CHAPTER 3 AUTOMATIC FLIGHT

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TABLE OF CONTENTS 03-00-01/02

DESCRIPTION

General Description Controls and Indicators COMPONENTS (Not Used)

CONTROLS AND INDICATORS

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FUNCTIONAL SCHEMATICS

System Interface

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AUTOMATIC FLIGHT

GENERAL

DEFINITIONS

The design of the DC-10 flight guidance system (FGS) provides the capability for automatically controlled flight during climb, cruise, and letdown to a Cat III landing and, if required, a go-around. The automatic flight system is an integral part of the airplane. Control is centralized at the FGS panel on the glareshield. The contributing components are signal source sensors, computers, cockpit displays, flight controls, and allied subsystems. The guidance system utilizes the output of the autothrottle computers, the flight guidance computers and when installed, the performance management system (PMS) computer. Displays, in the form of commands, appear on the attitude director indicators (ADI's). The flight controls used in automatic flight are the ailerons, rudders, elevators, horizontal stabilizer, and spoilers. The throttles are controlled by the automatic throttle system (ATS). Automatic flight capabilities include control wheel steering, turn coordination, vertical speed control, automatic pitch trim, altitude preselect, altitude hold, Mach hold, IAS hold, heading select, heading hold, VOR tracking, INS tracking (when installed), ILS (localizer and glideslope) tracking, automatic landing, go-around, turbulence penetration control and performance management (when installed). Manual override is possible at all times.

Fail Operational - A system which provides redundant operational capability using two (or possibly more) automatic systems. If one of the automatic systems fails below the alert height, the flare and touchdown may be accomplished using the remaining automatic system. Fail Passive - An automatic flight control system which, upon occurrence of any failure not shown to be extremely improbable, is protected against hardovers, leaves the airplane in trim, causes a warning signal and does not interfere with the pilot's normal control of the airplane.
DESCRIPTION SENSORS

The sensors consist of compass system, INS platforms (when installed) or vertical gyros, yaw rate gyros, central air data computers, radio altimeters, accelerometers, VHF NAV receivers, surface position sensors and angle-of-attack transducers.
FLIGHT GUIDANCE COMPUTERS

Within the guidance group are two independent guidance systems each receiving individual sensor inputs and each capable of providing the full spectrum of guidance signals. Within each system are three guidance computers (roll, pitch, and yaw),

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each of which has dual channels for selected functions. Together with other system redundancies, the dual systems permit positive flight control even if portions of the system are not operative. Incorporated in the two independent systems are four separate yaw damper systems, two separate flight director systems, two separate autopilot systems during cruise, and four separate autopilot systems during dual automatic landing. This permits autoflight operation during cruise if only one guidance system (one yaw damper system and one autopilot system) is operative. During an automatic landing, program logic inhibits land mode selection unless all of the preset conditions have been satisfied. Dual land, for example, cannot be implemented with only one operative autopilot. However, any one computer (or certain other components) which fails during a dual land sequence will disconnect automatically without disruption of the landing sequence. The landing will continue but the mode will change to single land. Each integrated autopilot/flight director system provides simultaneous and parallel outputs to its associated control surfaces and ADI. Flight director outputs are reflected in pitch and roll commands on the ADI. Autopilot outputs result in control surface displacement.
FLIGHT DIRECTOR (FD)

as the focal point for visual commands generated by the flight director circuitry in the guidance computers. Roll, pitch, yaw, and autothrottle/ speed control data from the integrated autopilot/flight director system and speed control computers are displayed. Command bars (pitch and roll) on the face of the ADI direct the pilot to turn, climb, or descend. A Fast/Slow indicator (on ADI) reflects current speed in relation to the speed selection on the ATS control panel, the computed safe speed (ALPHA SPD), the takeoff/ go-around speeds or the target speed computed by the PMS. Flight director capabilities can be utilized with the autopilot either disengaged (OFF) or engaged in the CWS (control wheel steering) mode. Either flight director can be engaged by moving the associated FD switch to the FD position. The basic engagement mode of the flight director system is HDG HOLD and ALT HOLD (or VERT SPD). With the flight director engaged, the command bars are indicating a response is required whenever either is displaced from the center position. In the autopilot CMD (command) mode, the command bars will be monitoring autopilot operation. If the CWS pushbutton mode is selected with a flight director ON and the AP lever in the CMD position, the flight director command bars on the ADI remain in view and display the commands for the mode which was previously engaged. The autopilot operates in the CWS mode. When an autopilot lever is moved to the CMD position with a flight director mode conflict, the ADI command bars of the system that is in conflict will be removed from view.

The flight director provides visual guidance to the pilot to either fly the computed flight path manually or to visually monitor autopilot response to the guidance signals. The ADI is the display member of the flight director system and functions

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AUTOMATIC THROTTLE AND SPEED CONTROL SYSTEM

The Flight Guidance System includes an Automatic Throttle and Speed Control System. Speed Control is provided from lift off to landing and automatic throttle can be used during the takeoff and throughout flight to landing. The Automatic Throttle System is independent of the integrated autopilot/flight director system and is designed for use in all phases of flight except reverse thrust and final roll-out. Speed Control System (SCS) The dual Speed Control System provides signals for the flight directors, the ADI fast/slow indicators, and the Automatic Throttle System. "Speed Guidance" signals for attitude control are displayed by the FD pitch command bars during takeoff and go-around. "Speed Control" signals for throttle control, both manual and autothrottle, are displayed by the ADI fast/slow indicators. During "Speed Guidance" operation, thrust is controlled to the selected EPR limit either manually or by the ATS, and the FD pitch command bars provide attitude commands to maintain a computed Takeoff/go-around speed. In the takeoff (TO) and go-around (G/A) modes, "Speed Guidance" appears as FD pitch commands to maintain V2 + 10 knots for three engine operation and V2 for two engine operation. The fast/slow indicators will display the airspeed error between the computed speed and the actual speed. Thrust is set by the flight crew or the ATS while the EPR limit is displayed by the EPR LIM readout on the thrust rating computer (TRC) indicator.

If the ATS is operating in the SPD (speed) mode at the time of go-around mode engagement, it switches to the EPR mode and will control to the G/A EPR limit displayed. If the ATS is engaged during go-around mode operation, it will engage directly into the EPR mode and control thrust to the G/A EPR limit. During "Speed Control", vertical speed is controlled by the pilot or autopilot and airspeed is controlled by manual or ATS adjustment of throttle positions. The SPD mode provides "Speed Control" signals to the ADI fast/slow indicators to command the pilot or ATS to adjust the throttles to maintain the higher reference speed of either the safe stall margin speed (ALPHA SPD) or the airspeed selected on the ATS control panel. The pilot can select any desired airspeed but the "Speed Control" signals are limited to prevent commands which exceed flap design speeds and to prevent commands lower than safe stall margin speed. Automatic Throttle System (ATS) The Automatic Throttle System positions the throttles to maintain the airspeed or thrust level as defined for the operational mode and airplane configuration. The system is engaged by moving the ATS lever to the ON position. The lever will not move out of OFF position until all interlocks and engage requirements are satisfied and will automatically revert to the OFF position if system monitors detect a malfunction. The ATS is disengaged by pushing either ATS disengage button on throttles 1 or 3, moving the throttles into reverse thrust, or moving the

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ATS lever to OFF. A red ATS fail light on each instrument panel comes on flashing if the ATS is disengaged by any means, except when the thrust levers are reversed after landing with LAND mode engaged. If one ATS is disengaged with the other ATS engaged, the associated amber fail light will come on. With DUAL LAND mode operative, the ATS amber fail lights are inhibited at 100 feet radio altitude. When the ATS is engaged and on the ground (nosewheel strut compressed for more than 20 seconds), the servo brake will clamp the throttle servo output shaft and automatic movement of the throttles cannot occur. The ATS SPD mode cannot be engaged on the ground (except for test). The ATS EPR mode or normal manual throttle operation is available. Placing the SPEED CONT TEST selector in FAST or SLO position will cause the servo brake to release (ATS SPD mode will engage and be displayed in the ATS flight mode annunciators), and allow autothrottle operation for maintenance. If the ATS EPR mode is engaged to set takeoff thrust, the servo brake will damp the servo output shaft when the airspeed reaches approximately 80 knots and CLAMP will be displayed in the ATS flight mode annunciators. The servo brake can be released in flight by pushing the EPR switch or pulling the SPD select knob on the ATS control panel. The SPD mode is the basic ATS mode of operation. In this mode the throttles seek and maintain the airspeed selected on the ATS control panel. SPD is displayed in both ATS flight mode annunciators (FMA's) when the ATS is in the SPD mode. There are limits on the ATS operation which prevent over-boosting engines, prevent airspeeds below a safe margin above stall, and prevent commands in

excess of flap design speeds. There is no annunciation when throttle travel is restricted by EPR limit or flap limit speed. However, when the throttles stop at the thrust setting to provide the safe stall margin speed, the ATS flight mode annunciators will display ALPHA SPD. Minimum authority limit switches restrict throttle travel in the low EPR regions. The EPR mode of operation controls the throttles to maintain the EPR displayed by the EPR LIM readout on the TRC indicator. In the event of a failure of the thrust rating computer, the ATS will disengage if it is in the EPR mode and a flag will cover the EPR LIM readout. If the thrust rating computer fails, SPD mode is still available but the pilot must manually set the EPR command bug on the EPR gage. When the thrust rating computer is valid, the logic signals from the EPR gages are overridden internally to AT/SC computer and ATS operation is limited to not exceed the EPR limit on the TRC indicator. The ALPHA SPD mode is automatically selected when the ATS is engaged in the SPD mode and the selected airspeed is lower than the safe stall margin speed. The ATS may be manually overridden at anytime by the flight crew. If all throttles are overridden simultaneously and then released, the ATS will readjust the throttles to maintain the selected speed or N1 limit except for minor adjustments. One throttle may be manually overridden and when released it will maintain its relative position to the other throttles until repositioned manually or throttles are closed automatically.

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CONTROLLABILITY WITH ALL ENGINE FLAMEOUT

EMER POWER Switch OVRD & AIR START Switch

ON OVRD & AIR START

C C

NOTE

EGT's decreasing (below normal) confirms engine flameout. If EGT's are normal/ refer to Emergency Procedures, LOSS OF ALL GENERATORS.
ADG RELEASE Handle ADG Switch NOTES RELEASED HYD

F/E
C

With ADG as the sole hydraulic power source, trim with longitudinal trim handles. Use sparingly and for short periods. If gear extension is required while enginedriven hydraulic pumps are off, use alternate gear extension lever to extend the gear.
CAB PRESS MAN/AUTO Handle MAN F/E

OUTFLOW VALVE Position Indicator

CLOSED

F/E

Push in and rotate manual cabin altitude control downward until outflow valve position indicator is at the closed position. ENG 1 and 3 HYD PUMP Switches (Continued) OFF F/E

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Each of the two autopilot systems has dual channels identified as A and B. Channel A provides computations for all cruise modes in addition to approach and landing. Channel B automatically augments channel A for approach and landing when both localizer and glide slope are being tracked and the LAND mode has been selected. If one autopilot fails and disengages during a DUAL LAND approach, one half of the available channels will be utilized and the mode annunciation will change to SNGL LAND. The landing will continue under the SNGL LAND mode. An autopilot engaged in CMD will not disengage if its respective hydraulic system should fail except during LAND mode. Failure of an autopilot's respective hydraulic system, while in the LAND mode, will cause the engaged autopilot to disengage and the AP lever to drop to OFF.

entire flight profile by making continuous changes in that profile when up to date data are obtained and considers the entire remaining flight when new data are inputed. Also provides an advisory display of numerous flight parameters on a full time real time basis. The parameters and other functional data on time, distance, and fuel remaining are derived from continuous and automatic inputs from other systems and from manually inputted data. The PMS controls pitch attitude and thrust in each of several submodes within each flight mode (climb, cruise, and descent). The climb mode can be operated in: 1. Optimum submode for minimum trip cost. Maximum submode for maximum climb angle. Non-optimum submode for manually selected climb speed (IAS and/or Mach).

2.

3. PERFORMANCE MANAGEMENT SYSTEM The Performance Management System (PMS) operates as a fully integrated selectable mode of the flight guidance system. The PMS provides automatic control and coordination of pitch attitude and thrust during climb, cruise, and descent phases of flight. In addition, PMS waypoint control provides master control of inertial navigation system position updating and flight plan by automatic control and coordination of pitch attitude, thrust, vertical navigation and horizontal navigation. The PMS provides efficient fuel usage or cost efficiency within the constraints of commanded flight plan, attitude clearance limits, and airplane performance limits. The PMS optimizes the entire flight profile by making continuous limits. The PMS optimizes the

The cruise mode can be operated in: 1. Optimum submode for minimum trip cost. Non-optimum submode for manually selected cruise speed (IAS or Mach). Hold endurance mode.

2.

3.

The descent mode can be operated in: 1. Optimum submode for minimum trip cost. Throttles at idle. Non-optimum submode for manually selected Mach/IAS descent. Non-optimum submode for manually selected descent/vertical speed.

2.

3.

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PMS consists of a PMS Computer Unit (PMCU), a PMS Control Display Unit (CDU), a PMS switching Unit, and PMS advisory lights. The PCU provides information to the CDU for message and data displays and to the PMS switching unit for interface with other systems. The PCU is programed to compute a cost efficient flight profile, while considering fuel and time costs, airplane performance, and manual inputs. It also processes data for input to the FGS and for display. The computer program contains airplane performance characteristics (i.e., speed envelope, lift, drag), engine limits, and airplane maximum and minimum speeds (including flap placard speeds) for all flight modes. Based upon programmed limits, the PCU provides automatic protection against engine overboost, overspeed, and minimum speed. Both PMS hardware and software self-tests are continually performed to insure that PMS inputs are valid, computer operation is normal and computer outputs are valid. When a failure is detected, warning flags, warning annunciations, advisory messages and malfunction messages are provided. The PMS automatically releases control of the autothrottles, autopilot, flight director and navigation system when a detected failure will cause improper control of those systems. Data input reasonableness tests are included in the computer program. The reasonableness tests applied to input data include the following: 1. Comparison of entered Gross Weight (GWT) to airplane maximum and minimum limits. 2. Comparison of entered fuel to maximum limit and GWT minus (-) zero fuel weight.

3. Comparison of computed Bottom of Descent (BOD) GWT and maximum GWT for landing. 4. Computed BOD fuel weight less than 15,000 or greater than maximum for airplane type. Failure of these reasonableness tests will cause messages to appear in the CDU. Messages will continue to be displayed in CDU until a new entry has been made or the message is cleared. An automatic longitudinal speed restriction of 250 knots for all altitudes below 10,000 feet are also included in the computer program. The speed restriction can be manually overridden using the CDU. PMS software provides data protection so that all necessary data is retained in the event that power to the PMS is lost and regained during flight. The PMS switching unit interfaces the PMS with the pitch computer, autothrottle system, and flight mode annunciators. The PMS advisory lights indicate that a message is being displayed on the CDU or that a vertical leg change is imminent. Automatic system mode selection is provided so that when the PERF mode is selected on the FGS panel, the PMS will engage into the appropriate climb, cruise, or descent mode of operation. The PMS will use present vertical speed and the current altitude with respect to the selected or armed altitude to determine the current flight regime. For example, if PERF mode is selected during climb, the PMS will automatically and smoothly provide climb power control and pitch control to the selected altitude. At the selected altitude the PMS will accomplish a smooth transition from climb to cruise. The climb or cruise mode which will be

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entered is the currently armed mode with a default to optimum. Once in a cruise mode, the PMS will not leave the current altitude to climb or descend until the new altitude has been armed and the mode change commanded by the pilot. The CDU accepts data and command entries and displays mode, planning, performance, navigation, and status information necessary for operation of the PMS. The displays also provide messages to direct flight crew action when needed. The general structure of a CDU data display page is applicable to all display pages. The top line (not numbered) is used as a combination page title/scratchpad line. The remaining three numbered lines are used for data entry and display or in conjunction with line select keys for call up of subpages (expansion of information on a given line). Page title relates the displayed page to the function key calling up that page. Alert/ advisory messages appear in the scratchpad area. Data entered will first be displayed in the scratchpad. When appropriate line select key is pushed, data will be transferred to the left side of the selected data line. If data is to be transferred to the right side of the selected data line, the slash (/) data entry key must be pushed before entering data into the scratchpad. All data entries are loaded in the scratchpad from left to right. Data entries of more than 12 characters (i.e., position latitude and longitude) are accommodated by an automatic shift of the first 12 characters one space to the left for each additional character entered, thus spilling into the page title area. Data loading has priority over other display information or alert/

advisory messages which may be displayed when data loading is initiated. PMS interpretation of data entries is as follows: 1. When using the first planning page the PMS interprets gross weight and fuel weight entries as follows: a. Three to six numeric characters entered with a decimal point is displayed on a data line rounded to the nearest thousand pounds (KLB). Two or three numeric characters entered without a decimal point is displayed on a data line as entered. Five to six numeric characters entered without a decimal point is displayed on a data line rounded to nearest (KLB).

b.

c.

2.

Distance (ground distance) entries are entered to nearest nautical mile (NM). When using the second planning page, cruise altitudes are displayed on a data line in flight level (FL) format, separated by a slash (/) as necessary. Altitudes below 18,000 feet can also be entered in feet for short range flights. The PMS interprets cruise altitude entries as follows: a. Three or less numeric characters entered is interpreted as an entry to the nearest 100 feet.

3.

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b. Four or five numeric characters entered is interpreted as an entry to the nearest foot. c. Entries of either type will be displayed on a data line in FL format rounded to the nearest 100 feet. 4. When using climb pages the PMS interprets speed entries as follows: a. A maximum of three numeric characters are permitted and can be preceded by a decimal point. b. If the first character entered is a number l,2,3, or 4, the entry is interpreted as indicated airspeed (IAS). If first character entered is either a decimal point or a number greater than four, the entry is interpreted as a Mach number. The data line display will be padded with a trailing "0" to display two numeric characters for a single numeric character entry. For display selection, any display page can be called up at any time with one exception. During preflight and prior to entering GWT, the climb,

cruise, and descent pages cannot be displayed. In addition, information available to the PMS at its interface is used to provide automatic display page selection as follows: 1. Selects first planning page upon landing and all engines are shut down. 2. Selects cruise page when armed clearance altitude is reached during climb or descent in PMS. 3. Selects climb or descent page when in PMS cruise and a new clearance altitude is armed.
ALTITUDE ADVISORY SYSTEM

The altitude advisory system automatically alerts the flight crew that the airplane is approaching the pre-selected altitude or that it is deviating from a previously selected and acquired altitude. The system is independent of either flight director or autopilot systems. An aural tone and an amber advisory light provide the alert stimuli. An altitude selected with the altitude preselect knob on the pitch control panel will be directed to both pitch computers. A steady amber advisory light on the altimeter will come on and a momentary aural tone will sound at the altitude advisory

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threshold. If vertical speed is less than 3750 fpm, the altitude advisory threshold is 750 feet (minimum) from the selected altitude. If vertical speed is 3750 fpm or greater, the altitude advisory threshold will vary as a function of vertical speed (approximately 200 feet increase for each additional 1000 fpm of vertical speed). For example, if vertical speed is 4750 fpm, the steady amber light on the altimeter will come on and the momentary aural tone will sound 950 feet from the selected altitude. Within 250 feet of the selected altitude, the amber advisory light will go off. If subsequent deviations are more than 250 feet from the selected altitude, the amber advisory light will flash and the momentary aural tone will sound. Pushing the altitude advisory RESET button will turn off the flashing altitude advisory light and reset the altitude advisory system to monitor subsequent deviations of 250 feet or more from selected altitude.
PERFORMANCE AND FAILURE ASSESSMENT MONITOR (PAFAM)

runway. Uncertainty in the prediction is reflected in the length of the touchdown predictor vectors (crossed lines). With LAND or ILS mode selected the PAFAM is energized when LOC TRK mode engages. PAFAM will automatically shut down 12 minutes after being energized above 1000 feet radio altitude and can be re-energized by pushing the LAND or ILS switch. Just after glideslope track, during the pre-land test, the PAFAM test pattern should be displayed and after the test period, the normal PAFAM display should appear. Additional displays can occur when events deviate from normal operation. With LAND mode selected, TAKEOVER will be displayed on the PAFAM monitor when a system malfunctions or the airplane performance will result in a landing that is not in the acceptable touchdown zone. In conjunction with the TAKEOVER display, an arrow will point to the side of the cockpit which contains equipment most capable of performing a successful go-around. If both sides are capable of making the go-around, both arrows will appear. TAKEOVER mode of the PAFAM is inhibited in the ILS mode of operation except for the NO TRACK takeover condition described below. NO TRACK will be displayed on the PAFAM monitor below 600 feet radio altitude and the autopilot has not gone into the LOC TRK and GS TRK mode. After NO TRACK has been displayed for 2 minutes, the PAFAM will shut down. If radio altitude decreases to 300 feet or below, the NO TRACK display will be replaced by TAKEOVER display. The flashing NO ILS display occurs when a normal approach is initiated

NOTE

Operation of the PAFAM in the ILS mode is applicable only to those airplanes with PAFAM ILS mode activated by Service Bulletin 22-88 or production equivalent. PAFAM is an integral part of the automatic landing system. This instrument provides an added level of confidence to the autoland maneuver by independently checking performance levels and registering a warning if necessary. PAFAM also advises on the probable success of the proposed landing by predicting the touchdown point on a symbolic

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and the localizer and/or glideslope signal is removed for more than 1/2 second. With LAND mode selected, if the signal is not restored within approximately 3 seconds, the NO ILS display will be replaced by the TAKEOVER display. If the signal is restored within the 3 seconds, the normal display will reappear. If the signal is not restored within 5 seconds or if excessive deterioration of performance is detected, the autopilots will disengage from CMD and the AP levers will drop to OFF. With ILS mode selected, the autopilot will disengage when the NO ILS display occurs. The normal display will reappear if the signal is restored. PAFAM will be operative during Dual Land, Single Land, or ILS approach. During a Dual Land or Single Land approach, PAFAM will automatically shut down shortly after touchdown.

During an ILS approach, PAFAM will automatically shut down at 100 feet radio altitude. The PAFAM can be tested on the ground by pushing the LAND switch. After approximately 30 seconds warmup, TAKEOFF and both arrows will be displayed for a short period and then the system will shut down.
CONTROLS AND INDICATORS

Controls and indicators associated with automatic flight are on the overhead panel, glareshield, control wheel, pedestal, center instrument panel, and the Captain's and First Officer's instrument panels. Illustrations of these major panels are in Chapter 1. Individual controls and indicators are illustrated and described elsewhere in this chapter.

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AUTOMATIC FLIGHT - Controls and Indicators

FD Switch Permits commands from flight guidance system to be displayed as pitch and roll commands on the respective ADI

BACK CRS Switch Provides correct (reverse) sensing of localizer deviation to FGS when ap proaching in Back Course Mode Back Course inhibited with either autopilot Lever in CMD The previously selected pitch axis mode will be maintained or another pitch mode may be selected FLIGHT DIRECTOR (FD) CONTROL PANEL (2)

TURB Switch Pushing either switch automatically reverts autopilot from CMD to CWS turns autothrottles OFF and biases pitch and roll command bars from view on both ADI s Fast/slow in dicators will remain in view Automatic pitch trim functions are in hibited

CRS Readout Digital readout of the VHF NAV course selected with the CRS select knob NAV Frequency Readout Digital readout of the VOR or ILS frequency selected with the NAV frequency select knob CRS Select Knob Rotate to select VHF NAV course Also positions course pointer in HSI if the HSI switch is in the RAD position Push in for fast course selection DME Switch STBY Permits selected portions of the distance measuring equipment to be prewarm ed prior to operation NORM Provides normal range operations of the distance measuring equipment (under 200 nm) OVRD Permits extended range operations (up to ap proximately 400 nm) CAUTION The possibility of receiving an un wanted station is increased when the switch is in the OVRD position

NAV Frequency Select Knob Large outer knob changes first three digits of frequency Small inner knob changes last two digits of frequency

HSI Switch RAD HSI will receive and display data from ILS and VOR receivers INS HSI will receive and display data from the inertial naviga tion system

NAVIGATION CONTROL PANEL (2)

FLIGHT GUIDANCE SYSTEM (FGS) PANEL GLARESHIELD

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AUTOMATIC FLIGHT - Controls and Indicators EPR Switch When pushed, causes throttle levers to advance to the EPR limit readout displayed on TRC indicator. ATS FMA will display EPR (with one or both ATS levers in ON) Fast/Stow indicators are removed from view except during TAKE-OFF or G/A mode NOTE Failure of thrust rating computer inhibits use of EPR mode. If ATS is engaged in EPR mode at time of failure, ATS levers will drop to OFF.

ATS Levers (2) Permits engagement of either or both autothrottle systems. Moving lever to ON (inflight) will engage SPD mode unless TAKEOFF or G/A mode is energized. On the ground, moving lever to ON will engage CLAMP mode unless TAKEOFF mode is energized. No automatic movement of throttles can occur with CLAMP mode engaged. SPD Readout Digital readout of airspeed (in knots) selected with SPD select knob. Airspeed set in readout is the command speed for ATS when operating in SPD mode. SPD Select Knob Three position knob is spring-loaded to center. Push in for fast speed adjustment. Pull out to change speed reference control mode from EPR to SPD. Center position provides fine speed adjustment. Selected speed changes are also reflected on Mach/AS indicator by repositioning airspeed command bug. SPD mode engagement inhibits IAS HOLD and MACH HOLD mode. NOTE MACH HOLD mode not applicable when PMS is installed

AUTOMATIC THROTTLE SYSTEM (ATS) CONTROL PANEL

ILS Switch When pushed, arms FGS to capture and track ILS tuned on NAV panel. Arm FMA will display ILS.

HDG Readout Digital readout of the heading selected with the HDG control knob. Bank Angle Selector Provides bank angle limit for all FGS modes except LOC CAP, FD TAKEOFF, and G/A. HDG Control Knob Knob has four functions. Normal, spring-held position provides fine adjustment of heading. Push to first detent for fast heading select. Push full in to engage AP and FD HDG HOLD and to cancel all armed or engaged lateral modes. Pull out to engage HDG SEL mode. HDG knob also positions heading bugs on HSI's when HSI switch is in RAD position.

INS Switch When pushed, arms FGS to capture and track course commanded by inertial navigation system. Arm FMA will display INS

VOR LOC Switch When pushed, arms FGS to capture and track omni-range or localizer tuned on NAV panel. Arm FMA will display VOR or LOC

DIRECTIONAL CONTROL PANEL FLIGHT GUIDANCE SYSTEM (FGS) PANEL GLARESHIELD

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AUTOMATIC FLIGHT - Controls and Indicators Vertical Speed Select Wheel Commands selected vertical speed when FD and/or autopilot are engaged. Vertical speed select wheel is synchronized to airplane vertical speed at all times except when ALT HOLD or VERT SPD is engaged. Center detent position selects ALT HOLD mode Positions ADI pitch command bars NOTE Manual rotation of vertical speed select wheel will engage vertical speed mode at all times except during autoland G/S TRK mode. ALT Preselect Readout Digital readout of the altitude preselected with ALT preselect knob. NOTE Altitude Readout Limits: Upper - 49900 Lower - 00000 AP Lever (2) CMD - Provides autopilot control for selected autoflight modes. When AP lever is moved from OFF to CMD, pressure must be released upon reaching CWS and then reapplied. C W S - P e r m i t s control wheel steering. LAND Switch When pushed, arms FGS for an automatic landing. LAND will be annunciated initially in arm FMA. If preset conditions for DUAL LAND are met, arm FMA will then display DUAL LAND after preland test is complete (G/S TRK). If not, SNGL LAND will be displayed. On ground, pushing this switch initiates a PAFAM test display after which PAFAM shuts down. CWS Switch When pushed, initiates (AP in CMD) control wheel steering. Pitch and roll FMA's will both display CWS if ALT HOLD or VERT SPD was not previously annunciated in pitch FMA. If ALT HOLD or VERT SPD was previously annunciated, CWS will be displayed in roll FMA. Altitude Advisory RESET Button Push to cancel altitude preselect mode, reset altitude advisory system, and to turn off flashing altitude advisory light PERF Switch (Applicable when PMS is installed) When pushed, seeks and maintains computed PMS outputs by controlling pitch attitude and throttle position. ATS and pitch FMAs will display PERF OR MACH Switch (Applicable when PMS is NOT installed) When pushed, holds present Mach number by controlling pitch attitude. Must be in EPR mode if ATS is engaged Pitch FMA will display MACH HOLD

PITCH CONTROL PANEL

ALT Preselect Knob Knob has 3 functions Normal, springheld position provides fine altitude adjustment. Push for fast altitude adjustment Pull to arm altitude preselect mode. Altitude preselect mode will provide automatic altitude capture (if an AP lever is in CMD) or FD pitch bar guidance to capture the selected altitude. Airplane will not automatically start to climb or descend after altitude preselect mode is armed

IAS Switch When pushed, holds present indicated airspeed by controlling pitch attitude Must be in EPR mode if ATS is engaged Pitch FMA will display IAS HOLD FLIGHT GUIDANCE SYSTEM (FGS) PANEL GLARESHIELD

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03-30-03

AUTOMATIC FLIGHT - Controls and Indicators FLIGHT GUIDANCE SYSTEM MODE ANNUNCIATION

VOR indicates system is armed to capture and track selected omnirange VOR/Altitude indicates system is armed to capture and track selected omnirange, and altitude preselect mode is armed to capture selected altitude Altitude indicates altitude preselect mode is armed to capture selected altitude Back Course/Altitude indicates system is armed to accept ILS back course steering (localizer only) and altitude preselect mode is armed to capture selected altitude (FD mode only) Back Course indicates system is armed to capture and track ILS back course (localizer only) (FD mode only) Localizer/Altitude indicates system is armed to capture and track selected localizer and altitude preselect mode is armed to capture selected altitude Localizer indicates system is armed to capture and track localizer only ILS/Altitude indicates system is armed to capture and track selected localizer and associated glide slope and altitude preselect mode is armed to capture selected altitude ILS indicates system is armed to capture and track selected localizer and associated glide slope Land indicates system is armed for an automatic landing Land/Altitude indicates system is armed for an automatic landing and altitude preselect mode is armed to capture selected altitude Dual Land indicates system is armed for a fail/operational autoland operation, i e, all requisite primary and backup components are functioning Dual Land will appear only after all integral preland tests have been successfully completed and airplane is tracking both localizer and glide slope Single Land indicates airplane is tracking both localizer and glide slope but autopilot preland test has determined that a failure exists in one of the dual autopilot systems or only one autopilot is engaged Approach Only indicates airplane is tracking both localizer and glide slope but an automatic landing will not be made - either because of autoland failure or pilot election

Test will be annunciated when mode test button is pushed All test annunciators will be green AUTOTHROTTLE ANNUNCIATOR MODES

Speed indicates the basic mode of ATS operation in which throttles are controlled to seek and maintain selected airspeed EPR indicates EPR mode selected with either or both ATS levers engaged ATS controls throttles to seek and maintain EPR limit Alpha speed indicates ATS is automatically maintaining a computed safe speed based upon established stall margins Annunciated when minimum safe (Alpha) speed is greater than selected airspeed Retard indicates throttles are being automatically retarded during a landing (at about 50 feet radio altitude) Retard mode will not engage until approach slats are extended or Land mode is engaged Clamp indicates ATS engaged on the ground and ATS cannot move throttle levers When takeoff mode is engaged, clamp mode changes to EPR mode At 80 knots clamp mode will re-engage Clamp mode can be disengaged by pushing EPR switch or pulling out SPD select knob after airplane is in flight Performance indicates PMS selected with either or both ATS levers engaged ATS controls throttles to seek and maintain computed PMS outputs ARM ANNUNCIATOR MODES

INS indicates system is armed to capture and track course commanded by inertial naviga tion system INS/Altitude indicates system is armed to capture and track course commanded by inertial navigation system and altitude preselect mode is armed to capture selected altitude Applicable when PMS is installed

03-30-04

Aug

JL 1/82

AUTOMATIC FLIGHT - Controls and Indicators FLIGHT GUIDANCE SYSTEM MODE ANNUNCIATION (Continued) Go Around indicates TO/GA button on throttle ROLL ANNUNCIATOR MODES 2 pushed, in flight, and flaps are out of full up position. If an autopilot and/or FD is engaged, the go around mode command will be initiated to roll wings level and maintain heading existing when roll attitude is less than 3 Heading Select indicates HDG control knob Takeoff indicates TO/GA button on throttle 2 has been pulled out with either an autopilot pushed on the ground. Roll command bars will and/or FD engaged Autopilot will maneuver provide guidance after liftoff to maintain the airplane to acquire and maintain heading existing magnetic heading (FD mode only) shown in HDG readout, if engaged Heading Hold is basic engagement mode of autopilot and flight director and indicates magnetic heading existing at time of mode engagement is being maintained INS Capture indicates inertial navigation system is providing commands through autopilot or flight director to maneuver airplane to capture selected track. INS Track indicates airplane is tracking the course commanded by inertial navigation system VOR Capture indicates VOR mode has been initiated and airplane has entered VOR beam capture threshold. VOR Track indicates airplane is tracking selected VOR radial Control Wheel Steering indicates CWS mode has been initiated by pushing CWS switch with either AP lever in CMD Back Course/Capture indicates ILS back course mode selected and airplane has entered back course threshold of localizer beam (FD mode only) Back Course/Track indicates airplane is tracking ILS back course of localizer (FD mode only) Localizer Capture indicates the LOC, ILS or Land mode selected and airplane is in capture sequence approaching localizer beam (within two dots on HSI course deviation scale). Localizer track indicates LOC, ILS, or Land mode selected and airplane is tracking selected localizer centerline Align indicates Land mode is engaged and airplane has entered localizer alignment phase and is within 140 feet (sensed by radio alt) of the ground Existing crab will be converted into a forward slip maneuver ADI decrab indicator moves from center by an amount equal to initial yaw command, and centers as alignment is completed VOR Course indicates airplane is over VOR station (zone of confusion), or is departing from a VOR beam centerline (at a rate greater than 1/2 degree per second), or is two dots or more deviation from VOR beam centerline, or when a new VOR frequency and/or course has been selected. VOR CRS will normally be replaced by VOR TRK anytime after a minimum of 30 seconds and up to a maximum of 3 minutes. After 3 minutes if VOR TRK criteria is not satisfied, HDG HOLD will be annunciated During autoland, Roll Out will engage after mam gear wheel spin up and disengage after nose gear touchdown. PITCH ANNUNCIATOR MODES

IAS Hold indicates IAS switch pushed causing system to maintain existing airspeed by control of pitch attitude. Mach Hold indicates Mach switch pushed causing system to maintain existing Mach by control of pitch attitude. Turbulence indicates either TURB switch pushed. Autothrottles will revert to OFF, autopilot will revert from CMD to CWS, and pitch and roll commands will be removed from both ADI's. Vertical Speed is basic engagement mode of autopilot and flight director and indicates that vertical speed mode is engaged and vertical speed selected on vertical speed select wheel is being maintained Altitude Capture indicates altitude preselect mode engaged and airplane is within capture threshold and maneuvering to capture selected altitude.

JL Aug 1/88

03-30-05/06

Altitude Hold indicates vertical speed select wheel is in ALT HLD detent and altitude existing at time of mode engagement is being maintained Control Wheel Steering indicates CWS switch pushed with either AP lever in CMD and ALT HOLD or VERT SPD was not previously engaged Glide Slope Capture indicates a localizer frequency tuned, ILS or LAND mode selected, and airplane is entering glide slope capture threshold Point of annunciation is variable, a function of rate of beam closure and beam deviation Glide Slope Track indicates ILS or Land mode selected and airplane is aligned with glide slope centerline and is tracking inbound Flare indicates Land mode is engaged and airplane has begun landing flare maneuver (at about 50 feet radio altitude) Go Around indicates TO/GA button on throttle 2 pushed, in flight, and flaps are out of full up position If an autopilot and/or FD is engaged, go around mode will command a pitch attitude to maintain V2 + 10 KIAS on 3 engines, V2 on 2 engines, or a pitch attitude limit of 15 degrees Fast/slow indicator will be centered when stabilized airspeed corresponds to V2 + 10 KIAS (3 engines) or V2 (2 engines) Takeoff indicates TO/GA button on throttle 2 pushed on the ground After liftoff Fast/Slow indicators and pitch command bars are referenced to V2 + 10 KIAS on 3 engines or, prior to incorporation of DAC S/B 22-107, V2 on 2 engines After incorporation of DAC S/B 22-107 or production equivalent, upon an engine failure, the Flight Director Pitch Command Bar will provide commands to control the following speeds At or below V2 speeds, control to V2 speeds between V2 and V2 + 10 control to existing speeds at or above V2 + 10 speed, control to V2 + 10 However, if pitch attitude required to maintain V2 + 10 KIAS (3 engines) or V2 (2 engines) speed is greater than 22 degrees, pitch command will limit stabilized pitch attitude to not exceed 22 degrees (FD mode only) Performance indicates PMS selected causing system to maintain computed PMS outputs by controlling pitch attitude Applicable when PMS is not installed Applicable when PMS is installed

AUTOMATIC FLIGHT - Controls and Indicators ARM Annunciator (Amber except for DUAL LAND and the E in TEST which are green.) Displays mode of operation FGS is armed to accept or current FGS status. ROLL Annunciator (Green) Displays mode currently steering airplane

FLIGHT MODE ANNUNCIATOR ATS Annunciator (Green) Displays engaged operating mode of autothrottle system. MODE TEST Button Pushing will test flight mode annunciator (FMA) lights and tape and reset overrun detector. T-E-S-T will appear in four windows of mode annunciator. PITCH Annunciator (Green) Displays mode currently controlling pitch angle AP OUT OF TRIM Light Indicates elevator is out of faired position (with respect to stabilizer) for a specified amount of time. Light will go out when stabilizer is trimmed. Light is inhibited when in TURB mode and during DUAL LAND upon reaching 100 feet radio altitude.

FLIGHT GUIDANCE SYSTEM ANNUNCIATOR AP Fail Light (Red 1, 2; Amber 1, 2) There is a red (upper) and an amber (lower) light for each autopilot system. During normal operation, when an autopilot lever moves from CMD to CWS, CMD to OFF, or CWS to OFF, associated red light flashes and an aural tone will sound. Light can be shut off and aural tone silenced by pushing light cap or either control wheel AP release button. When LAND mode has been selected: One AP - If disengaged after having been engaged engaged in SNGL LAND, associated red AP fail light flashes and aural warning sounds. Two APs - If during a dual land approach, one engaged AP lever drops to OFF, its respective amber fail light will remain on. Arm FMA's will change to SNGL LAND. Pushing amber fail light will turn it off. If one or both APs fail to the degree that a fail operative capability cannot be maintained (but either or both AP levers remain in CMD), associated amber fail light comes on steady. During an autoland, an aural warning will sound in addition to red flashing fail lights if autopilot completely disengages from CMD Amber fail lights are inhibited during DUAL LAND upon reaching 100 feet radio altitude. ATS Fail Light (Red 1. 2, Amber 1, 2) There is a red (upper) and an amber (lower) light for each autothrottle system A red light will flash whenever both autothrottles are disengaged. Red fail light can be shut off by pushing the light cap or either ATS disengage button An amber light will come on (steady) when either of two previously engaged autothrottles becomes disengaged. Amber fail light can be shut off by re-engaging the disengaged autothrottle or by disengaging and then re-engaging the remaining engaged autothrottle. Amber fail lights are inhibited during DUAL LAND upon reaching 100 feet radio altitude

CAPTAIN'S AND FIRST OFFICER'S INSTRUMENT PANELS

AP Release Button (2) On outboard horn of each control wheel, provides one means of disengaging autopilot Pushing either button disengages autopilot, and red AP fail lights come on flashing Pushing autopilot release button again or pushing any AP-1 or AP-2 fail lights will turn off lights

JL Aug 1/85

03-30-07

AUTOMATIC FLIGHT - Controls and Indicators Fixed Airplane Symbol Indicates position of airplane in relation to horizon index Fast/Slow Indicator In speed mode fast/slow indicators are referenced to ATS SPD readout or safe stall margin speed (ALPHA speed) Full deflection either side of center equals approximately 10 knots. If a selected airspeed is less than a minimum safe percentage above stall for that configuration, indicator will be centered when ALPHA speed is maintained. In takeoff and G/A modes indicator will display airspeed error between computed speed and actual speed. Not valid in takeoff mode until after liftoff Indicator not in view in RETD mode, or EPR mode (FD takeoff or go-around mode not engaged) NOTE When PMS is installed with PERF mode engaged, fast/slow indicator will display airspeed error between target airspeed computed by PMS computer and actual speed. Radio Altimeter Altitude Display Indicates relative height of airplane from runway and is controlled by radio altimeter Indicator starts to rise at 200 feet radio altitude. Removed from view if radio altimeter fails TEST Button When pushed, displays ATT and FD flags, rotates sphere for 20 right bank and 10 climb, roll and pitch command bars deflect right and up respectively, and decrab indicator deflects to right edge of airplane symbol Localizer Indicator Indicates lateral deviation from localizer course on localizer scale Out of view m back course mode. Full deviation of localizer indicator symbol corresponds to approximately 1/4 dot localizer deviation on HSI scale CAPTAIN'S AND FIRST OFFICER'S INSTRUMENT PANELS 'ATTITUDE DIRECTOR INDICATOR (ADI) Bank Angle Indicator Indicates airplane bank angle.

Pitch Command Bar Provides pitch guidance commands from FGS computer. Pitch command bar will be removed from view if pitch guidance is invalid or if guidance information is not compatible with engaged autopilot. NOTE Maximum pitch attitude for AT/SC system is 22 for takeoff and 15 for go around. Roll Command Bar Provides lateral guidance commands from FGS computer. FD roll command bar is removed from view if lateral guidance is invalid or if guidance information is not compatible with engaged autopilot. DH Light Comes on at 1800 feet and when decision height selected on radio altimeter is reached. Pushing DH light on radio altimeter turns off DH light at 1800 feet. At decision height, DH light can be turned off by selecting a lower decision height on radio altimeter. Glide Slope Pointer Indicates glide slope plane relative to the position of the airplane Pointer out of view in back course mode. Decrab Indicator Comes into view and centers at glide slope track after a successful preland test. Becomes operative at 140 ft when align mode is engaged Remains centered as long as rudders are responding to input signals. Horizon Index Provides a horizon position reference related to airplane symbol Rate Of Turn Indicator Displays rate of turn Slip Indicator If ball is displaced from center, airplane is either slipping or skidding.

03-30-08

Aug

JL 1/82

AUTOMATIC FLIGHT - Controls and Indicators

SPD Flag Appears when speed command data are unusable

ATT Flag Appears for test and to indicate that the attitude data are unusable.

FD Flag Appears for test or to indicate that FD command bar servo failure has occurred. In the latter instance, FD command bars are removed from view.

RT Flag Appears when rate of turn data unusable. Rate of turn indicator is removed from view.

ATTITUDE DIRECTOR INDICATOR (ADI) (WITH FLAGS DISPLAYED)

GS Flag Appears for ILS test and when glide slope data are unusable. Glide slope pointer is removed from view

CAPTAIN'S AND FIRST OFFICER'S INSTRUMENT PANELS

JL Feb

1/75

03-30-09

AUTOMATIC FLIGHT - Controls and Indicators Height Reference Bug A reference index which works in conjunction with digital reading in DH set readout Both are adjusted by rotating SET/TEST knob Height Reference Index A fixed index (tape moves) which indicates current altitude above terrain Maximum indication is 2500 feet SET/TEST Knob Rotating knob will change decision height Pushing knob will test system by causing airplane altitude to read 40 feet above terrain, and deploying warning flag NOTE Test is inhibited after localizer or glideslope capture DH Set Readout A digital readout of preselected decision height which works in conjunction with height reference bug Both are adjusted by rotating SET/TEST knob Altitude Advisory Light Works in conjunction with altitude advisory system Provides steady on signal (in conjunction with aural tone) when airplane is at altitude advisory threshold (minimum of 750 feet from selected altitude) and goes off when within 250 feet of selected altitude Ad visory light flashes (in conjunction with aural tone) when airplane deviates 250 feet or more from previously selected and acquired altitude Pushing altitude advisory RESET button will turn off flashing advisory light and re set altitude advisory system to monitor subsequent deviations of 250 feet or more from selected altitude Steady light can be turned off any time in flight by rotating ALT preselect knob to set in new altitude

DH Light Comes on at 1800 feet, and when airplane reaches selected decision height Each time DH light comes on, a momentary aural tone will sound Light may be turned off at 1800 feet by pushing light Radio Altimeter Tape Graduated from 0 to 2500 feet Graduations are at 10 foot intervals (linear) between 0 and 500 feet and at 100 foot intervals (compressed) above 500 feet Between 0 and 500 feet, tape is green with a tapered yellow area along right edge between 0 and 190 feet Between 500 feet and 2500 feet tape is blue Tape has alternating black and yellow diagonal lines below 0 feet and is black above 2500 feet

RADIO ALTIMETER Warning Flag Deploys for test and to indicate radio altimeter data are unusable

ALTIMETER Airpseed Command Bug Reflects whatever airspeed is set in SPD readout on ATS control panel NOTE When PMS is installed with PERF mode engaged bug will display target air speed computed by PMS computer

MACH/AS INDICATOR CAPTAIN'S AND FIRST OFFICER S INSTRUMENT PANELS

03-30-10

JL Aug 1/82

AUTOMATIC FLIGHT - Controls and Indicators

ATS Disengage Button (2) Pushing an ATS disengage button will disengage autothrottle system. Pushing button a second time will reset flashing red ATS light.

THROTTLES (PEDESTAL)

TO/GA Button 1. Pushing TO/GA button on the ground engages FD T.O. mode. (Pitch guidance is provided while in FD T.O. mode or GA mode to maintain V2 + 10 knots for 3 engine operation or V2 for 2 engine operation.) 2. Pushing TO/GA button while in flight with flaps out of full up position: A. Engages FD and/or autopilot GA mode. B. Automatically selects GA mode EPR thrust on thrust computer and sets EPR command bugs. C. Automatic throttle system switches EPR mode if it was engaged in speed or retard mode and t h r o t t l e s automatically advance to GA mode EPR thrust if either or both ATS levers are engaged. D. Speed control automatically goes to GA mode.

JL Aug

1/82

03-30-11

AUTOMATIC FLIGHT -

Controls and Indicators

THRUST RATING COMPUTER (TRC) INDICATOR (TYPICAL)

ENGINE PRESSURE RATIO (EPR) GAGE (TYPICAL)

CENTER INSTRUMENT PANEL (For Description of above Controls and Indicators refer to Powerplant Chapter.)

03-30-12

Aug

JL 1/82

AUTOMATIC FLIGHT - Controls and Indicators SPEED CONT TEST Selector NOTE Operative only when on the ground SLO - Generates an error signal into speed control circuits Fast/Slow indicator moves approximately one-half full scale towards slow If ATS engaged, throttles will move toward max thrust setting Releases servo brake FAST - Fast/slow indicator moves approximately one half full scale towards fast If ATS engaged, throttles will move aft to mechanical stops Releases servo brake

FD CMD Selector NORM - Command bars (pitch and roll) in Captain's ADI are being driven by flight guidance system 1 and First Officer's command bars are being driven by system 2 BOTH - Both Captain's and First ON 1 Officer's command bars are being driven by flight guidance system 1 BOTH - Both Captain's and First ON 2 Officers command bars are being driven by flight guidance system 2

FD CMD Annunciator Light Comes on to indicate FD CMD selector not in NORM and switching unit has switched to cor rect position Yaw Damp TEST Switch-Light A dual switch which permits testing of the upper and lower rudder yaw damp system by initiating the test cycle When light is on, signifies that a test is in progress for its respective channel Upper and lower halves of light are independent NOTE During test cycle, rudder indicators (Surface Position Indicator) should deflect to left, slowly return to neutral, deflect to right, and then slowly return to neutral YAW DAMP TEST FAIL Light (2) Comes on during test cycle If light remains on, indicates that associated yaw damp test has failed

YAW DAMP Switch (4) Turns on associated upper or lower rudder segment yaw damp channel An off yaw damp switch will inhibit its respective YAW DAMP INOP light

UPPER/LOWER YAW DAMP INOP Light Comes on to indicate upper/lower yaw damp system failure, and during yaw damp test cycle OVERHEAD

JL Aug 1/82

03-30-13

A U T O M A T I C FLIGHT - Controls and Indicators Photo Electric Ceil (2) Provides automatic control of the video display intensity TEST- In-flight In the LAND mode-appears during the automatic preland test (just after glideslope track annunciation) and lasts about 30 seconds In the ILS mode-appears just after glideslope track annunciation and lasts about 10 seconds Beginning approach display appears at completion of test NOTE PAFAM cannot be manually tested in flight Runway Symbol Bottom edge corresponds to runway threshold Perspective of runway symbol does not change to reflect attitude or lateral translation Touchdown Indicator (LAND mode only) Triangle will appear at touchdown and remain for three seconds, after which PAFAM is de-energized The Captain is advised his instruments are valid for go-around TAKEOVER In the LAND mode-appears if system malfunction or airplane performance will result in landing that is not in the acceptable touchdown zone Also appears when LAND switch is pushed for ground test NOTE Inhibited during ILS approach except for NO TRACK takeover condition described below NO TRACK Appears if localizer and glideslope track has not taken place and airplane is below 600 ft and TAKEOVER will be displayed if airplane descends to or below 300 ft Intensity Control Knob Rotating the knob will override the automatic photo electric cell intensity control and increase or decrease the video display intensity (Beginning approach display shown ) Touchdown Zone Nominally 60 ft wide and 1000 ft long about the ideal touchdown point NOTE Ideal touchdown point is on the runway center line and approximately 450 ft beyond the glideslope transmitter Touchdown Predictor Vectors A symbolic representation of the predicted touchdown point expressed in terms of direction and magnitude of uncertainity The sample shown represents an assessment of marginal character of the automatic landing in that the touchdown point is shown as left of centerline The uncertainty aspect is represented in the disproportionate length of the vectors In this case, left and long The First Officer is advised his instruments are valid for go-around NOTE If both Captain's and First Officer's instruments are operating both arrows will show simultaneously

NO ILS (Flashing) Appears when either localizer or glideslope signal is lost NOTE In the LAND mode, if signal is not restored in approximately 3 seconds, TAKEOVER display will appear and after approximately 5 seconds, autopilots will disengage In the ILS mode, autopilot will disengage when NO ILS display occurs

PERFORMANCE AND FAILURE ASSESMENT MONITOR CAPTAIN'S AND FIRST OFFICER'S INSTRUMENT PANELS

NOTE: Operation of the PAFAM in the ILS mode is applicable only to those airplanes with PAFAM ILS mode activated by S/B 22-88 or production equivalent. JL Jun 1/97 03-30-14

A U T O M A T I C FLIGHT - Controls and Indicators

CDU MESSAGE Light (2) Comes on when a message is displayed in scratchpad of PMS CDU and goes off when CLEAR Key on PMS CDU is pressed

VERTICAL ALERT Light (2) Comes on 15 seconds prior to a PMS generated vertical leg change at top of descent point or at start of a deceleration maneuver to reach 250 kts at 10,000 feet or accelerating from 250 kts climbing thru 10,000 feet, and goes off when vertical leg change is started

INS UPDATE Annunciator (4) Indicates green on both the 1 and 2 INS UPDATING annunciators when DME updating is taking place

CAPTAIN'S AND FIRST OFFICER'S INSTRUMENT PANELS

Effective for airplanes with PMS installed

Effective for airplanes with PMS installed.

AUTOMATIC FLIGHT - Controls and Indicators Line Select Keys (1, 2, 3) When pushed, can transfer data en tries from scratchpad to selected data line, or arm and/or select PMS submodes, or call up additional data relevant to a specific display line Integral key light comes on to indicate that displayed submode data is not active but can be engaged by pushing that key

Light Sensor Senses ambient light level and automatically adjusts the reference brightness level

Data Display 1 Four line display of up to 24 characters per line 2 Each character formatted within 5 x 7 Light Emitting Diode (LED) dot matrix

Title/Scratchpad Line Title uses characters 1 thru 12 Scratchpad uses characters 13 thru 24 NUMBERED DATA LINES (3)

PMS CONTROL DISPLAY UNIT (CDU) Mode Annunciator Lights (CLB CRZ DES) Mode annunciator lights are not necessarily related to the display mode selected CLB - Comes on when in climb mode of operation CRZ ~ Comes on when in cruise mode of operation DES - Comes on when in descent mode of operation

ALTERNATE FUNCTION DATA ENTRY KEY

DIM Control Knob Rotated to adjust intensity data display, line select key integral lights, and mode annunciator lights about the intensity reference level established by the light sensor NOTE Light intensity of function keys and data entry keys controlled by pedestal panel light knob on aft pedestal PEDESTAL

PMS Failure Light Comes on when PMS is not valid and during STS/TEST

Effective for airplanes with PMS installed. 03-30-16

JL May 1/83

AUTOMATIC FLIGHT - Controls and Indicators Function Keys (11) Includes two blank spare keys for future expansion CLB - When pushed, selects display of performance and related data associated with climb CRZ - When pushed, selects display of performance and related data associated with cruise DES - When pushed, selects display of performance and related data associated with descent WPTS - When pushed, provides for display of data relative to vertical waypoints

when neither a data load is in progress or an alert/advisory message is in scratchpad, the word CLEAR appears in scratchpad When a line select key is pushed, the previously entered data is cleared The slash (/) data entry key is used in conjunction with CLEAR key to selectively clear data when more than one parameter was previously entered on selected line STS/TEST - Combination lamp test command and status display select key When pushed and held functions as a lamp/display test Line select key (1, 2,3) integral lights increase in brightness, PMS failure light and mode annunciator (CLB, CRZ, DES) lights come on, four rows of 24, 5 x 7 LED dot matrix is displayed While key is being held, all other key/switches can be operated to generate specific display characters as a verification of proper key/switch operation and CDU input decoding When key is released, STS (status) page is displayed, line select keys integral lights dim and all other tested lights go off

NAV AID - When pushed, provides for display of stored navigational aid data and for insertion of pilot defined navigational aid data PLAN - When pushed, calls up data pages relevant to preflight and enroute planning DIR - When pushed, calls up waypoints display for implementation of a lateral "direct to" leg to a pilot specified waypoint CLEAR - When pushed, clears last data loaded in scratchpad, or clears alert/advisory messages which appear in scratchpad, or clears data previously entered in a data line when the related line select key is pushed i e ,

Slew Switch Where multiple pages are available under the same title, operation of switch in either up (advance) or down (backup) direction will display those pages A cue in the form of a symbol ( or | or both) will appear in last two characters of scratchpad to indicate which direction to operate switch to obtain display of additional pages

Data Entry Keys (13) Provides ten numeric keys (0 thru 9) some of which are dual function, a decimal point (), a slash (/), and an "alter nate function" key Pushing any key except "alternate function" key enters a character, left to right, in scratchpad Dual function data entry keys will enter numeric characters unless "alternate function" key is pushed first (i e , "W 4" key will enter number 4 in scratchpad, pushing "alternate function" key first and then pushing "W 4" key will enter letter W in scratchpad) Next numeric key pushed will enter that numeric character in scratchpad if "alternate function" key is not pushed first Slash (/) key is used if data line has more than one loadable parameter PEDESTAL

JL Feb 1/84

Effective for airplanes with PMS installed. 03-30-17/18

AUTOMATIC FLIGHT - System Interface

ROLL ANNUNCIATOR MODES Heading Select indicates HDG control knob has been pulled out with either an autopilot and/or FD engaged. Autopilot will maneuver the airplane to acquire and maintain heading shown in HDG readout, if engaged. Heading Hold is basic engagement mode of autopilot and flight director and indicates magnetic heading existing at time of mode engagement is being maintained. INS Capture indicates inertial navigation system is providing commands through autopilot or flight director to maneuver airplane to capture selected track. INS Track indicates airplane is tracking the course commanded by inertial navigation system. VOR Capture indicates VOR mode has been initiated and airplane has entered VOR beam capture threshold. VOR Track indicates airplane is tracking selected VOR radial. Control Wheel Steering indicates CWS mode has been initiated by pushing CWS switch with either AP lever in CMD. Back Course/Capture indicates ILS back course mode selected and airplane has entered back course threshold of localizer beam (FD mode only). Back Course/Track indicates airplane is tracking ILS back course of localizer (FD mode only). Localizer Capture indicates the LOC, ILS or Land mode selected and airplane is in capture sequence approaching localizer beam (within two dots on HSI course deviation scale). Localizer track indicates LOC, ILS, or Land mode selected and airplane is tracking selected localizer centerline. Align indicates Land mode is engaged and airplane has entered localizer alignment phase and is within 140 feet (sensed by radio alt) of the ground. Existing crab will be converted into a forward slip maneuver. ADI decrab indicator moves from center by an amount equal to initial yaw command, and centers as alignment is completed. Go Around indicates TO/GA button on throttle 2 pushed, in flight, and flaps are out of full up position. If an autopilot and/or FD is engaged, the go around mode command will be initiated to roll wings level and maintain heading existing when roll attitude is less than 3. Takeoff indicates TO/GA button on throttle 2 pushed on the ground. Roll command bars will provide guidance after liftoff to maintain existing magnetic heading (FD mode only). VOR Course indicates airplane is over VOR station (zone of confusion), or is departing from a VOR beam centerline (at a rate greater than 1/2 degree per second), or is two dots or more deviation from VOR beam centerline, or when a new VOR frequency and/or course has been selected. VOR CRS will normally be replaced by VOR TRK anytime after a minimum of 30 seconds and up to a maximum of 3 minutes. After 3 minutes if VOR TRK criteria is not satisfied, HDG HOLD will be annunciated. During autoland, Roll Out will engage after main gear wheel spin up and disengage after nose gear touchdown.

PITCH ANNUNCIATOR MODES Glide Slope Capture indicates a localizer frequency tuned, ILS or LAND mode selected, and airplane is entering glide slope capture threshold. Point of annunciation is variable, a function of rate of beam closure and beam deviation. Glide Slope Track indicates ILS or Land mode selected and airplane is aligned with glide slope centerline and is tracking inbound. Flare indicates Land mode is engaged and airplane has begun landing flare maneuver (at about 50 feet radio altitude). Go Around indicates TO/GA button on throttle 2 pushed, in flight, and flaps are out of full up position. If an autopilot and/or FD is engaged, go around mode will command a pitch attitude to maintain V2 + 10 KIAS on 3 engines, V2 on 2 engines, or a pitch attitude limit of 15 degrees. Fast/slow indicator will be centered when stabilized airspeed corresponds to V2 + 10 KIAS (3 engines) or V2 (2 engines) Takeoff indicates TO/GA button on throttle 2 pushed on the ground. After liftoff Fast/Slow indicators and pitch command bars are referenced to V2 + 10 KIAS on 3 engines or, prior to incorporation of DAC S/B 22-107, V2 on 2 engines. After incorporation of DAC S/B 22-107 or production equivalent, upon an engine failure, the Flight Director Pitch Command Bar will provide commands to control the following speeds: At or below V2 speeds, control to V2 speeds between V2 and V2 + 10 control to existing speeds at or above V2 + 10 speed, control to V2 + 10. However, if pitch attitude required to maintain V2 + 10 KIAS (3 engines) or V2 (2 engines) speed is greater than 22 degrees, pitch command will limit stabilized pitch attitude to not exceed 22 degrees. (FD mode only). Performance indicates PMS selected causing system to maintain computed PMS outputs by controlling pitch attitude. Applicable when PMS is not installed. Applicable when PMS is installed

ARM ANNUNCIATOR MODES

Test will be annunciated when mode test button is pushed. All test annunciators will be green. AUTOTHROTTLE ANNUNCIATOR MODES

INS indicates system is armed to capture and track course commanded by inertial navigation system. INS/Altitude indicates system is armed to capture and track course commanded by inertial navigation system and altitude preselect mode is armed to capture selected altitude. VOR indicates system is armed to capture and track selected omnirange. VOR/Altitude indicates system is armed to capture and track selected omnirange, and altitude preselect mode is armed to capture selected altitude. Altitude indicates altitude preselect mode is armed to capture selected altitude. Back Course/Altitude indicates system is armed to accept ILS back course steering (localizer only) and altitude preselect mode is armed to capture selected altitude (FD mode only). Back Course indicates system is armed to capture and track ILS back course (localizer only). (FD mode only). Localizer/Altitude indicates system is armed to capture and track selected localizer and altitude preselect mode is armed to capture selected altitude. Localizer indicates system is armed to capture and track localizer only. ILS/Altitude indicates system is armed to capture and track selected localizer and associated glide slope and altitude preselect mode is armed to capture selected altitude. ILS indicates system is armed to capture and track selected localizer and associated glide slope. Land indicates system is armed for an automatic landing. Land/Altitude indicates system is armed for an automatic landing and altitude preselect mode is armed to capture selected altitude. Dual Land indicates system is armed for a fail/operational autoland operation, i.e., all requisite primary and backup components are functioning. Dual Land will appear only after all integral preland tests have been successfully completed and airplane is tracking both localizer and glide slope. Single Land indicates airplane is tracking both localizer and glide slope but autopilot preland test has determined that a failure exists in one of the dual autopilot systems or only one autopilot is engaged. Approach Only indicates airplane is tracking both localizer and glide slope but an automatic landing will not be made - either because of autoland failure or pilot election.

IAS Hold indicates IAS switch pushed causing system to maintain existing airspeed by control of pitch attitude. Mach Hold indicates Mach switch pushed causing system to maintain existing Mach by control of pitch attitude. Turbulence indicates either TURB switch pushed. Autothrottles will revert to OFF, autopilot will revert from CMD to CWS, and pitch and roll commands will be removed from both ADI's. Vertical Speed is basic engagement mode of autopilot and flight director and indicates that vertical speed mode is engaged and vertical speed selected on vertical speed select wheel is being maintained. Altitude Capture indicates altitude preselect mode engaged and airplane is within capture threshold and maneuvering to capture selected altitude. Altitude Hold indicates vertical speed select wheel is in ALT HLD detent and altitude existing at time of mode engagement is being maintained. Control Wheel Steering indicates CWS switch pushed with either AP lever in CMD and ALT HOLD or VERT SPD was not previously engaged.

Speed indicates the basic mode of ATS operation in which throttles are controlled to seek and maintain selected airspeed. EPR indicates EPR mode selected with either or both ATS levers engaged. ATS controls throttles to seek and maintain EPR limit. Alpha speed indicates ATS is automatically maintaining a computed safe speed based upon established stall margins. Annunciated when minimum safe (Alpha) speed is greater than selected airspeed. Retard indicates throttles are being automatically retarded during a landing (at about 50 feet radio altitude). Retard mode will not engage until approach slats are extended or Land mode is engaged. Clamp indicates ATS engaged on the ground and ATS cannot move throttle levers. When takeoff mode is engaged, clamp mode changes to EPR mode. At 80 knots, clamp mode will re-engage. Clamp mode can be disengaged by pushing EPR switch or pulling out SPD select knob after airplane is in flight. Performance indicates PMS selected with either or both ATS levers engaged. ATS controls throttles to seek and maintain computed PMS outputs.

Applicable when PMS is installed.