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The material covered in this document is based off information obtained from
the original manufacturers Pilot and Maintenance manuals. It is to be used
for simulation purposes only.
Copyright 2012 by Angle of Attack Productions, LLC
All rights reserved
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Table of Contents Table of Illustrations
Automatic Flight System 3
Flight Control Computers 4
Autopilot Flight Director System 7
Mode Control Panel 8
Flight Director/CWS/Autopilot 10
Yaw Damper 13
Autothrottle 15
Figure 19-1. Autoight Control 4
Figure 19-2. Autoight Displays and Warnings 4
Figure 19-3. Autoight Sensors 5
Figure 19-4. Autoight Director System 6
Figure 19-5. Mode Control Panel 9
Figure 19-6. PFD with Flight Director Bars 10
Figure 19-7. Flight Control Panel 13
Figure 19-8. Yaw Damper Indication 13
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Automatic Flight System
The Automatic Flight System, or AFS, is a suite of different
components that allows the pilot to get guidance throughindications on the displays, or the ability for fully automatic
ight. No one component acts on it s own to control
the others. Rather, it is a digital, analog and mechanical
symphony that allows for smooth, efcient, and automated
ight control.
Everything else we talk about in this Autoight lesson will be
assumed to be encompassed by the overall subject of theAFS. Consider AFS the mother ship of Autoight.
For simplicity reasons from here on out, well refer to the AFS
as simply Autoight.
Notes
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Flight Control Computers
The brain of the entire operation lies with the Flight Control
Computers, or FCCs. The FCCs take information from allof the different components, and through a tremendous
amount of data from various sensors and systems, sends
that information out again to continually keep the system
running harmoniously.
Consider the FCC to be the conductor of the symphony
mentioned earlier. Without the FCC as the conductor, all
the components would be off timing and off key, if you will.
There are two FCCs located on the 737NGX. These are
referred to as an A and B FCC. Each FCC has its own set
of 16 bit processors. Each processor calculates different
functions of aircraft operation.
Under autoight control column and control surface
movement we have (gure 19-1) :
Control Column Force Transducers
Aileron and Elevator Actuators
STAB Trim Electric Actuator
Mach Trim Actuator
Under displays and warnings we have (gure 19-2) :
AUTOPILOTDISENGAGE
2 70
CO NFIG
BEFORE TAKEOFF
AFTERTAKEO FF
DESCENT
APPRO ACH
LANDING
CHECKEDR EC AL L C HE CK EDFLIG HTCONTROLS CHECKEDFLAPS ____REQ D____SELD,G REENLIG HT
STABTRIM ____UNITSREQ D____SETTAKEO FF BRIEFING REVIEWEDCABIN SECURE
START SWITCHES CONT
MCP SETT R A NS P O ND E R T A / R ALANDING &STRO BELIGHTS O NR ET RA CT S O N
AIRCO ND.& PR ES S S ETSTART SWITCHES AS REQ UIREDLANDINGGEAR UP&OFFA U TO B RA K E O FFFLAPS UPNOLIGHTSALTIMETERS SET
PRESSURIZATION LANDALT____ANTI-ICE ASREQ UIREDAPP.BRIEF&FUEL DISCUSSEDIAS&ALT BUG S CHECKED&SET
ALTS &INST SET &X-CKDAPPRO ACHAIDSCHECKED&SETSBYADI
SET
ENG INESTARTS W S C O N TRECALL CHECKEDSPEEDBRAKE ARMEDO NLYLANDING G EARO N,3G REENAUTO BRAKE SETF L A PS G R E EN L TLANDING LIG HTS O N
AUTOPILOTDISENGAGE
27
0
CO NFIG
BEFO RETAKEO FF
AFTERTAKEO FF
DESCENT
APPRO ACH
LANDING
CHECKEDR EC AL L C HE CK EDFLIG HTCONTROLS CHECKEDFLAPS ____REQ D____SELD,GREENLIGHT
STABTRIM ____UNITS REQ D____SETTAKEOFF BRIEFING REVIEWEDCABIN SECURE
START SWITCHES CONT
MCP SETT R A N SP O N DE R T A / RALANDING &STRO BELIGHTS O NR ET RA CT S ON
AIRCO ND.& P R ES S S ETSTART SWITCHES AS REQUIREDLANDING GEAR UP&OFFA U TO B RA K E O F FFLAPS UPNOLIGHTSALTIMETERS SET
PRESSURIZATION LANDALT____ANTI-ICE ASREQ UIREDAPP. BRIEF&FUEL DISCUSSEDIAS&ALT BUG S CHECKED&SET
ALTS &INST SET &X-CKDAPPRO ACHAIDSCHECKED&SETSBYADI
SET
ENGINESTARTS W S C O N TRECALL CHECKEDSPEEDBRAKE ARMEDO NLYLANDING G EARO N, 3GREENAUTO BRAKE SETF L A PS G R E EN L TLANDING LIG HTS O N
PART NUMBER
SERIAL NO.
REJECTION TAG NO.
THE BOEING CO.
FCC-730
ROCKWELL
COLLINS
!
DANGER
FLIGHT CONTROLCOMPUTER
J3
J2
ARM
LNAV
FD
VNAV
PART NUMBER
SERIAL NO.
REJECTION TAG NO.
THE BOEING CO.
FCC-730
ROCKWELL
COLLINS
! DANGER
FLIGHT CONTROLCOMPUTER
J3
J2
Figure 19-1. Autoight Control Column and Control Surface
Figure 19-2. Autoight Displays and Warnings
Control Column Force Transducers
Aileron and
Elevator Actuators
STAB Trim Electric
Actuator
Mach Trim
Actuator
Aural
Warning
Module
Status
Annunciator
Common
Display System
Remote
Electronic Unit
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The Common Display System (CDS)
Aural Warning Module
Autoight Status Annunciator
Remote Electronic Unit
Under sensors we have (gure 19-3) :
Control position sensors
Switches
Navigation (NAV) Sensors
Air Data Inertial Reference Unit (ADIRU)
And nally, the components that we spend the most time
interacting with. These components, which we will talk about
in the next section, make up the AFDS, Autopilot Flight
Director System (gure 19-4).
The Mode Control Panel (MCP) Flight Management Computers (FMCs)
Autothrottle
From these images you can tell that the FCCs take a
tremendous amount of information, sort through that
information, and send it back out as needed.
Flight Control Computers (Cont.)
HG2050
Honeywell
AIRDATAINERTIAL
REFERRENCE UNIT
ADIRU
COLLINS
LRUSTATUS
CONTROLFAIL
VOR-9000
TEST
PART NUMBER
SERIAL NO.
REJECTION TAG NO.
THE BOEING CO.
FCC-730
ROCKWELLCOLLINS
!
DANGER
FLIGHT CONTROLCOMPUTER
J3J2
Figure 19-3. Autoight Sensors
Switches
ADIRU
Control Position
Sensors
Navigation Sensors
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Autopilot Flight Director System
If the FCCs are the brains of the operation, the AFDS is
the management. This is where as pilots we choose whichautoight mode the aircraft operates in with the MCP, what
automatic power setting the engines are commanded to
with autothrottle, and also if we choose to use the complex
FMC system to use various AFDS modes.
Although technically the FMC is NOT part of the AFDS,
we include it here because it is tightly integrated with not
only the AFDS, but the FCCs themselves. A ight could beperformed without the use of the FMC, but it wouldnt be
economical for the operating airline, or efcient for the
pilots ying. We consider the FMC to be an integral piece
to the autoight puzzle, which is why weve dedicated a
whole section of GroundWork to it, and why you will see
extensive operation with the CDU, control display unit,
in the ights we per form as part of your overall 737NGX
Training.
Notes
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to the MCP. There will be much more to come as were
ying later, as mentioned many times during this lesson.
Our goal in teaching you about each component on the
MCPlater on in this training is to instill healthy verication
habits of the selected mode, the indications that should
appear, and what should happen as a result.
Although highly unlikely that the autoight system would
actually do something out of the ordinary, this places theoperating crew in a constant state of awareness about
what is selected and indicated.
Just as checklists are essential, we wi ll also be verifying and
checking that the commanded MCP modesmatch up with
FMA, ight mode annunciator, indications.
The MCPscommunication with the FCCs, and therefore
every other component of Autoight, is uniquely tailored for
each ight mode that the aircraft is in. Each mode, as you
look across the vast options on the MCP, has a different
set of commands that the FCC sends to the autoight
actuators, or displays to the pilots via the Flight Director
and Instruments.
Mode Control Panel
The main means of interacting with the AFDS and FCC s is
by means of the Mode Control Panel; what we will call theMCP (gure 19-5). This is a panel that you will learn to be
intimately familiar with as you progress through FlightWork
and LineWork.
One philosophy of Boeing that differs from other aircraft
manufacturers is the ability for total pilot control at any time.
Although the 737NG is not at the technological pinnacle
of the Boeing aircraft line with a complete y-by-wire systemthat has some pilots on edge, the same philosophy of pilot
interaction and control, very much seen in action with the
MCP, is seen in all 700 series aircraft to a varying degree.
Some of the functions of the MCP, to name an important
minority, are:
Engagement of the Autopilots
Turning on the Flight Directors
Selecting the mode of operation
Arming theAutothrottles
Selecting course and heading
Selecting target speeds and altitude
Now, it s actually not that simple and easy when it comes
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MA MA
Figure 19-5. Mode Control Panel
Course
Select
Autothrottle
Switch
Target
Speed
Select
Heading
Select
Target
Altitude
Select
Autopilot
Engagement
Flight Director
Switch
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Flight Director/CWS/Autopilot
This system as a whole is useful to the pilot ying in different
ways. The rst type of display and commands well talkabout is the ight director.
The ight director is essentially an FCC data driven display
on the Primary Flight Display, or PFD. Some call these the
fight director bars, but they can also be displayed in a
wings format.
Depending on the mode selected from the MCP, theFCCs send the information through various components to
then be displayed for the pilots to follow.
Flight Directorsare turned on from the MCP, both on the
Captain and First Ofcer side, as each side has it s own
independent ight director system, which communicates with
their respective FCC.
Now, ying with ight director is a fully manual mode for
the pilots. At this time the autopilot is NOT controlling the
aircraft. Rather, the same system that tells the autopilot
control actuators what to do is simply displaying that data
to you the pilot so you can follow the commands yourself.
In fact, the autopilot can be engaged with the ight
ARM
LNAV
FD
VNAV
Figure 19-6. PFD with Flight Director Bars
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one can gain an understanding of the ight director. It
appears as though the autopilot is simply following theight director commands once engaged, however, as
mentioned before, the actual data used varies a bit.
Regardless, once you gain an understanding of the
MCP mode selection, the modes displayed on the ight
mode annunciator, and the fact that the ight director
is giving you commands to follow those modes, its easy
to understand that the autopilot, in basic form, does theexact same thing.
Autopilot, in the most simple explanation, simply follows ight
director commands. It s like you, only automatic and better
at ying the airplane in most situations.
However, there is a between mode that is often forgotten.
This is called Control Wheel Steering.
For those of you familiar with our MD-11 Training, you know
that that aircraft has a system called the LSAS. Essentially
the pilot doesnt have to trim. The pilot simply places the
vertical target where desired and the system will adjust
automatically and keep that pitch attitude.
FD/CWS/AP (Cont)
directors in the off position, although this kind of situation is
rare because of operating procedures that both we andthe vast majority of airlines use. Meaning, ight directors are
turned on at some point during the preight, and will remain
so until at your destination.
FCC data used for commands to the ight director and
the autopilot system are actually ltered differently. The
commands you see on screen when ying with the ight
director is not the same data the autopilot uses. Theautopilot data is more ltered, detailed, and looks ahead
to a greater degree.
In certain situations, for example on takeoff when autopilot
isnt available, the ight director is available. Although
takeoff is largely a visual maneuver, the Flight Director will
give commands until the autopilot can take over at 800
feet AGL.
Well be using the ight director often in all handown
situations when we are in FlightWork and LineWork, where
youll learn to become very familiar with mode selection via
the MCPand Autoight guidance via the Flight Directors.
Autopilot operation in and of i tself is pretty simple when
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View it this way.
Flight Director is continually adjusted manually Control wheel steering is periodically adjusted manually
and held automatically
Autopilot is fully automatic
Much of what you are learning here is literally seeing is
believing. That is why weve chosen to cover most of the
topics in the aircraft while were ying. Once you see what it
does, youll understand.
Just as with the ight director, well be showing you a bit
of the control wheel steering capabilities of the 737NGX
during our ights.
FD/CWS/AP (Cont)
Control wheel steering, although an arguably simplied
version of the MD-11 LSAS, can hold pilot commanded rollAND pitch.
Unlike ight director, the autopilot actuators are working to
keep the ight attitude the pilot has set using the control
wheel. However, unlike the the autopilot, the system will not
follow continuous changes. Its a set it and stay command.
Just imagine if you will tell your airplane, as you would adog, Sit... Stay.... Thats what CWS does. It wont move, it
wont adjust. It simply stays put.
In an actual example, although the MCPis set in HDG
SELand LVL CHG, the pilot can only set where he thinks
the aircraft should go to hold that setting. If a variable
changes, say airspeed, wind direction and so on, the
FCCs will undoubtably make some minor adjustments to
what it thinks should be done. The autopilot would jump
on those commands and make the adjustments, or it
would be reected through the ight directors. Control
Wheel Steering, however, remains in the same commanded
position.
Sit. Stay.
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Yaw Damper
A few topics remain for this Autoight lesson, that if not
explained now, will likely slip through the cracks. So welldiscuss the Yaw Damper and Autothrottle systems in quick
succession in the remaining minutes of this video to give
you an idea on why they are essential, and how they t
into Autoight.
As the aircraft moves through the air, it is not only constantly
working to overcome the forces acting upon it, but it is also
working against environmental conditions like turbulence.
Turbulence, gusts and Dutch roll are the reasons that yaw
damper became such an essential system for jet passenger
aircraft. This started with the rst large jet aircraft being
used to y passengers, back in the Golden Years of
passenger service.
Yaw damper essentially keeps the aircraft continually
coordinated about the vertical axis, eliminating unneeded
yaw. This not only keeps the aircraft ying smoother but it
also keeps the passengers comfortable. Otherwise, youd
have a lot of people getting constantly wobbled about
by Dutch roll.
Many would be surprised yaw damper does belong in this
Yaw Damper Switch
Figure 19-7. Flight Control Panel
Figure 19-8. Yaw Damper Indication
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lesson, as it is an autoight subsystem. It is dependent on
the sensors that are a part of this system, and it also looksahead to smoothly transition from one control movement to
the next.
Yaw damper is generally engaged prior to ight on the
overhead panel, on the fight control subpanel. This is
generally part of the preight ows, which youll learn later
on in the training.
Yaw Damper is also indicated right above the standby
instruments, captains side of the main panel, just under the
glareshield.
Yaw Damper (Cont.)
Notes
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Autothrottle
The autothrottle is tightly integrated with Autoight to
ensure that by whatever mode the pilots wish to operatein, selected of course on the MCP (Figure 19-5), the ight
control computer A, in this case, and the autothrottle
computer, can send commands for thrust output.
All commands from the autothrottle computers move down
the line to eventually show the physical movement of the
thurst levers on the control stand in addition to showing
indications on the displays that reect the thrust beingoutput by the engines.
Autothrottle is armed on the MCP.From the MCP, not only
is autothrottle armed for autoight modes, but there is also
direct control of thrust through the speed and N1 modes
on the left portion of the MCP.
When in N1 or speed modes, autothrottle is not controlled
by any other part of the autoight system apart from its
normal communication with the FCC, thrust levers, and
therefore the engines.
Whereas, as youll see later, if the aircraft is commanded
and ying in VNAV mode, the ight management computer
essentially requests the specied numbers, and therefore
thrust setting, that it needs.
This is indirect control through the FCCs to the engines,
eventually.
On the thrust lever is also a Take Off Go Around, or TO/
GA, switchthat selects either the takeoff or go around
modes, directly from the thurst lever. The idea here is that
the pilots can keep their hand on the thrust lever at all
times during those critical phases of ight.
During the course of our ights, well be discussing the
autothrottle indications. For the most part, however,
apart from the engine indications and the Flight Mode
Annunciator, most of what the autothrottle does is
transparent and simply takes the thrust numbers required by
the various modes and does it s best to deliver that thrust
from the engines in a smooth manner.
EEC, electronic engine control, is the last component that
the autothrottle uses. Although not part of the autothrottle
system, the autothrottle system still uses EEC targets to set
thrust for takeoff, climb, and max thrust go arounds. These
are fairly aggressive modes that require monitoring to
ensure the engines are kept within good working order and
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protected from undue wear. The EEC is also mentioned in
the Engines lesson.
Autothrottle (Cont.)
Notes