ATA 22 Autoflight Systems

146/RJ
Smiths Autopilot
ATA 22
Part B
Smiths Autopilot
The autopilot fitted to the 146 models differs from the RJ in that it is a Smiths
analogue system.
In conjunction with the approach monitoring system (AMS), the AFGS allows for
Category 2 coupled approaches and provides the following facilities:-
¾ Automatic stabilization in pitch and roll.

¾ Automatic holding of pitch and roll attitude (basic pitch attitude and roll
attitude modes).
¾ Automatic holding of airspeed, mach, vertical speed and altitude.
¾ Automatic acquisition and holding of a selected altitude.
¾ Visual warning of approach to, and audio plus visual warnings of deviation
from, a selected altitude.
¾ Automatic acquisition and holding of a selected heading.
¾ Automatic capture and holding of a selected VOR radial or ILS localizer
beam.
¾ Automatic capture and holding of a glideslope beam.
¾ Automatic capture and holding of ILS localizer back beam.
¾ Autopilot control damping for turbulent flight conditions.
¾ Flight director pitch commands to achieve the correct positive pitch
attitude in the event of go-around.
¾ A synchronization (SYNC) facility that allows either pilot to manually
manoeuvre the aircraft to adjust the datums of the basic pitch, basic roll,
indicated air speed, mach, vertical speed and altitude modes without
having to disengage and then re-engage.
¾ Provision made for coupling to vertical navigation (not fitted to this
installation).
¾ Automatic hold of computed track from lateral navigation system.
¾ Autopilot controller
The autopilot (AP) and yaw damper (YD) switches are the push on-push off type
and are used to engage or disengage the appropriate sub-system. The AP switch
displays a green illuminated IN legend when the sub-system is engaged. The
yaw damper switch displays green YD1 and YD2 legends.
The PITCH control is a spring-centered lever protected by a guard to prevent

unintentional operation. Moving the lever out of its centre detent either up or
down causes the pitch attitude of the aircraft to change in the appropriate
direction. Two rates of change are available, initially a slow rate when the switch
is moved against a light spring pressure and a faster rate when a higher spring
pressure is overcome.
The ROLL control is a rotatable knob, which is spring-loaded to a central off
position when the basic roll mode is not engaged. Rotation of the control causes
the aircraft to take up a bank angle proportional to the angle the control is moved
from a centre detent, either left or right, up to a maximum bank angle of 25
degrees. During the basic roll mode the control is electro-magnetically held at the
position selected.
A RUD trim indicator displays yaw damper actuator position and an ELEV trim
indicator shows the out-of-trim load being held by the pitch servomotor.
Manhattan Aviation Services Limited
RJ100/1/46 B1 Course
146 Autopilot Controls

Mode selector (B)
Push on-push off type switches on the mode selector are combined pushbutton
switches and indicators for the selection and annunciation of the various
operational modes. Hidden indications are used so that the button faces appear
blank until a mode is selected; a white triangle illuminates to indicate that the
mode is engaged.
The legends are operated by the autopilot computer so that they show the state
of the system and not merely indicate that the pushbutton has been pressed. The
modes of operation, together with the abbreviations used (annotated on the
mode selector), are listed below.
ABBREVIATION MODE
ALT Altitude hold/adjust
VS Vertical speed hold/adjust
MACH Mach hold/adjust
V NAV Vertical navigation (Not used in this installation)
IAS Airspeed hold/adjust
HDG Heading select
TURB Turbulence
BLOC Back/localizer
V/L VOR/Localizer coupling
GSL Glideslope coupling
L NAV Lateral navigation (Used only when a lateral navigation system is
installed)
When ground testing the system the lower half of the TURB button provides a
test indication, a red figure 1 being illuminated in the lower left quarter for a Test
1 indication, a red figure 2 in the lower right quarter for a Test 2 indication, and
both 1 and 2 when operating other test switches on the AFGS test panel.
An indicator at the top of the panel shows engagement of the autopilot. The
indicator displays a green illuminated triangle when the autopilot is engaged.
Navigation selector (E)
On aircraft 004,006
A large rotary selector switch with positions annotated NAV1-SPLIT-NAV2,

located in the centre of the front panel, is used to determine which of two
navigation systems is used to provide radio navigation information to the AFGS
and the pilots' instruments, AFGS information always being that displayed on the
Captain's Navigation Display (ND). With SPLIT selected, No.1 VHF navigation
system supplies the AFGS and is displayed on the Captain's ND, while No.2 VHF
navigation system supplies the AMS and is displayed on the First Officer's ND.
Two, three-figure, numerical read-outs labelled NAV1 COURSE and NAV2
COURSE, and their associated setting knobs are used for setting the required
course into the selected navigation receiver (OBS) and at the same time
providing course error outputs for application to the two NDs and the autopilot
computer.
On aircraft 001-003
A large rotary selector switch with positions annotated NAV1-SPLIT-NAV2,

located in the centre of the front panel, is used to determine which of two
navigation systems is used to provide radio navigation information to the AFGS
and the pilots' instruments, AFGS information always being that displayed on the
Captain's horizontal situation indicator (HSI). With SPLIT selected, No.1 VHF
navigation system supplies the AFGS and the Captain's HSI while No.2
navigation system supplies the AMS and First Officer's HSI. Two, three-figure
numerical read-outs, labelled NAV1 COURSE and NAV2 COURSE, and their
associated setting knobs are used for setting the required course into the
selected navigation receiver (OBS) and at the same time providing course error
outputs for application to the two HSIs and the autopilot computer.
On aircraft ALL
A small setting knob, labelled HDG and situated below the large central rotary
selector, provides for remote setting of the heading select index on both HSIs.
Two gear ratios, coarse and fine, are provided. The coarse ratio is obtained by
pushing in the knob; one revolution then corresponds to 180 degrees of heading.
On releasing the knob the fine ratio is obtained; one revolution then corresponds
to 10 degrees of heading; click stops are provided at every 1 degree of heading.
(4) Altitude selector
The altitude selector is used to set the required altitude for the altitude pre-select
mode and the altitude alerting system (Ref. AMM 34-17-00, page block 1).
(5) Synchronization (SYNC) buttons
A SYNC button, installed to each aileron control wheel, allows either pilot to
provide a synchronization input to the autopilot and/or flight director. Pressing the
button disengages the autopilot pitch, roll and trim servomotor clutches and they
remain disengaged until the button is released. This facility allows the pilot to
manoeuvre the aircraft to adjust the datums of those modes which have a range
of datums available, i.e. basic pitch, basic roll, IAS, MACH, VS and ALT. It also
enables the pilot to re-trim the aircraft with the electric trim switch which is
normally inhibited while the autopilot is engaged.
Electric trim switches
Two split, thumb-operated switches, one installed to the outboard horn of each
aileron control wheel, enable either pilot to trim the aircraft using the electric trim
facility. One half of the thumb switch engages the pitch trim servomotor clutch
and the other half controls a fixed voltage to the trim servo amplifier; thus both
halves of the switch have to be moved together in the appropriate direction to
obtain pitch trim movement. The electric pitch trim facility is inhibited when the
autopilot is engaged unless either SYNC button is operated or when the TURB
button is pressed during ground testing (Test 2 mode).
(7) Combined autopilot cut-out and go-around mode select switches
Two pushbutton switches, one mounted at the top of the outboard horn of each
aileron control wheel, provide the facility for either pilot to disengage the
autopilot, cancel autopilot warnings or select go-around into the flight director.
Pressing the button once will :-
(a) disengage the autopilot (autopilot engaged),
(a) or
(b) cancel autopilot disengaged warnings (autopilot disengaged by any means

other than cut-out button)
(b) or
(c) select go-around into flight director (autopilot disengaged and autopilot
warnings cancelled).
To select go-around with the autopilot engaged, or when autopilot disengaged

warnings are apparent, the button has to be pressed twice. The first pressure will
disengage the autopilot or cancel autopilot warnings, the second pressure will
select go-around into the flight director.
Flight director switches
On aircraft 004,006
Two toggle switches, marked FD BARS and mounted one in each outboard end
of the glareshield coaming, provide each pilot with the option of selecting the
flight director bars in his Primary Flight Display (PFD) 'on' or 'off'.
On aircraft 001-003
flight director bars in his ADI 'on' or 'off'.
On aircraft ALL
Flight director indicators
On aircraft 004,006
The flight director (FD) indicators consist of either V-bar or split axis (cross
pointer) director bars pitch and roll demand and appear in each PFD when the
corresponding FD BARS switch is selected to 'ON'.
On aircraft 001-003
The flight director indicators, consisting of split axis (cross pointer) director bars,
are contained in each ADI and are biased out of view when not in use.
On aircraft ALL
Mode annunciator panels
On aircraft 004,006
Two annunciator panels, installed on the main instrument panel, one inboard of
each pilot's PFD, provide visual warning of autopilot disengagement and the
AMS. The annunciators are blank until illuminated, when white, green, amber or
red legends are displayed, as appropriate.
Autopilot engagement and mode selection are also displayed by the PFD.
On aircraft 001-003
each pilot's ADI, provide additional indication of the modes of operation and
visual warnings associated with the AFGS. The annunciators are blank until
illuminated when white, green, amber or red legends are displayed, as
appropriate.
Two additional annunciator panels, located on each instrument panel, provide

AMS indications.
On aircraft ALL
Avionics master switches
All power to the AFGS is controlled by two rocker switches located on the roof
panel and labelled AVIONICS MASTER A and B.
Autopilot master switch
A rocker switch located on the roof panel adjacent to the AVIONICS MASTER
switches, labelled AP MSTR, controls the power to the autopilot pitch and roll
servomotors.
Elevator trim circuit breaker
A.c. power to the servomotor used for auto trim and electric trimming can be
removed by opening circuit breaker ELEV TRIM MOTOR on panel 211-50-30.
Test switches
The test switches are mounted on a panel on the right-hand console.
On aircraft 001-002
HSI display changeover switch
Two HSI display changeover switches are installed at the sides of both the
Captain's and First Officer's mode annunciator panels. Operation of these
switches changes the source of the lateral deviation and course information
displayed on the respective HSI. The information displayed on the Captain's HSI
is also that being fed to the AFGS.
With NAV selected on either of the changeover switches, the information

displayed on the respective HSI will be either No.1 or No.2 VHF navigation
system, this being determined by the position of the NAV1-SPLIT-NAV2 switch
on the navigation selector. Indication of this will be shown on the NAV 1 or NAV 2
annunciators on the Captain's or First Officer's flight annunciator panels.
With R.NAV selected, the information displayed on the respective HSI will be
supplied from the No.1 VLF/Omega navigation system (Ref. AMM 34-56-00,
page block 1). Indication of this will be shown on the R.NAV annunciators on the
Captain's or First Officer's flight annunciator panels respectively.
On aircraft ALL
Autopilot computer
The autopilot computer receives analogue and logic inputs from the various
sensors, controllers and selectors, and processes them to formulate the pitch
and roll rate demands and the flight director commands. Analogue and digital
computing is done on side loading, plug-in printed circuit boards. The pitch, roll
and trim servomotor drive amplifiers are removable modular assemblies. The
power supplies and clutch control circuits are mounted to the rear of the unit,
above the connector and its cable form.
Air data unit
The air data unit provides five outputs :-

- airspeed gain scheduling
- airspeed deviation for airspeed hold for the autopilot
- mach deviation for mach hold for the autopilot
- mach pressure error correction of the servo-altimeter
- a d.c. power valid signal, which is fed to the servo-altimeter and the computer.
The unit consists of two capsules, one responsive to pitot pressure and the other
responsive to static pressure. These capsules each drive a precision
potentiometer, the outputs of which are subtracted to give a resultant signal that
is proportional to a function of mach number. This forms the input of a function
generator which modifies the signal required for pressure error correction of the
servo-altimeter. In addition, the outputs of the two precision potentiometers are
used to provide the mach hold, indicated airspeed hold and indicated airspeed
output functions.
Roll, pitch, pitch trim servomotors and mountings
The servomotors each contain a two-phase induction motor (capacity split

reference) with integral drag cup rate generator and electromagnetic clutch,
which are mounted alongside each other on a gear plate, the clutch being
mounted enclosed in a housing which supports the slip ring brushes and
suppression diode circuit. The gear plate is secured to a machined flanged body
which houses a grease lubricated reduction spur gear train, mounted on ball
bearings, the output gear of which meshes with the input gear of the torque
limiting mounting. The mounting is attached to the servomotors by four friction
locked screws and contains a further stage of reduction gearing and a precision
slipping clutch.
146 Autopilot components
Vertical accelerometer
The vertical accelerometer provides electrical signals which are proportional to

aircraft vertical acceleration, over a range of plus 0.5g to plus 1.5g about a 1.0g
datum.
On aircraft 004,006
Autopilot disengage unit
The autopilot disengage unit (APDU) provides protection against those autopilot
malfunction effects which are not contained by the torque limitations of the
autopilot servomotors.
These effects are confined to the elevator channel and apply principally to the
ILS approach and the enroute climb. The APDU automatically disengages the
autopilot if the aircraft rate of pitch detected by No.2 vertical reference unit
exceeds 4 degrees per second.
The APDU achieves this by control of the autopilot engage circuit, which is fed
through the unit via the switching contacts of a relay.
Under normal circumstances the relay switching contacts will be closed and the
clutch current flow is uninterrupted.
However, if either the stall warning system operates, or an excessive pitch rate is
detected by the circuitry within the unit, or both malfunctions occur, the relay is
de-energized, its switching contacts open thus interrupting the electromagnetic
clutch circuit, and as a result disengagement of the autopilot occurs.
On aircraft 001-003
Monitor computer
One function of the monitor computer is to monitor the pitch attitude signal
supplied from No.2 vertical reference unit (VRU). This is performed by the pitch
performance module, which is permanently armed and independent of AMS
selections (Ref. AMM 22-15-00, page block 1) but a necessary requirement for a
category 2 approach.
If the pitch rate exceeds approximately 3 degrees per second, the module will
disengage the autopilot by interrupting the autopilot engage circuit.
On aircraft ALL
Control column cut-out switch
The control column cut-out switch, located in the elevator control system,
prevents unacceptable attitude and height deviations that can be caused by a
nose-down runaway.
On aircraft 004,006
The cam-operated switch is located in the autopilot engage line of the APDU and
disengages the autopilot when the control column exceeds 6 degrees forward of
neutral.
On aircraft 001-003
The cam-operated switch is located in the autopilot engage line of the monitor
computer and disengages the autopilot when the control column exceeds 6
degrees forward of neutral.
Autopilot controller
NOTE: The yaw damper controls and indicators are mounted on the autopilot
control panel and are therefore described in this paragraph.
The autopilot (AP) and yaw damper (YD) switches are the push on-push off type
and are used to engage or disengage the appropriate sub-system. The AP switch
displays a green illuminated IN legend when the sub-system is engaged. The
yaw damper switch displays green YD1 and YD2 legends.
The PITCH control is a spring-centred lever protected by a guard to prevent

unintentional operation. Moving the lever out of its centre detent either up or
down causes the pitch attitude of the aircraft to change in the appropriate
direction. Two rates of change are available, initially a slow rate when the switch
is moved against a light spring pressure and a faster rate when a higher spring
pressure is overcome.
The ROLL control is a rotatable knob, which is spring-loaded to a central off

position when the basic roll mode is not engaged. Rotation of the control causes
the aircraft to take up a bank angle proportional to the angle the control is moved
from a centre detent, either left or right, up to a maximum bank angle of 25
degrees. During the basic roll mode the control is electro-magnetically held at the
position selected.
A RUD trim indicator displays yaw damper actuator position and an ELEV trim
indicator shows the out-of-trim load being held by the pitch servomotor.
Synchronization (SYNC) buttons
A SYNC button, installed to each aileron control wheel, allows either pilot to
provide a synchronization input to the autopilot and/or flight director. Pressing the
button disengages the autopilot pitch, roll and trim servomotor clutches and they
remain disengaged until the button is released. This facility allows the pilot to
manoeuvre the aircraft to adjust the datums of those modes which have a range
of datums available, i.e. basic pitch, basic roll, IAS, MACH, VS and ALT. It also
enables the pilot to re-trim the aircraft with the electric trim switch which is
normally inhibited while the autopilot is engaged.
Electric trim switches
Two split, thumb-operated switches, one installed to the outboard horn of each
aileron control wheel, enable either pilot to trim the aircraft using the electric trim
facility. One half of the thumb switch engages the pitch trim servomotor clutch
and the other half controls a fixed voltage to the trim servo amplifier; thus both
halves of the switch have to be moved together in the appropriate direction to
obtain pitch trim movement. The electric pitch trim facility is inhibited when the
autopilot is engaged unless either SYNC button is operated or when the TURB
button is pressed during ground testing (Test 2 mode).
Combined autopilot cut-out and go-around mode select switches
Two pushbutton switches, one mounted at the top of the outboard horn of each
aileron control wheel, provide the facility for either pilot to disengage the
autopilot, cancel autopilot warnings or select go-around into the flight director.
Pressing the button once will :-
(a) disengage the autopilot (autopilot engaged),
(a) or
(b) cancel autopilot disengaged warnings (autopilot disengaged by any means

other than cut-out button)
(b) or
(c) select go-around into flight director (autopilot disengaged and autopilot
warnings cancelled).
To select go-around with the autopilot engaged, or when autopilot disengaged
warnings are apparent, the button has to be pressed twice. The first pressure will
disengage the autopilot or cancel autopilot warnings, the second pressure will
select go-around into the flight director.
(8) Flight director switches
On aircraft 004,006
flight director bars in his Primary Flight Display (PFD) 'on' or 'off'.
On aircraft 001-003
flight director bars in his ADI 'on' or 'off'.
On aircraft ALL
Flight director indicators
On aircraft 004,006
The flight director (FD) indicators consist of either V-bar or split axis (cross
pointer) director bars pitch and roll demand and appear in each PFD when the
corresponding FD BARS switch is selected to 'ON'.
On aircraft 001-003
The flight director indicators, consisting of split axis (cross pointer) director bars,
are contained in each ADI and are biased out of view when not in use.
On aircraft ALL
Mode annunciator panels
On aircraft 004,006
each pilot's PFD, provide visual warning of autopilot disengagement and the
AMS. The annunciators are blank until illuminated, when white, green, amber or
red legends are displayed, as appropriate.
Autopilot engagement and mode selection are also displayed by the PFD.
On aircraft 001-003
each pilot's ADI, provide additional indication of the modes of operation and
visual warnings associated with the AFGS. The annunciators are blank until
illuminated when white, green, amber or red legends are displayed, as
appropriate.
Two additional annunciator panels, located on each instrument panel, provide

AMS indications.
On aircraft ALL
Avionics master switches
All power to the AFGS is controlled by two rocker switches located on the roof
panel and labelled AVIONICS MASTER A and B.
Autopilot master switch
A rocker switch located on the roof panel adjacent to the AVIONICS MASTER
switches, labelled AP MSTR, controls the power to the autopilot pitch and roll
servomotors.
Elevator trim circuit breaker
A.c. power to the servomotor used for auto trim and electric trimming can be
removed by opening circuit breaker ELEV TRIM MOTOR on panel 211-50-30.
Test switches
The test switches are mounted on a panel on the right-hand console.
On aircraft 001-002
HSI display changeover switch
Two HSI display changeover switches are installed at the sides of both the
Captain's and First Officer's mode annunciator panels. Operation of these
switches changes the source of the lateral deviation and course information
displayed on the respective HSI. The information displayed on the Captain's HSI
is also that being fed to the AFGS.
With NAV selected on either of the changeover switches, the information
displayed on the respective HSI will be either No.1 or No.2 VHF navigation
system, this being determined by the position of the NAV1-SPLIT-NAV2 switch
on the navigation selector. Indication of this will be shown on the NAV 1 or NAV 2
annunciators on the Captain's or First Officer's flight annunciator panels.
With R.NAV selected, the information displayed on the respective HSI will be
supplied from the No.1 VLF/Omega navigation system (Ref. AMM 34-56-00,
page block 1). Indication of this will be shown on the R.NAV annunciators on the
Captain's or First Officer's flight annunciator panels respectively.
Autopilot engagement
The autopilot is engaged by pressing the AP pushbutton switch on the autopilot

controller. 28V d.c. supply (TL2, TL10) is connected via the switch to
electromagnetic clutches in the pitch and roll servomotors (pins J and K) and the
AP switch hold-on coil, thus coupling the autopilot output to the aircraft control
runs.
On aircraft 004,006
The supply is routed via the operated contact of the engage inhibit relay (E1) in
the autopilot computer, the cut-out switches on the aileron control wheels, the
pitch performance module of the autopilot disengage unit, the control column cut-
out switch and the relaxed contacts of the STICK SHAKE relay.
On aircraft 001-003
The supply is routed via the operated contact of the engage inhibit relay (E1) in
the autopilot computer, the cut-out switches on the aileron control wheels, the
pitch performance module of the approach monitor computer or the autopilot
disengage unit, the control column cut-out switch and the relaxed contacts of the
STICK SHAKE relay.
On aircraft ALL
If the SYNC facility is used, then the supply is also routed via the energized
contacts of the SYNC relay to retain the autopilot in the engaged condition
should the control column be moved forward beyond the cut-out switch limit.
The autopilot will not engage if :-

- Attitude valid is absent (TL43, TL53).
- The computer's built-in-test (BITE) routine shows a fault.
- The aircraft's bank angle (TL48, TL49) or roll rate exceeds either :-
(a) a 42 degree bank angle or a roll rate of 32 degrees/second or any equivalent
intermediate combination at heights above 350 ft., providing the aircraft is not
established on a localizer beam.
(a) or
(b) a 19 degree bank angle or a roll rate of 15 degrees/second or any equivalent

intermediate combination at heights of 350 ft. or below (TL26) or whenever the
aircraft is in localizer track mode and the bank angle is less than 8 degrees.
Autopilot engagement is indicated by the illumination of green IN legends on the

AP button on the autopilot controller and, provided neither SYNC button is
pressed, the green illuminated triangle on the mode selector (TR24).
On aircraft 004,006
Autopilot engagement is also indicated by green AP legends on the Captain's

and First Officer's PFD.
On aircraft ALL
The mode taken up by the autopilot on initial engagement depends on which

mode, if any, has been previously selected for the flight director.
If the flight director is not switched on, the autopilot will engage into the pitch
attitude hold and roll attitude hold modes and will maintain the pitch attitude
existing at the moment of engagement, but the roll attitude maintained will
depend on the bank angle existing at the moment of engagement. If this bank
angle is less than 3 degrees a fixed heading will be maintained. If the bank angle
is between 3 and 25 degrees the existing bank angle will be maintained. If the
bank angle is between 25 and 42 degrees the autopilot will roll the aircraft to
reduce the bank angle to 25 degrees, which will then be maintained. As already
mentioned, if the existing bank angle is in excess of 42 degrees (or 19 degrees at
heights of 350 ft. or below) the autopilot will not engage.
If the flight director is switched on, the autopilot will, with three exceptions,
engage straight into the previously selected modes using exactly the same
datums; thus, if at the moment of engagement there is a flight director demand,
the autopilot will immediately manoeuvre the aircraft to reduce the demand to
zero. The three exceptions are pitch attitude, roll attitude and go-around. If,
before engaging the autopilot, the flight director is in either pitch attitude or roll
attitude hold mode the autopilot will engage into this mode but will take as datum
the pitch or roll attitude existing at the moment of engagement. The flight director
will automatically take up this new datum.
If the flight director is in go-around mode on engaging the autopilot, this mode will
be cancelled. The autopilot and pitch flight director will go into pitch attitude hold
using the engagement datum. In roll the autopilot and flight director will go into
roll attitude hold. However if go-around plus heading has been selected for the
flight director, both it and the roll channel of the autopilot will stay in the heading
mode after engaging the autopilot.
Flight director engagement
On aircraft 004,006
The two flight directors (FD) in the Captain's and First Officer's PFD are selected
separately by the FD BARS switches mounted on the anti-glare shields.
With the switches selected to the 'off' position, the No.1 28V d.c. supply is
disconnected from the FD circuits in both EFIS symbol generators and in the
AFGS computer, thus inhibiting the FD bars in both PFDs.
With the autopilot disengaged and the FD BARS switches selected to 'ON' the
28V d.c. supply is connected to the FD circuits in the AFGS computer to enable
the FD circuits in the EFIS symbol generators. The magenta FD bars in each
PFD will then be displayed.
On aircraft 001-003
The flight directors in the two ADIs are selected separately by the No.1 and No.2
FD BARS switches. With these switches in the OFF position the No.1 28V d.c.
supply is connected to the ADIs to hold the FD flags out of view, and the 11V d.c.
FD bars bias supply is connected to the ADIs to hold the flight director bars out of
view. The 11V d.c. supply is connected to No.1 and No.2 ADIs via the related
contacts of associated relays FDP1/2 and FDP2/2.
When the FD BARS switches are set to ON, the 28V d.c. supply is disconnected
from the ADIs and connected instead to relays FDP1/2 and FDP2/2 (TR30) to
energize the coils, and to the AFGS computer (TR42, TR43) to enable the
appropriate signal processing circuits. The FD flags in the ADIs are now held out
of view by the FD valid signal voltage from the AFGS computer (TR48) and the
flight director bars are in view and driven over their display range by the pitch and
roll command signals from the AFGS computer (TL16, TL6) via scaling resistors
located in the aircraft wiring, and the operated contacts of relays FDP1/2 and
FDP2/2.
On aircraft ALL
The flight director mode of operation depends on whether or not the autopilot is
engaged.
If the autopilot is already engaged the flight director will, with one exception,
switch straight into the modes previously selected for the autopilot and the flight
director bars will come into view giving commands to maintain the same datums
as the autopilot. The one exception is turbulence mode. The turbulence mode is
an autopilot only mode and if this should be the existing autopilot mode when the
flight director is switched on the flight director bars will remain parked.
If the autopilot is not engaged the flight director will switch on into the pitch and
roll attitude hold modes and the flight director bars will appear giving commands
to maintain the pitch and roll attitudes existing at the moment of switch on.
Autopilot disengagement
The autopilot is normally disengaged by pressing either of the pilots' cut-out

buttons but can be disengaged by re-pressing the AP pushbutton switch on the
autopilot controller. Either action de-energizes the electro-magnetically held
servomotor clutches and the AP engage switch hold-on coil.
Automatic disengagement is effected by the engage inhibit relay in the roll

attitude cut-out and warning module (RW) in the autopilot computer. The
autopilot will disengage automatically when :-
On aircraft 004,006
- The APDU detects excessive pitch rates.
On aircraft 001-003
- The monitor computer detects excessive pitch rates.
On aircraft ALL
- The stick shaker (stall warning) operates.
- Forward control column movement exceeds the limits of the control column cut-
out switch.
Any mode selected, except turbulence, will remain selected for use by the flight
director after the autopilot has been disengaged. In the case where turbulence
was the operating mode the flight director will revert to pitch and roll attitude hold
modes. However if the operating mode was turbulence plus heading then the
flight director will revert into pitch attitude hold and heading. If the flight director is
already switched off disengagement of the autopilot will cancel all modes
selected.
Autopilot disengagement warnings
Power for the autopilot disengagement warnings, both audio and visual, is
obtained from the Emergency 28V d.c. busbar via the relaxed contact of relay
AW/1 in the autopilot computer (TL41, TL51). Provided that the internal monitor
shows no fault, relay AW/1 is energized when the autopilot is engaged and so
switches off the power to the warnings.
The autopilot audio warning (cavalry charge) (Ref. AMM 31-52-00, page block 1)
will sound whenever the autopilot is disengaged. However, if the disengagement
is accomplished by pressing a pilot's cut-out button this warning will last for only
0.75 seconds. A disengagement brought about by any other means, including the
operation of an internal safety device, will result in a continuous warning; the
warning can only be cancelled by pressing either pilot's cut-out button (TL32).
On aircraft 004,006
Visual indication of autopilot disengagement is given by the illumination of the red

AP legends on each of the flight annunciator panels. These two legends are
illuminated for 0.75 seconds for a disengagement by a cut-out button or
continuously until cancelled in the same way as the audio warning. The AP
legends on the PFD change from green to red.
On aircraft 001-003
Visual indication of autopilot disengagement is given by the illumination of the red

AP legends on each of the mode annunciator panels. These two legends are
illuminated for 0.75 seconds for a disengagement by a cut-out button or
continuously until cancelled in the same way as the audio warning.
On aircraft ALL
On disengagement of the autopilot, by whatever means, the IN legend on the

face of the AP button on the autopilot controller and the green illuminated triangle
on the AP indicator of the mode selector will be removed.
Flight director disengagement
On aircraft 004,006
The flight director is switched off manually by setting both of the flight director
switches (FD BARS) to off. Any mode selected, except go-around, will remain for
the autopilot after the flight director has been switched off, but if the autopilot is
already disengaged switching off the flight director will cancel all modes selected.
On switching off the flight director the flight director bars will not be shown on the
PFDs.
On aircraft 001-003
The flight director is switched off manually by setting both of the flight director
switches (FD BARS) to off. Any mode selected, except go-around, will remain for
the autopilot after the flight director has been switched off, but if the autopilot is
already disengaged switching off the flight director will cancel all modes selected.
On switching off the flight director the flight director bars are biased out of view.
On aircraft ALL
Synchronization
The synchronization (SYNC) facility can be utilized by both the autopilot and the
flight director. When the autopilot is engaged, pressing either pilot's SYNC button
disconnects the 28V d.c. supply from the pitch, roll and trim servomotor clutches
thus effectively disengaging the autopilot and allowing the aircraft to be
manoeuvred manually without any additional control force loading from the
autopilot.
On aircraft 004,006
On the PFD the AP (green) legend is replaced by SYNC (white) legend and the
green illuminated triangle on the AP indicator of the mode selector goes off
(TR24).
On aircraft ALL
This situation will exist for as long as a SYNC button is held depressed, and in
this state elevator electric trimming is available. On release of the SYNC button
the pitch, roll and trim servomotor clutches re-engage and the autopilot is fully
engaged again without a mode change.
On aircraft 004,006
On the PFD the white SYNC legend is replaced by the green AP legend. On the
AP indicator on the mode selector the green triangle comes on.
On aircraft ALL
When the autopilot or flight director is engaged, the SYNC facility can be used to
adjust the datum of those modes that have a range of datums available, namely,
pitch and roll attitude hold, IAS, MACH, VS and altitude hold modes. Pressing a
SYNC button unlocks the appropriate sensor chaser allowing the sensor to chase
a changing datum while the aircraft is being manually manoeuvred. On release of
the SYNC button the sensor chaser re-locks to the datum then existing. If the
SYNC facility is utilized when the autopilot is in a mode that cannot be datum
adjusted, e.g. heading, the autopilot on SYNC button release will manoeuvre the
aircraft to satisfy the unchanged datum.
If the flight director has been zeroed before a SYNC button is pressed it will
remain at zero throughout synchronization. On pressing a SYNC button any
command will reduce to zero. Thus a zeroed flight director during synchronization
indicates that the chaser has chased into the existing datum.
If a SYNC button is pressed when the flight director is in a mode that cannot be
datum adjusted, the flight director is unaffected and will continue to display
demands to satisfy the unchanged datums.
Pressing a SYNC button when the flight director is in go-around mode (or go-
around plus heading) will cancel go-around and select pitch and roll attitude hold
(or pitch attitude hold plus heading).
On aircraft 004,006
With only the flight director selected, the SYNC legend is displayed on the PFD.
On aircraft 001-003
The white SYNC legend on the two mode annunciator panels is illuminated
(BR41), while a SYNC button is pressed and the green illuminated triangle on the
AP indicator of the mode selector is extinguished (TR24).
On aircraft 004,006
Operation of either SYNC button will bypass the APDU and allow the control
column cut-out switch limit to be exceeded without disengaging the autopilot.
On aircraft 001-003
Operation of either SYNC button will bypass the monitor computer and allow the
control column cut-out switch limit to be exceeded without disengaging the
autopilot.
On aircraft ALL
Automatic pitch trim
Automatic trimming of the pitch channel (autotrim) is provided whenever the

autopilot is engaged. Its purpose is to relieve any steady load being held by the
pitch servomotor and to make certain the pitch axis of the aircraft is in trim when
the autopilot is disengaged.
The whole of the normal elevator trim control circuit, including the trim hand
wheel, is driven by the autotrim servomotor which, is automatically energized by
engaging the autopilot. The autotrim servomotor is then controlled by signals
derived from the pitch servomotor control voltage with a threshold level that
keeps the trim from responding to normal residual pitch activity. Deflections of
the ELEV trim indicator on the autopilot controller (BR26, BR35) represent the
out-of-trim load being held by the pitch servomotor and thus are a measure of the
performance of the autotrim.
On aircraft 001-003
When demanded the autotrim servomotor runs at one of three speeds,

depending on the flap angle selected. To cater for configuration changes and the
bigger trim changes associated with lower airspeeds, the autotrim runs at the
faster rate whenever the flaps are selected to approach flap (24 degrees) or
beyond (BR33), and an increased speed is available for a 20 second period after
the flap setting is changed from 0 to 18 degrees, or from 18 to 0 degrees (BL12).
On aircraft 004,006
When demanded the autotrim servomotor runs at one of three speeds,

depending on the flap angle selected. To cater for configuration changes and the
bigger trim changes associated with lower airspeeds, the autotrim runs at the
faster rate whenever the flaps are selected to approach flap (24 degrees) or
beyond (BR33), and an increased speed is available for a 30 second period after
the flap setting is changed from 0 to 18 degrees, or from 18 to 0 degrees (BL12).
On aircraft ALL
Trim cut-out and failure warnings
Indication of an autotrim malfunction, either active or passive, is provided by the

illumination of the amber EL TRIM legend on both mode annunciator panels
(TL34).
Active failures
(a) A trim sense monitor within the AFGS computer protects against active
autotrim failures by detecting any movement of the trim servomotor in the wrong
direction. On detecting a fault the monitor de-energizes one relay (C/1) to
disengage the autotrim servomotor and de-energizes a second relay (W/1) to
illuminate the amber EL TRIM legend. Subsequently the autotrim can be re-
engaged only by disengaging and re-engaging the autopilot. On disengagement
the fault discriminants are suppressed, relay W/1 is energized and the amber EL
TRIM legend is extinguished.
Passive failures
(b) A dead trim detector within the computer protects against passive autotrim
failures by monitoring the out-of-trim force being held by the main pitch
servomotor. If this out-of-trim force reaches and maintains a pre-set level, the
dead trim detector de-energizes relay W/1 and illuminates the amber EL TRIM
legend. In this event the autotrim may be manually assisted by turning the
elevator trim handwheel in the required direction, as shown by the ELEV trim
indicator on the autopilot controller. When the out-of-trim force reduces below the
detector setting, relay W/1 opens and the amber EL TRIM is extinguished. If the
autopilot is disengaged when the amber EL TRIM legend is illuminated, the pilot
must be prepared to accept any out-of-trim loading. The amber EL TRIM warning
is extinguished on disengaging the autopilot.
Power failure
(c) With a power supply failure or the elevator trim circuit breaker open all power
is removed from the autotrim servomotor and its clutch and the amber EL TRIM
legend on both mode annunciator panels will be illuminated. This warning cannot
be extinguished except by re-setting the circuit breaker.
Electric pitch trim
With the autopilot disengaged, electrical pitch trimming is available; this is

controlled by the two split, thumb-operated switches installed to the outboard
horn of each control wheel and utilizes the same servomotor as the autotrim.
One half of the thumb switch controls the servomotor clutch (TL29, TL31) and the
other half controls a fixed voltage to the servo amplifier itself (TR46, TR47); thus
both halves of the switch have to be moved together in the appropriate direction
to obtain pitch trim movement which will be provided at constant speed.
Although electric pitch trim is not normally possible with the autopilot engaged, it
is available when, with the autopilot engaged, a SYNC button is depressed
(autopilot servo clutches temporarily disengaged) to facilitate manoeuvring for
datum adjustment or in Test 2 mode when the TURB button is pressed. Electric
pitch trim may be disabled at any time by opening the elevator trim circuit
breaker.
Roll Out-of-Trim (ROOT) warning
The autopilot does not provide automatic trimming for the roll channel.
If the out-of-trim force being held by the main roll servomotor exceeds a preset
limit for a specified period, an amber AIL legend is illuminated on both mode
annunciator panels (BL4). This warning can be extinguished by either retrimming,
using the aileron trim wheel, to reduce the out-of-trim force or disengaging the
autopilot. If the autopilot is disengaged, the pilot must be prepared to accept any
out-of-trim loading at the moment of disengagement.
Control demand signals
Automatically controlled manoeuvres are performed by the injection of demand

signals into the pitch and roll stabilizing channels of the AFGS. A typical demand
signal comprises two components, a long term component and a short term
component. The long term component is basically a measure of the deviation of
the aircraft from the desired flight path and so gives a significant output only after
appreciable deviation from this datum. The short term component is derived from
the long term deviation signal by differentiation and is a measure of the rate at
which the aircraft deviates from the desired flight path and so gives a significant
output as soon as a rate of disturbance appears. The pitch and roll attitude
signals are processed mainly in what is termed the inner loop (analogue) section
of the AFGS computer to provide attitude error information for the basic (pitch
and roll) stabilizing modes. The attitude information is modified according to the
requirements of the selected operational mode and existing flight conditions by
the outer loop (digital) section of the computer and after being limited to a safe
maximum, are amplified to drive the relevant servomotor in the appropriate
direction at a rate proportional to the demand signal.
When the ATT transfer switch on the Captain's instrument panel is set to NORM,
each vertical reference unit (VRU) provides a 28V "attitude valid" discriminant to
the AFGS computer. No.1 VRU discriminant is applied to the computer (TL53)
inner and outer loops. If the attitude data from No.1 VRU becomes invalid, then
the discriminant will be removed, causing disengagement of the autopilot and
inhibition of the flight director.
No.2 VRU discriminant is applied to the AFGS computer (TL43) inner loop only. If
No.2 VRU attitude information becomes invalid, the discriminant will be removed
and the autopilot will be disengaged. The flight director will not be affected.
With the ATT transfer switch set to BOTH 2, both discriminants are supplied by
No.2 VRU, and the autopilot can still be engaged. Selecting BOTH 1 on the
transfer switch results in loss of the valid discriminant to TL43, preventing the
engagement of the autopilot.
Pitch channel
On aircraft 004,006
The autopilot pitch channel provides pitch stabilization by operating the elevator
control run in response to demand signals originating from the selected VRU.
The channel also controls the aircraft automatically in elevation when fed with
manometric, vertical acceleration, radio or manually-initiated control demand
signals and provides pitch attitude control signals for the flight directors in the two
primary flight displays.
On aircraft 001-003
The autopilot pitch channel provides pitch stabilization by operating the elevator
control run in response to demand signals originating from the selected VRU.
The channel also controls the aircraft automatically in elevation when fed with
manometric, vertical acceleration, radio or manually-initiated control demand
signals and provides pitch attitude control signals for the flight directors in the two
attitude director indicators.
On aircraft ALL
Basic pitch attitude input
The three-wire pitch attitude signals from the VRU (BR47, BR56, BR57) are
applied to the inner loop processing module (ILP) in the AFGS computer where
they are converted to two-wire, stabilized, d.c. signals and processed to provide
noise-free pitch attitude signals suitable for digital operation. The signals are then
differentiated and applied to an analogue summing network included in the ILP
module and to the computer outer loop for digital control law computation and
mode logic organization. The differentiated signals constitute pitch rate signals
which together with the pitch attitude signals are fed to the outer loop via a
multiplexer in the analogue to digital interface module (AD). The digital output
representing pitch attitude information is applied to the central processing unit
(CPU) where it is converted to pitch attitude error information, i.e. the difference
between the existing pitch attitude and the required (datum) pitch attitude, by
digital computation, the datum used being the pitch attitude existing 1.5 seconds
after the moment of mode engagement.
The pitch attitude error signal is integrated with respect to time to produce a
balance integrator term which is summed with the rate signal to cancel any long
term datum errors.
The CPU acquires variable data from, and passes computer data to, its various
peripherals, i.e. the various aircraft systems, sensors and indicators, via the
associated interface modules. Peripheral data transfers are performed by the
CPU in response to program instructions according to mode requirements (Ref.
para 6.) and the attitude demand signals are modified accordingly. For example,
IAS gain scheduling signals from the air data unit are applied to the CPU (BL43)
via the signal conditioning pitch module (SCP) to continually modify the control
signals to suit the existing airspeed. Also discriminants from the flap switch
(BL12, BL13, BL14) are applied to the outer loop via the logic input interface
module (L1) to modify the control signals to compensate for aerodynamic
changes caused by changes in flap settings. The functions of the SCP module
include demodulating, buffering pre-filtering, isolation and scaling of the analogue
input signals before they are coupled into the CPU via the A-D module, while the
LI receives a number of discrete inputs which identify various system functions,
such as the setting of mode and other control panel selectors and the operational
status of sensors etc. supplying data to the computer, and then transfers the
relevant data to the CPU for program action.
The modified pitch attitude error information is transferred by program action

from the CPU to data latches in the output interface module (OI). The data
latches provide discrete outputs which are buffered and used to provide mode
and status information to the relevant indicators and sensors. The error
information is converted from digital to analogue and demultiplexed in the OI
module to provide an analogue pitch demand signal.
The signal is applied to the ILP module, where it is limited to provide a maximum
pitch rate for the autopilot of 1 degree/second. The analogue demand signal is
summed with the rate feed back signal before being multiplied by the appropriate
inner loop gearing. The resulting error signal is fed to the pitch servo amplifier
module.
The inner loop gearing is originally set to a value suitable for low speed approach
operation and is changed by discriminant switching. When approach flap is
selected a discriminant is applied to the ILP module (BR33) to increase the gain
of the servo loop and a discriminant from the outer loop of the computer reduces
the gain when the TURB mode is selected to provide less active control for
turbulent conditions.
The servo amplifier converts the pitch demand signals to a two phase a.c. power
output which is amplified to drive the pitch servomotor (BR18, BR19, BR9) in a
direction appropriate to the polarity of the signals. The demand signals are mixed
with a rate feedback signal from the tacho generator (BR46, BR55) which ensure
that the motor always runs at a speed proportional to the input signal. The motor
drives the pitch control run via a reduction gear train and an integral electro-
magnetic clutch which serves to disconnect the motor from the unit's output
shaft.
Pitch trim control
The pitch demand signal output of the servo amplifier is also applied to the trim
servo amplifier module (TS) and to the trim monitor module (TM) where any out-
of-trim load being held by the pitch servomotor is detected. The out-of-trim signal
is applied to the trim servo amplifier and used to drive the pitch trim servomotor
(TR36, TR37, TR38), the motor speeds being variable for the different flight
conditions. The trim servo amplifier also accepts inputs from the manual electric
trim switches and incorporates a speed control circuit which is used in both auto
and manual electric trim.
Pilot's PITCH control

Movement of the PITCH control on the autopilot controller can be used to adjust
the pitch attitude datum as required. Progressive deflection of the control, either
up or down, operates first one and then a second microswitch. The first
microswitch connects a 28V discrete to the logic input interface module (LI) in the
AFGS computer (BR27, BR28). When the PITCH control is operated the program
instructions include the disengagement of any pitch mode already selected so
that the system reverts to the basic pitch attitude hold mode on releasing the
switch, and the modification of the pitch attitude demand signals to provide an
initial pitch rate of 1 deg./sec. in the appropriate direction. Further deflection of
the PITCH control against a higher spring pressure operates the second
microswitch. This connects a 28V discrete to the ILP module in the computer
(BR20) and changes the gearing of the pitch servo loop to provide a fast pitch
rate of 2 degrees/second. This is the only time the normal autopilot pitch rate limit
of 1 degree/second is exceeded. The computer establishes the pitch datum
existing 1.5 second after the PITCH control is allowed to return to its centre
detent. This delay makes certain the datum change is accomplished without an
appreciable overshoot.
Altitude inputs
The height sensor contains a pressure sensitive capsule which is connected to

S3 static line. The capsule drives an electric pick-off, the output of which, when
the ALT mode is not selected, is used to drive a chaser system which alters the
mechanical datum of the pick-off to maintain its output at zero. When ALT mode
is selected a 28V discrete from the OI module in the computer (TR51) is applied
to the height sensor to inhibit the chaser system. The pick-off signal is no longer
kept at zero and error signals proportional to deviation from the altitude at which
the mode was engaged are then applied to the SCP module in the AFGS
computer (TL5, TL15).
Mach and airspeed inputs
The air data unit consists of an evacuated capsule, which is responsive to static
pressure (S3) that drives a precision potentiometer, the output being proportional
to log static pressure. Another capsule, which is responsive to impact (pitot)
pressure (P3), drives a similar potentiometer, the output of which is proportional
to log pitot pressure. The signals are then processed to give a resultant signal,
which is proportional to mach number. This signal is applied to the input of a solid
state chaser loop (TR49, TR50), the object of which is to provide the mach hold
facility. It does this by continuously storing the magnitude of the processed
signal. When MACH hold is engaged, the value at the time of selection is held as
a reference, the difference between this signal and the actual processed signal
being a measure of the deviation of the aircraft mach number from the 'hold'
value. This error signal (MACH error) is applied to the AFGS (TL23, TL24), which
then commands the aircraft to fly so as to reduce this error to zero.
Airspeed hold is derived in a similar manner to mach hold, but the input signal is
derived for this purpose from the log pitot pressure potentiometer only.
The air data unit also provides IAS gain scheduling signals (BL43,BL53) which
are proportional to airspeed and used during all modes to modify the attitude
control signals to suit the existing airspeed.
Pressure error correction is obtained by applying the basic mach output to a

shaping network to provide a signal in accordance with the aircraft's pressure
error characteristic which is fed, via a modulating circuit, to the Type 3B altimeter.
Vertical acceleration input
The vertical accelerometer detects any acceleration of the aircraft in the vertical
plane and provides an a.c. signal which is proportional in amplitude and related in
phase to the vertical acceleration. The signal is applied to the computer outer
loop via the SCP module (BR21, BR31) and used to modify the pitch control laws
to provide vertical speed control when in the altitude preselect (ALT ARM) mode,
or when the VS or GSL modes are selected.
Glideslope input
The input is obtained from the ILS glideslope receiver and is a d.c. signal
proportional in amplitude and related in sense to the aircraft's deviation above or
below the glideslope beam centre line. When the GSL mode is selected the
signal is applied to the computer outer loop via the SCP module attitude control
signals to give the correct response to glideslope error signal in order to establish
the aircraft on the glideslope. When the deviation signal falls below a pre-
determined level the glideslope is captured, the GSL mode logic is activated and
the initial control signal decays progressively so that the aircraft settles smoothly
on to the beam. Once the glideslope has been captured the gain is held constant
until 15 seconds after the selection of land flap or 1200 ft. radio height. The gain
is then rundown progressively over a period of 75 seconds to a preset value.
When the aircraft has descended to a height of 350 ft., a discriminant from the
radio altimeter is applied to the computer outer loop via the LI module (TL26) to
further attenuate the control signals for the final approach.
On aircraft 004,006
A "glideslope valid" signal from the glideslope receiver is normally applied to the
outer loop of the computer via the LI module (TL57). On the PFD a white
glideslope scale and magenta rectangular pointer are shown on the right of the
display. The GS pointer moves vertically along the GS scale indicating the
vertical deviation from the GS beam. Removal of this discrete signifies that the
information is suspect and results in the inhibition of the flight director system. On
the PFD the flight director bars, GS pointer and scale are removed and replaced
by red GS legend centred over the former GS scale position on the display.
On aircraft 001-003
A "glideslope valid" signal from the glideslope receiver is normally applied to the
outer loop of the computer via the LI module (TL57). Removal of this discrete
signifies that the information is suspect and results in the inhibition of the flight
director system so that the flight director bars indications are biased towards the
parked position; loss of the FD enable will cause relays in the aircraft
interconnect wiring to relax, thus enabling the flight director bars to be biased out
of view.
On aircraft ALL
When the glideslope is captured an output from the OI module of the computer
(TR3) is applied to the altitude selector to inhibit the audio and visual warnings of
the altitude alerting system.
Altitude pre-select inputs
When the ALT ARM mode is selected, coarse and fine synchro outputs
representing altitude are fed from the 3B altimeter to the computer outer loop
(BR1, BR11 and BR7, BR8, BR17) via the SCP module and to the stators of
coarse and fine synchros in the altitude selector (pins Z, A, Y and D, E, F). The
rotors of the altitude pre-select synchros are adjusted by the setting knob so that
their outputs represent altitude error, i.e. the difference between the existing
altitude measured by the altimeter, and the required altitude selected on the
altitude selector. The altitude error signals also are fed to the SCP module in the
computer (BR3, BR13, BR2, BR15), and the outer loop modifies the pitch control
laws and organizes the logic to fulfil the requirements of the ALT ARM mode
(Ref. para 6.G.).
A 28V "altitude selector valid" signal from the altitude selector is normally applied
to the outer loop of the computer via the LI module (TL44). Removal of this signal
results in the inhibition or cancellation of the altitude flare mode and manoeuvre.
There is no "altitude valid" output from the 3B altimeter to the AFGS in this
installation so a simulated valid signal is obtained by connecting the 28V d.c.
supply directly to the altitude selector (pin R) and AFGS computer (TL45).
Roll channel
On aircraft 004,006
The autopilot roll channel provides roll stabilization by operating the aileron
control runs in response to demand signals originating from the selected VRU.
The channel also controls the aircraft automatically in azimuth when fed with
heading, radio deviation or navigational information or manually initiated control
demands. Heading information to the AFGS can be obtained from either the No.1
or No.2 compass system, according to the setting of the HDG transfer switch on
the Captain's instrument panel (Ref. AMM 34-21-00, page block 1) and radio
information from either the NAV 1 or NAV 2 receivers as selected by the NAV1-
SPLIT-NAV2 switch on the navigation selector which controls the VHF NAV
transfer switching relays (Ref. AMM 34-55-00, page block 1).
The channel includes a roll attitude cut-out facility which disengages the autopilot
if an excessive roll rate or roll attitude develops. The roll channel also provides
roll attitude control signals for the flight directors shown on the PFD.
The roll channel can also be supplied with roll steering demand signals
generated by the navigation management system, together with an L NAV VALID
discrete signal (Ref. AMM 34-61-02, page block 1).
generated by the navigation management system, together with an L NAV VALID
discrete signal (Ref. AMM 34-60-00, page block 1).
On aircraft 001-003
The autopilot roll channel provides roll stabilization by operating the aileron
control runs in response to demand signals originating from the selected VRU.
The channel also controls the aircraft automatically in azimuth when fed with
heading, radio deviation or navigational information or manually initiated control
demands. Heading information to the AFGS can be obtained from either the No.1
or No.2 compass system, according to the setting of the COMP transfer switch
(Ref. AMM 34-21-00, page block 1) and radio information from either the NAV 1
or NAV 2 receivers as selected by the NAV1-SPLIT-NAV2 switch on the
navigation selector which controls the VHF NAV transfer switching relays (Ref.
AMM 34-55-00, page block 1).
The channel includes a roll attitude cut-out facility which disengages the autopilot
if an excessive roll rate or roll attitude develops. The roll channel also provides
roll attitude control signals for the flight directors in the two attitude director
indicators.
On aircraft 003
generated by the flight management system (Ref. AMM 34-61-02, page block 1).
On aircraft 001-002
generated by the VLF/Omega navigation system (Ref. AMM 34-56-00, page
block 1).
On aircraft ALL
Basic roll attitude input
The three-wire roll attitude signals from the VRU are applied to the inner loop
processing module (ILR) in the AFGS computer (BL27, BL36, BL37), converted
to two-wire, stabilized d.c. signals and processed to provide a roll demand signal,
similar to the pitch attitude signals previously described.
The roll attitude demand signals are applied to the ADIs for flight director control
(TL6, TL28). The CPU also outputs a roll rate demand signal to the ILR module
where it is limited to provide a maximum roll rate of 5 degrees/second and then
applied via the roll shaping and summing network and the appropriate inner loop
gearing resistors to the servo amplifier module (SAR).
Like the pitch channel, the roll servo loop gearing is originally set to a value
suitable for low speed approach operation and is changed by discriminant
switching. When cruise flap (> 24 degrees) is selected, a discriminant is applied
directly to the ILR module (BR33) to increase the gain of the servo loop, and a
discriminant from the outer loop of the computer reduces the gain when the
TURB mode is selected to provide less active control for turbulent conditions.
The servo amplifier converts the roll demand signals to a two-phase a.c. power
output which is amplified to drive the roll servomotor (BL18, BL19, BL9) in a
direction appropriate to the polarity of the signals. The demand signals are mixed
with rate feedback signals from the tacho generator (BL47, BL57), which make
certain the motor always runs at a speed proportional to the input signal. The
motor drives the roll control system via a reduction gear train and an integral
electro-magnetic clutch which serves to disconnect the motor from the units
output shaft.
Roll attitude cut-out
An independent two-wire roll attitude output from the VRU is applied to the roll
attitude cut-out and warning module (RW) in the AFGS computer (TL48, TL49)
where it is processed to generate a discriminant if a combination of roll attitude
and rate-of-increase of roll attitude becomes excessive. Logic fed with this
discriminant together with other warning discretes (detailed below) disengages
the autopilot and controls the associated warnings. Two trip levels are provided,
one for cruise conditions and one for approach. At heights above 350 ft.,
providing the aircraft is not established on a localizer beam, the autopilot will be
disengaged if a roll angle greater than 42 degrees or a roll rate greater than 32
degrees/second, or any equivalent intermediate combination, develops. At
heights below 350 ft. or if the aircraft is established on a localizer beam and the
bank angle has initially decreased to less than 8 degrees, these values are
reduced to a maximum roll angle of 19 degrees or a roll rate greater than 15
degrees/second. The other inputs to the autopilot disengage logic mentioned
above consist of the attitude valid discriminants from the VRU (TL43, TL53) and
computer valid and cycle time monitor discriminants from the outer loop; these
make certain the autopilot is disengaged if the pitch or roll attitude information is
suspect or the AFGS computer's BITE routine shows a fault.
Pilot's ROLL control
The ROLL control on the autopilot controller can be used to adjust the roll
attitude datum as required. When the ROLL control is moved more than 3
degrees from detent against its spring it remains where it is positioned due to the
action of an electromagnetic friction brake, which is energized by a discriminant
from the OI module in the AFGS computer (TR41). The control drives a
potentiometer energized from +15V d.c. -15V d.c. supplies in the computer (BL2l,
BL33) which provides an output proportional to the degree of control
displacement. The potentiometer output represents bank angle demand and is
applied to the computer outer loop via the SCR module (BL22, BL23). When the
ROLL control is operated the outer loop logic disengages any ROLL mode
already selected so that the autopilot reverts to the basic roll attitude mode and
modifies the roll attitude demand signals to drive the roll servomotor in the
required direction at the appropriate rate.
Heading monitoring input
A synchronous heading transmission from the selected compass system is

applied to the outer loop of the AFGS computer (BL40, BL49, BL50), via the SCR
module, to provide a heading monitoring input when the autopilot is in the basic
roll attitude hold mode. The outer loop converts the heading input to heading
error information, i.e. the difference between the existing heading and the
heading that existed at the moment of mode engagement, by digital computation
and includes it as a modifying term for the roll attitude demand signal.
Heading error input
On aircraft 004,006
This is a two-wire synchronous transmission proportional to deviation from a

heading selected by the HDG knob on the navigation selector and displayed on
both navigation displays (ND). The signals are applied to the computer outer loop
via the SCR module (BL41, BL51) and, when the heading mode is selected, are
used to modify the roll control laws and programme instructions, as necessary, to
fulfil the requirements of the HDG mode.
A 'heading valid' discriminant from the compass system is normally applied to the
computer outer loop via the LI module (TL55). Removal of this signal causes the
removal of the flight director bars from the PFD.
On aircraft 001-003
This is a two-wire synchronous transmission proportional to deviation from a

heading selected by the HDG knob on the navigation selector and displayed on
both HSIs. The signals are applied to the computer outer loop via the SCR
module (BL41, BL51) and, when the heading mode is selected, are used to
modify the roll control laws and program instructions, as necessary, to fulfil the
requirements of the HDG mode.
A "heading valid" discriminant from the compass system is normally applied to

the computer outer loop via the LI module (TL55). Removal of this signal causes
the inhibition of the flight director system.
Radio navigation inputs
Localizer signals that are proportional to deviation from the ILS localizer beam
centre line or VOR beam deviation signals from the selected navigation receiver
are applied to the roll channel of the AFGS computer (BL10, BL20) when the
VOR/Localizer coupling mode is engaged (TR17). When an ILS frequency is
selected on the navigation receiver a 28V d.c. signal is applied to the LI module
of the computer (TL35) to set up the system for localizer coupling. When VOR is
selected this signal is absent and the system is set up for VOR coupling. The
beam deviation signals are fed, via the SCR module, to the computer outer loop
which, when the mode is engaged, modifies the roll control signals and organizes
the logic as required for the VOR/localizer coupling mode. A course error input
consisting of a two-wire synchronous transmission from the navigation selector is
also applied to the computer outer loop (BL42, BL52) and added to the roll
control signals. This input represents deviation from the localizer track or the
VOR radial selected by the appropriate course selector on the navigation
selector.
When the aircraft is established on a selected localizer track, and if the bank
angle is less than 8 degrees, a discriminant is produced by the outer loop and
applied to a level detector circuit in the RACO/WARNING module (RW) which
operates the 19 degrees trip so that the autopilot is disengaged if the bank angle
exceeds 19 degrees.
A 'beam valid' signal from the navigation receiver is normally applied to the
computer (TL56) and its removal inhibits the flight directors.
On aircraft 004,006
VOR and LOC deviations are shown on both ND and PFD as follows :-
On the PFD, situated below the attitude display, a white lateral deviation scale
and pointer are shown.
A green triangular shape for VOR pointer and a magenta rectangular shape for
LOC pointer, each mode is represented by a VOR or LOC legend shown in the
bottom right of the display.
On the ND, the VOR primary course is shown as a green solid arrow and green
VOR legend, LOC primary course is shown as a magenta solid arrow and
magenta LOC legend.
LNAV roll steering demand input
LNAV roll steering demand signals which are proportional to bearing deviation
between aircraft heading and on active waypoint are applied to the roll channel of
the AFGS computer (BL29, BL48) when the LNAV coupling mode is engaged
(TR27). Two 28V d.c. discretes, LATERAL NAV VALID (TL54) and L NAV
DISPLAY (BL7, which is generated when the CRS switch on either EFIS control
panel is set to LNAV) are applied to the LI module of the computer (9TL54 and
TL27, respectively) to set the system up for LNAV coupling. The roll steering
demand signal is fed via the SCR module to the computer outer loop, which
organizes the logic, as required, for the LNAV coupling mode.
On both the Captain's and the First Officer's PFD the LNAV steering requirement
to the active waypoint is shown by the position of the flight director bars. The
legend LNAV (green) is shown in the top right of the PFDs. On the NDs (ROSE
mode) the bearing to the active waypoint is indicated by a white filled arrow
pointer.
Autopilot source changeover switching makes certain the autopilot computer

always receives the same source data as displayed on the Captain's EFIS
displays, irrespective of the EFIS or L NAV transfer switch positions.
146 Autopilot Displays
On aircraft 001-003
Lateral navigation input
This input is derived from the navigation computer and fed to the SCR module in
the AFGS computer (BL42, BL52 and BL10, BL20) when the L.NAV mode
(TR27) is selected to L.NAV. The signal is processed to fulfil the requirements of
the L.NAV. mode, the computer being set up for the lateral navigation system
input by a 28V discriminant (BL8) applied to the LI module.
A LATERAL NAV VALID signal from the navigation computer is normally applied
to the AFGS computer (TL54) and its removal results in the inhibition of the flight
directors.
Modes of Operation
The mode of operation that the autopilot or flight director takes up on initial
engagement depends on which mode, if any, has been selected previously for
the other sub-system. It is not possible to select a mode when both the autopilot
and flight director are disengaged. Basic pitch attitude and roll attitude hold
modes are not selected but are available any time the autopilot is engaged with
no other mode selected and can be displayed if the flight director is engaged.
The other modes of operation, with two exceptions, are selected on the mode
selector. The two exceptions are the altitude pre-select mode (ALT ARM) which
is selected on the altitude selector and the flight director go-around mode which
is selected by the cut-out buttons on the aileron control wheels. When a mode is
selected, a discrete is connected to the LI module in the autopilot computer outer
loop which then organizes the system to suit the mode selected, whilst mode
engage indications are provided by the outer loop via lamp drivers in the OI
module.
Basic pitch attitude hold mode
This is the basic pitch mode of the AFGS and is available to both the autopilot
and the flight director. The initial datum is the pitch attitude existing 1.5 seconds
after mode engagement, which is then maintained unless subsequently adjusted.
The mode can be engaged by :-
(1) Switching on the flight director (autopilot disengaged).
(2) Engaging the autopilot (flight director off).
(3) Disengaging any other pitch mode, i.e. IAS, MACH, ALT, VS, GSL, TURB or
ALT ARM (flare).
(4) Moving the PITCH control on the autopilot controller out of its centre detent
(provided the autopilot is engaged other than in TURB mode).
(5) Pressing a SYNC button when the flight director is in go-around (GA) mode.
(6) Resetting the selected altitude on the altitude selector or the baro setting of
the Captain's altimeter during an altitude arm flare mode.
The mode can be disengaged by :-
(1) Selecting either the IAS, MACH, ALT, VS or TURB modes.
(2) Selecting go-around mode.

The mode is automatically superseded when the ILS glideslope (GSL mode) is
captured or when a pre-selected altitude (ALT ARM-flare mode) is attained.
The pitch attitude hold mode datum may be altered by the sync function, which is
achieved by pressing and holding a SYNC button on either aileron control wheel,
manually pitching the aircraft to the required pitch attitude, and then releasing the
SYNC button. If the flight director only is engaged the aircraft can be
manoeuvred to the required pitch attitude before a SYNC button is pressed; the
SYNC button is to held long enough for the flight director bars to zero.
The aircraft pitch attitude datum may also be adjusted with the PITCH control on
the autopilot controller. With the autopilot engaged, moving this control out of its
centre detent either up or down pitches the aircraft in the appropriate direction.
Two pitch rates are available: initially up to 1 degree/second when the switch is
moved against a light spring pressure, and up to 2 degrees/second when a
higher spring pressure is overridden, the pitch rate varying according to airspeed;
this is the only time that the normal autopilot pitch rate limit of 1 degree/second is
exceeded. The new pitch attitude datum will be that existing 1.5 seconds after
the PITCH control is allowed to return to its centre detent. This delay makes
certain the datum change is completed without an appreciable overshoot. If the
flight director is switched on the datum is reset; thus at no time can the autopilot
and the flight director be working to different datums.
If either the autopilot or the flight director is engaged and no other pitch mode is
indicated on the mode selector then, by inference, the pitch attitude hold mode is
engaged.
On aircraft 004,006
A remote indication of basic pitch attitude hold mode engaged is provided by

discrete output from the OI module in the AFGS computer (TR31) which results
in the green PITCH legends being displayed on the PFD.
On aircraft 001-003
A remote indication of basic pitch attitude hold mode engaged is provided by a

discrete output from the OI module in the AFGS computer (TR31) which results
in the green PITCH legend being displayed on the two mode annunciator panels.
On aircraft ALL
Basic roll attitude hold mode
This is the basic roll mode of the AFGS and is available to both autopilot and the
flight director.
The initial datum is the bank angle existing at the time of the mode engagement,
except that if the bank angle is less than 3 degrees, a fixed heading is then
maintained.
The mode can be engaged by :-
(1) Switching on the flight director (autopilot disengaged).
(2) Engaging the autopilot (flight director off).
(3) Disengaging any other roll mode, i.e. HDG, LNAV, BLOC, V/L or TURB.
(4) Moving the turn control out of its centre detent, provided the autopilot is
engaged.
(5) Pressing a SYNC button when the flight director is in go-around mode.
The roll attitude hold mode may be disengaged by :-
(1) Selecting the HDG, LNAV or TURB modes.
(2) Selecting the go-around mode.
The mode is automatically superseded when the VOR or ILS localizer beam
(VOR/LOC mode) or the ILS localizer back beam (BLOC mode) is captured.
The datum of the roll attitude hold can be adjusted in two ways. Firstly through
the sync facility by pressing a SYNC button, manually rolling the aircraft to the
required bank angle and then releasing the SYNC button. The autopilot then
maintains the bank angle provided that it is between 3 and 25 degrees. With a
bank angle of 3 degrees or less the autopilot holds a fixed heading, while bank
angles greater than 25 degrees exceed the autopilot bank limit so these are
reduced to, and held at, 25 degrees. If a bank angle of 42 degrees is exceeded
during datum adjustment the roll attitude cut-out disengages the autopilot. The
roll attitude cut-out also monitors roll rate and disengages the autopilot if the
combination of bank angle and roll rate is high.
The second method of datum adjustment utilizes the ROLL control on the
autopilot controller, the aircraft taking up a bank angle proportional to the amount
the control is moved from a centre detent either left or right up to a maximum
bank angle of 25 degrees. The autopilot is roll-rate limited to 5 degrees/second.
Engaging a new roll mode, pressing a SYNC button or disengaging the autopilot
automatically centralizes the turn control to its centre detent.
Either of these methods of datum adjustment can be superseded by the

alternative. Thus pressing a SYNC button causes the turn control to return to
centre detent.
If the flight director is switched on, the datum is reset; thus at no time can the
autopilot and flight director be working to different datums.
If the autopilot or flight director is engaged and no other roll mode is indicated on
the mode selector then, by inference, the roll attitude mode must be engaged.
On aircraft 004,006
A remote indication of basic roll attitude mode engaged is provided by a discrete

output from the AFGS computer (TR32) which results in the green ROLL legends
being displayed on the PFD.
On aircraft 001-003
A remote indication of basic roll attitude mode engaged is provided by a discrete

output from the AFGS computer (TR32) which results in the green ROLL legend
being displayed on both mode annunciator panels.
On aircraft ALL
Airspeed (IAS) mode
When the IAS mode is selected (TR8) the pitch attitude of the aircraft is
automatically controlled to maintain the airspeed existing at the moment of mode
selection. The IAS mode is available to both the autopilot and flight director and
can be engaged at any time except when the TURB mode is already selected.
(1) Re-pressing the IAS pushbutton.
(2) Selecting either the MACH, ALT, VS or TURB mode.
(3) Moving the PITCH control on the autopilot out of its centre detent, provided
the autopilot is engaged.
(4) Selecting the flight director go-around mode.

The IAS mode is automatically superseded when the ILS glideslope (GSL mode)
is captured or when a pre-selected altitude (ALT ARM-flare mode) is attained.
On aircraft 004,006
The datum airspeed can be changed without disengaging the mode by pressing
the SYNC button and manually manoeuvring the aircraft to achieve the required
indicated airspeed, which will then be maintained after the SYNC button is
released.
Whenever the mode is in operation, a white triangle is displayed on the face of
the IAS button on the mode selector and the green IAS legend is shown on PFD
(TR2).
On aircraft 001-003
Whenever the mode is in operation a white triangle is displayed on the face of

the IAS button on the mode selector and the green IAS legend is displayed on
the two mode annunciator panels (TR2).
On aircraft ALL
MACH mode
When the MACH mode is selected (TR28) the pitch attitude of the aircraft is
automatically controlled to maintain the mach number existing at the moment of
mode selection. The MACH mode is available to both the autopilot and flight
director and can be engaged at any time except when the TURB or the flight
director go-around mode is already selected.
(1) Re-pressing the MACH pushbutton.
(2) Selecting either the IAS, ALT, VS or TURB mode.
(3) Moving the PITCH control on the autopilot controller out of its centre detent,
provided the autopilot is engaged.
The MACH mode is automatically superseded when the ILS glideslope (GSL
mode) is captured or when a pre-selected altitude (ALT ARM-flare mode) is
attained.
The datum mach number can be changed without disengaging the mode by
pressing the SYNC button and manually manoeuvring the aircraft to achieve the
required mach number, which will then be maintained after the SYNC button is
released.
On aircraft 004,006

the MACH button on the mode selector and the green MACH legends are
displayed on the PFD (TR33).
On aircraft 001-003

the MACH button on the mode selector and the green MACH legend is displayed
on the two mode annunciator panels (TR33).
On aircraft ALL
Vertical speed (VS) mode
When the VS mode is selected (TR19), the pitch attitude is automatically

controlled to maintain the vertical speed existing at the moment of mode
selection. The VS mode is available to both the autopilot and flight director and
can be engaged at any time except when the TURB or the flight director go-
around mode is already selected.
(1) Re-pressing the VS pushbutton.
(2) Selecting either the IAS, MACH, ALT or TURB modes.
The VS mode is automatically superseded when the ILS glideslope (GSL mode)
is captured or when a pre-selected altitude (ALT ARM-flare mode) is attained.
The datum vertical speed can be changed without disengaging the mode by
pressing the SYNC button and manually manoeuvring the aircraft to achieve the
required vertical speed, which will then be maintained after the SYNC button is
released.
On aircraft 004,006

the VS button on the mode selector and the green VS legends are displayed on
the PFD (TR10).
On aircraft 001-003

the VS button on the mode selector and the green VS legend is displayed on the
two mode annunciator panels (TR10).
Altitude (ALT) mode
When the ALT mode is selected (TR6), the pitch attitude is automatically
controlled to maintain the altitude existing at the moment of mode selection. The
ALT mode is available to both the autopilot and flight director and can be
engaged at any time except when the TURB or flight director go-around mode is
already selected. The mode is automatically engaged when a pre-selected
altitude (ALT ARM mode) is attained.
(1) Re-pressing the ALT button.
(2) Selecting either the IAS, MACH, ALT, VS or TURB mode.
The ALT mode is automatically superseded when the ILS glideslope (GSL mode)
is captured.
The datum altitude can be changed without disengaging the mode by pressing
the SYNC button and manually manoeuvring the aircraft to achieve the required
altitude, which will then be maintained after the SYNC button is released.
On aircraft 004,006

the ALT button on the mode selector, and the green ALT legends are displayed
on the PFD (TR4).
On aircraft 001-003
the ALT button on the mode selector, and the green ALT legend is displayed on
On aircraft ALL
Heading (HDG) mode
On aircraft 004,006
The HDG mode is available to both the autopilot and flight director and can be
selected at any time. When selected (TR16) the roll attitude is automatically
controlled to maintain the heading selected. The datum heading will be that set
on the ND by the HDG control on the navigation selector.
On aircraft 001-003
The HDG mode is available to both the autopilot and flight director and can be
selected at any time. When selected (TR16) the roll attitude is automatically
controlled to maintain the heading selected. The datum heading will be that
selected on both HSIs by the HDG knob on the navigation selector.
On aircraft ALL
(1) Re-pressing the HDG button.
(2) Moving the ROLL control on the autopilot controller out of its centre detent,
On aircraft 001-003
(3) Selecting either the L NAV or TURB mode.
On aircraft 004,006
(4) Selecting the TURB mode.
On aircraft ALL
The HDG mode is automatically superseded when the VOR or ILS localizer
beam (V/L mode) or the ILS localizer back beam (B LOC mode) is captured.
Although HDG is disengaged by the selection of TURB or the go-around mode, it
can be engaged after either of these modes is selected to give either TURB plus
HDG or go-around plus HDG.
After HDG has been selected, the autopilot and/or the flight director will follow
any changes in heading set in via the HDG knob on the navigation selector.
Changes of heading are to be kept to angles of less than 150 degrees, otherwise
the turn may be made in the wrong direction or at a restricted bank angle until the
heading is less than 150 degrees.
The use of the SYNC button in the HDG mode has no effect other than to de-
clutch the autopilot. The flight director bars will continue to show demands to
achieve the selected heading, and the autopilot, when re-clutched, will turn the
aircraft to achieve and maintain that heading.
On aircraft 004,006

the HDG button on the mode selector and the green HDG legend is displayed on
the PFD (TR13).
On aircraft 001-003

the HDG button on the mode selector and the green HDG legend is displayed on
On aircraft ALL
I. VOR/localizer coupling (V/L) mode
On aircraft 004,006
The V/L mode is available to both the autopilot and flight director. When the
mode is selected (TR17) and the beam capture conditions are not satisfied, a
white triangle is displayed on the face of the mode selector button to indicate that
the mode is selected (TR23). When the V/L mode is armed, a white VOR (TR45)
or LOC (TR44) legend is displayed on the PFD to indicate whether a VOR or ILS
localizer frequency has been selected on the appropriate navigation receiver. On
the ND, with HDG selected to NORM, the following legends will be shown :-
Captain's ND First Officer's ND

VOR 1 (green) VOR 2 (green)
or or
LOC 1 (magenta) LOC 2 (magenta)
The V/L mode can be armed at any time except when the TURB or flight director
go-around mode is already selected. The previously engaged azimuth mode will
remain engaged and can be used to manoeuvre the aircraft towards the radio
beam at any desired interception angle up to a maximum of 120 degrees, for
VOR or 90 degrees for ILS localizer. During the interception the controlling
azimuth mode can be changed at any time without disarming the V/L mode.
On aircraft 001-003
The V/L mode is available to both the autopilot and flight director. When the
mode is selected (TR17) and the beam capture conditions are not satisfied, a
white triangle is displayed on the face of the mode selector button to indicate that
the mode is selected (TR23). When the V/L mode is armed, a white VOR (TR45)
or LOC (TR44) legend is displayed on the two mode annunciator panels to
indicate whether a VOR or ILS localizer frequency has been selected on the
appropriate navigation receiver. The V/L mode can be armed at any time except
when the TURB or flight director go-around mode is already selected. The
previously engaged azimuth mode will remain engaged and can be used to
manoeuvre the aircraft towards the radio beam at any desired interception angle
up to a maximum of 120 deg. for VOR or 90 deg. for ILS localizer. During the
interception the controlling azimuth mode can be changed at any time without
disarming the V/L mode.
On aircraft ALL
The mode can be disarmed by :-
(1) Re-pressing the V/L button.
(2) Selecting either the TURB or BLOC mode.
(4) Changing the selected navigation receiver frequency from VOR to ILS or vice
versa.
On aircraft 004,006
The radio deviation at which capture of a VOR radial or an ILS localizer beam
occurs depends on the interception angle employed; higher at large interception
angles and reducing to lower values as the interception angle is reduced. At the
capture point the controlling azimuth mode is automatically disengaged and the
aircraft is turned to follow the radio beam with automatic wind drift correction. The
VOR (TR55) or LOC (TR54) legends on the PFD will change from white to green
and replace the controlling azimuth mode legend.
On aircraft 001-003
The radio deviation at which capture of a VOR radial or an ILS localizer beam
occurs depends on the interception angle employed; higher at large interception
angles and reducing to lower values as the interception angle is reduced. At the
capture point the controlling azimuth mode is automatically disengaged and the
aircraft is turned to follow the radio beam with automatic wind drift correction. The
VOR (TR55) or LOC (TR54) legends on the mode annunciator panels change
from white to green and the controlling azimuth mode indication is extinguished.
On aircraft ALL
When the beam is captured the mode can be disengaged by the methods listed
in (1) to (4) above, by selecting the HDG mode or, provided that the autopilot is
engaged, by moving the ROLL control on the autopilot controller out of its centre
detent. If the ROLL control is out of its centre detent at the moment of beam
capture it becomes inoperative until allowed to return to its central position.
Once the ILS localizer centre line is being tracked the normal operating bank
angle limit of 25 degrees is reduced to 10 degrees and the bank angle at which
the autopilot is automatically disengaged is reduced from 42 degrees to 19
degrees.
The use of the SYNC button in V/L capture mode has no effect other than to de-
clutch the autopilot. The flight director bars continue to show demands to achieve
the beam centre line and the autopilot, when the SYNC button is released, turns
the aircraft to meet the demand.
Onset of the VOR overstation cone of confusion is detected by the AFGS

computer and control reverts temporarily to time-averaged heading reference.
Selection of a new radial in the cone is possible, with automatic capture of the
new radial on leaving the cone.
On aircraft 004,006
On CAT 2 approaches, the localizer deviation pointers on the PFD and ND

change to yellow and flash when localizer deviation exceeds specified limits (Ref.
AMM 22-15-00, page block 1).
On aircraft 001-003
On CAT 2 approaches, the LOC DEV annunciators flash when LOC deviation
exceeds specified limits (Ref. AMM 22-15-00, page block 1).
On aircraft ALL
Glideslope coupling (GSL) mode
On aircraft 004,006
The GSL mode is available to both the autopilot and flight director. When the
mode is selected (TR7), and the glideslope capture conditions are not satisfied, a
white triangle is displayed on the face of the selector button to indicate that the
mode is selected, and a white GSL legend on the PFD (TR21) indicates that the
mode is armed. The GSL mode can be armed at any time except when the
BLOC, TURB or the flight director go-around mode is already selected. The
previously engaged pitch mode, i.e. pitch attitude, IAS, MACH, ALT or VS will
remain engaged and can be used to manoeuvre the aircraft to intercept the
glideslope, which can be approached from either above or below, and can be
joined either before or after the localizer. During the interception and controlling
pitch mode can be changed at any time without disarming the GSL mode.
On aircraft 001-003
The GSL mode is available to both the autopilot and flight director. When the
mode is selected (TR7), and the glideslope capture conditions are not satisfied, a
white triangle is displayed on the face of the selector button to indicate that the
mode is selected, and a white GSL legend on the two mode annunciator panels
(TR21) indicates the mode is armed. The GSL mode can be armed at any time
except when the BLOC, TURB or the flight director go-around mode is already
selected. The previously engaged pitch mode, i.e. pitch attitude, IAS, MACH,
ALT or VS will remain engaged and can be used to manoeuvre the aircraft to
intercept the glideslope, which can be approached from either above or below,
and can be joined either before or after the localizer. During the interception the
controlling pitch mode can be changed at any time without disarming the GSL
mode.
On aircraft ALL
(1) Re-pressing the GSL button.
(2) Selecting the TURB or BLOC modes.
(4) Changing the selected navigation receiver frequency from ILS to VOR.
At the point of capture the controlling pitch mode is automatically disengaged and
the aircraft is pitched smoothly to join and then track the glideslope centre line.
On aircraft 004,006
At capture the GSL legend on the PFD (TR3) changes from white to green and
replaces the controlling pitch mode legend.
On aircraft 001-003
At capture the GSL annunciators on the mode annunciator panels (TR3) change
from white to green and the controlling pitch mode indication is extinguished.
On aircraft ALL
When the glideslope is captured the mode can be disengaged, by the methods
listed in (1), (2), (3) and (4) above, by selecting a pitch mode, i.e. ALT, IAS,
MACH or VS or, providing that the autopilot is engaged, by moving the PITCH
control on the autopilot controller out of its centre detent. If the PITCH switch is
out of its centre detent at the moment of glideslope capture it becomes
inoperative until allowed to return to its central position. The ALT ARM mode is
disengaged when the glideslope is captured, but can be reselected after capture
if desired. The use of the SYNC button in GSL capture mode has no effect other
than to de-clutch the autopilot. The flight director bars will continue to show
demands to track the glideslope, and the autopilot, when the SYNC button is
released, will pitch the aircraft to meet the demand.
On aircraft 004,006
On CAT 2 approaches, the glideslope deviation pointer on the PFD and ND

change to yellow and flash when glideslope deviation exceeds specified limits
(Ref. AMM 22-15-00, page block 1).
On aircraft 001-003
On CAT 2 approaches, the GSL DEV annunciators flash when GSL deviation
exceeds specified limits (Ref. AMM 22-15-00, page block 1).
On aircraft ALL
Back localizer coupling (BLOC) mode
On aircraft 004,006
The BLOC mode is available to both the autopilot and flight director. When the
mode is selected (TR18), provided the navigation receiver is tuned to an ILS
frequency (and the beam capture conditions are not satisfied), a white triangle is
displayed on the face of the selector button and a white BLOC legend on the
PFD (TR22) to indicate that the mode is armed. The front beam QDM should be
set on the selected COURSE read-out on the navigation selector; the autopilot
computer automatically reverses the radio deviation signals in the BLOC mode.
The mode can be armed at any time except when the TURB or the flight director
go-around mode is already selected. The previously engaged azimuth mode will
remain engaged and can be used to manoeuvre the aircraft towards the radio
beam at any desired interception angle up to a maximum of 90 degrees. During
the interception the controlling azimuth mode can be changed at any time without
disarming the BLOC mode.
On aircraft 001-003
The BLOC mode is available to both the autopilot and flight director. When the
mode is selected (TR18), provided the navigation receiver is tuned to an ILS
frequency (and the beam capture conditions are not satisfied), a white triangle is
displayed on the face of the selector button and a white BLOC legend on the two
mode annunciator panels (TR22) to indicate that the mode is armed. The front
beam QDM should be set on the selected COURSE read-out on the navigation
selector; the autopilot computer automatically reverses the radio deviation
signals in the BLOC mode. The mode can be armed at any time except when the
TURB or the flight director go-around mode is already selected. The previously
engaged azimuth mode will remain engaged and can be used to manoeuvre the
aircraft towards the radio beam at any desired interception angle up to a
maximum of 90 degrees. During the interception the controlling azimuth mode
can be changed at any time without disarming the BLOC mode.
On aircraft ALL
(1) Re-pressing the BLOC button.
(2) Selecting either the V/L or TURB mode.
(4) Changing the selected navigation receiver frequency from ILS to VOR.
On aircraft 004,006
The radio deviation at which capture of the radio beam occurs depends on the
interception angle employed, higher at large interception angles and reducing to
lower values as the interception angle is reduced. At the capture point the
controlling azimuth mode is automatically disengaged and the aircraft is turned to
follow the radio beam with automatic wind drift correction. The BLOC legend on
the PFD changes from white to green (TR11) and replaces the controlling
azimuth mode legend. In capture phase the mode can be disengaged, by the
methods listed in (1) to (4) above, by selecting the HDG mode or, providing that
the autopilot is engaged, by moving the ROLL control on the autopilot controller
out of its centre detent. If the ROLL control is out of its centre detent at the
moment of beam capture it becomes inoperative until allowed to return to its
central position.
On aircraft 001-003
The radio deviation at which capture of the radio beam occurs depends on the
interception angle employed, higher at large interception angles and reducing to
lower values as the interception angle is reduced. At the capture point the
controlling azimuth mode is automatically disengaged and the aircraft is turned to
follow the radio beam with automatic wind drift correction. The BLOC legend on
the mode annunciator panels changes from white to green (TR11) and the
controlling azimuth mode indication is extinguished. In capture phase the mode
can be disengaged, by the methods listed in (1) to (4) above, by selecting the
HDG mode or, providing that the autopilot is engaged, by moving the ROLL
control on the autopilot controller out of its centre detent. If the ROLL control is
out of its centre detent at the moment of beam capture it becomes inoperative
until allowed to return to its central position.
On aircraft ALL
Once the back beam centre line is being tracked the normal bank angle limit of
25 degrees is reduced to 10 degrees.
Glideslope coupling is inhibited with BLOC mode selected and will be disengaged
by the selection of BLOC if already in use.
The use of the SYNC button in BLOC capture mode has no effect other than to
de-clutch the autopilot. The flight director bars continue to show demands to
achieve the beam centre line and the autopilot, when the SYNC button is
released, turns the aircraft to meet the demand.
Turbulence (TURB) mode
On aircraft 004,006
The TURB mode is available to the autopilot only, it can be engaged at any time,
provided the autopilot is engaged, and when the mode is engaged the flight
director bars are not shown on the PFD. When TURB is selected (TR15), any
pitch or roll mode, or armed state, is disengaged and the autopilot reverts to what
is basically the pitch attitude hold and roll attitude hold modes but with the
autopilot main channel gearings attenuated to provide less active control for
turbulent conditions. When the TURB mode alone is in operation, a white triangle
is displayed on the face of the TURB button on the mode selector and the green
TURB (TR14), PITCH (TR31) and ROLL (TR32) legends are shown on the PFD.
After TURB has been engaged the HDG mode can be engaged subsequently to
give a TURB plus HDG mode. When this occurs the ROLL legend on the PFD is
changed to a green HDG legend.
On aircraft 001-003
The TURB mode is available to the autopilot only, it can be engaged at any time,
provided the autopilot is engaged, and when the mode is engaged the flight
director bars are parked out of view. When TURB is selected (TR15), any pitch or
roll mode, or armed state, is disengaged and the autopilot reverts to what is
basically the pitch attitude hold and roll attitude hold modes but with the autopilot
main channel gearings attenuated to provide less active control for turbulent
conditions. When the TURB mode alone is in operation, a white triangle is
displayed on the face of the TURB button on the mode selector and the green
TURB (TR14), PITCH (TR31) and ROLL (TR32) legends are displayed on the
two annunciator panels. After TURB has been engaged the HDG mode can be
engaged subsequently to give a TURB plus HDG mode. When this occurs the
ROLL legend on the mode annunciator panels disappears and the green HDG
legend is displayed instead.
On aircraft ALL
(1) Re-pressing the TURB button.
(2) Disengaging the autopilot.
If HDG is not selected the flight director and autopilot revert to the basic pitch
attitude hold and roll attitude hold modes. If HDG is selected the flight director
and the autopilot revert to the basic pitch attitude hold and HDG modes.
On aircraft 004,006
Pitch and roll datums can be adjusted when in the TURB mode either by using
the PITCH and ROLL controls on the autopilot controller or through the sync
facility in the same way as for the basic pitch and roll attitude hold modes except
that the flight director bars are not shown on the PFD. When TURB plus HDG is
engaged, roll control is as for the HDG mode.
On aircraft 001-003
Pitch and roll datums can be adjusted when in the TURB mode either by using
the PITCH and ROLL controls on the autopilot controller or through the sync
facility in the same way as for the basic pitch and roll attitude hold modes except
that the flight director bars are parked throughout. When TURB plus HDG is
engaged, roll control is as for the HDG mode.
On aircraft ALL
Altitude pre-select (ALT ARM) mode
On aircraft 004,006
The altitude pre-select mode is available to both the autopilot and flight director
and is selected by pressing the ALT ARM button on the altitude selector (TR9).
The mode can be selected at any time except when TURB is already selected.
Before the mode is selected the required altitude should be set on the numerical
read-out of the altitude selector and then, having selected the mode, any suitable
pitch mode, i.e. pitch attitude hold, IAS, MACH or VS, can be used to manoeuvre
the aircraft towards the selected altitude. When the altitude pre-select mode is
selected a white triangle is displayed on the face of the ALT ARM button and the
white ALT legend, together with the controlling pitch mode, is shown on the PFD
(TR1).
At a certain vertical distance before the selected altitude, the distance depending
on the vertical speed at the time, the flare phase of the altitude pre-select mode
commences. At this point the pitch mode in use is automatically disengaged and
pitch is controlled by a computed flare on to the selected altitude. As the flare
manoeuvre is triggered the white ALT legend is replaced by a green ALTACQ
legend (TR20) and the previously controlling pitch mode indication is removed.
When the required altitude is reached, the altitude pre-select (ALT ARM) mode is
disengaged and the ALT ARM button on the altitude selector is removed, a white
triangle is displayed on the face of the ALT button on the mode selector, and the
green ALTACQ legend on the PFD is replaced by a green ALT legend.
On aircraft 001-003
The altitude pre-select mode is available to both the autopilot and flight director
and is selected by pressing the ALT ARM button on the altitude selector (TR9).
The mode can be selected at any time except when TURB is already selected.
Before the mode is selected the required altitude should be set on the numerical
read-out of the altitude selector and then, having selected the mode, any suitable
pitch mode, i.e. pitch attitude hold, IAS, MACH or VS, can be used to manoeuvre
the aircraft towards the selected altitude. When the altitude pre-select mode is
selected a white triangle is displayed on the face of the ALT ARM button and the
white ALT legend, together with the controlling pitch mode, is displayed on the
two mode annunciator panels (TR1).
At a certain vertical distance before the selected altitude, the distance depending
on the vertical speed at the time, the flare phase of the altitude pre-select mode
commences. At this point the pitch mode in use is automatically disengaged and
pitch is controlled by a computed flare on to the selected altitude. As the flare
manoeuvre is triggered an additional green ALT legend is displayed on each of
the two mode annunciator panels (TR20), and the previously controlling pitch
mode indication is removed. When the required altitude is reached, the altitude
pre-select (ALT ARM) mode is disengaged and the altitude (ALT) mode is
engaged automatically. The white triangle on the ALT ARM button on the altitude
selector is removed, a white triangle is displayed on the face of the ALT button
on the mode selector, and the white ALT legend on each of the two mode
annunciator panels is extinguished, leaving the green ALT legends displayed.
On aircraft ALL
With the altitude (ALT) mode engaged, the altitude pre-select (ALT ARM) mode
can be selected and, similarly with ALT ARM selected the ALT mode can be
engaged. In both cases the altitude existing at the time ALT is selected is
maintained and the altitude pre-select mode remains primed for the altitude
selected and displayed on the altitude selector. The mode can be disarmed by :-
(1) Re-pressing the ALT ARM button.
(2) Selecting the TURB mode.
(3) Re-pressing the GSL button on the mode selector if in GSL mode.
It is disarmed automatically at ILS glideslope capture but can be reselected after

capture if desired.
When in the flare phase the mode can be disengaged, in addition to the methods
detailed in (1) and (2) above, by :-
(1) Selecting the IAS, MACH, ALT or VS mode.
(2) Changing the setting of the altitude selector.
(3) Changing the barometric setting of the Captain's altimeter (the barometric
datum for the pre-selected altitude is that set on the Captain's altimeter).
provided the autopilot is engaged. However, if the switch is out of its centre
detent at the moment the flare manoeuvre is triggered, the flare continues and
the PITCH control becomes inoperative until it is allowed to return to its central
position.
(6) Repressing the GSL button on the mode selector if in GSL mode.
With the ALT ARM mode in the primed state, the setting of the altitude selector
and the barometric setting of the Captain's altimeter can be changed. If the
change of barometric setting of the Captain's altimeter triggers the flare phase,
flare is inhibited while the setting is being changed. ALT ARM may be selected
after glideslope capture but remains inactive until selection of either G/A or IAS
modes is made.
The use of the sync facility does not inhibit the triggering of the flare manoeuvre
and its use during flare does not disengage the mode. The flight director, if the
system is switched on, continues to display the flare commands and the autopilot
when re-clutched takes up the flare which is continuously computed.
The AFGS includes an altitude alerting system which gives warnings of approach
to and departure from the selected altitude (Ref. AMM 34-17-00, page block 1).
Go-around mode
The go-around mode is available to the flight director only. It can be selected at
any time (TL25) except when the autopilot is engaged, and causes the flight
director to display 10 ± 2.5 degrees pitch up demand, and roll demands to
achieve a wings level attitude. With go-around selected, HDG can be selected to
give go-around plus heading. The flight director bars then display normal heading
displays.
The ALT ARM mode can also be selected to give go-around plus the altitude pre-
select facility.
On aircraft 004,006
Whenever the go-around mode is selected, a green GA legend is displayed on

the PFD (TR25). On selecting go-around, all other mode indications are removed
unless ALT ARM prime has previously been selected.
On aircraft 001-003
Whenever the go-around is selected, a green GA legend is displayed on the two

mode annunciator panels (TR25). On selecting go-around all other mode
indications are removed unless ALT ARM prime has previously been selected.
On aircraft ALL

(1) Pressing either SYNC button.
(2) Engaging the autopilot.
(3) Selecting IAS mode.
(4) Switching off the flight director.
(5) Automatic acquisition of pre-selected altitude if in ALT ARM mode.
When disengaged by pressing a SYNC button or engaging the autopilot, the

system reverts to basic pitch attitude hold and either basic roll attitude hold or
heading, if this mode has been engaged during go-around.
V NAV selector
A button labelled V NAV is provided on the mode selector but is not used in this
installation. The aircraft wiring makes certain it cannot be illuminated and that
there is no reaction from its operation.
Lateral navigation (L NAV) mode
On aircraft 004,006
The LNAV mode is available to the autopilot/flight director at any time provided
the LNAV flight plan is active. When selected (TR27), the roll attitude is
automatically controlled to maintain the flight plan bearing when the autopilot is
engaged. The datum heading will be that indicated on the NDs when the vertical
flight director is centralized.
(1) Re-pressing the LNAV button.
(2) Selecting either the TURB or BLOC mode.
(4) Selecting the HDG mode.
(5) Selecting V/L mode.
After LNAV has been selected, the autopilot and flight director will follow any
changes issued during the flight plan.
The use of the SYNC button in the LNAV mode will have no effect other than to
de-clutch the autopilot. The flight director bars will continue to show demands to
achieve the required heading.
Whenever the mode is in operation, the LNAV indicator on the mode selector is
illuminated and the LNAV legend on both the Captain's and First Officer's PFD
come on.
On aircraft 001-003
The L NAV mode is available to both the autopilot and flight director. When the
mode is selected (TR27), the roll attitude is controlled automatically by steering
signals from the navigation computer.
If a steering error exists when the mode is selected, the aircraft will be turned to
reduce the error to zero.
(1) Re-pressing the L NAV button.
(2) Selecting either the HDG or TURB mode.
(3) Moving the ROLL control on the autopilot controller out of its centre detent if
the autopilot is engaged.
After L NAV has been selected the autopilot and/or the flight director will follow
any changes set in via the navigation system.
The use of the SYNC button in the L NAV mode has no effect other than to de-
clutch the autopilot. The flight director bars will continue to show demands to
reduce the steering error to zero, and the autopilot, when the clutch drive is
restored, will turn the aircraft to achieve and maintain that condition.

the L NAV button on the mode selector and the green L NAV legend is displayed
on the two mode annunciator panels (TR34).
Autopilot Engagement
Vertical Modes (Not A Selection Button)
Lateral Modes
04/19/04 45
NAVIGATION SELECTOR and HSI
The autopilot and flight director systems use the information that is displayed on the
Captain’s HSI.
The Course Knobs allow rotation of the course pointer on both HSI’s. A HDG Knob
provides remote selection of the heading cursor on both HSI's. Two ratios are
available, coarse and fine.
04/19/04 46
Test Switch allows warning
altitudes to be checked against
the altitude set on the Captain’s
altimeter
An Altitude alert system provides a visual

and audio warning at 900 feet
approaching the selected altitude and
once this altitude has been attained the
system provide an audio and visual
warning should a 300 feet deviation
occurs.
Failure (power or input) is indicated by a
red bar obscuring the digital readout.
04/19/04 Altitude Alerter 47

AFGS ANNUNCIATOR PANEL
Two position toggle switch selects
First Officer’s AFGS annunciators and alerts; navigation information displayed on
similar to those on the Captain’s Panel HIS. RNAV selects VLF/Omega, if
option fitted. NAV selects ILS/VOR.
Adjacent annunciators confirm NAV
source.
Turbulence mode selected. On for ¾ second when autopilot is

AFGS reverts to basic pitch/roll disengaged using AP disconnect
mode so PITCH and ROLL switch on control column. On
annunciators illuminate too. continuously when AP
automatically disengaged until
cancelled by second push on
disconnect switch
Confirms go-around demands
Indicates conflict between attitude on flight director ( selected by
information (or HDG) displayed on the second press of AP
Lift Spoilers Deployed two ADI’s (or HSI’s) Source selection disconnect button ( or first
made bottom center of captain’s panel press if AP is not selected)
CAT 2
Monitors ILS Flight path when Airways/ILS Marker

Airbrake Not CAT 2 config. conditions are R NAV Functions Lights
Closed satisfied
Annunciates when in basic

Illuminate below 600 ft to pitch/roll attitude mode
Illuminates at confirm (green) or alert
decision height (amber) configuration
Elev/Ail Out of Trim
selected on radio correct for CAT 2 approach. White annunciator indicates mode armed,
altimeter Logic board monitors six green that mode is captured Yaw Damper Disengaged
items, eg. rad alt, gear, nav
selector
04/19/04 48
FLIGHT ANNUNCIATORS
REFLECT SYSTEM OPTIONS SELECTED

DISPLAY WARNINGS
SHOWS FUNCTIONS CURRENTLY WORKING
ATA 22
Autoflight
RJ ONLY
DIGITAL FLIGHT GUIDANCE SYSTEM (DFGS)
ATA 22
CONTENTS
RJ ONLY
Page No:
1. APPENDIX A
3
2. DESCRIPTION AND OPERATION

5
APPENDIX A - Abbreviations
ADC Air Data Computer
A/C Aircraft
ADI Attitude and Direction Indicator
AOA Angle of Attack
AP Autopilot
APU Auxiliary Power Unit
ARINC Aeronautical Radio Incorporated
ASI Air Speed Indicator
ATF Autothrottle
BIT Built In Test
BITE Built In Test Equipment
C/B Circuit Breaker
CCA Circuit Card Assembly
DFGS Digital Flight Guidance System
DH Decision Height
DP Dimming Panel
ECP EFIS Control Panel
EFIS Electronic Flight Instrument System
EGT Exhaust Gas Temperature
FADEC Full Authority Digital Engine Control
FD Flight Director
FMA Flight Mode Annunciation
FGC Flight Guidance Computer
GA Go Around
GAWS Go-Around Windshear
GPWS Ground Proximity Warning System
GS Glideslope
HMU Hydro Mechanical Unit
lAS Indicated Air Speed
ILS Instrument Landing System
IRS Inertial Reference System
IRU Inertial Reference Unit
LCD Liquid Crystal Display
LNAV Lateral Navigation
LOC Localiser
LRU Line Replaceable Unit
MAG Magnetic
MCP Mode Control Panel
MCT Max Continuous Thrust
MMO Max Operating Mach Number
ND Navigation Display
NMS Navigational Management System
NMU Navigational Management Unit
N1 Engine Low Pressure Compressor Speed (Fan Speed)
N2 Engine High Pressure Compressor Speed
PED Primary Engine Display
PFD Primary Flight Display
PLA Power Lever Angle
RA Radio Altimeter
RAM Random Access Memory
ROM Read Only Memory
SSM Sign Status Matrix
TCAS Traffic Alert and Collision Avoidance System
TO Take-Off
TOWS Take-Off Winds hear
TOGA Take-Off/Go-Around
TRP Thrust Rating Panel
TRK Track
TRU Transformer Rectifier Unit
VHF Very High Frequency
VMO Maximum Operating Airspeed
V1 Take-Off Decision Speed
VR Rotate Speed
V2 Minimum Climb Speed
VFGL Flap/Gear Limit Speed
VREF Reference Approach Speed
VOR VHF Omni-directional Range
WOW Weight on Wheels
YD Yaw Damper
General
The DFGS uses analogue and digital techniques to provide common computing and mode
selection. In conjunction with other aircraft avionics systems, flight deck controls, airframe
sensors and engine controls and sensors, the DFGS provides signals to the servo
actuators to control the aircraft’s pitch, roll and yaw axes as requested by the pilot. In
addition, the DFGS provides commands to control the aircraft engines. The autopilot is
based on rate-rate type control laws. with the control surfaces activated by rate
servomotors.
The DFGS provides the following automatic functions:
— Stabilization in pitch, roll and yaw axes.
— Holding of pitch and roll attitude.
— Acquisition and holding of airspeed, Mach, vertical speed and altitude.
— Audio and visual warnings of approach to and deviation from a selected altitude.
— Acquisition and holding of a selected heading.
— Capture and holding of a selected VOR radial or ILS localizer beam.
— Capture and holding of a glideslope beam.
— Capture and holding of a localizer back beam.
— Fail passive flight director pitch commands for Take-Off and Go-Around.
— Capture and tracking of a flight plan provided by the lateral navigation system.
— Control of aircraft engines by commands to the throttle levers and Full Authority
Digital Engine Control System (FADEC).
— Yaw damping and turn co-ordination.
— Windshear detection and recovery guidance to the flight director.
— Category 3 automatic landing.
— Pitch trim control.
— Flap deployment compensation.
— Built-in fault monitoring and maintenance test system.

146 Series Autopilot Controls
Autopilot
When engaged, the autopilot controls the motion of the aircraft via the elevators, ailerons,
roll spoilers and rudder in response to the requirements selected on the mode control
panel, and provides automatic elevator trim tab control in response to elevator control tab
servo loads. Yaw axis control is provided by two modes of operation:
Series yaw damper with limited rudder control authority and is used primarily for
providing the yaw damper/turn co-ordination function. The
series yaw damper mode is available independently of
autopilot/flight director
Parallel rudder with increased rudder control authority. The mode is used
during autoland, Take-Off, and Go-Around modes in order to
provide full rudder authority in the event of an engine failure.
The autopilot has two fundamental control loop tasks:
Inner loop this performs all the basic aircraft stability computation to make
certain the aircraft responds smoothly to the commands from
the outer loop.
Outer loop - this performs all the steering commands to capture and track
heading, altitude, speed, etc.
The autopilot functions are computed in either one or both of two lanes designated A and
B within the fight guidance computer (FGC), depending upon the criticality of the function.
All stability (inner loop) functions are performed in both lanes.
Autopilot Control Panel and AP annunciators (RJ Series)
DFGS RJ Series
146 AP Components
RJ Series Autopilot Components
RJ Series components
RJ Series Autopilot components
RJ Autopilot Indications and controls
RJ Autopilot Interfaces
The autopilot has several functions: Please note the 146 and RJ can have EFIS displays,
but the 146 series has a smiths autopilot
Cruise functions
The aircraft is steered in response to inputs from the IRS (heading select and hold modes),
VOR receivers, (VOR modes) and NMS, using a combination of VOR and DME (LNAV
mode). Airspeed, vertical speed and altitude control is provided utilizing data from the
ADC.
All cruise outer loop functions are computed only in lane A of the FGC.
Go-Around Function.
The autopilot provides an automatic Go-Around facility which, when selected, commands a
positive flight path for climb-out. In the event of windshear being detected during Go-
Around, an automatic transition to Go-Around Windshear (GAWS) occurs and a recover
flight path and speed is computed. If auto-throttles engaged at the time Go-Around is
initiated, the throttle levers advance to the GA MAX rating (or WS MAX if windshear is
detected).
Go-Around is a ground track (TRK) mode, which, in addition to maintaining the recovery
flight path, also maintains aircraft track over the ground.
Parallel rudder is used to provide automatic yaw compensation in the event of an engine
failure.
Take-Off Function
The pitch Take-Off mode is computed in both lanes of the FGC and supplies flight director
pitch guidance during ground roll and climb-out. The autopilot may be engaged in Take-Off
mode once the aircraft has been airborne for 10 seconds.
The roll Take-Off (TRK) mode provides roll commands to maintain a lateral track
reference.
Parallel rudder is used to provide automatic yaw compensation in the event of an engine
failure.
Yaw Damper (YD)
The YD reduces the aircraft’s dutch roll characteristics and provides turn entry and exit co-
ordination.
The YD uses filtered yaw rate and body lateral accelerations to provide enhanced turn co-
ordination, via the series yaw damper actuator. Yaw commands are passed
through a notch filter to make certain no aircraft structural oscillatory modes are excited.
The YD/turn co-ordination functions engage automatically whenever the DFGS is

operating normally and the YAW DAMP MASTER switches are set to ON. Engagement of
the YD is independent of autopilot or flight director engagement. The YD function operates
constantly unless:
- The YAW DAMPER MASTER switches are set to OFF, which isolates the
electrical power to the YD actuators.
- The FGC detects a failure which requires the inhibition of the YD function.
- The DFGS operates the parallel rudder function.
The YD function is computed in lanes A and B of the FGC. In a dual DFGS installation,
each FGC operates a single short stroke yaw damper actuator which combine to give the
yaw damping required. In a single installation, the FGC drives a single long stroke yaw
damper. Both installations produce the same rudder authority.
Each YD has two brakes installed, which are electrically operated from the FGC. The
brakes are released when electrical power is applied.
The YD commands are authority limited as a function of flight conditions to reduce the
effect of a YD disconnect.
Flight Director (FD)
The FD provides pitch and roll guidance commands which are displayed on the
EFIS primary flight displays (PFD), in response to the modes selected on the
MCP. The FD displays can be either single cue (V bar) or split cue (cross pointer)
displays.
The FD uses the following inputs:
- Attitude, rate and acceleration from the IRS.
- Altitude and speed from the ADC.
- Navigational data from the various navigation sensors.
The data is used to compute the various flight guidance tasks. The inner and outer
Loop FD modes are performed in lanes A and B of the FGC. The output from lane
A is displayed on the Captains PFD and that from lane B on the First Officers PFD.
The FD provides a pitch synchronization function which allows the aircraft airspeed or
vertical speed datum to be altered. This function is only available when either the LVL
CHG (IAS/MACH) or vertical speed (VS) modes are engaged, by operating the FD SYNC
button located on the outboard horn of the Captain’s and First Officer’s aileron control
wheel.
The FD pitch sync button functions are inhibited during approach or TOGA modes. The FD
display is automatically presented for TOWS and GAWS.
Thrust control system (TCS)
The TCS is provided to reduce pilot workload, provide engine limit protection and improve
engine life and fuel efficiency. The DFGS has a TCS which provides three levels of
operation, all selectable by the pilot:
- Auto-throttle.
- Thrust modulation.
- Thrust automatics OFF.
RJ Series Components
Auto-throttle( RJ Series)
This is the normal operating level of the TCS, and provides the maximum reduction of pilot
workload by:-
- Fulltime calculation and display of the thrust rating limit taking into account
altitude, ambient temperature, selected rating and bleed offtake.
- a servomotor to provide closed loop control of the thrust levers to an N1

target. The servomotor is available for full flight envelope operation.
- Transitioning auto-throttle mode in parallel with DFGS autopilot and FD pitch

mode changes.
- Providing N1 COMMAND signals to each FADEC to help achieve N1

TARGET.
- FADEC trim arrow indication to help eliminate thrust lever stagger.
- Thrust synchronization of engine to N1 TARGET in thrust mode.
- N1 synchronization of engines to N1 TARGET in flight path pitch modes

(ALT, ALQ, V/S, GS).
- FADEC limit and overspeed protection.

Thrust modulation
This level is used if the pilot wishes to use the thrust levers manually, or if the auto-throttle
servo function has failed. The TCS functions remain the same as auto-throttle except the
pilot moves the throttle levers manually, and the TCS does not automatically transition
between modes as required by the DFGS pitch modes. TCS thrust modulation provides:
- Full time calculation and display of the thrust rating limit taking into account
altitude, ambient temperature, selected rating and bleed offtake.
- N1 COMMAND signals to each FADEC to help achieve Ni TARGET, when in

thrust mode.
- FADEC trim arrow indications to the active thrust rating, when in thrust mode.
- When in basic mode (i.e. CLB rating selected) N1 COMMAND signals are
supplied to each FADEC for synchronization of engines to the master engine.
- When basic mode is active, FADEC trim arrow indication to assist N1

synchronization with the master engine.
- FADEC limit and overspeed protection.
Thrust Automatics OFF
This level provides FADEC overspeed protection only. The pilot selects thrust automatics
OFF if a TCS failure causes unsatisfactory operation.
Thrust automatics OFF is the power-up state after 80 knots indicated airspeed during
Take-Off, or at any time during flight.
Pitch trim
The pitch trim consists of the following functions:
- Electric trim (autopilot off).

- Auto trim (autopilot on)
- Flap trim compensation
- Cat 3 trim up bias.
Electric trim
Electric trim allows the pilot to manually trim out control column forces with both hands on
the control column handwheel. Electric trim is only available when the autopilot is
disengaged.
Trim is applied via a pair of switches mounted on each control column handwheel. Each
pair of switch contacts must agree before a command is generated. Nose down pitch trim
commands are disabled when the speed of the aircraft is greater than the maximum
operating airspeed (VMO) -1-4 knots or the maximum operating mach number (MMO) +0.1
Mach. The trim tab rate commands from the FGC are ± 0.24 degrees/second.
Electric trim is calculated in both A and B lanes of the FGC. When a dual DFGS is
installed, the active FGC drives the trim tab servo. The slave servo is driven by the non
active FGC, but the servo clutch is disengaged. The servos are monitored in each lane by
comparing the rate command with the servo tacho feedback. The control circuit is
monitored in lane A by comparing servo tacho with trim tab rate.
Whilst electric trim is active, flap trim compensation inputs are ignored and autopilot
engagement is inhibited.
Auto trim
Auto trim operates only when the autopilot is engaged, relieving the steady state loads on
the elevator control tab servo.
Auto trim starts to trim when the stead state servo control tab torque exceeds 5 lbs/ft for
1.1 seconds. Trimming continues until the servo control tab torque is less than 2 lbs/ft.
Trim rate is ± 1.34 degrees of trim tab movement per second.
Nose down trim is inhibited below 50 feet radio altitude and nose up trimming is inhibited
for 6 seconds following engagement of Go-Around or Take-Off modes.
Auto trim computations are performed in lanes A and B of the FGC. In a dual DFGS
installation, each FOC operates independently, with the master FGC driving the trim tab
servo. The non active FGC drives its own servo but the clutch is disengaged. The servos
are monitored in each lane by comparing the rate command with the servo tacho
feedback. The control circuit is monitored in lane A by comparing servo tacho with trim tab
rate.
A failure of the auto trim function results in automatic disconnection of the autopilot, which
is not to be subsequently re-engaged.
Flap trim compensation (FTC)
The FTC function commands pitch trim rate as a direct schedule of flap extension or
retraction rate, to compensate for the associated trim changes.
FFC is applied between 0 and 18 degrees of flap unless one of the following occurs:
a. The aircraft is on the ground.
b. The flap change occurs in a time greater than 45 seconds.
c. Electric trim is operating.
d. The autotrim is producing trim commands.
FTC computations are performed in lanes A and B of the FGC. In a dual DFGS installation
each FGC operates independently, with the master FGC driving the trim tab servo. The
non active FGC drives its own servo but the clutch is disengaged. The servos are
monitored in each lane by comparing the rate command with the servo tacho feedback.
The control circuit is monitored in lane A by comparing servo tacho with trim tab rate.
Windshear
The windshear function provides detection, alerting, guidance and control, based on inputs
of ground speed from the IRS, and airspeed and vertical speed from the ADC. The FGC
then computes the best flight path to minimize the total energy loss of the aircraft, and still
maintain a positive climb rate.
Windshear alerting is provided for detection of increasing and decreasing performance

windshears at all altitudes up to 2000 feet radio altitude or until safe flying conditions have
been reached.
Altitude Alerting
The altitude alerting facility provides audio and visual warnings of the approach to, or
deviation from, a pre-selected altitude. The facility is operational full time and is
independent of autopilot or FD engagement except if the autopilot or FD is in approach
mode (glideslope capture) or if flaps are deployed at either 24 or 33 degrees.
The altitude error used for altitude alerting is derived from the altitude selected on the MCP
and the selected ADC and associated baro-corrected altitude.
Speed Limits
The speed limits VMIN (minimum airspeed), VMAX (maximum airspeed) and VSS (stick
shake speed) are generated automatically, with no direct facility for pilot selection of these
parameters.
VMIN and VSS are computed as a function of:
a. Angle of attack
b. Airspeed
c. Vertical acceleration
d. Flap configuration
I. Built-in-Test (BIT)
The DFGS provides extensive BIT which consists of Operational BIT and Maintenance
BIT.
Operational BIT
This function can be sub-divided as follows:-
- Power-up BIT
Performed when electrical power is initially applied to the DFGS, either in the air or on the
ground, and comprises the following:
Hardware and installation tests
- makes certain the DFGS hardware and installation options are valid, and verifies the
ability of the DFGS to perform functional testing. The tests consist of processor, EEPROM
and RAM tests, and the aircraft option pin validity. At the end of many of the tests the
processor performing the tests is reset.
J. Annunciation
Each FGC provides independent discrete ground/open and 28v DC/open signals, which
are used to drive the flight deck annunciators and master warning system. The FGC
provides the appropriate discrete to switch this supply to each annunciator as appropriate.

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146/RJ

¾ Automatic stabilization in pitch and roll.

The PITCH control is a spring-centered lever protected by a guard to prevent

146 Autopilot Controls

Navigation selector (E)

A large rotary selector switch with positions annotated NAV1-SPLIT-NAV2,

A large rotary selector switch with positions annotated NAV1-SPLIT-NAV2,

(4) Altitude selector

(5) Synchronization (SYNC) buttons

(7) Combined autopilot cut-out and go-around mode select switches

Pressing the button once will :-

(a) disengage the autopilot (autopilot engaged),

(b) cancel autopilot disengaged warnings (autopilot disengaged by any means

To select go-around with the autopilot engaged, or when autopilot disengaged

Flight director indicators

Mode annunciator panels

Two additional annunciator panels, located on each instrument panel, provide

Avionics master switches

Autopilot master switch

Elevator trim circuit breaker

The test switches are mounted on a panel on the right-hand console.

HSI display changeover switch

With NAV selected on either of the changeover switches, the information

Air data unit

The air data unit provides five outputs :-

Roll, pitch, pitch trim servomotors and mountings

The servomotors each contain a two-phase induction motor (capacity split

The vertical accelerometer provides electrical signals which are proportional to

Autopilot disengage unit

Control column cut-out switch

The PITCH control is a spring-centred lever protected by a guard to prevent

The ROLL control is a rotatable knob, which is spring-loaded to a central off

Synchronization (SYNC) buttons

Electric trim switches

Combined autopilot cut-out and go-around mode select switches

Pressing the button once will :-

(a) disengage the autopilot (autopilot engaged),

(b) cancel autopilot disengaged warnings (autopilot disengaged by any means

(8) Flight director switches

Flight director indicators

Mode annunciator panels

Two additional annunciator panels, located on each instrument panel, provide

Avionics master switches

Autopilot master switch

Elevator trim circuit breaker

The test switches are mounted on a panel on the right-hand console.

HSI display changeover switch

The autopilot is engaged by pressing the AP pushbutton switch on the autopilot

The autopilot will not engage if :-

(b) a 19 degree bank angle or a roll rate of 15 degrees/second or any equivalent

Autopilot engagement is indicated by the illumination of green IN legends on the

Autopilot engagement is also indicated by green AP legends on the Captain's

The mode taken up by the autopilot on initial engagement depends on which

Flight director engagement

The autopilot is normally disengaged by pressing either of the pilots' cut-out

Automatic disengagement is effected by the engage inhibit relay in the roll

Autopilot disengagement warnings

Visual indication of autopilot disengagement is given by the illumination of the red

Visual indication of autopilot disengagement is given by the illumination of the red