22-20 YawDamper

AUTO FLIGHT BOEING 767
YAW DAMPER SYSTEM

22--20
ATA 22 AUTO FLIGHT

22--20 YAW DAMPER SYSTEM
Lufthansa LAN Technical Training

For Training Purposes Only
SCL / nuv / 1999 Page: 1
YAW DAMPER SYSTEM
22--20
YAW DAMPER INTRODUCTION
Dutch Roll
Dutch Roll is a common oscillatory condition encountered due to low drag high
speed aerodynamic design and turbulence which can be created by air mass
instability.

The yaw damper system provides damping via the rudder to eliminate Dutch
Roll, by sensing lateral acceleration and yaw rate.
Turn Coordination
The yaw damper system provides additional rudder commands to prevent yaw
when the airplane is rolled into a turn.
The roll induced yaw is opposite to the intended turn direction. Rudder deflec-
tions to counter the yaw are required to achieve a coordinated turn.

YAW DAMPER SYSTEM
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Figure 1 YAW DAMPER INTRODUCTION
YAW DAMPER SYSTEM
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YAW DAMPER SYSTEM
General
Using inputs from the air data computers (ADCs) and the inertial reference
units (IRUs) the system commands the rudders to damp undesired yaw and to
provide turn coordination.

Control Panel
The control panel provides on--off selection and inoperative status indication.
Inoperative status is also annunciated on the upper EICAS display with the
level C messages L YAW DAMPER, R YAW DAMPER.
Yaw Damper Test Switch
The yaw damper test switch is a three position momentary switch spring
loaded to the center. Operation of the switch provides testing the yaw damper
system on the ground. The ground test causes the rudder to move and the
IRUs to initiate a self-test mode.
Yaw Damper Modules

The yaw damper modules use inputs from the air data computers and the iner-
tial reference computers to derive rudder commands appropriate to flight condi-
tions. These commands go to the yaw damper servos. Additionally, the mod-
ules monitor system operation and provide both manually initiated and
automatic system testing. A twelve character LED display on the yaw damper
module and a control panel are used to display test results. YAW DAMPER is
displayed on an EICAS maintenance page if a fault message is set on either
yaw damper module.
Yaw Damper Servos
The yaw damper servos use electrical commands from the yaw damper mod-
ules to control hydraulic flow to an actuator piston. This motion is linked in se-
ries with manual and autopilot inputs to the rudder power control actuators.
Maximum authority ±3_ of rudder movement for each yaw damper channel or
±6_ with both channels active.

YAW DAMPER SYSTEM
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Figure 2 YAW DAMPER SYSTEM
YAW DAMPER SYSTEM
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YAW DAMPER COMPONENT LOCATIONS
Flight Compartment
The left and right yaw damper module and control system electronic unit
(CSEU) circuit breakers are installed in the P11-4 overhead circuit breaker
panel.

The yaw damper control panel is located on the pilot’s P--5 overhead panel.
The yaw damper test switches are located on the P61 right side panel.
Main Equipment Center

The two (left and right) yaw damper modules are located on the E2--1 and
E1--1 shelves respectively.
Vertical Stabilizer
Two electro hydraulic yaw damper servos are located in the vertical stabilizer.
Aft Bulkhead Area
Two modal suppression (M/S) accelerometers are located just forward of the
aft bulkhead on floor beam under the aft galley floor.

YAW DAMPER SYSTEM
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Figure 3 YAW DAMPER COMPONENT LOCATION
YAW DAMPER SYSTEM
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YAW DAMPER CONTROL PANEL
Purpose
The yaw damper control panel provides control of the engagement of both sys-
tems and indication of the status of each system.

Description
The panel is cooled by ambient forced air.
28v dc is required to power the operational status indicator.
5v ac is required to power the remaining panel lighting.
Operation
Alternate action switches control the manual engagement/disengagement (ON/
OFF) status of the yaw damper system.
Switch status is indicated in the top half of the switch face.
The bottom half of the switch face is comprised of an amber annunciator which
illuminates to indicate a non-operating yaw damper system as a result of
manual or automatic disengagement.

YAW DAMPER SYSTEM
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Figure 4 Yaw Damper Control Panel
YAW DAMPER SYSTEM
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YAW DAMPER MODULE
Purpose
Based on input data the yaw damper module (YDM) provides commands to the
yaw damper servos and status to the flight compartment.

Description
The YDM is built in accordance with ARINC 600 specifications and is cooled by
bottom to top forced airflow. The front panel provides interior access. The
front panel has a BITE display, a reset button, and a display button.
Operation
Two power sources supply the electrical requirements of the yaw damper mod-
ule:
28 volt dc interlock enable power is derived from two flight control electron-
ics system circuit breakers.
Module operating power is derived from the flight control electronics power
supply modules.
The BITE display on the front panel indicates operating status of the:
S IRUs,
S ADCs,
S air ground relays,
S hydraulic pressure sensing switches,
S M/S accelerometers.
S YDM condition
S associated servo and LVDT
The display button will display messages and the reset button will initially reset
the internal Fault Monitors.
Fault messages will clear only if their associated fault monitors do not set
again.

YAW DAMPER SYSTEM
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Figure 5 YAW DAMPER MODULE
YAW DAMPER SYSTEM
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YAW DAMPER SERVO
Purpose
The yaw damper servo provides left or right rudder inputs to the rudder power
control actuators (PCAs).

Description
Each yaw damper servo consists of an engage solenoid valve, an electro hy-
draulic servo valve and a hydraulically powered piston actuator assembly. An
electrical connector, hydraulic input/output ports, and a mechanical output shaft
are utilized for airplane interface. An LVDT provides an electrical measure of
output position.
Operation
Electrical
DC 28 volts controls the engage solenoid valve. Excitation voltage of 26 volts
ac is provided from a CSEU power supply.
Hydraulic
3000 psi hydraulic pressure is supplied to the EHSV via the solenoid valve.
The EHSV directs the hydraulic fluid to move the output shaft in the appropriate
direction of travel at a specified rate. Expended hydraulic fluid is output via the
return port at a max pressure of 1000 psi.
Physical
The yaw damper servo weighs approximately 7.5 lbs. A centering spring re-
turns the piston to center when there is no command. The piston has a stroke
of ±0.75 inch and the maximum rate of travel is one inch per second.

YAW DAMPER SYSTEM
22--20

Figure 6 YAW DAMPER SERVO
YAW DAMPER SYSTEM
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YAW DAMPER OPERATIONAL MODES
Power Up Mode Preflight Test Mode
The power up mode is entered when power is applied to the yaw damper mod- The preflight test mode can only be entered from the ground operational mode.
ule on the ground or in the air. INOP is indicated on both yaw damper systems throughout test. The INOP
The power up mode initializes all interfaces, latches, commands and resets light for the yaw damper system that is not being tested will illuminate a few

monitors. seconds later because the IRUs are in a self--test mode. The test is initiated
for each yaw damper system by momentarily moving the Yaw Damper Test
If the airplane is in the air, the system proceeds to flight mode via an easy--on
switch up or down. For each test switch position, the rudder moves with full
software switch. If the airplane is on the ground, the system proceeds to
yaw damper authority to the right, center, left and returns to center, holding at
power up test.
each position for one second to perform position tests. A yaw damper system
Power up test is entered when the yaw damper system is powered up on the test also causes all IRUs to go into self--test. Proper IRU test data is verified
ground, by engaging the system or by pressing the reset button on the module during the test. IRU test indications occur on RDMIs, EHSIs, IVSIs, EADIs,
face. The test lasts for the duration shown and the INOP annunciator is illumi- etc. If all tests pass the INOP indication is extinguished and the system returns
nated throughout test. This Test performs a channel fault disengagement test to ground operational mode.
for each (control and monitor) channel, monitors disengage relay status and
If any position test or all three IRU tests fail, the yaw damper system will:
reports if relay does not disengage.
Retain the INOP indication and,
The power up test also performs servo loop monitor tests to verify ability of the
monitor to detect loop faults and consequently cause auto--disengagement. Disengage the Yaw Damper channel (exits to Fault mode).
The test performs command coincidence monitor checks for both channels to
In--Flight
verify operation of the monitor and performs RAM read/write tests.
Fade in is entered from the Power--Up mode if the airplane is airborne when
At the conclusion, the yaw damper faults are reset and the test verifies that the
power is re--applied or from the ground mode after the airplane becomes air-
system has not auto disengaged.
borne. This mode prevents sudden rudder actuation and transient response.
There is no actuator movement during the power up test.
Easy On -- Easy Off law is mechanized in the computer software. A command
If the system fails this test, the INOP annunciator remains illuminated and the will be multiplied by a linear gain of zero to one in five seconds beginning two
YDM displays a message. Passing this test extinguishes the INOP annuncia- seconds after A/C is airborne. The system attains full Flight Mode upon reach-
tor and the system proceeds to the ground operational mode. ing a gain of one.
Ground Operational Mode The flight mode is entered when the airplane is airborne and fade--in is com-
pleted. The yaw damper system performs turn coordination, yaw damper and
This mode is entered with successful completion of the power up test, Preflight
modal suppression command, fault monitoring, self checks, command limiting,
Test, upon recovery of one or more IRUs after loss of all three or when the air-
automatic disengagement, and fault indications.
plane lands via an easy--off software switch.
The yaw rudder channel automatically disengages with YDM fault latched, no
During this mode the output command is zero and the amber INOP light is off.
IRU data available or servo loop fault.
Sensor comparison monitors are not enabled. The system exits the ground
operational mode when the airplane becomes airborne, with loss of all IRUs or The system can be disengaged and engaged by manual control and automati-
when preflight test is initiated. cally exits to Ground Operational via Fade Out upon landing.

YAW DAMPER SYSTEM
22--20
Landing
The fade out mode is entered upon landing and provides an easy--off transition
to the ground operational (zero command) mode. The transition is a linear
decay from gain of one to zero in 5 seconds beginning as soon as the on--
ground state is established.

Fault Mode
The fault mode is entered as result of a self--test or Pre--Flight Test failure or as
result of an INOP type failure resulting in auto disengagement. This mode can
be exited to the ground operational mode if on the ground or to flight mode.

YAW DAMPER SYSTEM
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YAW DAMPER SYSTEM
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Figure 7 YAW DAMPER OPERATIONAL MODES
YAW DAMPER SYSTEM
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LEFT YAW DAMPER FUNCTIONAL BLOCK DIAGRAM
General Inputs:
The yaw damper system is a dual channel system containing two yaw damper
modules. ADC
There are two independent microprocessor channels within each yaw damper Air data parameters are input via one ARINC 429 digital bus from each air

module. Each microprocessor channel (control and monitor) provides separate data computer. A median value of parameters from both ADCs is selected
computations. Both channels are continuously monitored for faults. for use in the control and monitor processing. Incoming data is monitored to
For simplicity, the block diagram shows only the control channel for the left yaw ensure it compares to the selected value. A failure displays the ADC fault
damper module. message.
The right yaw damper system is functionally identical to the left yaw damper IRU
system. Inertial reference input is via one ARINC 429 digital bus from each inertial
reference unit. A median value for data is selected and monitored. A failure
displays the IRU fault message.
Power:
Airplane Type
The left yaw damper power is derived from the standby bus systems:
This signal enables the proper yaw damper control law for the airplane type.
A parity monitor is used to detect single failures. A failure displays the
Engage Power CHAN CODE fault message.
A dedicated yaw damper circuit breaker provides 28 volts dc solenoid en- Air/Ground Logic
gage power. This power is routed through the engage switch on the control
The air/ground relays are monitored to determine airplane flight status.
panel and the auto--disengage relay in the module. The relay is monitored
Relay disagreement displays the AIR GND fault message.
for agreement between relay contact position, yaw damper engage com-
mand and power to the engage solenoid. An error is sensed as a relay Hydraulic Pressure Status
fault. Hydraulic pressure switch discretes are monitored by the yaw damper mod-
Power for the INOP light and auto--disengage relay is derived from two cir- ule. Invalid indication (inputs sensed as both open or both ground) displays
cuit breakers shared with the CSEU power supply modules. the HYD SWITCH fault message.
LVDT Feedback
Logic and Excitation Power The LVDT feedback provides an indication of actuator response to Yaw
Damper commands.
Two CSEU power supply modules utilize 115 volts ac to supply ±15 v dc,
+5 v dc and 26 volts ac to their respective yaw damper system. The 26 The LVDT signal is demodulated and the voltage is level monitored. Im-
volts ac provides excitation voltage to the yaw damper servo LVDTs. The proper voltage displays the LVDT fault message. Additionally, the servo loop
left yaw damper system LVDT for example, receives primary excitation from monitor compares the demodulated LVDT signal with the command signal.
the 1L CSEU power supply module with backup provided from the 2L CSEU A failure is sensed as a loop fault which displays the YD ACT fault mes-
power supply through the change over relay circuitry. sage.
Modal Suppression Accelerometers
The M/S accelerometers provide additional inputs to the yaw damper mod-
ule to improve ride quality. A fault causes the ACCEL fault message to be

displayed.

YAW DAMPER SYSTEM
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Figure 8 YAW DAMPER FUNCTIONAL BLOCK DIAGRAM
YAW DAMPER SYSTEM
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Output
Command
The control and monitor signals within a module are checked for similarity
(coincidence). A command difference of one degree of rudder disengages
the module.

Status
When the system is inoperative the yaw damper module causes an amber
annunciation on the yaw damper control panel and an EICAS status mes-
sage.
Module Interlock
With one yaw damper module removed (or not properly seated in the rack), the
INOP annunciation associated with the removed module are controlled through
circuitry contained in the installed module.
Operation
Appropriate attitude and rate parameters are provided for turn coordination,
yaw damper and modal suppression computation. The commands are author-
ity--limited in accordance with the number of valid input systems. Commands
are provided to the yaw damper servo which moves the rudder power control
actuators to move the rudder.
YDM Test Logic

A module self test is initiated when the airplane is on the ground and power is
applied to the CSEU power supplies or the maintenance reset switch on the
YDM front panel is pressed. The appropriate INOP light is illuminated during
the power up test and is extinguished following the successful completion of
the test. No servo command is generated during this test.
A servo test is generated by momentarily pressing the yaw damper test switch
with the airplane on the ground. Both INOP lights remain on during the test.

YAW DAMPER SYSTEM
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Figure 9 YAW DAMPER FUNCTIONAL BLOCK DIAGRAM
YAW DAMPER SYSTEM
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INOP LIGHT AND AUTOMATIC DISENG. RELAY LOGIC
General -- ALL IRUs INOP or in Align
This logic controls the automatic disengagement of a yaw damper module con- Loss of valid data from all 3 IRU’s.
trol panel INOP light and advisory level message to EICAS. Although not
shown, loss of 28 volts dc or both CSEU power supplies also causes automatic

-- Servo Loop Fault
disengage of the respective yaw damper module and illumination of the INOP
light. Difference between command and actuator position feedback.
Channel Fault Yaw Damper INOP (Y/D Inop)
A channel fault opens the auto disengage relay which removes power from the A Y/D INOP fault illuminates a control panel INOP light and generates an advi-
yaw damper servo engage solenoid. sory message on the upper EICAS display.
-- ALL IRUs INOP or in Align
YDM Fault
A yaw damper module fault is set by any of the following Same conditions as above.
conditions:
-- Output coincidence monitor fault -- YDM Fault
Control and monitor microprocessor output rudder commands differ by Same conditions as before but delayed 15 seconds.
1.0 degree for 1.0 second.
-- Servo Loop Fault
-- Microprocessor fault A servo loop fault detected while hydraulic pressure is low is not annun-
Detects latent faults in the processor and memories of the control and ciated until hydraulic pressure is low for 15 seconds. This prevents nui-
monitor channels. This includes failures detected during self test and sance annunciations during low pressure transients.
pre--flight test.
-- Pre--flight Test in Progress
-- Relay fault The INOP light is on during the test which lasts about 10 seconds.
The Y/D engage and solenoid engage signals do not agree when the
relay is energized or a solenoid engage command exists when the relay -- Self Test in Progress
is relaxed.
The INOP light is on during the test which lasts about four seconds.
-- Airplane type monitor fault

-- Y/D Engage
A parity monitor is used to detect a single failure in the airplane type
The light is on when the YDM is manually disengaged.
code wiring. A change to even parity for more than two seconds is set
as a YDM fault.
-- Solenoid Engage
A loss of engage power to the solenoid illuminates the INOP light after a
15 second delay.

YAW DAMPER SYSTEM
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Figure 10 INOP LIGHT AND AUTOMATIC DISENGAGE RELAY
YAW DAMPER SYSTEM
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YAW DAMPER MODULE BITE DISPLAY
Introduction
The BITE display is a twelve character LED display which shows a message in
the fault list. The fault list consists of English Messages and Fault (Channel
and LRU) Messages. The English Messages indicate the presence and type of

faults (current or last leg) existing.
Operation
Pressing the DISPLAY button first displays an English message indicating
whether a current or last leg fault exists. If a fault exists, pressing the DIS-
PLAY button again will display the first fault the the fault list. Pressing the DIS-
PLAY button again will display the next fault message. Pressing and holding
the DISPLAY button for 2 seconds causes the display to go back to the begin-
ning of the list. The display automatically extinguishes after 30 seconds re-
gardless of the message being displayed.
RESET Button
Pressing the RESET button clears the YDM’s internal fault monitors. If the
YDM’s air/ground inputs indicate an on ground status, pressing the RESET but-
ton also initiates Power--Up test. An in air status would result only in the clear-
ing of internal fault monitors. If no current faults exist, then in either case this
action will result in the message ”NO FAULTS” or ”NO FAULT NOW” being dis-
played. The latter is indicative of existing last flight leg faults. If the DISPLAY
button is held depressed while the RESET button is pressed, the last leg faults
are cleared from the display. However, they are not cleared from memory (for
shop purposes), just tagged as ”not for display”. They may be untagged and
displayed again by recycling the CSEU power supplies.
TEST Display
Whenever the Power--Up Test or the Pre--Flight Test is in progress, the mes-
sage TEST RUNNING is displayed. Upon completion of either test, the display
shows and English message: ”NO FAULTS”, ”FAULTS NOW” or ”NO FAULTS
NOW”.

YAW DAMPER SYSTEM
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DISPLAY MESSAGE FAULT LIST
ENGLISH MESSAGES MEANING
NO FAULTS No current or last leg faults.

NO FAULT NOW No current faults but there are last leg faults.
FAULTS NOW There are current faults and the following list identifies them.
NO LEG FAULT No last leg faults, but there are fault(s) now.
LAST LEG There are last leg faults and the following list identifies them.
TEST RUNNING A Power--Up Test or a Pre--Flight Test is in progress.
xxxxxxx Channel and LRU current fault.
*xxxxxx Channel and LRU last leg fault (identified by asterisk).

YAW DAMPER SYSTEM
22--20
DISPLAY MESSAGE FAULT LIST cont.
CHANNEL & LRU FAULT MEANING
YDM A yaw damper module fault.

ACCEL An accelerometer fault.
CHAN CODE Left/Right Channel Code Wiring fault.
L ADC An ADC fault.
R ADC
ADC DIFF A comparison fault between ADCs.
AIRGND 1 Air/Ground discrete fault.
AIRGND 2
AIRGND 1/2
AIRGND Second air/ground discrete fault.
26 VAC Excitation fault
HYD SWITCH A hydraulic pressure switch fault.
L IRU An IRU fault.
C IRU
R IRU
IRU DIFF A comparison fault between IRUs.
LVDT A yaw damper servo LVDT fault or open wire.
YD ACT A yaw damper servo fault or open servo loop wire.
YD TEST Displayed if the yaw damper actuator fails fails to reach 3_ during preflight test
or all three IRUs SSM do not indicate ”test” or their test input values are incorrect.
IRUS OFF Displayed if the input monitor detects a total loss of all IRU data or all IRUs are off.
IRUS NCD Displayed if all three IRUs SSM indicate ”NCD” and IRUs are not off and the preflight test is not in progress.

YAW DAMPER SYSTEM
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Figure 11 YAW DAMPER MODULE BITE DISPLAY
YAW DAMPER SYSTEM
22--20
DISPLAY MESSAGE FAULT LIST cont.
Fault Priority
There is a specific order in the presentation of faults that should be noted.
Fault priority provides the person reviewing the fault list some degree of confi-
dence that the fault information being displayed was accurate.

If it exists the YDM fault is displayed first which renders the remaining fault in-
formation untrustworthy.
An accurate calculation of the L ADC and R ADC faults is dependent on the
box recognizing a valid channel code. If CHAN CODE is present, then it is pos-
sible that the appearance of a ADC fault may be faulting the wrong ADC. An
ADC DIFF fault follows both L ADC and R ADC in order to assist in the deter-
mination of which ADC caused the comparison fault.
An air/ground first fault (AIRGND 1, AIRGND 2, AIRGND 1/2) will precede a
second air/ground fault (AIRGND) to aid in the determination of which discrete
failed second.
The L, R and C IRU faults precede the IRU DIFF fault order to assist in deter-
mination of which IRU led to the comparison fault.
The remaining faults are not in any particular order.
YAW DAMPER MODULE BITE DISPLAY MESSAGES

The Yaw Damper Module BITE Display can be thought of as a ’window’ on the
fault list. Each pressing of the DISPLAY button moves the fault list up and a
message is displayed in the ’window’. Pressing the DISPLAY button when at
the bottom of list puts the ’window’ at the top of the list. The graphic illustrates
example displays.
Remember: pressing the DISPLAY button for 2 seconds puts the ’window’
back to the top of the fault list from anywhere in the list. Last leg faults are pre-
ceded by an asterisk, current faults are not.

YAW DAMPER SYSTEM
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Figure 12 YAW DAMPER MODULE BITE DISPLAY MESSAGES
YAW DAMPER SYSTEM
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YAW DAMPER COMMAND COMPUTATION
Yaw Damper Command
The yaw damper command is the sum of yaw rate, roll rate, lateral accelera-
tion, turn coordination, and modal suppression commands.

R Turn is body yaw rate computed from roll attitude during turn maneuvers.
This is subtracted from actual yaw rate to eliminate it from influencing the com-
mand. R Turn is processed further to generate the turn coordination command.
Roll rate corrected for body angle--of--attack provides the remaining beta dot
input.
Lateral acceleration, yaw rate and roll rate are summed and gain scheduled by
impact pressure to arrive at a beta dot command. Lateral acceleration and yaw
rate provide the highest order of gain in the beta dot computation.
The modal suppression command is generated from accelerometer input and
will be disabled for any ADC or accelerometer fault.
When the indicated angle of attack (AOA) is greater than 10_, turn coordina-
tion, Beta dot, and m/s commands are switched out, and the yaw damper com-
mand is based only on the yaw rate. This improves airplane handling in stall
conditions.
Output Command Processing
The servo command is authority limited to fixed or variable amounts depen-
dent on availability of ADC and IRU inputs in accordance with the table shown.
Variable authority is programmed vs true airspeed and is used when two ADCs
are valid but only one IRU is valid. For other combinations of availability,
ground speed is substituted for true airspeed and authority is either ±3.0_ de-
grees or ±0.3 degrees rudder as shown in the table. Commands are applied
through a 5--second easy--on--easy off when the A/G discrete indicates A/C
takeoff and landing, respectively.
As shown in the table, fixed values for angle--of--attack and impact pressure
are used with the indicated ADC and IRU availability. Otherwise,actual values
(VAR) are used.

YAW DAMPER SYSTEM
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Figure 13 YAW DAMPER COMMAND COMPUTATION
YAW DAMPER SYSTEM
22--20
YAW DAMPER PREFLIGHT TEST
Hydraulics between commanded actuator position and feedback position. They should
Center hydraulic power is required for operation of the left yaw damper system agree within 0.5 degrees. The test is completed within ten seconds.
and left hydraulic power for the right yaw damper system. The yaw damper inop annunciator goes out within fifteen seconds of test initia-
WARNING: PERSONNEL AND STANDS SHALL BE CLEAR OF tion indicating satisfactory completion of test. All fault messages on the front

CONTROL SURFACES AND CONTROL COLUMN WHEN panel of both yaw damper modules should show black.
HYDRAULIC SYSTEMS ARE PRESSURIZED. The mode and status annunciators will illuminate on the inertial reference mode
panel during IRU test mode. Additionally, IRS test values may appear on cock-
Electrical pit indicating systems. Details of the IRS test are spelled out in the Inertial Ref-
The ac and dc circuit breakers for the flight control electronics and the dc circuit erence System book (34--21).
breakers for the yaw dampers should be closed. If the position test and any one !RU data are satisfactory, the INOP indications
Interfacing Systems are cancelled and the system returns to the ground operation mode. If the
position test or all three IRU data tests fail, the INOP indication persists and the
The following systems are required to be operating during yaw damper test: auto--disengage relay is actuated.
S Air Data System (ADS). The test may be repeated for the other system.
S Inertial Reference System (IRS) -- Nav mode --
S airplane parked or less than 20 knots.
S Engine Indicating and Crew Alerting System (EICAS) -- Status page.
S Air Ground Relays.
Yaw Damper Systems
The yaw damper system should be powered for a minimum of thirty seconds.
Verify that inop annunciators are extinguished.
Operation
Momentarily pressing the yaw damper test switch up or down activates the pre-
flight test mode in either the left or right yaw damper module.
The inop annunciator for both channels is on during test of each channel. The
yaw damper module simultaneously stimulates the test mode in all three IRUs.
The IRUs transmits normal IRU test values for roll angle, body roll rate, yaw
rate, body lateral acceleration and ground speed over the ARINC 429 bus.
Since the yaw damper module is in the pre--flight test mode, it accepts these
IRU test values and tests for proper performance. If any IRU input is not within
limits, an IRU fault will display.
The rudder position indicator will move 3_ right, return to 0_, then 3_ left and
return to 0_. Each position is held momentarily and checked for difference

YAW DAMPER SYSTEM
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Figure 14 YAW DAMPER PREFLIGHT TEST
YAW DAMPER SYSTEM
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AUTO FLIGHT BOEING 767

YAW DAMPER SYSTEM

ATA 22 AUTO FLIGHT

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YDM Test Logic

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-- Airplane type monitor fault

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ENGLISH MESSAGES MEANING

NO FAULTS No current or last leg faults.

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CHANNEL & LRU FAULT MEANING

YDM A yaw damper module fault.

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Lufthansa LAN Technical Training

YAW DAMPER MODULE BITE DISPLAY MESSAGES

For Training Purposes Only

Lufthansa LAN Technical Training

Lufthansa LAN Technical Training

For Training Purposes Only

Lufthansa LAN Technical Training

Lufthansa LAN Technical Training

For Training Purposes Only