Aoa 737ngx Groundwork Autoflight Handout

8/13/2019 Aoa 737ngx Groundwork Autoflight Handout

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Autofight www.flyaoamedia.comPage 19-1Rev 1.0 JUN 12

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


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


J3J2

Figure 19-3. Autoight Sensors

Switches

ADIRU

Control Position

Sensors

Navigation Sensors


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8/17Autofight www.flyaoamedia.comPage 19-7Rev 1.0 JUN 12

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



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



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



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



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



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.



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



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



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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Autofight www.flyaoamedia.comPage 19-16R 1 0 JUN 12

protected from undue wear. The EEC is also mentioned in

the Engines lesson.

Autothrottle (Cont.)

Notes

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