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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 Page 19-1

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Table of Contents
Automatic Flight System Flight Control Computers Autopilot Flight Director System Mode Control Panel Flight Director/CWS/Autopilot Yaw Damper Autothrottle 3 4 7 8 10 13 15

Table of Illustrations
Figure 19-1. Figure 19-2. Figure 19-3. Figure 19-4. Figure 19-5. Figure 19-6. Figure 19-7. Figure 19-8. Autoflight Control Autoflight Displays and Warnings Autoflight Sensors Autoflight Director System Mode Control Panel PFD with Flight Director Bars Flight Control Panel Yaw Damper Indication 4 4 5 6 9 10 13 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 through indications on the displays, or the ability for fully automatic flight. No one component acts on its own to control the others. Rather, it is a digital, analog and mechanical symphony that allows for smooth, efficient, and automated flight control. Everything else we talk about in this Autoflight lesson will be assumed to be encompassed by the overall subject of the AFS. Consider AFS the mother ship of Autoflight. For simplicity reasons from here on out, well refer to the AFS as simply Autoflight. 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 all of 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 autoflight control column and control surface movement we have (figure 19-1) :
Control Column Force Transducers Aileron and Elevator Actuators STAB Trim Electric Actuator Mach Trim Actuator

Control Column Force Transducers

BEFORE TAKEOFF CONFIG RECALL FLIGHT CONTROLS FLAPS STAB TRIM TAKEOFF BRIEFING CABIN AUTOPILOT DISENGAGE START SWITCHES MCP TRANSPONDER LANDING & STROBE LIGHTS RETRACTS AFTER TAKEOFF AIR COND. & PRESS START SWITCHES LANDING GEAR AUTOBRAKE FLAPS ALTIMETERS DESCENT PRESSURIZATION ANTI-ICE APP. BRIEF & FUEL IAS&ALT BUGS LAND ALT____ AS REQUIRED DISCUSSED CHECKED&SET SET AS REQUIRED UP&OFF OFF UP NO LIGHTS SET CHECKED CHECKED CHECKED ____ UNITS REQD ____ SET REVIEWED SECURE CONT SET TA/RA ON ON

BEFORE TAKEOFF CONFIG RECALL FLIGHT CONTROLS FLAPS STAB TRIM TAKEOFF BRIEFING CABIN START SWITCHES MCP TRANSPONDER LANDING & STROBE LIGHTS RETRACTS AFTER TAKEOFF AIR COND. & PRESS START SWITCHES LANDING GEAR AUTOBRAKE FLAPS ALTIMETERS DESCENT PRESSURIZATION ANTI-ICE APP. BRIEF & FUEL IAS&ALT BUGS LAND ALT____ AS REQUIRED DISCUSSED CHECKED&SET SET AS REQUIRED UP&OFF OFF UP NO LIGHTS SET CHECKED CHECKED CHECKED ____ UNITS REQD ____ SET REVIEWED SECURE CONT SET TA/RA ON ON AUTOPILOT DISENGAGE

____ REQD ____ SELD, GREEN LIGHT

____ REQD ____ SELD, GREEN LIGHT

APPROACH ALTS & INST APPROACH AIDS SBY ADI SET & X-CKD CHECKED & SET SET

APPROACH ALTS & INST APPROACH AIDS SBY ADI SET & X-CKD CHECKED & SET SET

LANDING ENGINE START SWS CONT RECALL CHECKED SPEEDBRAKE ARMED ONLY LANDING GEAR ON, 3 GREEN AUTOBRAKE SET FLAPS GREEN LT LANDING LIGHTS ON

LANDING ENGINE START SWS CONT RECALL CHECKED SPEEDBRAKE ARMED ONLY LANDING GEAR ON, 3 GREEN AUTOBRAKE SET FLAPS GREEN LT LANDING LIGHTS ON

ROCKWELL COLLINS

J2 J3
FLIGHT CONTROL COMPUTER PART NUMBER SERIAL NO. REJECTION TAG NO.

DANGER

THE BOEING CO.

FCC - 730

Aileron and Elevator Actuators Mach Trim Actuator STAB Trim Electric Actuator

Figure 19-1. Autoflight Control Column and Control Surface

ROCKWELL COLLINS

J2 J3
FLIGHT CONTROL COMPUTER PART NUMBER SERIAL NO. REJECTION TAG NO.

Aural Warning Module

DANGER

THE BOEING CO.

FCC - 730

Remote Electronic Unit

ARM LNAV VNAV

FD

Status Annunciator

Common Display System

Under displays and warnings we have (figure 19-2) :

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Figure 19-2. Autoflight Displays and Warnings

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Flight Control Computers (Cont.)

The Common Display System (CDS) Aural Warning Module Autoflight Status Annunciator Remote Electronic Unit
Switches

Under sensors we have (figure 19-3) :

Control position sensors Switches Navigation (NAV) Sensors Air Data Inertial Reference Unit (ADIRU)
ADIRU
ROCKWELL COLLINS

Navigation Sensors
COLLINS
LRU STATUS CONTROL FAIL

HG2050

AIR DATA INERTIAL REFERRENCE UNIT

ADIRU
J2 J3

Honeywell
!
DANGER

FLIGHT CONTROL COMPUTER PART NUMBER SERIAL NO. REJECTION TAG NO.

THE BOEING CO.

FCC - 730

TEST

VOR-9000

And finally, 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 (figure 19-4).
The Mode Control Panel (MCP) Flight Management Computers (FMCs) Autothrottle
Control Position Sensors

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.

Figure 19-3. Autoflight Sensors

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Flight Control Computers (Cont.)

Again, it cant be stressed enough that without this essential central hub, which we referred to as the conductor of the symphony, these components wouldnt have a way to communicate.
MA

MCP

MA

It takes a central location for processing to make sure that the information input by the pilots to the MCP, Autothrottle and FMCs turn into control movements, smooth automated flight, and successful navigation. The real kicker that jumps out is that the computers themselves are nothing special compared to todays computers. Although they are undoubtably very sturdy and robust in their ability to withstand a lot of environmental conditions beyond normal home computers, they are vastly underpowered, even when compared to a smartphone.

ACT RTE YOW CELAR YSO

258 222 185 256 322

LEGS
11.2NM

1/3
ROCKWELL COLLINS

250 / 6183

WASIE TULOT

294 / FL190 130.4NM ACT RTE LEGS 1/3 240 / 8872 322 11.2NM YOW10.1NM 250 / 6183 210 / 7000 256 26.5NM
10.1NM CELAR

26.5NM

1.0/0.06 NM

210 / 130.4NM 5125 258 RNP / ACTUAL - - - - - - - - - - - - - - - - - - - - - 240 YSO WASIE TULOT
185 222 10.1NM

294 / FL190

FMCs

/ 8872 RTE DATA> 10.1NM 210 / 7000 210 / 5125 RTE DATA>
!
DANGER

J2 J3
FLIGHT CONTROL COMPUTER PART NUMBER SERIAL NO. REJECTION TAG NO.

INIT REF MENU N1 LIMIT PREV PAGE

RTE LEGS FIX NEXT PAGE

CLB INIT REF

1.0/0.06 NM
CRZ HOLD

RNP / ACTUAL - - - - - - - - - - - - - - - - - - - - DES

PROG

EXEC

THE BOEING CO.

INIT REF MENU

A F
RTE LEGS FIX

B G L
CLB INIT REF

C H
CRZ

D I
HOLD

E
DES

FCC - 730
EXEC

J D I N S X / E J O T Y
CLR

1 4 7

2 5 8 0

3 N1 K
LIMIT PAGE

6PREV PNEXT Q
PAGE

+/-

9 1 4 7

U 2 Z 5 8 0

SP

V 3 6 9

M A R F W K
DEL

N O B C S T G H X Y L M / CLR Q R V
SP

PROG

U Z

W
DEL

+/-

S P D B R K

1
DOWN
STAB TRIM
APL NOSE DOWN
0

2
FLAP UP

ARMED

0 1 2

STAB TRIM
APL NOSE DOWN
0

50%

10

01

15

FLIGHT DETENT

51

APL NOSE UP

A/T DISENGAGE

A/T DISENGAGE

FLAP

10 15 25 30
HORN CUTOUT

LPA ESON PU

UP

IDLE

1
PARKING BRAKE PULL
CUTOFF

40

FLAP DOWN

PARK BRAKE LIGHT

Autothrottle

Figure 19-4. Autoflight Director System

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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 which autoflight 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 flight could be performed without the use of the FMC, but it wouldnt be economical for the operating airline, or efficient for the pilots flying. We consider the FMC to be an integral piece to the autoflight 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 flights we perform as part of your overall 737NGX Training. Notes

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Mode Control Panel

The main means of interacting with the AFDS and FCCs is by means of the Mode Control Panel; what we will call the MCP (figure 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 fly-by-wire system that 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 the Autothrottles Selecting course and heading Selecting target speeds and altitude

to the MCP. There will be much more to come as were flying later, as mentioned many times during this lesson. Our goal in teaching you about each component on the MCP later on in this training is to instill healthy verification habits of the selected mode, the indications that should appear, and what should happen as a result. Although highly unlikely that the autoflight system would actually do something out of the ordinary, this places the operating crew in a constant state of awareness about what is selected and indicated. Just as checklists are essential, we will also be verifying and checking that the commanded MCP modes match up with FMA, flight mode annunciator, indications. The MCPs communication with the FCCs, and therefore every other component of Autoflight, is uniquely tailored for each flight 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 autoflight actuators, or displays to the pilots via the Flight Director and Instruments.

Now, its actually not that simple and easy when it comes
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Course Select

Autothrottle Switch

Target Speed Select

Heading Select

Target Altitude Select

Autopilot Engagement

MA

MA

Flight Director Switch

Figure 19-5. Mode Control Panel

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Flight Director/CWS/Autopilot
This system as a whole is useful to the pilot flying in different ways. The first type of display and commands well talk about is the flight director. The flight director is essentially an FCC data driven display on the Primary Flight Display, or PFD. Some call these the flight director bars, but they can also be displayed in a wings format. Depending on the mode selected from the MCP, the FCCs send the information through various components to then be displayed for the pilots to follow. Flight Directors are turned on from the MCP, both on the Captain and First Officer side, as each side has its own independent flight director system, which communicates with their respective FCC. Now, flying with flight 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 flight
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ARM LNAV VNAV

FD

Figure 19-6. PFD with Flight Director Bars

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FD/CWS/AP (Cont)
directors in the off position, although this kind of situation is rare because of operating procedures that both we and the vast majority of airlines use. Meaning, flight directors are turned on at some point during the preflight, and will remain so until at your destination. FCC data used for commands to the flight director and the autopilot system are actually filtered differently. The commands you see on screen when flying with the flight director is not the same data the autopilot uses. The autopilot data is more filtered, detailed, and looks ahead to a greater degree. In certain situations, for example on takeoff when autopilot isnt available, the flight 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 flight director often in all handflown situations when we are in FlightWork and LineWork, where youll learn to become very familiar with mode selection via the MCP and Autoflight guidance via the Flight Directors. Autopilot operation in and of itself is pretty simple when
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one can gain an understanding of the flight director. It appears as though the autopilot is simply following the flight 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 flight mode annunciator, and the fact that the flight director is giving you commands to follow those modes, its easy to understand that the autopilot, in basic form, does the exact same thing. Autopilot, in the most simple explanation, simply follows flight director commands. Its like you, only automatic and better at flying 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.

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FD/CWS/AP (Cont)
Control wheel steering, although an arguably simplified version of the MD-11 LSAS, can hold pilot commanded roll AND pitch. Unlike flight director, the autopilot actuators are working to keep the flight 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 a dog, Sit... Stay.... Thats what CWS does. It wont move, it wont adjust. It simply stays put. In an actual example, although the MCP is set in HDG SEL and 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 reflected through the flight directors. Control Wheel Steering, however, remains in the same commanded position. Sit. Stay.
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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 flying. Once you see what it does, youll understand. Just as with the flight director, well be showing you a bit of the control wheel steering capabilities of the 737NGX during our flights.

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Yaw Damper
A few topics remain for this Autoflight lesson, that if not explained now, will likely slip through the cracks. So well discuss 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 fit into Autoflight. 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 first large jet aircraft being used to fly 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 flying 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
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Yaw Damper Switch

Figure 19-7. Flight Control Panel

Figure 19-8. Yaw Damper Indication

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Yaw Damper (Cont.)

lesson, as it is an autoflight subsystem. It is dependent on the sensors that are a part of this system, and it also looks ahead to smoothly transition from one control movement to the next. Yaw damper is generally engaged prior to flight on the overhead panel, on the flight control subpanel. This is generally part of the preflight flows, 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. Notes

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Autothrottle
The autothrottle is tightly integrated with Autoflight to ensure that by whatever mode the pilots wish to operate in, selected of course on the MCP (Figure 19-5), the flight 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 reflect the thrust being output by the engines. Autothrottle is armed on the MCP . From the MCP, not only is autothrottle armed for autoflight 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 autoflight 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 flying in VNAV mode, the flight management computer essentially requests the specified numbers, and therefore
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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, switch that 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 flight. During the course of our flights, 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 its 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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Autoflight

Autothrottle (Cont.)
protected from undue wear. The EEC is also mentioned in the Engines lesson. Notes

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