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AUTOPILOT FLIGHT DIRECTOR SYSTEM

CH 22

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ATA 22 AUTOPILOT FLIGHT DIRECTOR SYSTEM


AUTOPILOT FLIGHT DIRECTOR SYSTEM - INTRODUCTION ............4
TMS - GENERAL DESCRIPTION ...........................................................8
MAINT MONITOR SYSTEM - MCDP AUTO PWR ON MODE..............10
FLT CONT/HYD - GENERAL DESCRIPTION ......................................12
FLT CONT/HYD - FLIGHT CONTROLS - INTRO .................................14
COMPONENT LOCATION - FLIGHT CMPTMNT .................................16
FLT CONT/HYD - COMPONENT - HYD SYS CONTROLS ..................18
FLT CONT/HYD - COMPONENT - FLT CNTRL INDICATORS ............20
FLT CONT/HYD - AILERON CONTROL SYSTEM ...............................22
FLT CONT/HYD - ELEVATOR CONTROL SYSTEM ............................24
FLT CONT/HYD - RUDDER CONTROL SYSTEM ................................26
YSM - YAW DAMPER INTRODUCTION ...............................................28
YSM - YAW DAMPER - GENERAL DESCRIPTION .............................30
YSM - YAW DAMPER - COMPONENT LOCATION .............................32
YSM - GENERAL DESCRIPTION .........................................................34
YSM - GENERAL DESCRIPTION - FUNCTIONS .................................36
YSM - FAULT RECORDING ................................................................38
YSM - BITE ...........................................................................................40
YSM - FAULT ANNUNCIATION ............................................................42
YSM - YAW DAMPER - PRE FLT TEST FROM FLT DECK .................44
YSM - STAB TRIM - INTRODUCTION ..................................................46
YSM - STAB TRIM - COMPONENT LOC - FLT DECK .........................48
YSM - STAB TRIM - CMPNT LOC - MEC AND JKSCRW AREA ..........50
YSM - STAB TRIM - GENERAL DESCRIPTION ..................................52
YSM - STAB TRIM - FUNCTIONAL MODE PRIORITY .........................54
STAB TRIM SYS - MNL ELEC STAB TRIM - DESCRIPTION .............56
STAB TRIM SYS - ALT ELEC STAB TRIM - FCTNL DESC .................58
YSM - STAB TRIM - FCTNL DESC - AUTO STAB TRIM... ...................60
YSM - STAB TRIM- FAULT ANN - STAB TRIM ....................................62
YSM - STAB TRIM - FAULT ANN - UNSCHEDULED TRIM .................70
FLT CONT/HYD - GEN DESC - FLIGHTCONTROLS ...........................72
AUTOPILOT CONTROL SERVO ..........................................................74
LATERAL CENTRAL CONTROL ACTUATORS .................................76
AFDS GENERAL - AFDS - GENERAL DESCRIPTION .......................78
AUTOPILOT FLIGHT DIRECTOR SYSTEM .........................................80
AFDS GENERAL - BLOCK DIAGRAM ..................................................82

AFDS GENERAL - COMPONENT LOCATION .....................................84


MODE CONTROL PANEL - FUNCTIONS ............................................86
AFDS - ANN AND WARN - GEN DESCRIPTION .................................88
AFDS GEN - AUTOLAND STATUS ANNUNCIATORS .........................90
AFDS - FUNC DESC - ASA - DISPLAY SEQUENCE -1 ........................92
AFDS - FUNC DESC - ASA - DISPLAY SEQUENCE - 2 ......................94
AFDC - FUNC DESC - ASA - DISPLAY SEQUENCE - 3 ......................96
AFDS - FUNC DESC - ASA - DISPLAY SEQUENCE - 4 ......................98
MODE CONTROL PANEL INTERNALS .............................................100
ENGAGE LOGIC - SIMPLIFIED .........................................................102
ENGAGE LOGIC DETAILS - HARDWARE MONITORS .....................104
INTERFACE - FCC CROSS-CHANNEL DATA ...................................106
AFDS POWER DISTRIBUTION ..........................................................108
AFDS FCC POWER DISTRIBUTION .................................................110
AUTOLAND POWER SWITCHING - FUNC DESC ............................112
AFDS GENERAL - POWER ISOLATION LOGIC ................................116
AUTOLAND SEQUENCE ...................................................................118
THRUST MANAGEMENT SYSTEM - INTRODUCTION ....................120
TMS - COMPONENT LOCATION .......................................................122
TMS - THROTTLE COMPONENT LOCATION ...................................124
TMS - THRUST MODE SELECT PANEL ...........................................126
TMS - OP- EADI DISPLAYS ...............................................................128
TMS - OP- ENGINE EICAS DISPLAY - THRUST LIMIT FUNC ..........130
TMS - FUNC DESC - SYSTEM BLOCKDIAGRAM ............................132
TMS - FUNCTIONAL DESC - SYS BLOCK DIAGRAM CONT. ..........134
MAINT FUNCTIONS ...........................................................................136
MAINT MONITOR SYSTEM - REMOTE MCDP OPERATION ...........138
MAINTENANCE MONITOR SYSTEM - INTERFACE SYSTEMS .......140
MAINTENANCE CONTROL AND DISPLAY PANEL ..........................144
MAINTENANCE MONITOR SYSTEM - COMP LOC ..........................148
REMOTE MCDP CONTROL PANEL CONNECTOR LOC ................150
LRU FAULT CONSOLIDATION ..........................................................152
FAULT MESSAGE FORMATS ...........................................................154

STUDENT NOTES:

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AUTOPILOT FLIGHT DIRECTOR SYSTEM - INTRODUCTION


Thrust Management System
The thrust management system has two functions. The system moves the
thrust levers and calculates the thrust limit for the EICAS display.
Yaw Damper System
The yaw damper system controls the rudder to decrease yaw oscillations
because of a Dutch roll or gustinduced sideslips.
Automatic Stabilizer Trim and Mach Trim System
The automatic stabilizer trim and Mach trim system controls stabilizer position
as a function of these:
- Mach at high speeds
- Autopilot trim commands with the autopilot engaged.
Autopilot Flight Director System
The autopilot flight director system gives automatic control for these control
systems to operate the selected mode:
- Aileron
- Elevator
- Stabilizer
- Rudder.
The autopilot flight director system also gives pitch and roll flight director
commands, system warnings, and annunciations.
Maintenance Monitor System
The maintenance monitor system gives a centralized flight and ground faults
readout and ground test function for these systems:
- Autopilot flight director system
- Thrust management system
- Flight management system.

AUTOFLIGHT SYSTEMS

THRUST
MANAGEMENT
SYSTEM
(SINGLE)

MANUAL
INPUTS

MANUAL
INPUTS

FMCS

THRUST
CONTROL
(THROTTLES)

AUTOPILOT/FLIGHT
DIRECTOR SYSTEM
(TRIPLE)

YAW DAMPER
SYSTEM
(DUAL)

MAINTENANCE
MONITOR
SYSTEM
(MCDP)

YAW
CONTROL
(RUDDER)

MANUAL
INPUTS

ROLL CONTROL
SYSTEM
(AILERONS,
SPOILERS)

MANUAL
INPUTS

- FLIGHT DIRECTOR
COMMANDS
- AFDS ANNUNCIATIONS
AND WARNINGS

AUTOPILOT FLIGHT DIRECTOR SYSTEM - INTRODUCTION


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AUTO STAB TRIM


SYSTEM
(DUAL)

PITCH CONTROL
SYSTEM
(STABILIZER
AND ELEVATOR)

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AUTOPILOT FLIGHT DIRECTOR SYSTEM - INTRODUCTION


General
The autopilot flight director system (AFDS) is a triple-channel system which
operates as a single channel system for cruise. For cruise, the AFDS controls
the pitch and roll axes of the airplane and gives pitch and roll flight director
commands. For approach, land, rollout, and go-around, the AFDS operates as a
multi-channel (dual or triple) system to control the pitch, roll, and yaw axes of
the airplane.

AUTOPILOT FLIGHT DIRECTOR SYSTEM - INTRODUCTION


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TMS - GENERAL DESCRIPTION


Purpose
The thrust management computer (TMC) has a thrust limit function and an
autothrottle function. These functions each have different modes that you select
and show in different locations.
Thrust Limit Functions
Selection of the thrust limit modes are from the thrust mode select panel
(TMSP) or by the FMC in VNAV mode. They show on EICAS.
The thrust limit functions are always active. The thrust limit shows on EICAS
and is an upper limit for autothrottle calculations.
Autothrottle Functions
Selection of the autothrottle modes are from the AFCS mode control
panel(MCP) or by the FMC in VNAV mode. They show on the EADI.
The autothrottle engages in a mode when the AFCS MCP switch is in the A/T
ARM position, and you select a mode. These functions move the thrust levers.
The propulsion interface management unit (PIMU) is a digital buffer between
the electronic engine control (EEC) and the TMC.

TO
GA

CLB

TEMP SEL
CON

TAT + 12c

THRUST
LIMIT
FUNCTIONS

CRZ

CRZ

THRUST MODE
SELECT PNL

FMCS

UPPER EICAS DISPLAY

SPD
A/T ARM
IAS/MACH
F/D
ON

L NAV

IAS
OFF
SEL
THR

V NAV

SPD

FL CH

OFF

AUTOTHROTTLE
FUNCTIONS

AFCS MODE CONTROL PANEL

ADI

INTERFACING SYSTEMS
GO-AROUND SWITCHES
AUTOTHROTTLE DISENGAGE SWITCHES

THROTTLE LEVER
ANGLES (TLA)

PIMU

EECS

THRUST MANAGEMENT
COMPUTER

SERVO DRIVE
TACH FEEDBACK
AUTOTHROTTLE
SERVO

TMS - GENERAL DESCRIPTION


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MAINTENANCE MONITOR SYSTEM - MCDP AUTO POWER


ON MODE
Initiation
The MCDP comes on when either air/ground input changes from an in-air to an
on-ground state. This normally occurs at touchdown in order to store last flight
faults.
The STORE DATA Bit is sent by the computers only when this sequence of
events has occurred:
- IRS ground speed 100 Kts and air/ground = in air
- IRS ground speed 40 Kts and air ground = on ground
- For the FCCs, the autopilot channel is disengaged.
Termination
The auto power on mode will stop when last flight fault data has been received
from all computers with their store data bits set on, or after three minutes.
During the auto power ON mode, the MCDP switches are deactivated.
Undesired Power-Up
Auto power-up will also occur if the air-ground circuit breakers, LDG GR
POSITION AIR/GND SYS 1 and POSITION AIR/GND SYS 2, are cycled from
off to on because this sends a transition from in-air to on-ground to the
MCDP. Air/ground inputs may also cycle during power transfer of external/
generator/APU power. You may stop the three-minute auto power-up period, if
caused by ground operation of the air/ground circuit breakers or power transfer
by a cycle of the MAINT CONT DISPLAY circuit breaker.
Message Displayed
During this auto power-on mode, the display message is AUTO ON MODE IN
PROGRESS.

Faults Not Stored


Self-tests are DONE during the auto on mode. Any selftest failure will cause the
MCDP to shut down. Failure data for this condition is not stored. Failures will
show when you do a manual power-up.

FLIGHT
FAULTS
L FCC

C FCC

R FCC
AUTO ON MODE
IN PROGRESS
- 3 MINUTES
OR
- ALL FLIGHT
FAULTS STORED

TMC

..... ..

MCDP
- AUTOMATIC
SHUTDOWN

L FMC

AIR/GROUND RELAYS
SENSE TOUCHDOWN
R FMC
MCDP
- AUTO POWER ON
- STORE FLIGHT
FAULTS IF
STORE DATA
BITS SET

MAINTENANCE MONITOR SYSTEM - MCDP AUTO POWER ON MODE


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FLT CONT/HYD - GENERAL DESCRIPTION


Only one actuator gets power supply from only the left hydraulic system.

System

Continuous
Pumps

L or R

EDP

L or R

Demand Pumps

ACMP

Center

ACMP 1

Center

ACMP 2

Center

ADP

Center

RAT

Operation
Conditions
Basic System
Pressure
System
Pressure
During Large
Loads
Basic System
Pressure
Basic System
Pressure
(Auto Load
Shed)
System
Pressure
During Large
Loads
Operates
When
Extended

Hydraulic Power Summary


Training Information Point
Note:

Each hydraulic system uses a fluid-to-fuel heat exchanger in the


main fuel tanks. There must be at least 600 gallons of fuel in the
left tank for operation of the left or center hydraulic systems and
600 gallons in the right tank for operation of the right system.

CAUTION: ACCIDENTAL DEPLOYMENT OF THE RAT MAY OCCUR WHILE


DOING GROUND TESTS OF THE PITOT SYSTEM.
DEACTIVATE THE SYSTEM BY PULLING THE RAT AUTO
CIRCUIT BREAKER ON THE P11 PANEL.

LEFT HYD SYS - FLT CONT

CENTER HYD SYS - FLT CONT

AC
MP

EDP

AC
MP

AC
MP

RIGHT HYD SYS - FLT CONT


AC
MP

EDP

ADP

L E SLATS
RAT

T E FLAPS

STAB TRIM
L TAIL SOV

L WING SOV
LCCA

STAB TRIM
C TAIL SOV

C WING SOV
LCCA

SPOILER PCA
(1-6-12)
AIL PCA
(LOB-LIB-ROB)

AIL PCA
(LIB-RIB)

ELEV FEEL
CMPTR

R TAIL SOV

LCCA
SPOILER PCA
(2-7-11)

SPOILER PCA
(3-4-5-8-9-10)

AIL PCA
(LOB-RIB-ROB)

1
ELEV A/P
SERVO

ELEV A/P
SERVO

1
ELEV A/P
SERVO

ELEV FEEL
CMPTR
ELEV PCA
(LEFT-RIGHT)

ELEV PCA
(LEFT-RIGHT)

ELEV PCA
(LEFT-RIGHT)

DIR A/P
SERVO

DIR A/P
SERVO
RUDDER PCA
RIGHT YAW
DAMPER SERVO

DIR A/P
SERVO
RUDDER PCA

LEFT YAW
DAMPER SERVO

RUDDER RATIO
CHANGER

FLT CONT/HYD - GENERAL DESCRIPTION


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RUDDER PCA
1

- LOB - LEFT OUTBOARD


- LIB - LEFT INBOARD
- RIB - RIGHT INBOARD
- ROB - RIGHT OUTBOARD

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FLT CONT/HYD - FLIGHT CONTROLS - INTRODUCTION


Purpose
The flight control system controls the airplane attitude as necessary to follow a
flight profile.
Flight Control System Description
The flight control system includes primary controls which directly control
airplane attitude and secondary controls which change the effectiveness of
primary controls.
These are the primary controls:
- Two inboard and two outboard aileron surfaces provide roll or lateral control
- Two elevator surfaces provide primary pitch control
- One rudder surface provides yaw control.
These are the secondary flight controls:
- Twelve spoiler segments help roll control and effect lift and drag
- The moveable horizontal stabilizer helps pitch control
- Twelve leading edge slats and four trailing edge flaps are high lift devices
which change the effectiveness of the primary control surfaces.

FLT CONT/HYD - FLIGHT CONTROLS - INTRODUCTION


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COMPONENT LOCATION - FLIGHT COMPARTMENT


Primary Flight Control Inputs
Manual inputs for pitch, roll, and yaw control are provided by the captain and
first officer control column, control wheel, and rudder pedals. The control wheels
have switches to disengage the autopilot.
Aileron trim control is provided by two switches on the P8 aft aisle stand panel.
The trim position indicators are on top of the control wheels.
The rudder trim switch is a round knob to the right of the aileron trim switches.
The rudder trim position indicator is forward of the trim switch
Secondary Flight Control Inputs
Stabilizer trim control can be done either electrically with the thumb switches on
the outboard horn of each control wheel or with either alternate electric
stabilizer trim arm and control switches or via manual arm and control levers on
the P10 quadrant stand. The stabilizer trim is the only method for pitch trim.
There is no elevator trim. The manual flap / slat control lever and speed brake
control lever are also on the P10 quadrant stand.

ALTERNATE
ELECTRIC TRIM
SWITCHES

SPEED BRAKE
CONTROL
LEVER

FLAP/SLAT
CONTROL
LEVER
STABILIZER TRIM
SWITCHES

STABILIZER TRIM
SWITCHES

A/P DISENGAGE
SWITCH
AILERON TRIM
POSITION
INDICATOR

A/P DISENGAGE
SWITCH
AILERON TRIM
INDICATOR
P10 QUADRANT
STAND

STABILIZER
TRIM POSITION
INDICATORS

RUDDER TRIM
POSITION
INDICATOR
CAPT
RUDDER
PEDALS

AILERON TRIM
SWITCHES
RUDDER TRIM
SWITCH

CAPT CONTROL COLUMN

P8 AFT AISLE STAND PANEL

COMPONENT LOCATION - FLIGHT COMPARTMENT


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F/O
RUDDER
PEDALS
F/O CONTROL COLUMN

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FLT CONT/HYD - COMPONENT - HYDRAULIC SYSTEM


CONTROLS
Engine Ignition and Start Control Panel
The switch for manual deployment of the ram air turbine (RAT) is on this panel.
You push the switch to extend the RAT. The lower part of the switch
(UNLOCKD) comes on amber to show that the extend mechanism releases.
Electric power connects to a motor to extend the turbine. The upper part of the
switch (PRESS) comes on in green when the RAT extends, and the pressure
gets to 1275 psi.
You cannot retract the RAT in the air. You must manually put the blades to
center for retraction on the ground.
Stabilizer Trim Hydraulics Power Cutout Switches
The stabilizer trim hydraulic power cutout switches individually control left and
center hydraulic pressure to the stabilizer trim control modules. The switches
are on the P10 control stand.
Hydraulic Flight Control Panel
The hydraulic flight control panel has controls that isolate hydraulic systems for
troubleshooting. Push-on/push-off switches on the hydraulic flight
control panel individually operate hydraulic system shutoff valves (SOVs).
Shutters in the switch are a cover for or show the word ON in the upper part of
the switch. The word OFF comes on in amber when the SOV is off.
Wing SOVs control pressure to the wing actuators and servos for ailerons and
spoilers.
Tail SOVs control pressure to elevator and rudder components.

FLT CONT/HYD - COMPONENT - HYDRAULIC SYSTEM CONTROLS


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FLT CONT/HYD - COMPONENT - FLIGHT CONTROL


INDICATORS
Trim Indicators
The aileron trim indicator is on the control column. The pointer is in the middle of
the control wheel. When you use the trim, the neutral position changes, and the
control wheel gets a backdrive to the new position. Units of trim show at the
pointer.
The stabilizer trim position indicator has an electrically driven pointer that
operates in response to a position transmitter. The position transmitter
moves by a cable attached to the stabilizer. The scale has colored segments to
show the takeoff range. The rudder trim indicator is almost the same as the
stabilizer indicator. The transmitter moves by mechanical linkage with the
rudder surface.
Trim Switches
The three-position aileron switches are spring-loaded to the center position and
momentary in LEFT WING DOWN and RIGHT WING DOWN positions. You
must use the two switches to give arm and control signals to the trim
actuator.
The rudder trim switch is spring-loaded to center and turns in the necessary
direction of trim.
Flight Control Surface Position Indicators
The position of each flight control surface shows on the EICAS lower display.
You push the STATUS switch on the EICAS control panel to see the display. All
status pages include the control surface position display.

APL
NOSE
DN

S
T
A
B
T
R
I
M

AILERON TRIM

6 4 2 0 2 4 6

APL
NOSE
UP

0
2
4
6
8
10
O
F
F

RUD

12
14

AILERON TRIM
AIL

POSITION INDICATOR
(2) (CONTROL
(
WHEEL)

STABILIZER TRIM
POSITION INDICATORS

ELEV

AIL

EICAS DISPLAY

(2) (P10)

RUDDER TRIM
POSITION
INDICATOR

15

10

RUDDER TRIM
5
0
5

10 15

NOSE LEFT UNITS NOSE RIGHT

AILERON TRIM
SWITCHES

AILERON

LEFT
WING
DOWN

RIGHT NOSE
WING LEFT
DOWN

NOSE
RIGHT

COMPUTER

DISPLAY
ENGINE STATUS

EVENT
RECORD

AUTO

RUDDER TRIM
SWITCH
AILERON/RUDDER TRIM
CONTROL PANEL (P8)

EICAS CONTROL PANEL (P9)

FLT CONT/HYD - COMPONENT - FLIGHT CONTROL INDICATORS


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BRT
BRT
BAL

THRUST REF SET


L

BOTH

R MAX IND
RESET

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FLT CONT/HYD - AILERON CONTROL SYSTEM


Primary Aileron Control Functions
The primary control inputs are through the captain control wheel and lateral
central control actuators (LCCAs) to the aileron power control actuators (PCAs).
A feel, centering, and trim assembly conditions manual control inputs.
Back-up Aileron Control Functions
The back-up control inputs are through the first officer control wheel by forward
and aft bus cables to the primary system. Final back-up input can be direct
mechanical movement of the wing cable system through override and lost
motion devices.
Autopilot Control Functions
The flight control computers (FCC) receives inputs from the mode control panel
and other sources. The control surface commands go to the LCCAs which
provide mechanical movement to aileron PCAs.
Automatic Control Functions
The outboard aileron lockout device eliminates commands to the outboard
ailerons at cruise speeds. The inboard aileron droop device responds to trailing
edge flap movement to maintain control effectiveness and reduce drag by filling
the gap between flap segments.

FIRST OFFICER
CONTROL WHEEL

CAPTAIN
CONTROL WHEEL

TO
RIGHT
WING

R LCCA OUTPUT
QUADRANT
CENTER LCCA

L LCCA
R TORQUE
TUBE

L LCCA OUTPUT
QUADRANT
FEEL CENTER
AND TRIM
ASSY

L TORQUE
TUBE
R LCCA
TO
LEFT
WING

AILERON PCA
(8)

FLT CONT/HYD - AILERON CONTROL SYSTEM


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FLT CONT/HYD - ELEVATOR CONTROL SYSTEM


Control Inputs
Manual pitch attitude control inputs can be from either control column by a
separate cable system to the aft quadrant aft of the horizontal stabilizer. The two
are interconnected by a torque tube at the control columns and by linkage at the
aft quadrant. There is no power boost for manual inputs.
Autopilot input is from three flight control computers (FCC) to three servos. The
servos move the aft quadrant torque tubes. The servos have LVDTs which
provide autopilot actuator position and output position to the FCCs.
Control Conditioning
Manual inputs are conditioned by the feel unit which obtains data from the feel
computers. Feel pressure changes with airspeed and stabilizer position. The
feel unit also has a centering mechanism to maintain a neutral position when
there is no input.
Control Outputs
Elevator control movements go to the left and right power control actuators
(PCA) by mechanical linkage. There is an interconnection between elevator
PCA linkages by slave cable to prevent a large asymmetry. Position transmitters
are at each elevator to provide control surface position on the EICAS display.

CAPTAIN
CONTROL
COLUMN

CONTROL
COLUMN
OVERRIDE
MECHANISM

FIRST OFFICER
CONTROL COLUMN

TENSION
REGULATOR
QUADRANT
(2)

ELEVATOR
FEEL
COMPUTER

OVERRIDE
MECHANISM
AUTOPILOT PITCH
CONTROL SERVO
(3)

FEEL AND
CENTERING UNIT
HORIZONTAL
STABILIZER

AFT QUADRANT
INTERCONNECT
ROD
SLAVE
CABLE
INTERCONNECT

STICK
SHAKER
(2)
SLAVE CABLE
QUADRANT
(2)

CENTER LINE OF
STABILIZER REAR
SPAR HINGES

LEFT AFT QUADRANT


OUTPUT ARM
CONTROL ROD

LOST MOTION AND


OVERRIDE DEVICE
(2)

POWER CONTROL ACTUATORS (PCA(S)


(3 PLACES ON EACH
OUTBOARD ELEVATOR)
FWD
LEFT OUTBOARD ELEVATOR
(RIGHT SIDE SIMILAR)
OUTBD

AFT QUADRANTS
OVERRIDE
MECHANISM

LEFT AFT QUADRANT


TORQUE TUBE
LEFT INBOARD ELEVATOR
(RIGHT SIDE SIMILAR)

FLT CONT/HYD - ELEVATOR CONTROL SYSTEM


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POSITION
TRANSMITTER
(2)
RIGHT AFT QUADRANT
OUTPUT ARM
CONTROL ROD

RIGHT AFT QUADRANT


TORQUE TUBE

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FLT CONT/HYD - RUDDER CONTROL SYSTEM


Rudder System Description

Trim inputs from the flight compartment control switch move the aft quadrant
assembly and give a maximum rudder movement of 16.8 degrees. Trim
operation does a backdrive of the cables and rudder pedals.

Rudder system components are in different locations. Rudder pedals, the trim
switch, and indicator are in the flight compartment. System electronics are in the
main equipment center. These components are in the vertical stabilizer:

Power Control Actuators (PCA)

- Autopilot rollout guidance servos


- Aft quadrant with the trim feel and centering unit
- Ratio changer mechanism
- Yaw damper actuators
- Power control actuators (PCAs).
The position transmitter on the rudder gives position data for the EICAS display.
Rudder System Function
Manual rudder inputs are mechanical to the PCA control lever. These
components have an effect on the input:
- Feel, centering, and trim mechanism
- Ratio changer
- Yaw damper.
Autopilot inputs from the flight control computers give directional guidance only
during a multichannel approach and rollout.
The YSMs use airspeed and yaw rate from the ADIRU to give turn coordination
and decrease unwanted yaw. The rudder ratio module controls the ratio of
rudder input to rudder movement through the ratio changer. The schedule of
rudder ratio as a function of airspeed is from the yaw damper/stabilizer trim
module (YSM). All inputs move the PCA control levers to control rudder
movement. Each PCA gets power from a different hydraulic system.

Trim

Three PCAs move the rudder each with a different hydraulic system. The left
hydraulic system pressure to the middle PCA goes through the ratio changer
actuator. If the ratio changer function has a failure, the middle PCA
depressurizes. Each PCA has an override in the input linkage to its control
valve.

PCA (3)
(C)
YAW DAMPER MODULES
L AND R

YAW DAMPER
SUMMING
MECHANISM

(L)

TEMPERATURE
COMPENSATION
LINKAGE
YAW DAMPER
SERVOS

RUDDER RATIO CHANGER


MODULE

(R)
RUD

AIL

ELEV AIL

POSITION
TRANSMITTER
EICAS DISPLAY
STATUS PAGE

RATIO CHANGER
ACTUATOR
TRIM ACTUATOR

RATIO
CHANGER
MECHANISM

RUDDER PEDALS
FWD

A
AFT QUADRANT
ASSEMBLY
FEEL, CENTERING, AND
TRIM MECHANISM
FLIGHT CONTROL
COMPUTERS L,C,R

DIRECTIONAL AUTOPILOT SERVOS (3)

FLT CONT/HYD - RUDDER CONTROL SYSTEM


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RUDDER TRIM SWITCH


AND TRIM POSITION
INDICATOR

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YSM - YAW DAMPER INTRODUCTION


Dutch Roll
Dutch Roll is a common oscillatory condition caused by low-drag, high-speed
aerodynamic design and turbulence that is created by air mass instability.
The yaw damper system gives damping with the rudder to decrease dutch roll
by the measurement of lateral acceleration and yaw rate.
Turn Coordination
The yaw damper system gives additional rudder commands to prevent yaw
when the airplane rolls into a turn. The roll induced yaw is opposite to the
intended turn direction. Rudder deflection is necessary to have a coordinated
turn.

SIDESLIPS TO RIGHT, CYCLE REPEATS


FLIGHT
PATH

BANK STARTS TURN RIGHT

WEATHERCOCKS PAST STABLE HDG


ROLLS RIGHT
HEADING
(DUE TO YAW)

LEFT WING INCREASES LIFT & DRAG


SIDESLIPS LEFT

WIND

CL

RELATIVE

MOVES LEFT, ROLLS RIGHT

WEATHERVANE
MOMENT

YAW
ANGLE

TURN
WITHOUT
RUDDER
APPLICATION

BANK STARTS TURN LEFT

RIGHT WING INCREASES LIFT, DRAG


ROLLS LEFT, YAWS RIGHT
WEATHER COCKS PAST STABLE HDG
A/C MOVES RIGHT OF TRACK
TAIL MOVES RIGHT OF AXIS
SIDESLIPPING OCCURS
GUST
SIDE
FORCE

SIDESLIP

YSM - YAW DAMPER INTRODUCTION


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DUTCH ROLL

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YSM - YAW DAMPER - GENERAL DESCRIPTION


General
The yaw damper system has two self-monitored, limited rudder authority yaw
damper functions that operate independently. They are the same. Each yaw
damper function gives a maximum of plus or minus three degrees of rudder
authority. To move the rudder, the output from the yaw damper function of the
two YSMs mechanically add together and then add in series with pilot or
autopilot commands. The two yaw damper outputs add for a maximum of plus
or minus six degrees of rudder authority.
Major Components
The yaw damper system has these major components:
- Yaw damper control panel - flight crew control of system engagement
- Left and right YSMs - control law calculation and system fault monitor
- System input sensors
- Modal suppression accelerometers
- Left and right yaw damper servo actuator - rudder control.
Interfacing Systems
The yaw damper system has interfaces with these systems/components:
- Left and right air data computers (ADCs) - give primary and secondary air data
- Left, center, and right inertial reference units (IRUs) - give inertial data
- Flap/Stabilizer position module (FSPM) - gives stabilizer and flap position data
- Left and right flight management computers (FMCs) - give gross weight data
- Left, center, and right flight control computers (FCCs) - give engine out
moments and multi-channel engagement data.

TEST

FCC

YAW DMPR
L

YAW DAMPER
TEST SWITCH

EICAS

FMC
YAW DAMPER
L
R

FSPM

HYD SYSTEM
PRESS SWS

YAW DAMPER
CONTROL PANEL

AIR

YAW DAMPER/STABILIZER
TRIM MODULE (YSM)

YAW DAMPER
SERVOS
GND
AIR/GND
SYS

AD IRU

ACCELEROMETERS

YSM - YAW DAMPER - GENERAL DESCRIPTION


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YSM - YAW DAMPER - COMPONENT LOCATION


Flight Compartment
The left and right YSM and CSEU circuit breakers are on the P11 overhead
circuit breaker panel.
The yaw damper control panel is on the P5 overhead panel.
The yaw damper test switch is on the P61 right side panel.
Main Equipment Center
The yaw damper/stabilizer trim modules are on the E1-1 and E2-1 shelves.
Vertical Stabilizer
Two yaw damper servos are in the rear spar of the vertical stabilizer. Access is
through the trailing edge service access panel of the vertical stabilizer.
Aft Cargo Compartment
Two modal suppression (M/S) accelerometers are in the ceiling of the aft cargo
compartment. Access to these accelerometers is through the aft cargo door.

P5 OVERHEAD PANEL
- YAW DAMPER CONTROL PANEL

P11 OVERHEAD CIRCUIT BREAKER PANEL


- LEFT YDM CB
- RIGHT YDM CB
- LEFT AND RIGHT FLT CONT
ELEC PWR SUPPLY C/B'S
MECHANICAL
LINKAGE
(REF)
YAW DAMPER
SERVOS

FORWARD OF AFT BULKHEAD


- 2 MODAL SUPPRESSION
ACCELEROMETERS
P61 RIGHT SIDE PANEL
- YAW DAMPER TEST SWITCH
E2-1 SHELF
- RIGHT YAW DAMPER MODULE
- FLT CONT ELEC PWR SUPPLY MODULES (2)
E1-1 SHELF
- LEFT YAW DAMPER MODULE
- FLT CONT ELEC PWR SUPPLY
MODULES (2)

YSM - YAW DAMPER - COMPONENT LOCATION


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RUDDER
POWER
CONTROL
ACTUATORS
(REF)

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YSM - GENERAL DESCRIPTION

Hydraulic and Air/Ground Inputs

General

All the CSEU modules receive hydraulic pressure switch and air ground relay
signals for control, test, and fault indication functions.

The control system electronic unit (CSEU) modules do control functions in the
elevator, spoiler, stabilizer, and rudder systems. There are two yaw damper/
stabilizer trim modules (YSMs). The YSMs use different inputs to give outputs to
actuators and modules.
Stabilizer Trim Function
The YSM gives manual and automatic stabilizer trim commands, mach trim, and
unscheduled stabilizer detection and annunciation. The YSMs receive stabilizer
trim control inputs from these components:
- FCCs
- Alternate electric stab trim switches on the control stand
- Manual electric trim switches on the control wheels
- Stabilizer position from a flap/slat position module (FSPM).
The YSM gives control signals to a stabilizer trim control module (STCM)
through the cutout and limit switches.
The air data/inertial reference units (ADIRUs) give mach and computed
airspeed for the mach trim function.
Caution, advisory, and maintenance messages go to the EICAS computers and
pilots overhead panel for display.
Yaw Damper Function
The YSM receives inputs from these components to control the yaw damper
actuator:
- Air Data Inertial Reference Units (ADIRU)
- Flight management computers (FMCs)
- Accelerometers
- Position signals from the yaw damper actuator LVDT
- FCC.

BITE Functions
The YSM built-in test equipment (BITE) software give fault messages and
details to identify yaw damper and stabilizer trim system component faults.

MANUAL TRIM
TEST

ALTERNATE TRIM
EICAS

STCM

YAW DMPR
L

CUTOUT
SWITCHES

YAW DAMPER
TEST SWITCH

LIMIT
SWITCHES

FCC

P5 PANEL
FMC
YAW DAMPER/STABILIZER
TRIM MODULE (YSM)

FSPM

HYD SYSTEM
PRESS SWS

YAW DAMPER
L
R

ADIRU (3)
AIR

YAW DAMPER
CONTROL PNL

GND
AIR/GND SYS

ACCELEROMETERS

YSM - GENERAL DESCRIPTION


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YAW DAMPER
SERVOS

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YSM - GENERAL DESCRIPTION - FUNCTIONS


General
The YSM is part of the control system for these flight control surfaces:
- Rudder
- Horizontal stabilizer
- Spoilers
- Elevators
- Ailerons
There are seven functions that are done by the YSM.

BETA DOT YAW DAMPING


STRUCTURAL MODA L SUPPRESSION
STRUCTURAL NOTCH FILTER
YAW RATE DAMPING AT HIGH ANGLE OF ATTACK
SYSTEM D ISENGAGEMENT
FAILURE INDICATIONS
MAINTENANCE INDICATIONS

CALCULATION OF VC AND MC LIMITS


CONTROL WHEEL INHIBIT TO SPOILER CONTROL MODULE
REDUNDANCY MANAGEMENT
FAILURE INDICATION
OUTBOARD AILERON LOCKOUT FUNCTION

YAW DAMPER FUNCTION


CALCULATION OF ELEVATOR FEEL TAKEOFF PRESSURE
LIMIT
FAILURE INDICATION
ELEVATOR FEEL LIMIT FUNCTION

RUDDER COMMAND GAIN CONTROL LAW


REDUNDANCY MANAGEMENT
FAILURE INDICATION
MAINTENANCE INDICATIONS
RUDDER RATIOCHANGER FUNCTION

NON-VOLATILE STORAGE AND RETRIEVALOF FAILURE AND


MAINTENANCE RELATED DATA
SELF-TEST
MAINTENANCE TEST
BITE FUNCTION

AUTOTRIM INTERFACE
MANUAL ELECTRIC TRIM INTERFACE
MACH TRIM CONTROL LAW
STABILIZER TRIM MODE SELECTION
MANUAL TRIMRATE MONITORING
UNSCHEDULED TRIM DETECTION
REDUNDANCY MANAGEMENT
FAILURE INDICATION
MAINTENANCE INDICATIONS
STABILIZER T RIM FUNCTION
AUTO SPEEDBRAKE ENA BLE CALCULATION
SPEEDBRAKE THETA INHIBIT CALCULATION
FAILURE INDICATION
SPEEDBRAKE FUNCTION
YAW DAMPER/STABILIZER TRIM MODULE

YSM - GENERAL DESCRIPTION - FUNCTIONS


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YSM - FAULT RECORDING

Flight Leg

General

A new flight leg starts on the transition to takeoff. At takeoff, the faults history
flight leg(s) will increment. The current flight leg is shown as flight leg zero.

The YSM contains non-volatile memory (NVM) to record fault data. There is
memory to store 256 faults and 64 flight legs.

Fault Record

Fault Storage

A fault record is stored for each flight leg in which a fault is recorded. The fault
record(s) for each existing fault and ground test fault may contain this data:

Because the EICAS receives discretes from the YSMs that are connected
together, the YSMs are the only place to find fault details and identify which
YSM detected the
fault. Faults can be stored from any of these:
- Power-up test
- Ground test
- Flight phase faults
- Internal YSM faults.
Power-up test is done at initial power-up of the YSM. The test lasts no more
than five seconds. The yaw damper INOP amber light is turned on and an
EICAS message L/R YAW DAMPER shows during the power-up test. If a fault is
detected, the INOP light and EICAS message stay.
Ground test can be started when the airplane is on the ground and the ground
speed is less than 60 knots. The flight phase faults start at takeoff after 60 knots
ground speed and ends at landing when the ground speed is less than 60 knots.
These are the seven flight phases:
- Takeoff
- Climb
- Cruise
- Holding
- Descent
- Approach
- Landing.
All internal YSM faults are stored regardless of when they occur. Internal faults
are identified by the fault message YSM FAULT.

- Fault message
- Message number
- Flight deck effect (FDE)
- Most likely line replaceable units (LRUs) at fault (shown as the reference
designator for the LRU)
- More possible faulty LRUs or details that cause the fault (if any)
- Additional details or wiring diagram (if necessary)
- Fault latched or not (not shown in fault history).
The fault record(s) for fault history may contain the above details and may
include this additional data:
- Fault type (hard, intermittent, or repeated)
- Flight phase of first occurrence.

FAULTS HISTORY
FLIGHT LEG = X

FLIGHT LEG = 0

DESCENT
CRUISE

HOLDING
EXISTING FAULTS
FAULT HISTORY
GROUND TEST

CLIMB

APPROACH

POWER-UP TEST
GROUND TEST

FAULT
MESSAGE

TAKEOFF

MSG NO:
XX-YYY

GROUND SPEED
> 60 KNOTS

SER

EXISTING
FAULTS?

-CAUTION-

LRU:
TEXT/*
FAULTS
HISTORY?

MENU

ON/OFF

YES

NO

GROUND
TEST?
YAW DAMPER/STABILIZER TRIM
MODULE (YSM)
P/N 285T1122SERIAL NUMBER
MOD
LEVEL

D
H

C
G

B
F

A
E

OTHER
FUNCTIONS?

PERFORM
GROUND
TEST

(MORE POSSIBLE
FAULT LRUS OR
DETAILS)
FAULT HISTORY ONLY
(ADDITIONAL
DETAILS, WIRING
DIAGRAMS)

YSM - FAULT RECORDING


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TYPE:

EXISTING FAULTS
GROUND TEST ONLY
LATCHED:
(YES OR NO)

B767-3S2F

ON GROUND

FDE
(TEXT)

REMOVE THE FRONT PANEL


SLOWLY TO PREVENT DAMAGE
TO INTERNAL CABLE

MFR

LANDING

TRAINING MANUAL
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PHASE:

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YSM - BITE
General
The YSM built-in test equipment (BITE) software provides fault messages and
details to identify yaw damper and stabilizer trim system component faults.
Entry and exit for BITE is through the BITE control module (BCM) on the front of
the YSM. Instructions for the use of the buttons on the BCM are on a placard
attached to the front of the YSM.
LRU Reset is available by pressing both the YES and NO buttons at the same
time. This performs a maintenance reset which includes a software reset to
reset the latched messages.

INSTRUCTIONS:
Push ON/OFF to start or stop BITE display
Push YES or NO in reply to questions(?)
Push to move down in list
Push to move up in list
Push MENU to return to previous menu

CAUTION
OBSERVE PRECAUTIONS
FOR HANDLING

ELECTROSTATIC
SENSITIVE
DEVICES

INSTRUCTIONS:

BITE MAIN MENU:


EXISTING FAULTS - Sh ows existing faults
FAULT HISTORY - Show s previous faults by flight leg
GROUND TESTS - Shows lists of ground tests
OTHER FUNCTIONS - Shows other functions

BITE MAIN MENU:

LRU RESET:

LRU RESET:
Push YES and NO simultaneously for 1 second

EXISTING
FAULTS?

YAW DAMPER/STABILIZER
TRIM MODULE
P/N 285T1122S/N
MOD LEVEL

YAW DAMPER/STABILIZER TRIM MODULE

YSM - BITE
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MENU

ON
OFF

YES

NO

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YSM - FAULT ANNUNCIATION


General
Flight deck effects (FDEs) for the YSM show on these:
- Upper and lower EICAS displays
- P5 overhead panel
- Yaw damper control panel.
Upper EICAS Display
The message, UNSCHD STAB TRIM (B) shows for any of these:
- Stabilizer movement is detected without a valid stabilizer trim command from
the YSM
- Stabilizer movement opposite to a valid stabilizer trim command from the YSM
- Alternate electric trim is used when an autopilot is engaged.
The message, STAB TRIM (C) shows if both YSMs command manual trim and
only one brake releases.
The message, L/R YAW DAMPER (C) shows for any of these:
- Channel pin fault
- Airplane pin fault
- Invalid YSM part number
- Yaw damper actuator fault
- Yaw damper intermittent
- YSM fault (internal fault)
- L/R yaw damper disengaged.
Lower EICAS Display
The message, YAW DAMPER (M) shows for any of these:
- Yaw damper LVDT fault
- Left hydraulic pressure fault (Right YSM)
- Center hydraulic pressure fault (Left YSM)
- Left, center, right IRU faults
- YSM fault

- Accelerometer fault
- Yaw damper acceleration fault (excitation)
- FMC fault
- Reference 26v ac fault.
The message, STAB TRIM (M) shows for any of these:
- Channel pin fault
- 15 volt power fault
- Stab trim control module (STCM) fault
- Left and center flight control computer (FCC) (left YSM)
- Right and center FCC (Right YSM)
- Stabilizer position
- Flap 1, 2, and 3 fault
- Manual trim switch fault
- left hydraulic pressure fault (Left YSM)
- Center hydraulic pressure fault (Right YSM)
- Stab brake applied
- Stab 28v dc fault
- YSM fault (internal fault).
The message, YSM (S) shows for a YSM internal fault.
P5 Overhead Panel
The lights on the P5 panel come on for the same reasons as the EICAS
messages.
Yaw Damper Control Panel
The yaw damper INOP lights on the yaw damper control panel come on for the
same reasons as the L/R YAW DAMPER (C) message.

YAW DAMPER
L
R
ON

ON

INOP

INOP

TAT-12C

CRZ

YAW DAMPER
CONTROL PANEL

WARNING

1.8

UNSCHD STAB TRIM


STAB TRIM
L YAW DAMPER
R YAW DAMPER

1.50

1.8

1.4

1.50

1.00

1.00
1.0

1.4

00.0

1.0

00.0

CAUTION

N
1

21

MASTER CAUTION/
WARNING LIGHT (2)

21

GET

YSM

YAW DAMPER
STAB TRIM

STAB
TRIM
UNSCHED
STAB TRIM

STATUS DISPLAY

P5 PANEL

ECS/MSG DISPLAY

YSM - FAULT ANNUNCIATION


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YSM - YAW DAMPER - PRE FLIGHT TEST FROM THE FLIGHT


DECK
General
The preflight test uses only the built-in test functions of the yaw damper
function. To start the preflight test, push the YAW DMPR test switch on the P61
panel. The test makes sure that the yaw damper functions of the yaw damper/
stabilizer trim module (YSM) operate correctly. It also makes sure the yaw
damper servos and the switches on the yaw damper control panel operate
correctly.
Hydraulics
The center hydraulic system is necessary to do a test of the left yaw damper.
The left hydraulic system is necessary to do a test of the right yaw damper.
Interfacing Systems
These systems are necessary during the yaw damper test:
- Rudder and rudder trim control system
- IRU aligned and in NAV mode
- Air/ground relays
- Master dim and test system
- EICAS.
Yaw Damper Systems
Push the YES and NO button on the left or right YSM BITE control module
(BCM) to do a reset of the YSMs. After 30 seconds, push the left or right yaw
damper engage switch on the yaw damper control panel and make sure the ON
light comes on, and the INOP light goes off.
Operation
Momentarily push the yaw damper test switch up or down to start the preflight
test in the left or right yaw damper module. The INOP annunciator for the
channel in test is on during test of each channel. The yaw damper module starts
a test in all three IRUs.

The IRUs transmit these normal IRU test values over the ARINC 429 bus:
- Pitch angle
- Roll angle
- Yaw rate
- Roll rate
- Lateral acceleration
- Ground speed.
Because the YSM is in the preflight test mode, it uses these IRU test values and
monitors them for correct performance. If an IRU input is not in limits, an L/C/R
IRU fault message shows.
The rudder position moves 3 degrees right, goes back to 0, then moves 3
degrees left, and goes back to 0. The test is complete in fifteen seconds. The
yaw damper INOP annunciator goes off approximately fifteen seconds after test
start to show satisfactory
completion of the test.
The mode and status annunciators on the inertial reference mode panel come
on during the IRU test mode.
IRS test values can also show on flight compartment indications. See the air
data inertial reference unit section for more information about the IRS test (ATA
34-21).
If at least one IRU data is satisfactory, the INOP indications stop, and the
system goes back to the ground operation mode. If all three IRU data tests have
failures, the INOP indication stays on, and the auto disengage relay deenergizes.
BCM Preflight Test Indications
When a preflight test starts from the flight compartment, the BCM shows YD
SYS IN TEST. This lets the person in the main equipment center know there
was a preflight test started from the flight compartment.

WARNING:

KEEP PERSONNEL AND EQUIPMENT AWAY FROM ALL


CONTROL SURFACES WHEN HYDRAULIC POWER IS
SUPPLIED. INJURY TO A PERSON OR DAMAGE TO
EQUIPMENT CAN OCCUR WHEN HYDRAULIC POWER IS
SUPPLIED.

ENGAGE
YD

PRE FLT
YD TEST?

MENU

ON
OFF

YES

NO

TURN ON
HYD

WARNING!
WARNING!
L

RUDDER
CLEARED?

YD SYS
IN TEST
CHANNEL TESTED
INOP LIGHT ON FOR
TIME OF PREFLIGHT TEST
YAW DAMPER
L
R
ON

INOP a

ON

PASS/FDE
DUE TO:

RUD

INOP a

AIL ELEV AIL

YAW DAMPER CONTROL PANEL

EICAS STATUS PAGE

YSM - YAW DAMPER - PRE FLIGHT TEST FROM THE FLIGHT DECK
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CLEAR
RUDDER

TEST
PASS

RUDDER
INDICATOR

3O

3O

FMC
FAULT

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YSM - STABILIZER TRIM - INTRODUCTION


Purpose
The horizontal stabilizer is a moveable airfoil that adjusts the airplane trim in the
pitch axis. As the aerodynamic characteristics of the airplane change, the
angle of attack of the stabilizer changes to hold the airplane longitudinal
stability.
Movement of the stabilizer leading edge up gives the airplane nose down trim.
Movement of the stabilizer leading edge down gives the airplane nose up trim.
Stabilizer trim is done by these trim modes:
- Manual electric or alternate electric stabilizer trim switches
- the pilot gives stabilizer trim commands
- Auto trim mode - an engaged autopilot (FCC) gives stabilizer trim commands
- Mach trim mode - retraction of the flaps cause stabilizer trim as Mach
increases.
Automatic stabilizer trim and Mach trim modes have a relation to the manual
stabilizer modes and use common system components.

STABILIZER
TRIM CONTROL
MODULE (2)

CONTROL
SWITCH

APL
NOSE DN

ARM
SWITCH

APL
NOSE UP

ALTERNATE
ELECTRIC
STAB TRIM
SWITCHES
TO STCM

LIMIT SWITCH
AND POSITION
TRANSMITTER
MODULES
STABILIZER TRIM BALLSCREW
ACTUATOR ASSEMBLY

STABILIZER
POSITION
INDICATOR (2)

MANUAL ELECTRIC
TRIM SWITCHES

ADC FAIL

COLLINS
EXTERNAL
SENSOR
FAULT

TEST
ONLY
FUNCTIONAL
TEST

MACH DATA
TRIM
COMMANDS
TO STCM
THROUGH
LIMIT AND
CUT-OUT
SWITCHES

ADC (2)
FLIGHT CONTROL
COMPUTER (3)

CAPT CONTROL
WHEEL (OUTBD)

AUTOTRIM DATA
MANUAL ELECTRIC TRIM CMD

F/O CONTROL
WHEEL (OUTBD)

YAW DAMPER/STABILIZER
TRIM MODULE (2)

YSM - STABILIZER TRIM - INTRODUCTION


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YSM - STABILIZER TRIM - COMPONENT LOCATION - FLIGHT


DECK
Control Column Cutout Switches
The column cutout switches give manual override of an electric trim command
when the control columns move in a direction opposite to the electric trim
command. This corrects a runaway trim.
P5 Overhead Panel
The STAB TRIM light shows if the two YSMs give a manual trim command, and
only one brake releases. The UNSCHD STAB TRIM light shows for these
conditions:
- Stabilizer movement without a valid stabilizer trim command from the YSM
- Stabilizer movement opposite to a valid stabilizer trim command from the YSM
- Alternate electric trim operated when an autopilot is engaged.
P1-3 Captain Instrument Panel
The autopilot caution light shows a loss of stabilizer trim control from the active
autopilot.
Stabilizer Position Indicators
Vertical scale instruments show the stabilizer position. Zero units is equal to the
four degrees stabilizer leading edge up mechanical stop. The stabilizer leading
edge down mechanical stop is 15.5 units (-11.5 degrees). The green band (2.0
to 7.0 units) shows the takeoff range. The OFF flag shows a black and amber
striped area.
Stabilizer Trim Cutout Switches
The guarded switches control 28v dc standby bus power to the STCM hydraulic
cutoff valves. The switch on the left (L) removes left system hydraulics to the left
STCM. The switch on the right (C) removes center system hydraulics to the
right STCM. The guarded switches are usually in the NORM position (open
cutoff valve)
.

Stabilizer Trim Control Switches


The stabilizer trim control switches send manual electric arm and control
commands to the YSMs. Each set of switches on the captain and first officer
control wheel has an arm and a control switch. It is a three position rocker
switch spring-loaded to the center (off) position. One or the other set of switches
moved down gives an airplane nose up trim command, and one or the other set
moved up gives an airplane nose down trim command.
Alternate Electric Stab Trim Switches
Two switches (arm and control) on the P10 quadrant stand give electrical input
to the STCMs.
Training Information Point
Access to the control column cutout switches is through the forward equipment
center. The other items are in the flight compartment.

MANUAL
ELECTRIC
CONTROL
SWITCHES

CONTROL COL
CUTOUT SW
(UNDER FLOOR
FIRST OFFICER
CONTROL COL)

CONTROL COL
CUTOUT SW
(UNDER FLOOR
CAPTAIN
CONTROL COL)

ENTRY
DOORS a

EMER
DOORS a

CARGO
DOORS a

ACCESS
DOORS a

CAPT
PITOT a
L AUX
PITOT a

FO
PITOT

L AOA

R AOA

STAB
TRIM

R AUX
PITOT

SPOILERS

UNSCHED
STAB TRIM a

RUDDER
RATIO a

BODY
VANE a
w

AUTOPILOT
CAUTION
LIGHT

PULL UP

CABIN
ALT r
ALT
ALERT a
A/T
DISC a

AUTO
PILOT a
FMC

A/P
DISC r
OVSPD

L ENG
PROBE a

R ENG
PROBE a

GND

APL
NOSE
UP

QUADRANT STAND
(P10)

PROX G/S
INHB a

CUT
OUT

P1-3 CAPT INST PANEL


L

STAB TRIM CUTOUT SW

YSM - STABILIZER TRIM - COMPONENT LOCATION - FLIGHT DECK


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4
6

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10
12
14

STABILIZER
POSITION
INDICATOR (2
(2)

STAB TRIM

B767-3S2F

ANTISKID

T
R
I
M
NORM

AIL
LOCK a

S
T
A
B

AUTO
SPDBRK a

ANNUNCIATOR PANEL (P5)

ALTERNATE
STAB TRIM
SWITCHES

CONFIG

R TAT

APL
NOSE
DN
FIRE

L TAT

TAPE

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YSM - STABILIZER TRIM - COMPONENT LOCATION - MEC


AND JACKSCREW AREA
Main Equipment Center
Yaw damper/stabilizer trim modules (YSMs) are CSEU modules on the CSEU
shelf.
Stabilizer Jackscrew Access Area
The stabilizer trim actuator controls trim operation of the horizontal stabilizer.
Each trim limit switch and position transmitter module (left, center, and right)
contains these components:
- One synchro
- One rotary variable differential transformer
(RVDT).
All three modules are interchangeable.

STABILIZER TRIM
CONTROL MODULES
(LEFT AND RIGHT)

STABILIZER TRIM ACTUATOR


- HYDRAULIC BRAKES
(LEFT AND RIGHT)
- HYDRAULIC TRIM MOTORS
(LEFT AND RIGHT)
E2-1 SHELF
- RIGHT YSM

E1-1 SHELF
- LEFT YSM

TRIM LIMIT SWITCH


AND POSITION
TRANSMITTER
MODULES
MAIN EQUIPMENT CENTER

STABILIZER JACKSCREW ACCESS AREA

YSM - STABILIZER TRIM - COMPONENT LOCATION - MEC AND JACKSCREW AREA


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YSM - STABILIZER TRIM - GENERAL DESCRIPTION


General
The yaw damper/stabilizer trim modules (YSMs) give these trim commands to
the stabilizer trim control modules (STCMs):
- Manual trim
- Autopilot trim
- Mach/speed trim.
Manual Electric Trim System
The stabilizer trim control switches on the outboard horn of each control wheel
give trim up or down arm and control signals to the left and right YSM. The
YSMs supply trim up or down arm and control signals to solenoids on the
STCMs in the stabilizer compartment. The STCM arm and control hydraulic
valves operate in series to let hydraulic flow go to the two hydraulically released
brakes and the two hydraulic motors on the stabilizer trim ballscrew actuator
assembly forward of the stabilizer. Left and center hydraulic systems supply
pressure to the STCMs through STCM cutoff valves. Two hydraulic cutout
switches on the top left side of the control stand supply electrical power to the
STCM cutoff valve motors. This isolates hydraulic power from the STCMs.
Hydraulic inputs from the elevator feel computers control the rate of stabilizer
trim. The left and right limit switch and position transmitter modules near the
stabilizer supply position feedback through flap/stab position module (FSPM) to
the flight control computers (FCCs). The position and limit switch modules also
control the flight compartment stabilizer position indicators and limit stabilizer
travel by cam-operated microswitches that open the electrical path from the
YSMs to the STCMs. Column-operated cutout switches below the floor on each
outboard side of the control column torque tube also open the electrical path
from the YSMs to the STCMs when the control columns move in a direction
opposite to stabilizer trim. Trim limit select relays control selection of stabilizer
electrical trim limits related to trailing edge flap retract signal from the FSPM.

Autopilot Trim System


The three FCCs in the main equipment center supply autopilot input signals to
the two YSMs to do a trim of the stabilizer related to elevator out of neutral
position. The function of the YSM, STCMs, stabilizer trim ballscrew actuator
assembly, and limit switch and position transmitter modules is the same as the
manual electric system.
Mach/Speed Trim System
One or the other YSM uses signals from the air data computers (ADC) and
inertial reference units (IRUs) to do a trim of the stabilizer for mach/airspeed.
The FSPMs send signal to the YSM for Mach (flaps retracted) selection. High
alpha speed trim is enabled when flaps are less than 5. Air/ground logic from
the air/ground relays inhibits Mach trim on the ground. The function of the
STCMs, the stabilizer trim ballscrew actuator assembly, and the limit switch and
position transmitter modules is the same as the manual electric system.
Alternate Electric Stab Trim System
The two alternate electric stab trim switches give up or down arm and control
trim signals to the dual coil solenoid valves in the STCM. These signals
energize one coil in the dual coil solenoid valves (the second coil is controlled
by the trim signals from the YSMs). The valves operate as before and supply
hydraulic pressure to release the hydraulic brakes and move the hydraulic
motors to do a trim of the stabilizer.
Stabilizer Trim Fault Indication System
The YSMs and FCCs control the logic for the flight compartment amber
annunciation on the P5 overhead panel and the indication on EICAS. The YSM
also has a BITE control module (BCM) to make a record of the status of
system LRUs.
Stabilizer Trim Ground Test
The maintenance control and display panel (MCDP) does a test of the ability of
each FCC (L, C, R) to connect with the YSMs and move the horizontal stabilizer
up or down.

YSM - STABILIZER TRIM - GENERAL DESCRIPTION


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YSM - STABILIZER TRIM - FUNCTIONAL MODE PRIORITY


General
There are four modes for control of stabilizer trim. The mode priority has a
relation to the number of autopilot channels engaged. The four modes are:
- Alternate electric trim mode
- Manual electric trim mode
- Mach trim mode
- Automatic stabilizer trim mode.
Autopilot Disengaged
Mach trim enables when the autopilot is not engaged in CMD and alternate
electric or manual electric trim is not in use. This occurs automatically and mode
selection is not necessary. Operation of the manual electric trim or the alternate
electric stab trim mode causes an interrupt of Mach/speed trim commands.
Single Channel Autopilot Engaged
When the autopilot engages in single channel, this is the order of control
priority:
- Alternate electric trim mode
- Manual electric trim mode
- Automatic stabilizer trim mode.
Operation of manual electric trim causes the autotrim valid signal to be set low
from the YSM. This causes the FCC to disengage during single channel
operation. Operation of alternate electric trim does not disengage the autopilot.
Multi-Channel Autopilot Engaged
When the autopilot is multi-channel engaged (two or more FCCs engaged), this
is the order of priority:
- Alternate electric trim mode
- Automatic stabilizer trim mode.

Manual electric trim inhibits during multi-channel operation. The YSM does not
let the manual electric trim inputs disengage the autopilot.

AUTOPILOT DISENGAGED

SINGLE CHANNEL
ENGAGED

1 ALTERNATE ELECTRIC
OR
MANUAL ELECTRIC
STAB TRIM

AUTOPILOT

1 ALTERNATE ELECTRIC
OR
MANUAL ELECTRIC
STAB TRIM

2 MACH

YSM - STABILIZER TRIM - FUNCTIONAL MODE PRIORITY


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1 ALTERNATE ELECTRIC
STAB TRIM
2 AUTOSTAB
TRIM

2 AUTOSTAB
TRIM

(OPERATION OF MANUAL ELECTRIC


TRIM DISENGAGES AUTOPILOT)

B767-3S2F

MULTICHANNEL AUTOPILOT
ENGAGED

EFF - ALL

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(MANUAL ELECT RIC TRIM


INHIBITED IN MULTICHANNEL
ENGAGE)

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STABILIZER TRIM SYSTEM - MANUAL ELECTRIC STAB TRIM


- FUNCTIONAL DESCRIPTION
Manual Electric Control Mode
Operation of the captain or first officer control wheel switches gives full trim rate
to the horizontal stabilizer (approximately 0.5/sec on the ground). The STCMs
supply hydraulic power to release brakes and hydraulic motors to move the
stabilizer through the stabilizer trim ball screw actuator assembly. The arm
portion of the signal goes through column cutout and limit switches which open
the trim signal to STCM solenoids. This stops stabilizer trim.
The stabilizer trim column cutout switches give manual override of any electric
trim command if there is a runaway stabilizer. It breaks the path for electric
trim commands when you move the control columns in a direction opposite to
the commanded trim direction. The normally closed switches are in parallel to
give column asymmetry protection. If you move the columns forward
more than the limit, it stops a stabilizer airplane nose up command. If you move
the columns aft more than the limit, it stops a stabilizer airplane nose down
command.
Two switches in the limit switch and position transmitter modules limit the travel
of the stabilizer in a leading edge up direction (airplane nose down
trim). The leading edge up electrical limit is 1.5 units for flaps retracted and 0.25
units for flaps not retracted.

CLOSE S/O
VALVE
NOSE UP CONT
SOLENOIDS

STAB TRIM
28V DC
STBY BUS
L STAB TRIM
SHUTOFF

CUTOUT
NORM

28V DC
STBY BUS
R STAB TRIM
SHUTOFF

CUTOUT
NORM

CONTROL
ARM

P11 CB PANEL

FWD
L COL FWD

A
B

NOSE UP ARM
SOLENOIDS
OPEN S/O
VALVE
NOSE DN CONT
SOLENOIDS
NOSE DN ARM
SOLENOIDS

NOSE
UP

FLAPS UP

P10
NOSE
DN

FWD
R COL FWD
L TRIM
LIMIT
SELECT

ARM

SECONDARY
BRAKE
RELEASE

AFT
R COL AFT

NOSE UP

L
STCM

ARM
28V DC
STBY
BUS
L STAB
TRIM CONT
28V AC
L BUS
L CONT
STAB TRIM
P11 CB PANEL

CONTROL
NOSE DN
CAPT CONT
WHEEL TRIM
SWITCH

SAME
AS
CAPT

ARM

F/O CONT
WHEEL TRIM
SWITCH

CONTROL

AFT
L COL AFT
L YSM
(E1-1)

SAME
AS
LEFT

AFT
L COL AFT
COLUMN CUTOUT
SWITCHES

L STAB
POS IND

HYD
BRAKE

LIMIT SWITCHES
POSITION
XDUCER
L POSN XMTR
MODULE

HYD
BRAKE

P10

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HYD
MOTOR

HYD
MOTOR
DN

(RIGHT CHANNEL SAME AS LEFT)

R YSM
(E2-1)

SAME
AS
LEFT

R STCM

TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

UP

STABILIZER
BALLSCREW
ACTUATOR
ASSEMBLY

STABILIZER TRIM SYSTEM - MANUAL ELECTRIC STAB TRIM - FUNCTIONAL DESCRIPTION


B767-3S2F

DN

UP

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STABILIZER TRIM SYSTEM - ALTERNATE ELECTRIC STAB


TRIM - FUNCTIONAL DESCRIPTION
Alternate Electric Stab Trim
Operation of the alternate electric stab trim switches gives full rate trim.
Movement of the arm (right) and the control (left) switches forward or aft gives a
nose up or nose down signal. When you release the switches, a spring moves
the switches back to the neutral position.
The nose up or down arm and control signals go directly to the two STCMs.
A normally open micro-switch closes with arm switch movement to connect a
ground to the stabilizer trim aileron lockout modules (SAM). This inhibits the
Mach trim function. The SAM monitors the micro-switch position. If the switch is
in the closed position for more than 30 seconds, and one of the systems has
hydraulic pressure, the manual lever switch fault ball sets on the SAMs.

ARM
SWITCH
CONTROL
SWITCH

FLAP

ALT STAB
SW FAULT
L YSM
(E1-1)

APL
NOSE DN

APL
NOSE UP
ALTN
STAB TRIM

ENG
VALVE a
SPAR
VALVE a
L

REV
ISLN a

FUEL CONTROL

ENG
VALVE a
SPAR
VALVE a
R

RUN

ALT STAB
SW FAULT

CUT OFF

NORM

CUT
OUT
L

NOSE DN CONTROL
SOLENOIDS
NOSE UP CONTROL
SOLENOIDS
NOSE UP ARM
SOLENOIDS
NOSE DN ARM
SOLENOIDS
SECONDARY
BRAKE
RELEASE
L STCM

STAB TRIM

R YSM
(E2-1)

28V DC
BAT BUS

IND

UP
DN

ARM

UP
DN

CONTROL

UP
DN

ALT STAB
TRIM
P11 CB PANEL

HYD
HYD
BRAKE
MOTOR
STABILIZER
BALLSCREW
ACTUATOR
ASSEMBLY
HYD
HYD
BRAKE
MOTOR
DN UP

NOSE UP CONTROL
SOLENOIDS
NOSE UP ARM
SOLENOIDS
NOSE DN ARM
SOLENOIDS
NOSE DN CONTROL
SOLENOIDS
R STCM

STABILIZER TRIM SYSTEM - ALTERNATE ELECTRIC STAB TRIM - FUNCTIONAL DESCRIPTION


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UP

SECONDARY
BRAKE
RELEASE

ALTN ELEC STAB


TRIM SWITCHS

B767-3S2F

DN

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YSM - STABILIZER TRIM - FUNCTIONAL DESCRIPTION AUTOMATIC STABILIZER TRIM


General Description
Automatic trim of the stabilizer is done by trim up and trim down commands
from an engaged FCC. The first FCC engaged starts communications with its
YSM. The left and right FCCs interface with the left and right YSMs respectively.
The center FCC interfaces with both YSMs. Each FCC has logic that
determines which YSM processesthe FCC autotrim commands. The first
engaged FCC provides the autotrim signals and controls YSM selection. When
multichannel engaged, if the first FCC in command disengages or is unable to
provide reliable autotrim commands, an automatic change to another FCC
occurs. Autotrim failure annunciation is controlled by fault logic in the FCC in
control.
Functional Description
Each YSM makes an autotrim valid discrete if it is capable of the trim function.
The FCC sends a discrete autotrim arm signal to the YSM(s). This arms the
YSM(s) for data reception. The FCC then sends an engage discrete and
autotrim commands on the FCC-YSM 429 bus interface based on elevator out
of neutral position. The YSM processes the FCC autotrim commands through
arm and control microprocessors to provide up and down signals to the stab
trim control module (STCM).

MANUAL COMMANDS
SPEED TRIM COMMANDS
TO ENGAGE
INTERLOCKS
AND AUTOTRIM
LOGIC

AUTOTRIM VALID
TO MCP

1
AUTOTRIM ARM
LEFT FCC (E1-1)

TO MCP

SAME AS
LEFT FCC
CENTER FCC (E1-3)

TO MCP

M
A
N
A
G
E
M
E
N
T

COMMANDS
TO STCM

3.5 SEC

AUTOTRIM
COMMANDS

AUTOTRIM SELECTION
LOGIC

SAME AS
LEFT FCC

LEFT YSM (E1-2)

FRAT
TRIM
TRANSFER
LOGIC

TRIM
TRANSFER
RELAY

SAME AS LEFT SRM

RIGHT YSM (E2-2)

RIGHT FCC (E1-4)

SRM FAULT
VALID MANUAL COMMAND

D
A
T
A

ASTS DATA
- AUTOTRIM ENGAGE LEFT/RIGHT
- TRIM UP/DOWN ARM
- TRIM UP/DOWN CONTROL
- FULL RATE AUTOTRIM

YSM - STABILIZER TRIM - FUNCTIONAL DESCRIPTION - AUTOMATIC STABILIZER TRIM


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YSM - STABILIZER TRIM- FAULT ANNUNCIATION - STAB


TRIM
General

A YSM fault message that causes a STAB TRIM level C advisory EICAS
message and a STAB TRIM annunciator on the P5 overhead panel can show
on the EXISTING FAULTS? and FAULT HISTORY? menus. This message is
set and latched. The term latched used in BITE means that more than repair of
the fault is necessary to remove the fault indication. A software reset is
necessary.
The YSM fault messages that causes STAB TRIM level M maintenance EICAS
message can show on the EXISTING FAULTS? and FAULT HISTORY? menus.
These fault messages are set and latched:
- STCM fault
- MAN TRIM sw fault
- L/C hydr discrete
- STAB BRK sw fault
- STAB 28v fault.
Do one of these to do a stab trim software reset:
- Set the +/- 5v dc control system electronic unit (CSEU) power supply off then
back on
- Pull the stab trim 28v dc circuit breaker then push it back in
- Do a RESET LATCH? procedure from the EXISTING FAULTS? menu.
These fault messages also cause the STAB TRIM level M maintenance EICAS
message and do not reset with a stab trim reset:
- ALT STAB SW FAULT
- CHNL PIN FAULT
- 15V PWR FAULT
- FCC L/R/C FAULT
- L/R/C FSPM FAULT
- YSM FAULT
- AIR/GND 1/1_2/2 FAULT
- L/R ADC FAULT
- YSM BUS XFEED

- YSM VAL DISCRETE.


Stab Brake Switch Fault
This fault is caused if the two YSMs give a manual trim command and only one
brake releases.
Alternate Stab Switch Fault
This fault is caused by one of these:
- An alternate electric stab trim micro-switch failure
- A Mach loop error - stabilizer movement slower than 0.067 degrees/second for
10 seconds of a valid command or 0.3 degrees stabilizer position difference
between stabilizer position and commanded position for 10 seconds.

- STCM FAULT
- MAN TRIM SW FAULT
- L/C HYDR DISCRETE
- STAB BRK SW FAULT
- STAB 28V FAULT

S Q
R

EXISTING
FAULTS?

RESET LATCH?

STAB
TRIM

PANEL
P5 OVERHEAD

CSEU +/- 5V DC
STAB TRIM 28V DC
MENU

YES

ON
OFF

NO

- ALT STAB SW FAULT


- CHNL PIN FAULT
- 15V PWR FAULT
- FCC L/R/C FAULT
- L/R/C FSPM FAULT
- YSM FAULT
- AIR/GND 1/1_2/2 FAULT
- L/R ADC FAULT
- YSM BUS XFEED
- YSM VAL DISCRETE

TAT

WARNING

STAB TRIM

CAUTION
a

L/R YSM

EICAS

YSM - STABILIZER TRIM- FAULT ANNUNCIATION - STAB TRIM


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YSM - STABILIZER TRIM - FAULT ANNUNCIATION - STAB


TRIM CONT.
STCM Fault
The STCM fault is caused by one of these:
- Stabilizer movement is slower than 0.067 degrees/second for 10 seconds of a
valid command
- 0.3 degrees difference between stabilizer position and commanded position
for 10 seconds.
The fault has a reset 5 seconds after the error goes away or by a stab trim reset.
Manual Trim Switch Fault
A manual trim switch fault is set and latched if the manual electric trim inputs to
the YSM have a disagreement for 5 seconds. The fault resets when the
inputs come back into agreement or by a stab trim reset.
Left or Center Hydraulic Discrete Fault
This fault is caused if the hydraulic pressure necessary for the stabilizer function
is not available.
Stabilizer Brake Switch Fault
This fault is for a stabilizer hydraulic brake apply fault. The brake is on the
STCM. The stabilizer trim brake apply fault is set and latched if there is a valid
trim command, but there is no stabilizer hydraulic brake release. This condition
stays for 3 seconds. The fault has an auto reset if a subsequent valid command
results in a brake release or by a stab trim reset.
STAB 28v Fault
If the stabilizer trim 28v dc is off for 2 seconds, a fault is set and latched. The
fault has an auto reset when stabilizer trim 28v dc is supplied. The application of
the stabilizer trim 28v dc is part of the stab trim reset.

Channel Pin Fault


The YSM channel code monitor makes sure of the validity of the channel code
discrete inputs from hardware and makes an analysis of these discretes to find
in which position (left or right) the YSM is installed. If there is a disagreement
between the channel code discretes, a channel code fault is set. If the channel
code discretes come back into agreement, the channel code fault has an auto
reset.
15v Power Fault
If the +/-15v dc power input is not in the valid range (> +10v dc for +15v dc and
< -10v dc for -15v dc) for 2 seconds, a 15v pwr fault is set. The fault has an auto
reset when the power input comes back in valid range.

- STCM FAULT
- MAN TRIM SW FAULT
- STCM
FAULT
- L/C
HYDR
DISCRETE
- MANBRK
TRIMSW
SWFAULT
FAULT
- STAB
- L/C HYDR
DISCRETE
- STAB
28V FAULT

- STAB BRK SW FAULT


- STAB 28V FAULT

EXISTING
FAULTS?
EXISTING

RESET LATCH?

S Q
SR Q
R

RESET LATCH?

FAULTS?

STAB
TRIM

STAB

TRIM
PANEL
a
P5
PANEL OVERHEAD
P5 OVERHEAD

CSEU +/- 5V DC

CSEU +/- 5V DC

STAB TRIM 28V DC


ON
OFF

MENU
MENU

YES

STAB TRIM 28V DC


ON
OFF

NO
YES

NO

- ALT STAB SW FAULT


- ALT STAB
SW FAULT
- CHNL
PIN FAULT
- CHNL
PINFAULT
FAULT
- 15V
PWR
- 15VL/R/C
PWR FAULT
- FCC
FAULT
FCC
L/R/C FAULT
- L/R/C FSPM
FAULT
- L/R/C FSPM FAULT
- YSM
FAULT
- YSM FAULT
- AIR/GND
- AIR/GND1/1_2/2
1/1_2/2 FAULT
FAULT
- L/R
ADC
FAULT
- L/R ADC FAULT
- YSM
- YSMBUS
BUSXFEED
XFEED
- YSM
- YSMVAL
VALDISCRETE
DISCRETE

TAT

WARNING
WARNING
r

STAB TRIMSTAB TRIM

CAUTION
CAUTION
a

L/R YSM
L/R YSM

EICAS

EICAS

YSM - STABILIZER TRIM - FAULT ANNUNCIATION - STAB TRIM CONT.


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TAT

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YSM - STABILIZER TRIM- FAULT ANNUNCIATION - STAB


TRIM CONT.
FCC Fault
An FCC fault is set for a FCC bus if a watchdog, parity, coincidence, or engage
fault is set for that bus. On the ground, FCC faults have an auto reset when data
becomes valid. In the air, FCC faults have an auto reset when the data becomes
valid and stays valid for 2.25 seconds.
Left, Right, and Center FSPM Fault
The FSPM gives flap and stabilizer position data to the YSM.
If the stabilizer position input is not more than 1v dc for 2 seconds, a left or right
FSPM fault is set. The fault has an auto reset if the stabilizer position
comes back in the correct range.
Comparison and range monitor is done on flap position inputs to YSM software
to make sure of the validity of the data.
If the flap position input value is not in the valid range and stays out of that
range for 2 seconds, a left, center, or right FSPM fault is set. If the airplane is on
the ground and the flap position input comes back to a valid range, the fault has
an auto reset.
Comparison monitor is only done in the air. If a flap position disagrees with the
selected position for 15 seconds, a left, center, or right FSPM fault is set.
YSM Fault
A stabilizer trim YSM fault is set if a trim command coincidence fault (trim
commands between the two microprocessors disagree) or trim mode
coincidence fault (the stabilizer trim mode between the two microprocessors
disagree) occurs. On the ground, a stabilizer trim YSM fault has an auto reset
when the coincidence fault goes away. In the air, a stabilizer trim YSM fault has
an auto reset when the coincidence fault goes away for 15 seconds. After the
stabilizer trim YSM fault has an auto reset four times, the next fault is set and
latched until the airplane is on the ground and the coincidence fault goes away.

Air/Ground 1, 1 and 2, 2 Fault


The YSM uses majority vote logic to find the in-air or on-ground status of the
airplane. If 2 of 3 air/ground discrete inputs show in air, the YSM uses the in-air
status. The same condition applies for on-ground. If one air/ground discrete
input is not valid, the YSM uses the last valid value for that discrete and
continues majority vote. If two air/ground discertes are not valid, the YSM goes
to in-air status. The YSM on-ground monitor compares the majority voted
status with each of the three air/ground discrete inputs. If there is a
disagreement for two seconds, a fault is set against the invalid air/ground
discrete. This fault can not reset until the not valid discrete agrees with the
majority voting.

- STCM FAULT
- MAN TRIM SW FAULT
- L/C
HYDR
DISCRETE
STCM
FAULT
- STAB
BRKSW
SWFAULT
FAULT
MAN TRIM
L/C HYDR
- STAB
28VDISCRETE
FAULT
- STAB BRK SW FAULT
- STAB 28V FAULT

EXISTING
FAULTS?

RESET LATCH?

EXISTING
FAULTS?

S Q
S RQ
R

RESET LATCH?

CSEU +/- 5V DC

STAB
TRIM
STAB

PANEL
TRIM
a
P5 OVERHEAD

PANEL
P5 OVERHEAD

CSEU +/- 5V DC

STAB TRIM 28V DC


MENU
MENU

YES
YES

ON
OFF
ON
OFF

NO
NO

STAB TRIM 28V DC

- ALT STAB SW FAULT


-- CHNL
PIN SW
FAULT
ALT STAB
FAULT
- 15V
PWR
FAULT
CHNL PIN FAULT
- FCC
L/R/CFAULT
FAULT
15V PWR
FCC L/R/C
FAULT
- L/R/C
FSPM
FAULT
L/R/CFAULT
FSPM FAULT
-- YSM
YSM FAULT
- AIR/GND
1/1_2/2 FAULT
AIR/GND
1/1_2/2 FAULT
-- L/R
ADC FAULT
L/R ADC
-- YSM
BUSFAULT
XFEED
-- YSM
YSM BUS
VAL XFEED
DISCRETE

TAT
TAT

WARNING

WARNING

- YSM VAL DISCRETE

STAB TRIM

STAB TRIM

CAUTION

CAUTION

L/RL/R
YSM
YSM

EICAS
EICAS

YSM - STABILIZER TRIM - FAULT ANNUNCIATION - STAB TRIM CONT.


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YSM - STABILIZER TRIM - FAULT ANNUNCIATION - STAB


TRIM CONT.
The air/ground faults can reset on the ground with one of these common
monitor reset procedures:
- Set the CSEU +5v dc power to off then to on
- Operate the yaw damper engage switch off and on
- Do a RESET LATCH? from the BCM.
Left or Right ADC Fault
This bus failure can be an input data fault (watchdog, parity, SSM, etc.) or a
comparison fault (difference of individual input parameters).
YSM Bus Crossfeed
This fault shows a problem with the wiring between the two YSMs.
YSM Val Discrete
This fault shows when the YSM-YSM IN 1/2 ARINC cross channel bus shows
the other YSM is valid and the cross channel YSM VALID OTHER discrete
shows the other YSM is not valid. If this condition stays for 5 seconds, a
fault is set.

- STCM FAULT
- MAN TRIM SW FAULT
- STCM
FAULT
- L/C
HYDR
DISCRETE
- MANBRK
TRIMSW
SWFAULT
FAULT
- STAB
- L/C HYDR
DISCRETE
- STAB
28V FAULT

- STAB BRK SW FAULT


- STAB 28V FAULT

EXISTING
FAULTS?
EXISTING

RESET LATCH?

SR Q
R

RESET LATCH?

FAULTS?

STAB
TRIM

S Q

CSEU +/- 5V DC

STAB

TRIM
PANEL
a
P5
PANELOVERHEAD
P5 OVERHEAD

CSEU +/- 5V DC

STAB TRIM 28V DC


MENU

YES

STAB TRIM 28V DC

ON
OFF

ON
OFF

MENU

NO
YES

NO

- ALT STAB SW FAULT


- ALT STAB
SW FAULT
- CHNL
PIN FAULT
- CHNL
PINFAULT
FAULT
- 15V
PWR
- 15VL/R/C
PWR FAULT
FAULT
- FCC
- FCC FSPM
L/R/C FAULT
- L/R/C
FAULT
- L/R/C
FSPM FAULT
- YSM
FAULT
- YSM FAULT
- AIR/GND
1/1_2/2 FAULT
- AIR/GND
1/1_2/2 FAULT
- L/R
ADC
FAULT
- L/R ADC FAULT
- YSM
- YSMBUS
BUSXFEED
XFEED
- YSM
VAL
- YSM VALDISCRETE
DISCRETE

TAT
TAT

WARNING
WARNING
r
r

CAUTION
CAUTION
a

L/R L/R
YSMYSM

EICAS
EICAS

YSM - STABILIZER TRIM - FAULT ANNUNCIATION - STAB TRIM CONT.


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STAB TRIM

STAB TRIM

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YSM - STABILIZER TRIM - FAULT ANNUNCIATION UNSCHEDULED TRIM


General
One or more of these conditions cause the amber UNSCHED STAB TRIM light
on the P5 overhead panel to come on and a level B caution on the EICAS
display to show:
- Movement of the stabilizer without a valid stabilizer trim command
- Movement opposite to the stabilizer trim command
- Alternate electric trim used when an autopilot is in command.
The annunciation stops when stabilizer motion stops or when the alternate
electric trim stops.
Autotrim Mode
For the autotrim mode, at least one flight control computer (FCC) must be
engaged and no channel code faults or stabilizer trim function faults.
A channel code fault is set if there is a disagreement between the left and right
YSM channel discretes.
A stabilizer trim function fault is set if one of these conditions occur:
- Trim command coincidence fault - stabilizer trim commands from the control
and arm processor channels disagree
- Trim mode coincidence fault - the stabilizer trim active mode from the control
and arm processor channels disagree.
During single or triple channel autopilot operation, the autotrim mode in the left
YSM does a check to make sure the right YSM autotrim mode is disabled.
During dual channel approaches, full rate autotrim is possible.
Unscheduled Stab Trim
If there is stabilizer trim movement without a valid command or opposite to a
valid command, and this condition stays for 0.6 seconds, an unscheduled trim
fault is set and latched. The unscheduled trim fault resets when the stabilizer
movement stops for 3 seconds.

STAB MOVES
>0.4 DEGREES WITHOUT
VALID
TRIM CMD
STAB
MOVES
OPPOSITE
TO CMD
DIRECTION

STAB
MOTION
STOPS

STAB TRIM
FUNCTION FAULT
CHANNEL CODE
FAULT
ANY FCC ENGA

0.6 SEC

3.0 SEC

UNSCHEDULED
STAB TRIM
UNSCHED
STAB TRIM
a

ALTERNATE
ELECT
TRIM

P5 OVERHEAD
PANEL

AUTOTRIM
MODE
CONTROL PROC
ARM PROC

LEFT YSM

TAT

AUTOTRIM
MODE (RIGHT)

WARNING
r

UNSCHD STAB TRIM

CAUTION
a

INTERNALS SAME AS LEFT YSM


EICAS

RIGHT YSM

YSM - STABILIZER TRIM - FAULT ANNUNCIATION - UNSCHEDULED TRIM


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FLT CONT/HYD - GENERAL DESCRIPTION - FLIGHT


CONTROLS
General
All flight control surfaces are moved by hydraulic power control actuators
(PCAs). PCAs are controlled by mechanical linkage with manual, autopilot, and
attitude inputs.
Manual Controls
A system of cables, quadrants, and rods provide manual control from the control
wheel, control column, and rudder pedals. Manual control of the ailerons is
helped by lateral central control actuators (LCCAs) which drive the mechanical
systems in the wings. Manual inputs include artificial feel components to provide
feel in the absence of aerodynamic feedback force.
Autopilot Controls
The autopilot system provides electrical commands to control servos which for
ailerons are the LCCAs. The servos provide the mechanical control of the
PCAs. The required position feedback information is by electrical signal from
the servos.
Attitude Controls
Automatic attitude control is provided for yaw damping. Electrical commands to
the servos result in mechanical motion of the PCA control linkage. Position
feedback is also by electrical signal from the servos.

LEFT HYD SYS - FLT CONT

CENTER HYD SYS - FLT CONT

AC
MP

EDP

AC
MP

AC
MP

RIGHT HYD SYS - FLT CONT


AC
MP

EDP

ADP

L E SLATS
RAT

T E FLAPS

STAB TRIM
L TAIL SOV

L WING SOV
LCCA

STAB TRIM
C TAIL SOV

C WING SOV

R WING SOV

LCCA

SPOILER PCA
(1-6-12)
AIL PCA
(LOB-LIB-ROB)

LCCA
SPOILER PCA
(2-7-11)

SPOILER PCA
(3-4-5-8-9-10)
1

AIL PCA
(LIB-RIB)

ELEV FEEL
CMPTR

AIL PCA
(LOB-RIB-ROB)

1
ELEV A/P
SERVO

ELEV A/P
SERVO

ELEV A/P
SERVO

ELEV PCA
(LEFT-RIGHT)

ELEV PCA
(LEFT-RIGHT)

DIR A/P
SERVO

DIR A/P
SERVO
RUDDER PCA
RIGHT YAW
DAMPER SERVO

DIR A/P
SERVO
RUDDER PCA

LEFT YAW
DAMPER SERVO

RUDDER PCA
1

RUDDER RATIO
CHANGER

FLT CONT/HYD - GENERAL DESCRIPTION - FLIGHT CONTROLS


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ELEV FEEL
CMPTR
ELEV PCA
(LEFT-RIGHT)

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- LOB - LEFT OUTBOARD


- LIB - LEFT INBOARD
- RIB - RIGHT INBOARD
- ROB - RIGHT OUTBOARD

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AUTOPILOT CONTROL SERVO


Purpose
The A/P control servo is a hydraulically powered device which converts an
electrical
signal or command into an output motion or force. This output motion is
applied to the aileron power control actuators (PCAs) for aileron control. It also
back drives the manual input to move the control wheel.
Servo Actuator Description
The servo consists of two solenoid valves, an electro-hydraulic servo valve
(EHSV), a pressure regulator, hydraulic connections, filter, relief valve, detent
and servo pistons, output crank and autopilot and output LVDT's. The solenoid
valves provide hydraulic pressure to the detent or engage piston and to the
EHSV for control of the servo piston. The pressure regulator reduces system
pressure to the detent piston to allow manual or autopilot override. The EHSV
supplies pressure to one side or the other (C1 or C2) of the servo piston to
cause movement in response to autopilot commands. This movement is
transmitted
via the autopilot LVDT to the flight control computer (FCC). With the
servo fully engaged, the detent pistons are clamped by regulated pressure to
the output crank. Output movement is transmitted to the FCC from the output
LVDT. The autopilot servo piston movement based on autopilot command will
then move the output crank and the aileron PCA's.
Initial Conditions
Before autopilot engagement (as shown), SV1 and SV2 are open and the
detent pistons are retracted by the disengage springs so the output crank is not
clamped to the servo actuator.
Engaged Conditions
When the autopilot is first engaged, the FCC energizes SV1. This supplies
hydraulic pressure to the EHSV and to SV2. With the EHSV enabled,
commands from the FCC synchronize the actuator piston with the output crank.
This is accomplished by using inputs from the autopilot LVDT and output LVDT.
With synchronizing complete and other engage requirements satisfied, the FCC
energizes SV2.

This causes the detent pistons to clamp the actuator piston to


the crank.
Detent Trip Monitoring
During the synchronizing portion of engagement and subsequently, the FCC
compares the autopilot LVDT position with the output LVDT position. If these
two do not agree, this is a condition known as Camout. Camout can occur due
to manual overriding of the autopilot, due to other autopilot control forces during
multichannel operation, because of mechanical jamming or due to a servo
malfunction.

SV 2

ELECTRICAL
CONNECTOR

EHSV
SV 1
FILTER
COVER

AUTOPILOT LVDT

RETURN
PRESSURE
OUTPUT
CRANK

SOLENOID
VALVE 1

SOLENOID
VALVE 2

ELECTRO-HYDRAULIC
SERVO VALVE (EHSV)

ELECTRICAL
CONNECTOR

HYDRAULIC
RETURN PORT
PR C

P C1 C2 R

PRESSURE
REGULATOR

PRC

OUTPUT LVDT
FILTER

P
R
C

HYDRAULIC
PRESSURE PORT
ORIFICE (2)

ROLLER

RP

RELIEF
VALVE

SERVO PISTON
CENTERING SPRING
SERVO PISTON
OUTPUT LVDT

DISENGAGE
SPRINGS
INTERNAL
CRANK

DETENT
PISTON

PIVOT FOR OUTPUT


CRANK & INTERNAL
CRANK

OUTPUT CRANK
TO AILERON
CONTROL LINKAGE

AUTOPILOT CONTROL SERVO


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DETENT
PISTON

ACTUATOR
LVDT

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LATERAL CENTRAL CONTROL ACTUATORS


General Description
The lateral central control actuator (LCCA) has a booster section and an
autopilot section. The booster section is controlled by the input arm during
control wheel operation or by the autopilot section when the FCC is engaged.
The booster then moves the wing cables.
LCCA Operation - Control Wheel
The movement of the booster section piston moves the wing cables. The smaller
side of the unbalanced area piston receives a constant hydraulic pressure of
1500 psi from a pressure regulator and relief valve. The control valve also
receives 1500 psi from the pressure regulator and relief valve, and ports
metered pressure to the larger side of the unbalanced area piston. As the
primary cables move, the input crank rotates about point A. This rotates the
summing lever about point D and moves the control valve. Movement of the
piston changes the position of point D which rotates the summing lever about
point C and nulls out the input to the control valve.
A relief valve and a by-pass check valve allow backdrive of the piston by the
other LCCAs. An anti-jam detent allows the input crank to break out (10 lbs
control wheel) if the control valve jams and allows operation of the other LCCAs.
Hydraulic pressure to the booster section is available when its hydraulic system
is pressurized. No electrical signal is necessary.
LCCA Operation - Autopilot
The autopilot portion of the servo responds to autopilot commands. The servo is
enabled by two solenoid valves and controlled by an electrohydraulic servo
valve (EHSV). Detent pistons engage the actuator piston to provide servo
output. The actuator piston position is detected by the autopilot LVDT.
Servo Enabling
Two discrete signals are necessary to enable the servo. The first opens
solenoid valve 1 and provides hydraulic pressure to solenoid valve 2 and the
EHSV.The EHSV then controls the position of the autopilot actuator piston.
When the actuator LVDT position agrees with the output LVDT position, the flight
control computer can provide the second enable signal.

The second enable signal opens solenoid valve 2 and hydraulic pressure goes
to the detent piston. The detent piston then closes onto the roller on the input
crank and further movement of the autopilot actuator piston results in movement
of the booster crank.
Servo Details
The control actuator pistons are centered and held open by spring pressure
when the autopilot is not engaged.
The detent piston is closed by regulated pressure which is equalized between
the two sides.
The autopilot actuator piston is moved by differential pressure between the two
sides as provided from the EHSV.
The 26v ac excitation of each LVDT is provided from the associated flight
control computer.
Autopilot LCCA Operation
Before the autopilot is engaged, the LCCA operates as a power booster for
manual control and the control section is electrically and hydraulically inactive.
When the CMD push button on the MCP is pushed, the flight control computer
(FCC) supplies an aileron hydraulic arm discrete (dc) to servo valve 1 (SV1).
The FCC provides commands to the EHSV to synchronize the autopilot actuator
piston (actuator LVDT) with the booster actuator piston (output LVDT).
When synchronized (1 second) and when other engagement requirements are
complete, the FCC provides another dc discrete to engage the detent pistons.
The autopilot actuator piston is then clamped to the input crank roller (Point B).
LCCA Operation
Autopilot commands for aileron deflection are received by the EHSV which
moves the autopilot actuator piston. This movement is translated through the
input booster crank to both the input arm and the crank. Movement of the
booster crank moves the booster actuator and moves of the aileron surface.
Hydraulic pressure on the detent pistons is decreased by the pressure regulator
to allow manual control inputs to override autopilot inputs. Manual force can
move the detent pistons in the autopilot actuator piston and the booster crank
can be moved. This causes LVDT disagreement and a detent trip which is
detected by the FCC.

LATERAL CENTRAL CONTROL ACTUATORS


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AFDS GENERAL - AFDS - GENERAL DESCRIPTION

Major Components

General

The AFDS has these components:

The autopilot flight director system (AFDS) gives flight director commands or
automatic control of the airplane in all phases of flight. The AFDS makes
stabilizer trim commands when an autopilot is in command.

- Autoflight control systems mode control panel (AFCS MCP)


- Flight control computers (FCCs)
- Caution and warning annunciators
- Autoland status annunciators
- Autopilot servos.

Functional Operation
These are the three main tasks done by the AFDS:
- Pilot assist modes
- Pilot-controlled command modes
- Automatic modes.
The pilot assist modes are the flight director modes.
These are the pilot-controlled command modes:
- Vertical speed
- Altitude hold
- Heading select
- Heading hold.
These are the automatic modes:
- Coupled approach
- Autoland
- Rollout
- Go-around
- Vertical and lateral navigation with the flight management system
- Automatic stabilizer trim with the stabilizer trim system.

AFDS GENERAL - AFDS - GENERAL DESCRIPTION


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AUTOPILOT FLIGHT DIRECTOR SYSTEM


General
The autopilot and flight director system (AFDS) provides automatic guidance
and control of the airplane ailerons, elevators, and, for autoland, the rudder. It
also provides the guidance processing for the flight director displays.
Engagement and mode selection of the autopilot and flight director are
accomplished through the AFCS mode control panel.
Annunciation and Display
Each attitude director indicator (ADI) portion of the PFD displays flight director
and AFDS commands on the flight mode annunciator (FMA). The FMA
identifies AFDS status, roll/pitch arm and engaged modes. The autoland status
annunciators identify the system capability and limitation status for autoland
operations. The AFCS mode control panel has mode selector switch
annunciation and reference readouts. A red A/P DISC light and an amber
AUTOPILOT caution light gives visual alerts for A/P warnings and cautions.

A/T ARM
IAS/MACH
F/D
ON

IAS

VERT SPD

HDG

ALT

L NAV

L
B/CRS

A/P ENGAGE

CMD

CMD

CMD

OFF
THR

SEL

V NAV

AUTO

OFF

SPD

25
SEL

BANK
LIMIT

LOC

DN

HOLD

FL CH

F/D
ON

V/S

HOLD

APP

OFF

DISENGAGE

UP

AFCS MODE CONTROL PANEL


EADI (2)

ELECTRONIC FLIGHT INSTRUMENT


EHSI (2)
SYSTEM (EFIS)

AUTOLAND STATUS
ANNUNCIATOR (2)
AUTOPILOT DISENGAGE
SWITCH (2)

A/P DISCONNECT LIGHT


A/P CAUTION LIGHT
A/P ROLLOUT GUIDANCE
SERVO (3)

GO-AROUND SWITCH (2)

A/P LATERAL CONTROL


SERVO (3)
A/P PITCH CONTROL
SERVO (3)

ELECTRICAL POWER
FLIGHT MANAGEMENT SYSTEM
AIR DATA/INERTIAL REFERENCE SYSTEM
RADIO ALTIMETER
INSTRUMENT LANDING SYSTEM
CENTRAL WARNING SYSTEM
ENG IND CREW ALERTING SYSTEM

YSM (2)

FLIGHT CONTROL
COMPUTER (3)

AUTOPILOT FLIGHT DIRECTOR SYSTEM


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MCDP

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AFDS GENERAL - BLOCK DIAGRAM

Flight Controls Interface

General

The autopilot servos give the mechanical power to operate the surface power
control actuators (PCAs). The autopilot gives stabilizer trim with the yaw
damper/stabilizer trim modules (YSMs) and the stabilizer trim control modules
(STCMs).

This block diagram shows the AFDS hardware configuration by function.


Pilot Control Function
The AFCS mode control panel gives the primary interface between the pilots
and the AFDS. The thrust management system also uses the mode control
panel. Pilot inputs have a direct interface with the flight control computers.

Electronic Flight Instrument System


The EADI is the primary display for the AFDS and shows these functions:

I/O, Calculation, and Monitor Functions

- Flight director commands


- Flight mode annunciation
- Status.

The flight control computers (FCCs) are the primary calculation units of the
AFDS. These are the functions of the FCCs:

The EHSI shows the selected heading index.

- Control law calculation


- Sensor interface and management
- Control system interface
- Engage and disengage
- Monitor
- Annunciation management.
Navigation Sensors
The avionics navigation sensors supply inertial, atmospheric, and ground
reference feedback data to the AFDS. The navigation sensors necessary for
autoland are triple redundant. The other navigation sensors are dual
redundant.
Airplane Configuration Sensors
The airplane configuration sensors give the necessary data to make
modifications in the control in relation to the airplane flight properties.

Maintenance Function
The maintenance control and display panel (MCDP) gives the maintenance
function for the AFDS.

DISCRETE WARNING
INDICATORS

TMC
AFCS MODE CONTROL PANEL

ASA

DISCRETE CAUTION
INDICATORS

EADI
EHSI
STAB POSN

FMC
EFIS
DUAL REDUNDANT
NAVIGATION SENSORS

ELEV
SERVOS

TO
SURFACE
PCA(S)

AILERON
SERVOS

TO
SURFACE
PCA(S)

DIRECT
SERVOS

TO
SURFACE
PCA(S)

FLAP POSN

SPD BRAKE
HDLE POSN
FLIGHT
CONTROL
COMPUTER
SLAT SW
LOGIC

ADIRU

AUTOPILOT SERVOS

YSM

MCDP

HYD VALID
LOGIC

STCM
AUTO STAB
TRIM

ILS
DISENGAGE SWITCHES

MAINTENANCE
FUNCTION
DFDAU

AIR/GND
LOGIC

RA

AIRPLANE CONFIG
SENSORS

TRIPLE REDUNDANT
NAVIGATION SENSORS

F/D
SOURCE
SEL SW

HDG REF
SWITCH

G/A SWITCHES
MISCELLANEOUS PILOT INPUTS

AFDS GENERAL - BLOCK DIAGRAM


B767-3S2F
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FLIGHT
RECORDER
FUNCTION

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AFDS GENERAL - COMPONENT LOCATION


Flight Compartment Components
The flight compartment components for AFDS operation give these functions:
- Control
- Flight director display and source selection
- Annunciation
- Warning and caution alerts
- Autopilot disconnect
- Go-around functions.
Airborne Data Loader
The airborne data loader (ADL) is a general purpose disk drive unit that does
uploads and downloads of computer programs and data. The ADL connects to
the airplane computers by ARINC 429 data buses. Connection to LRUs is at the
data loader control panel.
Main Equipment Center Components
The FCCs are in the main equipment center.
Autopilot Servos
The three lateral central control actuators are in the wing roots with the left and
right units on the left side and the center unit on the right side.
The three elevator autopilot servos are in the tail aft of the stabilizer.
The three directional autopilot servos are in the vertical stabilizer.

P1-3 PANEL
- A/P DISC LIGHT
- A/P CAUTION
LIGHT

FLAP LEVER
- LEADING EDGE
SLAT SWITCH
P55 GLARESHIELD PANEL
- MODE CONTROL PANEL

THRUST LEVERS
- GO-AROUND
SWITCHES

P3 F/O INSTRUMENT PANEL


- EADI
- INSTRUMENT SOURCE
SELECT SWITCH PANEL
- ASA
- HEADING REFERENCE SWITCH
P61 AUXILIARY PANEL
- AIRBORNE DATA LOADER

YAW DAMPER SERVOS


P1-1 CAPT INSTRUMENT PANEL
- EADI
- INSTRUMENT SOURCE
SELECT SWITCH
- ASA

CONTROL WHEELS
- A/P DISCONNECT
SWITCHES

ELEV A/P SERVOS

LATERAL CENTRAL
CONTROL ACTUATORS

L FCC (E1-3)
C FCC (E1-4)
R FCC (E1-5)

FWD

AFDS GENERAL - COMPONENT LOCATION


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DIRECTIONAL
A/P SERVOS

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MODE CONTROL PANEL - FUNCTIONS


Switches, Lights and Controls
Autothrottle Arm Sw- Autothrottle is Armed by use of this toggle switch when in
A/T ARM position. This switch provides DC PWR to the autothrottle servo. OFF
disables autothrottle Autothrottle Mode Select switches. The FMA displays
autothrottle mode of operation.
The following are Autothrottle modes:
THR -When the THR light bar is on engine(s) are at MAX EPR or MAX Thrust
as selected from the TMSP.
SPD- When the SPD light bar is on engine(s) are maintaining the aircraft speed
selected from the IAS/MACH speed window. Limits are selected from the TMSP.
VNAV- When the VNAV light bar is on engine(s) Limits, Speed, throttle position,
pitch of the aircraft and performance are being determined by the FMC.
FL CH- When the FL CH light bar is on engine(s) are maintaining the aircraft
speed selected from the SPEED DISPLAY window. Limits are selected from the
TMSP.
Lateral Navigation-LNAV light bar is when LNAV is either ARMED or Engaged
as displayed on the FMA. When L NAV is operating the aircraft roll and heading
is being controlled by the FMC.
SPEED DISPLAY - This speed displays 100-399 knots in 1 knot increments and
from .40 to .95 Mach in 0.01 increments. Used in Speed and FL CH mode.
AIRSPEED / MACH CONTROL Switch- changes the speed display numbers
and transfers the command to and from the FMC to the MCP when in
performing a speed intervention.
AIRSPEED / MACH SEL- SEL changes the display between airspeed and
mach. Mach must be above .40 to display mach.
Flight Director switches- F/D controls the FD displays on the left and right PFD
ADI respectively.

HEADING DISPLAY- This HEADING DISPLAY is capable of displaying 000 to


359 degrees in increments of one degree. Initialized at 000 on power up.
HEADING Select KNOB- The outer knob has 6 positions for bank angle limits.
The inner knob controls the heading of aircraft and heading bug on EFIS.
Depressing SEL causes the aircraft to obtain the heading selected on the
window. Another way is to press select then turn the heading to the desired
heading and the A/P will follow as the knob is turned.
HEADING HOLD SWITCH- This flowbar illuminated indicates HDG has been
held.
VERTIICAL SPEED DISPLAY- The VERTIICAL SPEED DISPLAY window
displays Vertical Speed (V/S) from +6000 to -8000 ft/min in 100 ft/min
increments.
VERTICAL SPEED RATE WHEEL-dials in a selected V/S.
VETTICAL SPEED SLECET SWITCH-The V/S switch activates the V/S mode.
ALTITUDE DISPLAY WINDOW- ALT shows from 0-50,000 feet in 100 feet
increments.
ALTITUDE SELECT KNOB/SWITCH-Turning of the knob clockwise increases
the ALT in the ALTITUDE DISPLAY WINDOW.
ALTITUDE HOLD-HOLD This flowbar when pressed engages ALT hold.
AUTOPILOT DISENGAGE BAR-DISENGAGE is a switch that removes power
from the AP servos by applying a ground to the servos.
AUTOPILOT ENGAGE SWITCHES- This CMD flowbar illuminated indicates
that the L, R and/or C Autopilot (AP) is engaged or in an armed condition. If
APP has been selected it is possible to have multiple CMD flow bars
illuminated. These AP(s) do not engage until less than 1500 feet RA.
BACK COURSE SELECT- This flowbar illuminated indicates Back course
selected
LOCALIZER SELECT- This flowbar illuminated indicates LOC selected.
APPROACH SELECT- This flowbar illuminated indicates APP selected.

AUTOTHROTTLE
ARM SWITCH

SPEED DISPLAY
MACH / IAS

THRUST MODE
SELECT SWITCH

FLIGHT
LEVEL CHANGE
MODE SELECT
SWITCH/LIGHT

SPEED MODE
SELECT SWITCH

AIRSPEED / MACH
SELECT SWITCH

LATERAL
NAVIGATION
MODE SELECT
SWITCH/LIGHT

AIRSPEED/MACH
CONTROL AND
LOCAL/REMOTE SPEED
SELECT SWITCH

VERTICAL SPEED
DISPLAY

HEADING DISPLAY
HEADING SELECT
ANK ANGLE
LIMIT SELECTOR

VERTICAL
NAVIGATION
MODE SELECT
SWITCH/LIGHT

ALTITUDE DISPLAY

VERTICAL SPEED
RATE UP/DOWN
SELECT WHEEL
VERTICAL SPEED SELECT
SWITCH/LIGHT

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SWITCH/LIGHT
ALTITUDE SELECT
SWITCH

HEADING HOLD SELECT


SWITCH/LIGHT

MODE CONTROL PANEL - FUNCTIONS


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AUTOPILOT ENGAGE
SWITCHES/LIGHTS

LOCALIZER SELECT
SWITCH/LIGHT

ALTITUDE HOLD
SWITCH/LIGHT

B767-3S2F

BACK COURSE SELECT SWITCH/LIGHT

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FLIGHT DIRECTOR
ON/OFF SWITCH (2)

AUTOPILOT
DISENGAGE
SWITCH/LEVER

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AFDS - ANNUNCIATION AND WARNING - GENERAL


DESCRIPTION
Description
All three FCCs send this data to each EFIS symbol generator:
- Mode status
- Flight director commands
- Heading cursor.
Mode status and flight director commands show on the EADI. The heading
cursor shows on the EHSI. The EFIS symbol generators control the data source
selection. Autoland status LAND 3 or LAND 2 shows in green on the
Autoland Status Annunciator or ASA.
The autopilot disengage warning light signal from each flight control computer
goes to the panel light and the warning electronics unit. The warning electronics
unit causes the captain and first officer master warning lights to come on and
supplies the two-tone siren aural warning.
The autopilot caution light signal from each flight control computer goes to the
panel light and to each EICAS computer. The EICAS computer causes the
captain and first officer master caution lights to come on and
gives a signal to the warning electronics unit. The warning electronics unit
supplies the level B caution aural.
Autopilot disengage and autopilot caution message signals from each flight
control computer goes to each EICAS computer. The EICAS computer shows
the necessary level A or level B message on the applicable display unit.
Each flight control computer supplies autopilot multichannel operation status
signals during an approach mode to the captain and first officer autoland status
annunciators. The autoland status annunciators give four messages for the
different multi-channel operation conditions.

A/T ARM

WARNING

IAS/MACH
F/D
ON

CAUTION

THR

CAPTAIN AND F/O


MASTER WARNING
AND CAUTION
LIGHTS (P7)

IAS
MACH

OFF

VERT SPD

HDG

ALT

L NAV

SEL

V NAV

CMD

CMD

F/D
ON

25

AUTO

OFF

SPD

CMD

B/CRS

A/P ENGAGE

SEL

LOC

DN

BANK
LIMIT

OFF

HOLD

FL CH

HOLD

V/S

APP

DISENGAGE

UP

MODE CONTROL PANEL (P55)


STATUS
PITCH MODES
OPERATE

G/S

LOC

FLARE

CMD

ROLLOUT

MODE ANNUNCIATION (TYP)

CMD

AUTOLAND STATUS

F/D

TO
ALT HOLD
ALT CAPT

EADI
PITCH MODES
ROLL MODES
ARMED
ARMED

OPERATE

LOC

TO

SPD

FLARE

ROLLOUT

HDG HOLD

G/S

VNAV

B/CRS

HDG SEL

LNAV

LNAV
LOC

VNAV SPD

TRK

252

AUTOLAND STATUS
ANNUNCIATION (P1-3)

AUTOPILOT
WARNING
ANNUNCIATION
(RED)(P1-3)

RED
TAT +12C

AUTOPILOT
CAUTION
ANNUNICATION
(AMBER)(P1-3)

AUTOPILOT DISC
AUTOPILOT

A/P
DISC

AUTO
PILOT

ROLLOUT
TUKWA

ATT

ONP

FLAP LIM

TO

YELLOW

GA

VNAV ALT

EICAS UPPER DISPLAY UNIT


KEY:

HEADING
CURSOR

BENSN

MODES

ENGAGED

ARMED

LIMIT

STATUS

GREEN

N/A

N/A

PITCH

GREEN

WHITE

GREEN

ROLL

GREEN

WHITE

N/A

20

EHSI

AFDS - ANNUNCIATION AND WARNING - GENERAL DESCRIPTION


B767-3S2F
Page - 89

LAND 2 (GREEN)
LAND 3 (GREEN)

B/CRS

VNAV PTH
SPD LIM

TEST
2

G/S

GA

P/RST

TST

V/S

FLARE

NO LAND 3 (AMBER)
NO AUTOLAND (AMBER)

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AFDS GENERAL - AUTOLAND STATUS ANNUNCIATORS


General
The autoland status annunciators provide information on degradation from a
triple redundant autoland capability.
Component Details
There is an upper and a lower display on each autoland status annunciator. The
upper display shows the autopilot system autoland status (when in multichannel autoland) and the lower display shows the degradation from land 3
capability.
Each display has three faces; blank face, A face, and B face. The displays
operate by magnetic coils. There are two test switches. Push TEST 1 to show
the upper and lower display A faces. Push TEST 2 to show the B faces. The
reset (P/RST) switch is used to clear the lower display (not during test).
EICAS Status Messages
A degraded autoland system failure that occurs below 200 feet shows as a NO
LAND 3 status message after these conditions are true:
- Airplane is on the ground.
- Ground speed is less than 40 knots.
- Autopilot is disconnected.

(A)

LAND 3
(GREEN)

(B)

LAND 2
(GREEN)

RESET SWITCH
TEST SWITCH
(A FACES)

AUTOLAND STATUS

AUTOLAND STATUS
1

P/RST

1
P/RST

TEST

TEST

(A)

NO LAND 3
(AMBER)

(B)

NO AUTOLAND
(AMBER)

AFDS GENERAL - AUTOLAND STATUS ANNUNCIATORS


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TEST SWITCH
(B FACES)

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AFDS - FUNCTIONAL DESCRIPTION - ASA - DISPLAY


SEQUENCE -1
General
Each FCC gives its status to the other FCCs on the cross channel data bus.
Use of its status and the status received from other FCCs supplies the
applicable display. Priority programming limits FCC output to one status signal.
Priority sequence is NO AUTOLAND, NO LAND 3, LAND 2, and LAND 3.
Display Groups
ASA displays are divided into two groups:
- Degradation
- Status and degradation.
Degradation displays are provided anytime from airplane on the ground prior to
takeoff until the airplane has descended to 1500 feet of final destination.
Status and degradation displays are provided after multi-channel engaged and
descent below 1500 feet until the airplane lands and the FCCs are disengaged.
Display Sequence
Displays and related functions are divided into these different areas:
- On ground
- In air, climb, or cruise
- Approach select
- Below 1500 feet
- Below 600 feet
- Below alert height
- Land and FCC disengage.
Each area contains displays for single fault and multiple fault conditions.
Automatic operation and manual operation that result from these conditions are
described.

Autopilot Channel Selection


Autoland status annunciations are different with the
number of autopilot channels engaged. Displays and
related operations are described for single, dual, and
triple channel selection.

DEGRADATION DISPLAYS

AUTOLAND STATUS

CRUISE
CLIMB

IN AIR, CLIMB, OR CRUISE

P/RST
TEST

- MONITOR OF FCC, SENSORS AND INTERFACES


- NO AUTORESET

IN AIR
ON GROUND
- ON GROUND MONITOR DYNAMIC
TEST OF SENSORS AND INTERFACES
SINGLE FAULT

SINGLE FAULT

FAULT CONDITION
BEFORE APPROACH SELECT

NO LAND 3

- MANUAL RESET PUSH AND HOLD


REINTIALIZES VOTING CIRCUIT
FOR REASSESSMENT OF CONDITION

NO LAND 3

- AUTORESET WHEN
CONDITION CLEARED
- DISPLAY REMOVED DURING RESET
- DISPLAY REMAINS BLANK WHEN RESET
RELEASED IF FAULT CONDITION CLEARED

- DISPLAY REMOVED

MULTIPLE FAULTS

MULTIPLE FAULTS

NO AUTOLAND

NO LAND 3

- AUTORESET WHEN
APPROACH SWITCH PUSHED
- VOTING CIRCUIT REINITIALIZED
FOR REASSESSMENT OF CONDITION

- DISPLAY REMOVED IF FAULT


CONDITION CLEARED BEFORE
APPROACH SELECTED
MULTIPLE FAULTS

NO AUTOLAND

- AUTORESET WHEN
CONDITION CLEARED

- MANUAL RESET

- DISPLAY REMOVED

- OPERATION SAME AS FOR


NO LAND 3 ABOVE

NO AUTOLAND

- AUTORESET WHEN
APPROACH SWITCH PUSHED

- OPERATION SAME AS FOR


NO LAND 3 ABOVE

AFDS - FUNCTIONAL DESCRIPTION - ASA - DISPLAY SEQUENCE -1


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AFDS - FUNCTIONAL DESCRIPTION - ASA - DISPLAY


SEQUENCE - 2
General
This page continues the autoland status annunciator
display sequence.

STATUS AND DEGRADATION DISPLAYS


FAULT CONDITION
AFTER APPROACH SELECT
SINGLE FAULT

APPROACH
SELECT
BELOW 1500 FT
TRIPLE CHANNEL
TRIPLE
ENGAGE
CHANNEL
BELOW
ARM
600 FT

AUTOLAND STATUS
1
P/RST
TEST
2

1
BELOW
ALERT HEIGHT

NO LAND 3

- MANUAL RESET
BELOW 1500 FT

BELOW
ALERT HEIGHT

LAND AND FCC


DISENGAGE

LAND 3

LAND 3

NO LAND 3

- DISPLAY REMOVED AND LATCHED


OFF UNTIL LANDING AND DISENGAGE
- FAULT CONDITION LATCHED IN FCC
- NO UPGRADE FOR CLEARED FAULT
CONDITION

SINGLE FAULT
LAND 2

LAND 3

NO LAND 3

- MANUAL RESET

MULTIPLE FAULTS

- MANUAL RESET
REVERTS TO ON
GROUND MONITOR

SINGLE FAULT

MULTIPLE FAULTS
NO AUTOLND

LAND 2
NO AUTOLND

NO AUTOLND

- DISPLAY LATCHED ON UNTIL


LANDING AND DISENGAGE
- DISPLAY REMOVED DURING MANUAL
RESET WHILE SWITCH IS HELD
- FAULT CONDITION LATCHED IN FCC
- NO UPGRADE FOR CLEARED
FAULT CONDITION

- NO LAND 3 DISPLAY
REMOVED WITH
CONDITION EXISTING
MULTIPLE FAULTS

- NOT REMOVED BY
MANUAL RESET

NO AUTOLND

IF MULTICHANNEL IS NOT ENGAGED BY


600 FT, THE ASA SHOWS NO AUTOLAND.
NO UPGRADE FOR CLEARED FAULT CONDITION.
ASA AUTORESETS WHEN A/P IS DISENGAGED
OR NEW MODE IS SELECTED.

- NOT REMOVED BY
MANUAL RESET

AFDS - FUNCTIONAL DESCRIPTION - ASA - DISPLAY SEQUENCE - 2


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- MANUAL RESET
REVERTS TO ON
GROUND MONITOR

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AFDC - FUNCTIONAL DESCRIPTION - ASA - DISPLAY


SEQUENCE - 3
General
This page continues the autoland status annunciator
diaplay sequence.

CRUISE

APPROACH
SELECT AND
DUAL CHANNEL ARM

AUTOLAND STATUS
1
P/RST
TEST

BELOW 1500 FT AND


DUAL CHANNEL ENGAGE

APPROACH SELECT - DUAL CHANNEL ARM


- MONITOR OF FCC, SENSORS AND INTERFACES

BELOW 600 FT
BELOW
ALERT HEIGHT

SINGLE FAULT CONDITION


AFTER APPROACH SELECT
AND DUAL CHANNEL ARM

STATUS AND
DEGRADATION DISPLAYS

SINGLE FAULT
BELOW 1500 FT AND
DUAL CHANNEL ENGAGE
NO LAND 3

- ASA REMAINS BLANK


- FAULT CONDITION LATCH IN FCC(S)

LAND AND FCC


DISENGAGE

BELOW
ALERT HEIGHT

LAND 2

LAND 2

NO LAND 3

NO LAND 3

SINGLE FAULT

NO LAND 3

SINGLE FAULT

- RESET REVERTS TO
ON GROUND MONITOR

MULTIPLE FAULTS

NO AUTOLND

- DISPLAY LATCHED ON UNTIL


LANDING AND DISENGAGE
- DISPLAY REMOVED DURING MANUAL
RESET WHILE SWITCH IS HELD
- FAULT CONDITION LATCHED IN FCC(S)
- NO UPGRADING FOR CLEARED
FAULT CONDITION

LAND 2

LAND 2

NO LAND 3

NO LAND 3

- FAULT CONDITION
LATCH IN FCC(S)
MULTIPLE FAULTS

- FAULT CONDITION
LATCH IN FCC(S)

MULTIPLE FAULTS

NO AUTOLND

- NOT REMOVED BY
MANUAL RESET

NO AUTOLND

NO AUTOLAND

- NOT REMOVED BY
MANUAL RESET
- IMMEDIATE NO
AUTOLAND

NO LAND 3 SHOWS AFTER


LANDING AND DISENGAGE.

AFDC - FUNCTIONAL DESCRIPTION - ASA - DISPLAY SEQUENCE - 3


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- RESET REVERTS TO
ON GROUND MONITOR

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AFDS - FUNCTIONAL DESCRIPTION - ASA - DISPLAY


SEQUENCE - 4
General
This page continues the autoland status annunciator display sequence.

STATUS AND DEGRADATION DISPLAYS


SINGLE CHANNEL OR FLIGHT DIRECTOR
BELOW
ALERT HEIGHT

BELOW
ALERT HEIGHT

LAND AND FCC


DISENGAGE

NO LAND 3

SINGLE FAULT

- RESET REVERTS TO
ON GROUND MONITOR

NO AUTOLND

- RESET REVERTS TO
ON GROUND MONITOR

- FAULT CONDITION
LATCHED IN FCC(S)
1
MULTIPLE FAULTS

NO AUTOLND

- NOT REMOVED BY
MANUAL RESET
NO LAND 3 SHOWS AFTER
LANDING AND DISENGAGE
AFDS - FUNCTIONAL DESCRIPTION - ASA - DISPLAY SEQUENCE - 4
1

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MODE CONTROL PANEL INTERNALS


General
To accomplish the requirement that a single failure will not cause total loss of
the AFDS mode control panel function, the mode control panel contains two
separate control channels with a common display. Each channel is powered
from a different airplane 28 volt dc source.
The A channel is supplied by the left dc bus and the B channel is supplied by
the right dc bus. The A channel receives ARINC 429 data from the left and
center flight control computers (FCC) and from the thrust management
computer (TMC).
The B channel receives ARINC 429 data from the right and center flight control
computers and from the thrust management computer.
Each channel independently processes the 429 bus received data. The pilot
input front panel data drives its own ARINC 429 bus which transmits that data to
the appropriate receiving computers.
Front Panel Switches
Each channel receives data from each switch or encoder on the front panel.
Electrical isolation is maintained between each switch contact set and each
encoder's A and B channel outputs to ensure system redundancy.
The autopilot disengage bar and the autothrottle arm switch provide a positive
disengagement function.
Input and Output Discretes
A master test input to each channel allows for external testing of the lights for all
dot bars simultaneously.
Front Panel Displays
Each channel can control the common numerical displays since each channel's
bi-directional data buffers are connected together. Only a single channel will
provide data to the displays; the channel not in command is in the read mode
(high impedance) to avoid potential conflicts.

Monitors
Power supply monitoring hardware supplies appropriate reset signals to the
CPU when power supplies have fallen below minimum values. A compute-cycle
monitor verifies that the CPU is capable of periodic execution to re-start a
hardware watchdog timer. If the timer is not restarted every 150 to 200
milliseconds, the critical portions of the I/O system and associated CPU are
disabled allowing the alternate CPU to assume control without interference.

MODE CONTROL PANEL INTERNALS


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ENGAGE LOGIC - SIMPLIFIED


General
Engagement of the autopilot servos is a two-step process. Arm status is
achieved first if all arm conditions are met and removal conditions are not
present. Engage status is achieved second if engage removal conditions or
faults do not exist. Details of the logic statements shown here are developed
later. The engagement process is comprised of two operations elevator/aileron
engagement and rudder engagement.
Elevator/Aileron Engagement
Arm is initiated by command request from the MCP if single channel engaged
and by command request and approach mode with another channel engaged.
With the arm latch set, the elevator/aileron arm relay is energized which will
energize the arm solenoid. The arm latch also enables the engage logic. If
conditions are valid for engagement, the engage latch will be set energizing the
elevator/aileron engage relay. When the engage latch is set, the arm latch is
bypassed and arm removal faults will not disengage the autopilot.
Rudder Engagement
Rudder engagement is initiated by multi-channel arm during approach. This
sets the rudder arm latch and, like the elevator/aileron engagement, the arm
relay and arm solenoid are energized and the engage logic is enabled. Rudder
engage is achieved when two channels are engaged if local channel is one of
them. Notice that rudder engagement is removed if local channel disengages or
if there is no foreign channel engaged.
ENGAGE INTERLOCKS - OPERATION
Elevator and Aileron Arm
The arm function is initiated by pressing the CMD pushbutton. This causes a
request to be transmitted via the data bus to the arm logic. When the arm state
is achieved, a solid state switch is closed, energizing the elevator/aileron arm
relay. This relay supplies 28v dc to energize the elevator and aileron arm
solenoids within the autopilot servos. The arm state is also transmitted to the
MCP to illuminate the CMD pushbutton.

Elevator and Aileron Engage


The engage function is initiated when the arm state is achieved. The elevator/
aileron engage relay operates similarly to the arm relay to energize the engage
solenoid in the elevator and lateral autopilot servos.
Rudder Arm
Rudder arm is initiated by multichannel operation which is enabled only in the
approach mode. The rudder arm solenoid is energized through the rudder arm
relay similar to elevator/aileron arm.
Rudder Engage
Upon achieving rudder arm status, the rudder engage logic is initiated leading to
the energizing of the rudder engage solenoid when multichannel engaged.

28V DC
SERVO

ELEV ARM

ELEVATOR ARM
SOLENOID

AIL ARM
ARM & ENGA DISC
429
XMTR

ELEV & AIL


ARM LOGIC

429
RCVR

ELEV
SERVO
ENGAGE

DATA
MGMT
429
XMTR

429
RCVR

D
A
T
A

CMD

ELEV/AIL
ENGA RLY

AFCS MCP

RUDDER
ARM
RUDDER
ARM RLY

RUDDER
SERVO
ENGAGE
RUDDER
ENGAGE
LOGIC

429
RCVR

FLIGHT CONTROL COMPUTER (TYP)

ENGAGE LOGIC - SIMPLIFIED


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A/P PITCH
CONTROL SERVO
AILERON ARM
SOLENOID
AILERON
ENGAGE
SOLENOID
A/P LATERAL
CONTROL SERVO

RUDDER ARM
LOGIC

RUDDER
ENGA RLY
X-CHANNEL
BUSSES

AIL
SERVO
ENGAGE

ELEV & AIL


ENGAGE
LOGIC

M
A
N
A
G
E
M
E
N
T

OFF
DISENG BAR

B767-3S2F

ELEVATOR
ENGAGE
SOLENOID

ELEV/AIL
ARM RLY

RUDDER ARM
SOLENOID
RUDDER
ENGAGE
SOLENOID

A/P ROLLOUT
GUIDANCE SERVO

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ENGAGE LOGIC DETAILS - HARDWARE MONITORS


General
The hardware monitor logic receives the arm or engage logic developed
previously and if conditions are appropriate, passes this logic to the arm and
engage and for rudder arm and engage.
Elevator/Aileron Arm
For elevator/aileron arm, wheel disengage, computer valid and power supply
valid are monitored.
Elevator/Aileron Engage
For elevator/aileron engagement, the same things are monitored. In addition,
camout (local and foreign) is also monitored. Camout is determined within the
local channel by the detent comparator. Detent logic remains high as long as
the servo LVDT and surface LVDT agree within the limits shown. MY DETENT
logic low will cause a camout disengage only if there is another channel servo
engaged.
Relative left or right channel camout (detent low) will cause disengagement if
the foreign channel disengages with a detent trip and it is the only other channel
engaged. In other words, for dual configuration if one channel has a detent trip,
both channels disengage. Rudder Arm For rudder engagement, ELEV/AIL
PREARM and power supply valid is necessary in addition to ROLLOUT ARM.
Rudder Engage
For rudder engagement logic, ELEV/AIL PRE-ENGA and FOREIGN SERVO
ENGA are necessary in addition to ROLLOUT ENGA and power supply valid.
AFDS Annunciations
If the autopilot is single channel engaged, a camout will cause an autopilot
caution annunciation.

If the autopilot is dual channel engaged, a camout will cause an autopilot


disconnect annunciation with a no autoland annunciation on the ASA.
If the autopilot is triple channel engaged, a single channel camout will cause; if
above the alert height, a LAND 2/NO LAND 3 annunciation on the ASA; if below
the alert height, the ASA will annunciate LAND 3 and there will be no changes
until touchdown and disconnect. The ASA will then annunciate NO LAND 3.
If the autopilot is triple channel engaged a dual or triple channel camout will
cause an autopilot disconnect annunciation and NO AUTOLAND on the ASA.

WHEEL DISENGAGE
(FROM ELEV/AIL ARM LOGIC)

ELEV/AIL ARM

COMPUTER INHIBIT

FROM OTHER
CHANNELS

LEFT SERVO ENGA


RIGHT DETENT

DC

ELEV/AIL
ENGA RELAY

WHEEL DISENGAGE
ELEV/AIL ENGAGE

(FROM ELEV/AIL ENGA LOGIC)


LEFT DETENT

ELEV/AIL
ARM RELAY

PRE ARM

COMPUTER VALID

FROM COMPUTER
MONITOR

DC
POWER
SUPPLY VALID

POWER
SUPPLY VALID

LEFT CAMOUT

PRE ENGA

CAMOUT
LOGIC
B

RIGHT CAMOUT

RIGHT SERVO ENGA

AIL DETENT

FOREIGN
SERVO ENGA

AIL SERVO
DETENT
COMPARATOR

AIL SURFACE
LVDT
POSITION

ELEV SERVO
ELEV SURFACE
RUD SERVO

DETENT LOGIC
LOW IF LVDT(S)
DIFFER BY
>3` (AIL & RUD)
>4` (ELEV)

MY CAMOUT

MY DETENT
TO OTHER CHANNELS

ELEV DETENT
TO AFDS
ANNUNCIATIONS

DC

RUD DETENT

RUD SURFACE
2 IN COMMAND
3 IN COMMAND
TWO SAME INNER LOOP FAILURE

(FROM RUDDER ARM LOGIC)


RUDDER ARM

NON-ISO
DISCONNECT

DC
B
POWER SUPPLY VALID
RUDDER ENGAGE
(FROM RUDDER ENGA LOGIC)
FOREIGN SEVO ENGA

TWO SAME AUTOLAND


SENSORS FAILURE
FLIGHT CONTROL COMPUTER (TYP)
1

INHIBIT LOGIC LOW DURING


POWER UP TEST ONLY

USED DURING DUAL CHANNEL OPERATION ONLY - IF FOREIGN CHANNEL


CAMOUT YOU GET A DETENT TRIP (DETENT LOGIC LOW)

ENGAGE LOGIC DETAILS - HARDWARE MONITORS


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RUDDER
ARM RELAY

RUDDER
ENGA RELAY

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INTERFACE - FCC CROSS-CHANNEL DATA


General
Digital data is transmitted cross-channel between FCCs for monitor, signal
selection, and synchronization. The analog discrete logic for servo engage and
detent trip also go on the cross-channel. They go to dedicated hardware to
provide a redundant path for failed FCC disengagement.
Digital Interfaces
The digital data buses are ARINC 429 high speed buses. Cross-channel bus
parameter labels generally are not identical to the respective source label. This
allows a simplified, combined cross-channel receive function.
Analog Discrete Interfaces
These discretes are either ground or 28v dc.

SERVO ENGA
DETENT TRIP

RELATIVE
LEFT

SERVO ENGA
DETENT TRIP
X CHANNEL
LEFT

RELATIVE
RIGHT

1
X CHANNEL
RIGHT
MY

SERVO ENGA
DETENT TRIP

LEFT FCC

1
SAME AS LEFT FCC

CROSS-CHANNEL DATA
CENTER FCC

AILERON COMMAND
ELEVATOR COMMAND
RUDDER COMMAND

DISCRETE WORDS
GENERAL PURPOSE WORDS
SAME AS LEFT FCC

IRS SIGNALS
ADC SIGNALS
ILS SIGNALS
FMC SIGNALS
RADIO HEIGHT
RIGHT FCC

FLAP POSITION
STAB POSITION

AFDS GENERAL - INTERFACE - FCC CROSS-CHANNEL DATA


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AFDS POWER DISTRIBUTION

Autoland Status Annunciators (ASA) DC Power

General Distribution

Each ASA uses two sources of dc power to provide the necessary power
redundancy.

The power distribution for the AFDS is organized around the three channel
configuration of the flight control computers, the dual configuration of the mode
control panel, and the dual requirements of the annunciation and caution and
warning designs.
Each FCC gets power from a separate ac and dc bus. The dc standby bus
provides the second source of annunciation and warning power to each FCC
and to each autoland status annunciator.
AFDS AC Power
The 115v ac primary power to each FCC is changed to 26v ac and used for
sensor excitation and to make several dc levels for the electronic circuits. An
automatic reset circuit breaker protects the 26v ac output. Lighting power (5v
ac) goes to the AFCS mode control panel and each autoland status annunciator
for background lighting.
FCC DC Power
Two external dc sources go to each FCC. The AFCS warning power dc and that
developed from the 115v ac power provide the dual sources necessary for
annunciation and warning.
AFCS MCP DC Power
The AFCS MCP uses two sources for logic power and two sources for master
dim and master test of the indicator lights. Each FCC SERVO dc goes through
the AFCS MCP to allow positive disengagement of the servos from the
AFCS MCP.
The left and right logic power dc inputs supply the left and right side AFCS MCP
electronics respectively. The left and right indicator power inputs provide the
power to the left half and right half of each dot bar display.

28V DC
STBY BUS

28V DC
BUS
LEFT

28V DC (BAT)

AUTO FLT
WARN DC

5V AC
28V DC PWR

MODE CONT
PANEL L

115V MAIN
AC BUS
LEFT
115V AC
BUS
CENTER
28V DC
BUS
CENTER

AFCS WARN PWR

CAPT ASA

SERVO ARM PWR

L FCC
SERVO

SERVO ENG PWR

L LOGIC POWER

PRIMARY PWR
L FCC

L FCC PWR

L SERVO POWER

C FCC PWR
SAME AS
L FCC

C FCC SERVO

C FCC
28V DC
BUS
RIGHT

C SERVO POWER

MODE CONT
PANEL
SAME AS
L FCC

R FCC SERVO
115V MAIN
AC BUS
RIGHT

R FCC PWR

R FCC

5V AC

R SERVO POWER

SAME AS
CAPT ASA

5V AC
MASTER DIM
MASTER TEST
MASTER DIM
MASTER TEST

LIGHT PLATE PWR


IND PWR
L
GND FOR TEST
IND PWR
R
GND FOR TEST

F/O ASA
R LOGIC POWER
AFCS MCP

AFDS POWER DISTRIBUTION


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AFDS FCC POWER DISTRIBUTION


FCC AC Power
Each autopilot servo receives 26vac for LVDT excitation from its FCC.

26V AC

LVDT EXCITATION
L FCC

SERVO POSN LVDT


SURF POSN LVDT
L LCCA
SERVO POSN LVDT
SURF POSN LVDT
L ELEVATOR
A/P SERVO
SERVO POSN LVDT
SURF POSN LVDT
L DIRECTIONAL
A/P SERVO

SAME AS
L FCC

26V AC

SAME AS L
COMPONENT
C LCCA
SAME AS L
COMPONENT
C ELEVATOR
A/P SERVO

C FCC

SAME AS L
COMPONENT
C DIRECTIONAL
A/P SERVO
SAME AS
L FCC
R FCC

26V AC

SAME AS L
COMPONENT
R LCCA
SAME AS L
COMPONENT
R ELEVATOR
A/P SERVO
SAME AS L
COMPONENT
R DIRECTIONAL
A/P SERVO

AFDS FCC POWER DISTRIBUTION


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AUTOLAND POWER SWITCHING - FUNCTIONAL


DESCRIPTION

bus tie breakers (BTBs) go into the isolation mode. In the isolation mode, both
BTBs can not be closed to supply power to the two main buses
from one source.

General

Operation

It is necessary for the airplane to have Category III B capability. The categories
are established by the regulatory agencies based on these factors:

The standby electrical system is an independent power source to supply the


center autopilot during autoland operation. During autoland operation, the
battery charger (which operates in the T-R mode as a constant voltage source)
is the third power source. The battery provides instantaneous backup if the
battery charger fails.

- Airplane certification
- Airport facilities
- Flight crew proficiency
- Airline maintenance.
The runway visual range (RVR) and decision height (DH) requirements
established for category III B are typically 150 - 700 ft RVR and 0 ft DH. These
numbers are based on a fail-operational capability. This is the level of
redundancy necessary such that if there is a single failure that occurrs below
the alert height, the landing may be continued with the remainder of the
automatic system. For a fail-operational capabilty, triple redundancy of these is
necessary:
- Power sources
- Engaged FCCs
- Sensors
- Servos.
After the FCCs send an autoland bus isolate command to the isolation request
relay (K122), they monitor a bus isolation signal.
Normal Configuration
During non-autoland conditions, the left and right generator circuit breakers
(GCB) are closed, the bus tie breakers (BTB) are open, and the K107 center
bus transfer relay is de-energized. The center bus ac and dc is supplied from
the left main ac and dc buses respectively.
Autoland Configuration
When the three autopilots are armed for approach and there are no faults, the
center buses transfer from the left system to the standby system. This provides
three independent power sources for the three autopilots. At the same time, the

An autoland bus isolate request starts the center bus transfer. When the K122
ISLN REQUEST relay is energized, a 28v dc signal (Autoland CMD) goes to the
bus power control unit (BPCU). The BPCU sends an autoland lockout command
to the left and right generator control units to inhibit BTB close command logic.
At least one BTB must be open and one GCB closed to energize the autoland
relays (K526 and K527). For backup protection, the circuit to the BTB close coil
is open to interrupt any BTB close command when the autoland relay is
energized.
When either K526 or K527 is energized, if the static inverter is operational, relay
K2127 energizes. This lets center isolation relay, K123, energized. If the
battery switch is ON, K2128 and K107 (center bus transfer relay) energize
switching the center buses. Additional contacts of relay K2128 bypass K2127
after isolation occurs. After center bus transfer is complete, the bus isolated
ground input (from K108) is removed when K107 is energized.

APC

APU
GEN

INV PWR TRU


T-R

BAT. BUS
CONT

STBY
POWER SW

K106
MAIN BAT.
XFR RLY

AUTO

C BUS DC
AUTOLAND

CAT 3 BUS ISO

TO K137
IRS DC
PWR DISC

LEFT

HOT BAT BUS

AUTOLAND
COMMAND
TO BUS
POWER
CONTROL
UNIT

CAT 3 BUS ISO

CAT 3 BUS ISO


RIGHT

K122
ISOL
REQUEST
RELAY

AUTOLAND
BUS ISOL

L FCC

BAT. XFR
CONT

K527 RIGHT
AUTOLAND RLY

C FCC
AUTOLAND
BUS ISOL
R BTB

R
GEN

R GCB

WHEN ENERGIZED CONTACTS NOT SHOWN


PREVENT L BTB FROM TRANSFERRING

WHEN ENERGIZED CONTACTS NOT SHOWN


PREVENT R BTB FROM TRANSFERRING

K123
CENTER
ISOL RLY

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BUS
ISOLATED

BATTERY
SWITCH

L FCC

ON

BUS
ISOLATED

DC TIE
CONTROL UNIT

T-R

R MAIN LOW
F/O INST BUS
VOLTAGE SENS

TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

C FCC
BUS
ISOLATED
R FCC

AUTOLAND POWER SWITCHING - FUNCTIONAL DESCRIPTION


B767-3S2F

K107
CENTER
BUS XFR
RELAY

28V
K108
DC TIE
RELAY

AUTOLAND
BUS ISOL

R FCC

C BUS
CONT

K104
MAIN
BAT.
RLY

MAIN AC BUS - R

DC BUS - R

C BUS DC POWER

K526 LEFT
AUTOLAND
RELAY

BAT.

C BUS AC
AUTOLAND

TO AC
STBY RLY

BAT.

OFF

EPC
EXTERNAL POWER

STANDBY
INVERTER

115V AC BUS - C

C BUS AC
POWER

28V DC BUS - C

STBY BUS
L GCB

DC BUS - L

L BTB

MAIN AC BUS - L

L
GEN

L MAIN LOW
CAPT INST BUS
VOLTAGE SENS

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AUTOLAND POWER SWITCHING - FUNCTIONAL


DESCRIPTION CONT.
Bus Isolation Signal
The bus isolation sigmal shows that the buses are isolated. All three channels
have an independent source of power. The bus isolation condition is removed in
one of these three ways:
- Radio altitude is above 200 feet and a fault has been detected which results in
a NO LAND 3 condition
- After start of an auto go-around when the airplane is above 100 feet radio
altitude and a positive rate of climb has been established
- All autopilots are disconnected.
Generator Loss Above 200 Feet
Between arming of the three autopilots and 200 feet, the loss of a generator is
sensed by either the captain or first officer instrument bus voltage sensing unit.
Either unit energizes to keep the flight instrument transfer bus powered,
energize the dc tie relay (K108), and signals the FCCs that the buses are not
isolated (re-applies ground to bus isolate signal). The FCCs remove the
autoland bus isolate ground. This hanges the center buses back to left main ac
and dc buses. Also the bus tie breakers close to supply power to both main ac
buses.
Generator Loss Below 200 Feet
If a generator is lost below 200 feet radio altitude, the loss of generator is
sensed by either instrument bus voltage sensing unit. Either unit energizes as
previously discussed. Below 200 feet, the FCCs do not remove the autoland
bus isolate request (ground) and K122 remains energized. The three autopilots
remain isolated. Because of the generator loss, one of the autopilots is also lost,
and the automatic approach continues with the remaining two autopilots.
APU Generator Backup Power
If the APU generator is on during a multichannel approach, it supplies power to
the main ac bus of the failed generator, regardless of altitude.

A generator failure causes the generator circuit breaker (GCB) to trip open. This
causes the corresponding autoland relay to de-energize and the BPCU to
directly sense the GCB position. An open GCB causes the BPCU to remove the
autoland lockout command from the corresponding GCU and allows
automatic BTB closure. Transfer to the APU generator may result in a power
interruption from less than 0.05 seconds to 10 seconds, depending on the type
of failure.

APC

APU
GEN

INV PWR TRU


T-R

BAT. BUS
CONT

STBY
POWER SW

K106
MAIN BAT.
XFR RLY

AUTO

C BUS DC
AUTOLAND

CAT 3 BUS ISO

TO K137
IRS DC
PWR DISC

LEFT

HOT BAT BUS

AUTOLAND
COMMAND
TO BUS
POWER
CONTROL
UNIT

CAT 3 BUS ISO

CAT 3 BUS ISO


RIGHT

K122
ISOL
REQUEST
RELAY

AUTOLAND
BUS ISOL

L FCC

BAT. XFR
CONT

K527 RIGHT
AUTOLAND RLY

C FCC
AUTOLAND
BUS ISOL
R BTB

R
GEN

R GCB

WHEN ENERGIZED CONTACTS NOT SHOWN


PREVENT L BTB FROM TRANSFERRING

WHEN ENERGIZED CONTACTS NOT SHOWN


PREVENT R BTB FROM TRANSFERRING

K123
CENTER
ISOL RLY

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BUS
ISOLATED

BATTERY
SWITCH

L FCC

ON

BUS
ISOLATED

DC TIE
CONTROL UNIT

T-R

R MAIN LOW
F/O INST BUS
VOLTAGE SENS

TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

C FCC
BUS
ISOLATED
R FCC

AUTOLAND POWER SWITCHING - FUNCTIONAL DESCRIPTION CONT.


B767-3S2F

K107
CENTER
BUS XFR
RELAY

28V
K108
DC TIE
RELAY

AUTOLAND
BUS ISOL

R FCC

C BUS
CONT

K104
MAIN
BAT.
RLY

MAIN AC BUS - R

DC BUS - R

C BUS DC POWER

K526 LEFT
AUTOLAND
RELAY

BAT.

C BUS AC
AUTOLAND

TO AC
STBY RLY

BAT.

OFF

EPC
EXTERNAL POWER

STANDBY
INVERTER

115V AC BUS - C

C BUS AC
POWER

28V DC BUS - C

STBY BUS
L GCB

DC BUS - L

L BTB

MAIN AC BUS - L

L
GEN

L MAIN LOW
CAPT INST BUS
VOLTAGE SENS

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AFDS GENERAL - POWER ISOLATION LOGIC


General
The purpose of the power isolation logic is to cause the power sources to
separate during a triple-channel approach.
The power isolation logic is set when these conditions are true:
- Triple channel arm - all three channels either engaged or armed
- None of the three channels make NO LAND 3 logic - Approach mode armed
- Airplane above alert height (>200 ft RA). Any of these conditons cause the
power isolation logic to reset:
- Total autopilot disconnect
- Any channel makes NO LAND 3 logic above alert height
- Go-around started.
Note:

NO LAND 3 status will cause power isolation logic to be reset but


the reset of fail-operative capability will not restart power isolation
logic unless the approach mode or triple arm is disengaged and
reengaged. Through the power isolation circuits, NO LAND 3 logic
will be made if isolation does not occur within 4 seconds of the
request by the FCC and isolation will be reset and not requested
again.

MY NO LAND 3 OR
NO AUTOLAND
L NO LAND 3 OR
NO AUTOLAND

28V
A

R NO LAND 3 OR
NO AUTOLAND

D
A
T
A

MY SVO ENGA
MY SVO ARM
L SVO ENGA

TRIPLE
ARM

L SVO ARM

S
R

OS

R SVO ENGA
R SVO ARM
APPROACH ARM
BELOW ALERT HEIGHT
(<200' RA)
A

MY DISCONNECT
L DISCONNECT

GA INITIATE

R DISCONNECT

4 SEC
BUS ISOLATED

SOFTWARE

TO NO LAND
3 LOGIC

HARDWARE
LEFT FLIGHT CONTROL COMPUTER

AFDS GENERAL - POWER ISOLATION LOGIC


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A
N
A
G
E
M
E
N
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K122 ISOLATION
REQUEST RELAY
TO R FCC
TO C FCC

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AUTOLAND SEQUENCE
APP
The following is actions of the aircrafts Autopilot during different phases of
Autoland flight.
Approach selected on the MCP busses split autopilots not engaged Arm.
Center bus powered from the hot battery bus.
GA armed on EICAS as a thrust mode. G/S captured, Flaps not up or G/A
button selected.
1500 Ft ASA displays true land status. Remaining Autopilots engage. Flare
and Rollout Arm.
500 Ft De-crab
300 Ft Stab trim bias
200 Ft Rising runway. Alert height no one single failure of a system can
cause an ASA status change.
45 Ft Flare
25 Ft Throttle retard occurs and Idle is displayed on the FMA throttle
sector.
GA
Aircraft climbs 2000 feet per min. Wings level following LOC till a different pitch/
roll mode is engaged other than GA above 400 Feet.

B-767 Autoland and Go Around

1500 (Radio Altimeter)


* ASA: LND 3 or LAND 2
* Remaining Autopilots Engage
* FLARE & ROLLOUT arm
* Rudder active for asymmetrical thrust

* When APPROACH MODE is armed and Autopilot is engaged, remaining operational ones arm.
Center Autopilot powered from HBB and A/C Inverter.
* At LOCALZER CAPTURE Heading Bug aligns with course and ADI LOC scale expands.
(intercept heading must be with 120 degrees of localizer course o capture. Expect some
oscillation at large intercept angles).
* GO-AROUND arms with either flaps out f up or glide slope capture (no ADI annunciation,
but check EICAS thrust mode).
GLIDE SLOPE CAPTURE occurs at about 1/4 dot above (intercept heading must be within
80 degrees of localizer course).

500 RA
* RUNWAY ALIGNMENT (not annunciated)

Above 400 RA
* Engage any Pitch / Roll Mode
back to original Autopilot)

* Autothrottle reduces to
old 2000 FPM rate of climb.

200 RA
ASA: NO LAND 3 inhibited
* Center buses Auo Transfer inhibited

330 RA
* AUTO NOSE UP TRIM (not annunciated)

At MISSED APPROACH ALTITUDE:


ALT CAPTURE, then ALT HOLD
(if set into MCP altitude window)
NOTE: Go-Around Pitch and Roll
modes must be disengaed separately.

Below 400 RA
* To disengage GA
disengage Autopilots and both
Flight Directors.

45 RA
* FLARE annunciates
* Power goes to Go-Around thrust
* Pitches to hold existing speed, Bug speed of ALPHA
speed, whichever is higher.
* Roll maintains ground track that exists at the time of engagement.

25 RA
* IDLE annunciates
AUTO GO-AROUND
* Above 5 activate either Go-Around Switch
* At 5 RA ROLLOUT annunciates
* After5 RA + 2 seconds
Auto Go-Aroud inhibited

TOUCHDOWN
* Autopilot holds centerline (uses LOC)
* Autopilot holds nse down yoke
* FLARE disengages
* Autobrakes should engage

AUTOLAND SEQUENCE
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* Selecting Reverse disengages Autothrottle (no warnings)


* Reversers deploy Auto Speed Brakes (if not already deployed)
* Disconnect Autopilot to turnoff runway

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THRUST MANAGEMENT SYSTEM - INTRODUCTION


General
The thrust management system controls engine thrust with mode requests from
these:
- Thrust mode select panel (TMSP)
- AFCS mode control panel (MCP)
- Flight management computing system (FMCS).
The thrust management computer (TMC) uses these mode requests to
calculate the autothrottle and thrust limit data.
The TMC also does continuous fault data management and on-ground
maintenance tests.
Description
The TMSP supplies thrust limit mode inputs to the TMC for thrust limit
calculations.
The MCP supplies autothrottle mode inputs to the TMC for throttle position data.
The FMC supplies data to the TMC to control the throttles and thrust limits.
Sensor Inputs
The TMC uses airplane, navigation, and engine sensors to calculate
autothrottle and thrust limit data.
Display Outputs
The TMC shows the autothrottle engage status and modes on the EADIs. It also
shows the thrust limit modes and values on EICAS.

THROTTLE
CONTROL
THRUST MGMT
COMPUTER
TO RIGHT
ENGINE

FMC
SERVO
DRIVE

EICAS
AND EFIS
DISPLAYS

AIRPLANE &
NAVIGATION
SENSORS

TMSP CONTROLS

THRUST MODE SELECT PNL

MCP CONTROLS
AND DISPLAYS
AFCS MODE CONTROL PNL

THRUST MANAGEMENT COMPUTER

THRUST MANAGEMENT SYSTEM - INTRODUCTION


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ELECTRONIC
ENGINE
CONTROLS AND
SENSORS

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TMS - COMPONENT LOCATION


General
TMS components are in these locations:
- Flight compartment
- Main equipment center.
Flight Compartment Components
The autothrottle ARM and MODE switches are located on the AFCS mode
control panel (P-55).
The A/T disconnect light is on the P1 panel. The light is amber.
The autothrottle disengage switches are on the outside of each throttle lever.
The go-around switches are on the lower aft edge of each throttle lever.
The servomotor is on the left side of the autothrottle drive assembly.
The microswitch pack assembly is on the bottom of the autothrottle assembly.
A leading edge slat switch is located behind an access panel to the right of the
first officr stabilizer trim indicator.
Main Equipment Center Components
The thrust management computer is on the E1-3 shelf.

AFCS MODE
CONTROL
PANEL (P55)

P3 INSTRUMENT PANEL
- THRUST MODE
SELECT PANEL

LE SLAT SWITCH
(BEHIND PANEL)

P1 INSTRUMENT PNL
- A/T DISCONNECT
LIGHT
SERVO MOTOR
(UNDER FLOOR)
MICRO SWITCH PACK
ASSEMBLY
(UNDER FLOOR)

E1-3 SHELF
- THRUST MGMT
COMPUTER
GO-AROUND
SWITCH (2)

AUTOTHROTTLE
DISENGAGE
SWITCH (2)

TMS - COMPONENT LOCATION


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TMS - THROTTLE COMPONENT LOCATION


Autothrottle Servo Motor
The autothrottle servo motor is at WL 200 under the
throttle control stand. It moves the throttle and
cables through the clutch pack assembly.
A/T Disengage Switch
One autothrottle disengage switch is on each throttle
lever.
Go-Around Switch
Go-around switch input to the TMC is from the same
switches used by the left flight control computer.
Switch Pack Assembly
The switch pack assembly contains two sets of switches.
One set is operated by the left thrust lever. The other
is operated by the right. Thrust reverse switches put
the thrust limit in REV mode and disengage the
autothrottle.
Brake Pack Assembly
The servomotor moves the throttle levers through the
brake pack assembly.

TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

A/T DISENGAGE
SWITCH
GO-AROUND
SWITCH

FORWARD
ACCESS DOOR

THRUST LEVER
CONTROL RODS
BRAKES

AUTOTHROTTLE
BRAKE PACK
ASSEMBLY

THRUST LEVER
ANGLE RESOLVER

AUTOTHROTTLE
SERVOMOTOR

TLA RESOLVER
LINKS (2)
THRUST LEVER
ANGLE RESOLVER

TMS - THROTTLE COMPONENT LOCATION


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TMS - THRUST MODE SELECT PANEL


General Description
The thrust mode select panel weighs 1.5 lb (0.7 kg) and measures 2.26 x 3.27 x
6.9 inches. Power comes from the TMC. There is no internal computer. The
panel uses an internal clock to make the ARINC 429 words.
Thrust Limit Mode Selection
You use the TMSP push-button for the necessary manual thrust limit mode. A
push-button for the currently selected mode has no effect.
The TO/GA push-button selects:
- Takeoff (TO) thrust limit mode if you push the TO/GA push-button when the
airplane is on the ground
- Go-around (GA) thrust limit mode if you push the TO/GA push-button when the
airplane is in the air.
Thrust Derate Selection
The thrust management system decreases the thrust limit with a fixed derate
schedule or an assumed temperature. You select fixed derate schedules with
the TMSP derate push-button 1 or 2.
You select an assumed temperature with the temperature selector (TEMP SEL).
When you turn the temperature selector one detent in one direction or the other,
and the flat-rated temperature shows as the selected temperature on EICAS,
TO stays as the mode annunciator.
The flat-rated temperature is the highest temperature at which the engine can
give maximum thrust. The TMC uses the highest of these three temperatures to
calculate the takeoff thrust limit:
- TAT
- Flat-rated
- Assumed.

The reference thrust mode on EICAS changes from TO to D-TO when the
assumed temperature is the highest of the three. You can set the assumed
temperature from 0C to 70C.
The maximum derate is 25%.

SET DERATE
SELECT SWITCHES

THRUST LIMIT MODE


SELECT SWITCHES (4)

TEMPERATURE
SELECTOR

TMS - THRUST MODE SELECT PANEL


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TMS - OPERATION - EADI DISPLAYS


Autothrottle Modes
These are the operation modes that show:
- N1
- SPD
- FLCH
- GA
- IDLE
- THR HOLD.
These are the limit modes that show:
- FLAP LIM
- ALPHA
- SPD LIM.
TEST shows for the MCDP ground test mode.

TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

AUTOTHROTTLE MODE (GREEN)

N1

ENGAGED MODE
N1
SPD
FLCH
GA
IDLE
TEST
THR HLD
LIMITS
FLAP LIM
ALPHA
SPD LIM

TMS - OPERATION - EADI DISPLAYS


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TMS - OPERATION - ENGINE EICAS DISPLAY - THRUST LIMIT


FUNCTIONS
General
EICAS provides the displays for the TMC thrust limit functions.
Total Air Temperature and Selected Temperature Displays
Primary data source for total air temperature is the TMC. The ADC is the
secondary data source. Source for selected temperature is the TMC digital data
bus. Assumed temperature is selected on the thrust mode select panel which
goes the TMC.
Reference Thrust Mode
TO, GA, CON, CLB, CRZ, or MAN show in green for the mode. D-TO shows for
assumed temperature derated takeoff mode. 1 or 2 follows the mode for other
derated modes, white if preselected and green if active.
Manual Mode
When the manual thrust set knob is pulled out, the reference thrust mode MAN
is provided by the EICAS computer in green. The reference target cursors and
readouts are green and are controlled by the knob. Manual thrust limit is not
used by the TMC.
Reference/Target Cursor and Reference Limit Display
When the manual thrust set knob is pushed in, the cursor primary data source is
the FMC when VNAV is engaged (the cursor secondary data source is the
TMC) and the reference limit display data source is the TMC. The cursor is
magenta when controlled by the FMC and green when controlled by the TMC.
The reference limit display is always green.
Maximum Limit Marker
The primary data source is the EEC. The TMC is the secondary data source
and is used when the EEC data is invalid or the EEC ALTN light is on.

TOTAL AIR
TEMPERATURE

REFERENCE LIMIT
DISPLAY
SELECTED
TEMPERATURE

MAXIMUM
LIMIT MARKER

TAT
_________
+ 12c

REFERENCE
THRUST MODE

+10c

REFERENCE/
TARGET CURSOR

TO

107.1

20.0

10
6

107.1

20.0

10

THRUST DISPLAY

385

THRUST POINTER
385
PRIMARY THRUST
PARAMETER

EGT

EICAS DISPLAY

DISPLAY

COMPUTER

ENGINE STATUS

EVENT
RECORD

AUTO

BRT

THRUST REF SET


L

BOTH

PULL

MAX IND
RESET

MANUAL THRUST
SET KNOB

EICAS CONTROL PANEL

TMS - OPERATION - ENGINE EICAS DISPLAY - THRUST LIMIT FUNCTIONS


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TMS - FUNCTIONAL DESCRIPTION - SYSTEM BLOCK


DIAGRAM
Thrust Control
The autothrottle servo and clutch move the throttle system. The thrust lever
resolvers electrically transmit the throttle lever angle (TLA) to each engine.
Dual electronic engine controls (EECs) control fuel flow and send engine data
back to the TMC.
EICAS Display
The EICAS display shows N1 data and thrust limit modes.
EADI
The autothrottle mode shows on the EADI.
A/T DISC Light
The A/T DISC light is an amber caution light controlled by the TMC internal
monitors and self-test functions.
Sensor Inputs
These are the sensor inputs:
- Attitude and rate from the IRS
- Air data from the ADC
- Airplane configuration discretes.
Digital Signal Inputs
Digital inputs are from these units:
- MCP - Mode selection
- EEC - N1, TLA, and EEC status data
- FMC - Thrust limits from the MCDU, mode data, and performance data
- ADC - Air data
- IRU - Inertial reference data
- MCDP - Test data.

Digital Signal Outputs


Digital outputs go to these units:
- MCP - TMS mode status and vertical speed
- EEC - Engine trim
- FMC - TMS mode status, engine bleed status, N1, flap position, and
temperature selection
- MCDP - Fault, ground test, and configuration data.
Analog Input Signals
Analog inputs are from these units:
- EEC discrete GE card
- A/T disconnect and GA switches
- Air ground relays
- Flap slat position module
- Leading edge slat switch.
MCP
The MCP gives this data:
- A/T ARM
- A/T mode selection
- IAS/mach selection
- Elevator speed commands.
TMSP
The TMSP gives thrust limit mode selection and assumed temperature input.
FMC
The FMC gives commands to the A/T in VNAV mode. These are the inputs from
the FMC:
- Thrust limit modes
- IAS and mach targets
- N1
- GMT
- A/T mode requests.

A/T ARM
IAS/MACH
F/D
ON

L NAV

IAS
OFF
SEL

THR

V NAV

OFF

SPD

FL CH

R ENGINE
EEC DATA

AUTOTHROTTLE
FUNCT

MCP

TO
GA

CLB

CON

CRZ

DUAL CHANNEL
ELECTRONIC
ENGINE CONTROL

TO R
ENGINE

NI REF

FMC

EEC TRIM

SERVO
THRUST
LIMIT
FUNCT

BLEED CONFIG
CARDS

CLUTCH RESOLVER
SYNCHROS

FUEL
METERING

L-PIMU

TEMP SEL

POWER

LEFT ENGINE

TMSP
INPUT
SIGNAL
MANAGEMENT

DFDAU

C
L

ADIRU(S)

EEC TRIM
CONTROL

A/G RELAY

INTERNAL
MONITOR
AND
SELF-TEST

L FSPM
LE SLAT SW
28V DC
STBY BUS
115V AC
L MAIN BUS
28V DC
L MAIN BUS

EADI

EFIS SYMBOL
GENERATORS

B
C

EICAS
COMP

A/T DISC

TAT + 12C

AFCS WARN

+38C

COLLINS
96.1

12

GRD TEST SEL


UP

TMC AC

POWER
SUPPLY

DOWN

YES/ADV

ON/OFF

FLT FAULTS

GND TEST

26.1

8
N1

318

320

TMC SERVO

28V DC
L MAIN BUS

TMC

MCDP

TMS - FUNCTIONAL DESCRIPTION - SYSTEM BLOCK DIAGRAM


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115.2
4

NO/SKIP

EGT

TMC
P11 OVERHEAD CB PANEL

96.1

D-TO

54.9

EICAS DISPLAY UNIT

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TMS - FUNCTIONAL DESCRIPTION - SYSTEM BLOCK


DIAGRAM CONT.
Autothrottle Functions
Thrust control uses N1. N1 protection uses the calculated N1 REF. MCP speed
selection or the FMC controls speed. Rate of climb/descent is controlled in FL
CH. The altitude change gives the vertical speed. Vertical speed is also
controlled in GA. The throttles
come back to the aft stops in the flare mode.
EEC trim control gives trim signals to the selected EEC to decrease small
differences in N1.
Thrust Limit Functions
The thrust limit section uses this data to calculate THRUST LIMIT REF and
MAX N1:
- Engine type
- Mode
- Flight conditions
- Aircraft configuration.
Input Signal Management
The input signal management gives signal source selection and validity monitor
for the digital and analog input signals.
Internal Monitors and Self-Tests
The internal monitors and self-tests give disconnect logic. Recorded faults go to
the MCDP.
BITE
BITE does ground tests requested by the MCDP and sends test results to the
MCDP.

A/T ARM
IAS/MACH
F/D
ON

L NAV

IAS
OFF
SEL

THR

V NAV

OFF

SPD

FL CH

R ENGINE
EEC DATA

AUTOTHROTTLE
FUNCT

MCP

TO
GA

CLB

CON

CRZ

DUAL CHANNEL
ELECTRONIC
ENGINE CONTROL

TO R
ENGINE

NI REF

FMC

EEC TRIM

SERVO
THRUST
LIMIT
FUNCT

BLEED CONFIG
CARDS

CLUTCH RESOLVER
SYNCHROS

FUEL
METERING

L-PIMU

TEMP SEL

POWER

LEFT ENGINE

TMSP
INPUT
SIGNAL
MANAGEMENT

DFDAU

C
L

ADIRU(S)

EEC TRIM
CONTROL

A/G RELAY

INTERNAL
MONITOR
AND
SELF-TEST

L FSPM
LE SLAT SW
28V DC
STBY BUS
115V AC
L MAIN BUS
28V DC
L MAIN BUS

EADI

EFIS SYMBOL
GENERATORS
C

EICAS
COMP

A/T DISC

TAT + 12C

AFCS WARN

+38C

COLLINS
96.1

12

GRD TEST SEL


UP

TMC AC

POWER
SUPPLY

DOWN

YES/ADV

ON/OFF

FLT FAULTS

GND TEST

26.1

8
N1

318

320
EGT

28V DC
L MAIN BUS

TMC

MCDP

TMS - FUNCTIONAL DESCRIPTION - SYSTEM BLOCK DIAGRAM CONT.


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115.2
4

NO/SKIP

TMC SERVO

TMC
P11 OVERHEAD CB PANEL

96.1

D-TO

54.9

EICAS DISPLAY UNIT

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MAINTENANCE FUNCTIONS
General
The following test numbers listed below can be run from the Maintenance
Control Display Panel.
Test 01 is the primary test for the FCC. Test 30 and 40 are required to perform
the Autoland return to service test.
Note:

Test 01 is part of test 40.

MAINTENANCE
CONTROL AND
DISPLAY PANEL
GROUND
TESTS

MODE CONTROL
PANEL

FLIGHT/
GROUND FAULTS

LRU GROUND TESTS

SYSTEM GROUND TESTS

TEST 04 MCP

TEST 30 CURRENT FAULT REPORT


TEST 40 AUTOLAND

AUTOLAND
STATUS
ANNUNCIATOR

TEST 06 ASA

SUPPORT GROUND TESTS


TEST 51 AIR/GND RLY

AILERON
SERVOS

TEST 07 SERVO AIL

ELEVATOR
SERVOS

TEST 08 SERVO ELEV

TEST 56 FCC CONFIG/OPT


FLIGHT
CONTROL
COMPUTER

TEST 59 FCC INSTR


TEST 65 STAB TRIM

RUDDER
SERVOS

TEST 09 SERVO RUDDER


TEST 66 XDCR OUTPUTS
TEST 67 AIL SURF LIM

AUTOPILOT
DISCONNECT
SWITCHES

TEST 11 SW A/P DISC

GO-AROUND
SWITCHES

TEST 13 SW GA

TEST 68 ELEV SURF LIM


TEST 69 RUD SURF LIM
TEST 01 FCC

MAINTENANCE FUNCTIONS
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MAINTENANCE MONITOR SYSTEM - REMOTE MCDP


OPERATION
General
There are maintenance operations that can be done by one person with a
remote MCDP control panel in the flight compartment. Annunciation is on the
EICAS display. A hand-held, carry-on panel connects to a plug behind the P6
main power distribution panel. Open the panel to get access. There is a cutout
for the cord.
Description
The remote panel provides the same switch functions as on the front of the
MCDP. Mode annunciations and alphanumeric messages show on the EICAS
display. Select the CONF/MCDP switch on the EICAS maintenance panel
(P61) to show the MCDP display. The airplane must be on the ground to show
the EICAS maintenance pages.

EICAS MAINT
DISPLAY SELECT

CONF
MCDP

EICAS MAINTENANCE PANEL


MCDP
DISPLAY
AREA
UP

YES/ADV

DOWN

NO/SKIP

MCDP
GND TEST

(11 LINES)

ON/OFF

FLT FAULTS

TYPICAL CARRY-ON
REMOTE MCDP CONTROL PANEL

MCDP
P6-5
PANEL
PLUG

EICAS
COMPUTERS

LOWER EICAS DISPLAY UNIT

MAINTENANCE MONITOR SYSTEM - REMOTE MCDP OPERATION


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MAINTENANCE MONITOR SYSTEM - INTERFACE SYSTEMS


Primary Interface Systems
These are the primary interface systems:
- Flight control computers
- Flight management computers
- Thrust management computers
- EICAS computers
- Remote MCDP control panel
- Air/Ground relays
.
The left, center, and right flight control computers use ARINC 429 data buses
and analog discrete lines. Information includes ground test control and fault
data.
The left and right flight management computers use ARINC 429 data buses to
send fault data. The thrust management computer uses ARINC 429 data
buses and analog discrete lines. Information includes ground test control and
fault data.
The EICAS computers and the MCDP remote control panel let flight
compartment operation of the MCDP.
Secondary Interfaces
These components interface with the primary systems and may be tested from
the MCDP:
- AFCS mode control panel (MCP)
- Servos
- Air Data/Inertial reference units (ADIRUs)
- Thrust mode select panel (TMSP)
- Throttle servo motor.
The mode control panel supplies control signals and gets status data from all six
computers on ARINC 429 data buses.
Each flight control computer supplies analog control signals to its control
surface servos and gets analog servo position signals.

Each flight control computer gets sensor data from its inertial reference unit and
air data computer on ARINC 429 data buses.
The thrust management computer gets control signals from the thrust mode
select panel on an ARINC 429 data bus.
The thrust management computer supplies analog control signals to the throttle
servo motor and gets analog servo position signals.
Ground Test Interface
The primary systems are directly monitored by the MCDP. During the ground
test, these systems interface with the secondary systems and various sensor/
control inputs.

AFCS MODE CONTROL PANEL

THROTTLE
SERVO
MOTOR GEN

ELEVATOR, AILERON AND


RUDDER ACTUATORS (3)
STAB TRIM DRIVES (2)
AUTOLAND STATUS
ANNUNCIATORS (2)

AIR/GROUND
RELAYS (2)

THRUST MODE
SELECT PNL

AIR DATA/INERTIAL REF UNITS (3)


AUTOPILOT DISCONNECT
SWITCHES (2)
GO-AROUND SWITCHES (2)
SLAT SWITCHES
FLAP TRANSDUCERS
HYDRAULIC VALID OUT

FLIGHT CTRL
COMPUTERS (3)

REMOTE MCDP
CONTROL
PANEL PLUG

FLIGHT MGMT
COMPUTERS (2)

THRUST MGMT
COMPUTER

MAINTENANCE CONTROL AND DISPLAY PANEL

MAINTENANCE MONITOR SYSTEM - INTERFACE SYSTEMS


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A/T DISC SW (2)


PACK SWITCHES
ANTI-ICE SWS
AIR-DRIVEN PUMP SW
ISLN VALVE SW
REV THRUST SW
SLAT SWITCHES
FLAP TRANSDUCER

EICAS
COMPUTERS (2)

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MAINTENANCE MONITOR SYSTEM - INTERFACE SYSTEMS


CONT.
Primary and Secondary Systems
Faults in these LRUs can be reported by the MCDP:
- FCC (3)
- CDU (2)
- FMC (2)
- TMC
- AIR/GND relays (2)
- TMSP
- MCP.
System Interface
The AFDS interfaces with these components:
- Flap position
- Stab position
- ASA indicators
- A/P servos.
The FMCS interfaces with these components:
- Fuel flow indicator
- Fuel quantity
- Digital clock
- EFIS control panel.
The TMS interfaces with these components:
- Control switches
- Throttle Servo Motors
- PLA transducer
- FSEU
- Flap POS
- EEC.

These are ARINC 700 sensors:


- ILS
- ADIRU
- VOR
- IRS
- DME
- Radar altimeter.
Faults in these LRUs/systems are not reported:
- Automatic direction finding (ADF) system
- Communication radios
- Air traffic control (ATC) system
- Weather radar
- Caution/warning system
- Ground proximity warning system (GPWS)
- M/ASI
- Standby Altimeter
- Yaw damper/YSM
- Electronic flight instrument system (EFIS)
- Vertical speed indicator (VSI)
- RDMI.

AFCS MODE
MODECONTROL
CONTROLPANEL
PANEL
AFCS

THROTTLE
THROTTLE
SERVO
SERVO
MOTOR
GEN
MOTOR
GEN

ELEVATOR,AILERON
AILERONAND
AND
ELEVATOR,
RUDDERACTUATORS
ACTUATORS(3)
(3)
RUDDER
STABTRIM
TRIMDRIVES
DRIVES(2)
(2)
STAB
AUTOLANDSTATUS
STATUS
AUTOLAND
ANNUNCIATORS
(2)
ANNUNCIATORS (2)

AIR/GROUND
AIR/GROUND
RELAYS(2)
(2)
RELAYS

THRUSTMODE
MODE
THRUST
SELECT
SELECTPNL
PNL

AIR
COMPUTERS
AIR DATA
DATA/INERTIAL
REF (2)
UNITS (3)
AUTOPILOT DISCONNECT
DISCONNECT
AUTOPILOT
SWITCHES (2)
SWITCHES
GO-AROUND SWITCHES
GO-AROUND
SWITCHES (2)
(2)
SLAT
SWITCHES
SLAT
FLAP TRANSDUCERS
TRANSDUCERS
FLAP
HYDRAULIC VALID
HYDRAULIC
VALID OUT
OUT

FLIGHTCTRL
CTRL
FLIGHT
COMPUTERS
(3)
COMPUTERS (3)

REMOTE MCDP
REMOTE
MCDP
CONTROL
CONTROL
PANEL PLUG
PANEL
PLUG

FLIGHT
FLIGHTMGMT
MGMT
COMPUTERS
COMPUTERS(2)
(2)

THRUST
THRUSTMGMT
MGMT
COMPUTER
COMPUTER

MAINTENANCE CONTROL AND DISPLAY PANEL


MAINTENANCE CONTROL AND DISPLAY PANEL

MAINTENANCE MONITOR SYSTEM - INTERFACE SYSTEMS CONT.


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DISC
A/TA/T
DISC
SWSW
(2)(2)
PACK
SWITCHES
PACK
SWITCHES
ANTI-ICE
SWS
ANTI-ICE
SWS
AIR-DRIVEN
PUMP
SWSW
AIR-DRIVEN
PUMP
ISLN
VALVE
SWSW
ISLN
VALVE
REV
THRUST
SWSW
REV
THRUST
SLAT
SWITCHES
SLAT SWITCHES
FLAP
TRANSDUCER
FLAP
TRANSDUCER

EICAS
EICAS
COMPUTERS
(2)(2)
COMPUTERS

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MAINTENANCE CONTROL AND DISPLAY PANEL


Purpose
The purpose of the MCDP is to get and store fault data from the flight
management system computers and to initiate, select, and process ground test
functions.

The MCDP ground test mode select switch is a momentary switch/light with a
lamp replaceable from the front panel. It comes on white when engaged and
commands the CPU to enter the ground test routine.
GND TEST SEL UP Switch

Power Required

The ground test select up switch does not have a light. It moves test numbers
up one number each time it is pushed. When you hold the switch in, it slews the
test numbers up at the rate of five numbers per second.

The MCDP uses 115v ac, 400 Hz, single-phase power.

GRD TEST SEL DOWN Switch

Physical Features
The MCDP is a 6 MCU.

The ground test select down switch does not have a light. It moves the test
numbers down one number each time it is pushed. When you hold the switch in,
it slews the test numbers down at the rate of five numbers per second.

The weight is 15 pounds.

YES/ADV Operation Switch

The MCDP uses main equipment center rack air for cooling.

The yes/advance switch does not have a light. It is used by the operator to
respond to interrogative messages in the flight fault mode and the ground test
mode.

Front Panel Features - Display Window


The MCDP display has two lines of data with 16 characters on each line. Each
character contains 17 segment gas discharge lamps, including decimal point.
All displays are in the English language.
Control Switches - ON/OFF
The MCDP ON/OFF switch is a momentary red switch/light with black letters
(FAIL). The lamp is replaceable from the front panel. It starts a power-up routine
in the central processing unit (CPU). The power-up routine turns on the switch/
light. The switch/light goes off and the FAIL message is removed after five
seconds if the MCDP passes the self-test.
MODE SWITCHES
The MCDP flight faults mode select switch is a momentary switch/light with a
lamp replaceable from the front panel. It comes on white when engaged and
commands the CPU to enter the last flight faults routine.

NO/SKIP Operation Switch


The no/skip switch does not have a light. It is used by the operator to respond to
interrogative messages in the flight fault mode and the ground test mode.
Operating Instruction Plate
The instruction panel is on the left side of the front panel. It contains instructions
for these functions:
- Apply power and initialize unit
- Select mode of operation
- Respond to interrogative messages
- Ground test operation.

INFLIGHT
FAULTS MODE
SELECT SWITCH

MESSAGE
DISPLAY
WINDOW
Collins

GROUND TEST
NUMBER SELECT
SWITCH (UP SLEW)
GROUND TEST
NUMBER SELECT
SWITCH (DOWN SLEW)

GND TEST SEL


UP

YES/ADV

POWER
ON/OFF

DOWN

GRD TEST

NO/SKIP

GROUND TESTS
LRU

2 SELECT MODE (FLT FAULTS OR


GRD TESTS).

INSTRUCTION PLATE

INSTRUCTIONS
1 CYCLE POWER OFF/ON TO SELF TEST.
VERIFY SEGMENTS LIGHT. VERIFY FAIL
LIGHT OUT IN 5 SECONDS.

3 ANSWER QUESTION ? WITH


YES OR NO SWITCH.
4 FLT FAULT DATA: LAST FLIGHT
FAULTS/PREVIOUS FLIGHT FAULTS.
5 GROUND TESTS AVAILABLE AS
SHOWN: (NOTE: FAILURE EXISTS WHEN
MESSAGE WILL NOT ADVANCE)

01
02
04
05
06
07
08
09

FCC
TMC
MCP
TMSP
ASA
SERVO AIL
SERVO ELEV
SERVO RUD

SUPPORT
10
11
12
13

SERVO A/T
SW A/P DISC
SW A/T DISC
SW G/A

14
15
16
17

XDCR COL L
XDCR COL R
XDCR WHL
PVD/PVDC

SYSTEM
30 CURRENT FAULT REPORT
40 AUTOLAND

51
52
56
57
59
60
64
65
66
67
68
69

AIR/GRD RLY
TMC RLY/SW
FCC CONFIG/OPT
TMC CONFIG/OPT
FCC INSTR
TMC INSTR
SPD BRK/FLAP XDCR
STAB TRIM
XDCR OUTPUTS
AIL SERVO LIMIT
ELEV SERVO LIMIT
RUD SERVO LIMIT

MAINTENANCE CONTROL AND DISPLAY PANEL


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YES/ADVANCE
SWITCH

MODE
FLT FAULTS

FAIL

POWER ON/OFF
SELECT SWITCH

GROUND TEST
MODE SELECT
SWITCH

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NO/SKIP
SWITCH

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MAINTENANCE CONTROL AND DISPLAY PANEL CONT.

Mode Change Routine

Ground Test Listing

A mode change routine controls these functions:

The list of ground tests is on the right side of the front panel. It contains test
numbers and names for the LRU, SYSTEM, and SUPPORT tests that the
operator can select.

- Auto on
- Power up self-test
- Flight faults
- ground test routines.

Internal Circuits - Power

Fault Monitor

The power supply provides internal DC power. It contains +5v dc keep alive
power during dormant periods when the airplane is in the air.

Fault monitor occurs during the power-up self-test.

I/O Buses

Fault Memory

The MCDP gets information from the three flight control computers (FCC), 2
flight management computers (FMC), and the thrust management computer on
digital ARINC 429 receivers. It sends information to the same computers
on ARINC 429 transmitters.

The flight faults are stored in an EPROM nonvolatile memory. The memory can
be cleared in the shop with ITS test equipment.

Analog Discrete
Analog discrete output buffer circuits supply four computers with analog ground
test discrete signals.
Software - Executive
The computer software program organization is controlled by an executive
routine that manages these routines:
- Power-up
- Power interruptions
- Mode change
- Periodic functions
- Power down.

INFLIGHT
FAULTS MODE
SELECT SWITCH

MESSAGE
DISPLAY
WINDOW
Collins

GROUND TEST
NUMBER SELECT
SWITCH (UP SLEW)
GROUND TEST
NUMBER SELECT
SWITCH (DOWN SLEW)

GND TEST SEL


UP

YES/ADV

POWER
ON/OFF

DOWN

GRD TEST

NO/SKIP

3 ANSWER QUESTION ? WITH


YES OR NO SWITCH.
4 FLT FAULT DATA: LAST FLIGHT
FAULTS/PREVIOUS FLIGHT FAULTS.
5 GROUND TESTS AVAILABLE AS
SHOWN: (NOTE: FAILURE EXISTS WHEN
MESSAGE WILL NOT ADVANCE)

GROUND TESTS

01
02
04
05
06
07
08
09

FCC
TMC
MCP
TMSP
ASA
SERVO AIL
SERVO ELEV
SERVO RUD

SUPPORT
10
11
12
13

SERVO A/T
SW A/P DISC
SW A/T DISC
SW G/A

14
15
16
17

XDCR COL L
XDCR COL R
XDCR WHL
PVD/PVDC

SYSTEM
30 CURRENT FAULT REPORT
40 AUTOLAND

51
52
56
57
59
60
64
65
66
67
68
69

AIR/GRD RLY
TMC RLY/SW
FCC CONFIG/OPT
TMC CONFIG/OPT
FCC INSTR
TMC INSTR
SPD BRK/FLAP XDCR
STAB TRIM
XDCR OUTPUTS
AIL SERVO LIMIT
ELEV SERVO LIMIT
RUD SERVO LIMIT

MAINTENANCE CONTROL AND DISPLAY PANEL CONT.


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LRU

2 SELECT MODE (FLT FAULTS OR


GRD TESTS).

INSTRUCTION PLATE

INSTRUCTIONS
1 CYCLE POWER OFF/ON TO SELF TEST.
VERIFY SEGMENTS LIGHT. VERIFY FAIL
LIGHT OUT IN 5 SECONDS.

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YES/ADVANCE
SWITCH

MODE
FLT FAULTS

FAIL

POWER ON/OFF
SELECT SWITCH

GROUND TEST
MODE SELECT
SWITCH

FOR TRAINING PURPOSES ONLY

NO/SKIP
SWITCH

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MAINTENANCE MONITOR SYSTEM - COMPONENT


LOCATION
Maintenance Monitor System Component Location
The MCDP is on the E1-2 shelf in the main equipment
center.
The portable remote panel connector is in the P6 panel
behind or below the circuit breaker door panel.
When selected, the MCDP output shows in the MCDP
display area of the lower EICAS display.

P6 PANEL
- CONNECTOR FOR PORTABLE
REMOTE PANEL

E1-2 SHELF
- MCDP

MAINTENANCE MONITOR SYSTEM - COMPONENT LOCATION


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REMOTE MCDP CONTROL PANEL CONNECTOR LOCATION


Purpose
The remote MCDP control panel connector gives the
connection for a carry-on remote MCDP control panel.
The panel is for ground maintenance only and lets you
operate the MCDP from the flight compartment.
Connector Location
The connector is in the P6 part of the main power
distribution panel.

CONNECTOR FOR
REMOTE P ANEL (P6)

CONNECTOR FOR REMOTE


MCDP CONTROL PANEL

REMOTE MCDP CONTROL PANEL CONNECTOR LOCATION


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LRU FAULT CONSOLIDATION


Purpose
One of the advanced features available with a system level maintenance
concept
is fault consolidation, where a failure indication may be examined on a system
basis to determine if a sensor or a wiring interface has failed.
LRU Failure
The upper diagram illustrates a failure case of the right inertial reference unit
which is isolated via the indicated logic equation.
Interface Failure
In the lower diagram, a wiring fault is indicated where the input to the FCC R
has been interrupted. By examining the condemnation status on a system
basis, the interface between the right IRU and FCC R is identified as faulty. This
will require deferred maintenance action but prevents the erroneous removal of
either the inertial reference unit or the right flight control computer.
Message Format
These fault consolidation routines are used to determine the bottom line portion
of flight fault messages.

FAILED
IRU

FCC R

FAULT DATA

IRU R
FMC L
01 NO LAND 3
IRU R
FMC R

TMC

FAILED INTERFACE

MCDP
FCC R (FMC L + FMC R + TMC) = IRU R FAILURE
RIGHT IRU FAILURE
FCC R

FAULT DATA

IRU R
FMC L
01 NO LAND 3
IRU R/FCC R
FMC R

TMC
MCDP
FCC R IRU R FAILURE = IRU R/FCC R
RIGHT IRU/FCC INTERFACE FAILURE

LRU FAULT CONSOLIDATION


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FAULT MESSAGE FORMATS


FLIGHT FAULT MESSAGE FORMAT
Historical Flight Tag and Fault Storage
The historical flight tag (HFT) is incremented during AUTO POWER ON if, and
only if, the MCDP receives a STORE DATA Bit from one or more FCCs, FMCs
and TMC. The STORE DATA Bit is transmitted by one of these computers only
when the following sequence of events has occurred: IRS ground speed 100
KNTS and air/ground = in air, THEN IRS ground speed 40 KNTS and air ground
= on ground ,Additionally, an engaged FCC channel will delay setting its
STORE DATA bit until the channel is disengaged.
Number Allocation
The historical flight tag is defined as follows: 00 PRESENT FLT FAULTS - 01
LAST FLT FAULTS - 02-99 PREVIOUS FLT FAULTS
Faulty LRU
The bottom line of the MCDP flight fault message is the faulty LRU or group of
LRU's. The fault information provided on the bottom line of the display should
be sufficient for most unscheduled maintenance activities. A faulty LRU group
message consists of two LRU's with a slash between. The slash mark indicates
wiring may be at fault. The group message is used when the fault can not be
definitely isolated.
DIAGNOSTIC CODES - FORMAT
Description
The MCDP decodes diagnostic fault data received from the FCC, FMC and
TMC computers and provides for a display of a diagnostic message in the
shown format
.
Flight Fault Diagnostics
The diagnostic is displayed in the flight faults mode by pushing the FLT FAULTS
switch when an LRU fault is being displayed.

Ground Test Diagnostics


The diagnostic is displayed in the ground test mode (Test 30 CURRENT FAULT
REPORT only) by pushing the GRD TEST switch when an LRU fault is being
displayed.
Content
The diagnostic code defines the monitor within a computer that tripped to
produce the displayed flight deck effect and faulty LRU. The decimal codes and
their related monitors are defined in the following tables. An intermittent fault is
defined as a fault that sometime in the past, during flight, caused a monitor to
trip, but at some later time during the flight did not. No intermittent bit is present
for ground test diagnostics.

FLIGHT FAULT MESSAGE FORMAT


CHANNEL
L=1
R=2
C=3

XXXXXX

INTERMITTENT OR SSFD
1 = YES (CASCADING)
0 = NO (VOTE OUT)
EXAMPLE :
DECIMAL CODE
ASSIGNMENT (FROM TABLE)

SOURCE
FCC = 1
FMC = 2
TMC = 3

INTERMITTENT OR
SSFD

R
121541
FCC

DIAGNOSTIC CODE FORMAT


HISTORICAL FLIGHT TAG
00 - PRESENT FLIGHT FAULT
01 - LAST FLIGHT FAULT
02-99 - PREVIOUS FLIGHT FAULT

HFT

FLIGHT DECK EFFECT


OR DIAGNOSTIC

FDE OR DIAGNOSTIC
FAULTY LRU
FAULTY LRU OR TWO LRU(S) SEPARATED
BY A / WHICH MAY MEAN AN INTERFACE FAULT

FAULT MESSAGE FORMATS


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AIL SRVO SYNC