages and the
switch light comes on when you push the switch. If the Two photo diode light sensors on the MCP front panel
pre-engage logic is not correct, the A/P will not monitor the light in the crew compartment area. The
engage and the switch light will not come on when you sensors control the brightness of the LCDs.
push the switch.
After you engage the A/P, some conditions must stay

correct or the autopilot disengages. If the A/P
disengages, the switch light goes off.
A/P Disengage Bar
You disengage the A/P when you push the A/P disengage
bar down.
Mode Select Switches
These are the mode select switches:
- Autothrottle N1
- Autothrottle speed
- Level change
- Heading select
- Approach
- VNAV
22-11-CC-030 Rev 1 04/19/1999
- LNAV
- VOR LOC
- Altitude hold
- Vertical speed.
If a mode select switch light is on, you can turn off

that mode when you push the switch again.
22-11-CC
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AUTOTHROTTLE IAS/MACH
ARM LIGHT DISPLAY
COURSE IAS/MACH HEADING VERTICAL
DISPLAY AUTOTHROTTLE SELECT HEADING SELECT ALTITUDE SPEED MASTER
(2) ARM SWITCH CONTROL DISPLAY CONTROL DISPLAY DISPLAY LIGHT (2)
A/T A/P ENGAGE

ARM CMD A CMD B
C/O 30 10
DN CWS A CWS B
VOR LOC
MA OFF SEL MA

UP
OFF OFF
COURSE FLIGHT BANK ANGLE ALTITUDE VERTICAL AUTOPILOT AUTOPILOT

SELECT DIRECTOR SELECTOR SELECT SPEED ENGAGE DISENGAGE BAR
CONTROL SWITCH (2) CONTROL THUMBWHEEL SWITCHES (4)
(2)
IAS/MACH MODE SELECT
22-11-CC-030 Rev 1 04/28/1999
CHANGE/OVER SWITCHES (10)

SWITCH
DFCS - MODE CONTROL PANEL - CONTROLS AND DISPLAYS
22-11-CC
- 83 -

DFCS -- FLIGHT CONTROL COMPUTER - PHYSICAL DESCRIPTION
Purpose
The flight control computer (FCC) receives data inputs

and calculate these functions:
- Autopilot commands
- Flight director commands
- Altitude alerts
- Speed trim commands
- Mach trim commands.
The input data is from the pilots through the MCP and
sensor inputs. The FCC also sends signals to control
surface actuators and shows displays on the electronic
flight instrument system (EFIS).
The FCC is an ARINC 404A full ATR long unit. It uses

camloc-type hold down handles. There are four dual (A
and B) connectors on the back for interface signals and
three front test connectors with covers. There is a fan
and filter on the front to cool the box. The two FCCs
are the same and interchangeable line replaceable units
(LRUs).
22-11-CC-031 Rev 1 02/16/1999
CAUTION: DO NOT TOUCH THE FCC BEFORE YOU DO THE

PROCEDURE FOR DEVICES THAT ARE SENSITIVE TO
ELECTROSTATIC DISCHARGE. ELECTROSTATIC
DISCHARGE CAN CAUSE DAMAGE TO THE FCC.
22-11-CC
- 84 -
CAUTION
OBSERVE PRECAUTIONS
FOR HANDLING
ELECTROSTATIC
SENSITIVE
DEVICES
FOUR DUAL
CONNECTORS
(NOT SHOWN)
FAN AND FILTER

22-11-CC-031 Rev 1 02/16/1999
BENCH TEST
CONNECTORS
DFCS - FLIGHT CONTROL COMPUTER - PHYSICAL DESCRIPTION
22-11-CC
- 85 -

DFCS -- FLIGHT CONTROL COMPUTER - FUNCTIONAL DESCRIPTION
General The DMA controller controls all data to and from the
FCC and all data between CPU 1 and CPU 2. It keeps the
The flight control computer (FCC) is a digital data in the DMA RAM.
computer. It takes inputs from many systems to
calculate the flight control signals. The FCC contains CPUs
these components:
Each FCC has two 16-bit CPUs. The two processors have
- Direct memory access (DMA) system different part numbers to make sure that a design
- Computer processing units (CPUs) 1 and 2 problem is not in both processors. The CPUs calculate
- Program memory different commands. This prevents a failure of both
- Power supply. autopilot (A/P) pitch and roll commands at the same
time.
DMA System
The CPU 1 calculates these commands:
The DMA system has these components:
- Flight director (F/D) pitch and roll commands
- DMA I/O devices - Mach trim commands
- DMA controller - Stabilizer and speed trim commands
- DMA RAM. - Altitude alert commands
- A/P roll commands in cruise and approach
The FCC can receive and send these types of data: - A/P pitch commands in cruise
- A/P alternate pitch commands in approach
- Digital - Autoland (approach, flare, go-around) monitor
- Analog - Engage/interlock high signal
- Discrete. - Mode and annunciator warning logic
- In-line monitor.
22-11-CC-032 Rev 1 05/27/1999
The DMA I/O devices receive ARINC 429 data or convert

analog and discrete signals to ARINC 429 data. This The CPU 2 calculates these commands:
data then goes to the DMA controller. The DMA I/O
devices also convert ARINC 429 data to analog and - A/P pitch commands in approach
discrete signals before it goes to other systems. - A/P alternate roll commands in approach
- Stabilizer trim warnings
- Autoland monitor
22-11-CC
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DFCS -- FLIGHT CONTROL COMPUTER - FUNCTIONAL DESCRIPTION
- Engage/interlock low signal
- In-line monitor.
When in the approach mode, the CPUs calculate the same

roll and pitch commands. The CPUs compare these
commands before they send them to the A/P actuators.
When in autoland, the two processors look at sensor
data to make sure the control surfaces move correctly.
Also, both CPUs continue to look at engage and
interlock signals.
If the commands or signals do not agree, either CPU can

disengage the autopilot. This occurs because the MCP
needs the high and the low engage/interlock signal to
engage the autopilot and keep it engaged. The CPU 1 can
remove the high signal and the CPU 2 can remove the low
signal.
Program Memory
Each CPU has its own memory to keep data and calculate
commands. The CPU 1 also has access to the nonvolatile
maintenance memory to keep BITE data as it occurs.
Power Supply
22-11-CC-032 Rev 1 05/27/1999
The power supply gets 28v dc and 115v ac. It changes

the 28v dc to 14v ac, 1800 Hz for control surfaces
position sensors. It changes the 28v dc to several
other dc voltages for use within the FCC. It also
changes the 115v ac to 26v ac for the mach trim
actuator.
22-11-CC
- 88 -
CPU 1 (SDP-175-2)
NONVOLATILE
MAINTENANCE - F/D PITCH & ROLL COMMANDS
MEMORY
ARINC 429 - MACH TRIM COMMAND
DATA
- STAB & SPEED TRIM COMMANDS
PROGRAM - ALTITUDE ALERT COMMAND
MEMORY
- A/P ROLL CRUISE & APP COMMANDS
- A/P PITCH CRUISE COMMANDS
- A/P ALTN PITCH APPROACH COMMANDS
ANALOG DMA - AUTOLAND MONITOR
SIGNALS CONTROLLER
- ENGAGE/INTERLOCK SIGNAL
- IN-LINE MONITOR
- MODE AND ANNUNCIATOR WARN LOGIC
DISCRETE DMA RAM

SIGNALS CPU 2 (SDP -275)
- A/P PITCH APPROACH COMMANDS

- A/P ALTN ROLL APPROACH COMMANDS
DMA INPUT/ - STABILIZER TRIM WARNING
OUTPUT DEVICES
22-11-CC-032 Rev 1 05/27/1999
- IN-LINE MONITOR
PROGRAM - AUTOLAND MONITOR
POWER MEMORY
SUPPLY - ENGAGE/INTERLOCK SIGNAL
FCC (TYPICAL)
DFCS - FLIGHT CONTROL COMPUTER - FUNCTIONAL DESCRIPTION
22-11-CC
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DFCS -- CONTROL SURFACE POSITION SENSORS
General Elevator Position Sensor
The control surface position sensor supply an The elevator position sensor measures the movement of
electrical signal that is the position of the control the elevator lower input torque tube. One output of the
surface. sensor goes to the FCC A and the other goes to the FCC
B.
Single-Synchro Sensor
Elevator Neutral Shift Sensor
A single-synchro sensor has one one output. The
stabilizer position sensor B is the only single synchro The horizontal stabilizer and the elevator operate
sensor. This sensor is not interchangeable with the together to supply pitch control of the airplane. For
dual sensors. each position of the horizontal stabilizer, there is
one position of the elevator that makes the two operate
Dual-Synchro Sensors together as one control surface. This is the neutral
shift position. The elevator neutral shift sensor
The dual-synchro sensors have two outputs. The dual- supplies an electrical signal in proportion to the
synchro sensors measure the position of these control elevator neutral reference position. The elevator
surfaces: neutral shift sensor measures the movement of the
elevator feel and centering unit. One output of the
- Aileron position sensor goes to the FCC A and the other output goes to
- Elevator position the FCC B.
- Elevator neutral shift
- Spoiler 2 position Spoiler Position Sensors
- Spoiler 7 position
- Stabilizer position A. The spoiler position sensors measure the movement of
spoilers 2 and 7. One output of the sensor goes to the
22-11-CC-033 Rev 1 04/05/1999
These sensors are the same and are interchangeable. FCC A and the other goes to the FCC B.
Aileron Position Sensor Stabilizer Position Sensor A
The aileron position sensor measures the movement of The stabilizer position sensor A measures the position
the aileron input torque tube. One output of the sensor of the horizontal stabilizer. One output of the sensor
goes to the FCC A and the other goes to the FCC B.
22-11-CC
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DFCS -- CONTROL SURFACE POSITION SENSORS
goes to the FCC A and the other goes to the flight data Training Information Point
acquisition unit (FDAU).
Examine the alignment reference marks when you install
Stabilizer Position Sensor B a position sensor.
The stabilizer position sensor B also measures the You use the DFCS BITE current status test to find a
position of the horizontal stabilizer. The output of failure of the sensors. You use the DFCS BITE rigging
the sensor goes to FCC B. tests to do a check of the sensor adjustment. You also
use DFCS BITE analog sensors test to see the sensor
Physical Description output.
The dual-synchro sensor is a cylindrical unit. It is

5.3 inches long and 1.6 inches in diameter. The sensor
weighs 0.75 pounds.
The single-synchro sensor is also a cylindrical unit.

It is 4.4 inches long and 1.3 inches in diameter. This
sensor weighs 0.4 pounds.
The two sensors turn +/- 140 degrees. There are index
marks on the case and the input shaft of the sensor.
These marks help align the sensor.
Functional Description
The two-wire input to the synchros comes from the FCCs.

22-11-CC-033 Rev 1 04/05/1999
It is 14v ac at 1800 Hz. The three-wire output changes

as the input shaft turns from -140 degrees to +140
degrees.
22-11-CC
- 92 -
SENSOR SHAFT
ZERO SENSOR CASE

INDEX MARK
CRANK ARM BOLT,
WASHER AND NUT
POSITION SENSORS INSTALLATION

22-11-CC-033 Rev 1 04/05/1999
SINGLE-SYNCHRO POSITION SENSOR DUAL-SYNCHRO POSITION SENSOR
DFCS - CONTROL SURFACE POSITION SENSORS
22-11-CC
- 93 -

DFCS -- CONTROL WHEEL STEERING FORCE TRANSDUCER
General The input to the force transducer is 26v ac at 400 Hz.
The output changes from 0v ac to 6.2v ac as the force
The purpose of the control wheel steering (CWS) force changes from 0 pounds to +119 pounds. It can change
transducer is to supply electrical signals which vary from 0v ac to 6.2v ac with a phase change of 180 degrees
in proportion to the force on the transducer. These are as the input force changes from 0 to -119 pounds.
the CWS force transducers on the airplane:
- Captain pitch CWS force transducer
- First officer pitch CWS force transducer The DFCS BITE status test can find a failure of the
- Roll CWS force transducer. force transducer. You use the DFCS BITE rigging test to
do a check of the transducer adjustment. You also use
The pitch transducers measure the force on the control the DFCS BITE analog sensors test to see the transducer
column. The roll transducer measures the force on the output.
control wheel.
The force transducer is a cylindrical unit. It is 5

inches long and 2.25 inches in diameter.
The force transducer has two sensors. Each sensor is a

linear variable differential transformer (LVDT). One
output goes to the FCC A and the other goes to the FCC
B.
22-11-00-034 Rev 1 12/07/1999
The transducer has a spring assembly with two coils and

two armatures. A bearing assembly is at each end of the
transducer. You use the bearing assembly to install the
unit. The transducers are adjustable. There are stops
to prevent the spring assembly from being extended too
far.
22-11-00
- 94 -
SPRING ELECTRICAL
ASSEMBLY CABLE
BEARING
ASSEMBLY BEARING
ASSEMBLY
22-11-00-034 Rev 1 09/23/96
DFCS - CONTROL WHEEL STEERING FORCE TRANSDUCER
22-11-00
- 95 -

DFCS -- ROLL CWS FORCE TRANSDUCER - LOCATION
Roll CWS Force Transducer Component Locations Training Information Point
You attach one end of the roll CWS force transducer to When you make an adjustment to the roll CWS force
the bus drum assembly. You attach the other end to the transducer, you put shims between the shaft and the
control drum assembly. drum in the shim clearance area. After the adjustment,
make sure you remove the shims.
Roll CWS Force Transducer Operation
When the autopilot is disengaged and the pilot turns

the control wheel, the bus drum turns. This causes the
right arm that is attached to the force transducer to
turn. The force transducer is very rigid so it turns
the left arm which causes the control drum to turn.
This moves the aileron cables to the aileron input
torque tube and causes the ailerons to move.
When the autopilot is engaged, the aileron A/P actuator

is pressurized and the actuator holds the aileron input
torque tube so it cannot move. This does not let the
control drum turn so the left arm that is attached to
the force transducer cannot move. When the pilot turns
the control wheel, the right arm attached to the force
transducer compresses or expands the force transducer.
The shim clearance area allows the movement of the
right arm. This provides the electrical signal to the
FCCs. The FCCs send a command to the aileron A/P
22-11-00-035 Rev 1 01/14/1999
actuator to move the input torque tube and then the

ailerons.
If the force transducer breaks, the tab on the right

arm contacts the gap edge of the left arm and the bus
drum rotation turns the control drum.
22-11-00
- 96 -
BEARING
ASSEMBLY
CONTROL DRUM
BEARING
ASSEMBLY
ROLL CWS
CABLE FORCE TRANSDUCER
UP
FWD
SIDE VIEW
ROLL CWS FORCE
TRANSDUCER
SHIM CLEARANCE BUS DRUM

AREA
ROLL CWS
22-11-00-035 Rev 1 09/25/96
FORCE TRANSDUCER
CAPTAIN CONTROL WHEEL
CONTROL DRUM FWD
BOTTOM VIEW INBD
DFCS - ROLL CWS FORCE TRANSDUCER - LOCATION
22-11-00
- 97 -

DFCS -- PITCH CWS FORCE TRANSDUCER - LOCATIONS
Pitch CWS Force Transducers Locations If the force transducer breaks, the support quadrant
contacts the center of the shoulder bolts and the
There are two pitch CWS force transducers. One forward quadrant turns to move the elevator control
transducer is on the control quadrant at the lower end cables.
of the captain control column. The other one is on the
control quadrant at the lower end of the first officer Training Information Point
control column.
When you make an adjustment to the pitch CWS force
Pitch CWS Force Transducer Operation transducer, you replace the shoulder bolts with regular
bolts. After the adjustment, make sure you remove the
When the autopilot is disengaged and the pilot moves regular bolts and put the shoulder bolts back.
the control column, the support quadrant turns. This
causes the left arm of the support quadrant that is
attached to the force transducer to move. The force
transducer is very rigid so it moves which causes the
forward quadrant to turn. This moves the elevator
cables to the elevator input torque tube and causes the
elevator to move.
When the autopilot is engaged, the elevator A/P

actuator is pressurized and the actuator holds the
elevator input torque tube so it cannot move. This does
not let the forward quadrant move so the right
attachment to the force transducer cannot move. When
the pilot moves the control column, the left support
quadrant arm attached to the force transducer
22-11-00-036 Rev 1 10/20/1999
compresses or expands the force transducer. The

shoulder bolt allows the movement of the left arm. This
provides the electrical signal to the FCCs. The FCCs
send a command to the elevator A/P actuator to move the
input torque tube and then the elevator.
22-11-00
- 98 -
SUPPORT QUADRANT
ROCKER ARM
ROCKER ARM
SHOULDER BOLT
SHOULDER BOLT
PITCH CWS FORCE

TRANSDUCER
FORWARD QUADRANT
CAPTAIN PITCH CWS

22-11-00-036 Rev 1 09/25/96
FORCE TRANSDUCER
CAPTAIN CONTROL COLUMN
SHOULDER BOLT
DFCS - PITCH CWS FORCE TRANSDUCER - LOCATIONS
22-11-00
- 99 -

DFCS -- AUTOPILOT ACTUATOR - INTRODUCTION
Purpose Physical Description
The purpose of the autopilot actuator is to change The actuator is approximately 17.5 inches long, 7.5
electrical commands from the FCC into a hydraulically inches wide and about 6.0 inches high. The actuator
controlled mechanical output. The outputs of the weighs approximately 15.5 pounds with no hydraulic
actuators become inputs to the aileron and the elevator fluid in it.
power control units (PCU). The PCUs move the control
surfaces. These are the line replaceable units (LRU) on the
actuator:
Operation
- Actuator solenoid valve
There are four autopilot actuators on the airplane. - Detent solenoid valve
They operate independently. Two actuators control the - Transfer valve
ailerons and two actuators control the elevators. One - Hydraulic pressure switch.
aileron and one elevator actuator receive electrical
signals from the FCC A. These actuators get hydraulic The linear variable differential transformer (LVDT)
pressure from hydraulic system A. The other aileron and measures the position of the actuator main piston. It
elevator actuator receives electrical signals from the is not an LRU.
FCC B. These actuators get hydraulic pressure from
hydraulic system B. Training Information Point
You can control the ailerons with only aileron actuator Before you remove an autopilot actuator, obey this
A or aileron actuator B. In the dual mode, you use the warning.
two aileron actuators A and B together. This is also
the way the elevator actuators operate. WARNING: ISOLATE OR TAG THE AILERON, ELEVATOR, RUDDER,
SPOILER AND SPEED BRAKE CONTROL SYSTEMS. THESE
22-11-00-037 Rev 1 10/20/1999
Shear rivets on the actuator output cranks protect SYSTEMS MAY MOVE SUDDENLY WHEN YOU REMOVE THE
against jams inside the actuator. The pilot can HYDRAULIC POWER. THIS CAN CAUSE INJURY TO
override any jam with the application of approximately PERSONS OR DAMAGE TO EQUIPMENT.
100 pounds at the controls. This will break the shear
rivets. If you work on an aileron actuator, obey this warning.
22-11-00
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DFCS -- AUTOPILOT ACTUATOR - INTRODUCTION
WARNING: YOU MUST CAREFULLY INSTALL THE GROUND LOCKS IN
ALL LANDING GEAR. AN ACCIDENTAL RETRACTION OF
THE LANDING GEAR CAN CAUSE INJURY TO PERSONS
AND DAMAGE TO EQUIPMENT.
22-11-00-037 Rev 1 10/20/1999
22-11-00
- 102 -
HYDRAULIC PRESSURE SWITCH
LVDT DETENT SOLENOID VALVE

TRANSFER VALVE ACTUATOR SOLENOID VALVE
ACTUATOR SOLENOID VALVE
LVDT
22-11-00-037 Rev 1 09/25/96
SHEAR RIVETS SHEAR RIVETS
DFCS - AUTOPILOT ACTUATOR - INTRODUCTION
22-11-00
- 103 -

DFCS -- AUTOPILOT ACTUATOR - FUNCTIONAL DESCRIPTION
General Synchronization of the Autopilot Actuator
The autopilot actuator changes an electrical signal The control surface position sensor (aileron or
from the FCC to a hydraulic pressure. This moves the elevator) sends a signal through the FCC to the
main piston and the output crank. The actuator position transfer valve. This moves the main piston to a
sensor supplies a signal to the FCC. position that aligns with the position of the internal
output crank. When this is synchronized, it prevents a
Before Autopilot Engagement sudden movement of the control surface when the FCC
engages the detent solenoid.
The actuator solenoid is not energized before
engagement of the autopilot. This prevents hydraulic After the main piston and the internal output crank are
pressure in the autopilot actuator. Without hydraulic synchronized, the FCC sends a signal to energize the
pressure, the detent piston springs move the detent detent solenoid. This pressurizes the detent pistons
pistons away from the internal output crank. This lets and they touch the sides of the internal output crank.
the output crank move freely as the control surfaces The pressure regulator keeps the hydraulic pressure at
move. a safe limit. The hydraulic pressure also closes the
hydraulic pressure switch. The switch sends a signal to
Autopilot Engagement the FCC to show that the autopilot actuator is ready to
operate.
When you engage the autopilot, a signal from the mode
control panel (MCP) energizes the actuator solenoid. Normal Operation
This pressurizes the transfer valve and the detent
solenoid. The detent control engage orifice that is A command signal from the FCC A/P to the transfer valve
between the actuator and detent solenoids does these causes the main piston to move. A movement of the main
two things: piston now causes a movement of the output crank and
the control surface. The rate limiting orifices control
- It keeps the maximum flow to the pressure the rate of movement of the main piston.
22-11-00-038 Rev 1 09/27/96
regulator to a limit to protect from hydraulic

overpressure Camout
- Gives a time delay for synchronization.
A camout condition is when the main piston moves but
the detent pistons cannot move with the main piston.
Therefore, the output crank does not move with the main
22-11-00
- 105 -

DFCS -- AUTOPILOT ACTUATOR - FUNCTIONAL DESCRIPTION
piston. Camout lets the pilot mechanically override the
autopilot and also gives protection against hardover
failures.
Mechanical Override
When CWS is not the active mode, the pilot can

mechanically override the autopilot actuator. A force
of approximately 25 pounds on the control column or
wheel can override the actuator. If both channels A and
B are active, approximately 50 pounds of force is
necessary to override the two actuators. The relief
valve opens when override pressure goes to the detent
pistons.
22-11-00-038 Rev 1 09/27/96
22-11-00
- 106 -
ACTUATOR
DETENT SOLENOID
ENGAGE ACTUATOR AUTOPILOT SOLENOID
SOLENOID TRANSFER
VALVE FILTER
FILTER
MCP
JET
PIPE
DETENT CONTROL
ENGAGE DETENT ENGAGE ORIFICE
SOLENOID
PRESSURE
COMMAND PORT
SIGNAL RATE
CONTROL LIMITING RETURN
SPOOL ORIFICES PORT
PRESSURE REGULATOR
& RELIEF VALVE
MAIN
PISTON
HYDRAULIC
PRESSURE
SWITCH
FCC ACTUATOR POSN

SENSOR (LVDT)
SENSOR POSITION
DETENT PISTONS
22-11-00-038 Rev 1 09/27/96
INTERNAL
DETENT PISTON EXTERNAL OUTPUT CRANK
CONTROL SURFACE SPRINGS OUTPUT CRANK
POSITION SENSOR
AUTOPILOT ACTUATOR SCHEMATIC
DFCS - AUTOPILOT ACTUATOR - FUNCTIONAL DESCRIPTION
22-11-00
- 107 -

DFCS -- AUTOPILOT ACTUATOR - TRANSFER VALVE
Purpose
The purpose of the transfer valve is to get an

electrical signal from the FCC and control the
hydraulic pressure to the main piston.
The transfer valve is approximately 1.5 inches high and

about 1.6 inches in diameter. It weighs approximately 1
pound. These are the four hydraulic ports:
- Input pressure port for the jet pipe controller

- Return port
- Two output ports for the two sides of the main
piston.
A four pin electrical connector attaches the wires from

the FCC.
When an electrical signal comes from the FCC, it moves

the jet pipe in the transfer valve. This causes the
pressure at each end of the control spool to change.
This causes the control spool to move which changes the
22-11-00-039 Rev 1 10/09/96
output pressure in each of the two output ports. The

autopilot actuator uses this change in the output lines
to move the main piston.
22-11-00
- 108 -
RETURN PORT OUTPUT PORT

TO MAIN PISTON
INPUT PRESSURE PORT
ELECTRICAL
OUTPUT PORT CONNECTOR
TO MAIN PISTON
22-11-00-039 Rev 1 10/09/96
DFCS - AUTOPILOT ACTUATOR - TRANSFER VALVE
22-11-00
- 109 -

DFCS -- AUTOPILOT ACTUATOR - HYDRAULIC PRESSURE SWITCH
Purpose
The purpose of the hydraulic pressure switch is to tell

the FCC when the detent hydraulic pressure gets to the
operational level. The autopilot actuator is then ready
to get signals from the FCC to move the control
surfaces.
The switch is approximately 3.6 inches long and has a

maximum diameter of approximately 1.0 inches. The
switch weighs approximately 3.1 ounces. One end of the
switch has a fitting. It attaches to the autopilot
actuator. The other end has a receptacle. It attaches
to an electrical connector.
The switch energizes when the hydraulic pressure

increases between 300 and 500 psi. The switch
disconnects when the pressure decreases to between 500
and 300 psi.
22-11-00-040 Rev 1 09/23/96
22-11-00
- 110 -
FITTING
ELECTRICAL
RECEPTACLE
22-11-00-040 Rev 1 09/23/96
DFCS - AUTOPILOT ACTUATOR - HYDRAULIC PRESSURE SWITCH
22-11-00
- 111 -

DFCS -- AUTOPILOT ACTUATOR - SOLENOID VALVES
Purpose
The purpose of the solenoid valves (both actuator and

detent solenoids) is to open its valve when it receives
an electrical signal. When the valve opens, it lets
hydraulic pressure go to the components within the
autopilot actuator.
Each solenoid is approximately 2.8 inches high and 1.7

inches in diameter. the solenoid weighs approximately
.7 pounds. These are the three hydraulic ports in the
solenoid:
- Pressure for input hydraulic pressure

- Return for the hydraulic fluid to go to the
reservoir
- Cylinder for the output of hydraulic pressure.
An electrical connector attaches the wires from the

FCC.
When the solenoid receives an electrical signal, it

22-11-00-041 Rev 1 05/21/1997
energizes a hydraulic relay. This lets the hydraulic

pressure go from the pressure port to the cylinder
port. When the electrical signal stops, the pressure at
the cylinder port goes to return.
22-11-00
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ELECTRICAL
CONNECTOR
HYDRAULIC
OUTPUT PORT
INPUT
PRESSURE PORT
RETURN PORT
22-11-00-041 Rev 1 09/30/96
DFCS - AUTOPILOT ACTUATOR - SOLENOID VALVES
22-11-00
- 113 -

DFCS -- AUTOFLIGHT STATUS ANNUNCIATOR
Purpose annunciator flashes red, you can turn off that light if
you push the annunciator. If the FMC annunciator is
The autoflight status annunciator shows these amber, you can turn off that light if you push the
annunciations: annunciator.
- Autopilot warning Warning Annunciations

- Autopilot disconnect
- Start BITE test The red A/P annunciator flashes when an A/P
- Autothrottle (A/T) disengage disconnects.
- Alert messages on the FMC or an FMC fails.
The red A/P annunciator comes on steady when any of
Physical Description these conditions occurs:
The autoflight status annunciator is 3.25 inches wide, - DFCS is in BITE

1.5 inches high and 5.2 inches deep. The annunciator - Foreign FCC part number is invalid
weighs 1.1 pounds. - Power-up test fails on the ground
- MCP bus fails when the airplane is in A/P pitch G/A
Three warning light annunciators are on the front. The - Airplane is above 400 feet and cannot exit A/P G/A
color of the A/P light can be red or amber. The color of to altitude acquire because single channel pitch
the A/T light can be red or amber. The FMC light can authority is not available
only be amber. There is also a three-position switch - Stab out of trim warning is set and the airplane is
that you can use to do a test of the lights. in dual pitch A/P below 800 feet.
Operation The red A/T annunciator flashes when the A/T

disengages. The red A/T annunciator comes on steady
22-11-CC-042.001 Rev 1 02/16/1999
When you push the test switch to the number 1 position, when the A/T is in BITE.
all three annunciator lights come on amber. When you
push the test switch to the number 2 position, the A/P Training Information Point
and A/T annunciators come on red and the FMC
annunciator comes on amber. Each warning light indicator has four filament lamps.
You do not have to remove the ASA to replace the lamps.
If the A/P annunciator flashes red, you can turn off Pull the front cap out and hold it down to get access to
that light if you push the annunciator. If the A/T the lamps.
22-11-CC
- 114 -
ELECTRICAL
CONNECTORS
WARNING LIGHT
ANNUNCIATORS
22-11-CC-042.001 Rev 1 02/16/1999
ANNUNCIATOR
TEST SWITCH
DFCS - AUTOFLIGHT STATUS ANNUNCIATOR
22-11-CC
- 115 -

DFCS -- AUTOFLIGHT STATUS ANNUNCIATOR - FUNCTIONAL DESCRIPTION
General push the FMC annunciator, a reset signal goes to the
logic circuit and resets it so that the light goes off.
The autoflight status annunciator has these functions:
Test Switch
- Autopilot (A/P) system annunciations
- Autothrottle (A/T) system annunciations When the test switch is in the number 1 position, a
- Flight management computer system (FMCS) ground goes to the A/P and A/T amber lights. A ground
annunciations. also goes to the FMC message logic circuit to turn on
the electronic switch. This does a test of the amber
A/P System Annunciations lights.
A ground signal can turn on the red or the amber A/P When the test switch is in the number 2 position, a
annunciator lights. When you push the A/P annunciator, ground goes to the A/P and A/T red lights. A ground
a reset signal goes from the annunciator to the FCCs also goes to the FMC fail logic circuit to turn on the
and the mode control panel (MCP). This also turns off electronic switch. This does a test of the red A/P and
the A/P annunciator if it flashes red or flashes amber. A/T lights and the amber FMC lights.
A/T System Annunciations
A ground signal can turn on the red or the amber A/T

annunciator lights. When you push the A/T annunciator,
a reset signal goes from the annunciator to the FCCs
and the A/T computer. This also turns off the A/T
annunciator if it flashes red or flashes amber.
22-11-CC-043.001 Rev 1 09/30/96
FMCS Annunciations
A ground signal can turn on the amber FMC annunciator

light. Either an FMC failure or an FMC alert message
sets one logic circuit in the annunciator. This turns
on an electronic switch which sends a ground to the FMC
amber light. This keeps the amber light on. When you
22-11-CC
- 116 -
A/P WARNING POWER - RED

A/P WARNING POWER - AMBER
A/P WARNING - AMBER A
A/P WARNING - AMBER A A/P

A/P WARNING - RED R P/RST
A/P WARNING - RED R
A/P RESET
A/P P/RST
A/T WARNING POWER - RED
A/T WARNING POWER - AMBER
A
A/T WARNING - AMBER A A/T

R P/RST
A/T WARNING - RED R
A/T RESET
A/T P/RST
FMC WARNING POWER - AMBER
FMC MESSAGE - AMBER SET
TEST OUT A
FMC
22-11-CC-043.001 Rev 1 10/20/1999
RESET
FMC FAIL - AMBER P/RST
SET A
FMC FAIL - AMBER TEST OUT
RESET TEST
FMC RESET 1
FMC P/RST
2
AUTOFLIGHT STATUS ANNUNCIATOR
DFCS - AUTOFLIGHT STATUS ANNUNCIATOR - FUNCTIONAL DESCRIPTION
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- 117 -

DFCS -- INTEGRATED FLIGHT SYSTEM ACCESSORY UNIT
Purpose - IRS warning/crew call horn
- Right IRS five minute power off delay after AC loss
The integrated flight system accessory unit (IFSAU) - Isolation diodes.
gives an interface between the DFCS and the airplane
systems. See the IRS section for more information on the
operation of the IFSAU.(MTM 34-21)
The IFSAU is a 3 MCU box. It uses a single camloc-type

hold down handle to carry the unit and to connect it in
the E-1 rack. There are four electrical connectors on
the back of the IFSAU.
The IFSAU contains two printed circuit cards. The A1

card is the autopilot card. The A2 card is the flight
instrument card.
The A1 card contains electronic components to do these

operations:
- Supply 26v ac sensor power

- FCC mach trim selection
- DC bus isolation
- Navigation transfer
22-11-CC-044 Rev 1 04/05/1999
- Autoland transfer
- Autoland warning logic.
The A2 card contains electronic components to do these

operations:
- VOR/ILS test inhibit
22-11-CC
- 118 -

22-11-CC-044 Rev 1 04/05/1999
DFCS - INTEGRATED FLIGHT SYSTEM ACCESSORY UNIT
22-11-CC
- 119 -

DFCS -- MACH TRIM ACTUATOR
Purpose Before the motor turns, the brake windings must get 28v
dc to release the brake. When you remove power from the
When the airplane speed gets very fast, the center of control windings, you also remove power from the brake
lift moves aft and the airplane starts to nose down. windings. This stops the motor.
This is mach tuck. The purpose of the mach trim
actuator is to correct for this mach tuck condition. To When the position synchro gets 26v ac 400 Hz power, an
do this, it trims the elevator at these high speeds to output voltage goes to the FCCs to show the position of
raise the nose. the mach trim actuator.
Physical Description Training Information Point
The mach trim actuator is 9.3 inches long, 4.8 inches When you remove or install the mach trim actuator, make
wide, and 4.0 inches high. The output shaft can move sure you install the E-5 rigging pin in the aft control
0.5 inches. quadrant.
Location
The mach trim actuator is on the top of the elevator

feel and centering unit. When the actuator moves, it
causes the feel and centering unit to turn.
An electric motor turns a gear train that causes the

output shaft to move in and out. There is an electric
brake that holds the output shaft when the motor is not
22-11-CC-045 Rev 1 04/28/1999
on. A synchro is on the gear train and an electrical

signal tells the FCCs the position of the output shaft.
The motor operates with 115v ac 400 Hz power to the

fixed phase motor windings. When the motor gets 36v ac
400 Hz power to the phase control winding, it turns.
22-11-CC
- 120 -
OUTPUT
SHAFT
ELECTRICAL
E5 RIGGING CONNECTOR
PIN
TAILCONE EQUIPMENT
22-11-CC-045 Rev 1 04/28/1999
MACH TRIM ACTUATOR
DFCS - MACH TRIM ACTUATOR
22-11-CC
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DFCS -- TAKEOFF/GO-AROUND SWITCH
General
The takeoff/go-around (TO/GA) switch sets the takeoff

or the go-around mode for these systems:
- Autothrottle (A/T) system

- Digital flight control system (DFCS).
There are two TO/GA switches on the control stand. One

switch is on each thrust lever. Each switch is a
momentary action pushbutton switch.
The TO/GA switch is 2.5 inches long, 1.1 inches wide,

and 0.9 inches deep.
22-11-CC-046 Rev 1 04/05/1999
22-11-CC
- 122 -
CONTROL STAND
NORMAL
22-11-CC-046 Rev 1 04/05/1999
TO/GA
TO/GA SWITCH
SCHEMATIC
DFCS - TAKEOFF/GO-AROUND SWITCH
22-11-CC
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DFCS -- AUTOPILOT DISENGAGE SWITCH
General
The purpose of the autopilot (A/P) disengage switch is

to disengage the autopilots. It also turns off the red
A/P annunciators on the ASAs when they flash.
There are two A/P disengage switches. One is on the

outboard side of the captain control wheel. The other
is on the outboard side of the first officer control
wheel. The two switches can disengage both FCCs and
turn off both ASAs.
Each switch is a momentary pushbutton switch. Each

switch has three normally-closed contacts and one
normally-open contact.
22-11-00-047 Rev 1 09/26/96
22-11-00
- 124 -
CAPTAIN CONTROL WHEEL
NORMAL
DISENGAGE
BUTTON
DISENGAGE
22-11-00-047 Rev 1 09/26/96
A/P DISENGAGE SWITCH

SCHEMATIC AUTOPILOT DISENGAGE SWITCH
DFCS - AUTOPILOT DISENGAGE SWITCH
22-11-00
- 125 -

DFCS -- FUNCTIONAL DESCRIPTION - AUTOPILOT CONTROLS
General The A/P channel A is the A/P from FCC A and the A/P
channel B is from FCC B.
These are the autopilot (A/P) functions that the flight
control computer (FCC) does: For the A system, the LCL A/P is FCC A and the FGN A/P
is FCC B. For the B system, the LCL A/P is FCC B and the
- A/P roll control FGN A/P is FCC A.
- A/P pitch control
- Autoland When the crew engages one A/P, that A/P is the master
- Engage interlocks and the other A/P is the slave. When the crew engages
- Warning and annunciations both A/Ps (dual mode), the first A/P engaged is the
- Stabilizer trim. master and the second engaged is the slave. The master
A/P controls the mode displays on the flight mode
The autopilot can control the airplane two ways. In the annunciator (FMA) and the data that goes to the A/T and
command (CMD) mode, it controls the airplane FMCS.
automatically with no control column inputs from the
pilots. In the control wheel steering (CWS) mode, it A/P Roll Control
controls the airplane with control column inputs from
the pilots. The roll control function uses data from several
airplane sensors and the roll CWS force transducer to
Changes between A/P modes do not supply unwanted calculate a roll command. The roll command goes to the
movement. Changes between the A/P and flight director aileron A/P actuators to move the control surfaces
(F/D) modes do not supply unwanted movement or F/D through the aileron PCUs. The FCCs use feedback signals
commands. from these sensors to calculate the roll commands:
A/P Names - Aileron position sensor

- Spoiler position sensors
22-11-CC-050 Rev 1 02/16/1999
The A/P may be called one of these names: - Flap position switches
- Aileron A/P actuator position sensors.
- Channel A or channel B.
- Local (LCL) or foreign (FGN) A/P Pitch Control
- Master or slave.
The pitch control functions use data from several
airplane sensors and the pitch CWS force transducers to
22-11-CC
- 127 -

DFCS -- FUNCTIONAL DESCRIPTION - AUTOPILOT CONTROLS
calculate a pitch command. The pitch command goes to Usually, the circuits let the autopilot engage. If
the elevator A/P actuators to move the control surfaces conditions are not normal, the autopilot disengages or
through the elevator power control units (PCU). The the autopilot will not engage.
FCCs use feedback signals from these sensors to
calculate the pitch commands: Warning and Annunciations
- Elevator position sensor The warning and annunciation function sends normal and
- Elevator neutral shift sensor non-normal indications of the autopilot performance to
- Stabilizer position sensors these components:
- Flap position switches
- Elevator A/P actuator position sensors. - EFIS symbol generators
- Captain autoflight status annunciator (ASA)
Autoland - First officer ASA
- Flight control panel
The autoland function consists of these parts of the - MCP IAS/MACH indicator
flight path: - Stab out of trim light.
- Approach Stabilizer Trim

- Flare
- Go-around. When the autopilot is engaged, it sends trim commands
to the stabilizer. The stabilizer trim system uses the
The autoland function only operates if both FCC A and same stab trim electric actuator that the speed trim
FCC B are engaged. The autoland function contains both system uses.
pitch and roll commands.
Engage Interlocks
22-11-CC-050 Rev 1 02/16/1999
The autopilot engage interlock circuits monitor these

functions:
- Power
- Operation
- Components.
22-11-CC
- 128 -
SYSTEM SENSORS
AND INDICATIONS - A/P ROLL CONTROL
- A/P PITCH CONTROL L EFIS SG
- AUTOLAND
- ENGAGE INTERLOCKS CAPT ASA
- WARN AND ANNUNCIATION

INPUT TORQUE TUBE
- STABILIZER TRIM
A/P ACTUATOR A OUTPUT

FCC A TORQUE TUBE
PCU A
MCP POSITION SENSOR

CONTROL SURFACE
CABLE
CONTROL COLUMN
PCU B
22-11-CC-050 Rev 1 02/16/1999
SAME AS FCC A A/P ACTUATOR B
SYSTEM SENSORS F/0 ASA

AND INDICATIONS
FCC B R EFIS SG
DFCS - FUNCTIONAL DESCRIPTION - AUTOPILOT CONTROLS
22-11-CC
- 129 -

DFCS -- FUNCTIONAL DESCRIPTION - A/P ROLL CONTROL
General - True airspeed
- MCP bank angle limit.
The FCC calculates the aileron commands for the roll
modes. The commands go to the aileron autopilot VOR
actuators. The FCC also calculates the flight director
(F/D) commands that go to the EADIs. These are the three submodes of the VOR mode:
The FCC calculates the roll commands for these roll - VOR capture
modes: - VOR on-course
- VOR over-station.
- Lateral navigation (LNAV)
- Heading select (HDG SEL) The FCC uses these inputs to calculate the VOR roll
- Very high frequency omni range (VOR) commands for the three submodes:
- Localizer (LOC)
- Go-around (G/A) - MCP VOR/LOC mode selector pushed
- Takeoff (T/O). - MCP selected course
- Magnetic track
The crew can also engage the A/P in roll control wheel - VOR deviation
steering (CWS). - DME distance
- True airspeed
LNAV - MCP bank angle limit
- Roll attitude
In the LNAV mode, the roll command is the LNAV steering - Uncorrected altitude.
command that the FCC gets from the FMC.
LOC
HDG SEL
22-11-CC-051 Rev 1 05/27/1999
These are the three submodes of the LOC mode:

The FCC uses these inputs to calculate the heading
select roll command: - LOC arm
- LOC capture
- MCP HDG SEL mode selector pushed - LOC on-course.
- MCP selected heading
- Magnetic heading
22-11-CC
- 131 -

DFCS -- FUNCTIONAL DESCRIPTION - A/P ROLL CONTROL
The FCC uses these inputs to calculate the LOC roll - Roll rate.
commands for the three submodes:
Autopilot Aileron Commands
- MCP VOR/LOC mode selector pushed
- MCP selected ILS course The FCC can use the roll commands from all the modes
- Magnetic track except the roll T/O mode to calculate the autopilot
- Lateral acceleration aileron command. The FCC also applies roll limits to
- Roll attitude the aileron commands. The FCC also uses these signals
- Localizer deviation to calculate the aileron command:
- Radio altitude
- Glideslope (G/S) engaged. - Roll attitude
- Roll rate
Roll G/A - A/P aileron actuator position
- Aileron position.
The FCC uses the airplane magnetic track to calculate
the roll G/A command. The FCC uses the roll command to calculate the pitch
commands to increase the pitch as the airplane rolls.
Roll T/O
Flight Director Roll Commands
The FCC uses zero heading error to calculate the roll
T/O command. The FCC uses the roll command from all the modes except
the roll CWS mode to calculate the F/D commands. The
Roll CWS FCC also applies roll limits to the F/D commands.
The attitude hold and the heading hold are the two
submodes of the roll CWS mode. The FCC uses these
22-11-CC-051 Rev 1 05/27/1999
inputs to calculate the CWS roll commands for the

submodes:

- Magnetic heading
- True airspeed
- Roll attitude
22-11-CC
- 132 -
- LNAV STEERING COMMANDS FMC - ROLL ATTITUDE

CONTROL - ROLL ATT RATE
- MCP SELECTED HEADING LNAV
- MAGNETIC HEADING - ROLL A/P ACTR POSN
- TRUE AIRSPEED - AILERON POSITION
- MCP BANK LIMIT
- MCP HDG SEL MODE SW HDG SEL
- MCP SELECTED COURSE AUTOPILOT
- MAGNETIC TRACK AILERON COMMAND
- VOR DEVIATION AILERON AILERON A/P
CAPTURE CALCULATIONS COMMAND ACTUATOR
- MCP VOR/LOC MODE SW ON-COURSE AND
- DME DISTANCE OVER- LIMITATIONS
- TRUE AIRSPEED STATION
- MCP BANK LIMIT
- ROLL ATTITUDE VOR
- UNCORRECTED ALTITUDE
A/P ROLL COMMAND
- MCP SELECTED ILS COURSE TO PITCH CALCULATIONS
- MAGNETIC TRACK LOC ARM
- LATERAL ACCELERATION CAPTURE
- ROLL ATTITUDE ON-COURSE
- LOC DEVIATION APPROACH- FLIGHT DIRECTOR F/D
- RADIO ALTITUDE ON-COURSE COMMAND COMMAND
- G/S ENGAGED CALCULATIONS EADI
- MCP APP OR VOR/LOC SW LOCALIZER AND
- MAGNETIC HEADING LIMITATIONS
- TRUE AIRSPEED ATTITUDE
- ROLL CWS FORCE TRANSDUCER AND HDG
- ROLL ATTITUDE HOLD
- ROLL RATE ROLL CWS - ROLL ATTITUDE
22-11-CC-051 Rev 1 05/27/1999
- ROLL ATT RATE

- MAGNETIC TRACK
ROLL G/A
- ZERO HEADING ERROR
ROLL T/O
FCC (TYPICAL)
DFCS - FUNCTIONAL DESCRIPTION - A/P ROLL CONTROL
22-11-CC
- 133 -

DFCS -- FUNCTIONAL DESCRIPTION - A/P PITCH CRUISE CONTROL
General ALT ACQ
The FCC calculates the elevator commands that go to the The FCC selects the altitude acquire mode when the
elevator autopilot actuators for the pitch modes. The airplane approaches the MCP selected altitude. There
FCC also calculates the F/D commands that go to the are no mode selector switches to select this mode.
EADIs. There are cruise pitch modes and
takeoff/approach pitch modes The FCC uses these inputs to calculate the altitude
acquire pitch commands:
The FCCs calculate the pitch commands for these cruise
pitch modes: - MCP selected altitude
- Baro corrected altitude
- Vertical navigation (VNAV) - True airspeed
- Altitude acquire (ALT ACQ) - Inertial vertical speed
- Altitude hold (ALT HOLD) - Uncorrected altitude.
- Vertical speed (V/S)
- Level change (LVL CHG). ALT HOLD
The crew can also engage the A/P in pitch CWS. You can select the altitude hold mode with the ALT HLD
pushbutton. The FCC selects the altitude hold mode
VNAV automatically when the airplane gets to the MCP
selected altitude.
The FCC uses these inputs to calculate the VNAV speed
(VNAV SPD) and VNAV path (VNAV PTH) pitch commands: The FCC uses these inputs to calculate the altitude
hold pitch commands:
- MCP VNAV mode selector pushed
- FMC target altitude - MCP ALT HLD mode selector pushed
22-11-CC-052 Rev 1 05/27/1999
- FMC target V/S - Speed and altitude reference from the altitude
- FMC target airspeed acquire mode
- FMC target mach - Uncorrected baro altitude
- FMC discretes - True airspeed
- MCP selected altitude. - Inertial vertical speed.
22-11-CC
- 135 -

DFCS -- FUNCTIONAL DESCRIPTION - A/P PITCH CRUISE CONTROL
Vertical Speed - Captain pitch CWS force transducer
- First officer pitch CWS force transducer
The FCC uses these inputs to calculate the vertical - Computed airspeed
speed pitch commands: - Uncorrected baro altitude.
- MCP V/S mode selector pushed Autopilot Elevator Commands

- Inertial vertical speed
- True airspeed The FCC can use the pitch commands from all the cruise
- MCP selected V/S modes to calculate the autopilot elevator command. The
- FMC target V/S. FCC also applies pitch limits to the aileron commands.
The FCC also uses these signals to calculate the
LVL CHG elevator command:
In the level change mode, the A/P uses pitch commands - Pitch attitude
to control the airplane speed. The FCC uses these - Pitch rate
inputs to calculate the level change pitch commands: - Pitch A/P elevator actuator position
- Elevator Position
- MCP LVL CHG mode selector pushed - Neutral shift sensor position
- MCP selected altitude - A/P roll command.
- MCP selected speed
- Longitudinal acceleration Flight Director Pitch Commands
- True airspeed
- Pitch attitude The FCC can use the pitch command from all the cruise
- Flap angle modes except the pitch CWS mode to calculate the F/D
- Angle of airflow commands. The FCC also applies pitch limits to the F/D
- Inertial V/S and acceleration commands.
22-11-CC-052 Rev 1 05/27/1999
- Calibrated airspeed.
Pitch CWS
The FCC uses these inputs to calculate the CWS pitch

command.
22-11-CC
- 136 -
- COMPUTED AIRSPEED
- UNCORRECTED BARO ALT PATH - PITCH A/P ACTR POSN
- CAPT PITCH CWS FORCE CONTROL - ELEVATOR POSITION
- F/O PITCH CWS FORCE - NEUTRAL SHIFT POSN
PITCH CWS
- FMC TARGET ALTITUDE - PITCH ATTITUDE
- FMC TARGET V/S FMC - PITCH ATT RATE
- FMC TARGET AIRSPEED CONTROL
- FMC TARGET MACH
- FMC DISCRETES VNAV SPD ELEVATOR ELEVATOR
- MCP SELECTED ALTITUDE VNAV PATH AUTOPILOT PITCH A/P
CRUISE COMMAND COMMAND
- MCP VNAV MODE SW ACTUATOR
VNAV CALCULATIONS THROTTLE
- MCP SELECTED ALTITUDE AND A/T
- BARO CORRECTED ALT LIMITATIONS COMMAND
- TRUE AIRSPEED PATH
- INERTIAL VERTICAL SPEED CONTROL
- UNCORRECTED ALTITUDE
ALT ACQ A/P ROLL COMMAND
SPD/ALT REF (FROM ROLL CALCULATIONS)
- UNCORRECTED BARO ALT PATH

- TRUE AIRSPEED CONTROL PITCH ATTITUDE
- INERTIAL VERTICAL SPEED
- MCP ALT HLD MODE SW ALT HOLD
- INERTIAL VERTICAL SPEED FLIGHT DIRECTOR
- TRUE AIRSPEED FLY TO PITCH CRUISE F/D PITCH
- MCP SELECTED V/S ALTITUDE COMMAND EADI
- MCP V/S MODE SW RATE CALCULATIONS
AND COMMAND
- FMC TARGET V/S
V/S LIMITATIONS
- MCP SELECTED ALTITUDE
- MCP TARGET SPEED
22-11-CC-052 Rev 1 05/27/1999
- MCP LVL CHG MODE SW

- LONGITUDINAL ACCEL
- TRUE AIRSPEED SPEED
- ATTITUDE CONTROL
- FLAP ANGLE
- ANGLE OF AIRFLOW LVL CHG
- INERTIAL VERT SPD AND ACCEL
- CALIBRATED AIRSPEED
FCC (TYPICAL)
DFCS - FUNCTIONAL DESCRIPTION - A/P PITCH CRUISE CONTROL
22-11-CC
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DFCS -- FUNCTIONAL DESCRIPTION - A/P PITCH APPROACH CONTROL
General - A/P pitch actuator position
- Engine N1
The pitch takeoff/approach mode consists of the - Angle of airflow
approach/go-around (G/A) mode and the takeoff (T/O) - Wheel speed
mode. The T/O mode is a flight director mode only. - TO/GA switch
- Ground speed
Approach/Go-Around Mode - Squat switch.
The pitch approach/go-around mode has these submodes: Takeoff Mode
- G/S capture The FCC calculates the takeoff mode commands with same
- G/S track inputs as the approach/go-around mode.
- Approach-on-course
- Flare Autopilot Elevator Command
- Go-around.
The FCC uses the pitch commands from the approach/go-
The FCC uses these inputs to calculate the approach/go- around mode to calculate the autopilot elevator
around pitch command: command. The FCC also applies pitch limits to the
aileron command. The FCC also uses these signals to
- MCP APP mode selector pushed calculate the elevator command:
- Inertial vertical speed
- Inertial vertical acceleration - Pitch A/P elevator actuator position
- Pitch attitude and pitch rate - Elevator Position
- Flight path acceleration - Neutral shift sensor position
- Longitudinal acceleration - Pitch attitude
- G/S deviation - Pitch rate
22-11-CC-053 Rev 1 05/27/1999
- Radio altitude - A/P roll command.

- Computed airspeed
- True airspeed Flight Director Pitch Command
- Nav receiver tuned to LOC frequency
- MCP selected runway heading The FCC can use the pitch command from both modes to
- Stabilizer position and trim calculate the F/D command. The FCC also applies pitch
- Flap angle limits to the F/D command.
22-11-CC
- 138 -
- PITCH A/P ACTR POSN

- ELEVATOR POSITION
- NEUTRAL SHIFT POSN
- INERTIAL VERTICAL SPEED - PITCH ATTITUDE
- INERTIAL VERTICAL ACCEL - PITCH ATT RATE
- PITCH ATTITUDE
- PITCH RATE
- LONGITUDINAL ACCELERATION
- FLIGHT PATH ACCELERATION ELEVATOR ELEVATOR
- G/S DEVIATION AUTOPILOT PITCH A/P
G/S CAPTURE COMMAND ACTUATOR
- RADIO ALTITUDE APPROACH COMMAND
- TRUE AIRSPEED G/S TRACK CALCULATIONS AND THROTTLE
- COMPUTED AIRSPEED LIMITATIONS A/T
- NAV RECEIVER TUNED TO LOC APPROACH-ON- COMMAND
- TO/GA SWITCH COURSE
- MCP APP MODE SW
- STABILIZER TRIM FLARE
- STABILIZER POSITION A/P ROLL COMMAND
- FLAP ANGLE GO-AROUND FROM ROLL CALCULATIONS
- A/P PITCH ACTUATOR POSN
- ENGINE N1
- ANGLE OF AIRFLOW
- WHEEL SPIN APPROACH/
- GROUND SPEED FLIGHT DIRECTOR
GO-AROUND PITCH APPROACH F/D PITCH
- SQUAT SWITCH
- MCP SELECTED RUNWAY HEADING COMMAND EADI
CALCULATIONS AND COMMAND
LIMITATIONS
22-11-CC-053 Rev 1 05/27/1999
PITCH T/O
PITCH ATTITUDE
FCC (TYPICAL)
DFCS - FUNCTIONAL DESCRIPTION - A/P PITCH APPROACH CONTROL
22-11-CC
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DFCS -- FUNCTIONAL DESCRIPTION - A/P AUTOLAND
General between its own CPUs. FCC A and FCC B have the same data
so they should agree on the pitch and roll commands.
The autoland function is the dual channel (FCC A and
FCC B) operation of the digital flight control system Equalization
(DFCS). To make an autoland approach, you use the
autoland function. The autoland function consists of The FCCs compare the two elevator A/P actuator output
these operations: positions and make them the same if there is a
difference. This also occurs for the aileron A/P
- Synchronization actuators. This makes sure that the actuators agree
- Initialization with each other.
- Equalization
- Monitors. Monitors
These functions are necessary to engage the autoland These are the three monitor circuits that monitor the
function. performance of the two FCC autopilots:
Synchronization - Surface position monitor

- A/P actuator position monitor
When each FCC is engaged in the autopilot command mode - CPU command monitor.
(CMD) or CWS, the A/P actuators for that FCC
synchronize their outputs to the control surface The surface position monitor compares the position of
position. This occurs before the FCC energizes the the A/P actuator and the control surface.
detent solenoids. This prevents a sudden movement of
the control surfaces when the actuator detent piston The A/P actuator position monitor compares the position
clamps onto the output shaft. of the actuator to the autopilot command.
22-11-CC-054 Rev 1 09/27/96
Initialization The CPU command monitor compares the calculations made

by the primary CPU and the alternate CPU.
The CPU 1 and CPU 2 in the FCC that is engaged first
calculate the control laws. At initialization, the Any differences will disengage the autoland function
first FCC transfers the control law data to the CPUs in and the autopilots.
the second FCC. The first FCC also transfers the data
22-11-CC
- 140 -
- SURFACE POSITION SENSORS

- AIL AND ELEV A/P ACTUATORS POSITION
SYNCHRONIZATION
- STATE VARIABLES FROM CPU 1 (ROLL)

AND CPU 2 (PITCH) FROM FIRST UP FCC
INITIALIZATION
- AIL AND ELEV A/P ACTUATOR POSITION
EQUALIZATION
- A/P ACTUATOR POSITION

- CONTROL SURFACE POSITION
SURFACE POSN MONITOR

AUTOLAND
- A/P ACTUATOR POSITION ENGAGE/ L EFSG
- CONTROL SURFACE COMMAND DISENGAGE A/P
CIRCUITS ACTUATORS
A/P ACTUATOR MONITOR
22-11-CC-054 Rev 1 05/27/1999
- CPU 1 APPROACH CALCULATIONS

- CPU 2 APPROACH CALCULATIONS
CPU COMMAND MONITOR

FCC A
FCC B
DFCS - FUNCTIONAL DESCRIPTION - A/P AUTOLAND
22-11-CC
- 141 -

DFCS -- FUNCTIONAL DESCRIPTION - A/P ENGAGE INTERLOCK SCHEMATIC
General shows on the ASAs. The system aileron and elevator A/P
actuators also de-energize.
Engage and warning monitor circuits in the FCCs and MCP
monitor important autopilot (A/P) functions. FCC
MCP The autopilot engage interlock circuits in the FCC

monitor these items and send an engage enable signal to
There are two autopilot engage switches on the MCP for the MCP:
each autopilot system. These let the flight crew engage
the autopilot. You can engage the autopilot in the - Operation
command (CMD) or control wheel steering (CWS) mode. - Power
When you push one of the autopilot engage switches, an - Components.
engage relay energizes and the autopilot engage switch
light comes on if the engage enable signals from the To engage the autopilot, the pre-engage logic must be
FCC are valid. valid. To keep the autopilot in the engage mode, the
hold logic must be valid. The autopilot engage logic
When the autopilot engages, the MCP sends a signal to table shows these logic conditions.
these components:
CPU 1 sends a high engage enable signal to the MCP. CPU
- Aileron A/P actuator 2 sends a low engage enable signal to the MCP. The MCP
- Elevator A/P actuator needs both signals to engage the autopilot.
- FCC.
The FCC sends a signal to the A/P actuators to energize
This signal energizes the actuator solenoid and tells the detent solenoids. This occurs after the actuators
the FCC that it has energized the A/P actuators. The synchronize to the control surface position. If there
MCP also tells the FCC which mode the crew selects. is no detent hydraulic pressure 3.5 seconds after the
22-11-CC-055 Rev 1 05/27/1999
detent solenoids are energized, the autopilot does not

The crew can disengage the autopilots with the captain stay engaged.
or first officer disengage switches or the autopilot
engage switches. There is also a disengage bar on the During the cruise modes, you can only engage one
MCP that lets the flight crew disengage the autopilots. autopilot, A or B. If autopilot A is engaged and the
If the autopilot disengages, the light on the autopilot crew engages autopilot B, A will disengage after B has
engage switch goes out and the A/P disengage warning engaged.
22-11-CC
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DFCS -- FUNCTIONAL DESCRIPTION - A/P ENGAGE INTERLOCK SCHEMATIC
When in the dual approach mode, you can engage both
autopilots at the same time. After you push the APP
mode selector switch on the MCP, you can push the
second A/P CMD engage switch. The second system
autopilot actuators synchronize to the control surfaces
and engage the detent pistons after the airplane is in
the approach-on-course mode.
If the airplane is on a dual approach and the crew

pushes a TO/GA switch, both A/Ps stay engaged in the
go-around mode.
The autopilot disengages if there are any of the

general disengage conditions shown on the autopilot
engage logic table. The roll and pitch mode disengage
tables show the roll and pitch conditions that will
cause the autopilot to disengage.
A cross channel digital bus supplies engage and

disengage data between the FCCs.
When the FCC is in BITE, you can engage the autopilot

in CMD or CWS.
22-11-CC-055 Rev 1 05/27/1999
22-11-CC
- 144 -
NORMAL
28V DC ACTUATOR
ENGAGE ACTUATOR SOLENOID
SOLENOID DETENT SOLENOID
INTLK A
DISENGAGE BAR ENGAGE RELAY HYDRAULIC PRESS
SYS A AILERON AND

DISENG ELEV A/P ACTUATOR
CMD ON ENGAGED
A CMD
ENGAGE
CMD REQ
CWS ON
A CWS
CWS
CWS REQ
APP REQ CMD
APP
ENGAGE LOGIC
MCP
- PRE-ENGAGE LOGIC
- HOLD LOGIC (AFTER ENGAGE)
SENSORS HIGH
- DISENGAGE LOGIC CPU 1
ENABLE
- ROLL MODE DISENGAGE LOGIC LOW
CPU 2
ENABLE
- PITCH MODE DISENGAGE LOGIC
CMD
A/P CONTROL WHEEL - BITE
DISCONNECT SWITCHES CMD OR CWS
- FIRST A/P ENGAGED
CWS
22-11-CC-055 Rev 1 05/27/1999
- SECOND A/P ENGAGED (CRUISE)

- DUAL A/P AND AOC
- PITCH OR ROLL A/P G/A
FCC B
CROSS - A/P ACTUATOR SYNCHRONIZED
CHANNEL - LATCHED HYDRAULIC PRESSURE
FCC A FCC B
DFCS - FUNCTIONAL DESCRIPTION - A/P ENGAGE INTERLOCK SCHEMATIC
22-11-CC
- 145 -

DFCS -- FUNCTIONAL DESCRIPTION - A/P ENGAGE LOGIC TABLE-1
General 5. The captain and first officer must not push A/P
disengage switches.
The table shows some of the functions that the
autopilot engage interlock circuits monitor and the 6. Before the A/P engages, the A/P actuator hydraulic
conditions that they cause. These are the three pressure switches must show no hydraulic pressure.
conditions:
7. After the A/P actuators synchronize, the FCC
- Pre-engage - shows the functions necessary to energizes the detent solenoid. There must be hydraulic
engage the autopilot pressure in 3.5 seconds.
- Hold - shows the functions necessary to keep the
autopilot engaged 8. The FCC 115v ac must be valid. A delay allows an
- Disengage - shows functions that disengage the interrupt of 0.5 seconds.
autopilot.
9. The dc engage interlock is the power source for
Engage and Disengage Conditions several interlocks and is necessary for pre-engage and
hold logic.
The numbers in the text correspond to the numbers on
the table. 10. The FCC 28v dc and the internal power supplies must
be valid.
1. The stabilizer trim cutout switch must be in the
normal position. 11. The power-up test monitors these components and
functions and they must pass the test:
2. The crew must not push a main electric trim switch
to manually trim the stabilizer. - CPU 1 and 2
- Autoland
3. The A/P stabilizer trim system must not try to trim - Go-around (G/A).
22-11-CC-056 Rev 1 05/27/1999
nose up and nose down at the same time.

The FCC also does these continuous checks:
4. The stab trim motor is a two-speed motor and the
speed depends on the position of the flaps. The motor - Read only memory (ROM)
speed and flap position must agree. A 10-second delay - Random access memory (RAM)
allows for flap movement. - Direct memory access (DMA) controller
- Digital-to-analog and analog-to-digital converters
22-11-CC
- 147 -

- Program flow and master timer, also called 16. The captain or the first officer can disengage the
heartbeat. autopilots if one pushes a disengage switch.
The FCC does these continuous autopilot checks: 17. If the MCP bus is invalid, the autopilot disengages
in all the modes except the approach mode after
- Actuator position transducers (LVDT) for an open approach on course.
circuit
- Neutral shift sensor for reasonable data 18. A local AC bus transfer disengages the local
- Actuator commands to the actuator movement. autopilot in CMD. You may engage the autopilot again
unless the foreign autopilot is in the approach and CMD
12. Any force on the control wheel must be less than 3 modes.
pounds. Any force on the control column must be less
than 5 pounds.
13. This inertial reference data from the IRU must be

valid:
- Roll angle
- Roll rate
- Pitch angle
- Pitch rate.
14. This air data from the ADC must be valid except
when the autopilot is in the flare arm mode:
- Computed airspeed (CAS)

22-11-CC-056 Rev 1 05/27/1999
- Uncorrected baro altitude.
15. You can engage only one autopilot when in the

cruise mode. When you try to engage the second
autopilot, the first autopilot will disengage. The
first autopilot will disengage after the second
autopilot actuators are fully pressurized.
22-11-CC
- 148 -
CONDITIONS PRE- HOLD DIS-

ENGAGE ENGAGE
1. A/P STAB TRIM CUTOUT SWITCH NORMAL X X
2. MAIN ELECTRIC TRIM SWITCHES NOT PUSHED X X
3. BOTH TRIM UP AND TRIM DOWN NOT AT THE SAME TIME X X
4. AUTO STAB TRIM MOTOR SPEED MATCH FLAP SETTING (10 SEC0ND DELAY) X X
5. A/P DISENGAGE SWITCHES NOT PUSHED X X
6. A/P ACTUATOR HYDRAULIC PRESSURE SWITCHES SHOW NO PRESSURE X
7. A/P ACTUATOR HYD PRESS SWITCHES SHOW PRESSURE WITHIN 3.5 SEC AFTER DETENT X
8. FCC 115V AC IS VALID (0.5-SEC DELAY FOR INTERRUPTS) X X
9. DC ENGAGE INTLK POWER IS VALID X X
10. FCC 28V DC POWER AND INTERNAL POWER SUPPLIES ARE VALID X X
11. POWER UP AND CONTINUOUS MONITOR CHECKS ARE VALID X X
12. LESS THAN 3 LBS FORCE ON CONTROL WHEEL AND 5 LBS FORCE ON CONTROL COLUMN X
13. SELECTED IRU INERTIAL DATA IS VALID X X
14. CAS AND UNCORRECTED BARO ALTITUDE ARE VALID, EXCEPT WITH FLARE ARMED X X
15. AUTOPILOTS CHANGE ENGAGEMENT WHEN IN CRUISE MODE X
22-11-CC-056 Rev 1 05/27/1999
16. CAPT OR F/O PUSHES THE A/P DISENGAGE SWITCH X

17. MCP BUS INVALID IN ALL MODES EXCEPT APPROACH MODE AFTER AOC X
18. LCL AC BUS TRANSFER 1
1 CAN BE RE-ENGAGED IN ANY MODE EXCEPT APP MODE WITH FGN IN CMD
DFCS - FUNCTIONAL DESCRIPTION - A/P ENGAGE LOGIC TABLE-1
22-11-CC
- 149 -

General 23. The signal from the SMC that shows a stall
condition and activates the stick shaker must not be
The table shows more of the functions that the active.
autopilot engage interlock circuits monitor and the
conditions that they cause. These are the three 24. The selected baro corrected altitude from the DADC
conditions: must be valid.
- Pre-engage - shows the functions necessary to 25. The option pin that shows the FCC can do the dual
engage the autopilot approach, CAT IIIA (50 ft DH), must be selected in the
- Hold - shows the functions necessary to keep the second up channel FCC.
autopilot engaged
- Disengage - shows functions that disengage the 26. The VHF nav control panel for the second up channel
autopilot. must be tuned to the ILS frequency.
Engage and Disengage Functions 27. The FCC that is the second up channel for a dual
approach must be on a different power bus then the
19. If the crew wants to make a dual approach in CMD, first up FCC.
they must put the other A/P in CMD at a radio altitude
more than 800 feet. 28. The autopilot that is the second up for the dual
approach must be in the CMD and not the CWS mode.
20. If the IRS transfer switch is in the BOTH ON 1 or
BOTH ON 2 position, the autopilot will disengage and 29. During a dual approach if one autopilot disengages,
cannot be reengaged. the other autopilot also disengages.
21. The VHF NAV transfer switch must be in a position

so that the data that the autopilot uses also shows on
22-11-CC-146 Rev 1 08/25/1999
EFIS.
22. The flap position data from the flap transmitters

must agree with the flap position data from the flap
control unit switches.
22-11-CC
- 150 -
PRE- HOLD DIS-

CONDITIONS ENGAGE ENGAGE
19. FOR DUAL APP WITH FGN IN CMD AND AND RA > 800 FT X X
20. IRU TRANSFER SWITCH OUT OF THE NORMAL POSITION X
21. VHF NAV TRANSFER SWITCH IN THE CORRECT CONFIGURATION X X
22. REDUNDANT SOURCE OF FLAP POSITION DATA MUST AGREE X X
23. STICK SHAKER SIGNAL FROM THE SMC MUST NOT BE ACTIVE X X
24. SELECTED BARO CORRECTED ALTITUDE MUST BE VALID X X
25. CAT IIIA (50 FT DH) OPTION SELECTED IN SECOND UP CHANNEL DURING APPROACH X X
26. THE SECOND UP CHANNEL IN DUAL MUST BE TUNED TO THE ILS FREQUENCY X X
27. THE SECOND UP CHANNEL MUST BE ON ITS OWN POWER BUS X X
28. SELECT CWS FOR THE SECOND UP CHANNEL IN DUAL X
29. THE OTHER CHANNEL DURING A DUAL APPROACH DISENGAGES X
22-11-CC-146 Rev 1 08/25/1999
DFCS - FUNCTIONAL DESCRIPTION - A/P ENGAGE LOGIC TABLE-2
22-11-CC
- 151 -

DFCS -- FUNCTIONAL DESCRIPTION - A/P ROLL MODE DISENGAGE LOGIC TABLE
General - CPU monitor.
The table shows the roll mode conditions that cause the If a monitor shows a failure, the autopilots disengage.
autopilot to disengage.
6. Before flare arm, VHF NAV or EFIS transfer to BOTH
Disengage Conditions ON 2 inhibits the radio modes for FCC A. However, if
you put the EFIS transfer switch to BOTH ON 2 and the
The numbers in the text correspond to the numbers on VHF NAV transfer switch to BOTH ON 1 you remove the
the table. inhibit. After flare arm, the A/P disengages if you put
either switch to BOTH ON 2.
1. The magnetic heading must be valid when in the CWS
heading hold or the autopilot will disengage. If the 7. After LOC engage, if the LOC receiver is not valid
magnetic heading fails while in the heading mode, the or a beam anomaly occurs, the autopilot disengages.
A/P goes to the CWS mode first and then disengage. There is a 10-second delay to allow for interrupts.
2. If the radio altitude is less than 2000 feet and the A beam anomaly occurs if the localizer beam rate is
A/P is not in flare arm, it disengages if the crew more than 0.13 degrees/second and the beam deviation is
pushes a TO/GA switch. more than 0.3 degrees.
3. If the crew pushes a TO/GA switch after touchdown 8. The autopilots disengage below 350 feet if in dual
(wheel spin greater than 60 knots), both autopilots mode and not in flare arm mode.
disengage.
9. The true airspeed (TAS) must be valid in the CWS
4. The LOC antenna must switch to the forward antenna heading hold mode.
when in the approach mode and the crew tunes to a LOC
frequency. If it does not change within 4.5 seconds, 10. The lateral acceleration from the IRU must be valid
22-11-CC-057 Rev 1 05/27/1999
the autopilots disengages. or the autopilot disengages in certain modes.
5. When in the dual (autoland) mode for at least 5 11. The magnetic track angle from the IRU must be valid
seconds, the FCC monitors these: or the autopilot disengages in certain modes.
- Autopilot actuator monitor (AAM) 12. If the autopilots are in the dual mode and one
- Surface position monitor (SPM) disengages, the other disengages. This does not occur
22-11-CC
- 153 -

DFCS -- FUNCTIONAL DESCRIPTION - A/P ROLL MODE DISENGAGE LOGIC TABLE
when one autopilot disengages because the other goes
out of the G/A pitch mode.
13. If these conditions occur, the autopilot

disengages:
- Radio altimeter is not valid

- GS and LOC are engaged
- A/Ps are not in the flare arm mode.
A 2-second delay allows for short interruptions.
14. If both autopilots are in the flare arm mode, both

radio altimeters must fail before the autopilots
disengage.
15. If these conditions occur, the autopilot

disengages:
- Autopilots are in the approach mode

- Local AC bus transfers
- Foreign autopilot is in the CMD mode.
16. If the aileron command is more than the allowable

limits, the autopilot disengages.
22-11-CC-057 Rev 1 05/27/1999
17. If the heading signal transfers using EFIS transfer

(BOTH ON 2) or IRU transfer, the A/P disengages in all
modes.
22-11-CC
- 154 -
SELECTED MODES
APP
L VOR LOC APP APP
CONDITIONS CWS HDG NAV ENG ENG PB LOC OC G/A
ENG
1. MAGNETIC HEADING INVALID AND HDG HOLD X 1
2. TO/GA SWITCH PUSHED WHEN RA <2000 FT AND NOT IN FLARE ARM X X X X X X X X
3. TO/GA SWITCH PUSHED AFTER TOUCHDOWN (WHEEL SPIN) X
4. AFT LOC ANTENNA (4.5-SEC DELAY) X X X
5. DUAL ROLL CHANNEL MONITOR TRIP X X
6. VHF NAV/EFIS TRANSFER AND FLARE ARM X
7. LOC RECEIVER INVALID OR BEAM ANOMALY (10 SEC DELAY) X X
8. DUAL IN CMD AND RA <350 FT AND NOT IN FLARE ARM X X
9. TAS INVALID AND HDG HOLD X
10. LATERAL ACCELERATION INVALID X X X
11. MAGNETIC TRACK ANGLE INVALID X X X X
12. DUAL IN CMD AND ONE DISENGAGE, EXCEPT INTENTIONAL G/A EXIT X X X X
13. RA INVALID, G/S AND LOC ENGAGED AND NOT FLARE ARM (2 SEC) X X
14. BOTH RADIO ALTIMETERS INVALID AND FLARE ARM X
15. LCL OR FGN BUS TRANSFER AND FGN IN CMD X X X
22-11-CC-057 Rev 1 05/27/1999
16. AILERON COMMAND LIMITS EXCEEDED X X X X X X X X X
17. HEADING TRANSFER - EFIS OR IRU X X X X X X X X X
1 A LOSS OF MAGNETIC HEADING CAUSES A REVERSION

TO ROLL CWS AND THEN DISENGAGES THE A/P
DFCS - FUNCTIONAL DESCRIPTION - A/P ROLL MODE DISENGAGE LOGIC TABLE
22-11-CC
- 155 -

DFCS -- FUNCTIONAL DESCRIPTION - A/P PITCH MODE DISENGAGE LOGIC TABLE
General 6. If the autopilots are in the dual mode and one
disengages, the other disengages. This does not occur
The table shows the pitch mode conditions that cause when one autopilot disengages because the other goes
the autopilot to disengage. out of the G/A pitch mode.
Disengage Conditions 7. An autopilot goes out of the G/A pitch mode when the
crew sets a cruise pitch mode. The other autopilot
The numbers in the text correspond to the numbers on disengages when this occurs.
the table.
8. If the radio altitude is less than 2000 feet and the
1. When the autopilot is in a speed mode, the airplane A/P is not in flare arm, it disengages if the crew
should be climbing. If it is not, and it approaches a pushes a TO/GA switch.
stall, the A/P disengages.
9. An invalid longitudinal acceleration from the IRU
2. When the autopilot is in a speed mode, the airplane causes the autopilot to disengage.
should be descending. If it is not, and it approaches
the VMO/MMO limit, the A/P disengages. 10. An invalid vertical acceleration from the IRU
causes the autopilot to disengage.
3. When the autopilot is in the G/S engage mode, it
disengages if the G/S receiver is not valid and the 11. An invalid vertical speed from the IRU causes the
radio altitude is above 60 feet. There is a 4.5-second autopilot to disengage.
delay to allow for interrupts.
12. An invalid flight path acceleration from the IRU
4. When in the dual (autoland) mode for at least 5 when in the dual mode causes the autopilot to
seconds, the FCC monitors these: disengage.
22-11-CC-058 Rev 1 05/27/1999
- Autopilot actuator monitor (AAM) 13. If these conditions occur, the autopilot
- Surface position monitor (SPM) disengages:
- CPU monitor.
- Radio altimeter is not valid
5. The autopilots disengage below 350 feet if in the - G/S and LOC are engaged
dual mode and not in the flare arm mode. - A/Ps are not in the flare arm mode.
22-11-CC
- 157 -

DFCS -- FUNCTIONAL DESCRIPTION - A/P PITCH MODE DISENGAGE LOGIC TABLE
A two-second delay allows for short interruptions.
14. If both autopilots are in the flare arm mode, both

radio altimeters must fail before the autopilots
disengage.
15. After G/S engage, if the G/S receiver is invalid or

a beam anomaly occurs, the autopilot disengages. There
is a 10-second delay to allow for interrupts.
16. If baro corrected altitude from the ADC is invalid,

the A/P disengages except for GS or G/A modes.
17. If the elevator command is more than the allowable

limits, the autopilot disengages.
22-11-CC-058 Rev 1 05/27/1999
22-11-CC
- 158 -
SELECTED MODES
V/S LVL APP
ALT ACQ V
CONDITIONS CWS NAV CHG GS OC G/A
ALT HOLD
1. CLB CMD AND ALPHA WARNING AND NOT CLIMBING AT MIN V/S X X
AND NOT ON GRD (5 SEC)
2. DES CMD AND VMO/MMO WARNING AND NOT DESCENDING AT MIN V/S X
AND NOT ON GRD (10 SEC) X
3. GLIDESCOPE INVALID AND RA > 60 FT X

4. DUAL CHANNEL MONITOR TRIP AND DUAL ENGAGED X X
5. DUAL IN CMD AND RA < 350 FT AND NOT FLARE ARM X X
6. BOTH A/P CMD, FGN A/P DISENGAGE (EXCEPT INTENTIONAL G/A EXIT) X X
7. INTENTIONAL G/A EXIT AND RA > 400 FT (DISENGAGE 2ND IN CMD) X
8. TO/GA SWITCH PUSHED WHEN RA < 2000 FT AND NOT IN FLARE ARM X X X X X X
9. LONGITUDINAL ACCELERATION INVALID X X X
10. VERTICAL ACCELERATION INVALID X X X
11. VERTICAL SPEED INVALID X X X
12. FLIGHT PATH ACCELERATION INVALID, DUAL ENGAGE X X X
13. RA ALT INVALID, LOC AND G/S ENGAGED AND NOT FLARE ARM (2 SEC) X X
14. BOTH RADIO ALTIMETERS INVALID AND FLARE ARM X X
22-11-CC-058 Rev 1 05/27/1999
15. G/S RECEIVER INVALID OR BEAM ANOMALY (10-SEC DELAY) X X
16. ADC BARO CORRECTED ALTITUDE NOT VALID AND CMD ENGAGED X X X X
17. ELEVATOR COMMAND LIMITS EXCEEDED X X X X X X X
DFCS - FUNCTIONAL DESCRIPTION - A/P PITCH MODE DISENGAGE LOGIC TABLE
22-11-CC
- 159 -

DFCS -- FUNCTIONAL DESCRIPTION - A/P WARNING LIGHTS
General - Airplane is on the ground and the FCC fails the
power up test
The red A/P warning light on the autoflight status - Altitude above 400 feet and cannot exit A/P G/A to
annunciator (ASA) has two modes of operation, steady altitude acquire because single channel pitch
and flashing. The captain and the first officer red A/P authority is not available
warning lights are in parallel so they go on at the - A/P pitch G/A and the MCP bus fails.
same time.
MCP
Steady Red A/P Warning Light
If the MCP receives an A/P warning signal from either
Circuits that can cause the steady red A/P warning FCC and the flashing red A/P circuit is not on, the red
light are in these components: A/P warning lights come on steady. The steady red A/P
warning lights only go off if the condition that causes
- FCC A and FCC B the warning goes away.
- Mode control panel (MCP).
Flashing Red A/P Warning Light
FCC A and FCC B
The circuits that cause the flashing red A/P warning
The steady red light comes on if the stab out of trim lights are in the MCP. If autopilot A or autopilot B
warning is set and all of these conditions are true: disengages, the warning detector turns on a flasher.
This flasher causes the red A/P warning lights in the
- Dual pitch mode ASAs to flash. The detector also sends a signal to the
- The radio altitude is between 100 and 800 feet aural warning module which turns on the horn.
- A/P G/S is engaged.
To reset the horn and flashing lights, push any one of
If the light is on when the airplane goes below 100 these switches:
22-11-CC-059 Rev 1 05/27/1999
feet, it stays on.

- Captain A/P disengage switch
The light also comes on if the DFCS is in BITE or if the - First officer A/P disengage switch
FCCs can not operate together. - A/P light on the captain ASA
- A/P light on the first officer ASA.
The FCC supplies an A/P warning signal to the MCP if
any of these conditions are true: If either autopilot engages, the warning resets.
22-11-CC
- 160 -

28V DC A/P WARN LT A
CAPT A/P
A/P
SQUAT
POWER-UP TEST FAIL DISENGAGE SW P/RST
A/P G/A ALT ACQ INHIB

RA >400 FEET
MCP BUS FAIL F/O A/P

A/P PITCH G/A DISENGAGE SW
R
A/P
FGN FCC P/N NOT WARN A
COMPATIBLE A/P A DISENGAGED R
DFCS BITE A/P B DISENGAGED
RESET SET CAPT ASA
STAB TRIM WARN
DUAL PITCH A/P RESET ENG A/P A
WARNING ENG A/P B
RA <800 FEET
RA >100 FEET
A/P G/S ENGAGED WARNING
DET A/P
FCC A FLASHER
P/RST
HORN
A/P WARN A
A/P WARN B
22-11-CC-059 Rev 1 05/27/1999
A/P AURAL WARN

WARNING MODULE
SAME AS R
FCC A A/P
WARN B
R
FCC B MCP F/O ASA

28V DC A/P WARN LT B
DFCS - FUNCTIONAL DESCRIPTION - A/P WARNING LIGHTS
22-11-CC
- 161 -

DFCS -- FUNCTIONAL DESCRIPTION - A/P AMBER LIGHTS
General A/T Speed Warning
These are the warnings that cause the amber A/P or The A/P activates this warning if the true airspeed is
amber A/T lights on the autoflight status annunciators not within limits when compared to the FMC or MCP
(ASA) to flash: selected airspeed.
- Control wheel steering (CWS) warning The A/T speed warning occurs if all of these conditions
- A/T speed warning. occur:
The A/T speed warning causes the amber A/T lights on - Flaps are more than 0.5 degrees
the autoflight status annunciators (ASA) to flash. - A/T MCP speed or A/T FMC speed is engaged
- Airplane is unsquat for more than 5 seconds
CWS Warning - Alpha floor is detected
- Dual monitors are active.
When the A/P changes from a CMD mode to a CWS mode in
the pitch or roll axis, the amber A/P annunciator on The A/T speed warning also occurs if all of these
the ASA flashes. The mode may change because of one of conditions occur:
these conditions:
- True airspeed is valid
- Push an MCP mode selector switch that was lit to - True airspeed is 10 kts faster than target speed or
deselect a CMD mode true airspeed is less than target airspeed minus 5
- The CWS is out-of-detent because the crew applies kts
force on the control wheel or column - Airplane is not accelerating to the target speed
- A non-CWS mode cancels because of invalid data. - Flaps are more than 0.5 degrees
- A/T MCP speed or A/T FMC speed is engaged for more
The amber A/P annunciator continues to flash until one than 5 seconds.
22-11-CC-060 Rev 1 05/27/1999
of these conditions occur:

The A/T speed warning also shows during the self test
- The crew pushes the A/P annunciator to reset the of the warning circuits. During the self test, the FCC
warning does a 2-second test. It then sends a signal to the
- The crew selects a valid CMD mode other FCC which waits 2 seconds and then does its test.
- The A/P is disengaged. If FCC B does not get the test signal, but it should, it
waits 10 seconds and then does its own test.
22-11-CC
- 163 -

DFCS -- FUNCTIONAL DESCRIPTION - A/P AMBER LIGHTS
The FCC A sends a warning to the captain ASA. The FCC B
sends a warning to the first officer ASA. If one FCC
detects the warning, it sends the warning to the other
FCC. Therefore, both FCCs send the warning to their
ASAs even if only one FCC detects the warning.
22-11-CC-060 Rev 1 05/27/1999
22-11-CC
- 164 -
- A/T ENGAGED
- FCC A OR FGN TEST TEST COMPLETE
COMP + 2 SEC 2 SEC DELAY TO FCC B
- NOT SQUAT + 150 SEC 2 SEC PULSE
- TAS GOOD
- FLAPS > 0.5
- A/T SPD WARN FROM FCC B
- TAS GOOD
FCC B
A/T
- TAS > TGT SPD + 10KTS OR FCC B P/RST
TAS < TGT SPD - 5KTS F/O ASA
A/T SPD WARN F/O ASA A/P DISENG SW
- NOT ACCEL TO TGT SPD TO FCC B
- FLAPS > 0.5
- A/T ENG IN MCP OR FMC SPD RESET
- FLAPS > 0.5 FLASHER
- A/T ENG IN MCP OR FMC SPD A
- NOT SQUAT FOR 5 SECONDS
- ALPHA FLOOR DETECTED FLASHER
- DUAL MONITORS ACTIVE LOGIC A
- A/T ENGAGED
- A/T SPD WARN OPTION PIN GROUNDED RESET
BUS A/P
FLASHER
- A/P IS ENGAGED IN CMD ENCODER SELECT P/RST
- ROLL OR PITCH GO TO CWS TRANSMITTER
- CWS WARN OPTION PIN GROUNDED
RCVR AND
DECODER
A
22-11-CC-060 Rev 1 05/27/1999
FCC A
CWS WARNING A
FROM FCC B
CAPT ASA
F/O
ASA
28V DC
MCP
28V DC
DFCS - FUNCTIONAL DESCRIPTION - A/P AMBER LIGHTS
22-11-CC
- 165 -

DFCS -- FUNCTIONAL DESCRIPTION - A/P ILS DEVIATION WARNING
General - Autopilot is in the approach-on-course mode
- A/P A or A/P B is in command mode
The FCC supplies a warning to the EFSGs when the - Glideslope mode is active
airplane is on an ILS approach and it moves too far - APP mode selector switch is set
away from the ILS path. The localizer and glideslope - Radio altitude is less than 1500 feet for 3 seconds
scales changes color from white to amber. The pointers - Local FCC should supply the warning
flash at a 4 Hz rate. - Glideslope deviation is more than 75mv.
FCC A supplies the deviation warning when it is in the The warning will not occur if the airplane is below 100
command mode. FCC B supplies the warning if it is the feet. If the warning occurs and the airplane goes below
only FCC in the command mode. 100 feet, it will stay on below 100 feet.
Localizer Deviation Warning If the other FCC finds that the warning should be set
and it is not, it sets the warning after 7 seconds.
The localizer warning occurs if these conditions are
present: ILS Deviation Warning Test
- Autopilot is in the approach-on-course mode The FCC does a test to show the crew that if a warning
- A/P A or A/P B is in command mode occurs, it shows on EFIS. The display for the test is
- localizer mode is active the same as the warning display. FCC A starts the test.
- APP mode selector switch is set It will occur for these conditions:
- Radio altitude is less than 1500 feet for 3 seconds
- Local FCC should supply the warning - A/P A or A/P B is in command mode
- Localizer deviation is more than 20mV. - Localizer or glideslope is engaged
- APP mode selector switch is set
If the other FCC finds that the warning should be set - Radio altitude is less than 1500 feet for 3
22-11-CC-061 Rev 1 06/01/1999
and it is not, it sets the warning after 7 seconds. seconds.
Glideslope Deviation Warning The test lasts for two seconds. A test complete signal
goes to FCC B. After a two-second delay, FCC B starts
The glideslope warning occurs if these conditions are the test. If FCC B does not get the test complete
true: signal from FCC A, it starts it own test 10 seconds
after it finds the above conditions.
22-11-CC
- 166 -
- FGN TEST NOT COMPLETE

+ 10 SECONDS
- FCC A INDEX TEST COMPLETE
- FGN TEST COMPLETE TEST
+ 2 SECONDS
- LCL OR FGN A/P IN CMD TEST LOGIC
- LOC OR G/S ENGAGED
- APP MODE SW ENGAGED
- RA < 1500 FEET + 3 SEC 7-SEC FGN LOC
DELAY WARNING
- APPROACH ON COURSE CALCULATE
- LCL FCC SUPPLIES DEV WARNING LCL LOC
DEVIATION
WARNING
- LOCALIZER DEVIATION DATA EFSG L
CONTROL
CALCULATE
- GLIDESLOPE DEVIATION LCL G/S
DEVIATION
- RA < 100 FEET ALTITUDE WARNING 7-SEC FGN G/S
CONTROL DELAY WARNING
FCC A
EFSG R
22-11-CC-061 Rev 1 01/14/1999
LOC AND G/S DEVIATION WARNING

SAME AS IN FCC A
FCC B
DFCS - FUNCTIONAL DESCRIPTION - A/P ILS DEVIATION WARNING
22-11-CC
- 167 -

DFCS -- FUNCTIONAL DESCRIPTION - MCP AIRSPEED FLAGS
General VMO/MMO
The DFCS supplies envelope command limits and The VMO/MMO reversion supplies a limit to the maximum
annunciation for these limits: speed that the crew can select or the FMCS can control.
The DFCS commands the A/T to a speed mode or engages to
- Alpha floor a speed or elevator mode when the airplane reaches the
- Gear placard VMO/MMO speed.
- Flap placards
- Performance limit Performance Limit
- VMO/MMO.
The DFCS only enables the performance limit reversion
Alpha Floor when in VNAV PATH operation. For VNAV PATH descent, the
performance limit reversion causes the mode to change
The autopilot (A/P), flight director (F/D), and to level change as a result of an FMC reversion request
autothrottle (A/T) alpha floor limit is the minimum discrete. This request is to prevent the airplane from
speed available for airspeed control that will override exceeding any speed constraints.
manual speed selection or FMC commands. The limit is
approximately 1.3 times the stall speed.
Gear Placard
The gear placard reversion limits the maximum speed

command to the gear placard speed and controls to that
speed when the gear is extended.
Flap Placards
22-11-CC-077 Rev 1 11/19/1997
The flap placards reversion limits the maximum speed

command to the flap placards speed and controls to that
speed when the flaps are extended.
22-11-CC
- 168 -
UNDERSPEED FLAG IAS/MACH

UNDERSPEED LIMITS
- ALPHA FLOOR
UNDERSPEED
IAS/MACH INDICATOR
COURSE A/T IAS/MACH

ARM
C/O
MA OFF
F/D
N1 SPEED
OFF
MCP IAS/MACH OVERSPEED LIMITS
- GEAR PLACARD
- FLAP PLACARDS
22-11-CC-077 Rev 1 05/13/1999
- VMO/MMO
OVERSPEED FLAG - PERFORMANCE LIMIT
OVERSPEED
DFCS - FUNCTIONAL DESCRIPTION - MCP AIRSPEED FLAGS
22-11-CC
- 169 -

DFCS -- FUNCTIONAL DESCRIPTION - MCP ALTITUDE WINDOW WARNING
General altitude selector knob motion signal is received by the
FCC.
The DFCS supplies an altitude window warning when one
of these conditions occurs: When the warning is reset, the altitude display goes to
the last altitude shown plus any changes to the
- The altitude in the FCC memory changes without any altitude selector that the FCC detected.
change of the altitude selector
- The altitude in the FCC memory does not agree with
the value in the MCP altitude display for five
seconds
- Long-term powerup of the two FCCs at the same time
when the airplane is in the air.
Warning
The warning that the DFCS supplies contains these

items:
- The aural warning comes on for 2 seconds and then

is off for 8 seconds and continues this sequence
- The altitude alert light flashes
- The altitude that shows in the MCP altitude
display is 50,000 feet.
This warning continues until it is reset. Reset occurs

if the crew turns the altitude selector or the airplane
22-11-CC-078 Rev 1 01/14/1999
lands.
The warning does not occur if the glideslope mode is

engaged or the radio altitude is less than 400 feet.
However, if the warning occurs before either of these
conditions occur, the warning stays until it is reset.
The warning occurs on the ground if a continuous
22-11-CC
- 170 -
1. AURAL WARNING REPEATS

- ON FOR 2 SECONDS
- OFF FOR 8 SECONDS
REMOTE ELECTRONICS UNIT
ALTITUDE
ALERT a 2. ALTITUDE ALERT LIGHT FLASHES
HEADING L NAV ALTITUDE VERT SPEED

22-11-CC-078 Rev 1 01/14/1999
30 10
VOR LOC DN
3. ALTITUDE DISPLAY GOES TO 50,000 FEET
SEL
10 30
HDG SEL APP ALT HLD V/S
UP
MCP
DFCS - FUNCTIONAL DESCRIPTION - MCP ALTITUDE WINDOW WARNING
22-11-CC
- 171 -

DFCS -- FUNCTIONAL DESCRIPTION - FLIGHT DIRECTOR COMMANDS
General surfaces. The F/D commands go to the EFIS symbol
generators (SGs) to show on the EADIs.
These are the flight director (F/D) functions that the
FCC does: F/D Commands BOV
- F/D roll control The autopilot disengages if a non-normal condition

- F/D pitch control occurs. The flight director commands on the EADIs are
- F/D commands bias out of view (BOV) biased out of view (BOV) so the pilot cannot see them
- Fault detection. if a non-normal condition occurs.
Changes between F/D modes do not cause unwanted F/D F/D Comparator
commands. Changes between the A/P and F/D modes do not
cause unwanted A/P or F/D commands. The flight director comparator operates in these
conditions:
F/D Names
- Takeoff mode below 400 feet
Like the A/P, the F/D may be called one of these names: - Go-around mode below 400 feet
- Approach mode below 800 feet.
- Channel A or channel B
- Local (LCL) or foreign (FGN) During this time, the F/D failures which are not
- Master or slave. detected by continuous monitoring or annunciated by a
sensor valid which could provide erroneous information,
It is the same for the F/D as it is for the A/P, except are detected by the F/D comparator. In each FCC, this
for the master/slave relation when at least one A/P is monitor compares local pitch and roll F/D commands with
engaged. If an A/P is engaged in CMD, it is the master. the cross-channel F/D commands. The local F/D only is
BOV if the difference is more than a given value.
22-11-CC-062 Rev 1 04/19/1999
F/D Pitch and Roll Controls

Fault Detection
The FCC uses almost the same control laws to calculate
the F/D pitch and roll commands as it uses to calculate The fault detection circuit continually monitors the
the A/P pitch and roll commands. The FCC does not use operation of the FCC. If there is a failure, it sends a
surface position sensor data to calculate the F/D signal to the EFIS SGs to show the F/D flag on the
commands because the F/D does not move the control attitude indicator.
22-11-CC
- 172 -
PITCH
FLIGHT
DIRECTOR
COMMAND
FLIGHT
DIRECTOR
- F/D ROLL CONTROL 20 20
FD FLAG
10 10
- F/D PITCH CONTROL
ROLL
- F/D COMMANDS BOV 10 10 FLIGHT
DIRECTOR
SYSTEM SENSORS - FAULT DETECTION 20 20
COMMAND
L EFIS SG
FCC A
MCP PITCH
FLIGHT
DIRECTOR
COMMAND
FLIGHT
DIRECTOR
20 20
FD FLAG
10 10
22-11-CC-062 Rev 1 05/13/1999
SAME AS FCC A ROLL

10 10 FLIGHT
DIRECTOR
SYSTEM SENSORS 20 20
COMMAND
R EFIS SG
FCC B
DFCS - FUNCTIONAL DESCRIPTION - FLIGHT DIRECTOR COMMANDS
22-11-CC
- 173 -

DFCS -- FUNCTIONAL DESCRIPTION - F/D FLAG AND BOV
General The FCC calculates a failure warning signal if any of
these conditions exist:
The bias out of view (BOV) and failure warning circuits
in the FCCs monitor important flight director (F/D) and - No FCC power
FCC functions. Under certain conditions, the F/D - Failure of internal power supply
command display on the EADI does not show and the F/D - Loss of FCC heartbeat monitors
flag shows. - Loss of F/D monitors
- Failure of servo amplifiers.
The FCC also selects which FCC is the master.
A cross channel digital bus supplies F/D commands and
MCP BOV data between the FCCs. Usually, the flight
directors operate independently. However, if the local
The MCP has two switches that turn on or off F/D A or power bus transfers under these conditions, the
F/D B. There is a master flight director indicator switched FCC will get F/D commands from the other FCC:
light above each F/D switch. This light shows which FCC
is the master FCC. - In TO/GA at any altitude
- In F/D approach with G/S and LOC engaged and under
FCC 800 feet.
The flight director (F/D) bias out of view (BOV) Master FCC
circuits monitors these items:
When one or both autopilots are in CMD, the master FCC
- Operation is the autopilot first in CMD. If no autopilot is in
- Power CMD, the first F/D on is the master FCC. These are
- Components. three conditions when only the F/Ds are on and both
FCCs are the master:
22-11-CC-063 Rev 1 06/01/1999
During normal conditions, the F/D commands show on EFIS

when the crew turns on a F/D switch and selects a mode. - In approach with G/S engaged and LOC capture
If conditions are not normal, the F/D command to the - In G/A with radio altitude less than 400 feet
EFIS symbol generators (EFSGs)) is no computed data - In T/O with radio altitude less than 400 feet.
(NCD). The F/D roll and pitch mode BOV tables show when
the F/D commands are BOV.
22-11-CC
- 175 -

DFCS -- FUNCTIONAL DESCRIPTION - F/D FLAG AND BOV
Display
The FCC biases the roll bar out of view if the F/D roll
command is NCD. The FCC biases the pitch bar out of
view if the F/D pitch command is NCD.
The failure warning signal causes the F/D flag to

appear on the EADI and the F/D command to BOV.
22-11-CC-063 Rev 1 06/01/1999
22-11-CC
- 176 -
MA MA
28V DC G 28V DC G
F/D (A) F/D (B)

28V DC 28V DC
OFF OFF FCC B
MCP
- LCL ROLL F/D COMMAND - NCD IF BOV

- FGN ROLL F/D COMMAND - FAIL IF FAILURE - TURN ON F/D
WARNING
- SELECT
- LCL ROLL BOV LOGIC - NORMAL IF NO BOV MASTER FCC
- FGN ROLL BOV LOGIC AND NO FAILURE EFSG L
WARNING
SIGN STATUS MATRIX

FAILURE WARNING (SSM)
1
- NCD IF BOV
- LCL PITCH F/D COMMAND - FAIL IF FAILURE ARINC
WARNING 429
- FGN PITCH F/D COMMAND RECEIVER/ EFSG R
- NORMAL IF NO BOV TRANSMITTER
22-11-CC-063 Rev 1 06/01/1999
AND NO FAILURE
- LCL PITCH BOV LOGIC WARNING
- FGN PITCH BOV LOGIC
SIGN STATUS MATRIX
(SSM)
FCC A
FCC B FCC B
1 LOCAL BUS TRANSFER DURING TO/GA AT ANY ALTITUDE OR DURING
F/D ONLY APPROACH WITH GS AND LOC ENGAGED <800 FT.
DFCS - FUNCTIONAL DESCRIPTION - F/D FLAG AND BOV
22-11-CC
- 177 -

DFCS -- FUNCTIONAL DESCRIPTION - F/D ROLL MODE BOV LOGIC TABLE
General 7. The other A/P is in CMD and VOR capture, however,
the local VHF NAV/DME control panel is tuned to a LOC
The table shows the conditions that cause the flight frequency.
director (F/D) to bias out of view (BOV) the roll
command bar. 8. The flare mode is active.
BOV Conditions 9. The true airspeed (TAS) is invalid.
The numbers in the text correspond to the numbers in 10. The lateral acceleration from the IRU is invalid.
the table.
11. The magnetic track angle from the IRU is invalid.
1. The roll command is BOV when the F/D is off except
when the F/D is in the pop-up mode. 12. The roll angle from the IRU is invalid.
2. The roll command is BOV when the F/D is on and the 13. The magnetic heading from the IRU is invalid.
crew did not set a roll mode.
14. A transfer of the IRS or EFIS transfer switch to
3. The selected VOR or LOC receiver is invalid. There the BOTH ON 2 position with no A/P in command and both
is an 8-second delay for the VOR signal and a 2-second F/Ds causes the F/D roll display BOV.
delay for the LOC signal.
15. An AC bus transfer with no A/P in CMD, both F/Ds are
4. The LVAV signal from the flight management computer on, and above 800 feet will BOV the F/D roll display.
(FMC) is invalid. If the transfer occurs below 800 feet, the F/D commands
come from the other FCC.
5. The crew tunes to a VOR frequency after localizer
capture. Also the other A/P is in CMD and LOC capture, 16. The F/D comparator compares the roll commands from
22-11-CC-064 Rev 1 06/01/1999
however, the local VHF NAV/DME control panel is tuned both F/Ds. If the difference is more than the set
to a VOR frequency. limit, the F/D roll display is BOV.
6. The radio altimeter is invalid for more than 2 17. If the VHF NAV or EFIS transfer switch is in the
seconds and the F/D is in the LOC capture mode. BOTH ON 1 position, neither A/P is in CMD, and both
F/Ds are on, F/D B will BOV. If the VHF NAV or EFIS
22-11-CC
- 179 -

DFCS -- FUNCTIONAL DESCRIPTION - F/D ROLL MODE BOV LOGIC TABLE
transfer switch is in the BOTH ON 2 position, neither
A/P is in CMD, and both F/Ds are on, F/D A is BOV.
18. An MCP bus invalid signal causes the roll F/D

display to BOV. For the takeoff (T/O) and go-around
(G/A) modes this occurs when below 400 feet.
19. VHF NAV is in autotune.

22-11-CC-064 Rev 1 06/01/1999
22-11-CC
- 180 -
SELECTED MODES
APP
L VOR LOC APP
TO HDG NAV ENG ENG LOC OC G/A
CONDITIONS ENG
1. F/D OFF, EXCEPT IN POP UP MODE X X X X X X X X
2. F/D ON AND NO ROLL MODE SELECTED - - - - - - - -
3. SELECTED VOR OR LOC RECEIVER INVALID (VOR 8 SEC/LOC 2 SEC) X X X X
4. LNAV INVALID X
5. LOC CAPTURED AND A VOR FREQUENCY IS TUNED X X X
6. RA INVALID (2 SEC DELAY) AND LOC CAPTURE X X X
7. VOR CAPTURED AND A LOC FREQUENCY IS TUNED X
8. FLARE X
9. TAS INVALID X X
10. LATERAL ACCELERATION INVALID X X X
11. MAGNETIC TRACK ANGLE INVALID X X X X
12. ROLL ANGLE INVALID X X X X X X X X
13. MAGNETIC HEADING INVALID X X
14. IRU/EFIS TRANSFER AND NEITHER A/P IN CMD AND BOTH F/D ARE ON X X X X X
15. AC BUS TRANSFER AND NEITHER A/P IN CMD AND BOTH F/D ARE ON 2 2
16. F/D COMPARATOR X 1 X
22-11-CC-064 Rev 1 06/01/1999
17. VHF NAV TRANSFER AND NEITHER A/P IN CMD AND BOTH F/D ARE ON X X X X
18. MCP BUS INVALID (5 SEC DELAY) 3 X X X 3
19. VHF NAV IS IN AUTOTUNE X X X X
1 NEITHER A/P IN CMD AND 2 AC BUS TRANSFER WITH 3 MCP BUS INVALID WHEN
RA <800 FEET RA >800 FEET RA <400 FEET
DFCS - FUNCTIONAL DESCRIPTION - F/D ROLL MODE BOV LOGIC TABLE
22-11-CC
- 181 -

DFCS -- FUNCTIONAL DESCRIPTION - F/D PITCH MODE BOV LOGIC TABLE 1
General 8. The MCP is set for a higher altitude, however, the
FMC command is V/S descent. There is a 0.5 second
The table shows the conditions that cause the flight delay.
director (F/D) to bias out of view (BOV) the pitch
command bar. 9. The MCP is set for a lower altitude, however, the
FMC command is V/S climb. There is a 0.5 second delay.
BOV Conditions
10. The FMC target V/S is invalid.
The numbers in the text correspond to the numbers in
the table. 11. The autopilot is in the G/A mode, but the F/D does
not go into G/A because of a failure. This causes the
1. The pitch command is BOV when the F/D is off except pitch F/D command to BOV.
when the F/D is in the pop-up mode.
12. The flare mode is active.
2. The pitch command is BOV when the F/D is on and the
crew did not set a pitch mode. 13. An AC bus transfer with no A/P in CMD, both F/Ds are
on, and above 800 feet will BOV the F/D pitch display.
3. The foreign A/P is in CMD and G/S engaged, however, If the transfer occurs below 800 feet, the F/D commands
the local VHF NAV/DME control panel is tuned to a VOR come from the other FCC.
frequency.
14. If the NAV transfer switch is in the BOTH ON 1
4. The radio altimeter is invalid for more than 2 position, neither A/P is in CMD, and both F/Ds are on,
seconds. F/D B will BOV. If the NAV transfer switch is in the
BOTH ON 2 position, neither A/P is in CMD, and both
5. The selected G/S receiver is invalid. There is a 2- F/Ds are on, F/D A will BOV.
second delay for the G/S signal.
22-11-CC-065 Rev 1 06/01/1999
15. The pitch angle or vertical speed from the IRU are
6. The F/D is in a speed mode, the airplane should be invalid.
climbing but it is not, and it is almost in a stall.
16. The roll angle from the IRU is invalid.
7. The F/D is in a speed mode, the airplane should be
descending but it is not, and it is almost to the
VMO/MMO limit.
22-11-CC
- 182 -
SELECTED MODES
MCP MCP LVL LVL VNV VNV VNV G/S
TO V/S ALT ALT CHG CHG VNV V/S ALT ALT ENG G/A
CONDITIONS ACQ HLD IAS MAC SPD ACQ HLD
1. F/D OFF, EXCEPT IN POP UP MODE X X X X X X X X X X X X
2. F/D ON AND NO PITCH MODE SELECTED - - - - - - - - - - - -
3. SELECTED LCL VOR TUNED AND FGN CMD AND G/S ENGAGED X
4. RA INVALID (2 SEC DELAY FOR G/S ONLY) X
5. G/S RECEIVER INVALID (2 SEC DELAY) X
6. CLB CMD, ALPHA WARN, NOT CLB MIN V/S, IN AIR (5S) X X X
7. DES CMD, VMO/MMO, NOT DES MIN V/S, IN AIR (10 SEC) X X X
8. MCP ALT CLB AND FMC V/S DESCENT (0.5 SEC DELAY) X
9. MCP ALT DES AND FMC V/S CLIMB (0.5 SEC DELAY) X
10. FMC TARGET V/S INVALID X
11. PITCH A/P G/A AND NOT F/D G/A X
12. FLARE X
13. LCL AC BUS XFER AND NO A/P IN CMD AND BOTH F/D ON 1
14. VHF NAV XFER AND NO A/P IN CMD AND BOTH F/D ON X
22-11-CC-065 Rev 1 06/01/1999
15. PITCH ANGLE OR VERTICAL SPEED INVALID X X X X X X X X X X X X

16. ROLL ANGLE INVALID X X X X X X X
1 AC BUS TRANSFER WHEN RA > 800 FEET
DFCS - FUNCTIONAL DESCRIPTION - F/D PITCH MODE BOV LOGIC TABLE 1
22-11-CC
- 183 -

DFCS -- FUNCTIONAL DESCRIPTION - F/D PITCH MODE BOV LOGIC TABLE 2
General 26. The F/D comparator compares the pitch commands from
both F/Ds. If the difference is more than the set
This table also shows the conditions that cause the limit, the F/D pitch display is BOV.
flight director (F/D) to bias out of view (BOV) the
pitch command bar. 27. The FMC target altitude is invalid.
BOV Conditions 28. The FMC target airspeed/mach is invalid.
The numbers in the text correspond to the numbers in 29. An MCP bus invalid signal causes the pitch F/D
the table. display to BOV. For the takeoff (T/O) and go-around
(G/A) modes this occurs when below 400 feet.
17. The pitch attitude rate data from the IRU is
invalid. 30. The flight path acceleration from the IRU is
invalid.
18. The vertical acceleration from the IRU is invalid.
31. If the foreign F/D pitch display is BOV and there
19. The longitudinal acceleration from the IRU is is an AC bus transfer, the local F/D pitch display will
invalid. BOV.
20. The static pressure from the ADC is invalid. 32. The VHF NAV system is in autotune.
21. The true airspeed from the ADC is invalid.
22. The baro uncorrected altitude from the ADC is

invalid.
22-11-CC-066 Rev 1 06/01/1999
23. The baro corrected altitude from the ADC is

invalid.
24. The computed airspeed from the ADC is invalid.
25. The mach data from the ADC is invalid.
22-11-CC
- 184 -
SELECTED MODES
MCP MCP LVL LVL VNV VNV
VNV ALT
VNV
G/S
CONDITIONS TO V/S ALT ALT CHG CHG SPD ALT
ENG G/A
ACQ HLD IAS MAC V/S ACQ HLD
17. PITCH ATTITUDE RATE INVALID X X X
18. VERTICAL ACCELERATION INVALID X X X X X
19. LONGITUDINAL ACCELERATION INVALID X X X X X
20. STATIC PRESSURE INVALID X X X
21. TRUE AIRSPEED INVALID X X X X X X X X X X X
22. BARO UNCORRECTED ALTITUDE INVALID X X X X X X X X
23. BARO CORRECTED ALTITUDE INVALID X X X
24. COMPUTED AIRSPEED INVALID X X X X
25. MACH INVALID X X
26. F/D COMPARATOR X X X
27. FMC TARGET ALTITUDE INVALID X X
28. FMC TARGET AIRSPEED/MACH INVALID X
29. MCP BUS INVALID (5 SEC DELAY) 1 X X X X X X X X X 1
30. FLIGHT PATH ACCELERATION INVALID X X
22-11-CC-066 Rev 1 09/27/96
31. FGN F/D IS BOV AND AC BUS TRANSFERS X X X X X X X X X

32. VHF NAV IN AUTOTUNE X
1 MCP BUS INVALID WHEN RA < 400 FEET
DFCS - FUNCTIONAL DESCRIPTION - F/D PITCH MODE BOV LOGIC TABLE 2
22-11-CC
- 185 -

DFCS -- FUNCTIONAL DESCRIPTION - ALTITUDE ALERT
General Altitude Alert Conditions
The FCCs compare baro-corrected altitude with the One FCC supplies the alert. FCC A normally gives the
selected reference altitude on the mode control panel altitude alert. FCC B only gives the alert for these
(MCP) to cause an altitude alert. conditions:
FCC A uses the captain baro-corrected altitude from the - FCC A baro-corrected altitude is invalid
left IRU and FCC B uses the first officer baro- - Only FCC B autopilot is engaged in CMD and FCC B
corrected altitude from the right ADIRU. baro-corrected altitude is valid
- Only FCC B flight director is on and FCC B baro-
Altitude Alert Function corrected altitude is valid.
When you approach the selected altitude from above or If the FCC captures the glideslope or the crew lowers
below and are 900 feet from the selected altitude, the the flaps more than 20 degrees, the FCC does not give
altitude alert starts. The alert is a one-second aural the altitude alert.
alert and a steady visual alert annunciation. The
visual alert continues until the airplane is less than Loss of Baro-Corrected Altitude
300 feet from the selected altitude.
If the baro-corrected altitude in both FCCs is invalid
If the airplane now climbs or descends more than 300 and the airplane is in the air, these events occur:
feet from the selected altitude, a one-second aural
alert occurs and the visual alert flashes. The visual - The referenced altitude and its display on the MCP
alert stops for these conditions: goes to 50,000 feet
- The visual alert annunciation flashes
- Airplane returns to within 300 feet of the - A single aural alert occurs.
selected altitude
22-11-CC-067 Rev 1 02/16/1999
- Change the altitude on the MCP The crew cannot change the selected altitude display,
- Airplane is more than 900 feet from the selected but if they turn the altitude select control, the
altitude. visual alert stops.
If one of the FCC baro-corrected altitudes becomes

valid, the altitude alert stops and the crew can change
the selected altitude on the MCP.
22-11-CC
- 186 -
1-SEC TONE DISPLAY

DISPLAY CANCELLED
CANCELLED
900 FT
1
1-SEC TONE
300 FT
DISPLAY
CANCELLED
SELECTED MCP NO DISPLAY NO DISPLAY
ALTITUDE
DISPLAY
CANCELLED
300 FT
1-SEC TONE
1
900 FT
DISPLAY
CANCELLED
22-11-CC-067 Rev 1 05/13/1999
DISPLAY
CANCELLED
1-SEC TONE
ALTITUDE
ALERT a
1 THE FLASHING AMBER ALTITUDE
ALERT DISPLAYS STOP AND THE
SYSTEM RESETS WHEN A NEW
ALTITUDE IS SELECTED
DFCS - FUNCTIONAL DESCRIPTION - ALTITUDE ALERT
22-11-CC
- 187 -

DFCS -- FUNCTIONAL DESCRIPTION - SPEED/AUTOPILOT TRIM BLOCK DIAGRAM
General The FCC stops the speed trim function if the flap
position and the angle-of-attack show that the airplane
The speed trim system gives automatic stabilizer trim is near a stall condition.
for positive speed stability during low-speed, high-
thrust conditions. The speed trim is only operational FCC Selection For Speed Trim
when the autopilot is not engaged.
Only one FCC at a time supplies the speed trim signal
The digital air data computer (DADC) sends computed to the stabilizer trim electric actuator. When the FCCs
airspeed and Mach to the FCC and the inertial reference get electrical power, FCC A supplies the speed trim
unit (IRU) sends inertial vertical speed data for speed signals. If power stays on the FCCs, the on ground
trim calculations. signal from the squat switch changes the FCC which
supplies the speed trim signals. If one FCC fails, The
The primary engine display (PED) sends the engine N1 other FCC automatically supplies the speed trim signal.
inputs to the FCC. The flap position sensors send the
flap position data to the FCC. The alpha vane sensor Speed Trim Failure Display
sends angle-of-attack data to the FCC. The FCC
calculates speed trim command signals. It sends the The speed trim fail annunciator on the flight control
signals through these switches to the stabilizer trim module will show when the speed trim function in the
electric actuator: FCC meets certain failure conditions.
- Column switching module

- A/P stabilizer trim cutout switch
- Stabilizer limit switches.
Speed Trim Stability

22-11-CC-068 Rev 1 02/16/1999
The speed trim controls the stabilizer to oppose any

change of airspeed. An increase in CAS causes a nose up
trim command to the stabilizer. A decrease in CAS
causes a nose down trim command to the stabilizer. The
signals from the stabilizer position sensors stop the
commands when the stabilizer moves the correct amount.
22-11-CC
- 188 -

STABILIZER TRIM STABILIZER
ELEC ACTUATOR
CAS
MACH
A/P STAB AOA
DADC 1 TRIM
FLAP ALPHA VANE

POSN SENSOR L
L FLAP POSN XMTR SPEED

TRIM LIMIT SWITCH
(UP AND DOWN)
INERTIAL
VERT SPD
STAB POSN
L IRU
FCC A STAB POSN SENS A
ENG 1 N1
ENG 2 N1
A/P STAB TRIM STAB POSN
PED COLUMN CUTOUT SWITCH
SWITCHING STAB POSN SENS B
MODULE
INERTIAL
VERT SPD A/P STAB
TRIM AOA
R IRU
FLAP ALPHA VANE

22-11-CC-068 Rev 1 02/16/1999
POSN SENSOR R
SPEED
R FLAP POSN XMTR TRIM SPEED TRIM
FAIL
CAS a
MACH
FLIGHT CONTROL
PANEL
DADC 2 FCC B
DFCS - FUNCTIONAL DESCRIPTION - SPEED/AUTOPILOT TRIM BLOCK DIAGRAM
22-11-CC
- 189 -

DFCS -- FUNCTIONAL DESCRIPTION - SPEED TRIM FUNCTIONS
General conditions are correct to calculate the speed trim
commands and send them to the stabilizer actuator. This
The FCC supplies these signals to do the speed trim occurs when all of these conditions are true:
functions:
- Airplane is in the air for more than 10 seconds
- Speed trim nose up - No manual electric trim for at least 5 seconds
- Speed trim nose down - Autopilot in both FCCs is not engaged
- Speed trim reference hold - Speed trim function is valid.
- Speed trim warning.
The output signal from the synchronizer is the
Speed Trim Commands difference between the reference signal and the input
signals.
These data and an adjustable gain control make the
speed trim nose up and nose down commands: Speed Trim Cutout Electronic Switch
- Stabilizer command The stall detection circuit monitors the flap position
- Stabilizer position and the angle of airflow. If it calculates that the
- Inertial vertical speed. airplane is near a stall condition, it opens a switch
and stops the speed trim signals.
The FCC uses the computed airspeed (CAS) to calculate
the stabilizer command signal. Gain Control For Adjustable Amplifier
These data go through synchronizers before they are The FCC uses these inputs to calculate the fade out
combined. The combined signals go through an electronic gain of the output amplifier:
switch, an adjustable gain amplifier, and then to the
speed trim detector. - Reference stabilizer position
22-11-CC-069 Rev 1 06/01/1999
- Average of the N1 signals from the EIS

Synchronizers - Mach.
The purpose of the synchronizer is to make a reference The gain is 100% for zero units of stabilizer trim and
signal from the input so that when the speed trim zero at more than 5.5 units of trim. The gain is 100%
operates, it will compare the current value to the for an average N1 more than 80% and zero for an average
reference value. The synchronizers operate until
22-11-CC
- 191 -

DFCS -- FUNCTIONAL DESCRIPTION - SPEED TRIM FUNCTIONS
N1 less than 60%. The gain is 100% for a mach less than - Which FCC is FCC A.
0.6 and zero for a mach more than 0.60.
Speed Trim Detector
The detector calculates if the trim signal should be a

nose up or a nose down command. It also makes sure that
the signal is there for at least 0.5 seconds before it
calculates the command.
Nose Up and Nose Down Commands
The speed trim nose up and nose down commands need

these signals:
- Nose up or nose down signal from the speed trim

detector
- Airplane is in the air for more than 10 seconds
- No manual electric trim for at least 5 seconds
- Autopilot in both FCCs is not engaged
- Speed trim function is valid
- FCC is selected to provide the speed trim
function.
Speed Trim System Selection

22-11-CC-069 Rev 1 06/01/1999
The speed trim select circuit looks at these signals to

calculate if the FCC should control the speed trim
function:
- Airplane is not on the ground

- Local and foreign FCC speed trim functions are
good
22-11-CC
- 192 -
- CAS CAS 100 - >300 KTS STAB COMMAND

- MACH STABILIZER 3 TO 9.43 UNITS
STAB TRIM SCHEDULE
- UNSQUAT AND >10 SEC SYNCHRONIZE

- ELEC TRIM OFF AND >5 SEC STAB COMMAND
- A/P NOT ENGAGED UP
- SPEED TRIM GOOD SPD TRIM
SYNCHRONIZER NOSE UP
SYNC STAB POSN
- STABILIZER POSITION DN
STAB POSN REF SPD TRIM
SYNCHRONIZER SPD TRIM NOSE DN
DETECTOR
SYNCHRONIZE
VERT SPEED
- INERTIAL VERT SPEED
SYNCHRONIZER
- FLAP POSITION ALPHA MAX PROGRAM
- ANGLE OF AIRFLOW
STALL DETECTION CIRCUIT
- N1 SIGNALS FROM EIS
- N1 SIGNALS FROM EIS AVERAGE N1 CALCULATE
22-11-CC-069 Rev 1 06/01/1999
- MACH FADE-OUT GAIN

N1 GAIN CONTROL
- SQUAT
- LCL SPD TRIM GOOD SELECTS FCC TO STAB GAIN CONTROL
- FGN SPD TRIM GOOD SUPPLY SPD TRIM
- FCC A INDEX
SPD TRIM SYSTEM SELECT
FCC (TYPICAL)
DFCS - FUNCTIONAL DESCRIPTION - SPEED TRIM FUNCTIONS
22-11-CC
- 193 -

DFCS -- FUNCTIONAL DESCRIPTION - A/P STABILIZER TRIM FUNCTION
General - Flare spring bias.
The FCC supplies trim signals to the stabilizer when Flare Spring Bias
the autopilot is engaged. The stabilizer trim function
calculates these signals: The flare spring bias commands the stabilizer to a nose
up position. The autopilot commands the elevator to
- A/P stab trim nose up move down to hold the nose in the present attitude. If
- A/P stab trim nose down. there is an autopilot disconnect, the elevators return
to the neutral position. This flare spring bias then
The autopilot calculates how far it can move the causes the airplane to pitch nose up.
elevator (elevator authority) and how far it commands
the elevator to move (elevator command). If the ratio These conditions must occur for the autopilot to
of the command to the authority is too large, the calculate the flare spring bias:
autopilot trims the stabilizer to decrease this ratio.
If it did not do this, the elevator movement may get to - Airplane in dual approach mode
the limit and the autopilot could not move the elevator - Radio altitude below 400 feet
in one direction. - Airplane not in pitch G/A mode.
Elevator Authority and Command The autopilot uses the stabilizer position and flap
position to calculate the flare spring bias.
The autopilot uses these signals to calculate the
elevator authority: Stabilizer Trim Detector
- Total air pressure The trim detector looks at the ratio of the elevator
- Static air pressure command to the elevator authority. If the elevator
- Stabilizer position. command is more than 10% of the elevator authority, it
22-11-CC-070 Rev 1 05/27/1999
supplies a trim nose up or trim nose down signal. It

If the flaps are up, the autopilot uses the A/P stops the signal when the elevator command is less than
elevator command. If the flaps are down, the autopilot 2% of the elevator authority.
uses these signals to calculate the elevator command:
If the airplane is in the pitch G/A mode, the detector
- Elevator position supplies a trim signal if the ratio is more than 10%
- Neutral shift sensor position for 500 out of 800 milliseconds.
22-11-CC
- 195 -

DFCS -- FUNCTIONAL DESCRIPTION - A/P STABILIZER TRIM FUNCTION
A/P Stab Trim Commands
The autopilot must meet these conditions before the

stab trim nose up or stab trim nose down signal from
the detector becomes a trim command:
- A/P is engaged
- Not in flare
- Not in the pitch CWS out of detent mode.
The stab trim nose up command also occurs for 5.7

seconds after these conditions occur:
- In the air and in the flare mode

- Not in the G/A mode
This stab trim nose up command causes the airplane to

nose up as it starts the flare maneuver just before
touchdown.
The stab trim nose down command occurs for 8.0 seconds
after the airplane is in the A/P G/A mode. Also during
this time, the FCC does not allow any nose up commands.
22-11-CC-070 Rev 1 05/27/1999
22-11-CC
- 196 -
TOTAL PRESSURE AUTHORITY

STATIC PRESSURE FEEL PRESSURE TO
STABILIZER POSITION ELEVATOR AUTHORITY
ELEVATOR POSITION MINUS

NEUTRAL SHIFT SENSOR POS
DUAL APPROACH MODE FLAPS UP

RA <400 FEET FLARE
NOT IN PITCH A/P G/A X - COMMAND
SPRING COMMAND Y - AUTHORITY
STABILIZER POSITION BIAS
FLAP POSITION
ELEVATOR COMMAND
IN THE AIR
FLARE MODE
NOT IN PITCH A/P G/A 5.7 SEC PULSE
A/P G/S ENGAGED
A/P TRIM
UP NOSE UP
DETECTION LEVEL
SAMPLE RATE
A/P GO-AROUND (G/A) MODE
DN A/P TRIM
A/P ENGAGED TRIM DETECTOR NOSE DOWN
22-11-CC-070 Rev 1 05/27/1999
NOT IN FLARE
NOT PITCH CWS OD
PITCH A/P G/A MODE 8 SEC PULSE
FCC (TYPICAL)
DFCS - FUNCTIONAL DESCRIPTION - A/P STABILIZER TRIM FUNCTION
22-11-CC
- 197 -

DFCS -- FUNCTIONAL DESCRIPTION - SPEED AND STABILIZER TRIM COMMANDS
General The FCC supplies either an A/P engaged signal or the
speed trim reference hold signal as a clutch signal to
The stabilizer trim system has these components: the stab trim primary electric actuator. This signal is
also used as a clutch valid signal.
- FCC A and FCC B
- Column switching module Column Switching Module
- A/P stab trim cutout switch assembly
- Stab up and down limit switches When the main electric trim is in operation, switches
- Flap switches S245 and S290 in the column switching module open. This does not let
- Stab trim primary electric actuator. the FCC clutch signal go to the trim actuator. The FCC
and the main electric trim cannot control the trim
FCC A and FCC B actuator at the same time.
The FCC can supply these commands: If the pilot moves the control column forward or aft,
signals go to the two FCCs. These signals do not allow
- A/P trim nose up the FCC to supply trim commands that do not agree with
- A/P trim nose down the pilot.
- Speed trim nose up
- Speed trim nose down. A/P Stab Trim Cutout Switch Assembly
If the autopilot is engaged, the FCC can supply an A/P When the A/P stab trim cutout switches are in the
trim command. If the autopilot is not engaged, the FCC cutout position, the FCC cannot control the stabilizer
can supply a speed trim command. trim electric actuator. The 28V DC engage interlock
power from the IFSAU is used to energize the cutout
The FCC makes sure that the control column is not relay when the switch is in the cutout position. The
forward before it supplies a nose up trim command. The switches open and do not let the trim commands and
22-11-CC-071 Rev 1 05/27/1999
FCC makes sure that the control column is not aft clutch signal go to the actuator. When the relay
before it supplies a nose down trim command. energizes, the 28V DC engage interlock power does not
go to the FCC. This auto stab trim cutout signal tells
The FCC supplies a trim valid signal if it does not the FCC that the switch is in the cutout position.
command a nose up and nose down trim at the same time.
22-11-CC
- 199 -

DFCS -- FUNCTIONAL DESCRIPTION - SPEED AND STABILIZER TRIM COMMANDS
Stab Limit Up and Down Switches
The nose up and nose down trim commands go through the

stab limit switches. If the stabilizer is out of limit,
these switches will not let the commands go to the
actuator.
Flap Switches S245 and S290
When the two flap position switches are in the same

position and agree with the speed selection of the
stabilizer trim primary electric actuator, a stab trim
motor speed valid signal goes to the FCCs.
Stabilizer Trim Primary Electric Actuator
The trim actuator gets the trim commands from the FCC
and moves the stabilizer. If the flaps are down, the
actuator operates twice as fast as when the flaps are
up.
22-11-CC-071 Rev 1 05/27/1999
22-11-CC
- 200 -
A/P STAB TRIM NORMAL

NORM
SPD TRIM
REF HOLD CLUTCH
LCL A/P VALID FCC B
ENGAGED MAIN
SPD TRIM MAIN ELEC
NOSE UP ELEC TRIM
A/P TRIM TRIM UP CUTOFF
NOSE UP DOWN
TRIM VALID
K1 TRIM UP
SPD TRIM RELAY
NOSE DN
A/P TRIM
NOSE DN FCC B
K2 TRIM DOWN
RELAY
A/P STAB TRIM
STAB TRIM MOTOR SPEED VALID COLUMN COLUMN CUTOUT SWITCH ASSY
AFT FWD
FCC A COLUMN SWITCH MODULE
28V DC ENG INTLK POWER NORM
22-11-CC-071 Rev 1 05/27/1999
NORM
UP LIMIT
UP STAB LIMIT
LIMIT SWITCH DOWN
DOWN
DOWN STAB LIMIT SW UP
S245 FLAP SW
S290 FLAP SW
STAB TRIM PRIM ELEC ACTUATOR
DFCS - FUNCTIONAL DESCRIPTION - SPEED AND STABILIZER TRIM COMMANDS
22-11-CC
- 201 -

DFCS -- FUNCTIONAL DESCRIPTION - SPEED AND STABILIZER TRIM WARNINGS
General Speed Trim Fail Warning Light
The FCC sends a speed trim warning signal to the flight If the function fails in only one FCC, the light does
control panel if it finds a failure in the speed trim not come on. However, if you push either master caution
function. The FCC sends a stab out of trim signal to recall switch when there is one failure, the speed trim
the stab out of trim warning light if a stabilizer fail light comes on. If you push the master caution
mistrim condition occurs. reset switch, the light goes off.
Speed Trim Warning Stab Out Of Trim Warning
The speed trim warning circuit supplies a warning The stab out of trim warning circuit looks at these
signal if any of these conditions is not true: conditions and if any occur, the warning may be set:
- Air/ground sensors valid - Stabilizer does not move in 10 seconds when

- Stabilizer move in 10 seconds when commanded commanded
- Engine N1s valid - Too much A/P actuator movement for 10 seconds
- Stab trim position sensors valid - Too much elevator command for 10 seconds.
- Data from the inertial reference unit (IRU) valid
- Data from the digital air data computer (DADC) Too much actuator movement means the difference between
valid the elevator A/P actuator position and the elevator
- Clutch valid and trim valid signals present. position sensor is more than 3 degrees. If in single
channel operation, the difference between the elevator
The air/ground sensors are valid if these conditions A/P actuator position and the neutral shift sensor
are true: position must be less than 0.5 degrees to reset the
warning.
- Engine N1s are more than 22%
22-11-CC-072 Rev 1 06/01/1999
- Computed airspeed (CAS) is less than 80 knots Too much elevator command occurs when the difference
- Airplane is on the ground. between the elevator A/P actuator position and the
neutral shift sensor position plus a bias is more than
The speed trim warning circuit also supplies a warning 5 degrees. The bias is zero unless these conditions are
if the FCC commands a trim up and trim down signal at true and then the bias is 3 degrees nose up:
the same time.
- Flare is armed
22-11-CC
- 203 -

DFCS -- FUNCTIONAL DESCRIPTION - SPEED AND STABILIZER TRIM WARNINGS
- Radio altitude is less than 400 feet
- A/P is engaged
These conditions cause the stab out of trim annunciator

to come on:
- Warning ready to set

- A/P engaged
- Radio altitude more than 50 feet or G/S not engaged
or stab out of trim warning already set.
22-11-CC-072 Rev 1 06/01/1999
22-11-CC
- 204 -
N1-1 AND 2 VALID

STAB TRIM POSN SENSOR VALID
IRU VERTICAL SPEED VALID
DADC CAS AND MACH VALID
CLUTCH VALID
TRIM VALID
N1 > 22% AIR/GROUND SPEED TRIM WARNING
CAS < 80 KTS SENSORS VALID SPEED TRIM
SQUAT
FAIL
AIR/GND DETECTOR a
FCC B
TRIM UP AND DOWN TOGETHER
STAB POSITION STAB TRIM MOVES FLIGHT CONTROL PANEL
TRIM UP OR DOWN CMD WHEN COMMANDED
STAB MOVEMENT
DETECTOR
ELEVATOR POSITION
ELEV ACTR POSN ABS DIFF > 3 DEG
10 SEC STAB
NOT IN DUAL PITCH
DELAY
OUT OF
ELEV ACTR POSN ABS DIFF > TRIM a
NSS POSITION .5 DEG
LATCH
MST
FLARE ARM TEST
RA < 400 FEET A/P ENGAGED A A
A/P ENGAGED DC
A/P G/S MODE SEL STAB
22-11-CC-072 Rev 1 06/01/1999
OUT OF
3 DEG NOSE UP BIAS ABS DIFF > 5 DEG 10 SEC TRIM FCC B A A
RA > 50FT DELAY DC
G/S NOT ENGAGED
STAB OUT OF TRIM
WARNING LIGHT
FCC A
DFCS - FUNCTIONAL DESCRIPTION - SPEED AND STABILIZER TRIM WARNINGS
22-11-CC
- 205 -

DFCS -- FUNCTIONAL DESCRIPTION - MACH TRIM BLOCK DIAGRAM
General arms of the PCUs move. However, the mach trim actuator
will turn the neutral shift sensor. The signals from
The mach trim system moves the elevators to prevent a the neutral shift sensor and the elevator position
nose down maneuver at high speeds. This occurs when the sensor go to the FCC. The FCC senses that the neutral
speed is between Mach 0.615 and Mach 0.830. The mach shift position changes and the elevator position does
trim system also moves the elevators to increase a nose not move. The FCC calculates an autopilot signal which
up maneuver at takeoff. then causes the autopilot elevator actuators to move
the input to the PCUs.
The digital air data computer (DADC) sends the mach
value to the FCC. The FCC calculates mach trim command FCC Selection For Mach Trim
signals. It sends the signals through the integrated
flight system accessory unit (IFSAU) to the mach trim Only one FCC supplies the mach trim signal to the mach
actuator. The FCC calculates the mach trim signals trim actuator. FCC B controls which FCC to use and
anytime it receives power. sends a signal to the IFSAU to make the selection.
The mach trim actuator is on the elevator feel and Mach Trim Failure Display
centering unit. When the actuator moves, it turns the
feel and centering unit. The amber mach trim fail annunciator on the flight
control module shows when the mach trim function in
Autopilot Disengaged both FCCs fails. If the mach trim function fails in
only one FCC, the mach trim fail annunciator will not
When the autopilot is disengaged, the feel and show. To show a single mach trim failure, push either
centering unit supplies an input to the elevator power master caution annunciator panel on P7. These
control units (PCU). This moves the elevators. A signal indications will then show:
from the mach trim actuator tells the FCC how much it
moves. - Mach trim fail annunciator on P5
22-11-CC-073 Rev 1 06/17/1999
- FLT CONT light on P7.

Autopilot Engaged
When the autopilot is engaged, the feel and centering

unit cannot supply an input to the elevator PCUs. This
is because the autopilot elevator actuators lock the
elevator input torque tube. This will not let the input
22-11-CC
- 206 -
STABILIZER MACH TRIM

ACTUATOR
ELEVATOR FEEL
MACH TRIM AND CENTERING
FAIL UNIT
a ELEVATOR
FLIGHT CONTROL
PANEL
MACH FAILURE
MACH MACH TRIM ACTUATOR POSITION

DADC 1 TRIM
COMMAND
AUTO- IFSAU
ON GND PILOT
ON GND PITCH ELEVATOR ELEVATOR
COMMAND POWER POWER
E11 SHELF FCC A NEUTRAL CONTROL CONTROL
SHIFT UNIT A UNIT B
POSITION
FAILURE
NEUTRAL SHIFT
MACH POSITION SENSOR
TRIM
22-11-CC-073 Rev 1 02/16/1999
COMMAND ELEVATOR A/P ELEVATOR

MACH SELECTION POSITION ACTUATOR A
AUTO- ELEVATOR POSITION

DADC 2 PILOT SENSOR A/P ELEVATOR
PITCH ACTUATOR B
COMMAND
FCC B
DFCS - FUNCTIONAL DESCRIPTION - MACH TRIM BLOCK DIAGRAM
22-11-CC
- 207 -

DFCS -- FUNCTIONAL DESCRIPTION - MACH TRIM FUNCTION
General Motor Excitation Power
The FCC supplies these voltages and calculates these The FCC supplies the 115v ac motor excitation power to
mach trim signals to operate the mach trim actuator: the IFSAU if the FCC is in BITE or if all of these
conditions are true:
- 26v ac mach trim excitation power
- 28v dc brake release power - Airspeed is more than mach 0.60
- 115v ac motor excitation power - In the air
- Mach trim command signals - Mach trim select status signal is a ground
- Mach trim select signal - Difference between mach trim position and trim
- Mach trim warning signal. schedule is more than 0.525 degrees
- Input 115v ac is good.
Mach Trim Excitation Power
Mach Trim Commands
The FCC power supply gets 115v ac from the electronics
bus and changes this to the 26v ac, 400Hz position The FCC gets the mach from the DADC and calculates an
sensor excitation power. elevator command from the mach speed. The FCC also gets
the mach trim position signal from the mach trim
Brake Release Power actuator. The FCC compares the difference between these
two signals and calculates the mach trim commands.
The FCC supplies the 28v dc brake release power to the
IFSAU if the FCC is in BITE. The FCC also supplies the Mach Trim Select Signal
brake release power if all of these conditions are
true: The FCC uses this data to find which FCC should supply
the mach trim signals:
- Airspeed is more than mach 0.60
22-11-CC-074 Rev 1 06/09/1999
- In the air - On the ground

- Mach trim select status signal is a ground - Is the other, foreign, FCC good
- Input 28v dc is good. - Did present mach trim command keep the position
error less than 0.525 degrees after 7.5 seconds
- Which FCC is FCC A.
22-11-CC
- 209 -

DFCS -- FUNCTIONAL DESCRIPTION - MACH TRIM FUNCTION
Mach Trim Warning Signal
If the FCC finds that the mach trim function is not

good, it stores the failures in its BITE memory. It
also supplies a mach trim warning signal.
22-11-CC-074 Rev 1 06/09/1999
22-11-CC
- 210 -
26V AC MACH TRIM EXCITATION

- 115V AC CHANGE 115V AC TO 26V AC
POWER SUPPLY
- BITE
- MACH > 0.60
- IN AIR 28V DC BRAKE RELEASE POWER
- MACH TRIM SUPPLIES MACH TRIM
SELECT STATUS ACTUATOR POWER 115V AC MOTOR EXCITATION POWER
- 115V AC
- 28V DC ENABLE MOTOR CIRCUIT
ELEVATOR
> .525 DEG COMMAND
IFSAU
- MACH MACH 0.615 TO 0.830
ELEVATOR 0 TO 4.20 DEG UP
MACH TRIM SCHEDULE
- MACH TRIM CALCULATES MOTOR MACH TRIM
POSITION DRIVE SIGNALS COMMANDS
MACH TRIM MOTOR CONTROL
7.5 SEC DELAY
- SQUAT SELECTS FCC TO SUPPLY MACH TRIM SELECT

- FOREIGN MACH MACH TRIM COMMANDS
TRIM VALID
22-11-CC-074 Rev 1 06/09/1999
- FCC A INDEX MACH TRIM SYSTEM SELECT MACH TRIM WARNING FLIGHT
CONTROL
- CPU 1 VALID PANEL
- 26V AC VALID
- MACH VALID FAILURES RECORDED
MACH TRIM WARNING IN BITE
- MACH TRIM COMMAND
- MACH TRIM FEEDBACK SYSTEM MONITOR FLIGHT FAULT RECORDING
FCC (TYPICAL)
DFCS - FUNCTIONAL DESCRIPTION - MACH TRIM FUNCTION
22-11-CC
- 211 -

DFCS -- FUNCTIONAL DESCRIPTION - MACH TRIM COMMANDS
General the actuator. The sensor position signals goes directly
to both FCCs.
Both FCCs calculate the mach trim signals to control
the mach trim actuator. However, only one FCC operates The brake in the actuator holds the output shaft so it
the actuator. The FCC also sends a mach trim warning does not move. When the actuator receives the 28v dc
signal to the flight control panel when the mach trim brake release power, it releases the brake.
function fails in the FCC.
The 115v ac motor excitation power supplies the
FCC Selection For Mach Trim Function excitation signal to the actuator motor. The motor
command signals can now turn the motor to drive the
Both FCCs determine which FCC should supply the mach output arm in or out. This causes the elevator feel and
trim command signals, however, only FCC B sends the centering unit and the neutral shift sensor to turn.
mach trim select signal to the IFSAU. In the IFSAU, K4
and K5 control which FCC supplies the mach trim signals The mach trim select status signal in the FCC is a
to the actuator. ground if that FCC was selected. If it is an open, the
other FCC was selected.
If the mach trim select signal is a high, the relays
are not energized and FCC A supplies the signals. If Mach Trim Fail Warning Light
the mach trim select signal is a low, the relays are
energized and FCC B supplies the signals. If the mach trim function in the FCC is good, it
grounds its mach trim warning signal. These signals
When you turn on power to the airplane, FCC A controls energize relays K1 and K2 in the flight control panel.
the mach trim actuator. If power is not turned off, The mach trim fail light does not come on. If both mach
each time the airplane lands, the FCCs change which FCC trim functions fail, both relays deenergize and the
controls the mach trim actuator. If the mach trim light comes on.
function in one FCC fails, the other FCC controls the
22-11-CC-075 Rev 1 05/27/1999
mach trim actuator. If only one function fails, the light does not come on.
However, if you push either master caution recall
Mach Trim Signals switch when there is one failure, the mach trim fail
light comes on. If you then push the master caution
The mach trim excitation signals supplies 26v ac reset switch, the light goes off.
excitation power to the mach trim position sensor in
22-11-CC
- 212 -
MACH TRIM POSITION ELEVATOR

FEEL AND
CENTERING
MACH TRIM EXCITATION UNIT
BRAKE RELEASE POWER
MOTOR EXCITATION POWER BRAKE

RECALL
MACH TRIM COMMANDS L MASTER
GEAR NEUTRAL
M TRAIN CAUTION
SHIFT RECALL SWITCH
MACH TRIM SELECT STATUS
MACH TRIM WARNING MACH TRIM ACTUATOR
FCC A K4 RECALL
K5 R MASTER
MACH TRIM SELECT MST DIM DC CAUTION
MST TST GND RECALL SWITCH
IFSAU A A
MACH TRIM POSITION
MACH 28V
MACH TRIM EXCITATION TRIM MACH TRIM FAIL DC
28V DC
RESET
BRAKE RELEASE POWER
R MASTER
CAUTION
MOTOR EXCITATION POWER RESET SWITCH
22-11-CC-075 Rev 1 05/27/1999
MACH TRIM COMMANDS
MACH TRIM SELECT STATUS

28V DC K2
MACH TRIM WARNING RESET
28V DC
K1 L MASTER
FCC B
CAUTION
FLIGHT CONTROL PANEL RESET SWITCH
DFCS - FUNCTIONAL DESCRIPTION - MACH TRIM COMMANDS
22-11-CC
- 213 -

DFCS -- FUNCTIONAL DESCRIPTION - PROGRAM PIN OPTIONS
General
There are several FCC options available. The autopilot

system A program switch module sets the options for FCC
A. The autopilot system B program switch module sets
the options for FCC B. These are your airplane options:
- Use 300/900 feet altitude limits in the standard

altitude alert option
- Use the airspeed warning function
- Use the CWS warning function
- Use FAA VMO/MMO command limits in the control laws
- Use wings level as the F/D takeoff roll mode
- Inhibit GS capture before LOC capture
- Use the dual channel autopilot operation, CAT IIIA
- Flight Director for TOGA
- Flight Director pop-up mode
- EFIS display
- This FCC is FCC A if open and FCC B if grounded.
You use the odd parity program pin to make the total
number of pins that connect to ground an odd number.
22-11-CC-076 Rev 1 06/01/1999
22-11-CC
- 214 -
ALTITUDE ALERT
AIRSPEED WARNING
CWS WARNING
CWS OVERRIDE
EACH WIRE FAA/JAA RULES
IS OPEN OR F/D TAKEOFF CONFIG
CONNECTED
TO GROUND G/S BEFORE LOC
SPD/ALT INTERVENTION
DUAL CHANNEL A/P
ILS DEVIATION WARNING
(TYPICAL) F/D TOGA
EFIS
AUTO F/D TOGA
AIRCRAFT
BURNDY BLOCK COMPATIBILITY
MODULE
ODD PARITY
22-11-CC-076 Rev 1 06/01/1999
GROUND OR OPEN A INDEX
FCC (TYPICAL)
DFCS - FUNCTIONAL DESCRIPTION - PROGRAM PIN OPTIONS
22-11-CC
- 215 -

DFCS -- OPERATION - OVERVIEW
General They can engage the A/Ps and F/Ds in the go-around
mode.
The DFCS calculates autopilot (A/P) and flight director
(F/D) commands for these flight sequences: The pilot can also engage an A/P in the CWS mode. The
pilot can use roll and pitch CWS in these flight
- Climb sequences:
- Cruise
- Descent - Climb
- Approach - Cruise
- Go-around. - Descent
- Approach.
The DFCS calculates only F/D commands for the takeoff
mode and only A/P commands for the flare mode. Autoland
DFCS Modes The autoland function consists of these three flight

sequences:
The pilots engage the A/P in CMD and turns on the F/Ds.
The pilots use these mode selector switches on the MCP - Approach
to select the roll and pitch modes for the flight - Flare
sequences: - Go-around.
- Lateral navigation (LNAV) The DFCS will only go into autoland if the crew selects
- Vertical navigation (VNAV) the APP mode selector switch and engages A/P A and A/P
- Level change (LVL CHG) B in the CMD mode.
- VHF omnirange (VOR)
- Localizer (LOC)
22-11-CC-080 Rev 1 05/06/1999
- Heading select (HDG SEL)

- Altitude hold (ALT HLD)
- Vertical speed (V/S)
- Approach (APP).
The takeoff/go-around (TO/GA) switches on the thrust

levers can engage only the F/Ds in the takeoff mode.
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A/P ENGAGE
COURSE A/T IAS/MACH V NAV HEADING L NAV ALTITUDE VERT SPEED COURSE
ARM CMD A CMD B
C/O 30 10
DN CWS A CWS B
VOR LOC
MA OFF SEL MA TO/GA
F/D
N1 SPEED LVL CHG
10
HDG SEL
30
APP ALT HLD V/S
DISENGAGE F/D SWITCH
UP
OFF OFF
MODE CONTROL PANEL

MODE SELECTOR
SWITCHES (TYP)
THRUST LEVERS
CRUISE
DESCENT
CLIMB
22-11-CC-080 Rev 1 05/06/1999
GO-AROUND
APPROACH
TAKEOFF FLARE
DFCS - OPERATION - OVERVIEW
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DFCS -- OPERATION - FLIGHT DIRECTOR/FLIGHT MODE ANNUNCIATOR
General - FD
- TEST.
The DFCS has interface with the EFIS to show this data:
These DFCS status annunciations show in amber:
- Flight director (F/D) commands
- Flight mode annunciator (FMA). - 1 CH
- CWS R
Flight Director Commands - CWS P.
The flight director commands show as magenta bars on An amber box shows around the new CWS R or CWS P status
the attitude indicator (AI). The F/D commands show on annunciation for 10 seconds.
the AI when the F/D switches are in the ON position or
if the F/Ds are in the pop-up mode.
Flight Mode Annunciator
The modes for these functions show below the AI:
- Autothrottle
- Pitch
- Roll
- DFCS status.
Engaged modes show in green letters and armed modes

show in white letters. When the DFCS engages a new
22-11-CC-081.001 Rev 1 04/19/1999
mode, a green box shows around the new mode for 10

seconds.
DFCS status annunciation shows the flight crew the

operating status of the DFCS. The DFCS status
annunciations that show in green are these:
- CMD
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PITCH MODE ENGAGED (GREEN)

TO/GA
V/S
PITCH MODE ARMED (WHITE) ALT ACQ
G/S ALT HOLD ROLL MODE
V/S VNAV SPD ENGAGED (GREEN)
G/S V/S VNAV PTH HDG SEL
FLARE MCP SPD VOR/LOC
A/T MODE G/S LNAV
TEST FLARE
N1 DFCS STATUS (GREEN)
GA FD
RETARD (GREEN) CMD
FMC SPD TEST
MCP SPD
THR HLD XXX XXX XXX XXX
ARM (WHITE) XXX XXX XXX CWS P (AMBER)
XXX
280 CWS R (AMBER)
1 CH (AMBER)
20 20
260
10 10 ROLL MODE
240 ARMED (WHITE)
VOR/LOC
R
220 10 10
22-11-CC-081.001 Rev 1 04/28/1999
20 20 DH 200
200 FLIGHT DIRECTOR
GS 150
COMMAND
.730 599
DFCS - OPERATION - FLIGHT DIRECTOR/FLIGHT MODE ANNUNCIATOR
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DFCS -- OPERATION - EADI FAILURE FLAGS
General
These are the DFCS failure flags that show on the

captain and first officer EADIs:
- Flight director flag

- Selected target speed flag.
Flight Director Flag
An amber FD flag shows on the attitude indicator when

the FCC is invalid or in BITE.
Selected Target Speed Flag
When the selected target speed is invalid, an amber SEL

SPD message shows above the speed tape.
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SELECTED TARGET
SPEED FLAG (AMBER)
SEL SPD FD FLAG
280 (AMBER)
20 20
260 FD
10 10
240
220 10 10
200 20 20
22-11-CC-082.001 Rev 1 05/18/1999
DFCS - OPERATION - EADI FAILURE FLAGS
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DFCS -- OPERATION - ENGAGE AUTOPILOT
General F/Ds In TO/GA
Autopilot engagement occurs when the pilot pushes an If the crew engages the A/P into CMD when the F/Ds are
autopilot (A/P) CWS or CMD engage switch on the MCP. If in TO/GA, the A/P and F/Ds go to LVL CHG for the pitch
the crew selects CWS, the A/P goes into CWS roll and mode and HDG SEL for the roll mode.
CWS pitch. If the crew selects CMD, the modes that the
A/P go into depend on many conditions. Airplane Attitude Within F/D limits
Engage A/P With Flight Directors (F/Ds) Off If the crew engages the A/P into CMD when the attitude
is within F/D limits, the A/P engages in CMD and the
If the crew engages the A/P into CMD when the F/Ds are A/P modes are the same as the F/D modes.
off, the A/P goes to CWS roll and CWS pitch. When the
crew selects a valid pitch and roll mode, the modes Airplane Attitude Not Within F/D Limits
becomes active.
The airplane roll attitude must be within 7 degrees of
The F/D can be in an active roll and pitch mode while the F/D commands for VOR/LOC on course or selected bank
the A/P is in CWS. The mode annunciations on the FMA angle limit of 10 degrees. The airplane roll attitude
apply to the F/D. must be within 14 degrees of the F/D commands for all
other modes. If the crew engages the A/P into CMD when
Engage A/P With F/Ds On the roll attitude is not within these limits, the A/P
goes into CWS roll and the F/D roll mode is reset.
These three conditions can occur with the F/Ds on:
The airplane pitch attitude must be within 3 degrees of
- F/Ds are in TO/GA the F/D commands for slaved G/S engage and MCP ALT ACQ
- F/Ds are in valid roll and pitch modes. The mode. The airplane pitch attitude must be within 6
difference between the airplane attitude and F/D degrees of the F/D commands for all other pitch modes.
22-11-CC-107 Rev 1 05/19/1999
commands is within valid limits If the crew engages the A/P into CMD when the pitch
- F/Ds are in valid roll and pitch modes. The attitude is not within these limits, the A/P goes into
difference between the airplane attitude and F/D CWS pitch and the F/D pitch mode is reset.
commands is not within valid limits.
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DFCS -- OPERATION - ENGAGE AUTOPILOT
The autopilot in the engaged mode is not certified for

use in takeoff.
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N1 CMD FMC SPD LNAV CMD FMC SPD VNAV PTH LNAV CMD
CWS P CWS P
CWS R
20 20
20 20 30 30
10 10
10 10 20 20
10 10 10 10
10 10
20 20
F/D OFF F/D ON AND PITCH LIMITS EXCEEDED F/D ON AND WITHIN LIMITS
- A/P ENGAGES TO CWS PITCH - A/P ENGAGES IN CMD FOR ROLL MODE - A/P ENGAGES IN CMD FOR ROLL
AND CWS ROLL AND PITCH
- A/P ENGAGES IN CWS FOR PITCH MODE
22-11-CC-107 Rev 1 05/19/1999
DFCS - OPERATION - ENGAGE AUTOPILOT
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DFCS -- OPERATION - TAKEOFF
General - Select V2 speed with the IAS/MACH select control.
The F/D display shows roll and pitch commands during These annunciations show on the captain and first
takeoff. The pilot cannot use the A/P for takeoff. The officer displays:
roll mode is wings level and the pitch mode is TO/GA.
After the airplane goes through 400 feet radio - FD as the DFCS status
altitude, the pilot can stay in the F/D takeoff mode or - No pitch mode annunciations
engage the autopilot to a roll and pitch mode. - F/D roll and pitch command bars are biased out of
view (BOV)
The F/D does not give runway steering or rotation - Selected target speed bug on the MASI shows the V2
commands. speed.
This is the takeoff sequence: The master flight director indicator light adjacent to
the F/D switch that was turned on first comes on.
- Before takeoff roll
- Takeoff roll Takeoff Roll
- Lift-off
- Climbout. When the pilot pushes a TO/GA switch on the thrust
levers, these events occur:
Before Takeoff Roll
- FMA shows TO/GA as the active pitch mode
The pilots set all of these conditions before they - F/D pitch command shows a pitch down attitude of 10
start the takeoff roll: degrees
- F/D roll command shows a wings level attitude
- Captain and the first officer F/D switches are in - Both master lights come on to show that the F/Ds
22-11-CC-083.001 Rev 1 01/06/1999
the ON position are independent

- Select the runway heading with the heading - Autothrottle engages in the takeoff thrust mode
selector - No active roll mode on the FMA.
- Select the bank angle limit with the bank angle
limit control When the airspeed is 60 knots, the F/D shows a pitch up
- Select the MCP altitude with the altitude select command of 15 degrees. If an engine fails, the AC bus
control transfers to the good engine. The FCC on the failed
- Arm the autothrottle engine gets the F/D commands from the unswitched FCC.
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The F/Ds will then show a pitch command of 12.5 If an engine fails during takeoff, the target airspeed
degrees. may change to these values:
In takeoff, the flight director commands show on the - Failure at less than V2 - V2 - target airspeed
AIs automatically even if the flight director switches - Failure between V2 and V2 plus 20 - the existing
are in the OFF position. This is the pop-up mode. It IAS
occurs when these conditions are true: - Failure at more than V2 plus 20 - no change to the
target airspeed.
- Flight director switch is not in the ON position
- Pilot pushes a TO/GA switch The maximum airspeed limit is the flap placard speed
- Airspeed is more than 80 knots. until the airplane gets to the MCP speed. The F/D bank
angle limit is 8 degrees when the airplane is below 400
The F/Ds stay in the pop-up mode for 150 seconds after feet altitude.
the airspeed gets to 80 knots. To turn off the F/Ds
while in the pop-up mode, you must set a F/D switch to Ten seconds after lift-off, the speed trim engages.
the ON position and then to the OFF position.
Climb Out
When both F/Ds are on, you can turn one off and the
other stays on. At a radio altitude of 400 feet, the master flight
director indicator light for the F/D that was the
Lift-Off second one turned on, goes off.
For a normal lift-off, the F/D goes from a 15 degree The roll command continues to hold wings level and the
nose up command to a speed or attitude command. The annunciation is blank. The pitch command continues in
initial speed target is V2 plus 20 knots. The change to TO/GA to hold speed, attitude, or a mixture of speed
22-11-CC-083.001 Rev 1 01/06/1999
speed control is a function of altitude rate. and attitude. The pitch annunciation is still TO/GA. FD
stays as the active DFCS status until the pilot engages
If the climb rate is less than 300 FPM, the pitch the autopilot.
command is to hold the pitch attitude. For a climb rate
between 300 FPM and 1200 FPM, the pitch command is a When the radio altitude is more than 400 feet, you can
mixture of pitch and airspeed. For a climb rate more change the F/D pitch and roll modes. If you change just
than 1200 FPM, the pitch command is to hold the target the pitch mode, the roll mode automatically goes to HDG
airspeed.
22-11-CC
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SEL. However, you can change the roll mode without a
change in the pitch mode.
When the radio altitude is more than 400 feet, you can
also engage the autopilot in CMD. When you engage the
A/P in CMD, the pitch mode goes to LVL CHG and shows MCP
SPD in the FMA. The roll mode goes to HDG SEL. Only the
master flight director indicator light for the A/P in
CMD is on. When you engage the A/P, the speed trim
stops and the auto stabilizer trim starts.
22-11-CC-083.001 Rev 1 01/06/1999
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A/T COURSE A/P ENGAGE

COURSE IAS/MACH COURSE A/T IAS/MACH V NAV HEADING COURSE
ARM ARM CMD A CMD B
C/O C/O 30 10
CWS A CWS B
OFF OFF MA
F/D F/D F/D 10 30 DISENGAGE F/D

N1 SPEED N1 SPEED LVL CHG HDG SEL
OFF OFF OFF OFF
MCP MCP
TAKEOFF START LIFT-OFF CLIMBOUT ABOVE 400 FEET
N1 TO/GA FD THR HLD TO/GA FD N1 MCP SPD HDG SEL FD
20 20
22-11-CC-083.001 Rev 1 05/19/1999
10 10 30 30
10 10
10 10
10 10
10 10
DFCS - OPERATION - TAKEOFF
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DFCS -- OPERATION - CLIMB/CRUISE/DESCENT INTRODUCTION
General LNAV
After climbout from takeoff, the crew can continue with The roll commands come from the FMC when there is a
the F/Ds or engage an A/P in CMD or CWS. The crew can valid navigation data base and an active flight plan.
engage only one A/P in these flight sequences.
HDG SEL
If the F/Ds are on or an A/P is in CMD, the crew chooses
DFCS modes with the mode selector switches on the MCP. In this mode, the airplane turns to the heading that
If the light on a selector switch is on, the crew can shows in the heading display on the MCP. The FCC
deselect that mode if they push the mode selector calculates the command from the difference between the
switch again. magnetic heading and the MCP selected heading.
The crew can use these roll mode selector switches VOR
during climb, cruise and descent:
In this mode, the autopilot commands the airplane to
- LNAV fly a VOR course that shows in the course indicator on
- HDG SEL the MCP. The VOR receiver sends the FCC VOR radial data
- VOR. that the airplane is on. The MCP sends the FCC the VOR
course that the pilot wants to fly. The difference or
The crew can use these pitch mode selector switches deviation is used to calculate the VOR command.
during climb, cruise and descent:
VNAV
- VNAV
- V/S The pitch commands come from the FMC when these are
- ALT HLD present:
- LVL CHG.
22-11-CC-084 Rev 1 11/19/1997
- Valid navigation data base

The roll and pitch modes show on the flight mode - Active flight plan
annunciators (FMAs). This includes the engaged modes - Valid performance data.
and the armed modes.
When the crew selects VNAV, the DFCS goes to either the
VNAV SPD or the VNAV PTH mode.
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DFCS -- OPERATION - CLIMB/CRUISE/DESCENT INTRODUCTION
VNAV cannot be active on the ground.
V/S
In this mode, the A/P commands the airplane to climb or

descend at the MCP selected vertical speed.
ALT HLD
In this mode, the A/P commands the airplane to hold the

altitude that the airplane was at when the crew
selected ALT HLD or the MCP selected altitude.
LVL CHG
In this mode, the airplane changes altitude with the

A/P and the autothrottle (A/T). LVL CHG commands the
airplane to the MCP selected altitude at the selected
airspeed. The A/P controls airspeed and the A/T
controls the thrust.
Roll and Pitch CWS
You can engage the A/P in roll or pitch CWS. In CWS, the
pilot controls the airplane as if the autopilot is
disengaged. Control of the airplane is from CWS force
22-11-CC-084 Rev 1 11/19/1997
transducers that send signals through the FCCs to the

A/P actuators.
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A/P ENGAGE
ARM CMD A CMD B
C/O 30 10
DN CWS A CWS B
VOR LOC
MA OFF SEL MA

UP
OFF OFF
MCP
CRUISE
- VNAV
CLIMB - ALT HLD DESCENT
- VNAV - PITCH CWS - VNAV
- V/S - V/S
- LVL CHG - LVL CHG
- PITCH CWS - PITCH CWS
ROLL MODE ENGAGED

ANNUNCIATION
DFCS STATUS
PITCH MODE ENGAGED
ANNUNCIATION PITCH CWS
ANNUNCIATION
CLIMB, CRUISE, AND DESCENT
- LNAV
- HEADING SELECT
- VOR
22-11-CC-084 Rev 1 05/18/1999
MCP SPD ALT HOLD HDG SEL FD - ROLL CWS

G/S VOR/LOC CWS P
CWS R
EADI
ROLL CWS
ANNUNCIATION
PITCH MODE ARMED ROLL MODE ARMED
ANNUNCIATION ANNUNCIATION
DFCS - OPERATION - CLIMB/CRUISE/DESCENT INTRODUCTION
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DFCS -- OPERATION - LNAV
General - The airplane did not capture the localizer
- The airplane gets to the final waypoint or a route
The LNAV commands come from the FMC and control the discontinuity.
airplane on the assigned flight path. When the DFCS is
in the LNAV mode, the LNAV mode annunciation shows on
the FMA.
LNAV Active
To make the LNAV active, push the LNAV mode selector

switch on the MCP. These conditions must be valid for
LNAV to engage:
- LNAV is valid
- Baro corrected altitude is valid
- Data to calculate the lateral guidance command in
the FMC is valid
- The airplane heading is towards the flight path
before the next waypoint or is within 3 nm of the
flight plan path.
Deselect LNAV
You can deselect LNAV if any of these conditions occur:
- Push the LNAV mode selector switch when the LNAV

22-11-CC-085 Rev 1 05/10/1999
mode selector switch light is on

- Set the A/P to CMD with a F/D command more than 14
degrees
- A force more than 10 pounds on the control wheel
with the A/P in CMD
- Activate another roll mode
- LNAV is not valid
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V NAV HEADING L NAV

LNAV MODE
SELECTOR SWITCH
30 10
VOR LOC
10 30
LVL CHG HDG SEL APP
MCP
SELECT LNAV
WAYPOINT
WAYPOINT
FLIGHT PATH
LNAV MODE
ANNUNCIATION
22-11-CC-085 Rev 1 05/10/1999
EFIS DISPLAY
DFCS - OPERATION - LNAV
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DFCS -- OPERATION - HEADING SELECT
General Select Mode Before Heading Is Set
The crew uses the heading select mode to change the Push the HDG SEL mode selector switch and set a heading
airplane heading. The heading that the airplane will go in the heading indicator. These things happen:
to is the heading value in the MCP heading window. The
maximum bank angle in the turn is the bank angle limit - HDG SEL shows on the FMA
set on the MCP. - When the pilot turns the heading knob clockwise,
the airplane turns to the right
The crew can engage the HDG SEL mode when they push the - When the pilot turns the heading knob
HDG SEL mode selector switch on the MCP. The DFCS goes counterclockwise, the airplane turns to the left
into the HDG SEL mode when the crew pushes the A/P CMD - The airplane captures and holds the heading set on
engage switch to leave F/D takeoff and no mode is the MCP.
selected.
Deselect HDG SEL
These are the two ways to use the mode:
You deselect HDG SEL when you select another roll mode.
- Set heading before you push the HDG SEL mode You can also deselect HDG SEL if you push the HDG SEL
selector switch mode selector switch when the switch light is on.
- Push the HDG SEL mode selector switch and then set
the heading.
Set Heading Before Mode
Set a heading in the heading indicator and push the HDG

SEL mode selector switch. These things happen:
22-11-CC-086 Rev 1 06/09/1999
- HDG SEL shows on the FMA

- The airplane turns in the direction for minimum
heading change
- The airplane captures and holds the heading set on
the MCP.
22-11-CC
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V NAV HEADING L NAV V NAV HEADING L NAV
30 10 30 10
VOR LOC VOR LOC
HEADING WINDOW
10 30 BANK ANGLE 10 30
LVL CHG HDG SEL APP LVL CHG HDG SEL APP
LIMIT
SET NEW HEADING
MCP MCP HEADING SELECT MODE

SELECTOR SWITCH
SELECT HDG SEL AND SET NEW HEADING
090
HEADING SELECT MODE

ANNUNCIATION
22-11-CC-086 Rev 1 06/09/1999
MCP SPD ALT HOLD HDG SEL CMD
EFIS DISPLAY
DFCS - OPERATION - HEADING SELECT
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DFCS -- OPERATION - VOR
General In this submode, the FCC uses this data to calculate
the capture point which is where the airplane should
The VOR mode supplies automatic capture and guidance start the turn to be on course:
through the on-course and over-station-sensor phases
for cruise and approach control. - Beam deviation
- True airspeed
To use the VOR mode, the VOR receiver must be set to a - Course error
VOR frequency. The pilot uses one of the course - Selected bank angle limit
selectors on the MCP to select the desired course. The - Closure rate.
course shows on the course display. The bank angle
limit is also set on the MCP. Push the VOR LOC mode The FCC uses this data to calculate the closure rate:
selector switch to select the VOR mode. If the VOR mode
engages, the VOR LOC mode selector switch light comes - True airspeed
on to show it can also be deselected. - Course error
- DME distance.
These are the four submodes of the VOR mode:
If DME distance is not available, the FCC uses the rate
- Arm of change of the beam deviation to calculate the
- Capture closure rate.
- On-course (OC)
- Over-station-sensor (OSS). The FCC only calculates a capture point when the
airplane is inbound to the VOR station.
Arm Submode
Capture Submode
When you push the VOR LOC mode selector switch, the
mode is the VOR arm submode. When the VOR is in the arm When the airplane gets to the capture point, the VOR
22-11-CC-087 Rev 1 04/05/1999
submode, VOR/LOC shows in small white letters on the mode changes to the capture submode. The FCC makes sure
second line for the roll mode of the FMA. HDG SEL shows that these conditions are valid for at least 3 seconds
on the first line of the FMA. The FCC stays in this before the capture mode is active:
submode until the airplane satisfies the capture logic.
- VOR LOC mode selector switch is engaged
- Course selector was not moved
- Beam deviation is less than 22 degrees
22-11-CC
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- VOR receiver is valid. The VOR on-course submode is also active when these
conditions occur for at least 10 seconds:
If the FCC can not calculate the capture point but the
beam deviation is less than 0.5 degrees, the VOR mode - Bank angle is less than 6 degrees
changes to the capture submode. Also, if the FCC can - Deviation rate of change is less than 0.15 degrees
not calculate the capture point but the beam deviation per second.
is less than 2 degrees for 10 seconds, the VOR mode
changes to the capture submode. The airplane will not bank more than the 8 degrees. The
maximum roll rate is 1.3 degrees per second.
The airplane will not bank more than the selected bank
angle limit. The maximum roll rate is 4.0 degrees per When the VOR is in the on-course submode, VOR/LOC shows
second. in large green letters on the first line for the roll
mode of the FMA. The FCC stays in this submode until
When the VOR mode is in the capture submode, VOR/LOC the airplane satisfies the OSS logic.
shows in large green letters on the first line for the
roll mode of the FMA. The FCC stays in this submode If the crew selects a new VOR course while in the on-
until the airplane satisfies the on-course logic. course submode, the FCC goes back to the VOR capture
submode.
On-Course Submode
Over-Station-Sensor Submode
These conditions inhibit the on-course submode:
The OSS logic monitors the VOR deviation beam signal
- VOR not in the capture submode for large deviation rate. This occurs when the airplane
- Bank angle is more than 7 degrees flies over the VOR station in the cone-of-confusion. If
- The over-station-sensor (OSS) is in effect. the beam deviation rate is more than 1.5 degrees per
second and the magnitude of the beam deviation is more
22-11-CC-087 Rev 1 04/05/1999
The VOR on-course submode is active when these than 12.0 degrees, the FCC goes to the OSS submode.
conditions occur for at least 5 seconds:
The FCC stays in the OSS submode for 23 seconds after
- Bank angle less than 6 degrees the beam deviation changes go below these OSS levels.
- Beam deviation less than 1 degree If a DME is collocated with the VOR, the FCC also goes
- Course error less than 18 degrees. into the OSS submode if the absolute value of the
airplane altitude minus the DME range is less than 5000
22-11-CC
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feet. This allows the airplane to go through the cone-
of-confusion and also make a turn.
The airplane will not bank more than the selected bank
angle limit. The maximum roll rate is 4.0 degrees per
second.
When the VOR mode is in the OSS submode, VOR/LOC shows

in large green letters on the first line for the roll
mode of the FMA. The FCC stays in this submode until
the airplane satisfies the on-course logic.
Deselection of VOR Mode
If the crew pushes the VOR LOC mode selector switch or

selects another roll mode, the VOR mode is deselected.
The VOR mode is also deselected if the VOR signal is
not valid for more than 8 seconds and the A/P is in CMD.
22-11-CC-087 Rev 1 04/05/1999
22-11-CC
- 240 -
SELECT VOR SET CAPT AND F/0 COURSE SELECTORS

A/P ENGAGE
ARM CMD A CMD B
CAPT COURSE C/O 30 10

F/O COURSE
DISPLAY VOR LOC DN CWS A CWS B
DISPLAY
OFF SEL MA
CAPT COURSE F/D N1 SPEED LVL CHG

10
HDG SEL
30
APP ALT HLD V/S
DISENGAGE F/D F/O COURSE
SELECTOR SELECTOR
UP
OFF OFF
MCP
BANK ANGLE LIMIT CONTROL

VOR MODE SELECTOR SWITCH
CONE-OF-CONFUSION
VOR STATION VOR COURSE

22-11-CC-087 Rev 1 04/05/1999
MCP SPD ALT HOLD VOR/LOC CMD

VOR/LOC
VOR ENGAGED MODE

VOR ARMED MODE
DFCS - OPERATION - VOR
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DFCS -- OPERATION - ROLL CWS
General Attitude Hold Submode
In roll control wheel steering (CWS), the pilot If the bank angle is more than 6 degrees when you
controls the airplane as if the A/P is disengaged. The engage the CWS mode, the A/P goes to the attitude hold
control of the airplane is from a roll CWS force submode. In this submode, the A/P holds the airplane
transducer through the FCC. The CWS mode has these bank to the roll attitude at the time the A/P enters
submodes: the CWS mode.
- Attitude hold The bank limit is 30 degrees. If the bank angle is more
- Heading hold than 30 degrees when the A/P is in CWS and the control
- Roll CWS out-of-detent (O/D). wheel force is in-detent, it decreases to and holds 30
dergees. The bank rate of change limit is 4.0 degrees
These are the three ways to engage the roll CWS mode: per second.
- Push the CWS A/P engage switch Heading Hold Submode

- Push the CMD A/P engage switch and do not select a
roll mode If the bank angle is less than 6 degrees when you
- Apply a wheel force of more than 10 pounds (hi engage the CWS mode, the A/P goes to the heading hold
detent) when a roll CMD mode is active. submode. In this submode, the A/P decreases the bank
angle to 0 degrees within 3 seconds. The A/P then
When the roll CWS mode engages, the FMA on the EHSI maintains the airplane heading.
shows an amber CWS R.
If the bank angle is more than 6 degrees after you
The force on the control wheel, while in CWS, is one of engage the heading hold submode and you do not cancel
these three levels: the mode by selection of another mode or move the
control wheel, the heading hold submode is still
22-11-CC-088 Rev 1 04/28/1999
- In-detent, less than 2.25 pounds if bank angle is active.

30 degrees or less, or less than 3.0 pounds if bank
angle more than 30 degrees Roll CWS O/D
- Low detent, more than in-detent level but less
than 10 pounds When the control wheel force is out-of-detent (O/D),
- Hi detent, more than 10 pounds. the pilot controls the airplane bank. The roll CWS
22-11-CC
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DFCS -- OPERATION - ROLL CWS
force transducer sends a signal to the FCC and the FCC
sends a control signal to the A/P actuators.
When the control wheel force is in-detent, the A/P goes

to the attitude submode if the bank angle is more than
6 degrees. The A/P goes to the heading hold submode if
the bank angle is less than 6 degrees.
CWS Warning
The CWS warning is the amber flashing A/P light on the

autoflight status annunciator (ASA). This warning is
valid for the pitch and the roll modes. This warning
will occur if one of these conditions occur:
- A/P goes into CWS because it was in CMD and the

crew deselects the active roll mode or pitch mode
- The A/P goes into CWS because of a hi detent
pressure on the control wheel or control column
- The A/P goes into the CWS mode because the active
pitch or roll mode became invalid.
The warning will continue until one of these conditions

occur:
- Push the A/P light on the ASA to reset the warning

22-11-CC-088 Rev 1 04/28/1999
- Disengage the A/P

- The A/P goes back to a valid CMD mode.
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A/P ENGAGE A/P ENGAGE
COURSE V NAV HEADING L NAV COURSE
CMD A CMD B CMD A CMD B
30 10
CWS A CWS B CWS A CWS B
VOR LOC
MA MA
CWS ENGAGE DISENGAGE 10 30 DISENGAGE
F/D
SWITCH LVL CHG HDG SEL APP
F/D
OFF OFF
MCP MCP
SELECT CWS MODE A/P IS IN CMD MODE
OR AND
CMD ENGAGE
SWITCH
A/P ENGAGE
CMD A CMD B
30 10
DN CWS A CWS B
VOR LOC
SEL
10 30 DISENGAGE APPLY FORCE TO CONTROL WHEEL

HDG SEL APP ALT HLD V/S
UP
MCP
1
A/P ANNUNCIATOR A/P A/T FMC
SELECT CMD MODE AND NO ROLL MODE FLASHES AMBER P/RST P/RST P/RST
2
TEST
22-11-CC-088 Rev 1 04/28/1999
ROLL CWS MODE ROLL CWS MODE

MCP SPD CMD MCP SPD ALT HOLD CMD

CWS P
CWS R CWS R
DFCS - OPERATION - ROLL CWS
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DFCS -- OPERATION - VNAV
ÅGeneral VNAV PTH
The vertical navigation (VNAV) mode receives pitch In climb, VNAV SPD changes to VNAV PTH to capture the
control from the FMC. VNAV commands the airplane to FMC target altitude. In the VNAV PTH mode, the airplane
climb or descend to the FMC target altitude at the FMC holds the FMC altitude.
target speed.
Before descent, the pilot sets an approach altitude on
Push the VNAV mode select switch to start VNAV. VNAV the MCP. At the top of descent, the throttle retards
becomes active when all these conditions are true: and the FMA shows RETARD then ARM. The pitch mode
remains in VNAV PTH and the airplane descends.
- VNAV flight plan is active
- Airplane is more than 400 feet above the ground The VNAV PTH mode continues in descent until the
- Data necessary to calculate the vertical guidance airplane is near the approach altitude. The
command is valid. autothrottle mode returns to FMC SPD. VNAV PTH stays
active and holds the approach altitude.
VNAV has these two active modes:
- VNAV SPD (speed)

- VNAV PTH (path).
VNAV SPD
The VNAV SPD mode controls the elevator to hold the FMC
target speed. The mode is active when the airplane
climbs to the FMC altitude. If it gets to the MCP
altitude first, the A/P disengages from VNAV SPD and
22-11-CC-089 Rev 1 04/28/1999
goes into ALT HOLD. The LEDs on the VNAV mode selector
switch go off.
When the crew resets the MCP altitude to the FMC

altitude, they push the VNAV mode selector switch. This
reengages VNAV SPD and the airplane starts to climb to
the FMC target altitude at the FMC target speed.
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COURSE A/T IAS/MACH V NAV VNAV MODE COURSE A/T IAS/MACH V NAV
ARM ARM
SELECTOR
C/O SWITCH C/O
MA OFF MA OFF
F/D F/D
N1 SPEED LVL CHG N1 SPEED LVL CHG
OFF OFF
MCP MCP
SELECT VNAV DURING CLIMB RESELECT VNAV TO CONTINUE CLIMB
TOP OF DESCENT
VNAV SPD (FMC ALTITUDE)
VNAV PTH
(MCP ALTITUDE)
VNAV SPD
VNAV PTH
22-11-CC-089 Rev 1 04/28/1999
N1 VNAV SPD LNAV CMD FMC SPD ALT HOLD LNAV CMD FMC SPD VNAV PTH LNAV CMD
VNAV ALT HOLD VNAV

ANNUNCIATION ANNUNCIATION ANNUNCIATION
DFCS - OPERATION - VNAV
22-11-CC
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DFCS -- OPERATION - VERTICAL SPEED
General Change the MCP Selected Altitude
The crew uses the V/S mode to climb or descend to the If the crew changes the MCP selected altitude, this
altitude set in the MCP. You cannot use the V/S mode if occurs:
the airplane is at the MCP selected altitude or in the
capture of the MCP selected altitude. If the airplane - ALT HOLD is the engaged mode and shows on the FMA
is at the MCP selected altitude and the crew changes in green letters
the MCP selected altitude by more than 100 feet, the - ALT HLD mode selector switch LEDs turn on
V/S mode arms. - V/S arms and V/S shows on the FMA in smaller white
letters.
The crew can use the V/S mode to level the airplane at
a set altitude. The crew turns the V/S control wheel to set the climb
or descent rate. The pitch mode changes to V/S so this
Climb/Descend to MCP Selected Altitude occurs:
These occur when the pilot pushes the V/S mode selector - LEDs on the ALT HLD mode selector switch go out
switch and sets a positive or negative V/S on the MCP: - LEDs on the V/S mode selector switch turn on
- Pitch mode annunciation is V/S in green letters.
- V/S shows on the FMA in green letters
- V/S mode selector switch LEDs turn on Level Off
- Airplane climbs or descends at the selected V/S.
As the airplane approaches the altitude, the crew can
When the crew pushes the V/S mode selector switch, the slowly decrease the V/S to zero with the V/S control
present vertical speed of the airplane shows in the V/S wheel. The airplane will stop its climb or descent and
display. The crew changes the vertical speed with the fly level. When the target V/S is zero, the VERT SPEED
V/S control wheel. display blanks.
22-11-CC-090 Rev 1 04/28/1999
When the airplane gets to the altitude set on the MCP, Reversion Mode
the DFCS mode changes from V/S to altitude acquire (ALT
ACQ) and then to altitude hold (ALT HOLD). When the If the airspeed decreases to 1.3 times the stall speed,
DFCS goes into the ALT ACQ mode, the V/S mode selector the DFCS will change to LVL CHG. If the airspeed
switch LEDs go out. increases to VMO, the DFCS will change to LVL CHG.
22-11-CC
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ALTITUDE VERT SPEED ALTITUDE VERT SPEED ALTITUDE VERT SPEED

VERTICAL
SPEED
DISPLAY
DN DN DN
SEL SEL SEL
VERTICAL SPEED
CONTROL WHEEL ALT HLD V/S
ALT HLD V/S ALT HLD V/S
UP UP UP
V/S MODE
MCP SELECTOR MCP
SWITCH
SELECT V/S FOR CLIMB CHANGE MCP ALTITUDE TO LOWER ALTITUDE TURN V/S CONTROL WHEEL
V/S
LEVEL FLIGHT PATH
LEVEL FLIGHT PATH
V/S
CLIMB DESCENT
22-11-CC-090 Rev 1 04/28/1999
MCP SPD V/S HDG SEL CMD MCP SPD ALT HOLD HDG SEL CMD MCP SPD V/S HDG SEL CMD
V/S
V/S V/S ARM MODE V/S

ENGAGE MODE ENGAGE MODE
DFCS - OPERATION - VERTICAL SPEED
22-11-CC
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DFCS -- OPERATION - ALTITUDE HOLD
General
When the crew pushes the ALT HLD mode selector switch,
the airplane will try to hold the present altitude. The
DFCS can also automatically go into the altitude hold
mode when it reaches the altitude set on the MCP.
ALT HLD Mode Selector Switch
These things occur when the pilot pushes the ALT HLD
mode selector switch on the MCP:
- DFCS tries to hold the present uncorrected

barometric altitude. The airplane will overshoot
the altitude and return to it
- ALT HLD mode selector switch LEDs turn on
- FMA shows ALT HOLD in green letters.
Reach MCP Altitude
This altitude hold sequence starts as the airplane

approaches the MCP selected altitude:
- FMA shows ALT ACQ in green letters and the airplane

starts to level off
- Airplane holds the altitude set on the MCP
22-11-CC-091 Rev 1 04/28/1999
- ALT HLD mode selector switch LEDs turn off

- FMA changes to ALT HOLD in green letters.
22-11-CC
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ALTITUDE VERT SPEED ALTITUDE VERT SPEED
DN DN
SEL SEL
ALT HLD V/S ALT HLD V/S
UP UP
MCP
SELECT ALT HLD MCP
ALTITUDE
ALTITUDE HOLD MCP
ACQUIRE X ALTITUDE
X
SELECT ALTITUDE
ALT HLD HOLD
X X X
V/S MODE
+1000 FT/MIN
X
V/S MODE
+1000 FT/MIN
MCP SPD ALT ACQ HDG SEL CMD
PITCH MODE PITCH MODE
22-11-CC-091 Rev 1 04/28/1999
MCP SPD ALT HOLD HDG SEL CMD MCP SPD ALT HOLD HDG SEL CMD
PITCH MODE
ANNUNCIATION
DFCS - OPERATION - ALTITUDE HOLD
22-11-CC
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DFCS -- OPERATION - LEVEL CHANGE
General For all selection methods, the DFCS controls to the
speed on the MCP IAS/MACH indicator until you set a new
The level change (LVL CHG) mode lets the pilot change speed.
flight levels with the DFCS and the A/T. The LVL CHG
mode controls the airplane to the MCP selected The airplane speed stays within these limits:
altitude. If the airplane is at the MCP selected
altitude, LVL CHG will not become active. - Flap and gear placard speeds
- Maximum operating velocity and mach (VMO/MMO)
During LVL CHG, the autothrottle controls thrust. The - Alpha floor minimum speed.
DFCS controls airspeed with the elevator. The speed
reference is the MCP selected speed. With the LVL CHG mode active, the LEDs on the LVL CHG
mode selector switch are on. MCP SPD shows on the FMA
LVL CHG Mode Selector Switch in green letters.
You must set a target altitude on the MCP before you Altitude Capture
push the LVL CHG mode selector switch.
When the airplane is at the altitude set on the MCP,
If you push the LVL CHG mode selector switch when in the DFCS pitch mode changes to ALT ACQ and then to ALT
VNAV, the MCP IAS/MACH indicator shows the FMC target HOLD.
speed. The DFCS controls to this speed until you set a
new speed in the window. Reversion Modes
If you push the LVL CHG mode selector switch when in The DFCS automatically changes to the LVL CHG mode if
TO/GA, the MCP IAS/MACH indicator shows the higher of any of these conditions occur:
these:
- In V/S or VNAV and the speed decreases to within
22-11-CC-092 Rev 1 05/06/1999
- Present airspeed 1.3 times the stall speed

- Speed set in the MCP. - In V/S or VNAV and the A/T is disengaged or engaged
at aft stop and the speed approaches VMO/MMO
If you push the LVL CHG mode selector switch when in - In V/S and the airplane cannot get to the MCP
another mode, the MCP IAS/MACH indicator shows the selected speed.
present airspeed.
22-11-CC
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PRESENT NEW MCP

AIRSPEED ALTITUDE
COURSE A/T IAS/MACH V NAV HEADING L NAV ALTITUDE ALTITUDE VERT SPEED
ARM
C/O 30 10
VOR LOC DN
MA OFF SEL SEL
F/D 10 30
N1 SPEED LVL CHG HDG SEL APP ALT HLD ALT HLD V/S
UP
OFF
MCP
LVL CHG MODE MCP
SELECTOR SWITCH
SELECT NEW MCP ALTITUDE AND LVL CHG
X MCP ALTITUDE
X
ALTITUDE HOLD
ACQUIRE ALTITUDE
X
MCP SPD ALT ACQ HDG SEL CMD
22-11-CC-092 Rev 1 05/06/1999
PITCH MODE
ANNUNCIATION
N1 MCP SPD HDG SEL CMD
MCP SPD ALT HOLD HDG SEL CMD

PITCH MODE
ANNUNCIATION
DFCS - OPERATION - LEVEL CHANGE
22-11-CC
- 253 -

DFCS -- OPERATION - PITCH CWS
General Pitch CWS O/D
In pitch control wheel steering (CWS), the pilot When the control column force is out-of-detent, low or
controls the airplane as if the A/P is disengaged. The high detent, the pilot controls the airplane pitch
control of the airplane is from two CWS force attitude. The captain and first officer pitch CWS force
transducers through the FCC. The pitch CWS mode has an transducers send a signal to the FCC. The FCC averages
attitude hold and an out-of-detent (O/D) submode. the two signals and the FCC sends a control signal to
the A/P actuators.
These are the three ways to engage the pitch CWS mode:
When the control column force goes back to in-detent,
- Push the CWS A/P engage switch the A/P goes to the attitude hold submode.
- Push the CMD A/P engage switch and do not select a
pitch mode If the A/P was in the ALT HOLD or the ALT ACQ mode, the
- Apply a column force of more than 21 pounds, high force on the control column must remain until the
detent when a pitch CMD mode is active. airplane is more than 250 feet from the MCP altitude.
If not, the A/P will return to the ALT HOLD or ALT ACQ
The FMA annunciation on the EFIS EADI is the amber CWS mode and stay in CMD.
P in the DFCS status column.
The force on the control column, while in pitch CWS, is

one of these three levels:
- In-detent - less than 5.0 pounds

- Low detent - more than in-detent level but less
than 21 pounds
- High detent - more than 21 pounds.
22-11-CC-093 Rev 1 05/06/1999
Attitude Hold Submode
When you engage the CWS mode, the A/P goes to the
attitude hold submode. In this submode, the A/P holds
the airplane pitch attitude to the pitch attitude at
the time the A/P goes into the CWS mode.
22-11-CC
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A/P ENGAGE A/P ENGAGE
COURSE V NAV HEADING L NAV COURSE
CWS ENGAGE CMD A CMD B CMD A CMD B
SWITCH
30 10
CWS A CWS B CWS A CWS B
VOR LOC
MA MA
DISENGAGE F/D 10 30 DISENGAGE F/D

LVL CHG HDG SEL APP
OFF OFF
MCP MCP
SELECT CWS MODE A/P IS IN CMD MODE
OR AND
CMD ENGAGE
SWITCH
A/P ENGAGE
CMD A CMD B
30 10
DN CWS A CWS B
VOR LOC
SEL
10
HDG SEL
30
APP ALT HLD V/S
DISENGAGE APPLY FORCE TO CONTROL COLUMN
UP
A/P ANNUNCIATOR
FLASHES AMBER
MCP 1
A/P A/T FMC
P/RST P/RST P/RST
2
SELECT CMD MODE AND NO PITCH MODE TEST
22-11-CC-093 Rev 1 10/25/2001
PITCH CWS MODE PITCH CWS MODE

MCP SPD CMD MCP SPD HDG SEL CMD

CWS P CWS P
CWS R
DFCS - OPERATION - PITCH CWS
22-11-CC
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DFCS -- OPERATION - APPROACH INTRODUCTION
General - Landing gear is down.
You can push the VOR LOC mode selector switch to select LOC Approach Mode
a VOR or LOC roll approach mode for landing. If the
frequency set in the navigation control panel is a VOR When in the localizer mode, the ILS receiver supplies
frequency, the VOR roll approach mode is selected. If lateral guidance to capture and track the localizer
the frequency set in the navigation control panel is an beam. The flight crew uses the localizer only approach
ILS frequency, the LOC roll approach mode is selected. when glideslope is not available or they use a
different vertical path for descent.
You can push the APP mode selector switch to select the
LOC and the glideslope (G/S) modes for the approach. G/S Approach Mode
You can engage one A/P in CMD for a single approach or When in the glideslope mode, the ILS receiver supplies
you can engage both A/Ps in CMD for a dual approach. vertical guidance to capture and track the glideslope
You can turn on the F/Ds for all of the these approach beam. To get into the G/S mode you have to push the APP
modes. mode selector switch.
You can also engage the A/P in CWS and use the roll CWS CWS Approach
for A/P only commands for an approach.
You can use roll CWS for an approach. The heading hold
VOR Approach Mode submode does not operate but the attitude hold submode
does.
You can select a VOR approach to the runway. The VOR
approach mode is very similar to the VOR cruise mode. The roll CWS approach mode occurs when any of these
When in the VOR approach sequence, the beam deviation conditions are true:
and course error signal gains are smaller than when in
22-11-CC-094 Rev 1 04/28/1999
the cruise mode. - F/D is in LOC engaged mode and the A/P is in CWS
- VOR engaged below 250 knots and A/P in CWS
The VOR mode switches to approach when these conditions - Gear is down below 1500 feet and A/P is in CWS or
occur: in CMD with no modes selected.
- True airspeed is less than 250 knots

- Radio altitude is below 1500 feet
22-11-CC
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A/T A/P ENGAGE

ARM CMD A CMD B
C/O 30 10
DN CWS A CWS B
VOR LOC
MA OFF SEL MA

UP
OFF OFF
MCP
22-11-CC-094 Rev 1 10/25/2001
DFCS - OPERATION - APPROACH INTRODUCTION
22-11-CC
- 257 -

DFCS -- OPERATION - LOCALIZER
General Localizer Capture
You can use the VOR LOC mode selector switch on the MCP The FCC determines the capture point of the localizer
to select a localizer only approach. You use the beam from this data:
localizer only approach when glideslope is not
available or when you use a different vertical path for - Track angle
descent. - Speed
- Localizer deviation
An ILS frequency must be set into the navigation - ILS course error
control panel and the ILS course set on the MCP. - Distance to runway.
You can use another roll mode to fly the airplane to When the airplane reaches the capture point, the active
the localizer. In this example, you use the heading roll mode changes to VOR LOC. The FMA shows VOR/LOC in
select mode. green letters. When in the LOC capture mode, the bank
angle limit is 30 degrees and the roll rate limit is 7
The LOC mode has these three submodes: degrees per second.
- Localizer arm Localizer On-Course

- Localizer capture
- Localizer on course. Localizer on-course occurs when these conditions are
valid:
Localizer Arm
- Localizer deviation less than 0.8 degrees
The LOC mode arms when these conditions are valid: - Beam rate less than 0.045 degrees/second
- Bank angle less than 6 degrees.
- Select an ILS frequency
22-11-CC-095 Rev 1 05/06/1999
- A/P is engaged in roll CWS, HDG SEL or LNAV mode localizer on-course also occurs for these conditions:
- Push the VOR LOC mode selector switch.
- Localizer was in the capture mode for more than 135
The VOR LOC mode selector switch on the MCP arms only seconds
the localizer mode. The FMA on the EADI shows VOR/LOC - Localizer deviation less than 0.8 degrees.
in white letters. The VOR LOC mode switch light comes
on. The FCC starts to make crosswind corrections.
22-11-CC
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A/P ENGAGE COURSE

HEADING L NAV COURSE
CMD A CMD B
DISPLAY
30 10
VOR LOC
CWS A CWS B COURSE
MA SELECTOR
10 30 DISENGAGE F/D
HDG SEL APP
OFF
MCP
VOR/LOC MODE
SELECTOR SWITCH
SELECT LOC AND SET ILS COURSE
INTERCEPT
ANGLE
ILS COURSE LOCALIZER

TRANSMITTER
(DEG MAG)
= CAPTURE POINT
22-11-CC-095 Rev 1 10/24/2001
MCP SPD ALT HOLD HDG SEL CMD MCP SPD ALT HOLD VOR/LOC CMD
VOR/LOC
LOC MODE ARMED LOC MODE ENGAGED

DFCS - OPERATION - LOCALIZER
22-11-CC
- 259 -

DFCS -- OPERATION - GLIDESLOPE
General
To select the glideslope as the approach pitch mode,

you push the APP mode selector switch. These are the
glideslope submodes:
- Glideslope arm
- Glideslope capture.
Glideslope Arm
The glideslope mode arms when these conditions are

valid:
- Select an ILS frequency

- Autopilot or flight directors are on
- Push the APP mode selector switch.
The FMA shows G/S in white letters. The APP mode

selector switch light comes on.
Glideslope Capture
Glideslope capture occurs when the airplane is within

0.19 degrees of beam deviation for at least 2 seconds.
The FCC automatically disengages and inhibits the pitch
22-11-CC-096 Rev 1 05/06/1999
cruise mode. The FMA shows G/S in green letters.
When both the glideslope and the localizer are in the

capture mode, the APP mode selector switch light goes
out. This means that the crew cannot deselect the
approach mode by pushing the APP mode selector switch.
22-11-CC
- 260 -
A/P ENGAGE
L NAV ALTITUDE VERT SPEED COURSE
CMD A CMD B
DN CWS A CWS B
VOR LOC
SEL MA
DISENGAGE F/D
APP MODE SELECTOR SWITCH APP ALT HLD V/S
(WILL GO OUT WHEN G/S
AND LOC CAPTURED) UP
OFF
MCP
SELECT APP
G/S CAPTURE
22-11-CC-096 Rev 1 10/25/2001
FMC SPD VNAV PTH LNAV CMD MCP SPD G/S VOR/LOC CMD
G/S VOR/LOC
G/S MODE ARMED G/S MODE ENGAGED

DFCS - OPERATION - GLIDESLOPE
22-11-CC
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DFCS -- OPERATION - SINGLE CHANNEL APPROACH
General The autopilot should be disengaged manually when the
airplane gets to the decision height.
To make an ILS approach, push the APP mode selector
switch. The single channel approach is made with only
one A/P engaged. There can be one, two, or no F/Ds on.
In the approach sequence, the autopilot captures the

localizer and the glideslope. The autopilot must
capture the localizer before it can capture the
glideslope.
After localizer and glideslope capture, the A/P goes to

the approach-on-course mode.
The flight mode annunciator (FMA) on the EADI shows 1CH

in amber from the time of localizer capture until the
crew disengages the autopilot.
Approach On Course
The approach-on-course submode is the same as the

localizer-on-course submode with these additions:
- Local radio altimeter must be valid

- Radio altitude is less than 1500 feet
- Glideslope is captured.
22-11-CC-097 Rev 1 05/06/1999
Single Channel Flare
Automatic flare is for dual channel approach, however,

since it is part of the A/P design, it can function
during single channel approaches. The flare mode does
not annunciate on the FMA in a single channel approach.
22-11-CC
- 262 -
L NAV ALTITUDE VERT SPEED

A/P ENGAGE COURSE
CMD A CMD B
DN CWS A CWS B
VOR LOC
SEL MA
DISENGAGE F/D
APP MODE SELECTOR SWITCH APP ALT HLD V/S
(WILL GO OUT WHEN
G/S AND LOC CAPTURED) UP
OFF
MCP
G/S CAPTURE
LOC CAPTURE
DISENGAGE
AUTOPILOT
22-11-CC-097 Rev 1 05/06/1999
PITCH MODE ENGAGED AND ROLL MODE ENGAGED AND GLIDESLOPE ENGAGED LOCALIZER ENGAGED SINGLE CHANNEL
ARMED ANNUNCATION ARMED ANNUNCATION MODE ANNUNCIATION MODE ANNUNCIATION ANNUNCIATION
FMC SPD VNAV PTH LNAV CMD MCP SPD G/S VOR/LOC CMD
G/S VOR/LOC
1CH
DFCS - OPERATION - SINGLE CHANNEL APPROACH
22-11-CC
- 263 -

DFCS -- OPERATION - DUAL CHANNEL APPROACH
General The autopilots start the flare at 50 feet radio
altitude and FLARE shows in green letters on the FMA.
To make a dual channel approach, push the APP mode At 27 feet radio altitude or 2.5 seconds after flare,
selector switch and then engage the second A/P in CMD. the A/T retards the throttles and RETARD shows on the
There can be one, two or no F/Ds on. This approach is FMA. The crew should disengage the autopilot at or
similar to the single channel approach except A/P A and after touchdown.
A/P B are engaged.
The FMA shows 1 CH in amber on the EADI from localizer

capture until the second A/P engages. This occurs 10
seconds after the approach-on-course submode is active.
At this time, the FMA also shows FLARE in white letters
to show the crew that the DFCS is in the dual approach
mode.
Dual Autopilots
The second autopilot must be set to CMD before the

airplane gets to 800 feet radio altitude. Below this
altitude, the second autopilot cannot be engaged in
CMD.
If FLARE does not show armed before the airplane gets

to 350 feet radio altitude, the autopilots disengage.
Flare
22-11-CC-098 Rev 1 05/06/1999
The flare mode controls the airplane to a smooth

touchdown at a point past the glideslope antenna. This
is a calculated command and is not part of the
glideslope mode.
22-11-CC
- 264 -
L NAV ALTITUDE VERT SPEED

A/P ENGAGE COURSE
CMD A CMD B
DN CWS A CWS B
VOR LOC
SEL MA
DISENGAGE F/D
APP ALT HLD V/S
APP MODE SELECTOR SWITCH
(WILL GO OUT WHEN UP
G/S AND LOC CAPTURED) OFF
MCP
G/S CAPTURE SELECT APP AND ENGAGE SECOND A/P IN CMD
FLARE
LOC CAPTURE
DISENGAGE
AUTOPILOT
22-11-CC-098 Rev 1 05/06/1999
PITCH MODE ROLL MODE FLARE ARMED FLARE ENGAGED

ANNUNCATION ANNUNCATION ANNUNCIATION ANNUNCIATION
FMC SPD VNAV PTH LNAV CMD MCP SPD G/S VOR/LOC CMD RETARD FLARE VOR/LOC CMD
G/S VOR/LOC FLARE
1CH
DFCS - OPERATION - DUAL CHANNEL APPROACH
22-11-CC
- 265 -

DFCS -- OPERATION - AUTOPILOT GO-AROUND
General The pitch command is initially 15 degrees pitch up and
then it changes to a speed control that is referenced
Use the A/P go-around (G/A) mode to cancel an approach. to the flap settings. If an engine fails, the pitch
command is a speed control that is referenced to the
The A/P go-around mode has these parts: MCP speed.
- A/P go-around arm The roll command holds wings level and the present
- A/P go-around reduced magnetic track of the airplane over the ground.
- A/P go-around maximum
- A/P go-around exit. The A/T command is a reduced thrust, that maintains a
positive rate of climb.
A/P Go-Around Arm
A/P Go-Around Maximum
A/P go-around arms when these conditions are true:
After the airplane reaches the reduced A/P go-around
- The airplane is below 2000 feet radio altitude setting, the crew can push the TO/GA switch again. This
- Both autopilots are engaged to CMD and the flare increases the thrust setting.
mode is armed or active.
See the authrottle system section for more
The A/P G/A is available until touchdown (wheel spin information.(AMM PART I 22-31)
up). If the crew pushes a TO/GA switch after touchdown,
both A/Ps disengage, but the F/D and A/T G/A do not A/P Go-Around Exit
change.
The pitch channel cannot exit from the A/P G/A mode if
The FMA and MCP continue to show the approach modes. a single A/P cannot supply enough elevator control.
When the trim conditions change so that the single A/P
22-11-CC-099 Rev 1 05/06/1999
A/P Go-Around Reduced can supply enough elevator movement, pitch A/P G/A mode
can be exited.
The A/P go-around mode starts when the pilot pushes
either TO/GA switch. TO/GA shows on the FMA as the The ALT ACQ mode is enabled for radio altitudes more
active mode for the pitch mode. The roll mode than 800 feet. The airplane levels at the MCP altitude.
annunciation is blank. If the single channel A/P does not have enough elevator
control, the ALT ACQ mode is inhibited. The red A/P
22-11-CC
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DFCS -- OPERATION - AUTOPILOT GO-AROUND
warning light on the autoflight status annunciator
comes on steady red.
If the airplane levels off at the MCP altitude, the

second A/P that was turned on disengages. The MCP
IAS/MACH display shows the present speed. ALT HOLD and
CWS R show on the FMA.
Another way to exit the A/P G/A mode is to push the HDG
SEL mode selector switch. The A/P exits the roll G/A to
HDG SEL, but the pitch channels stay in A/P pitch G/A.
Roll is now in single channel control, but pitch is
still in dual channel control. The second A/P that was
turned on disengages in the roll mode and turns off its
aileron A/P actuator. Both A/Ps still show that they
are in CMD.
When the crew selects a pitch cruise mode such as LVL

CHG, the A/P exits the pitch G/A mode. The crew cannot
use pitch CWS to exit A/P pitch G/A.
22-11-CC-099 Rev 1 05/06/1999
22-11-CC
- 268 -
HEADING L NAV ALTITUDE

SELECTED
ALTITUDE
TO/GA 30 10
SWITCH VOR LOC
SEL
10 30
HDG SEL APP ALT HLD
PUSH TO/GA SWITCHES MCP
TO/GA MODE PITCH MODE ROLL MODE

ANNUNCIATION ANNUNCIATION ANNUNCIATION
22-11-CC-099 Rev 1 05/06/1999
MCP SPD G/S VOR/LOC CMD GA TO/GA CMD MCP SPD ALT HOLD CMD
FLARE
CWS R
A/P GO-AROUND ARM A/P GO-AROUND REDUCED/MAXIMUM A/P GO-AROUND EXIT
DFCS - OPERATION - AUTOPILOT GO-AROUND
22-11-CC
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DFCS -- OPERATION - FLIGHT DIRECTOR GO-AROUND
General flap settings. If an engine fails, the pitch command is
a speed control that is referenced to the MCP speed.
The pilots can use the F/D go-around (G/A) mode if they
want to cancel an approach or the airplane enters The roll command holds the present magnetic track of
windshear conditions while landing. the airplane over the ground.
The F/D go-around mode consists of these conditions: F/D Go-Around Exit
- F/D go-around arm Below 400 feet, the DFCS stays in F/D go-around unless
- F/D go-around active the pilot sets the flight director switches to off.
- F/D go-around exit. Above 400 feet, the pilot can set another roll or pitch
mode.
F/D Go-Around Arm
If the pilot changes the pitch mode first, the roll
F/D go-around arm occurs mode changes to HDG SEL. If the pilot changes the roll
when these conditions are true: mode first, the pitch mode stays in the pitch G/A mode.
In the example, the pilot changed from the pitch G/A
- Radio altitude is less than 2000 feet mode to the altitude hold mode.
- Both flight directors are on and not in the takeoff
mode.
The FMA and MCP continue to show the approach modes.
F/D Go-Around Active
The F/D go-around mode starts when the pilot pushes

22-11-CC-100 Rev 1 05/11/1999
either TO/GA switch. TO/GA shows on the FMA as the

active mode for the pitch mode. The roll mode
annunciation is blank.
The pitch command is initially pitch up and then it

changes to a speed control that is referenced to the
22-11-CC
- 270 -

SELECTED ALTITUDE
SELECTED HEADING
HEADING L NAV ALTITUDE
TO/GA SWITCH 30 10
VOR LOC
SEL
10 30
HDG SEL APP ALT HLD
PUSH TO/GA SWITCHES

MCP
MCP SPD G/S VOR/LOC FD GA TO/GA FD N1 ALT HOLD HDG SEL FD
20 20 20 20 20 20
10 10 10 10 10 10
22-11-CC-100 Rev 1 05/11/1999
10 10 10 10 10 10
20 20 20 20 20 20
GO-AROUND ARM GO-AROUND ACTIVE GO-AROUND EXIT

DFCS - OPERATION - FLIGHT DIRECTOR GO-AROUND
22-11-CC
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DFCS -- OPERATION - GROUND OPERATIONS - TO/GA SWITCH
General TO/GA and Autopilot
You can engage the autopilot in CMD or CWS and turn on Engage A/P A in CMD. The CMD A light on the engage
the flight directors while on the ground. You can switch comes on. The FMAs shows these annunciations:
activate some of the modes on the ground. You need
hydraulic power to engage the autopilot. - CMD
- CWS P
When on the ground, the magnetic heading replaces the - CWS R.
magnetic track so you can do several tests.
Push the TO/GA switch and the A/P disengages. The red
TO/GA and Flight Directors A/P light on the ASAs flashes and the aural warning
supplies a wailer sound.
The graphic shows what you see if you turn on the
flight directors (F/Ds) and push the TO/GA switch on Training Information Point
the ground.
If you turn on the hydraulic power, observe this
When you turn on the captain F/D switch, the master warning.
annunciator light above the switch comes on. The
captain FMA shows FD. Turn on the first officer F/D WARNING: MAKE SURE THAT PERSONS AND EQUIPMENT ARE CLEAR
switch. The first officer FMA shows FD. OF ALL CONTROL SURFACES BEFORE YOU SUPPLY
HYDRAULIC POWER. AILERONS, RUDDER, ELEVATORS,
When you push a TO/GA switch, the first officer master FLAPS, SPOILERS, LANDING GEAR, AND THRUST
annunciator comes on. Both FMAs show these REVERSERS CAN MOVE QUICKLY WHEN YOU SUPPLY
annunciations: HYDRAULIC POWER. THIS CAN CAUSE INJURY TO
PERSONS OR DAMAGE TO EQUIPMENT.
- TO/GA
22-11-CC-101 Rev 1 05/27/1999
- FD.
The F/D commands show on the EADI. The pitch command is

set to -10 degrees and the roll command shows a wings
level command.
22-11-CC
- 272 -
MA
1. TURN ON CAPT
F/D SWITCH F/D CAPT FMA FD
MA LIGHT COMES ON OFF
F/O FMA FD
2. TURN ON F/O
F/D SWITCH F/D
OFF
TO/GA FD
MA
20 20
F/D
10 10
OFF
10 10
3. PUSH TO/GA SWITCH F/O MA LIGHT 20 20
COMES ON
A/P ENGAGE
CMD A CMD B
1. ENGAGE A/P A IN CMD CWS A CWS B
A CMD ENGAGE SW LIGHT CMD

CWS P
COMES ON DISENGAGE
CWS R
22-11-CC-101 Rev 1 05/27/1999
A/P DISENGAGES
1
2. PUSH TO/GA SWITCH A/P ANNUNCIATOR A/P A/T FMC
FLASHES RED P/RST P/RST P/RST
2
TEST
AURAL WARNING
DFCS - OPERATION - GROUND OPERATIONS - TO/GA SWITCH
22-11-CC
- 273 -

DFCS -- OPERATION - GROUND OPERATIONS - ROLL MODE - HDG SEL
General HDG SEL and Autopilot
You can push these roll mode selector switches on the Engage A/P A in CMD and push the HDG SEL mode selector
MCP and use these modes when the airplane is on the switch. These annunciations show on the FMA:
ground and the F/Ds are on:
- HDG SEL
- LNAV - CMD
- HDG SEL - CWS P.
- VOR LOC.
Turn the selected heading to a heading different from
You can push the HDG SEL or VOR LOC mode selector the airplane heading. The control wheel will turn to
switch when an A/P is engaged. You cannot activate LNAV turn to the selected heading.
on the ground when an A/P is engaged.
LNAV
When you push the LNAV mode selector switch, the mode
selector switch light comes on. You also see LNAV and
FD on the FMA. You do not see any F/D commands on the
EADI.
HDG SEL and Flight Directors
Turn on the F/Ds and push the HDG SEL mode selector
switch. The FMA annunciator shows HDG SEL and FD. The
F/D roll command bar shows on the EADI. Turn the
22-11-CC-102 Rev 1 05/19/1999
selected heading to a heading different from the

airplane heading. The F/D roll command bar will move to
command a turn to the selected heading.
22-11-CC
- 274 -
HDG SEL FD
FLIGHT DIRECTOR HEADING
1. TURN ON F/D MA
20 20
SWITCH 30 10
10 10
F/D
2. PUSH HDG SEL
MODE SELECTOR OFF
10
HDG SEL
30
10 10
SWITCH 20 20
HDG SEL FD
HEADING
20 20
3. TURN SELECTED HEADING 30 10
10 10
TO A HEADING DIFFERENT
FROM THE AIRPLANE HEADING. 10
HDG SEL
30
10 10
20 20
A/P ENGAGE
HEADING
AUTOPILOT CMD A CMD B
30 10
1. ENGAGE A/P A IN CMD CWS A CWS B
HDG SEL CMD

CWS P
2. PUSH HDG SEL
22-11-CC-102 Rev 1 05/19/1999
DISENGAGE 10 30
HDG SEL
MODE SELECTOR
SWITCH
HEADING
CONTROL WHEEL TURNS
TO TURN AIRPLANE TO
3. TURN SELECTED HEADING 30 10
SELECTED HEADING
TO A HEADING DIFFERENT
FROM THE AIRPLANE HEADING. 10 30
DFCS - OPERATION - GROUND OPERATIONS - ROLL MODE - HDG SEL
22-11-CC
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DFCS -- OPERATION - GROUND OPERATIONS - ROLL MODE - VOR/LOC
VOR LOC - VOR/LOC in white letters (armed)
- CMD
Unless the VOR station is very close to the airport - CWS P
where the airplane is on the ground, you will not - CWS R.
receive a valid VOR signal. However, you may be able to
receive the localizer signal.
Flight Director
Turn on the F/Ds and push the VOR LOC mode selector
switch. Tune the navigation control panel to the
airport ILS frequency. The FMA annunciator shows
VOR/LOC and FD in green letters. The F/D roll command
bar shows on the EADI. This occurs if the ILS receiver
receives a valid LOC signal. The F/D roll bar may move
to command a turn to the localizer centerline.
Autopilot
Engage A/P A in CMD and push the VOR LOC mode selector
switch. These annunciations show on the FMA if the ILS
receiver has a valid localizer signal:
- VOR/LOC in green letters (active)

- CMD
- CWS P.
22-11-CC-108 Rev 1 05/19/1999
The control wheel may turn to turn the airplane to the

localizer centerline.
If the ILS receiver does not have a valid localizer

signal, these show on the FMA:
22-11-CC
- 276 -
FLIGHT DIRECTOR
1. TURN ON F/D SWITCH L NAV

VOR/LOC FD
2. TUNE THE NAV CONTROL MA

20 20
PANEL TO THE AIRPORT F/D

VOR LOC
10 10
ILS FREQUENCY
OFF APP
10 10
3. PUSH VOR LOC 20 20
MODE SELECTOR
SWITCH
OR
FD
VOR/LOC
AUTOPILOT
A/P ENGAGE
1. ENGAGE A/P A IN CMD CMD A CMD B
L NAV
VOR/LOC CMD
CWS P
CWS A CWS B
2. TUNE THE NAV CONTROL VOR LOC
PANEL TO THE AIRPORT

ILS FREQUENCY DISENGAGE
APP
CONTROL WHEEL TURNS

3. PUSH VOR LOC TO TURN AIRPLANE TO
MODE SELECTOR LOC CENTERLINE
22-11-CC-108 Rev 1 05/19/1999
SWITCH
OR
CMD
VOR/LOC CWS P
CWS R
DFCS - OPERATION - GROUND OPERATIONS - ROLL MODE - VOR/LOC
22-11-CC
- 277 -

DFCS -- OPERATION - GROUND OPERATIONS - PITCH MODE - ALT HOLD
General
You can push these mode selector switches on the MCP

and activate the modes when the airplane is on the
ground:
- ALT HLD
- LVL CHG.
You cannot activate the VNAV mode when on the ground.

You can push the V/S mode selector switch on the
ground, however, the mode changes to LVL CHG.
ALT HLD and Flight Directors
When you turn on the F/Ds and push the ALT HLD mode
selector switch the FMA annunciator shows ALT HOLD and
FD. The F/D pitch command bar shows on the EADI. Turn
the selected altitude to within 100 feet of the
airplane altitude. The ALT HLD light on the mode
selector switch goes out.
ALT HLD and Autopilot
When you engage A/P A in CMD and push the ALT HLD mode
selector switch, these annunciations show on the FMA:
22-11-CC-103 Rev 1 05/19/1999
- ALT HOLD
- CMD
- CWS R.
22-11-CC
- 278 -

FLIGHT DIRECTOR
ALT HOLD FD
ALTITUDE
1. TURN ON F/D SWITCH MA
20 20
F/D 10 10
2. PUSH ALT HLD OFF SEL

MODE SELECTOR 10 10
SWITCH ALT HLD

20 20
ALT ACQ FD
ALTITUDE
3. TURN THE SELECTED ALTITUDE TO WITHIN
100 FEET OF THE AIRPLANE ALTITUDE. 20 20
SEL
10 10
ALT HLD LIGHT GOES OUT
ALT HLD
10 10
20 20
AUTOPILOT
A/P ENGAGE
1. ENGAGE A/P A IN CMD CMD A CMD B
ALTITUDE
22-11-CC-103 Rev 1 05/19/1999
CWS A CWS B
2. PUSH ALT HLD SEL

ALT HOLD CMD
MODE SELECTOR DISENGAGE
ALT HLD
SWITCH CWS R
DFCS - OPERATION - GROUND OPERATIONS - PITCH MODE - ALT HOLD
22-11-CC
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DFCS -- OPERATION - GROUND OPERATIONS - PITCH MODE - LVL CHG
LVL CHG and Flight Directors
When you turn on the F/Ds and push the LVL CHG mode
selector switch, the FMA annunciator shows MCP SPD and
FD. The F/D pitch command bar shows on the EADI. Turn
the selected altitude to within 200 feet of the
airplane altitude and see these changes:
- LVL CHG light on the mode selector switch goes out

- FMA changes from MCP SPD to ALT ACQ
- F/D pitch bar moves to the top of the EADI.
LVL CHG and Autopilot
Engage A/P A in CMD and push the LVL CHG mode selector
switch. These annunciations show on the FMA:
- MCP SPD
- CMD
- CWS R.
22-11-CC-104 Rev 1 05/19/1999
22-11-CC
- 280 -

FLIGHT DIRECTOR
MCP SPD HDG SEL FD
1. TURN ON THE F/D MA V NAV
SWITCH F/D
20 20
10 10
2. PUSH THE LVL CHG OFF
MODE SELECTOR LVL CHG 10 10

SWITCH 20 20
ALT ACQ HDG SEL FD

ALTITUDE V NAV
20 20
3. TURN THE SELECTED SEL

10 10
ALTITUDE TO WITHIN 200 FEET

OF THE AIRPLANE ALTITUDE. ALT HLD LVL CHG
10 10
20 20
AUTOPILOT
A/P ENGAGE
22-11-CC-104 Rev 1 05/19/1999
V NAV
CMD A CMD B
1. ENGAGE A/P A IN CMD
CWS A CWS B
2. PUSH LVL CHG

MODE SELECTOR DISENGAGE MCP SPD CMD
SWITCH LVL CHG
CWS R
DFCS - OPERATION - GROUND OPERATIONS - PITCH MODE - LVL CHG
22-11-CC
- 281 -

DFCS -- OPERATION - GROUND OPERATIONS - APPROACH
General in amber letters on the FMAs. If the ILS receiver gets
a valid localizer signal, VOR/LOC shows in green
You can activate the approach mode while on the ground. letters and CWS P and 1 CH show in amber letters.
APP and Flight Directors
Turn on the F/Ds and push the APP mode selector switch.
The FMAs show these annunciations:
- G/S
- VOR/LOC
- FD.
The G/S annunciation is white letters to show the armed

mode. The VOR/LOC shows in either green or white
letters. It shows in green letters if the ILS receiver
has a valid localizer signal. The roll F/D bar will
then show because there is a valid roll mode.
APP and Autopilot
Engage A/P A in CMD and push the APP mode selector

switch. Tune the navigation control panels to the
airport ILS frequency. The FMAs show these
annunciations:
22-11-CC-105 Rev 1 05/19/1999
- G/S
- VOR/LOC
- CMD.
The G/S annunciation shows in white letters. If the ILS

receiver does not receive a valid localizer signal,
VOR/LOC shows in white letters and CWS P and CWS R show
22-11-CC
- 282 -
FLIGHT DIRECTOR MA L NAV

FD
G/S VOR/LOC
F/D
1. TURN ON F/D SWITCHES VOR LOC

20 20
OFF
2. PUSH THE APP APP

10 10
MODE SELECTOR
SWITCH 10 10
20 20
OR
VOR/LOC FD
G/S
20 20
10 10
10 10
20 20
AUTOPILOT
A/P ENGAGE
CMD
22-11-CC-105 Rev 1 05/19/1999
L NAV
1. ENGAGE A/P A IN CMD CMD A CMD B G/S VOR/LOC CWS P
CWS R
2. PUSH THE APP CWS A CWS B

VOR LOC
MODE SELECTOR OR
SWITCH DISENGAGE
APP
VOR/LOC CMD
G/S CWS P
1 CH
DFCS - OPERATION - GROUND OPERATIONS - APPROACH
22-11-CC
- 283 -

DFCS -- OPERATION - GROUND OPERATIONS - CONTROL WHEEL STEERING
-General CWS Reversion From CMD
These are the three ways to engage an A/P in control Engage A/P A in CMD and push the HDG SEL and ALT HLD
wheel steering (CWS) on the ground: mode selector switches. This engages the A/P in a roll
and pitch mode. The FMAs show these annunciations:
- Push the CWS engage switch
- Push the CMD engage switch and do not select a roll - ALT HOLD
and pitch mode - HDG SEL
- When the A/P is engaged in CMD, apply force to the - CMD.
control column and control wheel.
Apply force to the control wheel and the control column
Hydraulic pressure is necessary to engage the autopilot until the A/P changes to the CWS modes. The FMAs show
in the CWS mode. these annunciations:
CWS Engage Switch - CMD

- CWS P
Push the CWS A engage switch. The light on the engage - CWS R.
switch comes on. The FMAs show CWS P and CWS R in amber
letters. The amber A/P annunciation on the ASAs flashes when the
A/Ps changes from CMD to CWS.
CMD Engage Switch and No Modes
Push the CMD A engage switch. The light on the engage

switch comes on. The FMAs show these annunciations:
- CMD
22-11-CC-106 Rev 1 05/11/1999
- CWS P
- CWS R.
22-11-CC
- 284 -

AUTOPILOT A/P ENGAGE
CMD A CMD B
CWS A CWS B
1. ENGAGE A/P A IN CWS

DISENGAGE CWS P
CWS R
A/P ENGAGE
CMD A CMD B
2. ENGAGE A/P A IN CMD WITH CWS A CWS B

CMD
NO ROLL OR PITCH MODES CWS P
SELECTED. DISENGAGE CWS R
A/P ENGAGE
HEADING ALTITUDE
CMD A CMD B
3. ENGAGE A/P A IN
ALT HOLD HDG SEL CMD
CMD AND SELECT CWS A CWS B
30 10
HDG SEL AND ALT HLD. SEL
DISENGAGE 10 30
HDG SEL ALT HLD
CMD
CWS P
CWS R
22-11-CC-106 Rev 1 05/11/1999
4. TURN THE CONTROL WHEEL

AND MOVE THE CONTROL COLUMN.
1
A/P ANNUNCIATOR A/P A/T FMC
FLASHES AMBER P/RST P/RST P/RST
2
TEST
DFCS - OPERATION - GROUND OPERATIONS - CONTROL WHEEL STEERING
22-11-CC
- 285 -

DFCS -- GENERAL DESCRIPTION - FLIGHT DECK EFFECTS - PAGE 1
GENERAL Autopilot Disengage/Fail-to-engage
Flight deck effects are failure indications displayed There are two flight deck effects associated with
to the flight crew. The flight deck effects described autopilot engage problems. An autopilot disconnect or a
below are ones that DFCS BITE records in inflight failure of the autopilot to engage. BITE records an
faults. autopilot disconnect as A/P DISC and an autopilot
failure to engage as ENG ATT.
Flight Director Flag
Failure of the flight control computer causes the

flight director flag to appear on the EADI. If this
occurs while the airplane is on the ground, BITE stores
the fault as a GND FAULT. If the failure occurs in the
air, it is recorded as an F/D FLAG.
Control Wheel Steering Reversion (CWS) in cruise
A failure which prevents the autopilot from remaining

in the selected mode but allows operation in the
control wheel steering mode is called CWS reversion.
BITE stores this effect as A/P CRZ MODE.
Flight Director Bar out-of-view (BOV)
Failures which prevent the FCC from computing valid

flight director commands cause the flight director bars
to be biased out of view. BITE stores this effect as
PBOV (pitch bar out of view) or RBOV (roll bar out of
view).
22-11-CC-150 Rev 1
22-11-CC
- 286 -
DFCS BITE TEST

LAST FLIGHT -A/-B 20.
FCC-A GND FAULT
FCC-B F/D FLAG
FMC A/P CRZ MODE

FD
SENSORS
<CONTINUEDFCS BITEIN
TDEE
SXT>
IRU-1 XXX RBOV
LRRA-1 XXX PBOV
ENGAGE
INTERLOCKS
EADI
<CONTINUE INDEX>
BITE FLIGHT
DECK EFFECTS DFCS BITE - INFLIGHT FAULTS
XXX = TGA, CRZ, OR APP
A/P ENGAGE DFCS BITE TEST

CMD A CMD B LAST FLIGHT -A/-B 20.
ELEV PRESS SW-1 A/P DISC

CWS A CWS B
A/P TRIM CUTOUT ENG ATT
DISENGAGE
P/RST
ASA <CONTINUE INDEX>
FLIGHT CONTROL DFCS MODE

22-11-CC-150 Rev 1
COMPUTERS CONTROL PANEL

DFCS BITE - INFLIGHT FAULTS
DFCS - GENERAL DESCRIPTION - FLIGHT DECK EFFECTS - PAGE 1
22-11-CC
- 287 -

DFCS -- GENERAL DESCRIPTION - FLIGHT DECK EFFECTS - PAGE 2
DFCS Caution lights
Illumination of the STAB OUT OF TRIM light or a failure

of speed trim or mach trim is stored in BITE. Bite
stores these faults as STAB TRIM, SPD TRIM and MACH
TRIM, respectively.
To see a mach trim or speed trim failure, you may need

to press the master caution annuciator on the P7
glareshield panel. The mach trim and speed trim fail
lights come on automatically only when a dual failure
occurs.
DFCS BITE Inflight Faults Prioritized
Sometimes a single failure will cause mulitple flight

deck effects to occur simultaneously. When this occurs
BITE will record only one flight deck effect. It will
record the effect with the highest priority. The
following list shows the priority from highest to
lowest.
- Flight director flag in view

- Autopilot Disconnect
- Unsuccessful engage attempt
- Reversion to control wheel steering
- Flight director bar out of view
- Speed trim fail light on
- Mach trim fail light on
22-11-CC-151 Rev 1
- Stab out of trim light on
22-11-CC
- 288 -
SPOILER
A B
OFF OFF FEEL DIFF

PRESS a
SENSORS ON ON SPEED TRIM
FAIL a
MACH TRIM
YAW DAMPER FAIL a
YAW AUTO SLAT

DAMPER a FAIL a
OFF
ENGAGE P7 GLARESHIELD PANEL
INTERLOCKS ON
BITE FLIGHT
DECK EFFECTS
DFCS BITE TEST

STAB POS SEN-1 SPD TRIM

STAB
MTS ACT MACH TRIM
OUT OF AFCS ACC BOX OR IFSAU
TRIM FCC-A STAB TRIM
a
STAB OUT OF TRIM <CONTINUE INDEX>
FLIGHT CONTROL WARNING LIGHT
22-11-CC-151 Rev 1
COMPUTERS
DFCS BITE - INFLIGHT FAULTS
DFCS - GENERAL DESCRIPTION - FLIGHT DECK EFFECTS - PAGE 2
22-11-CC
- 289 -

DFCS -- TRAINING INFORMATION POINT - STABILIZER B DIMENSION
General
When you need to accurately measure the B dimension of

the stabilizer, use the trammel bar or a steel
measurement tape. Measure the distance between the
center of the upper gimbal pin and the center of the
lower gimbal pin.
22-11-CC-109 Rev 1 05/19/1999
22-11-CC
- 290 -
TRAMMEL BAR
B
DIMENSION
1
22-11-CC-109 Rev 1 05/19/1999
1 MEASURE THE B DIMENSION BETWEEN THE CENTER

OF THE UPPER AND LOWER GIMBAL PINS
DFCS - TRAINING INFORMATION POINT - STABILIZER B DIMENSION
22-11-CC
- 291 -

DFCS -- TRAINING INFORMATION POINT - DFCS BITE PAGES - BITE LIBRARY
General The graphic shows the different library tests, with
their test numbers, in each section.
Maintenance action on the DFCS occurs only after the
crew reports a problem in the flight log. The report Groups
occurs when a failure on the airplane causes a flight
deck effect, such as autopilot A disengages. You use When the DFCS does a test of a system, it groups all the
the troubleshooting tree to isolate the problem. tests from the library that it needs to do the system
test. The group has a name and a number. The graphic
BITE has these main properties: gives two examples of groups. One is the current status
test group (group 10) and the other is the autoflight
- Uses the FMCS CDUs test group (group 11).
- Shows all current failures and finds the line
replaceable units (LRUs) that have a failure When BITE does a test, it shows data about the test on
- Lets you do a test of the LRU interfaces after you the CDU. The group test data will show on the CDU as
change an LRU **Group name**Group number.library test number. For
- Lets you do a rigging test of the system actuators example, if BITE does the FMA test as part of the
and sensors autopilot test group, the CDU will show **AUTOPILOT
- Stores and shows failures for the last 10 flights. TEST**11.13.
When in BITE, all of the tests that the DFCS can do are The tests in the group may be in these three
in the DFCS ground maintenance BITE library. categories:
BITE Library - Quick test

- Interactive
The BITE library shows all of the DFCS tests. The - Surface.
library of tests are in these five sections:
22-11-CC-110 Rev 1 02/23/1999
Quick Test
- Interface - LRU interfaces and signal data buses
- Surface - flight control surfaces and sensors Tests in this category do not need any inputs from the
- MCP - mode control panel tests BITE operator and do not need hydraulic power. These
- Annunciators - lights and warnings tests can be done very quickly. If there are no faults
- FCC (internal) - self-test and discrete inputs. during the quick test, you can continue into
interactive/surface tests that apply.
22-11-CC
- 293 -

DFCS -- TRAINING INFORMATION POINT - DFCS BITE PAGES - BITE LIBRARY
Interactive
Tests in this category need inputs from the BITE

operator. They may need the operator to push a button
or move a switch. The instruction shows on the CDU.
These tests do not need hydraulic power.
Surface
Tests in this category need hydraulic power. The tests

may also need the operator to do specific tasks.
If the group test consists of tests in all three

categories, the quick test occurs first, the
interactive test occurs next, and the surface test
last.
22-11-CC-110 Rev 1 02/23/1999
22-11-CC
- 294 -

DFCS GROUND MAINTENANCE BITE LIBRARY TESTS
INTERFACE SURFACE ANNUNCIATOR
1. INERTIAL REFERENCE UNIT (IRU) 30. ELEVATOR 60. ILS DEVIATION WRNG
2. NAVIGATION RECEIVER 31. AILERON 61. ALT ALERT/BARO
3. DIGITAL AIR DATA COMPUTER 32. SPEED/STABILIZER TRIM 62. DISENGAGE WARNING
4. AUTOTHROTTLE (A/T) 33. MACH TRIM
5. DME INTERFACE 34. FLAPS FCC (INTERNAL)
6. ALPHA VANE 35. DUAL STABILIZER 71. FCC SELF-TEST
7. LOW RANGE RADIO ALTIMETER (LRRA) MCP
10. FLIGHT CONTROL COMPUTER (FCC) 50. MCP PUSHBUTTONS
11. LATERAL NAVIGATION (LNAV) 51. MCP FLIGHT DIRECTOR SWITCHES
13. FLIGHT MODE ANNUNCIATION 52. MCP IAS/MACH CHANGEOVER
14. HORIZONTAL SITUATION INDICATOR 53. MCP BANK ANGLE LIMIT SWITCH
15. CROSS CHANNEL BUS 54. MCP SPEED SELECT
16. MODE CONTROL PANEL (MCP) INTERFACE 55. MCP ALTITUDE SELECT
18. FLIGHT MANAGEMENT COMPUTER (FMC) 56. MCP VERTICAL SPEED
20. FMA AUTOBITE 57. MCP DISPLAY/SELF-TEST
36. SPEED TRIM 58. CMD/CWS INTERLOCK
70. DISCRETE INPUTS 59. MCP COURSE/HEADING
CURRENT STATUS - GROUP NUMBER 10 AUTOPILOT TEST - GROUP NUMBER 11

LIBRARY LIBRARY LIBRARY
QUICK TEST TEST NUMBER INTERACTIVE TEST NUMBER SURFACE TEST NUMBER
DISCRETE INPUTS 70 ADI 8 ELEVATOR 30
IRU 1 LNAV 11 AILERON 31
VOR/ILS 2 AFDS FMA 13 SPEED/STAB TRIM 32
DADC 3 HSI HDG/CRS 14 MACH TRIM 33
A/TC 4 MCP PUSHBUTTON 50 FLAPS 34
DME 5 MCP C/O SW 52 DUAL STAB 35
ALPHA VANE 6 MCP BANK LIMIT 53
LRRA 7 MCP SPEED KNOB 54
ADI 8
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MCP ALT SELECT 55

MASI 9 MCP V/S 56
LNAV 11 MCP DISPLAYS 57
FMA 13 INTERLOCK 58
HSI HDG/CRS 14 ILS DEV WARN 60
MCP INTERFACE 16 ALT ALERT 61
N1 POT 17 DISENGAGE WARNING 62
FMC 18
MCP AUTO BITE 21
MCP SELF-TEST 57
DFCS - TRAINING INFORMATION POINT - DFCS BITE PAGES - BITE LIBRARY
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DFCS -- TRAINING INFORMATION POINT - DFCS BITE PAGES - FAULT ISOLATION TESTS
General autopilot or flight director. These tests consist of
interactive and surface tests.
You use BITE fault isolation tests with the
Maintenance/FMS BITE Manual to find what is wrong with You need to make inputs for the interactive tests.
the DFCS for troubleshooting the failures that the crew There are instructions on the CDU. After you do the
writes in their log. These are the DFCS BITE fault interactive tests, you can do a surface test.
isolation tests:
The surface tests needs hydraulic power to operate the
- Current status (group 10) control surfaces. When the surface test is complete,
- Inflight faults (group 20) the current status is complete for that function.
- Ground functional test (group 60).
Inflight Faults
Current Status
Maintenance monitoring (MM) within each FCC stores
These are the current status tests: records of inflight failures for the last 10 flights in
NVM. The initial INFLIGHT FAULTS page shows the flight
- Quick tests of LRUs deck effect and the probable LRU or LRUs that caused
- Autopilot function interactive and surface tests the effect for the most recent flight. Select CONTINUE
(group 11) to see additional pages.
- Flight director function interactive and surface
tests (group 12) Ground Functional Tests
- Mach trim function surface tests (group 13)
- Speed trim function interactive and surface tests You can do all of the library tests or you can select
(group 14) the tests that you want to do.
- Altitude alert function interactive tests (group
15).
22-11-CC-111 Rev 1 02/23/1999
The current status tests let you quickly find the

condition of the DFCS. It first runs a series of quick
tests without the need for inputs from the operator.
The tests find steady state failures down to the LRU.
You then choose one of the function tests, such as
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CURRENT
FAULT STATUS CHAN A/B
ISOLATION AUTOTEST
GROUP 10
AUTO FLIGHT MACH SPEED ALTITUDE

PILOT DIRECTOR TRIM TRIM ALERT
GROUP 11 GROUP 12 GROUP 13 GROUP 14 GROUP 15
(INTERACTIVE AND SURFACE TESTS)
INFLIGHT
FAULTS TEST
BY FLIGHT LAST 10 LEGS
LEG
GROUP 20
22-11-CC-111 Rev 1 02/23/1999
GROUND ALL LIBRARY TESTS

FUNCTIONAL SELECTED LIBRARY TEST
TEST SKIPPED LIBRARY TESTS
GROUP 60
DFCS - TRAINING INFORMATION POINT - DFCS BITE PAGES - FAULT ISOLATION TESTS
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DFCS -- TRAINING INFORMATION POINT - DFCS BITE PAGES - VERIFICATION TESTS
General Ground Functional Tests
After you replace an LRU, use the verification test to For the ground functional test, you can select any or
make sure it is valid. You use the verification tests all of the tests in the BITE library.
to do a check of the control surface rigging. You also
use the verification tests to measure the value of the Rigging Tests
sensors. These are the DFCS BITE verification tests:
The rigging tests let you read sensor data without the
- LRU interface tests (group 30) use of extra test equipment. The rigging tests verify
- Land verify test (group 49) the correct alignment of these components:
- Ground functional tests (group 60)
- Rigging tests (group 50) - Control surfaces
- Sensor values (group 56). - Autopilot actuators
- Position sensors.
LRU Interface Tests
You can do rigging tests of the components for these
You use the LRU interface tests to make sure that an functions:
LRU that you replaced is good. The test looks at the
interface between the FCC and the LRU. All of the tests - Elevator (group 51)
have a quick test part first. After the quick test is - Aileron (group 52)
complete, you can do the interactive test. There are no - Flaps (group 53)
surface tests. The graphic shows a list of the systems - Stabilizer (group 54)
that have an LRU interface test. - CWS (group 55)
- Mach trim (group 57).
Land Verify Test
Sensor Values
22-11-CC-112 Rev 1 05/19/1999
The land verify test does a check of as many autoland

sensors and hardware as possible. This test also looks BITE lets you see the analog position sensor values.
at the systems that the crew can use in a dual channel You can measure some discrete signals and read some
operation. This test includes a surface test. digital data words. You can also do a check of the
option program pins.
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LRU
VERIFICATION INTERFACE
TESTS TESTS
GROUP 30
MACH/AS DME
MCP ADI DADC
ALPHA VANE
IRU HSI
FMC LRRA N1 SENS
LAND FCC LNAV ACT POS SENS
VERIFY CHAN A/B ONLY VOR/ILS A/T EFIS
GROUP 49
GROUND
FUNCTIONAL ALL OR SELECTED LIBRARY TESTS
TESTS
GROUP 60
RIGGING CHAN A/B ONLY

GROUP 50
ELEVATOR FLAPS CWS

GROUP 51 GROUP 53 GROUP 55
AILERON STABILIZER MACH TRIM

22-11-CC-112 Rev 1 05/19/1999
GROUP 52 GROUP 54 GROUP 57
- ANALOG SIGNALS
SENSOR - DIGITAL SIGNALS
VALUES - OPTION (SOP)
GROUP 56 - COMPLETE SENSOR VALUES
- DISCRETE INPUT WORDS
DFCS - TRAINING INFORMATION POINT - DFCS BITE PAGES - VERIFICATION TESTS
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DFCS -- TRAINING INFORMATION POINT - DFCS BITE PAGES - BITE ENTRY
General Page two is for overnight maintenance and has these
selections:
To select the DFCS BITE test, push LSK 2L of the MAINT
BITE INDEX page. - Ground functional test
- Rigging
Operation Sequence - Sensor values.
After you push LSK 2L, you go into DFCS BITE if these
conditions are true:
- Both autopilots disengaged

- Airplane is on the ground (squat switch in squat
position)
- IRS L and IRS R both in NAV mode and ground speed <
20 KTS
- ADC 1 and ADC 2 both valid and IAS < 50 KTS
If all conditions are proper and the FCCs go into BITE,

the DFCS BITE menu shows on the CDU screen. If they are
not proper, the message DFCS BITE INOP shows. Check all
entry conditions if this occurs.
DFCS BITE Menu
The DFCS BITE menu has two pages. Page one is for line
maintenance tests and has these selections:
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- Current status
- Inflight faults
- LRU interface
- Land verify.
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DFCS BITE T EST D F C S B IT E T EST

MAINT BITE INDEX 1/1
LINE MAINT 1/2 O V ERN I G H T M AI NT 2/2
<FMCS < CU RREN T S TATUS < G ROU N D F U N CT T E ST
<DFCS <INFLIGHT FAULTS < R IGG I N G
<A/T <LRU INTER FACE < S ENS O R V A L UE S
<IRS <LAND VERI FY
<EFIS
< I ND EX < I NDE X
<INDEX
NEXT
PAGE
PREV
PAGE
DFCS BITE TEST
DFCS BITE INOP
CHECK FCC OR INTERFACE
AUTOPILOT NOT ENGAGED

22-11-CC-113 Rev 1 11/07/2001
AIRPLANE ON GROUND
(SQUAT SWITCH IN SQUAT POSITION)
ADC 1: VALID AND IAS <50 KTS FCC

IRS L: NAV MODE AND GROUND SPEED <20 KTS CHANNEL A
ADC 2: VALID AND IAS <50 KTS FCC

IRS R: NAV MODE AND GROUND SPEED <20 KTS CHANNEL B
DFCS - TRAINING INFORMATION POINT - DFCS BITE PAGES - BITE ENTRY
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DFCS -- TRAINING INFORMATION POINT - DFCS BITE PAGES - CURRENT STATUS QUICK TEST
General - Move all inst and NAV switches to Normal/FMC - Set
all the instrument transfer switches to normal.
These are the three types of current status tests:
Quick Test Sequence
- Quick tests
- Interactive tests After you have set up the test correctly, push LSK 6L
- Surface tests. to continue the test. A message shows that group 10
tests are in progress. The second line on the CDU shows
The quick tests always runs first followed by the the specific test and library number while tests are in
interactive and surface tests. progress. If there is a failure in any group 10 test, a
TEST FAILED message with the most probable cause shows.
Start the Current Status Test
To get additional data about the specific quick test
To do a current status test, push LSK 1L on the DFCS failure, enter code 100 on the CDU and push LSK 6R
BITE menu, page 1. This starts a short self-test and twice. To continue with other quick tests after you
cross channel test of the FCCs. The IN PROGRESS message look at the engineering data, enter code E on the CDU
shows during these tests. If there is a problem, the and push LSK 6R twice.
display shows the channel and specific failure. If
there is no problem, an instruction page shows. If there are no quick test failures, the CDU shows -
QUICK TESTS PASSED and a menu for selection of
Instruction Page additional tests.
This page gives instructions to set up the current

status quick test (Group 10). Some of the instructions
require these explanations:
22-11-CC-115 Rev 1 05/27/1999
- Set both MSUs to NAV - Set both IRU mode selector

units to the NAV position.
- Tune both NAV RCVRS to inact ILS freq (P/B MAN) -
Tune both VHF NAV receivers to an inactive ILS
frequency - no signal received. The ILS
frequencies are the odd tenths between 108.10 and
111.95
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DFCS BITE T EST D FCS BIT E TE S T D F C S BIT E TES T

LINE MAINT 1/2 S TA TU S A /B 10.
L INE M AINT * TU RN O F F HYD SY S A -B
< CU RRENT STATUS
IN PROG RESS *SET B O T H MSU TO N A V
<INFLIGHT FAULTS * TU NE B O T H NA V RCV R S TO
IN AC T I L S FR E Q( P/ B M A N )
<LRU INTERFACE * MO VE A L L INS T AND NAV
SW IT CHES TO N OR MA L /F M C
<LAND VERIFY *SET S W I T C HES ON B O TH
* EF IS C P ' S TO VO R/ I LS
* CL OS E A L L CB 'S
<INDEX < CO NT I N U E
SELF/CROSS CHANNEL TESTS OR INSTRUCTION PAGE
TEST P ASSE D
DF C S BITE TEST
DF CS B IT E TE ST DFCS BITE TEST
A O R B X -C H A NNEL FA I L U RE XXXXXX Z 10.YY
FCC-A FAILED SELF TEST
TEST IN PROGRESS
*F AILE D TEST S*
S T AN D A R D OP TION PI N S
< I N D EX E X I T> <IND EX
SELF TEST PASS/ SELF TEST FAILURE TEST IN PROGRESS

CROSS CHANNEL FAILURE
OR
DFCS BITE TEST DFCS BI TE TE ST DF C S B I T E TE S T
LRRA -A / - B 1 0. 0 7 LRRA -A / - B 10.O7 SUM M AR Y - A/-B 1 0.
*TES T FAILE D* *Q U IC K T E S T S PA S S ED *
Q001 FAIL 0 40 0 P A SS 0C 0 0 SEL E CT AD D I T IO NA L TE STS :
6000 MOST P R O B AB LE CA USE(S): <AUT O PI L OT
Q002 FAIL 0 40 0 P A SS 0C 0 0
6000 LRRA -1 <F LI G HT DI R E C TOR
Q003 PASS 0 .1 3 P A SS- 0. 1 3
-0.17-0.09 <MAC H T R IM S Y STEM
22-11-CC-115 Rev 1
Q004 PASS 0 .1 3 P A SS- 0. 1 3

-0.17-0.09 <SPE E D T RI M SYSTEM
< RESULTS RESUME TE ST S > < CONT INUE RERUN> <ALT AL E RT EX IT>
USE CODE 100 FOR TEST DATA DISPLAY IF TEST FAILS TEST PASSED
DFCS - TRAINING INFORMATION POINT - DFCS BITE PAGES - CURRENT STATUS QUICK TEST
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DFCS -- TRAINING INFORMATION POINT - DFCS BITE PAGES - AUTOPILOT INTERACTIVE TEST
QUICK TEST PASSED Page follow the instructions, push the LSK 6L to continue
the test. Another instruction page gives messages to
If all of the current status quick tests pass, you can observe actions or to do the test. When the test is
choose one of these tests: complete and it passes, the next page shows TEST PASSED
and gives instructions for the SURFACE TESTS.
- Autopilot (group 11)
- Flight director (group 12) If the test fails, the next page shows TEST FAILED and
- Mach trim (group 13) the most probable cause.
- Speed trim (group 14)
- Altitude alert (group 15). To get engineering data for the failed test, put code
100 in the CDU scratch pad. Then push LSK 6R two times.
When you select one of these groups, you see the group To exit the engineering data display put the letter E
number at the right side of the second line of each in the scratch pad and push LSK 6R two times.
page. For a specific autopilot test, such as library
test 14 for the autopilot interface with the HSI, the To continue with other interactive tests for the
library test number shows to the right of the group autopilot, push LSK 6L.
number.
If there are no more autopilot interactive tests, the
For this example, the autopilot test was selected. You next page will be the SUMMARY page for failed tests.
select AUTOPILOT when you push LSK 2L. After you select Push CONTINUE to proceed with autopilot (group 11)
AUTOPILOT you must choose a channel for the test. You surface tests. If the group number has no surface
can choose one of these: tests, for example group 15 - altitude alert tests, the
END OF DFCS BITE page shows.
- Channel A
- Channel B
- Channel A and B.
22-11-CC-116 Rev 1 05/27/1999
For this example, channels A and B were selected.
Interactive Tests Sequence
After you select a channel or channels, you see a page

of instructions to set up for the tests. After you
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DFCS BITE TE ST DFCS B I TE T E ST

SUMMARY A / - B 10. DFC S B ITE TEST
A U TO P I L O T - A / - B 11 .
*Q UICK TEST PA S SE D AU TOPILOT 11.
* S E LE CT AD DI T I ONA L T E ST * O PE N S T AB T R I M C / B
<AUTO PILOT < CH ANNEL A * O PE N A U RA L W A R N I N G C / B
<FLIGHT DI RE C T OR < CH ANNEL B * T UR N O F F B O T H M C P
FD S W IT CH E S
<MACH TRIM SYSTEM < CH ANNEL A A ND B
<SPEED TRI M SYSTE M
< ALTI TUDE ALERT E X IT > < IN DEX < C ON T I N U E
DF CS B IT E T E S T
INIT -A / - B 11 . DFCS BITE TEST DFCS B IT E TE ST
*T ESTS F AI L E D * C OM PLETE -A / -B 15 . XXXXX - C HA N Z 11.YY
SU RFAC E TE S T S
* V E R I F Y S U R FA C E S C L EA R * END OF DF CS BITE *
( I N ST R U CT I O N S FO R T H E
* PR E S S U R I Z E H Y D S Y S A - B OPERA TOR T O DO T HE TEST)
( M I N F UE L EA C H T A N K- * PU S H E I T H E R A/ P
16 7 5 LB/7 60 K I L O ) DI S CO N N E C T S WI TCH
( B O T H EL E C T P U M P S ON ) * CL O SE A U R A L WA RNING C /B
( H Y D F LT C ON T S W S ON ) * CL O SE S T A B T RI M C/B
(S P O I L E R H Y D S W S O N )
< CON T IN UE EX I T > < IN DEX EX I T>
OR TEST FAILS
TEST PASSES
OTHER
INTERACTIVE
DF C S BITE TE ST
D FC S BIT E T E S T
TESTS DFCS BI TE TE S T INIT -A / -B 11.
S U MMARY -A / - B 1 1 . T E S T N A M E - A / - B 1 1. 1 4 *T E ST S PA SSE D*
22-11-CC-116 Rev 1 05/27/1999
* TE S T FA I LE D * SU R FA CE T EST S
* T E S T F A I LE D * * VE RI FY SU RFAC ES CLEAR
M O S T P R O B A B L E C A U S E (S ) * P R E S S U RI Z E H Y D S Y S A - B
(M IN FUEL EAC H T ANK-
(LRU D IAGN O S TI C S ) (L R U D I A G N OS T I C S ) 1675 LB/760 KILO)
(BOTH ELECT PUMPS ON)
(H YD FLT CONT SW S ON)
(S PO IL E R HYD SWS ON)
< C ONTI NUE < C O N TI N U E R E RU N > < CO NT IN U E EXIT>
DFCS - TRAINING INFORMATION POINT - DFCS BITE PAGES - AUTOPILOT INTERACTIVE TEST
22-11-CC
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DFCS -- TRAINING INFORMATION POINT - DFCS BITE PAGES - AUTOPILOT SURFACE TEST
Autopilot Surface Tests Initialization To continue with other surface tests for the autopilot,
push LSK 6L.
When the interactive tests are complete, the surface
test initialization page shows. This page gives If there are no more autopilot surface tests, the next
instructions to make sure all control surfaces are page will be the SUMMARY page for failed tests. Push
clear before you apply hydraulic power. CONTINUE to go to the END Of DFCS BITE page. This page
gives instructions to reinitialize the airplane. From
After you follow the instructions, push LSK 6L to this page, you can select INDEX to return to the DFCS
continue. Another page shows with additional BITE index. To select the MAINT BITE INDEX, push LSK
instructions to do the test. At this time, autopilot 6R.
surface tests (library numbers 30-35) will progress in
sequence unless there is a failure in one of these Other Interactive/Surface Current Status Tests
tests.
To select any of the other interactive and/or surface
Autopilot Surface Tests Pass current status tests, you must return to the DFCS BITE
menu and select CURRENT STATUS again. When the QUICK
When all the surface tests are complete and there are TEST is complete, you can select the desired test
no failures, the next page shows DFCS test passed and group. You must repeat the QUICK TEST.
says continue to initialize the airplane. When you push
CONTINUE you go to the END OF DFCS BITE page. This page
gives instructions to reinitialize the airplane. From
this page, you can select INDEX to return to the DFCS
BITE index. To select the MAINT BITE INDEX push LSK 6R.
Autopilot Surface Tests Fail

22-11-CC-117 Rev 1 05/11/1999
If there is a failed test, a page with TEST FAILED

shows with the most probable cause. To get engineering
data for the failed test, put code 100 in the CDU
scratch pad. Then push LSK 6R two times. To exit the
engineering data display, put the letter E in the CDU
scratch pad and push LSK 6R two times.
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DFCS BIT E TEST DFCS BIT E TE ST

INIT -A / -B 11. DFCS BIT E TEST
TEST NAME - C H AN Z 1 1 . Y Y SUM M A RY -A / -B 11 .
* T EST S P A SSED*
S U RFA C E T ESTS * D FCS T EST PASSED*
*VER I F Y SU R FA C ES CLEAR (INSTRUCT ION S FO R T HE
*PRE S S U RIZ E H Y D SYS A-B OPERATOR TO D O T HE TEST) *CO N T INUE TO INIT A/C *
(MI N F UEL EA C H TANK-
16 7 5 LB/ 7 60 KILO)
(BO T H ELE C T P UMPS ON)
(HY D FLT CONT SWS ON)
(SP OILER HYD SWS ON)
<CON TINUE EXIT > <CONTINUE
TEST
PASSES
TEST FAILS
D FC S BITE TES T DF CS B I TE TE ST DF CS B I T E T ES T
SUM MARY -A / -B 11. TEST N AM E - A / - B 11.1 4 C O M P L ET E - A / -B 1 0 .
* TE S T FA ILED * * T ES T F AI L ED *
* E ND OF DFCS BI T E *
MOST P RO BA B L E CA US E(S)
*PUSH EITHER A/P
(LRU D IAGNOSTI C S ) (LR U DI A G N O ST I C S) D I S C ON N E C T S W I T CH
* C L O S E A U R A L W A R NI N G C/B
*CLOSE STAB TRIM C/B
22-11-CC-117 Rev 1 05/11/1999
<C O NT I NU E < C ONTIN UE R ERUN > <INDEX E X IT>
NOTE: SELECT INDEX FOR OTHER

DFCS BITE. SELECT EXIT TO
RETURN TO MAINT. BITE INDEX
DFCS - TRAINING INFORMATION POINT - DFCS BITE PAGES - AUTOPILOT SURFACE TEST
22-11-CC
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DFCS -- TRAINING INFORMATION POINT - DFCS BITE PAGES - INFLIGHT FAULTS
General Erasing Failures
Inflight fault tests give a record of faults during the To remove failures from memory, put code 900 in the CDU
last ten flights. Select INFLIGHT FAULTS from the DFCS scratch pad and push LSK 6R. The display will then give
BITE TEST menu to see the faults from the last (most instructions to erase all failures in FCC A, FCC B, or
recent) flight. The CDU shows the flight deck effect both FCCs. This code can be entered from the summary
and the probable LRU or LRUs that caused the effect. page or a specific fault page.
Last and Previous Flight Fault Data
To see a summary of faults for the last ten flights

enter code 300 on the CDU and push LSK 6R. The summary
shows failures that occurred on specific flights for
the left and right sides (channels). The summary may
also show there were no failures for a side (channel).
In the graphic, one example shows that side A had

faults on flights 1, 2, 6, 7, and 10. (Note: Flight 1 is
the same as the last flight.) Side B had no faults on
any of the previous ten flights. The other example
shows that the most recent flight had no faults but
there were faults on flights 2, 5, 6, 7, and 10.
To see details on each fault, push CONTINUE (LSK 6L).

To see details of other faults on flight 01, push
CONTINUE again. When you have seen all the faults for
22-11-CC-118 Rev 1 05/27/1999
one flight, push LSK 6L once more to go the next flight

that has faults. The letter R shows a repeat failure
during one flight. A-8024 is the memory location in the
FCC where the fault is stored.
If the fault is a 50M or 100M DISC WRAP, see Disc Wrap

Faults for further information.
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DFC S BITE TEST

L I NE MAI NT 1/2
< CUR RENT S TATU S
< INF LIGH T FAULTS
< LRU INT ER FACE

USE CODE 900
< LAN D VE RI FY AND LSK 6R TO
REMOVE FAILURES
< IND EX FROM THE RECORD
DISPLAY SEQUENCES THROUGH

DETAILS OF EACH FLIGHT
ENTER CODE
DF CS BITE TE ST 300 DFC S B ITE TE ST DFCS BITE TEST
LAST FL IGH T-A / - B 20 IN F LT FA ULT -A / - B 2 0. FLT 01 -A / -B 2 0
FA U LT SU MMA RY:
ELEV PRESS SW-1 A /P DISC ELEV PRESS SW-1 A/P D ISC
TRIM CUT A ENG ATT SI D E A F LT SE G FAULTS ELV ACT PR ESS IN V R
1,2,6,7 10 , A8024
FCC-B F /D FLAG
SI D E B F LT SE G FAULTS
1,3,5,9
<CONTINUE INDEX> <C O NT IN U E IN DEX> <CONTINUE IN D EX>
DISPLAY SEQUENCES THROUGH

DETAILS OF EACH FLIGHT
ENTER CODE
OR 300 DFC S B ITE TE ST DFCS BITE T E ST
DFCS BITE T EST
LAST FLIGHT-A / -B 20 IN FLT FA ULT -A / - B 2 0. FLT 02 -A / - B 2 0
FA ULT SU MMA RY:
22-11-CC-118 Rev 1 05/27/1999
NO FAILURES FCC B A/P DISC

SIDE A F LT SEG FAULTS 100M DISC WRAP R
2 ,5, 6,7,10
SIDE B F LT SEG FAULTS
B 8059
NO F AILURES
<CONT INUE IN DE X > <C ONT INUE IN DEX> <CONTINUE INDEX>
DFCS - TRAINING INFORMATION POINT - DFCS BITE PAGES - INFLIGHT FAULTS
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DFCS -- TRAINING INFORMATION POINT - DFCS BITE PAGES - INFLIGHT FAULTS -DISC WRAP FAULTS
General
Inflight faults 50M DISC WRAP or 100M DISC WRAP show

that there may be excessive current in an FCC printed
circuit card. The excessive current may come from an
airplane wiring problem or a failed subsystem
component. If you replace the FCC before you fix the
wiring problem or faulty system component, The
replacement FCC may fail again.
Troubleshooting Procedure
When a disc wrap fault shows, enter code 27E in the CDU
scratchpad and push LSK 6R. In the example, the next
display shows the same page with additional data below
the hexadecimal address location B-8059. Memory
location 7E8000 is the first address for the inflight
fault memory. Hexadecimal addresses for inflight fault
data go from 7E8000 to 7E87FF. The A in front of 7E8000
shows that the address is in FCC A. The address must
match FCC A or FCC B. In the example, the address is for
FCC A but the fault occurred in FCC B. To change the
address to FCC B, enter code B in the scratchpad and
push LSK 6R. Verify that that A-7E8000 changes to B-
7E8000.
22-11-CC-119 Rev 1 05/11/1999
The next step shows the fault code for address B-8059.
To see this, add hexadecimal 1 to 8059. The result is
805A. Enter 805A in the scratchpad and push LSK 6L. The
fault code shows adjacent to the = sign.
Now you can use the Maintenance Manual fault code table
to see the related connector pins and wiring diagram.
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FAULT FCC OUTPUT WIRING DIAGRAM

CODE FAULT OUTPUT SIGNAL CONNECTOR PIN REFERENCE
DFCS B ITE TEST
FLT 02 -A / -B 20 8043 VERTICAL SPEED ARM D1671B 36 NOT USED
D1655B 36 NOT USED
FCC B A/P DISC 8044 FLARE ENGAGE D1795B 17 22-31-51
100M DISC W RAP R 22-31-53
8045 VNAV PATH D1671A 53 NOT USED
D1755A 53 NOT USED
B - 8 0 59
TYPICAL MAINTENANCE MANUAL FAULT CODES
<CONTINUE INDEX>
ENTER CODE 27E AND
PUSH LSK 6R
FLIGHT DECK EFFECT
FAILED COMPONENT ENTER CODE B AND

FLT
DFCS
02
B ITE TEST
-A / -B 20
PUSH LSK 6R FLT
DFCS
02
B ITE TEST
-A / -B 20
FCC B A/P DISC FCC B A/P DISC

100M DISC W RAP R 100M DISC W RAP R
FAULT MESSAGE
B - 8 0 59 B - 8 0 59
(ADDR.6L) A - 7 E80 0 0 = A D D F (ADDR.6L) B - 7 E80 0 0 = A D D F
HEXADECIMAL ADDRESS <CONTINUE INDEX> <CONTINUE INDEX>

LOCATION OF FIRST DATA
WORD IN DISPLAYED FAULT
ADD HEXADECIMAL 1 TO THE
FIRST HEXADECIMAL PREVIOUS ADDRESS AND PUSH LSK 6L
LOCATION FOR
INFLIGHT FAULT DATA
DFCS B ITE TEST
22-11-CC-119 Rev 1 05/11/1999
FLT 02 -A / -B 20
FCC B A/P DISC 8059

100M DISC W RAP R
+1
_____
B - 8 0 59 805A
(ADDR.6L) B - 7 E80 5 A = 8 0 4 4
<CONTINUE INDEX>
FAULT CODE
DFCS - TRAINING INFORMATION POINT - DFCS BITE PAGES - INFLIGHT FAULTS -DISC WRAP FAULTS
22-11-CC
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DFCS -- TRAINING INFORMATION POINT - DFCS BITE PAGES - LRU INTERFACE TESTS
General Test Sequence
The LRU interface test makes sure the replacement LRU When you push one of the LSKs, you start the LRU
operates correctly. The test can have these parts: interface test. The test sequence is the same as when
you select CURRENT STATUS and AUTOPILOT tests. The
- Quick tests pages look very similar except the title has INTERFACE
- Interactive tests. instead of CURRENT STATUS and AUTOPILOT.
You can start an LRU interface test from the DFCS BITE
MAIN MENU page.
DFCS BITE Main Menu Page
To do an LRU interface test, push LSK 3L. This shows

the interface channel selection page.
INTERFACE Select Channel Page
You select an LRU interface test for FCC A or FCC B. To

do this, push LSK 2L, 3L, or 4L.
LRU Interface Pages
This page shows the LRUs that you can use for the test.
Push the LSK adjacent to the LRU to start the test. To
see all of the LRUs that you can test, push the NEXT
22-11-CC-120 Rev 1 07/23/1999
PAGE and PREV PAGE function keys on the CDU.
To do a test of all nine position sensors on the right

side of page 2/2, push LSK 1R.
22-11-CC
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DFC S B I TE T E S T
L I N E M A I N T 1/2 DFCS BITE TEST
< CU R RENT S T A TU S
INTE RFA CE 3 0 . 00
< IN F LIGH T F A UL TS
<CHA NNEL A
< LR U IN T E R F A CE <CHA NNEL B
< LA N D VE RI FY
<CHA NNEL A AND B
< IN D EX
<IND EX
LRU INTERFACE LSK 3L

CHANNEL A AND B
NEXT D F CS B IT E T E S T
DF C S BITE T EST
I N T E R F A C E - A / - B 1/ 2 PAGE I N T E R F A CE - A / - B 2/2
< M ACH /A S VOR / IL S > <EFIS AC T POS SEN S>
F LA P POS
< MCP DME > <A/T S PO I L POS 2/7
R CW S XDCR
< IRU ADI > <DADC P CW S XDCR C/FO
E LE V /A I L A C T
< FMC HSI > <ALP V A NE E LE V /A I L P O S
N SS / MA C H T R I M
< FCC LRRA > < N 1 S E N SE S TA B POS
22-11-CC-120 Rev 1 07/23/1999
< I NDE X LNAV > <INDEX

PREV
PAGE
THE TESTS FOLLOW THE SAME SEQUENCE AS THE

CURRENT STATUS QUICK TESTS AND AUTOPILOT
INTERACTIVE TESTS.
DFCS - TRAINING INFORMATION POINT - DFCS BITE PAGES - LRU INTERFACE TESTS
22-11-CC
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DFCS -- TRAINING INFORMATION POINT - DFCS BITE PAGES - LAND VERIFY
General When all quick tests are complete, a summary page shows
with all the quick test failures. Push LSK 6L to see
The land verify tests do a check of many of the the initialization page for the interactive tests.
autoland sensors and hardware. It also does a check of
the systems that the crew can use in a dual channel If there are no quick test failures, the CDU shows
operation. QUICK TESTS PASSED and gives initialization
instructions for the interactive tests.
You start a land verify test from the DFCS BITE MAIN
MENU page. Continue the Test
DFCS BITE MAIN MENU Page When the quick tests are complete, the next tests are
the interactive and surface tests. The test sequence is
To do a land verify test, push LSK 4L. This shows the the same as when you select current status autopilot
LAND VERIFY quick test start page. interactive and surface tests. The pages look similar
except the group number is 49.
LAND VERIFY Quick Test Start Page
This page gives instructions to setup the land verify

quick tests. After you setup the test correctly, push
LSK 6L to continue the test.
Land Verify Quick Tests
If the setup is correct, the quick tests for all

systems in group 49 start. As the tests continue, the
name of the system in test and its library number show
22-11-CC-121 Rev 1 06/09/1999
on the CDU page. If a test fails, the CDU shows TEST

FAILED and the most probable cause. To get additional
data, you can enter code 100 on the CDU and push LSK 6R
twice.
To continue the other quick tests, push LSK 6L. If you

push RERUN (LSK 6R), the same test that failed repeats.
22-11-CC
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TESTS FOLLOW THE SAME SEQUENCE

AS CURRENT STATUS INTERACTIVE
DFCS BIT E T EST
LI N E M A I NT 1/2 AND SURFACE TESTS
<C U R RE NT S T A T US
<I N F LI GH T F A U LTS
<LR U I N T ER F A C E
<LA N D V E RI F Y
DFCS B IT E TE ST DFCS B I TE TEST

<I N D EX SU M M A RY - A / -B 49 . SU M MA R Y -A / -B 4 9.
* Q UICK T ES T S P ASSED *
*O P E N STAB TRI M C /B *O P EN STA B T RI M C/ B
*O P E N AURA L W A R NI NG C/B *O P EN AUR A L WA R NIN G C / B
*T U R N OFF B OT H MC P *T U RN OFF B O TH MCP
F D S WITCH ES FD SWITCHES
DFCS BIT E T ES T
LAND VERIFY A /B 4 9.
*TURN OFF HYD S Y S A -B <C O N T INUE <C O NT I NUE
*SET BOTH MSU TO NAV
*TUNE BOTH NA V R CV R S TO
INACT ILS FR E Q ( P/ B M AN)
*MOVE ALL INS T A ND NA V
SWITCHES TO N O R MA L /F MC
*SET SWITCHES O N B O TH
INTERACTIVE TESTS INITIALIZATION INTERACTIVE TESTS INITIALIZATION
EFIS CP'S TO V O R/ I LS (AFTER QUICK TESTS PASSED) (AFTER FAILURES)
*CLOSE ALL CB 'S OR
<CONTINUE
D F CS BIT E T E ST A DFCS B I T E TES T

N1 PO T -A / -B 4 9.17 SUMMARY - A / -B 49 .
QUICK TESTS START * T E S T F A I L ED*
* TE S T F A I L E D*
MOS T P RO B ABL E C A USE( S ): MOST P R O B A B L E C AUS E( S):
N1 PO T
(LRU D I A G N O S TIC S)
D FCS BI T E T E ST
XXX XXX Z 49.YY
TES T IN PROGRESS
22-11-CC-121 Rev 1 06/09/1999
A < CON TI N UE R ER U N> <CONTINUE
DISPLAY IF TEST FAILS

- PUSH LSK 6L FOR OTHER QUICK TESTS
- PUSH LSK 6R TO REPEAT A TEST
- PUSH LSK 6R TWICE TO GET ADDITIONAL DATA
QUICK TESTS IN PROGRESS
DFCS - TRAINING INFORMATION POINT - DFCS BITE PAGES - LAND VERIFY
22-11-CC
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DFCS -- TRAINING INFORMATION POINT - DFCS BITE PAGES - GROUND FUNCTIONAL TESTS
General select. If you select TEST SELECTION, you only do the
tests that you select.
Page 2/2 of the DFCS BITE TEST main menu shows these
selections: To do all library tests, push LSK 2L. The next page is
the GND FUNCT TEST initialization page.
- GROUND FUNCT TEST
- RIGGING Test Deletion
- SENSOR VALUES.
To delete a specific test (for example, library number
Ground functional tests give an overall check for all 17), enter 17 in the CDU scratch pad and push LSK 6R.
the BITE in the DFCS and the LRUs that interface with Delete more tests in the same manner. When all deleted
the DFCS. tests are entered, push LSK 6L to continue with all the
other tests. The next page is the GND FUNCT TEST
To do the GROUND FUNCT TEST, push LSK 1L. A TEST IN initialization page.
PROGRESS page shows briefly as the FCC(s) do a cross
channel check. Test Selection
GROUND FUNCT TEST Select Channel Page To select a specific test (for example, library number
17), enter 17 in the CDU scratch pad and push LSK 6R.
You select a ground functional test for FCC A, FCC B, Select more tests in the same manner. When all selected
or both. To do this, push LSK 2L, 3L, or 4L. tests are entered, push LSK 6L to do these tests. The
next page is the GND FUNCT TEST initialization page.
Library Test Selection
Ground Functional Tests Quick Tests Initialization Page
The next page shows these options:
Like all the other initialization pages, this page
22-11-CC-122 Rev 1 06/09/1999
- COMPLETE TESTS gives instructions to setup the quick tests. From this
- TESTS DELETION point on, the test sequence is the same as when you do
- TEST SELECTION. CURRENT STATUS and LAND VERIFY tests. The pages look
similar except the group number is 60.
If you select COMPLETE TESTS, you do all of the tests
in the library. If you select TEST DELETION, you do all
the tests in the library except for the ones you
22-11-CC
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DF C S B ITE T E ST DFCS BITE TEST DFCS BITE TEST

O V ER NIG H T M AIN T 2/2 GND FUNCT 60. G ND FUNCT -A/-B 60.
< G RO UND F U N CT T E S T
< R IG GIN G < COM PL E TE TESTS
<CH ANNEL A
< S EN SOR V A L UES < TES T DELETION
<CH ANNEL B
<CH ANNEL A AND B < TES T SELECTION
< I ND EX <INDEX < IND EX
DFCS BI TE TES T
STATUS A/ B 1 0. DF C S BI TE TE ST DFCS B IT E TE S T
*TURN OFF HY D S YS A -B GND F UN C T - A /- B 60. G ND FUNCT - A /- B 6 0.
*SET BOTH MS U TO NAV
* TU N E B O TH NAV RCV R S TO * D E L E TE L I B R A RY T ES T * SE L E C T L I B R A RY T EST
IN A C T I LS FRE Q (P/ B M AN) N U M B ER NU M B E R
*MOVE ALL IN ST AND NA V
SWITCHES TO N O RMA L /F MC
* SE T S W I TC HE S O N B O TH
EF I S C P 'S TO V OR/ I LS
* CL O S E A LL CB' S
<CONTINUE < E X E C UT E E NTER> < EX E C U T E E NTER >

22-11-CC-122 Rev 1 06/09/1999
INITIALIZATION PAGE
THE TESTS FOLLOW THE SAME

SEQUENCE AS THE CURRENT STATUS TO SELECT OR DELETE A TEST, ENTER
QUICK TESTS AND AUTOPILOT THE TEST NUMBER IN THE CDU SCRATCH PAD AND
INTERACTIVE AND SURFACE TESTS. PUSH LSK 6R
DFCS - TRAINING INFORMATION POINT - DFCS BITE PAGES - GROUND FUNCTIONAL TESTS
22-11-CC
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DFCS -- TRAINING INFORMATION POINT - DFCS BITE PAGES - RIGGING
General - ELEV RIG
- ELEV AUTH SINGLE
The BITE rigging lets you make sure that the control - ELEV AUTH DUAL
surface actuators and sensors are aligned correctly. - COMPLETE ELEV RIG.
The rigging procedure follows the procedure in the
maintenance manual. It lets you get position sensor For example, push LSK 1L to do ELEV RIG tests.
data without extra test equipment. In order to do the
rigging tests, FCC A and B must be installed. Rigging SURFACE TESTS Initialization Page
To do the rigging test, push LSK 2L on the OVERNIGHT This page gives you some instructions. After you follow
MAINT page. This shows the RIGGING page. the instructions, push LSK 6L to continue. This starts
the first surface test for the selected rigging test
RIGGING Page group.
Rigging covers sensors and actuators for these surfaces Some of the rigging tests are complex and take many
and functions: steps to complete.
- Elevator If you do not want to do any more rigging tests, push

- Aileron LSK 6R to return to the RIGGING page.
- Flaps
- Stabilizer
- CWS
- Mach trim.
To select one of the rigging tests, push the LSK

adjacent to the surface or function name. For example,
22-11-CC-123 Rev 1 05/11/1999
push LSK 1L. You then see a selection of elevator

rigging tests.
ELEVATOR RIGGING Page
The ELEVATOR RIGGING page has these selections:
22-11-CC
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DF C S B ITE T E ST D FCS BITE T EST D F CS B I T E T ES T

O V ER NIG H T M AIN T 2/2 RIGGING A / -B 50.00 E L E V A T O R R I G G I NG
< G RO UND F U N CT T ES T <ELEVA TOR AILERON> <ELEV RIG
< R IG GIN G <FLAPS STA B I L I Z E R > <ELEV A U TH S I N GLE
< S EN SOR V A L UES <CWS MA CH TRIM> <ELEV A U TH DUAL
<COMPLETE ELEV RI G
< I ND EX <INDEX EXIT> <INDEX EXIT>
SELECT RIGGING TESTS SELECT ELEVATOR TESTS SELECT TYPE OF ELEVATOR TEST
D F CS BITE TES T
DFC S B I T E T E S T
ELEV RIG - A / - B 51.01
* S U RF A C E T E S T S *
* SE T STA B I L I Z E R B DI M E N *V ERI F Y SU R FA C E S C LEAR
T O 41. 5 7 ( + / - 0 . 0 1) I N . *P RES S U RI Z E H Y D S Y S A-B
(3 .0 UNITS) ( MIN F UE L EA C H T A NK-
167 5 LB / 7 60 K I L O )
STAB POS N OM= 0. 0 0
( BOT H EL E C T P U M P S ON)
22-11-CC-123 Rev 1 05/11/1999
(V A C ) UL= 0. 0 7
LL= -0. 0 7 ( HYD F LT C ON T S W S ON)
A = + - XX. X X B = + -X X . X X ( SPO I L ER H YD S W S ON)
ELEVATOR, FLAPS, CWS, AILERON, < CO N T INU E IN D E X > <C ONT I N UE EXIT >
OR MACH TRIM RIGGING TESTS
TOLERANCES AND VALUES FOR A INSTRUCTIONS FOR ELEVATOR

STABILIZER B DIMENSION RIGGING TEST
DFCS - TRAINING INFORMATION POINT - DFCS BITE PAGES - RIGGING
22-11-CC
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DFCS -- TRAINING INFORMATION POINT - DFCS BITE PAGES - SENSOR VALUES - 1
General next digital signal. Push LSK 6R to return to the
SENSOR VALUES menu.
When you select the SENSOR VALUES prompt on the
OVERNIGHT MAINT page, you can then see a menu of these DISCRETE INPUT WORDS
signals on the SENSOR VALUES page:
To select DISCRETE INPUT WORDS, push LSK 4L. The next
- Analog signals page shows a list of 10 discrete words. Each word
- Digital signals contains a group of inputs to the FCC. Push LSK 4R to
- Options (SOP) select a specific word, for example, DISINWD 09. Each
- Complete sensor values word shows these features:
- Discrete input words.
- Signal name
This lets you see the values for these signals without - FCC connector pin number
the need for extra test equipment. When you select - Input logic state.
COMPLETE SENSOR VALUES, all of the sensor values show
in order (analog, digital, options and discrete input
words).
ANALOG SIGNALS
To select ANALOG SIGNALS, push LSK 1L. This starts the

first page of analog signals. The analog signals
include certain surface and actuator positions and some
navigation signals. Push LSK 6L (CONTINUE) to see the
next analog signal. Push LSK 6R to return to the SENSOR
VALUES menu.
22-11-CC-124 Rev 1 06/09/1999
DIGITAL SIGNALS
To select DIGITAL SIGNALS, push LSK 2L. This starts the

first page of digital signals. The digital signals
include accelerations, pitch and roll rates, and
computed airspeed. Push LSK 6L (CONTINUE) to see the
22-11-CC
- 320 -
DF C S B ITE T E ST DF C S B I T E T E ST DFC S BITE T EST

O V ER NIG H T M AIN T 2/2 S ENSOR VAL -A/- B 56. 0 0 S E NSOR V A L -A/- B 5 6.00
< G RO UND F U N CT T ES T < A N A LOG S I G N A LS < D ISINWD 01 <DI SIN W D 06 >
< R IG GIN G < D I G ITA L SIGNALS < D ISINWD 02 <DI SIN W D 07>
< S EN SOR V A L UES < O P T ION (SOP) < D ISINWD 03 <DI SIN W D 08>
< C O M PLE T E SENSOR VA LU E S < D ISINWD 04 <DI SIN W D 09>
< D I S CRE T E INPUT W OR DS < D ISINWD 05 <DI SIN W D 10>
< I ND EX < INDEX EXI T > < I NDEX EXIT >
SELECT RIGGING TESTS DISCRETE INPUT WORDS
DFCS BITE TEST D FC S B IT E TE ST DF C S BITE TEST

SENSOR VA L -A/-B 56.0 1 SE N SO R VA L -A/-B 56.21 S EN S OR V AL - A / - B 5 6 . 5 9
< DI S INW D 0 9 P IN A B
AIL POS LA T ACCEL T ST SYN C I N J3A -67 GD GD

(DEG) (F S2) A IL ACT D/ W J4A -50 28 28
T RM / FLP TL K J2B -22 OP OP
T RM CLU H W J1B -13 28 28
A=+
-X.X B=+
-X.X A=+
- XX X .X B=+
-XXX. X F RC LIM / E J4B -28 28 28
S TAB TR M C W J4B -28 28 28
L CL F/D ON J4B -28 28 28
<CONTINUE I NDEX > <C O NT I NUE INDEX> < CO N TIN U E IND EX>
22-11-CC-124 Rev 1 12/03/1999
ANALOG SIGNALS DIGITAL SIGNALS DISCRETE INPUT WORDS 09
PUSH LSK 6L TO CONTINUE PUSH LSK 6L TO CONTINUE PUSH LSK 6L TO CONTINUE

WITH OTHER ANALOG SIGNALS WITH OTHER DIGITAL SIGNALS WITH OTHER DISCRETE INPUT WORDS
DFCS - TRAINING INFORMATION POINT - DFCS BITE PAGES - SENSOR VALUES - 1
22-11-CC
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DFCS -- TRAINING INFORMATION POINT - DFCS BITE PAGES - SENSOR VALUES - 2
General
From the SENSOR VALUES page, you can select pages to

see the DFCS options. The two types of options are
standard option pins (SOP) and program pins (PGM). If
you want to see these options, push LSK 3L. This shows
the first page of the OPTION (SOP) page.
OPTION (SOP) Page
This shows the first page of the names of the SOPs and
PGMs for the airplane. To see additional options, push
CONTINUE (LSK 6L) on the CDU. To return to the SENSOR
VALUE menu, push INDEX (LSK 6R).
22-11-CC-125 Rev 1 05/27/1999
22-11-CC
- 322 -
D F C S B IT E T E S T
SENSOR VAL -A/ -B 56.00
< A N A L O G S I G NA L S
< D I G I T A L S I GN A L S
< O P T I O N ( S O P)
< C O M P L E T E S EN S O R V A L U E S
< D I S C R E T E I NP U T W O R D S
<INDEX EXIT>
D F C S B I TE T E S T
SENSO R VAL -A / - B 56.40
SOP-A LT ALE R T ST D
SOP-A /S WAR N
OPTIONS SOP-C WS WAR N
S O P - C W S O V E R RI D E
SOP-F AA
SOP-D UAL
PROGRAM SOP-F /D DUA L
PIN PGM-A DI GRA D 3 3/ 6
PREFIX
<CONT INU E IN D E X>
D F C S B I TE T E S T
SE NS O R V A L -A / - B 56.40
PG M- L N AV - F MC
S O P - P A R I T Y G ND
S O P - C O M P A T I B IL I T Y 0
P G M - S P D T R M EN A B L E
PG M- E F IS
22-11-CC-125 Rev 1 05/27/1999
P G M - M T S S E L E CT E D
SO P- A U TO F /D TO GA
S O P - S P D / A L T IN T V
PUSH LSK 6L TO SEE <C ON T I NU E IN DE X>

MORE OPTION (SOP) DATA
PUSH LSK 6R TO RETURN

TO SENSOR VALUE MENU
DFCS - TRAINING INFORMATION POINT - DFCS BITE PAGES - SENSOR VALUES - 2
22-11-CC
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DFCS -- TRAINING INFORMATION POINT - DFCS BITE PAGES - RIGGING - STABILIZER 1
General
This shows an example of one of the rigging tests, the

stabilizer rigging. You can follow the test through
each of the stabilizer rigging pages. You can go back
to the RIGGING index page if you push LSK 6R when it
says INDEX.
22-11-CC-126 Rev 1 05/27/1999
22-11-CC
- 324 -
NEXT
GRAPHIC A
DFCS BIT E T E ST D F CS BIT E T EST DF C S B IT E TE S T

RIGGING A / -B 50.0 0 STAB RIG -A / -B 54.0 0 STAB RI G -A / - B 54.0 1
<ELEVATOR AILERON >
* SE T ST A B I L IZ ER B DI M EN
<FLAPS STABILIZER > CLOSE STAB TRI M C/B T O 41 . 5 7 (+ /- 0. 0 1) IN .
( 3. 0 U N I T S)
<CWS MACH TRIM >
STAB PO S NOM= 0.0 0
(VAC) UL= 0.0 7
LL= -0.0 7
A =+- XX .X X B =+-XX.X X
<INDEX EXIT > <CONTINUE < CONT IN UE INDEX >
DFC S B IT E TEST DFCS BI T E TEST

DFC S BIT E TEST
STAB RIG -A / -B 54.01 STAB RIG L -A / -B 5 4.03
ST AB RIG -A / -B 54.0 2 U
A/P A TRI M
HYD S YS A A/ P A TRIM SET STABI I ZE R TO 11
HY D S YS A UNITS TE P
* T R I M WH E E L SH A L L ST O P
MOVING BEFORE TRIM WARN ST AB POS NOM= -1.6 8
L I G H T GO E S O UT . A t 0. 2 5 (VAC) UL= -1.4 3
22-11-CC-126 Rev 1 05/27/1999
u n i t s (s t a b i li z e r B LL= -1.9 3
dimen =45 .49- +/ - 0 . 0 5 i n ) A =+ - XX.X X B =+-XX.X X
<C ON T INUE INDEX > <CONTINUE
B
NEXT
GRAPHIC
DFCS - TRAINING INFORMATION POINT - DFCS BITE PAGES - RIGGING - STABILIZER 1
22-11-CC
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DFCS -- TRAINING INFORMATION POINT - DFCS BITE PAGES - RIGGING - STABILIZER 2
Stabilizer Rigging Continue
This shows more pages of the stabilizer rigging test.

22-11-CC-127 Rev 1 05/27/1999
22-11-CC
- 326 -
PREVIOUS B
GRAPHIC
DF C S B I T E T E S T DFCS B IT E TES T
ST A B R IG -A / -B 5 4.0 3 STAB RIG -A / -B 5 4.0 3
A/ P A TR I M A/P A TRIM
HY D S Y S A HYD SYS A
*T R I M WH E E L S H A L L S T O P
MO V IN G B E F ORE T R IM W A RN STAB POS NOM= 6.8 0
LI G H T GO E S O U T . A t 0 . 2 5 (VAC) UL= 7.3 0
un i t s (s t a bi l i z e r B LL= 6.3 0
di m e n =2 5 . 70 + / - 0 . 0 5 i n ) A =+-XX.XX B =+- X X.X X
<CONTINUE I N DEX >
D F C S BI T E T E ST D F C S BITE T EST
STAB RIG -A / -B 5 4.0 3 ST AB RIG -A / -B 54.0 3
OPEN STAB TRIM C / B TU RN BOTH HYD S Y S OFF

22-11-CC-127 Rev 1 05/27/1999
<CON TIN UE PREVIOUS A <C ON TIN UE

GRAPHIC
DFCS - TRAINING INFORMATION POINT - DFCS BITE PAGES - RIGGING - STABILIZER 2
22-11-CC
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AUTOTHROTTLE SYSTEM -- INTRODUCTION
General cmd - command
con - continuous
The autothrottle (A/T) system is part of the flight CPU - central processing unit
management system (FMS). The A/T system controls engine
CRZ - cruise
thrust in response to mode requests from these
components: CTM - cycle time monitor
D/A - digital-to-analog
- Mode control panel (MCP) DC - direct current
- Flight deck switches. deg - degrees
des - descent
The A/T system operates from takeoff to touchdown. The
disc - disconnect
pilot uses the digital flight control system (DFCS) and
the A/T system to automatically fly the airplane. disen - disengage
DFCS - digital flight control system
Abbreviations and Acronyms EADI - electronic attitude director indicator
EFIS - electronic flight instrument system
AC - alternating current EFSG - electronic flight symbol generator
ADC - air data computer elex - electronics
A/D - analog to digital FCC - flight control computer
AFCS - automatic flight control system FDAU - flight data acquisition unit
AGL - above ground level F/D - flight director
A/P - autopilot flt - flight
A/T - autothrottle FMA - flight mode annunciator
ASA - autoflight status annunciator FMC - flight management computer
IRU - inertial reference unit
22-31-CC-001 Rev 1 11/03/1998
FMCS - flight management computer system

ASM - autothrottle servo motor FMS - flight management system
BARO - barometric altitude F/O - first officer
capt - captain fwd - forward
CAS - computed airspeed G/A - go around
CLB - climb gnd - ground
clr - clear GMT - greenwich mean time
22-31-CC
- 329 -

AUTOTHROTTLE SYSTEM -- INTRODUCTION
GW - gross weight TAS - true airspeed
IAS - indicated airspeed TAT - total air temperature
KTS - knots (nautical miles per hour) THR HLD - throttle hold
L - left to - takeoff
LRRA - low range radio altimeter TMA - thrust mode annunciator
LSK - line select key TO/GA - takeoff/go-around
MCP - mode control panel V - volts
MCU - modular concept unit VMO - maximum operating velocity
MMO - maximum operating mach VNAV - vertical navigation
N1 - low speed compressor RPM V/S - vertical speed
N2 - high speed compressor RPM xmtr - transmitter
PED - primary engine display
PLA - power lever angle
POR - power on reset
PROM - programmable read-only memory
pth - path
R - right
R - repeat
RA - radio altimeter
RAM - read and write memory
RPM - revolution per minute
ROM - read only memory
22-31-CC-001 Rev 1 11/03/1998
R/T - receiver/transmitter
YD - yaw damper
spd - speed
SAT - static air temperature
SSM - sign status matrix
sw - switch
tach - tachometer
22-31-CC
- 330 -
COURSE A/T IAS/MACH

ARM
C/O
OFF
F/D
N1 SPEED
OFF
MCP
A/T COMPUTER
22-31-CC-001 Rev 1 11/03/1998
GO-AROUND
TAKEOFF CLIMB CRUISE DESCENT APPROACH FLARE TOUCHDOWN
AUTOTHROTTLE SYSTEM - INTRODUCTION
22-31-CC
- 331 -

A/T SYSTEM -- GENERAL DESCRIPTION
General - Flight management computer (FMC)
- Inertial reference unit (IRU).
The operator interface to the autothrottle (A/T) system
is through the mode control panel (MCP). Several The A/T computer receives analog inputs from these
systems and their components send and receive components:
autothrottle information. The A/T mode information
shows on the EFIS EADI. - ADC
- Angle-of-attack (alpha) sensor (left)
A/T System Components - Flap position transmitter (left)
- N1 tachometers
The A/T system has these components: - Autothrottle servo actuators
- Power lever angle (PLA) synchros
- Autothrottle computer - Radio altimeter.
- Autothrottle servo actuators
- Autothrottle takeoff/go-around (TO/GA) switches The A/T computer receives analog discrete inputs from
- Autothrottle disconnect switches these components:
- Autothrottle warning light.
- MCP
The A/T computer receives digital, discrete, and analog - ADC
data from sensors and engine control components. The - Engine accessory unit
A/T computer also receives flight deck commands and - Radio altimeter
switch position inputs. - FCC A
- TO/GA switches
A/T Interfaces - AIR/GND relay
- Landing gear lever
The MCP A/T arm and mode selector switches send digital - Engine module panel
22-31-CC-002 Rev 1 05/19/1999
control and mode data to the A/T computer. - A/T disengage switches
- Program pins.
The A/T computer receives digital data from these
components: The A/T computer sends data and control signals to
these components:
- MCP
- Air data computer (ADC) - Autothrottle servo actuators
22-31-CC
- 333 -

A/T SYSTEM -- GENERAL DESCRIPTION
- EFIS symbol generators (EFSGs)
- Autoflight status annunciators (ASAs)
- Flight data acquisition unit (FDAU)
- Flight control computers (FCCs)
- Flight management computers (FMCs).
The autothrottle servo actuators mechanically move

cables that actuate the main engine controls (MEC). At
the same time, the autothrottle servo actuators also
back drive the flight deck thrust levers.
22-31-CC-002 Rev 1 05/19/1999
22-31-CC
- 334 -
COURSE A/T IAS/MACH

ARM
C/O
OFF
F/D
N1 SPEED
OFF
A/T DISCONNECT MCP

SWITCHES
1
A/P A/T FMC
P/RSTr P/RSTr P/RSTa
2
TO/GA SWITCHES TEST
ASA
AUTOTHROTTLE SERVO THR HLD VNAV PTH HDG SEL FD

ACTUATOR ASSEMBLIES
PLA SYNCHROS
ADC
AIR/GND RELAY EFSGs
ALPHA
ENGINE ACC UNIT
ENGINE MODULE
22-31-CC-002 Rev 1 05/19/1999
FCC
FLAP POSITION
FMC
IRS
LANDING GEAR EADI
N1 FDAU
PROGRAM PINS FCCs
RA FMCS
A/T COMPUTER
A/T SYSTEM - GENERAL DESCRIPTION
22-31-CC
- 335 -

A/T SYSTEM -- ELECTRONIC EQUIPMENT COMPARTMENT COMPONENT LOCATION
Electronic Equipment (E/E) Compartment
The autothrottle computer is on the E1-1 shelf.
The autothrottle servo actuators are on the overhead of

the electronic equipment area at station 370.
22-31-CC-003 Rev 1 11/13/1998
22-31-CC
- 336 -
E1-1 SHELF
- A/T COMPUTER
A/T SERVO ACTUATORS
FWD
22-31-CC-003 Rev 1 11/13/1998
A/T SYSTEM - ELECTRONIC EQUIPMENT COMPARTMENT COMPONENT LOCATION
22-31-CC
- 337 -

A/T SYSTEM -- FLIGHT COMPARTMENT COMPONENT LOCATION
Flight Compartment
These components are part of the autothrottle system:
- Autothrottle disconnect switches

- TO/GA switches.
These components interface with the A/T system:
- DFCS mode control panel (MCP)

- EFIS EADIs
- Autoflight status annunciators (ASAs)
- Primary engine display (PED).
The A/T disconnect and TO/GA switches are on the thrust

levers. The A/T mode and ARM switches are on the MCP,
on the P7 glareshield.
The ASAs and EADIs are on the captain and first officer
instrument panels, P1 and P3.
The thrust mode annunciator (TMA) is at the top of the

primary engine display (PED) on P2. The A/T limit light
is just above the PED.
Power for the A/T system is from circuit breakers on

22-31-CC-004 Rev 1 11/13/1998
the P18 panel.
22-31-CC
- 338 -

P7 GLARESHIELD COURSE A/T IAS/MACH
- A/T ARM SWITCH ARM
- A/T MODE SWITCHES C/O
OFF
P18 CB PANEL
- CIRCUIT BREAKERS
F/D
N1 SPEED
OFF
MCP
P1 CAPTAIN INST PANEL P3 FIRST OFFICER INST PNL
- ASA - ASA
- EADI - EADI
FLIGHT COMPARTMENT
(LOOKING AFT)
P10 CONTROL STAND

- A/T DISCONNECT
22-31-CC-004 Rev 1 11/13/1998
SWITCHES
- TO/GA SWITCHES
P2 CTR INSTRUMENT PANEL

- TMA
- PED
- A/T LIMIT LIGHT
A/T SYSTEM - FLIGHT COMPARTMENT COMPONENT LOCATION
22-31-CC
- 339 -

A/T SYSTEM -- ENGINE/AIRFRAME - EQUIPMENT LOCATION
Engines
The power lever angle synchros are on the left side of

each engine.
Fuselage
The angle of airflow (alpha) sensors are part of the

stall warning system. The left angle of airflow sensor
sends data to the autothrottle computer. It is on the
forward left side of the fuselage.
Wing
The flap position transmitters are part of the flight

control system. The left flap positon transmitter sends
flap position to the autothrottle computer. It is on
the center of the left outboard flap.
22-31-CC-005 Rev 1 11/13/1998
22-31-CC
- 340 -
LEFT WING
- FLAP TRANSMITTER
22-31-CC-005 Rev 1 11/13/1998
LEFT SIDE OF FUSELAGE POWER LEVER

- ANGLE OF AIRFLOW ANGLE SYNCHROS
(ALPHA) SENSOR
A/T SYSTEM - ENGINE/AIRFRAME - EQUIPMENT LOCATION
22-31-CC
- 341 -

A/T SYSTEM -- ANALOG VARIABLE INTERFACE
General actuators. The A/T computer then supplies 28v dc to
these components:
The autothrottle (A/T) computer receives and sends
analog variables to system components, sensors, and - Autoflight status annunciators (ASAs)
switches. - Mode control panel (MCP).
The A/T computer and A/T servo actuators receive 115v There is one circuit breaker on the front of the A/T
ac and 28v dc power. The A/T computer sends 28v dc and computer. This circuit breaker is for the 26v ac
26v ac to system components. synchro excitation for the PLA synchros.
Analog Variables
The A/T computer receives these analog variable

signals:
- Computed airspeed from ADC

- Alpha from angle of airflow sensor
- Flap position from flap position transmitter (left
wing)
- Radio altitude from left radio altimeter
- Engine RPM from N1 and N2 tachometers
- Servo motor rate from A/T servo actuators
- PLA feedback from PLA synchros.
The A/T computer sends analog variable signals to the

servo actuators to move the thrust levers forward or
22-31-CC-006 Rev 1 11/13/1998
aft.
Power
Two circuit breakers on the P18-1 circuit breaker panel

supply 28v dc inputs to the A/T computer and A/T servo
22-31-CC
- 342 -
28V DC
ELEX PWR-1
AUTOTHROTTLE FEEDBACK
DC 1 SERVO DRIVE
115V AC
ELEX PWR-1 L AND R A/T SERVO
AUTOTHROTTLE ACTUATORS
DC 2
P18-1 CIRCUIT BREAKER PANEL RADIO
ALTITUDE
CAS
L LRRA
L ADC
FEEDBACK
FLAP 26V AC
POSITION
L AND R PLA SYNCHROS
L FLAP TRANSMITTER
ALPHA N1 SPEED
22-31-CC-006 Rev 1 11/13/1998
L ANGLE OF AIR N1 TACH 1 AND 2

FLOW
28V DC 28V DC
MCP A/T COMPUTER CAPT AND F/O ASA
A/T SYSTEM - ANALOG VARIABLE INTERFACE
22-31-CC
- 343 -

A/T SYSTEM -- DIGITAL INPUT INTERFACE
General - Total air temperature (TAT)
- Altitude rate.
The A/T computer receives digital data from system
components and sensors. The A/T computer uses this data Flight Management Computer (FMC)
to activate A/T modes and to calculate thrust lever
commands. The FMCs send this data through the FMCS transfer
relays to the A/T computer:
DFCS Mode Control Panel (MCP)
- Gross weight
The MCP sends this data to the A/T computer: - Selected altitude
- Static air temperature (SAT)
- Target mach and airspeed - N1 limits
- Selected altitude - N1 target
- Flight path angle rate - Reduce thrust discrete
- Spoiler position 2 - Level decel discrete
- Spoiler position 7 - Minimum speed
- Flare arm - BITE test information.
- Flare engage
- Glide slope engage Inertial Reference Unit (IRU)
- Vertical navigation (VNAV)
- Altitude hold The left and right IRU send this data to the A/T
- N1 limit mode command computer:
- A/T mode command.
- Pitch angle
Air Data Computer (ADC) - Roll angle
- Acceleration
22-31-CC-007 Rev 1 11/13/1998
The air data computers send this data to the A/T - Ground speed
computer: - Inertial vertical speed.
- Altitude
- Baro corrected altitude
- Mach
- Calibrated airspeed (CAS)
22-31-CC
- 344 -
MCP
L ADC L IRU
R ADC R IRU
22-31-CC-007 Rev 1 11/13/1998
FMC FMCS TRANSFER A/T COMPUTER

RELAY 1
A/T SYSTEM - DIGITAL INPUT INTERFACE
22-31-CC
- 345 -

A/T SYSTEM -- ANALOG DISCRETE INTERFACE
General - Warning discretes to the captain and first officer
ASA
The autothrottle (A/T) computer receives and sends - Throttle hold mode annunciation logic to the EFSGs
analog discretes to system components. - Autothrottle limit discrete to the A/T LIM light
- Clutch control discretes to the A/T servo
Analog Discretes actuators.
The A/T computer receives these analog discretes:
- Takeoff/go-around (TO/GA) discrete from the TO/GA

switches
- Disengage/reset from the disengage switches
- Airspeed valid discrete for the left ADC
- Flare arm and flare engage discretes from FCC A
- Servo inhibit and low idle discretes from the
engine accessory unit
- PMC operational discretes from the engine module
panel
- Air/ground discrete from air/ground relay
- landing gear position from the landing gear lever
- Torque switch status discrete from each A/T servo
actuator
- Speed control gain discrete from the left radio
altimeter.
The A/T computer receives these program pin discretes:

22-31-CC-008 Rev 1 01/08/1999
- Airplane model
- Engine
- Thrust rating
- Minimum speed schedule (FAA/CAA).
The A/T computer supplies these analog discretes:
22-31-CC
- 346 -
TO/GA WARNING
TO/GA SWITCHES
CAPT AND F/O ASA
AIR/GROUND
AIR/GND RELAY
DISENGAGE/ A/T LIMIT
RESET
A/T DISENG SWITCHES A/T LIMIT LIGHT
A/T ARM/OFF
THROTTLE HOLD
MCP
EFSG 1 AND 2
FLARE
ARM/ENGAGE
FCC A T/R DEPLOY

CLUTCH CONTROL LOW IDLE
TORQUE SWITCH
STATUS ENG ACC UNIT
SERVO ACTUATOR
ASSEMBLIES
RADIO
22-31-CC-008 Rev 1 01/08/1999
ALTITUDE UP/DOWN
L LRRA
LANDING GEAR LEVER
PMC SWITCHES
ON/OFF PROGRAM
OPTIONS
ENGINE MODULE PANEL A/T COMPUTER PROGRAM PINS
A/T SYSTEM - ANALOG DISCRETE INTERFACE
22-31-CC
- 347 -

A/T SYSTEM -- DIGITAL OUTPUT INTERFACE
General - Retard
- N1
The A/T computer sends digital data to system - FMC SPD (speed)
components on a single ARINC 429 data bus. - MCP SPD (speed)
- GA (go-around)
A/T Digital Outputs - ARM.
The A/T computer sends digital data to these

components:
- FCC A and B
- FMC
- Left and right EFSG.
FCC
The A/T computer sends this data to the FCCs:
- Altitude bias
- G/A lockout
- Minimum speed
- Forward limit
- Aft limit
- A/T engaged
- T/O lockout.
22-31-CC-009 Rev 1 11/03/1998
FMC
The A/T computer sends BITE response data to the FMC.
EFSG
The A/T computer sends this FMA mode data to the EFSGs:
22-31-CC
- 348 -
FCC A L EFSG FMC
A/T BUS 1
FCC B R EFSG
22-31-CC-009 Rev 1 11/03/1998
A/T COMPUTER
A/T SYSTEM - DIGITAL OUTPUT INTERFACE
22-31-CC
- 349 -

A/T SYSTEM -- AUTOTHROTTLE COMPUTER
General Training Information Point
The A/T computer does the calculations for automatic A built-in test (BITE) program monitors the system
control of engine thrust. The A/T computer sends the operation. The A/T computer records faults and the
commands to the autothrottle servo actuators to move suspect component(s) in memory. The technician uses A/T
the thrust levers. BITE on the FMCS control display units (CDUs) to see
these recorded faults. The technician also uses A/T
Physical Description BITE to do a check of system operation.
The A/T computer is 1/2 ATR LRU. IT weighs 21 pounds. The alpha-numeric test readout on the front of the A/T
Electrical connectors at the back of the computer computer is for bench test of the computer.
supply the interface to other aircraft components.
The A/T computer has one circuit breaker on the front.

26v ac power for the power lever angle (PLA) synchros
comes from this circuit breaker.
Operation
The pilot uses the A/T system during these flight

phases:
- Takeoff
- Climb
- Cruise
- Descent
22-31-CC-010 Rev 1 11/03/1998
- Approach to landing
- Go-around.
The A/T computer continuously monitors the system

operation. If it finds a fault, the A/T computer
records this fault in memory.
22-31-CC
- 350 -
ALPHA/NUMERICAL
TEST READOUT
26V AC CIRCUIT BREAKER
FOR PLA SYNCHRO POWER
22-31-CC-010 Rev 1 11/03/1998
A/T SYSTEM - AUTOTHROTTLE COMPUTER
22-31-CC
- 351 -

A/T SYSTEM -- A/T COMPUTER - FUNCTIONAL DESCRIPTION
General lets an excitation voltage go to the A/T servo
actuators.
The autothrottle computer is a digital computer. It
takes inputs from many systems to calculate the thrust If the CPU decides that the control law data is not
lever commands. The A/T computer has these components: satisfactory, it disengages the A/T system. The CPU
sends a signal to the autoflight status annunciators
- Power supply (ASAs) to give an annunciation.
- Central processing unit (CPU)
- Read only memory (ROM) The CPU permits selection of different autothrottle
- Random access memory (RAM). modes. The DFCS system normally selects the mode. You
- Input/output (I/O) devices can also select the modes manually with the MCP mode
- N1 signal conditioning modules switches.
- Servo amplifiers.
The CPU calculates the A/T commands with the A/T
Power Supply control laws. The control law compares this command to
the actual airplane condition. A difference in this
The power supply changes 115v ac to the various dc comparison produces a thrust lever rate command for the
voltages necessary for the A/T computer circuits. A/T servo actuators.
CPU The CPU continuously monitors system operation. If

there is fault, it stores this fault in a non-volatile
The A/T CPU does these functions: maintenance memory.
- Decides when the A/T engages and disengages Memory

- Decides mode of operation
- Calculates thrust lever commands The ROM stores the computer operational program. The
22-31-CC-011 Rev 1 11/03/1998
- Monitors system operation. operational program is the computer instructions. The

CPU gets these instructions during operation. The RAM
The CPU monitors and decides if the control law data is is for working storage and for storage of the BITE
satisfactory. If it is, the CPU lets the A/T engage. results.
When the A/T is engaged, the CPU sends a signal to hold
the A/T ARM switch in the ARM position. The CPU also
22-31-CC
- 353 -

A/T SYSTEM -- A/T COMPUTER - FUNCTIONAL DESCRIPTION
Input/Output Devices
The input/output devices receive, convert and send

signals from and to other A/T computer circuits or
external components.
N1 Conditioning Modules
The N1 conditioning modules compare the input N1 signal

from each engine with the N1 limit for the operational
condition. If the N1 is more than the limit, a retard
signal goes to the servo amplifier.
Servo Amplifiers
The servo amplifiers receive a thrust command from the

CPU and provide the drive signal to the A/T actuators.
22-31-CC-011 Rev 1 11/03/1998
22-31-CC
- 354 -
INPUT/OUTPUT NON-VOLATILE
DEVICES MAINTENANCE
MEMORY
ANALOG
VARIABLES RAM
CPU
- ENGAGE/DISENGAGE
- MODE LOGIC
ARINC 429 - COMMAND CALCULATION
DATA - BITE
ROM
DISCRETE
SIGNALS
22-31-CC-011 Rev 1 11/03/1998
N1 CONDITIONING SERVO POWER

MODULE AMPLIFIERS SUPPLY
A/T SYSTEM - A/T COMPUTER - FUNCTIONAL DESCRIPTION
22-31-CC
- 355 -

A/T SYSTEM -- AUTOFLIGHT STATUS ANNUNCIATOR
General - Airspeed is equal to or less than the alpha floor
(1.3 times stall speed).
An autoflight status annunciator (ASA) for each pilot
shows these warnings: BITE
- Disengagement of the autopilot (DFCS) During A/T BITE, the ASA A/T light shows steady red.
- Disengagement of the A/T The push-to-reset function will not reset the steady
- Failure of the FMCS. red light during A/T BITE.
Location
The captain ASA is on the upper right corner of the P1

panel. The first officer ASA is on the upper left
corner of the P3 panel.
Operation
The ASA has three warning lights. Each light has a

push-to-reset feature. The A/T warning light flashes
red when the A/T disengages. Push the A/T warning light
on either the captain or first officer ASA or the A/T
disengage switch to reset the warning light. To do a
test of the A/T warning light, move the test switch to
position 1 or 2. The A/T warning light shows steady
amber in position 1 and steady red in position 2.
22-31-CC-042 Rev 1 12/15/1998
These conditions cause the A/T warning light to flash

amber:
- Airspeed is ten knots more than target speed and

not decreasing
- Airspeed is five knots less than target speed and
not increasing
22-31-CC
- 356 -
1
A/P A/T FMC
P/RST P/RST P/RST
a a a
2
TEST
22-31-CC-042 Rev 1 12/15/1998
A/T SYSTEM - AUTOFLIGHT STATUS ANNUNCIATOR
22-31-CC
- 357 -

A/T SYSTEM -- A/T SERVO MECHANISM
General The torque switch mechanism is in-line with the thrust
lever cables. The torque switch mechanism consists of
The A/T servo mechanisms are the interface between the these components:
A/T computer and the main engine control.
- Input and output quadrants
Location - Torque sensing mechanism
- Friction brake
There is a separate A/T servo mechanism for each - Override detent.
engine. They are between the floor beams in the aft
overhead part of the electronic equipment area. The A/T The torque sensing mechanism operates the torque
servo mechanism for the left engine is on the left. limiter switch when override force is more than two
pounds. The friction brake prevents thust lever creep.
Operation The override detent mechanism lets the pilot override
the servo if there is a clutch control failure.
Each A/T servo mechanism consists of these components:
The torque limiter switch attaches by two captive
- Servo actuator screws. Electrical connection is through an integral
- Torque switch mechanism wire bundle which terminates at a terminal block near
- Torque limiter switch. the servo mechanism. The torque limiter switch sends an
input to the clutch control circuit.
The servo actuator attaches by two captive screws.
Interface connection is through an electrical
connector. The actuator consists of these components:
- 115v ac servo motor

- Tachometer for rate feedback
22-31-CC-012 Rev 1 03/23/1999
- Gear train
- Clutch.
The actuator has a splined output shaft that mates with

the torque switch mechanism. The servo motor receives
the ac drive signal from the A/T computer.
22-31-CC
- 358 -
TORQUE
LEFT A/T LIMITER
SERVO MECHANISM SWITCH
FLOOR STA
BEAMS 360
(REF)
RIGHT A/T
SERVO
MECHANISM
FWD
TORQUE SWITCH
MECHANISM
22-31-CC-012 Rev 1 11/03/1998
ACTUATOR
ASSEMBLY
CONNECTOR
A/T SYSTEM - A/T SERVO MECHANISM
22-31-CC
- 359 -

A/T SYSTEM -- POWER LEVER ANGLE (PLA) SYNCHROS
General
The power lever angle (PLA) synchros send the position

of the thrust levers to the A/T computer. These signals
are the feedback necessary to control the output
signals to the servo actuators by the A/T computer.
Location
Each PLA synchro is on the main engine control (MEC)

gearbox on the lower left side of each engine. The
synchro attaches to the MEC gearbox by two bolts.
Electrical interface is through an integral cable
terminated in an electrical connector.
22-31-CC-013 Rev 1 11/03/1998
22-31-CC
- 360 -
THRUST
CONTROL
CABLE
MAIN ENGINE
CONTROL (MEC)
GEARBOX
PLA SYNCHRO
(BEHIND MOUNT)
22-31-CC-013 Rev 1 11/03/1998
A/T SYSTEM - POWER LEVER ANGLE (PLA) SYNCHROS
22-31-CC
- 361 -

A/T SYSTEM -- ARM, MODE, AND THRUST LEVER SWITCHES
General When the autopilot and flight director are off, push on
the desired mode selector switch to select an A/T mode.
Switches on the mode control panel (MCP) and the thrust Push the active switch to turn off the mode.
levers select or disconnect the A/T modes.
Thrust Lever Switches
MCP A/T Arm Switch
These switches are on the left and right thrust levers:
The A/T arm switch is on the MCP. The A/T arm switch
engages the A/T system. - TO/GA switches
- A/T disconnect switches.
When you put the switch in the arm position, the green
A/T arm light comes on. An engage solenoid holds the Push the TO/GA switch to engage the DFCS and the
switch in the arm position if conditions are valid. The autothrottle to either the takeoff or go-around mode.
switch goes to OFF automatically if the A/T computer On the ground, both systems will go to the takeoff mode
senses a problem. when you push the switch. During takeoff, the A/T
system causes the engine thrust to increase to the
You can also manually disengage the A/T when you put takeoff (TO) N1.
the A/T arm switch to OFF.
When you push the TO/GA switch during approach, the A/T
MCP A/T Mode Select Switches system increases engine thrusts to a go-around (GA)
thrust mode setting. This level of thrust is less than
The MCP has these A/T mode select switches: the maximum GA thrust. The engine thrust increases to
the full GA thrust limit when you push the TO/GA switch
- N1 a second time.
- Speed.
Push an A/T disconnect switch to disengage the
22-31-CC-014 Rev 1 11/03/1998
These switches are lighted. During normal operation, autothrottle system. The ASA A/T red warning light
the DFCS chooses the mode. The DFCS turns on the mode flashes and the MCP A/T arm switch goes to OFF. Push an
selector switch light when that mode is chosen. If the A/T disconnect switch a second time to reset the A/T
N1 or speed switch is on, you can turn off the mode by warning.
a push of the switch.
22-31-CC
- 362 -
A/T ARM SWITCH

A/T
DISCONNECT A/T
SWITCH A/T A/T DISCONNECT
COURSE IAS/MACH DISENGAGE DISENGAGE
A/T SWITCH
ARM
TO/GA
C/O SWITCH TO/GA
SWITCH
MA OFF
F/D
THRUST
N1 SPEED LEVERS
OFF
MCP A/T MODE SELECT SWITCHES
- SPEED CONTROL STAND
- N1
22-31-CC-014 Rev 1 11/03/1998
A/T SYSTEM - ARM, MODE, AND THRUST LEVER SWITCHES
22-31-CC
- 363 -

A/T SYSTEM -- FUNCTIONAL DESCRIPTION - ENGAGE LOGIC
General permits a steady state split angle to keep both N1s
equal (such as with engine intermix).
Put the A/T switch on the MCP to the ARM position to
engage the A/T. The A/T computer does checks of the Software Monitor
sensors and A/T system performance. If the system
operation and sensors are normal, the engage logic lets The software monitor uses software logic to permit
the A/T engage. system engagement. The software monitor does checks for
these conditions:
The A/T system uses a hardware and a software monitor
to detect an abnormal condition. If these monitors find - Normal operation of read only memory (ROM), CPU,
a problem, the system disengages. The engage logic random access memory (RAM), and timing
disengages the A/T if one of these conditions occur: - Normal thrust lever positions with no thrust lever
split in autoland
- An invalid sensor or A/T system condition - Sensor conditions for the active mode
- Airplane on the ground after the flight is - Landing condition.
complete
- Disengage signal from a disengage switch. The software monitor disconnects the A/T if it senses a
problem with the A/T computer, thrust lever split, or
When the A/T disengages, a warning circuit starts the with the sensors. It also disconnects the A/T when the
A/T flashing warning lights on the ASAs. airplane makes a landing.
Hardware Monitor The software monitor does a check of the PLAs for
thrust lever split. A rapid A/T command which produces
The hardware monitor looks at the CPU cycle time a 10 degree difference between the two thrust levers
monitor (CTM) and the power lever angles (PLAs). If it disengages the A/T.
senses a problem, it disengages the A/T.
22-31-CC-015 Rev 1 11/03/1998
A/T Warning
The hardware monitor compares the PLAs for a thrust
lever split condition. If both autopilots are in The red A/T warning lights on the ASAs come on when the
autoland and the A/T computer rapidly commands a A/T disconnects or when the A/T is in BITE. The A/T
difference of 10 degrees between the two thrust levers, warning flashes if the A/T disconnects and is steady
the A/T disengages. This 10 degree difference is from while in BITE.
the steady state thrust lever split value. The A/T
22-31-CC
- 365 -

A/T SYSTEM -- FUNCTIONAL DESCRIPTION - ENGAGE LOGIC
The A/T warning flasher latches on when the A/T
disconnects. The flasher resets when you do one of
these:
- Re-engage the A/T

- Push a disengage switch
- Push an A/T warning light.
The flasher does not come on when the autothrottle

disengages automatically during landing.
22-31-CC-015 Rev 1 11/03/1998
22-31-CC
- 366 -
FCC A
HARDWARE PLA 1
MONITOR PLA 2
CTM
ADC L
FMC
ENGINE CONFIGURATION
SOFTWARE FCC (VIA MCP)
A/T
ARM
MONITOR N1
28V DC PLA 1
PLA 2
OFF
CPU, ROM,
TIMING,
RAM
A/T ENGAGE
28V DC
ENGAGE AUTO RESET
POWER AFTER
LANDING
RESET WARNING
LOGIC
MODE CONTROL
PANEL A/T DISENGAGE SWITCHES A/T
(THRUST LEVER 1 AND 2 BITE
22-31-CC-015 Rev 1 01/08/1999
SET
A/T RESET
P/RST
ASA A/T COMPUTER
A/T SYSTEM - FUNCTIONAL DESCRIPTION - ENGAGE LOGIC
22-31-CC
- 367 -

A/T SYSTEM -- FUNCTIONAL DESCRIPTION - MODE SELECTION
General N1 Mode
The autothrottle (A/T) computer receives digital data During the N1 mode, the A/T moves the thrust levers
from different systems to determine mode selection. until their position agrees with a target N1.
This data comes into the A/T computer through the input
devices. The A/T goes to the N1 mode if one of these conditions
occurs:
The autothrottle (A/T) computer has two primary modes
of operation, speed control and N1 control. - DFCS requests N1 mode
- Push TO/GA switch during take-off
In addition to the primary modes, these modes are also - Push TO/GA switch during reduced thrust go-around.
available:
The A/T is usually in N1 mode during these flight
- Arm phases:
- Retard
- Throttle hold - Takeoff
- Go-around. - Climb
- Maximum thrust go-around (G/A)
After the A/T computer enters a mode, it puts mode - Manually select N1 on MCP.
selection data on the general ARINC output bus.
The DFCS requests the N1 mode during VNAV and level
These systems use the mode selection data: change climb. The pilot pushes the N1 selector switch
on the MCP while the DFCS is off to select the N1 mode.
- EFIS
- FDAU Throttle Hold Mode
- DFCS.
22-31-CC-016 Rev 1 11/03/1998
During the throttle hold mode, the A/T makes sure that
The A/T computer also controls the power to the A/T it does not change engine thrust.
servo actuators. The A/T computer removes this power
during throttle hold operation. The A/T removes the power to the A/T servo actuators to
prevent movement of the thrust levers. The A/T uses two
separate functions to remove the A/T servo actuator
power. One function uses software and the other uses
22-31-CC
- 369 -

A/T SYSTEM -- FUNCTIONAL DESCRIPTION - MODE SELECTION
hardware. Each function uses different sources. If both The A/T goes to the speed mode automatically or
throttle hold functions agree and remove power to the manually. The DFCS usually selects the mode. The speed
servos, the FMA shows THR HLD. mode is FMC SPD if the FMC supplies the selected speed.
The speed mode is MCP SPD if the MCP supplies the
Throttle hold starts when the computed airspeed is 80 selected speed. Push the SPEED mode selector on the MCP
knots during takeoff. Throttle hold annunciation occurs to manually select the mode.
at 84 knots. The A/T system stays in throttle hold
until both these conditions occurs: Retard Mode
- Barometric altitude is 400 feet above airport During the retard mode, the A/T moves the thrust levers
elevation to the idle stop. Retard usually happens during descent
- More than 17.5 seconds passed after lift off. and during flare. The A/T commands descent retard at
top of descent while in VNAV or when you make a descent
The A/T can also use the air/ground discrete to start in level change.
throttle hold at lift-off as a secondary source.
The A/T goes to landing flare retard if all these
Arm Mode conditions occur:
The A/T goes to the arm mode when it is on and is ready - A/T in speed mode
to receive commands. The A/T computer prevents servo - Flaps more than 12.5 degrees
movement while in arm. - Radio altitude less than 27 feet or 2.5 seconds
after A/P flare.
If the A/T modes are not active, the A/T goes to ARM.
The A/T usually arms during these conditions: Go-Around Mode
- After throttle hold above 400 feet and after 17.5 The A/T is armed for the go-around mode below 2,000
22-31-CC-016 Rev 1 11/03/1998
seconds feet radio altitude. If you push the TO/GA switch, the
- After retard. A/T commands a reduced thrust go-around. If you push
the TO/GA switch a second time, the A/T commands a
Speed Mode maximum thrust go-around.
During the speed mode, the A/T changes engine thrust to Go-around resets if the N1 mode or the speed mode is
control the airplane speed. set.
22-31-CC
- 370 -
ARM MODE RETARD MODE

- NO ACTIVE MODES - DESCENT WHILE IN VNAV OR LVL CHG
- FLARE WHILE AT RA <27 FEET OR 2.5
SECONDS AFTER A/P FLARE IF A/T
I IS IN SPEED MODE AND FLAPS >12.5
N
P
U
ANALOG T
VARIABLES
/ N1 MODE SPEED MODE
O - DFCS N1 MODE REQUEST - FMC SPD OR MCP SPD
U - TO/GA SWITCH PUSHED - DFCS SELECTS SPEED
ANALOG T DURING TAKE-OFF MODE
DISCRETES P - TO/GA SWITCH PUSHED - MANUALLY SELECT MODE
U DURING GO-AROUND
T - MANUALLY SELECT MODE
D
DIGITAL E
DATA V
I THROTTLE HOLD GO-AROUND
C - STARTS WHEN A/S >80 KNOTS - REDUCED THRUST G/A WHEN
E OR AFTER ROTATION BELOW 2,000 FEET AND
S - ENDS WHEN ALT > 400 FEET TO/GA SW PUSHED
AND MORE THAN 17.5 SECONDS - MAX THRUST G/A WHEN TO/GA
PUSHED A SECOND TIME
22-31-CC-016 Rev 1 11/03/1998
AFTER LIFT OFF
MODE LOGIC
CPU
A/T COMPUTER
A/T SYSTEM - FUNCTIONAL DESCRIPTION - MODE SELECTION
22-31-CC
- 371 -

A/T SYSTEM -- FUNCTIONAL DESCRIPTION - COMMAND CALCULATION
General - N1 target
- N1 limit
The autothrottle (A/T) receives analog and digital data - N1 actual
from different systems to calculate thrust lever - FMC weight
commands. - Alpha
- Flap position
The A/T calculates the A/T servo actuator rate command. - CAS.
For each active mode, the computer uses different
signals for the calculation. The target N1 comes from the FMCS. The A/T computer
uses this target during these conditions:
After the A/T computer does its calculation, it sends
the rate command to the output devices. This rate - Takeoff mode
command goes to the A/T servo actuators to control the - Climb
thrust levers. - Maximum thrust go-around.
Arm Mode The A/T computer also uses the target N1 as an upper
thrust limit for speed and for reduced thrust go-
The A/T uses these inputs for arm: around.
- Throttle hold mode The A/T computer calculates the thrust lever position
- Retard mode to maintain the selected N1 value and sends a drive
- N1 mode signal to the servo actuators. PLA synchros on the
- Speed mode. engines give the thrust lever position feedback. The
A/T computer compares the actual N1 and PLA signals and
If these A/T modes are not active, the A/T computer adjusts the drive signal until N1 errors are zero.
arms.
22-31-CC-017 Rev 1 12/02/1998
The A/T computer uses the PLA synchros to control and

N1 Mode to limit the speed of the thrust lever movement. During
TO/GA, the A/T computer usually moves the thrust levers
During the N1 mode, the A/T moves the thrust lever at a rate of 15 deg/sec to a predicted position. The
until the engine thrust agrees with a target N1. rate is reduced to 5 deg/sec for final adjustments.
The A/T computer uses these inputs:
22-31-CC
- 372 -

In modes other than TO/GA, the A/T computer limits the Retard Mode
thrust lever rate to 6 deg/sec.
At top of descent, the A/T computer commands the thrust
Speed Mode levers to retard, which reduces engine thrust. The
thrust levers move at 2 deg/sec.
During the speed mode, the A/T changes engine thrust to
control the airplane speed. The A/T computer uses these For retard, the A/T computer uses these inputs:
inputs for the speed mode:
- MCP retard discrete
- Target airspeed - Speed mode selection
- Target mach - Flap position
- Minimum operating speed - Radio altitude
- Computed airspeed - A/P flare.
- Mach
- True airspeed At flare retard, the A/T computer commands the thrust
- Longitudinal acceleration. levers to move to the idle position. The computer makes
sure that the thrust levers are at this position within
Target airspeed or target mach comes from the DFCS MCP. 6 seconds. After landing, the thrust levers move to the
Depending on the DFCS mode, this target speed input is idle stop at a rate of 8 deg/sec.
either the MCP speed or the FMC speed.
Go-Around Mode
The A/T computer compares the target speed with the
actual speed (true airspeed or mach). The actual speed The A/T computer uses these inputs while in the go-
comes from the ADC. A difference between the actual and around mode:
target speed causes a rate command. This rate command
changes the engine thrust, which in turn, changes the - N1 mode
22-31-CC-017 Rev 1 12/02/1998
speed. The speed changes until it equals the target - Speed mode
speed. - TO/GA switch input
- Radio altitude
The A/T computer uses the minimum operating speed from - Gross weight
the FMC and the computed airspeed from the ADC to set - Flap position.
minimum speed. The A/T computer makes sure that it does
not command a lower target speed value.
22-31-CC
- 373 -

Throttle Hold Mode
The A/T computer uses these inputs while in throttle

hold mode:
- Computed airspeed
- Air/ground input
- Baro corrected altitude.
22-31-CC-017 Rev 1 12/02/1998
22-31-CC
- 374 -
N1 MODE ARM MODE

- TARGET N1 - N1 MODE
I - N1 LIMIT - SPEED MODE
N - N1 ACTUAL - THROTTLE HOLD MODE
P - FMC WEIGHT - RETARD MODE
U - ALPHA
T - FLAP POSITION
- CAS
A
N
ANALOG D SPEED MODE
VARIABLES THROTTLE HOLD MODE
- TRUE AIRSPEED
O - MACH - AIR/GROUND
U - TARGET AIRSPEED - COMPUTED AIRSPEED
T - TARGET MACH - BARO CORRECTED ALTITUDE
P - MIN OPERATING SPEED
DIGITAL U
DATA - COMPUTED AIRSPEED
T - LONGITUDINAL ACCELERATION
D
E
V RETARD MODE GO-AROUND MODE
I - MCP RETARD DISCRETE - TO/GA SWITCH INPUT
C - FLAP POSITION - RADIO ALTITUDE
E - RA - N1 MODE
S - SPEED MODE SELECTION - SPEED MODE
- A/P FLARE - GROSS WEIGHT
22-31-CC-017 Rev 1 12/02/1998
- FLAP POSITION
COMMAND CALCULATION
A/T COMPUTER
A/T SYSTEM - FUNCTIONAL DESCRIPTION - COMMAND CALCULATION
22-31-CC
- 375 -

A/T SYSTEM -- A/T SERVO MECHANISM - FUNCTIONAL DESCRIPTION
General discrete inhibits the servo amplifier when in the
takeoff mode and the airspeed is more than 80 kts. This
The A/T servo mechanism is the interface between the inhibit is to stop arcing of K1 when it deenergizes.
A/T computer and the main engine control (MEC). There
is a a separate servo mechanism for each engine. The servo control in the A/T computer sends the forward
or aft drive signals to the servo actuator motor. The
The A/T servo mechanism has these components: A/T servo actuator motor connects to the thrust lever
cables through an electromagnetic clutch. When the A/T
- Servo actuator is engaged, the clutch is energized unless the thrust
- Torque switch mechanism levers are restrained. Restraint can occur if the
- Torque limiter switch. thrust levers move to the aft stop or by action of the
pilot.
Manual control of engine thrust from the thrust lever
goes through the torque limiter mechanism to the MEC. A The clutch gets 28v dc from switch S1 if the torque
friction brake on the torque limiter mechanism prevents limiter switch is not open. A dc return path goes
unwanted movement of the thrust levers. through switch S2 when the A/T is engaged. When S1 and
S2 are closed, the clutch is energized and the servo
When the A/T is engaged and the torque limiter switch actuator motor connects to the thrust lever cables.
is closed, the clutch engages the servo actuator motor
to the thrust lever cable. Torque Switch Operation
Servo Actuator Operation The torque limiter switch opens if any of these
conditions occur:
Relay K1 controls 115v ac for these:
- Thrust levers drive to the aft mechanical stop
- A/T computer servo control - Pilot stops the A/T movement of the thrust levers
- A/T servo actuator motor. - Pilot manually moves the thrust lever.
Relay K1 energizes when the A/T is engaged except When the torque limiter switch opens, S1 opens and the
22-31-CC-018 Rev 1
during throttle hold (THR HOLD). THR HOLD occurs during clutch deenergizes. Torque limiter switch logic goes to
takeoff when the airspeed gets to 84 knots and the A/T computer to arm the torque switch bypass
continues for 17.5 seconds after lift-off if the function.
altitude is more than 400 feet. An internal software
22-31-CC
- 377 -

A/T SYSTEM -- A/T SERVO MECHANISM - FUNCTIONAL DESCRIPTION
If the torque limiter switch opens because the thrust
levers move to the aft stop, it will stay open.
When the A/T is ready to drive the thrust levers away

from the aft stop, the switch must be bypassed to
permit clutch engagement.
Torque Switch Bypass Operation
If the torque limiter switch is open and the A/T mode

and command require clutch engagement, the A/T computer
sends a pulsed bypass ground to the servo actuator
clutch control. The clutch control then closes S1 and
energizes the clutch.
22-31-CC-018 Rev 1
22-31-CC
- 378 -
TORQUE LIMITER
SWITCH
THRUST
LEVER
115V AC
TO ENG 1
POWER LEVER
K1 FRICTION
BRAKE
THROTTLE TORQUE SWITCH
HOLD MECHANISM
TORQUE SW
BYPASS 28V DC
RELAY
CONTROL CLUTCH
TORQUE SW OPEN
CONTROL S1
CLUTCH CLUTCH
SOLENOID
A/T
ENGAGE
S2
A/T ENGAGE
SERVO
MODE LOGIC CONTROL
SERVO DRIVE
22-31-CC-018 Rev 1 01/08/1999
INHIBIT
115V AC
FEEDBACK
CPU SERVO ACTUATOR

MOTOR
A/T COMPUTER A/T SERVO ACTUATOR ASSEMBLY
A/T SYSTEM - A/T SERVO MECHANISM - FUNCTIONAL DESCRIPTION
22-31-CC
- 379 -

A/T SYSTEM -- OPERATION - FLIGHT MODE ANNUNCIATOR
General target thrust. In VNAV, FMC SPD shows when the A/T
system controls the airplane speed from the FMC target.
The autothrottle (A/T) modes show on the flight mode
annunciator (FMA). MCP SPD shows when the A/T system controls the airplane
speed to the MCP selected speed.
A/T Modes
RETARD shows when the A/T drives the thrust levers to
The FMA shows these A/T modes: the idle stop.
- ARM GA (go-around) shows when you push a TO/GA switch

- N1 during approach. During go-around, the A/T commands the
- THR HLD thrust lever to an internally computed position. When
- FMC SPD you push a TO/GA switch a second time, the autothrottle
- MCP SPD commands maximum safe thrust and N1 shows.
- RETARD
- GA A green box shows around the FMA mode display for 10
- TEST (shows during EFIS test only). seconds to show a change in mode. All A/T modes show in
green except for ARM which shows in white.
ARM shows when the A/T system is on and is ready to
receive commands.
N1 shows when the A/T system controls N1. The target N1

comes from the FMC.
THR HLD shows during takeoff at more than 84 knots. The

throttle hold mode stops the autothrottle servo
22-31-CC-019 Rev 1 11/14/1996
actuators. This holds the current thrust level. When

the airplane is airborne for 17.5 seconds and gains an
altitude of 400 feet AGL, the A/T changes to the ARM
mode. ARM shows on the FMA.
In the vertical navigation (VNAV) mode, the DFCS

commands the A/T system to maintain a target speed or a
22-31-CC
- 380 -
THR HLD VNAV PTH HDG SEL FD
A/T MODES
- ARM (WHITE)
- N1
- THR HLD
- FMC SPD
GREEN
- MCP SPD
- RETARD
- GA
- TEST (SHOWS DURING
EFIS TEST ONLY)
22-31-CC-019 Rev 1 12/15/1998
EFIS EADI
A/T SYSTEM - OPERATION - FLIGHT MODE ANNUNCIATOR
22-31-CC
- 381 -

A/T SYSTEM -- ENGINE DISPLAY
General
The thrust mode display shows the active N1 limit mode

calculated by the FMCS. The reference N1 bugs show the
N1 limit for the active mode. The N1 limit mode
controls the N1 limit for autothrottle operation.
To set the reference N1 readouts manually, pull out and

turn the N1 set knobs on the bottom of the PED. The N1
bugs show the manually set N1 reference readout value.
These manually set limits have no effect on
autothrottle operation.
See the flight management computer system section for

more information about the thrust mode displays.
Non-Normal Operation
In automatic operation, the FMCS calculates the thrust

mode display and reference N1 bug readout. If the FMCS
calculations are not valid, the autothrottle limit
message, A/T LIM, shows. The autothrottle computer then
calculates a single N1 limit for both engines. Three
dashes show in the thrust mode display field.
22-31-CC-020 Rev 1 11/25/1997
22-31-CC
- 382 -
A/T LIMIT A/T LIM THRUST MODE DISPLAY

MESSAGE - TO
- R-TO
- CLB
- R-CLB
- CRZ
- CON
- G/A
- - - -
MAN SET
REFERENCE N1
READOUT
REFERENCE
N1 BUG
0 % RPM 0
12 12
10 2 10 2
8 4 8 4
6 6
N1
0 0
6 6
PULL
PULL 5 1 5 1 TO
TO SET
22-31-CC-020 Rev 1 12/02/1998
SET 4 2 4 2
3 3 N1
N1 FF/FU
KGPH/KG
FUEL RESET
PUSH USED FUEL
USED
PRIMARY ENGINE DISPLAY
A/T SYSTEM - ENGINE DISPLAY
22-31-CC
- 383 -

A/T SYSTEM -- OPERATION - OVERVIEW
General
The A/T operates on the ground for takeoff and in

flight. The A/T system controls engine thrust for these
flight sequences:
- Takeoff
- Climb
- Cruise
- Descent
- Approach
- Flare
- Go-around.
For each flight phase, the DFCS can select the A/T
mode. The SPEED or N1 mode select switch light comes on
to show the mode is active. When the light is on, a push
removes the mode from active status.
The pilot uses the TO/GA switches to start the takeoff

or go-around modes.
22-31-CC-021 Rev 1 12/02/1998
22-31-CC
- 384 -
A/T A/P ENGAGE

ARM CMD A CMD B
C/O 30 10
DN CWS A CWS B
VOR LOC
MA OFF SEL MA
DISENGAGE
TO/GA
F/D F/D
SWITCHES
10 30
UP
OFF OFF
MODE CONTROL
PANEL
MODE SELECT THRUST LEVERS
SWITCHES
CRUISE
DESCENT
CLIMB
22-31-CC-021 Rev 1 05/19/1999
GO-AROUND
APPROACH
TAKEOFF FLARE
A/T SYSTEM - OPERATION - OVERVIEW
22-31-CC
- 385 -

A/T SYSTEM -- OPERATION - TAKEOFF
General - TO (takeoff) shows on the thrust mode annunciation
(TMA)
Use the CDU and the mode control panel (MCP) to set the - N1 reference cursors go to the TO N1 values.
necessary data to prepare the FMS and the A/T for
takeoff. The MCP and the EADI show the A/T modes and Takeoff Start
status. The PED shows the thrust mode annunciation and
the thrust targets. When the pilot pushes a TO/GA switch on the thrust
levers, the autothrottle engages in the takeoff thrust
Takeoff follows this sequence: mode. The A/T moves the thrust levers to the takeoff N1
position.
- Preflight
- Takeoff Start These are the indications at the start of takeoff:
- Takeoff Roll
- Climbout. - FMA shows N1
- TO shows on the TMA
Preflight - N1 reference cursors at TO N1 values
- Thrust levers move forward.
These are the steps the pilot does before the start of
the takeoff roll: Takeoff Roll
- Preflight the FMS and enter all the necessary data The engine thrust increases to the takeoff N1 and the
on the CDU airplane accelerates. When the airspeed is 84 knots,
- Set the MCP to normal takeoff positions for the the A/T goes to throttle hold. Throttle hold mode stops
DFCS the A/T control of the throttles.
- Put the A/T arm switch to ARM.
These are the indications during throttle hold:
22-31-CC-022 Rev 1 12/03/1998
These are the indications after preflight: - FMA shows THR HLD
- Both A/T mode selector lights on the MCP are off - N1 reference cursors at TO N1 values
- ARM shows on the A/T flight mode annunciation - Thrust levers do not move.
(FMA)
22-31-CC
- 387 -

A/T SYSTEM -- OPERATION - TAKEOFF
Climb Out
At a barometric altitude change of 400 feet above the

field elevation, the A/T prepares to go to another
mode.
These are the indications after the airplane goes above

this altitude:
- FMA shows ARM

- N1 reference cursors remain at the TO N1 values
- Thrust levers do not move.
22-31-CC-022 Rev 1 12/03/1998
22-31-CC
- 388 -
COURSE A/T IAS/MACH COURSE A/T IAS/MACH COURSE A/T IAS/MACH

ARM ARM ARM
C/O C/O C/O
MA OFF MA OFF MA OFF
F/D F/D F/D

N1 SPEED N1 SPEED N1 SPEED
OFF OFF OFF
MCP MCP MCP
START SPEED >84 KNOTS CLIMBOUT ABOVE 400 FEET
N1 VNAV PTH HDG SEL FD THR HLD VNAV PTH HDG SEL FD ARM VNAV PTH HDG SEL FD
EADI EADI EADI

22-31-CC-022 Rev 1 12/03/1998
0 % RPM 0 0 % RPM 0 0 % RPM 0

12 12 12 12 12 12
10 2 10 2 10 2 10 2 10 2 10 2
8 4 8 4 8 4 8 4 8 4 8 4
6 6 6 6 6 6
N1 N1 N1
PED PED PED
A/T SYSTEM - OPERATION - TAKEOFF
22-31-CC
- 389 -

A/T SYSTEM -- OPERATION - CLIMB
General Vertical Navigation (VNAV) Climb
The DFCS controls the A/T mode during climb. In climb, From the initial position, the pilot pushes VNAV on the
the A/T controls the engine thrust to keep either a MCP to start a climb. The autothrottle engages in the
target thrust or a target speed. The MCP and the EADI N1 mode. The A/T commands the thrust levers to move to
show the A/T modes. The PED shows the thrust mode climb N1.
annunciation and the thrust targets.
These are the indications during VNAV climb:
The usual DFCS mode during climb is VNAV. Supplemental
DFCS pitch modes, such as level change (LVL CHG) and - N1 mode selector switch light comes on
vertical speed (V/S), are available to control the - FMA shows N1
climb. - CLB shows on the TMA
- N1 reference cursors goes to climb N1
Initial Conditions - Thrust levers move to control climb N1.
These are the conditions before the climb: Level Change Climb
- Barometric altitude change is more than 400 feet The pilot can also use the LVL CHG mode to climb to a
- A/T is in ARM higher altitude. From the initial altitude of 400 feet,
- Engine thrust is at the TO N1 reference. the pilot pushes LVL CHG on the MCP.
These are the indications: These are the indications during LVL CHG climb:
- Both A/T mode selector switches lights on the MCP - N1 mode selector switch comes on
are off - FMA shows N1
- ARM shows on the flight mode annunciation (FMA) - CLB shows on the TMA
22-31-CC-023 Rev 1 12/02/1998
- TO shows on the thrust mode annunciation (TMA) - N1 reference cursors goes to climb N1
- N1 reference cursors at TO N1 - Thrust levers move to control climb N1.
- Thrust levers do not move.
Vertical Speed (V/S) Climb
The pilot can also use the V/S mode to climb to a higher
altitude. From the initial altitude of 400 feet, the
22-31-CC
- 391 -

A/T SYSTEM -- OPERATION - CLIMB
pilot pushes V/S and sets the desired vertical speed on
the MCP. The A/T uses the MCP speed as the target
speed.
These are the indications during V/S climb:
- Speed mode selector switch light comes on

- FMA shows MCP SPD
- CLB shows on the TMA
- N1 reference cursors goes to climb N1
- Thrust levers move to control climb speed.
22-31-CC-023 Rev 1 12/02/1998
22-31-CC
- 392 -

ARM ARM ARM
C/O C/O C/O
F/D F/D F/D

OFF OFF OFF
MCP MCP MCP

VNAV LEVEL CHANGE VERTICAL SPEED
CLIMB
N1 VNAV SPD LNAV CMD N1 MCP SPD LNAV CMD MCP SPD V/S LNAV CMD
EADI EADI EADI

22-31-CC-023 Rev 1 12/02/1998
0 % RPM 0 0 % RPM 0 0 % RPM 0

12 12 12 12 12 12
10 2 10 2 10 2 10 2 10 2 10 2
8 4 8 4 8 4 8 4 8 4 8 4
6 6 6 6 6 6
N1 N1 N1
PED PED PED
A/T SYSTEM - OPERATION - CLIMB
22-31-CC
- 393 -

A/T SYSTEM -- OPERATION - CRUISE
General - FMA shows FMC SPD
- A/T mode selector switch lights are off
In cruise, the A/T moves the thrust levers to hold - CRZ shows on the TMA
either the FMC or MCP target speed. The MCP and the - N1 reference cursors goes to cruise N1.
EADI show the A/T modes. The engine display shows the
thrust mode annunciation (TMA) and the thrust targets. MCP ALTITUDE HOLD
The usual DFCS mode during cruise is VNAV. Altitude The target altitude comes from the MCP. As the airplane
hold is available as a supplemental mode. gets near the MCP altitude, the DFCS acquires and then
holds the altitude. The A/T moves the thrust levers to
VNAV Altitude Acquire/Altitude Hold hold the MCP speed.
The airplane climbs to the target altitude. In VNAV, These are the indications when the DFCS acquires and
this target altitude comes from the FMC. As the holds the altitude:
airplane gets near the FMC altitude, the DFCS acquires
and then holds the altitude. The A/T moves the thrust - Speed mode selector switch light comes on
levers to hold the FMC speed. - FMA shows MCP SPD
- CRZ shows on the TMA
During the VNAV mode, these are the indications when - N1 reference cursors goes to CRZ N1.
the DFCS acquires and holds the altitude:
- Speed mode selector switch light comes on

- FMA shows FMC SPD
- N1 reference cursors goes to CRZ N1.
22-31-CC-024 Rev 1 12/02/1998
VNAV Cruise
The autothrottle is in the FMC speed mode at cruise

altitude. The A/T moves the thrust levers to hold the
FMC speed.
These are the indications during VNAV cruise:
22-31-CC
- 394 -
COURSE A/T IAS/MACH COURSE A/T IAS/MACH

ARM ARM
C/O C/O
MA OFF MA OFF
F/D F/D
N1 SPEED N1 SPEED
OFF OFF
MCP MCP
VNAV CRUISE MCP ALTITUDE HOLD
CRUISE
FMC SPD VNAV PATH LNAV CMD MCP SPD ALT HOLD LNAV CMD
EADI EADI
22-31-CC-024 Rev 1 12/02/1998
0 % RPM 0 0 % RPM 0
12 12 12 12
10 2 10 2 10 2 10 2
8 4 8 4 8 4 8 4
6 6 6 6
N1 N1
PED PED
A/T SYSTEM - OPERATION - CRUISE
22-31-CC
- 395 -

A/T SYSTEM -- OPERATION - DESCENT
General The airplane descends to the lower altitude. At this
altitude, the A/T engages the speed mode again. The A/T
During descent, the A/T changes the engine thrust to then keeps the airplane speed at the FMC target speed.
control descent or speed. Usually, the A/T retards the
thrust to idle during descent. Level Change (LVL CHG) Descent
The MCP and the EADI show the A/T modes. The PED shows During the LVL CHG mode, the A/T retards the engine
the thrust mode annunciation and the thrust targets. thrust when the pilot pushes the LVL CHG switch.
The usual DFCS mode during descent is VNAV. The pilot These are the indications during LVL CHG descent:
can also use other modes, such as level change (LVL
CHG) or vertical speed (V/S) to descend to a lower - A/T mode selector switch lights are off
altitude. - FMA goes from MCP SPD to RETARD to ARM
Vertical Navigation (VNAV) Descent - N1 reference cursors is at CRZ N1
- Thrust levers move slowly to idle
During the VNAV mode, at the top of descent (TOD), the - Engine N1 goes to idle.
autothrottle moves the thrust levers to the aft stop.
The airplane descends to the target altitude. At this
These are the indications during VNAV descent: altitude, the A/T engages the speed mode again. The A/T
then keeps the airplane speed at the MCP target speed.
- A/T mode selector switch lights are off
- FMA goes from FMC SPD to RETARD to ARM Vertical Speed (V/S) Descent
- N1 reference cursors is at cruise N1 During the V/S mode, the A/T moves the thrust levers to
- Thrust levers move slowly to idle keep a target speed. This target speed comes from the
22-31-CC-025 Rev 1 12/03/1998
- Engine N1 goes to idle. MCP.
If the DFCS cannot keep the FMC target speed, the A/T These are the indications during V/S descent:
goes to speed mode. Engine thrust increases to keep the
airplane speed. - Speed mode switch light comes on
- FMA goes to MCP SPD
22-31-CC
- 397 -

A/T SYSTEM -- OPERATION - DESCENT
- N1 reference cursors are at CRZ N1
- Thrust levers move aft to reduce thrust.
The airplane descends to the target altitude. At this

altitude, the A/T engages the speed mode again. The A/T
then keeps the airplane speed at the MCP target speed.
22-31-CC-025 Rev 1 12/03/1998
22-31-CC
- 398 -

ARM ARM ARM
C/O C/O C/O
F/D F/D F/D

OFF OFF OFF
MCP MCP MCP

VNAV LEVEL CHANGE VERTICAL SPEED
DESCENT
RETARD VNAV PATH LNAV CMD RETARD MCP SPD LNAV CMD MCP SPD V/S LNAV CMD
EADI EADI EADI

22-31-CC-025 Rev 1 12/03/1998
0 % RPM 0 0 % RPM 0 0 % RPM 0

12 12 12 12 12 12
10 2 10 2 10 2 10 2 10 2 10 2
8 4 8 4 8 4 8 4 8 4 8 4
6 6 6 6 6 6
N1 N1 N1
PED PED PED
A/T SYSTEM - OPERATION - DESCENT
22-31-CC
- 399 -

A/T SYSTEM -- OPERATION - APPROACH
General - A/T speed mode selector switch light is on
- FMA shows MCP SPD
In approach, the A/T controls the engine thrust to keep - GA shows on the TMA
a target speed. The MCP and the EADI show the A/T - N1 reference cursors goes to GA N1.
modes. The PED shows the thrust mode annunciation (TMA)
and the thrust targets. Flare
The A/T controls the airplane speed and uses either the A/T flare is active during dual autopilot approach. A/T
MCP or FMC speed. flare occurs at 27 feet radio altitude or 2.5 seconds
after A/P flare. In flare, the A/T commands the engine
Before Glideslope (G/S) Capture thrust to idle.
The A/T engages the speed mode during approach. The These are the indications during flare:
speed source depends on the DFCS mode. In a usual
approach mode (APP), the A/T initially uses the FMC as - A/T mode selector switch lights are off
the speed source. The A/T moves the thrust levers to - FMA shows RETARD then ARM
control thrust and keep an FMC target speed. - GA shows on the TMA
- N1 reference cursors at GA N1.
These are the indications initially in approach:
The A/T automatically disconnects 2 seconds after
- A/T mode selector switch lights are off touchdown.
- FMA shows FMC SPD
- N1 reference cursors stay at CRZ setting.
Glideslope (G/S) Capture

22-31-CC-026 Rev 1 10/15/96
When the airplane captures the glideslope, the FMA

shows MCP SPD as the A/T mode. In this mode, the A/T
uses the MCP as the target speed.
These are the indications after G/S capture:
22-31-CC
- 400 -

ARM ARM ARM
C/O C/O C/O
F/D F/D F/D

OFF OFF OFF
MCP MCP MCP

CRUISE GLIDESLOPE FLARE
CHANGE TO 78.0
CRUISE G/S CAPTURE FLARE
FMC SPD VNAV PATH LNAV CMD MCP SPD G/S VOR/LOC CMD RETARD FLARE VOR/LOC CMD
EADI EADI EADI

22-31-CC-026 Rev 1 12/02/1998
0 % RPM 0 0 % RPM 0 0 % RPM 0

12 12 12 12 12 12
10 2 10 2 10 2 10 2 10 2 10 2
8 8 8 8 8 8
6 4 6 4 6 4 6 4 6 4 6 4
N1 N1 N1
PED PED PED

A/T SYSTEM - OPERATION - APPROACH
22-31-CC
- 401 -

A/T SYSTEM -- OPERATION - GO-AROUND
General When you push a TO/GA switch a second time, the A/T
uses the full-rated GA N1 from the FMC. The FMA shows
During approach, the A/T controls the engine thrust to N1.
keep a target speed. If the pilot pushes the TO/GA
switch in approach, the A/T goes to the go-around mode. The autopilot controls the rate of climb. When the
This moves the thrust levers forward and increases airplane nears the go-around altitude, the DFCS
thrust for the go-around climb. acquires and holds the altitude. The A/T goes to the
speed mode at the go-around altitude. The A/T uses the
The MCP and the EADI show the A/T modes. The PED shows MCP speed to control the airplane speed.
the thrust mode annunciation (TMA) and the thrust
targets.
GO-AROUND (GA)
The A/T prepares for go-around when the DFCS arms

FLARE. Push a TO/GA switch to start the go-around. The
A/T moves the thrust levers forward and engine thrust
increases for the go-around climb.
These are the indications during go-around:
- N1 mode selector switch light comes on

- FMA shows GA
- TMA shows GA
- N1 reference cursors at GA N1
- Thrust levers move forward.
22-31-CC-027 Rev 1 10/15/96
The A/T computer produces a target thrust for the go-

around climb. It is always less than the full-rated
GA N1 from the FMC.
22-31-CC
- 402 -
COURSE A/T IAS/MACH COURSE A/T IAS/MACH

ARM ARM
C/O C/O
MA OFF MA OFF
F/D F/D
N1 SPEED N1 SPEED
OFF OFF
MCP MCP
REDUCED THRUST GO-AROUND MAXIMUM THRUST GO-AROUND
GO-AROUND
G/A TO/GA CMD N1 TO/GA CMD
EADI EADI
22-31-CC-027 Rev 1 12/02/1998
0 % RPM 0 0 % RPM 0
12 12 12 12
10 2 10 2 10 2 10 2
8 8 8 8
6 4 6 4 6 4 6 4
N1 N1
PED PED
A/T SYSTEM - OPERATION - GO-AROUND
22-31-CC
- 403 -

A/T SYSTEM -- TRAINING INFORMATION POINT - A/T BITE PAGES - A/T BITE ACCESS
General
To start A/T BITE, these conditions are necessary:
- N1 less than 12.5%

- Landing gear down
- On ground
- FMC is valid
- A/T BITE request from the CDU.
After you push LSK 3L (A/T), on the maintenance BITE

index page, the CDU shows one of two pages. If the A/T
system starts BITE, the CDU shows the A/T BITE TEST
menu and both A/T warning lights come on. If the A/T
system fails to start BITE, the CDU shows the A/T BITE
INOP page.
A/T BITE TEST Main Menu
This page lets you choose a fault isolation or

verification test.
A/T BITE INOP
This page shows if the A/T system fails to start BITE.

If this page shows, do a check of the A/T computer or
22-31-CC-028 Rev 1 12/02/1998
its interface for problems. From this page, you can

exit A/T BITE and go back to the MAINT BITE INDEX page
with LSK 6L.
22-31-CC
- 404 -
A/T BITE T EST 1/2

N1 < 12.5 %
< CURRENT STATUS
ON GROUND < I NF L I G HT F A U LT S
LANDING GEAR DOWN OR < L R U I N TE RF A C E

< I N T E R A CT IV E
FMC VALID
< E NG I N E S/ RA T I NG S
< INDEX
OR
MAINT BITE INDEX
<FMCS
CANNOT ENTER A/T BITE
<DFCS
<A/T
<IRS
<EFIS
<INDEX
A /T BITE TEST
A / T BI T E IN O P
C H E C K A /T O R I NT E R F AC E
22-31-CC-028 Rev 1 01/08/1999
< INDE X
A/T SYSTEM - TRAINING INFORMATION POINT - A/T BITE PAGES - A/T BITE ACCESS
22-31-CC
- 405 -

A/T SYSTEM -- TRAINING INFORMATION POINT - A/T BITE PAGES - CURRENT STATUS TEST
A/T BITE Main Menu Page the LRU failures. When you push LSK 6L, the A/T BITE
main menu shows.
To do a current status test, select the CURRENT STATUS
prompt on the A/T BITE main menu page. When you push
the LSK 1L for current status test, the CDU gives
initialization instructions.
CURRENT STATUS Initialization Page
This page gives instructions to prepare for the current

status test. After preparation, push LSK 6R to continue
the test. The TEST IN PROGRESS page shows after you
push LSK 6R. If the setup is not correct, the current
status will show any failed LRUs of LRUs without power.
TEST IN PROGRESS Page
This page tells you that the current status tests is in

progress. If there are no failures, the NO FAULTS
display shows. If there are failures, the CDU shows the
current status FAILURES page.
NO FAULTS Page
The NO FAULTS page shows if there are no failures. From

this page, you push LSK 6L to go back to the A/T BITE
22-31-CC-029 Rev 1 01/08/1999
main menu.
FAILURES Page
The failures page shows the faults found while in

current status test. The left side of the display shows
22-31-CC
- 406 -
A/T BITE TEST

A/T BITE TEST 1 / 2 C U R R E N T S T A T U S
A /T BI TE TEST
C U RR E N T S T A T U S
< CURRENT STATUS SE T T H R O T T L E S T O I D L E T E ST SE T U P I N C O R R E C T
< INFLIGHT FAULTS SE T F L A P S T O Z E R O R E TU R N T O SE T U P P A G E
A N D C HE C K SE T U P
< LRU INTERFACE SE T S Q U A T T O O N G N D I F S E TU P R E- C H E C K E D
T H EN PR E S S C O N T I N U E
< INTERACTIVE EN G A G E A / T
< ENGINES/RATINGS
<INDEX <INDEX CONTINUE> <SET U P PAGE CONTINUE>
OR
OR
A/ T BI TE T ES T A/T BITE TEST A/T BITE TEST

CU R R EN T ST A TU S C U R RE N T ST A T U S CU R RE N T S T A T U S
F A I LU R ES 1 / 1
M C P
TE S T IN PR O GR E S S
NO F A UL T S
22-31-CC-029 Rev 1 01/08/1999
<INDEX <INDEX
OR OR
A/T SYSTEM - TRAINING INFORMATION POINT - A/T BITE PAGES - CURRENT STATUS TEST
22-31-CC
- 407 -

A/T SYSTEM -- TRAINING INFORMATION POINT - A/T BITE PAGES - A/T INFLIGHT FAULTS
General
To see the INFLIGHT FAULTS page, push LSK 2L on the A/T

BITE main menu.
INFLIGHT FAULTS Page
This page shows you the system status during previous

flights. This page shows NONE if there are no faults.
If there was a problem during a flight, the flight leg
shows on this page. FLT 01 is the most recent flight.
FLT 10 is the oldest flight. The flight leg field is
blank if there are no faults during a flight.
To erase the inflight faults, enter CLR/ALL on the CDU

scratch and push LSK 6R. The INFLIGHT FAULTS page
removes the flight legs and shows NONE.
INFLIGHT FAULTS Engineering Page
This page shows the A/T system failure information. The

display shows the flight number and the date when the
failure occurred. The defective LRU shows on the left
of the display and the flight deck effect shows on the
right. The diagnostic is under the flight deck effect.
The repeat indicator shows if the problem occurred more
22-31-CC-030 Rev 1 01/08/1999
than once during the flight.
Push LSK 6R to see problems on the next flight.
To go back to the A/T BITE main menu, push LSK 6L.
22-31-CC
- 408 -
A/T BITE TEST 1 / 2 A/T BITE TEST

I N F L I G H T F A U LT S
<CURRENT STATUS <FLT 01 FLT 09>
<INFLIGHT FAULTS <FLT 02 FLT 10>
<LRU INTERFACE <FLT 04

<INTERACTIVE <FLT 06
<ENGINE/RATINGS <FLT 07
<INDEX <INDEX
SHOWS FAULTS FOR FLTS 1,2,4,6,7,9,10

NO FAULTS FOR FLTS 3,5,8
OR
OR
FLIGHT DECK
FLIGHT LEG EFFECT
A/T BITE TEST A/T BITE TEST
I N F L I G H T F A U L T S FAULTY I N F L I G H T F A U L T S
F L T 0 1 J A N 1 0 0 0 : 2 5 Z 1 / 1
LRU
F M C A / T L I M I T
0 0 : 2 6 Z N 1 T A R G E T DIAGNOSTIC
NONE M C P REPEAT
22-31-CC-030 Rev 1 01/08/1999
A / T D I S C
0 0 : 2 6 Z M A C H R
INDICATOR
<INDEX <INDEX NEXT FLIGHT>
A/T SYSTEM - TRAINING INFORMATION POINT - A/T BITE PAGES - A/T INFLIGHT FAULTS
22-31-CC
- 409 -

A/T SYSTEM -- TRAINING INFORMATION POINT- A/T BITE PAGES - LRU INTERFACE 1
LRU INTERFACE Page
To select the LRU INTERFACE page from the A/T BITE TEST
menu, push LSK 3L. The LRU INTERFACE page lets you do
tests on certain groups of LRUs. These groups are
selectable from a menu.
DADC/IRU/FMC/MCP
Push LSK 1l to start a test for these LRUs. A TEST IN

PROGRESS page shows. When the test is complete, NO
FAULT or the name of the failed LRU shows.
Push the LSK adjacent to INDEX to return to the LRU

INTERFACE index page.
22-31-CC-031 Rev 1 12/02/1998
22-31-CC
- 410 -
A/T BITE TEST

A/ T BITE TES T 1/2 L RU INTERFACE
<CURRENT STATUS < D A D C / I R U/ F M C / M C P

<INFLIGHT FAULTS <LRRA/FLAP/ALPHA
< LRU INTERFACE < A / T /S E R V O / S Y N C H R O

<INTERACTIVE <FMA/EFIS
<ENGINES/RAT INGS
<INDEX <INDEX
A/T BITE TEST A/T BITE TEST A/T BITE TEST

L RU INTERFACE L RU INTERFACE L RU INTERFACE
D ADC /IRU/FMC/ M CP D ADC /IRU/FMC/ M CP D ADC /IRU/FMC/ M CP
F AIL URES
T EST IN PROGR E SS NO F AULTS M CP
D ADC R
22-31-CC-031 Rev 1 12/02/1998
<INDEX <INDEX
OR OR
A/T SYSTEM - TRAINING INFORMATION POINT- A/T BITE PAGES - LRU INTERFACE 1
22-31-CC
- 411 -

A/T SYSTEM -- TRAINING INFORMATION POINT - A/T BITE PAGE - LRU INTERFACE 2
LRRA/FLAP/ALPHA VANE Page
To select the LRRA/FLAP/ALPHA VANE page, push LSK 2L. A

page with the instruction, SET FLAPS TO ZERO, shows.
After you set the flaps, push LSK 6R to continue the
test. When the test is complete, NO FAULT or the name
of the failed LRU shows.

22-31-CC-032 Rev 1 12/02/1998
22-31-CC
- 412 -

L R U I N T E R F A C E
<CURRENT STATUS <DADC/IRU/FMC/MCP
<LRU INTERFACE <A/T/SERVO/SYNCHRO
<INTERACTIVE <FMA/ADI/EFIS
<ENGINES/RATINGS
<INDEX <INDEX

L R U I N T E R F A C E L R U I N T E R F A C E L R U I N T E R F A C E
L R R A / F L A P / A L P H A V A N E L R R A / F L A P / A L P H A V A N E L R R A / F L A P / A L P H A V A N E
F A I L U R E S
S E T F L A P S T O Z E R O L R R A L N O F A U L T S
F L A P X M T R L
A L P H A V A N E R
22-31-CC-032 Rev 1 12/02/1998
<INDEX CONTINUE> <INDEX <INDEX
OR OR
A/T SYSTEM - TRAINING INFORMATION POINT - A/T BITE PAGE - LRU INTERFACE 2
22-31-CC
- 413 -

A/T SYSTEM -- TRAINING INFORMATION POINT - A/T BITE PAGE - LRU INTERFACE 3
A/T/SERVO/SYNCHRO Page
To select the A/T/SERVO/SYNCHRO page, push LSK 3L. A

page with the instruction, SET THROTTLE TO IDLE, SQUAT
ON GND, AND ENGAGE A/T shows. After you set the
conditions, push LSK 6R to continue the test. A TEST IN
PROGRESS page shows. When the test is complete, NO
FAULT or the name of the failed LRU shows.

22-31-CC-033 Rev 1 12/02/1998
22-31-CC
- 414 -

<INTERACTIVE <FMA/ADI/EFIS
<ENGINES/RATINGS
<INDEX <INDEX

L R U I N T E R F A C E L R U I N T E R F A C E L R U I N T E R F A C E
A / T / S E R V O / S Y N C H R O A / T / S E R V O / S Y N C H R O A / T / S E R V O / S Y N C H R O
F A I L U R E S
S E T T H R O T T L E S T O I D L E
T H R O T 1 S Y N C H O R A / T N O F A U L T S
S E T S Q U A T T O O N G N D
T S 1 O R A C T U A T O R 1
E N G A G E A / T
22-31-CC-033 Rev 1 12/02/1998
<INDEX CONTINUE> <INDEX <INDEX
OR OR
A/T SYSTEM - TRAINING INFORMATION POINT - A/T BITE PAGE - LRU INTERFACE 3
22-31-CC
- 415 -

A/T SYSTEM -- TRAINING INFORMATION POINT - A/T BITE PAGES - LRU INTERFACE 4
FMA/EFIS PAGE
To select the FMA/EFIS page, push LSK 4L. A page with

instructions shows. After you set these conditions,
push NEXT PAGE on the CDU to go to page 2 of 2. Then
push the LSK adjacent to the desired A/T mode to see
the annunciation show on the ADI.

22-31-CC-034 Rev 1 12/02/1998
22-31-CC
- 416 -

<INTERACTIVE <FMA/EFIS
<ENGINES/RATINGS
<INDEX <INDEX
NEXT
A/T
L R U
BITE TEST
I N T E R F A C E
PAGE A/T
L R U
BITE TEST
I N T E R F A C E
F M A / E F I S 1 / 2 F M A / E F I S 2 / 2
T H E I N D I C A T O R S M A Y B E
D R I V E N I N A N Y O R D E R <N1 A/T LIMIT>
B Y P R E S S I N G T H E
L I N E S E L E C T K E Y S <FMC SPD ARM>
22-31-CC-034 Rev 1 12/02/1998
I F N O R E S P O N S E
C H E C K W I R I N G A N D L R U <RETARD GA>
S E T S Q U A T T O O N G N D <MCP SPD THR HLD>
E N G A G E A / T <INDEX
PREV
PAGE
A/T SYSTEM - TRAINING INFORMATION POINT - A/T BITE PAGES - LRU INTERFACE 4
22-31-CC
- 417 -

A/T SYSTEM -- TRAINING INFORMATION POINT - A/T BITE PAGES - INTERACTIVE TEST 1
INTERACTIVE Page
To select the INTERACTIVE page from the A/T BITE TEST

menu, push LSK 4L. The INTERACTIVE page lets you do
interactive tests that are not in current status test.
These tests are done one at a time and are selectable
from a menu.
FMA/EFIS PAGE
To select the FMA/EFIS page, push LSK 1L. A page with

instructions shows. After you set these conditions,
push NEXT PAGE on the CDU to go to page 2 of 2. Then
push the LSK adjacent to the desired A/T mode to see
the annunciation show on the ADI.

22-31-CC-035 Rev 1 12/02/1998
22-31-CC
- 418 -

I N T E R A C T I V E
<CURRENT STATUS <FMA/EFIS
<INFLIGHT FAULTS <INPUT DISCRETES
<LRU INTERFACE <DISENG/WARNINGS
<INTERACTIVE <CTM/POR
<ENGINES/RATINGS THROTTLE SPLIT
<INDEX <INDEX
NEXT
A/T BITE TEST
PAGE A/T BITE T EST
F M A / E F I S 1 / 2 F M A / E F I S 2 / 2
T H E I N D I C A T O R S M A Y B E
D R I V E N I N A N Y O R D E R <N1 A/T LIMIT>
B Y P R E S S I N G T H E
L I N E S E L E C T K E Y S <FMC SPD ARM>
22-31-CC-035 Rev 1 05/19/1999
I F N O R E S P O N S E
C H E C K W I R I N G A N D L R U <RETARD GA>
S E T S Q U A T T O O N G N D <MCP SPD THR HLD>
E N G A G E A / T <INDEX
PREV
PAGE
A/T SYSTEM - TRAINING INFORMATION POINT - A/T BITE PAGES - INTERACTIVE TEST 1
22-31-CC
- 419 -

INPUT DISCRETES Page
To select the INPUT DISCRETES page from the INTERACTIVE

test menu, push LSK 2L. The INPUT DISCRETES page lets
you do interactive tests of the discrete inputs.
The first page shows general instructions for the input

discretes page.
Other pages shows the current state of the input

discretes.
DISENGAGE/WARNINGS Page
To select the DISENGAGE/WARNINGS test from the

INTERACTIVE test menu, push LSK 3L. The
DISENGAGE/WARNINGS test lets you do interactive tests
of the disengage/warning circuits.
The first page shows general instructions for the

disengage/warning test.
Other pages shows methods of A/T disengagement and

methods to reset the A/T disengage warning lights.
22-31-CC-036 Rev 1 12/02/1998
22-31-CC
- 420 -

I N T E R A C T I V E I N T E R A C T I V E I N T E R A C T I V E
<FMA/EFIS ATR T/S> I N P U T D I S C R E T E S 1 / 6 NEXT I N P U T D I S C R E T E S 2 / 6
<INPUT DISCRETES E X E R C I S E T H E F O L L O W I N G PAGE P M C 1 O P

I N P U T D I S C R E T E S I N A N Y
<DISENG/WARNINGS O R D E R P M C 2 O P
<CTM/POR O B S E R V E T H E C H A N G E O F G E A R D O W N
<THROTTLE SPLIT
D I S C R E T E S T A T U S O N C D U PREV S Q U A T O N G N D
PAGE
<INDEX
GENERAL INSTRUCTIONS FOR

INPUT DISCRETE TEST

D I S E N G / W A R N I N G S 1 / 3 NEXT D I S E N G / W A R N I N G S 2 / 3 NEXT D I S E N G / W A R N I N G S
D I S E N G A G E A / T W I T H
3 / 3
PRESS
I N T H E F O L L O W I N G T E S T S PAGE TEST A/T DISENGAGE BY PAGE K E Y T E S T T H A T W A R N I N G
T H E A / T M U S T B E E N G A G E D L I G H T S F L A S H A N D C A N B E
P R I O R T O E A C H T E S T S T E P 1 MCP A/T ARM SWITCH C A N C E L L E D B Y P R E S S I N G
1 C A P T W A R N I N G L I G H T
2 THROT 1 LEVER SWITCH 2 F / O W A R N I N G L I G H T
PREV PREV
22-31-CC-036 Rev 1 12/02/1998
3 T H R O T 1 L E V E R S W I T C H
3 THROT 2 LEVER SWITCH 4 T H R O T 2 L E V E R S W I T C H
PAGE PAGE
4 A/T SOFTWARE PRESS> <INDEX PRESS>
GENERAL INSTRUCTIONS FOR SPECIFIC INSTRUCTIONS FOR

DISENGAGE/WARNING TEST TESTS OF DISENGAGEMENT
METHODS
22-31-CC
- 421 -

CTM/POR Page
To select the CTM/POR test from the INTERACTIVE test

menu, push LSK 4L. The CTM/POR page lets you do the
test of the A/T computer cycle time monitor (CTM) and
power on reset functions (POR).
The first page shows general instructions for the

CTM/POR tests.
Push LSK 6R to start the test. After the test, the CDU
shows the test result.
22-31-CC-037 Rev 1 12/02/1998
22-31-CC
- 422 -
A/T BITE TEST A/ T BITE TEST A/ T BITE TEST

<MODE ANNUNCIATION C T M / P O R T E ST C T M / P O R T E ST
S E T G EA R TO D O WN
<INPUT DISCRETES
S E T S QU A T T O O N G N D T E ST I N PR O G RE S S
<DISENG/WARNINGS
E N G A G E A / T
<CTM/POR
<THROTTLE TESTS
<INDEX <INDEX CONTINUE> <INDEX
GENERAL INSTRUCTIONS FOR SHOWS - TEST IN PROGRESS

CTM/POR TEST
OR OR
A/ T BITE TEST A/ T BITE TEST

I N T E R A C T I V E I N T E R A C T I V E
C T M / P O R T E ST C T M / P O R T E ST
T E ST FA I L E D NO FA U L T S
22-31-CC-037 Rev 1 12/02/1998
R E PL A CE A / T
<INDEX <INDEX
22-31-CC
- 423 -

THROTTLE TESTS Page
To select the THROTTLE SPLIT page from the INTERACTIVE

test menu, push LSK 5L. The THROTTLE SPLIT page lets
you do a check of the throttle split monitor and its
ability to cause a disengagement.
The first page shows initial test instructions and

indications for the thrust levers and A/T. On
engagement, the right thrust lever moves forward until
the A/T disengages. A second page shows with the
instruction to re-engage the A/T. On engagement, the
left thrust lever moves forward until the A/T
disengages.
If the test passes, NO FAULTS shows. If there is a

failure, TEST FAILED shows.
Push the LSK adjacent to INDEX to return to the

INTERACTIVE index page.
22-31-CC-038 Rev 1 12/02/1998
22-31-CC
- 424 -
A/T BITE TEST A/ T BITE TEST A/ T BITE TEST

<MODE ANNUNCIATION T H R O T T L E S P LI T T H R O T T L E S P LI T
<INPUT DISCRETES SE T T H R O T T L E S T O I D L E RE - E N G A G E A / T
<DISENG/WARNINGS E N G A G E A / T L T H R O T T L E W I L L A D V A N C E
R T H R O T T L E W I L L A D V A N C E T O A P P R O X 1 5 DE G A N D
<CTM/POR T O A P P R O X 1 5 DE G A N D A/ T W I L L T H EN D I S E N G A GE
A/ T W I L L T H EN D I S E N G A GE
<THROTTLE TESTS
<INDEX <INDEX <INDEX
OR OR
A/T BITE TEST A/T BITE TEST

I N T E R A C T I V E I N T E R A C T I V E
T H R O T T L E S P LI T T H R O T T L E S P LI T
N O F A U L T S T E S T F A I LE D
22-31-CC-038 Rev 1 01/08/1999
<INDEX <INDEX
22-31-CC
- 425 -

A/T SYSTEM -- TRAINING INFORMATION POINT - A/T/ BITE - ENGINES/RATINGS
ENGINES/RATINGS Page
To select the ENGINES/RATINGS page from the A/T BITE

TEST menu, push LSK 5L. This page lets you do a check of
the engine configuration and the A/T and FMC thrust
ratings.
After the test, the CDU shows the results and any
errors.
22-31-CC-039 Rev 1 12/02/1998
22-31-CC
- 426 -

E NG I N E S / R A T I N G S
<CURRENT STATUS
L - EN G I NE CF M 5 6 3 B - 2
<INFLIGHT FAULTS R- E N G I N E P I N E RR 01 0 0 0 1
< LRU INTERFACE A / T R A T IN G 2 3 5 0 0 L B

F M C R A T I N G 2 0 0 0 0 L B
<INTERACTIVE
E R RO R : R TG O V E R 2 2 0 0 0 L B
<ENGINES/RAT INGS R TG S D I S A G R E E
P IN E R R / I N V A L I D
<INDEX <INDEX
TEST RESULTS
22-31-CC-039 Rev 1 01/08/1999
A/T SYSTEM - TRAINING INFORMATION POINT - A/T/ BITE - ENGINES/RATINGS
22-31-CC
- 427 -

A/T SYSTEM -- TRAINING INFORMATION POINT - A/T BITE - RANGE CHECK
RANGE CHECK Page
To select the RANGE CHECK page from page 2 of the A/T

BITE TEST, push LSK 1L. This page shows instructions
for movement of the thrust levers and monitor of the
PLA synchro and throttle lever angles.
Push LSK 6L to return to page two of the A/T BITE TEST

menu.
22-31-CC-040 Rev 1 12/02/1998
22-31-CC
- 428 -
NEXT PAGE
PREVIOUS PAGE
A/ T BITE T EST 1/2 A/ T BITE T EST 2/2
<CURRENT STATUS <RANGE C HECK

<INFLIGHT FAULTS <RIGGING ADJUST
< LRU INTERFACE

<INTERACTIVE
<ENGINES/RAT INGS
<INDEX <INDEX
A/T BITE TEST 2 / 2

R A N G E C H EC K
A D J U ST T H R O T L E V E R S A N D
O B SE R V E T H E D I SP L A Y E D
V A L U E C H A N G E
T H R O T 1 S Y N C 1 6 3 . 7 D E G
L E V E R 4 2 . 1 D E G
22-31-CC-040 Rev 1 12/02/1998
T H R O T 2 S Y N C 1 6 3 . 7 D E G
L E V E R 4 2 . 1 D E G
<INDEX
A/T SYSTEM - TRAINING INFORMATION POINT - A/T BITE - RANGE CHECK
22-31-CC
- 429 -

A/T SYSTEM -- TRAINING INFORMATION POINT - A/T/ BITE - RIGGING ADJUST
RIGGING ADJUST Page
To select the RIGGING ADJUST page from page 2 of the

A/T BITE TEST menu, push LSK 2L. This page shows
instructions and values for adjustment of the PLA
synchros. During this test, the CDU display is updated
every second to show changes in the PLA synchro angles
when adjustments are made.
If there are invalid engine or airplane program pins,

the RIGGING/ADJUST page shows an error message.
Push LSK 6L to return to page 2 of the A/T BITE TEST

menu.
22-31-CC-041 Rev 1 12/02/1998
22-31-CC
- 430 -
NEXT PAGE
PREVIOUS PAGE
A/ T BITE T EST 1/2 A/ T BITE T EST 2/2
<CURRENT STATUS <RANGE C HECK
<INFLIGHT FAULTS <RIGGING ADJUST
< LRU INTERFACE

<INTERACTIVE
<ENGINES/RATINGS
<INDEX <INDEX
NORMAL DISPLAY ERROR MESSAGES

OR OR
A/T BITE TEST 2 / 2 A/T BITE TEST 2 / 2

R I G G I N G A D J U S T R I G G I N G A D J U S T
M O VE T H RO T T L E S F U L L Y
F O RW A R D .A D J U S T S Y N C H RO C O NF I G U RA T I O N E R R O R
B O DI E S UN T I L S Y N C / T A RG E G I N VA L ID 7 3 7 - MO D E L P I NS
A N GL E S MA T C H + / - 0 . 5 D EG
I N VA L ID E N G I N E P R O G R A M
T H RO T 1 S Y N C 2 8 8 . 6 DE G P I NS ;
22-31-CC-041 Rev 1 01/08/1999
T AR G E T 2 8 0 . 8 D EG
S E E E N G IN E S / R AT I N G S
T HR O T 2 S Y N C 2 8 9 . 1 DE G D I SP L A Y
TA R G E T 2 9 0 . 8 DE G
<INDEX <INDEX
A/T SYSTEM - TRAINING INFORMATION POINT - A/T/ BITE - RIGGING ADJUST
22-31-CC
- 431 -

YAW DAMPER SYSTEM -- INTRODUCTION
Purpose LRRA - low range radio altimeter
LRU - line replaceable unit
The yaw damper system keeps the airplane stable around LVDT - linear variable differential transformer
the yaw axis. When in flight, the yaw damper commands
MCP - mode control panel
rudder movement in proportion to, and opposite to, the
yawing moment. This keeps dutch roll to a minimum and N1 - low pressure rotor speed
makes the flight smoother. NVM - non-volatile memory
PCU - power control unit
Abbreviations and Acronyms PRBV - pressure reducer bypass valve
RAD - radio
AC - alternating current
RAM - random access memory
ADC - air data computer
SYS - system
AOA - angle of attack
T.E. - trailing edge
ASA - autoflight status annunciator
V - volts
ATR - Austin Trumbull Radio
YD - yaw damper
BITE - built-in test equipment
YDC - yaw damper computer
CAA - Civil Aviation Authority
YDS - yaw damper system
DAA - digital analog adapter
dc (DC) - direct current
DEMOD - demodulator
DFCS - digital flight control system
EIS - engine indicationg system
ELEX - electronics
FAA - Federal Aviation Administration
22-23-CC-001 Rev 1 03/01/1999
FLT - flight
FMC - flight management computer
FWD - forward
IFSAU - integrated flight system accessory unit
ILS - instrument landing system
I/O - input/output
22-23-CC
- 432 -

22-23-CC-001 Rev 1 03/01/1999
DUTCH ROLL
YAW DAMPER SYSTEM - INTRODUCTION
22-23-CC
- 433 -

YDS -- GENERAL DESCRIPTION
General Main Rudder PCU
The yaw damper system moves the rudder to oppose dutch The main rudder power control unit (PCU) is a hydraulic
roll. The system is available for the full flight. The component that moves the rudder. It receives commands
yaw damper system consists of these components: from the yaw damper coupler to decrease unwanted yaw
motion.
- Yaw damper engage switch
- Yaw damper warning annunciator Pressure Reducer Bypass Valve
- Yaw damper coupler
- Yaw damper indicator The pressure reducer bypass valve changes the system A
- Main rudder power control unit (PCU) hydraulic pressure available to the main rudder PCU for
- Pressure reducer bypass valve certain flight requirements.
- Integrated flight system accessory unit (IFSAU)
IFSAU
Yaw Damper Engage Switch and Disengage Light
The IFSAU contains a relay to engage the yaw damper
You engage the yaw damper system with a switch on the system.
flight control panel. When you engage the yaw damper,
the B hydraulic system should be on. The warning
annunciator is above the switch. The light shows if the
yaw damper is not engaged while power is on the
airplane.
Yaw Damper Coupler
The yaw damper coupler detects dutch roll oscillations

22-23-CC-002 Rev 1 03/01/1999
and sends a signal to the main rudder PCU to cancel the

oscillations.
Yaw Damper Indicator
The yaw damper indicator on the P2 panel shows rudder

movement due to the yaw damper.
22-23-CC
- 434 -
L LRRA
L DAA
ILS RELAYS
L ADC
SYSTEM B PRESSURE
N1 ENGINE 1
N1 ENGINE 2
YAW DAMPER
YAW
YAW DAMPER
DAMPER
PRESSSURE REDUCER INDICATOR
OFF BYPASS VALVE
ON YAW DAMPER
FLIGHT CONTROL PANEL COUPLER
22-23-CC-002 Rev 1 03/01/1999
RUDDER PCU RUDDER

IFSAU
YDS - GENERAL DESCRIPTION
22-23-CC
- 435 -

YDS -- FLIGHT COMPARTMENT COMPONENT LOCATION
Engage Switch and Warning Annunciator
The yaw damper engage switch and the warning

annunciator are on the flight control panel on the P5
forward overhead panel.
The yaw damper indicator is on the P2 panel.

22-23-CC-003 Rev 1 03/01/1999
22-23-CC
- 436 -
YAW DAMPER
WARNING ANNUNCIATOR
YAW DAMPER
YAW DAMPER YAW
DAMPER
ENGAGE SWITCH
OFF
ON
YAW DAMPER
22-23-CC-003 Rev 1 03/01/1999
YAW DAMPER INDICATOR
YDS - FLIGHT COMPARTMENT COMPONENT LOCATION
22-23-CC
- 437 -

YDS -- ELECTRONIC EQUIPMENT COMPARTMENT COMPONENT LOCATION
Yaw Damper Coupler and IFSAU
The yaw damper coupler and the IFSAU are on the E1-3
shelf in the electronic equipment compartment.
22-23-CC-004 Rev 1 03/01/1999
22-23-CC
- 438 -
E1-3 SHELF
- YAW DAMPER COUPLER
- IFSAU
22-23-CC-004 Rev 1 03/01/1999
FWD
YDS - ELECTRONIC EQUIPMENT COMPARTMENT COMPONENT LOCATION
22-23-CC
- 439 -

YDS -- VERTICAL STABILIZER/AFT FUSELAGE COMPONENT LOCATION
Rudder Power Control Unit (PCU)
THE yaw damper system has three components in the lower

part of the vertical stabilizer. The engage solenoid,
the transfer valve, and the position transducer linear
variable differential transformer(LVDT) are on the
rudder PCU. You get access to these components from the
left and right sides of the vertical stabilizer.
Pressure Reducer Bypass Valve
The pressure reducer bypass valve is at station 1104 in

the aft fuselage below the vertical stabilizer.
22-23-CC-005 Rev 1 03/01/1999
22-23-CC
- 440 -
TRANSFER
VALVE
ENGAGE
SOLENOID
22-23-CC-005 Rev 1 03/01/1999
PRESSURE REDUCER
BYPASS VALVE
POSITION TRANSDUCER
(LVDT)
YDS - VERTICAL STABILIZER/AFT FUSELAGE COMPONENT LOCATION
22-23-CC
- 441 -

YDS -- INTERFACES
Power When you close the yaw damper engage switch, it sends
an engage signal through the YDC to the engage solenoid
The yaw damper coupler and yaw damper indicator get on the rudder PCU.
115v ac from electronics bus 1. The position transducer
LVDT in the rudder PCU gets ac excitation from the 28v dc goes from the DC power and dim control to the yaw
input transformer in the yaw damper coupler. damper warning annunciator.
The yaw damper engage switch in the flight control

panel and the yaw damper engage relay in the IFSAU get
28v dc from electronics bus 1.
Analog Signals
The yaw damper coupler gets these inputs:
- LRRA 1 (radio altitude)

- DAA 1 (roll attitude from IRU 1)
- ILS relay 1 (selection of forward antenna)
- ILS relay 2 (selection of forward antenna)
- N1 engine 1
- N1 engine 2
- System B pressure switch
- ADC 1 (voltage divider for BITE).
The yaw damper coupler sends commands to the rudder

PCU. The position transducer LVDT on the rudder PCU
22-23-CC-006 Rev 1 03/01/1999
sends rudder position feedback, due to yaw damping, to

the yaw damper indicator and the yaw damper coupler.
The yaw damper coupler sends excitation and engage

solenoid signals to the pressure reducer bypass valve
to change the system A hydraulic power available to the
rudder PCU.
22-23-CC
- 442 -

28V DC
ELEX BUS 1
YAW DAMPER YAW DAMPER YAW DAMPER
115V AC ENGAGE SWITCH ENGAGE RELAY
ELEX BUS 1 ENGAGE
YAW DAMPER INTERLOCK
IFSAU
P18 CIRCUIT BREAKER FLIGHT CONTROL
PANEL PANEL
FWD ANTENNA
ILS RELAY 1 ENGAGE ENGAGE SOLENOID
FWD ANTENNA COMMAND TRANSFER VALVE
ILS RELAY 2 N1 ENGINE 1 LVDT

N1 ENGINE 2 EXCITATION LVDT YAW DAMPER
RUDDER POSITION
EIS PRIMARY FEEDBACK
VOLTAGE DIVIDER
BIAS/BITE
MAIN RUDDER PCU
ADC 1
ROLL ATTITUDE
YAW DAMPER
22-23-CC-006 Rev 1 03/01/1999
DAA 1 INDICATOR
ENGAGE
SOLENOID
SYSTEM B PRESSURE SW
EXCITATION
RAD ALT 28V DC YAW DAMPER
SENSE
LRRA YAW DAMPER COUPLER PRESSURE DC POWER AND YAW DAMPER
REDUCER DIM CONTROL WARNING
BYPASS VALVE ANNUNCIATOR
YDS - INTERFACES
22-23-CC
- 443 -

YDS -- YAW DAMPER COUPLER
Purpose - MENU
- YES
The yaw damper coupler uses the motion data from its - Up arrow
rate gyro to detect dutch roll. The yaw damper coupler - Down arrow
then sends commands to the rudder PCU to damp out the - ON/OFF
dutch roll. - NO.
The yaw damper coupler weighs 12 lbs. It has these

features on the front of the unit:
- BITE instructions on the label

- Display
- Keypad.
BITE Instructions
BITE instructions tell how to do a test of the unit and

move through the BITE software.
For more information on BITE see BITE Operation later

in this section.
Display
22-23-CC-009 Rev 1 03/01/1999
The yaw damper coupler has a display that shows the

BITE status. Each line can show eight amber
alphanumeric characters.
Keypad
The BITE keypad has these six switches:
22-23-CC
- 444 -
BITE DISPLAY
UCN 123456789
65507
MFR
BITE KEYPAD MENU ON
OFF
YES NO
BITE INSTRUCTIONS
ON/OFF: START OR STOP BITE
MENU : TO DISPLAY MENU BITE INSTRUCTIONS
YES/NO: IN RESPONSE TO ?
OR : TO SCROL THROUGH
MENU OR RESULTS
YAW DAMPER COUPLER

BOEING PN 30-62253-1
MFR PN 4084042-910
HONEYWELL
22-23-CC-009 Rev 1 03/01/1999
MFR CAGE CODE 65507

SERIAL NO. 97071234
DATE OF MFR DATE MFG
MOD 1 2 3 4 5 6 7 8 9 10
0 0 0 0 0 0 0 0 0 0
YDS - YAW DAMPER COUPLER
22-23-CC
- 445 -

YDS -- YAW DAMPER COUPLER - FUNCTIONAL DESCRIPTION
General Also, a program pin input to the yaw damper coupler
increases gain to improve ride quality.
The yaw damper coupler calculates yaw damping based on
analog inputs and sensing of its internal dual yaw rate When the yaw damper coupler senses a yaw, it supplies a
sensors. It also provides control and monitoring of the variable electrical current to the rudder PCU transfer
system A rudder hydraulic system pressure. valve. The current strength and polarity determine how
much, and in what direction, the rudder will deflect.
Engage Logic The transfer valve applies hydraulic pressure to the
yaw damper actuator. The actuator moves the rudder to
28v dc goes to the yaw damper engage solenoid through reduce the yaw. Rudder deflection limit is plus or
the flight control panel (FCM) and the YDC. If the YDC minus 3 degrees. The position transducer LVDT sends
has 115v ac and internal monitors show no faults, the actuator position to the yaw damper coupler and the yaw
YDC sends a ground to the FCM. The ground energizes the damper indicator.
hold-in solenoid in the yaw damper engage switch. When
the engage solenoid in the rudder PCU energizes, BITE
hydraulic power goes to the yaw damper components of
the rudder PCU. Also, the yaw damper warning The yaw damper coupler BITE records faults from these:
annunciator on the FCM turns off.
- Continuous internal monitor
Yaw Damping - Power-up tests
- Manually initiated tests.
The yaw damper coupler has dual yaw rate sensors. The
YDC computer program uses the yaw rate sensors and You use the front panel switches to interface with the
these analog inputs to change the servo amplifier BITE. When BITE is on, the A/P warning light on the
signal to the rudder PCU transfer valve: autoflight status annunciator (ASA) comes on steady
red.
22-23-CC-010 Rev 1 03/01/1999
- LRRA (radio altitude)

- DAA 1 (roll attitude from L IRU) Pressure Reducer Bypass Valve
- ILS relay 1 (forward localizer antenna)
- ILS relay 2 (forward localizer antenna) The YDC controls and monitors the hydraulic A pressure
- ADC 1 (airspeed) to the rudder PCU. This function has no effect on yaw
- Main rudder PCU LVDT. damper operation. The YDC uses the radar altimeter and
N1 engine RPM to control high (3000 psi) or low (1000
22-23-CC
- 447 -

YDS -- YAW DAMPER COUPLER - FUNCTIONAL DESCRIPTION
psi) hydraulic pressure from system A to the rudder
PCU. System A high pressure for the rudder PCU is
neceessary for these flight conditions:
- Takeoff
- Landing
- An engine fails.
System A low pressure is used for the rudder PCU for

all other flight conditions. When the YDC senses low
system A pressure and full pressure is commanded, the
FCM system A low pressure light comes on.
22-23-CC-010 Rev 1 03/01/1999
22-23-CC
- 448 -
YAW DAMPER
WARNING
YAW DAMPER YAW DAMPER ANNUNCIATOR
28V DC ENGAGE SWITCH BITE ARMED
FCM IFSAU
AUTOFLIGHT
STATUS
28V ANNUNCIATOR
DC
GND ENGAGE
LOGIC YAW DAMPER
115V AC POWER INDICATOR
A
POSITION
LRRA YAW RATE TRANSDUCER LVDT
DAA 1 SENSOR ANALOG I/O
ILS RELAY 1 (DUAL) PROCESSOR
ILS RELAY 2 AND DIGITAL YAW DAMPER
ADC 1 PROCESSOR ACTUATOR
RIDE QUALITY (2 CHANNEL)
PROGRAM PIN
SYSTEM B SERVO
PRESSURE AMPLIFIER TRANSFER VALVE
N1 ENGINE 1
N1 ENGINE 2
ENGAGE
BITE SOLENOID
22-23-CC-010 Rev 1 03/01/1999
RUDDER PCU
PRESSURE REDUCER ENGAGE ENGAGE SOLENOID
SYSTEM A 15V DC EXCITATION PRESSURE SENSOR
WARNING LIGHT CURRENT SENSE
FLIGHT CONTROL YAW DAMPER COUPLER PRESSURE REDUCER
PANEL BYPASS VALVE
YDS - YAW DAMPER COUPLER - FUNCTIONAL DESCRIPTION
22-23-CC
- 449 -

YDS -- OPERATIONS
General If you move the rudder with the rudder pedals, it does
not move the indicator. Movement of the indicator is
There is only one control for the yaw damper system. very small during flight. During taxi on the ground,
This is the ON/OFF switch on the flight control panel there is large movement during turns.
in the flight compartment.
There are two displays for the yaw damper system, the
yaw damper warning light and the yaw damper indicator.
The yaw damper warning light is on the flight control
panel above the yaw damper ON/OFF switch. The yaw
damper indicator shows yaw damper movement.
Engage Switch and Warning Light
When hydraulic system B is ON, you engage the yaw

damper system with the ON/OFF switch on the flight
control panel. To engage the YDS, put the switch in the
ON position. If there are no faults, two seconds later,
the yaw damper warning light will go out. The switch is
held in the ON position electronically.
Put the switch in the OFF position to disengage the

YDS. The yaw damper warning light will come on. The
warning light comes on anytime the system disengages.

22-23-CC-011 Rev 1 02/23/1999
The yaw damper indicator shows yaw damper movement. The

yaw damper can move the rudder, in each direction, a
maximum of 3 degrees to reduce dutch roll. The yaw
damper indicator shows this rudder motion, but the
rudder pedals do not move.
22-23-CC
- 450 -
OFF OFF
FEEL DIFF
PRESS a
ON ON SPEED TRIM
FAIL a
MACH TRIM
WARNING LIGHT YAW DAMPER FAIL a
YAW AUTO SLAT

ENGAGE SWITCH DAMPER a
FAIL a
OFF YAW DAMPER INDICATOR
ON
22-23-CC-011 Rev 1 02/23/1999
YDS - OPERATIONS
22-23-CC
- 451 -

YDS -- OPERATIONS - ENGAGE INTERLOCKS
General Yaw Damper Disengage
You engage the YD with the YAW DAMPER solenoid held To disengage the YD, move the YD switch to the OFF
switch on the flight control panel. The flight control position. The YD disengagee for these conditions:
panel also has an amber YAW DAMPER light to show the YD
status. The light is on when the YD is disengaged. - Loss of 115v ac for more than 2 seconds
- Loss of 28v dc
Yaw Damper Engage - YD fault detected by continuous monitors in YDC.
These are necesssary to engage the yaw damper: When the YD is disengaged, the amber YAW DAMPER warning
annunciator on the FCM comes on.
- 28v dc
- 115v ac
- Flight Control B switch ON
- YDC provides a ground to yaw damper engage switch
solenoid
- YD internal monitors show no faults.
When you move the YD switch to the ON position, 28v dc

goes through the switch contacts to the IFSAU to
control the YD warning annunciator on the FCM. In the
IFSAU, the YD engage relay closes after 2 seconds and
removes the ground from the YD warning annunciator. The
light goes out to show that the YD is engaged.
The YDC sends 28v dc from the engage logic circuits to

22-23-CC-012 Rev 1 03/01/1999
the YD engage solenoid in the main rudder PCU. When

system B hydraulic pressure is on, the YD becomes
active.
22-23-CC
- 452 -
28V DC DC POWER
ELEX BUS 1
YAW DAMPER 1 A A
115V AC MASTER
ELEX BUS 1 WARNING
YAW DAMPER 1 SYSTEM
WARNING
P18 CIRCUIT BREAKER PANEL ANNUNCIATOR
FLIGHT CONTROL
PANEL
OFF IFSAU
ON
YAW
DAMPER
SWITCH
115V POWER ANALOG/
AC SUPPLY DIGITAL
PROCESSORS
OFF
28V DC 28V DC
ENGAGE
GND LOGIC ENGAGE
YAW DAMPER
ENGAGE
22-23-CC-012 Rev 1 03/01/1999
ON SOLENOID
FLT CONT
SYS B MAIN RUDDER PCU
FLIGHT CONTROL YAW DAMPER COUPLER
PANEL
YDS - OPERATIONS - ENGAGE INTERLOCKS
22-23-CC
- 453 -

YDS -- TRAINING INFORMATION POINT - YAW DAMPER BITE
General - Down arrow
- YES
The YD has these BITE functions: - NO.
- Continuous monitor A BITE dispaly is above the switches. The display has
- power-up tests two lines. Each line can show up to eight characters.
- ground maintenance BITE.
A brief set of BITE instructions is below the switches.
Detected faults are stored in non-volatile memory (NVM)
in the YDC. Operation of Ground Maintenance BITE
Continuous Monitor Push the ON/OFF switch and then push the YES switch
within ten seconds to start BITE tests. The autopilot
There are continuous monitor checks of each YDC warning light will come on. The first item of the main
discrete output and the microprocessor. If the menu shows in the display. Push the up arrow to see the
continuous monitors detect a fault, the YD disengages. previous menu item. Push the down arrow or NO key to
see the next menu item. Push the YES key to move down
Power-Up Tests into the menu on the display. Push the MENU key to move
back up one level.
Power-up tests momentarily send test signals to do a
check of internal operation of the YDC. These tests are When the BITE control panel is in use, you can push the
only done after any long term loss of power. If power- ON/OFF switch to exit ground maintenance and BITE. The
up tests detect a fault, the YD disengages. display requests confirmation before BITE exit occurs.
Any test or other operation that was in progress at the
Ground Maintenance BITE time is cleared. If you do not confirm that you want to
exit BITE, the display shows the last menu item
22-23-CC-015 Rev 1 03/01/1999
You use the YDC BITE control panel for ground selected.
maintenance BITE. The BITE control panel has these push
button switches: Main Menu
- ON/OFF These are the BITE main menu selections:

- MENU
- Up arrow - EXISTING FAULTS
22-23-CC
- 455 -

YDS -- TRAINING INFORMATION POINT - YAW DAMPER BITE
- FAULTS HISTORY Faults that occur after you select and run a test show
- GROUND TESTS on the display in a similar manner as EXISTING FAULTS.
- OTHER FUNCTIONS.
Other Functions
Push the YES key to enter any of these menu selections.
When you select OTHER FUNCTIONS, the YDC shows a list
Existing Faults of these utility functions:
When you select EXISTING FAULTS, the YDC takes a - System configuration display
snapshot of all current faults, active or latched. If - Input/output monitor
there are any faults, a list shows on the display. Use - Output control.
the arrow switches to scroll through the list. An
option to see more details shows for each fault.
Fault History
When you select FAULT HISTORY, the YDC scans the

records from continuous monitors and power-up faults in
the NVM. A list shows on the display for those power
cycles during which there was one or more faults.
Ground Tests
When you select GROUND TESTS, the YDC display shows

these options:
22-23-CC-015 Rev 1 03/01/1999
- Self test
- Servo test
- Pressure reducer test
- Program pin test
- Display test.
22-23-CC
- 456 -
ON
OFF
1
UCN 123456789
65507
INTO EXISTING
EXISTING YES
FAULTS?
FAULTS
MFR
NO
MENU ON
OFF
YES NO
INTO FAULTS
FAULTS YES
HISTORY?
HISTORY
NO
BITE INSTRUCTIONS
ON/OFF: START OR STOP BITE
MENU : TO DISPLAY MENU
YES/NO: IN RESPONSE TO ?
OR : TO SCROL THROUGH
MENU OR RESULTS
INTO GROUND
GROUND YES
TESTS?
YAW DAMPER COUPLER
TESTS
BOEING PN 30-62253-1
NO
MFR PN 4084042-910
HONEYWELL
22-23-CC-015 Rev 1 03/01/1999
MFR CAGE CODE 65507

SERIAL NO. 97071234
INTO
DATE OF MFR DATE MFG OTHER YES
OTHER
FUNCTIONS FUNCTNS? 1 TOP OF LIST SHOWS FOR 1 SECOND
MOD 1 2 3 4 5 6 7 8 9 10
0 0 0 0 0 0 0 0 0 0 NO
2 END OF LIST SHOWS FOR 1 SECOND
2
YDS - TRAINING INFORMATION POINT - YAW DAMPER BITE
22-23-CC
- 457 -

YDS -- TRAINING INFORMATION POINT - RUDDER PCU - COMPONENT REMOVAL/INSTALLATION
General
These are the two LRUs on the rudder PCU:
- Rudder actuator engage solenoid

- Rudder transfer valve.
Test
After installation of either LRU in the rudder PCU, do

a complete yaw damper BITE test.
22-23-CC-016 Rev 1 02/23/1999
22-23-CC
- 458 -
TRANSFER
VALVE
INPUT ROD
FROM TORQUE STRUCTURE
TUBE
FWD
ENGAGE
SOLENOID
22-23-CC-016 Rev 1 02/23/1999
POSITION
RUDDER TRANSDUCER
YDS - TRAINING INFORMATION POINT - RUDDER PCU - COMPONENT REMOVAL/INSTALLATION
22-23-CC
- 459 -

YDS -- TRAINING INFORMATION POINT - YD BITE - EXISTING FAULTS
Existing Faults
The existing faults test does a check of all current

faults, active or latched.
To do the existing faults test, do these steps:
- Go to the main menu

- Use the up or down arrow switches until you see
EXISTING FAULTS? in the BITE display
- Push the YES switch.
If the test passes, the display shows NO FAULTS. If the

test fails, the display shows a fault message. You can
use the switches on the BITE panel to see more
information about the fault message. You can also see
if there are other fault messages.
More Details
MORE DETAILS? shows this data:
- The message number

- Flight deck effect
- The most likely LRU causing the fault
- Whether the fault is latched or not.
22-23-CC-017 Rev 1 02/23/1999
Reset Latches
To reset the latched faults, push the YES switch. The

RESET IN PROGRESS display will show during the latched
faults reset.
22-23-CC
- 460 -
T O P O F T O P O F
L I S T L I S T
E X I S T I N G T O P O F
YES ( F A U L T 1 )
F A U L T S ? L I S T
F A U L T M O R E M S G N O :
YES
H I S T O R Y ? D E T A I L S ? X X - Y Y Z Z Z
G R O U N D
( T Y P E )
T E S T S ?
( F A U L T N )
O T H E R E N D O F
F U N C T N S ? M O R E L I S T
YES
D E T A I L S ?
E N D O F
L I S T R E S E T
YES
L A T C H E S ?
22-23-CC-017 Rev 1 02/23/1999
E N D O F
L I S T
R E S E T I N
P R O G R E S S
YDS - TRAINING INFORMATION POINT - YD BITE - EXISTING FAULTS
22-23-CC
- 461 -

YDS -- TRAINING INFORMATION POINT - YD BITE - FAULT HISTORY
Fault History The information for MORE DETAILS? is the same as for
the existing faults test.
The fault history selection shows fault information
from the continuous monitors and power-up test that is There is no option to reset latched fault history
in the non-volatile memory (NVM) in the YDC. messages. They can be cleared only in the shop.
The NVM keeps data for the last 25 power cycles and a
maximum of 256 failures. Only power cycles that have
faults show in fault history. CYCLE 0 shows for the
current power cycle. If the most recent power cycle
with faults corresponds to power cycle 3, the display
shows CYCLE 3?.
Power Cycle
Power cycle is the time between the start of a start

sequence for the YD due to a power interrupt more than
two seconds and the start of the next power
interruptmopre than two seconds.
Fault History Operation
To find fault information, do these steps:
- Go to the main menu

- Use the up or down arrow switches until you see
22-23-CC-018 Rev 1 02/23/1999
FAULT HISTORY? in the BITE display

- Push the YES switch
- Use the up or down arrow switches until you see the
flight leg that you want
- Push the YES switch.
22-23-CC
- 462 -
T O P O F T O P O F T O P O F
L I S T L I S T L I S T
E X I S T I N G T O P O F
C Y C L E 0 ? YES ( F A U L T )
F A U L T S ? L I S T
F A U L T C Y C L E M O R E M S G N O :
YES YES D E T A I L S ? YES
H I S T O R Y ? ( N ) ? X X - Y Y Z Z Z
G R O U N D E N D O F
( F A U L T N ) ( T Y P E )
T E S T S ? L I S T
O T H E R M O R E E N D O F
D E T A I L S ? YES
F U N C T N S ? L I S T
22-23-CC-018 Rev 1 02/23/1999
E N D O F E N D O F
L I S T L I S T
YDS - TRAINING INFORMATION POINT - YD BITE - FAULT HISTORY
22-23-CC
- 463 -

YDS -- TRAINING INFORMATION POINT - YD BITE - GROUND TESTS
Ground Test If there are any existing faults that would prevent the
test, these will show as inhibit conditions before the
GROUND TEST has these menus: test starts. You have the option to remove the YDC or
fix the problem before you continue the test.
- SELF TESTS?
- SERVO TEST? Servo Test
- PRESSURE REDUCER TEST?
- PROGRAM PIN TEST? You do a test of the YDC servo loop and determine the
- DISPLAY TEST?. actuator limits with the SERVO TEST.
To start one of these tests, do these steps: If there are any existing faults that would prevent the
- Go to the main menu test starts. You have the option to remove the YDC or
- Use the up or down arrow switches until you see fix the problem before you continue the test.
GROUND TESTS? in the BITE display
- Push the YES switch Pressure Reducer Test
- Use the up or down arrow switches until you see the
test that you want You do a test of these functions with the PRESSURE
- Push the YES switch. REDUCER TEST:
If the test passes, the display shows TEST PASSED. If - Pressure reducer actuator
the test fails, the display shows a fault message. The - Pressure sensor
information for MORE DETAILS? is the same as for the - System A low pressure warning.
existing faults test.
This test provides a complete check of the ability of
Self Test the YDC and external components to do the pressure
22-23-CC-019 Rev 1 02/23/1999
reducer function.
The self test does a check of the YD for faults. When
you push YES, the display shows TEST IN PROGRESS until If there are any existing faults that would prevent the
the test is complete. If the YD passes the test, the test, these will show as inhibit conditions before the
display shows YD LRU OK. If the YD does not pass the test starts. You have the option to remove the YDC or
test, the display shows YD LRU FAIL for two seconds, fix the problem before you continue the test.
then shows the first fault.
22-23-CC
- 465 -

YDS -- TRAINING INFORMATION POINT - YD BITE - GROUND TESTS
Program Pin Test
You do this test to confirm that program pins are

correct. These settings are stored in NVM at the end of
the test. If you move the YDC to a different type of
airplane or the program pins fail to a different
setting, the YDC will sense a difference between the
new program pins and the values in NVM. If this occurs,
you need to do this test with the correct values before
the YD will engage.
Display Test
To do a test of the display on the YDC, push the YES

switch when the DISPLAY TEST? prompt shows. All
segments of the BITE show in a sequence. You determine
if there are any faults. The YDC does not determine or
show any faults.
22-23-CC-019 Rev 1 02/23/1999
22-23-CC
- 466 -
T O P O F T O P O F
L I S T L I S T
E X I S T I N G S E L F
YES START THE TEST
F A U L T S ? T E S T ?
F A U L T S E R V O
YES START THE TEST
H I S T O R Y ? T E S T ?
P R E S S U R E
G R O U N D
YES R E D U C E R YES START THE TEST
T E S T S ?
T E S T ?
O T H E R P R O G R A M
YES START THE TEST
F U N C T N S ? P I N T E S T
22-23-CC-019 Rev 1 02/23/1999
E N D O F D I S P L A Y
YES START THE TEST
L I S T T E S T ?
YDS - TRAINING INFORMATION POINT - YD BITE - GROUND TESTS
22-23-CC
- 467 -

YDS -- TRAINING INFORMATION POINT - YD BITE - OTHER FUNCTIONS
General Output Control
OTHER FUNCTIONS has these menus: When you select OUTPUT CONTROL the display shows a list
of these output control functions:
- SYSTEM CONFIG?
- I/O MONITOR? - Yaw damper servo control
- OUTPUT CONTROL?. - Yaw damper engage switch
- Pressure reducer
To enter these options, push the YES key. - Hydraulic lamp control (for system A low pressure
warning).
System Configuration
These functions provide direct control of YDC outputs
When you select SYSTEM CONFIGURATION, you can choose to help system installation and troubleshooting.
and observe these attributes:
- Software version number

- Airplane type (as determined by program pins)
- YD actuator limit (as determined by SERVO TEST)
- Elapsed time indication in hours (as stored in
NVM)
- number of power cycles on YDC.
I/O Monitor
When you select I/O MONITOR, you get a menu of these

inputs/outputs:
22-23-CC-020 Rev 1 02/23/1999
- Analog inputs/outputs
- Discrete inputs/outputs,
The inputs and outputs show in engineering units.

Values change at a rate of 1 Hz.
22-23-CC
- 468 -
T O P O F T O P O F T O P O F
L I S T L I S T L I S T
TO LIST OF A N A L O G
E X I S T I N G S Y S T E M SYSTEM TO LIST OF
YES I N P U T S / YES ANALOG
F A U L T S ? C O N F I G ? CONFIGURATION
ITEMS O U T P U T S ? INPUTS/OUTPUTS
D I S C R E T E TO LIST OF
F A U L T I / O YES
YES I N P U T S / DISCRETE
H I S T O R Y ? M O N I T O R ? O U T P U T S ? INPUTS/OUTPUTS
G R O U N D O U T P U T TO LIST OF E N D O F
YES OUTPUT CONTROL
T E S T S ? C O N T R O L ? ITEMS L I S T
O T H E R E N D O F
YES
F U N C T N S ? L I S T
22-23-CC-020 Rev 1 02/23/1999
E N D O F
L I S T
YDS - TRAINING INFORMATION POINT - YD BITE - OTHER FUNCTIONS
22-23-CC
- 469 -

YDS -- TRAINING INFORMATION POINT - YD BITE - SERVO TEST
General
The servo test consists of these two tests:
- Hydraulic disengage test

- Determine actuator limits.
Hydraulic Disengage Test
This test shows that YD actuator has no hydraulic power

when the actuator solenoid has no electrical power. You
do this test when hydraulic power is initially applied
to the airplane and the YD is engaged. During this
test, the actuator solenoid is always denergized. The
test applies a sequence of short positive and negative
command signals to the actuator servo loop. The test
does checks to see that the LVDT position does not
follow the command signals.
Sweep Test
The main rudder PCU is commanded to the left, right,

and center position for two different limits. The first
limit is low authority while the second is the correct
limit of +/- 3 degrees. The signal from the LVDT is
compared to the servo command to pass or fail the test.
22-23-CC-021 Rev 1 02/23/1999
If the test fails, the faults show the same as for the
EXISTING FAULTS test.
If there are any existing faults that would prevent the

test starts.
22-23-CC
- 470 -
S E R V O Y A W D M P R Y D C M D P C U L I M Y D C M D
T E S T ? E N G A G E D ? P O S I T I V E + / - 3 + X X X D E G
YES YES L V D T S E C O N D L V D T
( V A L U E ) S W E E P ( V A L U E )
W A R N I N G ! T E S T I N
W A R N I N G ! P R O G R E S S Y D C M D Y D C M D
N E G A T I V E - X X X D E G
R U D D E R T E S T I N G
M O V E M E N T L I M I T S L V D T L V D T
( V A L U E ) ( V A L U E )
R U D D E R
YES Y D C M D OR Y D C M D
C L E A R E D ?
Z E R O 0 . 0 0 D E G
YES
L V D T L V D T
( V A L U E ) ( V A L U E )
F L T C T R L
22-23-CC-021 Rev 1 02/23/1999
B O N ?
OR OR
YES
T E S T T E S T
OR
F A I L E D P A S S
YDS - TRAINING INFORMATION POINT - YD BITE - SERVO TEST
22-23-CC
- 471 -

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KB Ingenerie de Formation

THIS MANUAL IS FOR TRAINING PURPOSES ONLY.

NO MAINTENANCE ACTION SHOULD BE TAKEN AS A RESULT OF INFORMATION CONTAINED IN THIS MANUAL.

UNPUBLISHED - ALL RIGHTS RESERVED UNDER COPYRIGHT LAWS

(c) 2003 Alteon Training L.L.C.

737-300/400/500 TRAINING MANUAL

DFCS -- FORWARD EQUIPMENT COMPARTMENT COMPONENT LOCATIONS . . . . . . . . . . . . . . . . . . . 22-11-00 . . 20

DFCS -- WING COMPONENT LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-11-CC . . 24

ALTEON PROPRIETARY - Copyright (c) - See title page for details

DFCS -- CONTROL WHEEL STEERING FORCE TRANSDUCER . . . . . . . . . . . . . . . . . . . . . . . . 22-11-00 . . 94

DFCS -- AUTOFLIGHT STATUS ANNUNCIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-11-CC . 114

DFCS -- AUTOPILOT DISENGAGE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-11-00 . 124

DFCS -- FUNCTIONAL DESCRIPTION - AUTOPILOT CONTROLS . . . . . . . . . . . . . . . . . . . . . . 22-11-CC . 127

ALTEON PROPRIETARY - Copyright (c) - See title page for details

737-300/400/500 TRAINING MANUAL

ALTEON PROPRIETARY - Copyright (c) - See title page for details

ALTEON PROPRIETARY - Copyright (c) - See title page for details

737-300/400/500 TRAINING MANUAL

AUTOTHROTTLE SYSTEM -- INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-31-CC . 329

ALTEON PROPRIETARY - Copyright (c) - See title page for details

YAW DAMPER SYSTEM -- INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-23-CC . 432

ALTEON PROPRIETARY - Copyright (c) - See title page for details

737-300/400/500 TRAINING MANUAL

ALTEON PROPRIETARY - Copyright (c) - See title page for details

737-300/400/500 TRAINING MANUAL

Autopilot Altitude Alert

the attitude of the airplane.

737-300/400/500 TRAINING MANUAL

AFCS - automatic flight control system clb - climb

737-300/400/500 TRAINING MANUAL

flt - flight L - left

737-300/400/500 TRAINING MANUAL

PAM - performance assessment monitor stab - stabilizer

737-300/400/500 TRAINING MANUAL

737-300/400/500 TRAINING MANUAL

COURSE A/T IAS/MACH V NAV HEADING L NAV ALTITUDE VERT SPEED

F/D 10 30 DISENGAGE F/D

MODE CONTROL PANEL DESCENT

PRIMARY EFIS DISPLAY

DIGITAL FLIGHT CONTROL SYSTEM - INTRODUCTION

737-300/400/500 TRAINING MANUAL

area is the FMA (flight mode annunciator).

737-300/400/500 TRAINING MANUAL

The FCCs send speed trim signals to the stabilizer trim

primary electric actuator to control the horizontal

737-300/400/500 TRAINING MANUAL

A/T A/P ENGAGE

F/D 10 30 DISENGAGE F/D

MODE CONTROL PANEL

FMC SPD VNAV PTH LNAV CMD

EADI MACH TRIM ACTUATOR

DFCS - GENERAL DESCRIPTION

737-300/400/500 TRAINING MANUAL

The mode control panel (MCP) is on the P7 glareshield.

The captain autopilot disengage switch is on the

Flight Control Panel

The speed trim fail and mach trim fail annunciators

The captain and first officer takeoff/go-around (TO/GA)

The autopilot (A/P) stab trim cutout switch has

737-300/400/500 TRAINING MANUAL

FLT CONTROL STANDBY

YAW AUTO SLAT

737-300/400/500 TRAINING MANUAL