B737-200 L3 ATA 22 Auto Flight (SP-77) (Full)

AUTOFLIGHT BOEING 737 - 200
INTRO SP-77
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ATA 22--00 AUTOFLIGHT INTRODUCTION
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INTRO SP-77
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AUTOMATIC FLIGHT CONTROL SYSTEM
The Automatic Flight Control System is composed of three subsystems:
1. Yaw Damper System
2. Mach Trim System
3. Autopilot System
The Yaw Damper System controls the rudder to damp out oscillation about the
vertical (yaw) axis without affecting normal airplane turns.
The Mach Trim System automatically trims the airplane about the lateral (pitch)
axis during flight at high mach by elevator movement.
The Autopilot consist of two control channels. The pitch control channel con-
trols the airplane about the lateral axis. The elevators are used to maneuver
the airplane and the stabilizer is used to trim the airplane for a stable flight con-
dition. The roll control channel controls the airplanes about the longitudinal
axis. The ailerons and flight spoilers are used to maneuver and trim the air-
plane for stable flight.
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INTRO SP-77
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YAW MOVES RUDDER

DAMPER
SYSTEM
MACH MOVES ELEVATOR

TRIM
SYSTEM
MOVES AILERON AND FLIGHT

ROLL SPOILER
CHANNEL
PITCH
CHANNEL
MOVES ELEVATOR AND

STABILIZER
Figure 1 Automatic Flight Control System

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INTRO SP-77
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INTRODUCTION AUTOPILOT OPERATIONS
Prior to take--off the Yaw Damper is engaged and the AIL (Roll) and ELEV
(Pitch) are disengaged. Soon after take--off the elevator and aileron channels
are engaged. The airplane holds the pitch attitude at the time of placing the
ELEV engage switch to ENGAGED. If the airplane is in a bank angle between
5 and 32 degrees, the airplane holds the roll attitude at the time of placing the
AIL engage switch to ENGAGED. If the bank angle is less than 5 degrees the
airplane rolls level and holds the heading existing one second after placing the
AIL engage switch to ENGAGED. Control Wheel Steering may be used to
change the airplane attitude. The Heading Switch may be used to select pre-
set heading or heading off.
Placing the pitch mode selector in ALT HOLD allows a signal from the Central
Air Data Computer (CADC) to hold the airplane at a constant barometric alti-
tude. If force is applied to the control column the pitch mode selector returns to
OFF and the autopilot returns to the pitch CWS mode. As an optional mode Alt
Select may be used to attain a new altitude.
After making VOR preparations the intercept phase of VOR mode may be initi-
ated by turning the NAV mode selector to VOR/LOC. The Approach Progress
display VOR/LOC light illuminates amber. The autopilot continues in the same
mode prior to selecting VOR/LOC. When near the VOR course the airplane
automatically captures the selected VOR radial. The pilot may use roll CWS to
assist in the turn. After making the turn into the VOR radial, the Roll Channel
advances to the On Course mode allowing cross wind correction.
The pitch mode selector should be turned to TURB position in turbulent
weather, improving autopilot response during turbulence penetration.
When AUTO APP is selected LOC operation is very similar to the VOR mode,
except an automatic capture of the Glide Slope (GS) is initiated when very
close to the GS. The APPR OC phase (less than 1500 feet) starts gain pro-
gramming of the LOC and GS as a function of distance from the terrain.
The autopilot is disengaged by switches on each control wheel. The pilots are
alerted to any other type of autopilot disengage by a flashing red light on their
instrument panel.
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INTRO SP-77
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Figure 2 Autopilot Operation Introduction

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INTRO SP-77
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STUDENT NOTES
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FLIGHT CONTROLS & HYDRAULICS SYS. SP-77
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ATA 22--00 AUTOFLIGHT FLIGHT CONTROL & HYDRAULICS SYSTEMS
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HYDRAULIC POWER DISTRIBUTION
The hydraulic system is made up of three subsystems:
1. System ”A”, powered by two engine driven pumps

2. System “B”, powered by two electric motor pumps
3. Standby System, powered by one electric motor pump
Safety of flight is assured by a redundant capability. In both systems ”A” and

”B”, the output of one pump in either system is greater than the maximum load
the using systems will demand, The Standby system is an alternate source of
limited power if either system ”A” or ”B” fails completely. Safety is further im-
proved because the three hydraulic systems are functionally independent.
When the aircraft is parked, system “B” pressure may be connected to system
”A”. This will allow maintenance actions without operating the engines to gen-
erate system ”A” hydraulic power. It is not possible to interconnect these sys-
tems in flight. The schematic shows the components power by each system.
The autoflight functions are powered by hydraulic System ”B”. Hydraulic
pressure to the ”B” flight control power units are controlled by Flight Control
Valve B1. The switch controlling this valve is the FLT CONTROL switch on the
overhead panel, which must be ON for autoflight operation. Complete lateral
control is obtained by opening valve A2, which is controlled by the SPOILER
switch on the overhead panel.
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Figure 1 Hydraulic Power Distribution

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HYDRAULIC SYSTEM ”B” CONTROL
The system ”B” reservoir supplies hydraulic fluid at 45 psi to two electric motor
driven pumps. Pump output pressure, normally 3000 psi, of a maximum flow of
6 gallons per minute each, is combined at the pressure module. Input fluid to
the pressure module is filtered, monitored for low pressure by two low pressure
warning switches and measured by a pressure transmitter, to be indicated on
the First Officer’s instrument panel. A check valve isolates each pump from
reverse flow by the other pump. System pressure is available from the pres-
sure module to the ground interconnect valve. Output of the pressure module is
routed to flight controls and outboard brakes.
Pump operation is controlled by two switches on the Hydraulic Control section
of the overhead control panel. Two amber low pressure warning lights above
the control switches warn of low pump pressure. Two amber overheat lights
above the low pressure warning lights warn of case drain fluid high tempera-
ture.
Hydraulic fluid low quantity in the reservoir is indicated by an amber system ”B”
low quantity warning light on the First Officer’s instrument panel.
Some hydraulic fluid supplied to the pumps is used for pump cooling.
Return case drain fluid is monitored for excessive temperature, filtered, cooled
by the heat exchanger in the number two fuel tank and joins return flow down-
stream of the return filter. A minimum of 250 gallons (approx. 1625 lbs, or 746
Kgs) of fuel in the number two tank must be maintained to cover the heat ex-
changer. Return fluid from flight controls and brakes is filtered in a single stage
filter before entering the reservoir.
Most system components except control and monitoring equipment located in
the cockpit are accessible in the main gear wheel well.
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Figure 2 Hydraulic System “B”

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FLIGHT CONTROL -- PRIMARY
The flight controls utilized on the 737 are installed to allow the flight crew to
have maneuvering control about the lateral, vertical and longitudinal axis.
These controls are divided into two major groups:
1. Primary flight controls -- consisting of the ailerons, elevators and rudder.

2. Secondary flight controls -- consisting of the spoilers, wing flaps, leading
edge devices and the stabilizer.
Normal operation of the Primary flight controls is with hydraulic power supplied
from system ”A” and system ”B”. Autoflight operation is from system B.
The aileron system, consisting of one aileron on each wing, controls the air-
plane around the longitudinal axis, Each aileron is equipped with a balance tab
and balance panel. These units aid in reducing system loading during manual
control if all hydraulic power is lost.
The elevator system, consisting of two elevators mounted on the horizontal
stabilizer, controls the airplane around the lateral axis, balance tabs and bal-
ance panels are installed to reduce system loading during manual control when
all hydraulic power is lost.
The rudder system, containing a single rudder mounted on the vertical stabiliz-
er, controls the airplane around the vertical axis. A dual tandem piston actuator
operates the rudder, A standby system is utilized when one or both of the nor-
mal operating hydraulic systems is inoperative. There are no tabs or balance
panels installed on the rudder.
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Figure 3 Flight Controls - Primary

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FLIGHT CONTROLS SECONDARY
The secondary flight controls consists of:
1. Spoilers
2. Wing Flaps
3. Leading Edge Devices
4. Horizontal Stabilizer
The secondary flight controls are installed to improve operational performance

of the airplane.
The spoilers are used for two control functions:
1. Spoilers--lateral control
2. Speedbrakes--both flight and ground modes
The spoilers are divided into two groups, flight spoilers and ground spoilers.
The flight spoilers operate with the ailerons for roll control, they can also be
used as flight or ground Speedbrakes. The only function of the ground spoilers
is ground speedbrake function.
The lift devices used on the 737 are the wing flaps and leading edge devices.
Normally, the flap drive system is powered by hydraulic pressure from system
”A”. An electric drive motor is used as an alternate power source when system
”A” is inoperative. During normal operation, the leading edge devices are
powered by hydraulic pressure from system ”A”. The standby hydraulic system
can be used as an alternate power supply to extend the leading edge devices.
The moveable horizontal stabilizer is used as a pitch trim (long term) unit con-
trolling the airplane around the lateral axis. The stabilizer can be operated
manually, with the main electric system or by the autopilot system.
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Figure 4 Flight Controls -- Secondary

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LATERAL CONTROL SYSTEM
Lateral control around the longitudinal axis is supplied through control of the
ailerons and flight spoilers. Pilot input will be applied to hydraulic power units.
Hydraulic pressure will power both power control units which will drive aileron
bus drums. Movement of the bus drums will operate cables to the left and right
wing ailerons. The bus drum movement will also operate the input to the spoiler
control system. An aileron trim wheel located on the aisle stand can be used
to trim the airplane for lateral stability. Rotation of the trim wheel will operate a
set of cables connected to a trim gear box assembly. When the gear box is
driven it relocates a feel and centering mechanism. The feel and centering
mechanism repositions the pilots cables causing the power control units to op-
erate. Aileron trim can be applied only when hydraulic power is available to
operate the ailerons.
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Figure 5 Lateral Control System

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AILERON POWER CONTROL UNIT INSTALLATION
The Aileron Power Control Unit (PCUs) are installed on the forward bulkhead of
the main wheel well. PCU B is mounted just above PCU A. The input cranks
of both PCUs are connected by a link to the Aileron control quadrant torque
tube. The control quadrant is rotated by cables when the control wheel is
turned (A/P not engaged). The PCUs are ”moving body” actuators, and each is
connected to cranks on the Aileron drum shaft, Manual aileron and spoiler mix-
er control is possible with either or both PCUs pressurized. Aileron trim input
offsets the neutral position of the aileron control quadrant. The autopilot sup-
plies an input to PCU B only; PCU A operates as a follow--up to assist PCU B.
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Figure 6 Aileron Power Control Units System Installation

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PITCH CONTROL SYSTEM
The pitch control system includes the movable horizontal stabilizer and the ele- Manually the stabilizer is trim using trim wheel. The stabilizer trim wheels are
vators. The elevators are operated by four inputs: mounted on the left and right side of the control stand operate a sprocket drive
wheel. A chain drive connected to the trim wheel output operates a sprocket
wheel on the forward gear box and cable drum assembly. Operation of the
1. Pilot input chain assembly also has an input to the stabilizer brake assembly through an
2. Neutral shift idler sprocket.
3. Mach Trim System The brake assembly provides braking of a run away stabilizer by rotation of the
4. Autopilot control column. Whenever the chain drive is operated the cable drum rotates
imparting differential movement of the stabilizer trim cables. The cables rotate
the aft drum. Operation of the aft drum assembly drives the gearbox and jack-
Pilots inputs are by cables to the aft quadrant, and to the elevator power units. screw assembly. Rotation of the jackscrew moves the leading edge of the sta-
The elevator power units operate the elevators. A parallel input from the aft bilizer up or down for trim purposes.
quadrant into the feel and centering unit affords a feel to the pilot. The autopilot trim and main electric trim system utilizes two electric motors
The neutral shift mechanism consists of rods connected to the stabilizer which mounted on a gear box attached to the aft drum. Both motor are spline
rotate the feel and centering unit when the stabilizer is moved. Moving the feel coupled to the gearbox and when powered will drive the jackscrew and aft
and centering unit will rotate the aft quadrant and provide an input into the ele- cable drum.
vator power units to trim the elevator in conjunction with stabilizer trim. The The stabilizer has a maximum travel limit of 17 units. At three units the stabi-
Mach Trim Actuator is part of the neutral shift rods and provides an input to the lizer is parallel with the waterline reference.
Elevator Power Units to raise the elevator as mach increases above .715
mach.
Autopilot inputs are to a transfer valve on ”B” elevator power unit from the pitch
control channel. An autopilot engage mechanism within the elevator power unit
locks the input lever, which rotates the aft quadrant as the elevators are oper-
ated. If hydraulic pressure is lost the elevators will be controlled manually by
mechanical repositioning of the power control units. Each elevator is equipped
with three balance panels and a balance tab (not shown on the schematic) with
hydraulic power available the tabs are locked. Loss of hydraulic pressure will
unlock the tabs and allow operation using the tabs to control the elevators.
The stabilizer is used as the pitch trim device and is operated three ways:
Manually -- Trim wheels on control stand

Main electric system -- Switches on both aileron control wheels
Autopilot -- Pitch channel control
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Figure 7 Pitch Control System

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AUTOFLIGHT EQUIPMENT LOCATION -- TAIL CONE AREA
The elevator power unit ”B” and the neutral shift sensor are components of the
autopilot system and are located in the tail cone area. The other equipment
shown is part of the flight control system or Mach Trim.
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Figure 8 Autoflight Equipment Location Tail Cone Area

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ELEVATOR NEUTRAL SHIFT
When the stabilizer is trimmed, the elevator is moved to augment stabilizer
authority. This is called NEUTRAL SHIFT.
The diagram demonstrates elevator movement as the stabilizer is trimmed.
Control column inputs cause the elevator to move from this new neutral posi-
tion. Change of elevator neutral position is transmitted back through the eleva-
tor linkage to reposition the control column.
The range of elevator neutral shift varies with mach trim actuator position, as
shown on the graph. In flight, the elevator displacement is less due to air loads
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Figure 9 Elevator Neutral Shift

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AUTOPILOT STABILIZER TRIM SERVO MOTOR LOCATION
The stabilizer is positioned by a jackscrew mechanism. The jackscrew is driven
by either the main electric motor or the autopilot servo motor. The main elec-
tric motor is controlled by switches on the captain’s and first officer’s control
wheels. The autopilot servo motor is a two--speed motor and is controlled by
the pitch channel. With flaps not up, the stabilizer will trim at 1 unit in 4 to 7
seconds. With flaps up, the trim rate is 1 unit in 30 to 40 seconds. The limit of
stabilizer travel is set by the nose up and nose down limit switches. (See Main-
tenance Manual for limit switch adjustment procedures. Approximate autopilot
trim limits are 2.3 to 13 units of trim).
CAUTION: WHEN THE AIRPLANE IS ON THE GROUND, THE

AUTOPILOT SERVO MOTOR DUTY CYCLE IS LIMITED TO
1 MINUTE ON AND 9 MINUTES OFF. WHEN THE PITCH
CHANNEL IS ENGAGED AND THE AIRPLANE IS ON THE
GROUND, PULL THE AUTO STAB CIRCUIT BREAKER TO
PREVENT THE SERVO MOTOR OVERHEATING.
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Figure 10 Stabilizer Trim Access Area

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YAW CONTROL SYSTEM
The rudder is operated with hydraulic system ”A” and system ”B” hydraulic
pressure applied. The rudder will respond normally if either system fails.
(There is no manual reversion capability).
The standby system can be selected to supply hydraulic pressure to a standby
actuator tor rudder operation in the event system ”A” or ”B” is lost.
Control of the rudder is maintained by two sets of rudder pedals. The rudder
pedals actuate forward quadrant assemblies which in turn will move the rudder
control cables. Cable movement actuates a torque tube assembly and input
rods to the two hydraulic power units and the feel and centering mechanism.
The powered PCU will then actuate, deflecting the rudder. A trim control knob
on the control stand actuates a set of cables and jackscrew drive which reposi-
tions the feel and centering mechanism. Movement of this assembly relocates
the neutral position of the rudder.
The rudder can also be controlled by the yaw damper system. This system op-
erates through the system ”B” hydraulic controls in the rudder power control
unit. The yaw damper system operates independent of the rudder control sys-
tem.
Wind gust protection for the rudder is hydraulic damping, there are no mechani-
cal gust locks. Maximum rudder travel is limited by actuator piston stroke, there
are no rudder system mechanical stops.
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Figure 11 Rudder Control System

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RUDDER CONTROL SCHEMATIC
The schematic shows the aft portion of the Main Rudder Control System. The
Main Rudder Control System consists of an aft control quadrant, feel and cen-
tering assembly, control rod and cranks, and the Rudder Power Unit. A right
rudder command is demonstrated by the solid arrows. The input is by cables
into the Aft Quadrant, through the control rod and cranks to the External Sum-
ming Lever (7) and into the Rudder Power Unit by the External Input Crank (9).
The Internal Input Crank (10) displaces the control valve. Hydraulic pressure
from Hyd A and ’B” Systems are ported through the control actuator and by-
pass valves (preventing hydraulic lock in the event of one system failure) into
the main actuator to move the Rudder. Control rod (12) provides a feedback to
thesumming lever (7) to recenter the Control Valve, stopping Rudder move-
ment.
Yaw damper inputs are demonstrated by the dashed arrows. Hydraulic system
”B” is used by the Yaw Damper. When the Yaw Damper is engaged, the Yaw
Damper Actuator Solenoid will be energized allowing hydraulic pressure into
the transfer valve, When a signal is received from the Yaw Damper the Trans-
fer Valve converts the signal from an electrical signal into a hydraulic signal.
Theoutput of the Transfer Valve displaces the Yaw Damper Actuator which
moves the Walking Beam, The primary summing lever (11) is pivoted about
the input of the internal input crank (10) displacing the control valve. The hy-
draulic output moves the main actuator, the feedback will move the external
summing lever as the rudder is moved. This will stop the Rudder movement.
The Rudder is recentered by a feedback signal from the LVDT to the Yaw
Damper Coupler which supplies a signal to the Transfer Valve to move the
Rudder.
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Figure 12 Rudder Control Schematic

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STUDENT NOTES
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YAW DAMPER SYSTEM
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ATA 22--11 YAW DAMPER SYSTEM
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YAW DAMPER SYSTEM
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YAW DAMPER SYSTEM
General
Yaw axis stability augmentation is provided by the yaw damper system. The
yaw damper system stabilizes the airplane yaw motions during manual and
autopilot controlled flight by providing rudder displacement proportional to and
opposing the yaw rate of the airplane.
The Yaw Damper system controls the rudder to damp out oscillations about the
yaw axis, without affecting the turning of the airplane.
The yaw damper system does not move the rudder pedals.
The yaw damper system is turned off/on from the flight control module (P5).
The yaw damper coupler senses the oscillations and send signals to the rudder
power control unit. The rudder power control unit moves the rudder to dampen
these oscillations.
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YAW DAMPER SYSTEM
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Figure 1 Yaw Damper

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YAW DAMPER SYSTEM
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YAW DAMPER OPERATION
Yaw damper augments the airplane’s yaw axis stability by shaping, amplifying
and coupling quartz rate sensors and yaw damper actuator position signals to
control the rudder through the hydraulic actuator.
Operating Modes
1. Initialization
Prior to yaw axis engagement, the yaw damper coupler command is zero.
Upon engagement, the actuator command will easy--on over a 5 second
period providing a transient free transition.
2. Engage Interlocks and Logic
Prior to engaging the yaw damper system, the yaw damper disengage
warning light is illuminated. For the yaw damper engage switch to remain
engaged, the 115 volts ac and 28 volts dc must be applied to the YDC, flight
control switch must be on, and YDC monitors must be not tripped.
The yaw damper engage switch remain in the ON position after holding the
switch to ON for at least 0.1 second.
The yaw damper engage switch hold -- in solenoid is energized by a ground
through the YDC. A set relay contacts in the autopilot accessory unit open
to extinguish the yaw damper warning light when 28 volts is applied to the
relay from the yaw damper engage switch contacts.
A 2 second delay timer in the YDC allows the yaw damper engage switch
solenoid to remain energized during transfers between 115 volts ac genera-
tors.
3. Engaged Mode
When the yaw damper coupler is engaged, its output is applied to the yaw
damper actuator transfer valve to command rudder movement. Movement
of the yaw damper actuator results in rudder movement and an output from
the position transducer.
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YAW DAMPER SYSTEM
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Figure 2 Yaw Damper System

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YAW DAMPER SYSTEM
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COMPONENT LOCATION
The yaw damper system consists of:
1. Yaw damper engage switch

2. Yaw damper disengage light
3. Yaw damper coupler
4. Yaw damper indicator
5. Rudder power control unit (PCU)
6. Rudder pressure reducer valve (RPR)
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YAW DAMPER SYSTEM
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RUDDER PRESSURE
REDUCER VALVE
Figure 3 Component Location

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YAW DAMPER SYSTEM
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COMPONENT DESCRIPTION
Yaw Damper Engage Switch, Solenoid and Disengage Light
The yaw damper engage switch is located on overhead panel P5. It is solenoid
held switch. When the engage switch is placed to the ON position, and if the
yaw damper engage interlocks are satisfied, the solenoid holds the switch in
the engage position and the YAW DAMPER light extinguishes. The yaw damp-
er is then in the yaw damping mode.
Whenever the yaw damper is disengaged, the amber light labeled YAW
DAMPER on overhead panel P5, illuminates steadily. The MASTER CAUTION
light and the FLT CONT master caution annunciator light, located on the light
shield, also illuminate.
Failure of the YDC or selected interfacing system causes the yaw damper to
automatically disengage.
Flight Control B Switch
The flight control B switch is located on the pilot’s overhead panel. It is used to
activate the B system hydraulics. For airplanes LN 213 and beyond and air-
plane with SB 737--22--1009, the flight control B switch must be in ON position
for the yaw damper to remain engaged. The yaw damper actuator will not en-
gage until the yaw damper engage switch is placed on the ON position and B
system hydraulics is pressurized. The YDC is designed to remain engaged
when the B system hydraulics is depressurized, although the yaw damper ac-
tuator will be disabled.
Yaw Damper Indicator
The yaw damper indicator, located on the center instrument panel, operates
when 115 volts ac is applied to the YDC. The yaw damper indicator displays
movements of the yaw damper actuator. A linear position transducer (LVDT)
mounted on the rudder power control unit supplies a yaw damper actuator posi-
tion feedback signal to the yaw damper coupler. The yaw damper coupler pro-
vides a 400 Hz signal to the indicator in proportion to the signal received from
the actuator position transducer. The transducer is a variable reluctance trans-
former which is excited by 26 volts 400 Hz from the YDC. The magnitude of the
sensor output signal varies directly with the length of the input stroke and the
phase of the signal changes with the direction of the stroke from the center null
position.
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YAW DAMPER SYSTEM
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Figure 4 Component Location - Flight Compartment

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YAW DAMPER SYSTEM
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Rudder Transfer and Solenoid Valves
The transfer and solenoid valves control hydraulic flow for yaw damper control
of the rudder power control unit.
The yaw damper solenoid valve is mounted on the rudder PCU. It is a solenoid
actuated valve and is energized by the YDC when the yaw damper is engaged
and B system hydraulic is pressurized. When the valve is energized, hydraulic
power is supplied to the transfer valve.
The transfer valve, also mounted on the rudder PCU, converts the yaw damper
electrical signals into hydraulic flow to move the rudder. The transfer value con-
sist of a torque motor which moves a jet pipe assembly to regulate the hydrau-
lic flow to the control valve.
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YAW DAMPER SYSTEM
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Figure 5 Yaw Damper Power Control Unit

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YAW DAMPER SYSTEM
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Autopilot Warning Light
The autopilot warning light illuminates when the YDC ground maintenance
mode is engaged. This annunciator provides an indication that the airplane
should not be dispatched. The autopilot warning light are illuminated by the
YDC providing a ground to the autopilot accessory unit. The autopilot accesso-
ry unit provides diode isolation between the Captains and First Officer Autopilot
warning lights to the YDC ground.
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YAW DAMPER SYSTEM
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Figure 6 A/P Warning Light

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YAW DAMPER SYSTEM
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YAW DAMPER COUPLER
An investigation into the service history of the YDC showed opportunities to The YDC illuminates the autopilot disengage warning lights when the YDC is
significantly improve its reliability using technology available today, that was not performing ground maintenance functions.
available during the original certification of the 737. The redesigned YDC in- The YDC provides control and monitoring of the main rudder PCU pressure
cludes these features: reducer (RPR) system. The YDC provides control signals to RPR solenoid,
provides pressure sensor excitation, and receives signals from the pressure
sensor to measure A system hydraulic pressure to the main rudder PCU.
1. The current single electromechanical rate gyro is replaced with a dual sol-
id--state yaw rate sensor that is more reliable and free of mechanical wear The YDC interfaces to Radio Altimeter No 1 and Radio Altimeter No 2, if
problems. installed, to determine when the airplane transitions above 1000 feet and below
700 feet to activate and deactivate the RPR solenoid.
2. The form and fit of the existing yaw damper coupler is retained to simplify
incorporation on in--service airplanes The YDC interfaces to the flight control system B pressure switch and deacti-
vates the rudder pressure reducer solenoid when B hydraulic system is depres-
3. Control and indication electronics are added for the new rudder pressure surized.
reducer.
The YDC interfaces to the flight control system A Low Pressure Light and pro-
4. Detailed system monitoring and fault analysis is provided through im- vides illumination when A system pressure to the main rudder PCU is below
proved built--in test equipment. 500 psi or when full pressure is commanded to the RPR and system pressure
is below 2200 psi.
The YDC is installed on the electronic equipment rack in the electrical and elec- There is a 5 second delay from when the YDC detects a change in system
tronic compartment. pressure to when the YDC turns on or off the low pressure light.
The YDC is a dual processor architecture utilizing an active channel (Lane 1)
and monitor channel (Lane 2) to drive and monitor the yaw damper actuator
and other output from the YDC. The dual lane architecture provides redundant
signals for monitoring the yaw damper and rudder pressure reducer systems.
The yaw damper provides control and monitoring of the yaw damper system.
The YDC senses airplane motion in the yaw axis using dual solid state quartz
rate sensors located inside of the YDC. The YDC provides control signals to
the yaw damper actuator solenoid valve and transfer valve, provides 26 VAC
400 Hz excitation to the actuator position transducer, and receives actuator
position signals from the yaw damper actuator position transducer.
The YDC automatically disengage the yaw damper engage switch when its
monitors detect a malfunction in the yaw damper system. The YDC disables
the yaw damper actuator in response to manual or automatic disengagement of
the yaw damper engage switch.
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YAW DAMPER SYSTEM
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Figure 7 Yaw Damper Coupler

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YAW DAMPER SYSTEM
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RUDDER PRESSURE REDUCER VALVE
To lessen the effects of large rudder deflections, Boeing is providing instruc-
tions to incorporate a hydraulic rudder pressure reducer in the “A” hydraulic
system supply line to the main rudder PCU. Installation of the RPR will reduce
available rudder authority by 16 to 23 percent during those phases of flight
when large rudder deflections are not required. This reduced authority will fur-
ther enhance safety by reducing the airplane’s reaction to full rudder inputs and
allow the ailerons and spoilers to be more effective in countering an excessive
rudder input.
The RPR reduces the system supply pressure above 1000 ft on climbout and
throughout the flight until 700 ft on descent when pressure is again increased
to full system pressure. The RPR will command full system pressure in the
following situations:
1. On takeoff from brake release to 1,000 feet above ground level (AGL)
2. On landing from 700 feet AGL through touchdown and landing rollout
3. When FLT CONTROL B LOW PRESSURE warning lamp is illuminated.
The rudder pressure reducer is installed in the ”A” hydraulic system supply line
to the main rudder PCU. The RPR lowers the ”A” system hydraulic supply
pressure to the main rudder PCU from 3,000 psi to 1,400 psi during conditions
other than those listed above. It does not interfere with yaw damper operation,
which makes inputs to the half of the main PCU powered by the ”B” hydraulic
system.
Page: 16
YAW DAMPER SYSTEM
22 - 11
Figure 8 Component Location After Area

Page: 17
YAW DAMPER SYSTEM
22 - 11
GROUND MAINTENANCE BITE (BUILT IN TEST EQUIPMENT)
The BITE provides an integrated ground maintenance capability for the YDC.
The BITE minimizes on--airplane maintenance time, reduces unconfirmed re-
moval rates of Line Replaceable Units (LRUs), and facilitates identification of
failed major components and associated interfaces.
The BITE controls are on the front panel of the YDC. At the top of the panel is
the output display. The output display actually consist of two individual displays,
one upper and one lower. Each display contains eight 7--segments characters.
The display provides menu options and test results. In the center of the panel
are two rows of selector buttons. In the top row, there is the MENU, up row and
the ON/OFF selector buttons. In the bottom row, there is the YES, down arrow
and NO buttons. The up and down arrows buttons are used to scroll through
menu options. The YES and NO buttons are used to respond to menu inquiries
and pass test verifications. Pressing the ON/OFF button turns the BITE mode
on and off.
CAUTION: UPON ENTERING BITE, THE AUTOPILOT WARNING LIGHT

ILLUMINATE TO PROVIDE INDICATION THAT THE YDC IS
IN GROUND MAINTENANCE AND THE AIRPLANE SHOULD
NOT BE DISPATCHED.
Page: 18
YAW DAMPER SYSTEM
22 - 11
Figure 9 Push Button Switches

Page: 19
YAW DAMPER SYSTEM
22 - 11
YAW DAMPER BITE OPERATION
Yaw damper system ground maintenance BITE is accessed through the YDC times it repeated during that power cycle. Secondly, there is no option to reset
BITE control panel. The BITE mode is engaged by pressing the ON/OFF but- latches (fault history can only be cleared in the shop).
ton followed by the YES button within 10 seconds. BITE will not be allowed if YDC fault history has storage capacity for 256 fault messages. A maximum of
the YES push button is not selected with 10 seconds after ON/OFF push but- 64 faults can be scored during a single power cycle. Fault history will be stored
ton selected. for approximately 32.000 power cycles, provided the total number of fault mes-
Once engaged, BITE can be disengaged at any time by pressing the ON/OFF sages does not exceed 256.
button followed by the YES button. BITE will disengaged automatically if no Ground Test
keys are pressed within a 5 minutes interval.
1. Self Test: The purpose of the self test is to run a test of the YDC hardware,
Upon entry into BITE, the first option in the menu is displayed (Existing Faults). primarily to detect latent faults and to confirm faults found by continuous
Four different modes of operation can be selected: Existing Faults, Fault Histo- monitor and power --up tests.
ry, Ground Tests and Other Functions. Since there is the possibility of rudder movement in the presence of failure,
When the EXISTING FAULTS options is selected, the YDC will display a list of a warning is given. The yaw damper has to be engaged for this test to run,
all existing fault messages on the BITE Control Panel. As the operator scrolls even thought it is not necessary to have hydraulic power supplied.
through the list,the option of seeing more details is offered for each fault. At the If the test fails, the YDC displays a list of the faults that caused the failure.
end of the list is the option to reset all latches. If any existing fault are present that would prevent the test from completing,
If the operator selects more details for any particular fault, a further list of de- they are displayed as inhibit conditions before starting the test. The opera-
tails shows the message number, flight deck effect (if any), the likely LRU or tor has the option of removing the YDC at the point or trying to fix the prob-
LRUs at fault, and whether the fault is latched or not. A further option is then lem if it is external to the YDC.
available to view the fault number or numbers that gave rise to the fault mes- 2. Servo Test: The purpose of the servo test is to verify correct operation of
sage. Note that there may be more than one fault causing any particular fault the yaw actuator, verify that the actuator LVDT is rigged within acceptable
message, but in this case only the single fault message is displayed. limits, and to determine the actuator travel limits for programming of the
If the operator chooses to reset latches, all YDC monitor latches are reset. Af- YDC servo loop monitor.
ter a short delay the software assesses whether any faults are still present or 3. Pressure Reducer Test: The pressure reducer test is a functional test of
have reoccurred. If there are any faults then the list of fault messages is dis- the rudder pressure reducer system, including the pressure reducer sole-
played. noid, the pressure sensor and the A System Low Pressure warning lamp.
Fault History 4. Program Pin Test: This test confirms that the YDC program pins are
correct. The setting are stored to NVM at the end of the test. If the YDC is
When the FAULT HISTORY option is selected the YDC scans the records of moved to a different type airplane, or the program pin fail to a different set-
continuous monitor and power--up test faults in the YDC non--volatile memory ting, then this test has to be run before that yaw damper will engage, since
(NVM). A list is displayed of those power cycles during which one or more the YDC detects a difference between the program pins and the values
faults were recorded. A new power cycle occurs whenever 115 VAC power is stored in NVM. If the operator does not confirm the apparent settings of the
removed for more than 2.5 seconds. The power cycle are numbered in de- program pins, the test fails and the YDC display the fault. If any existing
scending order relative to the current cycle. The operator has the option of dis- fault are present that would prevent the test from completing, they are dis-
playing the faults for the currently displayed power cycle. If selected, the faults played as inhibit conditions before starting the test. The operator has the
are displayed in a similar manner to the Existing Fails option. The only differ- option of removing the YDC at that point or trying to fix the problem if it is
ences are firstly that in place of the latched indication the operator is told external to the YDC.
whether the fault was a hard or intermittent fault, and if intermittent, how many
Page: 20
YAW DAMPER SYSTEM
22 - 11
Figure 10 BITE
Page: 21
YAW DAMPER SYSTEM
22 - 11
YAW DAMPER BITE OPERATION (CONT.)
5. Display test: This test illuminates all segments of the BITE display in a
sequence. The operator determines whether the test passes or fails. The S Yaw Damper Servo Control: When the yaw damper servo control option is
YDC does not determine or display any faults. selected, the operator can change the yaw damper actuator position using
the up--arrow and down--arrow keys in steps of 0.05 deg. If a key is held
Other Functions pressed for more than one second, the command changes by 0.5 deg. The
1. System Configuration: When the System Configuration option is selected, command can be moved over a range exceeding the largest actuator au-
the YDC displays a list of configuration parameters. These are software thority. The actuator command is displayed on the upper display segment
version number, airplane type as determined by the program pins and pro- and the actuator position is displayed on the lower display segment.
gram pin test, yaw damper actuator limit as determined by the servo test, S Yaw Damper Engage Switch: When the yaw damper engage switch con-
elapsed time indication in hours, as stored in NVM, and the number of pow- trol option is selected, the operator is able to enable or energize the yaw
er cycles that the YDC has experienced. damper engage switch solenoid by pressing the up--arrow and down--arrow
2. I/O MONITOR: When the I/O Monitor is selected the YDC displays a list of keys.
options, Analog Inputs/Outputs or Discrete Inputs/Outputs. S Pressure Reducer Control: When the Pressure reducer control option is
S Analog Inputs and Outputs: When the Analog Inputs and Outputs is se- selected, the operator is able to energize the pressure reducer solenoid us-
lected, the YDC displays a list of analog type YDC inputs and outputs in en- ing the up--arrow and down--arrow keys.
gineering units. The values are updated at rate of 1 Hz. If a particular input S Low Hydraulic Pressure Lamp Control: When Hydraulic Lamp Control
parameter is currently unknown due to a detected input fault, it is displayed option is selected, the operator is able to turn the A system Low Pressure
as invalid instead. Warning lamp on and off using the up--arrow and down--arrow keys.
Only inputs and outputs that are relevant to the current airplane type are Since this lamp can be driven by the A system flight controls low hydraulic
displayed. Pressure Switch, the YDC will not be able to extinguish the lamp if the A
S Discrete Inputs and Outputs: When the Discrete Inputs/Outputs option is System is not pressurized.
selected, the YDC display a list of discrete type YDC inputs and outputs in
engineering units. The values are updated at a rate of 1 Hz. If a particular BITE Control Panel Deactivation
input parameter is currently unknown due to a detected input fault, it is dis- At any time when the BITE control panel is in use, the operator can press the
played as invalid instead. ON--OFF button to exit the BITE and ground maintenance state. Confirmation
Only inputs and outputs that are relevant to the current airplane type are is requested before the exit actually occurs. Any test or other operation that
displayed. was in progress at the time is stopped before BITE is exited. If the operator
3. Output Control: When the Output Control option is selected, the YDC dis- does not provide confirmation, the YDC displays the last menu option that was
play a list of the output control functions. The control functions are : yawper selected and waits for further input.
servo control, yaw damper engage switch, pressure reducer and hydraulic
lamp control for the A system low pressure warning.
The purpose of this function is to provide direct control of the YDC output to
assist in airplane system installation and troubleshooting. This supplements
the I/O monitoring provided elsewhere. Note that the control outputs except
the autopilot warning lights are selectable. The Ground maintenance mode
(Autopilot Warning Lights) can simply be toggled by going in and out of
BITE.
Page: 22
YAW DAMPER SYSTEM
22 - 11
Figure 11 BITE
Page: 23
YAW DAMPER SYSTEM
22 - 11
STUDENT NOTES
Page: 24
MACH TRIM SYSTEM
22 - 21
ATA 22--21 MACH TRIM SYSTEM
Page: 1
MACH TRIM SYSTEM
22 - 21
MACH TRIM
The Mach Trim System automatically trims the airplane at high mach.
The aircraft is like a balance. The center of lift being the fulcrum, the center of
gravity of the airplane being forward and balanced by a pressure on the stabi-
lizer. As the airplane gets nearer to mach one, the airflow at the wing root be-
comes sonic, causing a turbulent zone. This results in loss of lift near the wing
root and the center of lift moving aft. The mach trim system restores balance
by trimming the elevator.
Page: 2
MACH TRIM SYSTEM
22 - 21
Figure 1 Mach Trim

Page: 3
MACH TRIM SYSTEM
22 - 21
MACH TRIM SYSTEM
The mach trim system provides automatic displacement of the elevators as a
function of mach number in the mach tuck (nose--down) region.
Mach information, received from the air data computer, is used by the mach
trim coupler to generate a mach trim servo position command signal which is
routed to the Mach Trim Actuator. This actuator changes elevator position
through the elevator feel and centering unit and the elevator power control unit
in order to maintain the correct pitch attitude. The mach trim actuator, which is
fastened to the elevator feel and centering unit, rotates this unit with respect to
the stabilizer. This rotation changes the position of the elevator and in turn the
control columns neutral point, without altering the feel/force characteristics. If
the pitch channel is engaged, rotation of the elevator feel and centering unit
repositions the neutral shift sensor. The resulting signal from this sensor is
routed to the autopilot’s pitch channel where a command signal is developed to
reposition the elevator to a new neutral position. If a failure is sensed, the ac-
tuator stops and a warning light illuminates. A switch on the P5 overhead panel
is used for performing an operational test of the mach trim system.
Page: 4
MACH TRIM SYSTEM
22 - 21
Figure 2 Mach Trim System

Page: 5
MACH TRIM SYSTEM
22 - 21
COMPONENT LOCATION
System components consist of a mach trim coupler, mach trim actuator, mach
trim light and a test switch and a mach trim flap switch.
Page: 6
MACH TRIM SYSTEM
22 - 21

Page: 7
MACH TRIM SYSTEM
22 - 21
TAIL CONE ACCESS PANEL
Access to the mach trim actuator is from an access panel on the right side of
the tail cone.
Page: 8
MACH TRIM SYSTEM
22 - 21
Figure 4 Tail Cone Access Panel Area

Page: 9
MACH TRIM SYSTEM
22 - 21
MACH TRIM ACTUATOR LOCATION
The mach trim actuator is attached to the top of the elevator feel and centering
unit and attaches to the neutral shift mechanism. The neutral shift sensor,
which furnishes the interface to the pitch control channel, is to the left of the
feel and centering unit.
Page: 10
MACH TRIM SYSTEM
22 - 21
Figure 5 Mach Trim Actuator Location

Page: 11
MACH TRIM SYSTEM
22 - 21
MACH TRIM ACTUATOR
The mach trim actuator consists of a servomotor, a position sensor, limit stops,
gearbox, brake, and actuator screw. The actuator has a 115 volt, 400 Cps,
single--phase motor which drives the gear train, the gear train then drives the
actuator screw. The mach trim coupler provides 28 volts DC to the actuator
brake mechanism to unlock the actuator and allow its movement when the ac-
tuator is engaged and operating. When power is applied to the motor and
brake, actuator motion is limited to fully extended and fully retracted positions
by both electrical and mechanical limit stops
Page: 12
MACH TRIM SYSTEM
22 - 21
Figure 6 Mach Trim Actuator

Page: 13
MACH TRIM SYSTEM
22 - 21
MACH TRIM COUPLER
The mach trim coupler is used to provide the elevator correction signal to the
mach trim actuator. The mach trim coupler consists of a rack assembly and
five plug--in card assemblies. The card assemblies are two amplifier--generator
assemblies, the amplifier--monitor assembly, control amplifier assembly, and
the power supply.
The rack assembly acts as a base for the mach trim coupler and supplies the
necessary support and interconnection for the plug--in card assemblies.
The unit houses self--test components and test points. The coupler contains
automatic self--monitoring circuitry to electrically decouple the actuator and illu-
minate the warning light in the event of failure in electronic circuitry or actuator.
Page: 14
MACH TRIM SYSTEM
22 - 21
Figure 7 Mach Trim Coupler

Page: 15
MACH TRIM SYSTEM
22 - 21
FLAP POSITION SWITCHES
Two flap position switches are used in the autopilot control system.
When the flaps are placed from up to not up, switch S245, flaps up switch, will
enable the stabilizer trim servo motor to change from a LOW speed to a HIGH
speed. Switch S290 turns off the MACH TRIM FAIL light when the flaps are
not up.
Switch S245 FLAP UP LIMIT switch and switch S290 are both used in tho pitch
channel engage logic circuit.
Page: 16
MACH TRIM SYSTEM
22 - 21
Figure 8 Flap Position Switches

Page: 17
MACH TRIM SYSTEM
22 - 21
MACH TRIM OPERATIONS
CAUTION: CONDITIONS: SPEED INCREASING ABOVE 0.715 M AND
A/P PITCH CHANNEL NOT ENGAGED.
The Mach Trim actuator is fully extended at speeds below 0.715 M. As speed
increases above that value the actuator shaft retracts, pulling point H, the pivot
attachment of the actuator to the elevator feel and centering unit, forward. This
action rotates the E.F. & C unit CCW about point C. Inside this unit, the roller
holds the caM centered, so the arm pivoted with the cam at point B moves
CCW with the whole unit. This causes the lower quadrant to rotate, pivoting the
PCU input crank CCW.
Assuming the PCU has hydraulic pressure, its casing moves down, so moving
the elevator up. Mechanical follow--up from the aft quadrant causes the control
column to move back.
The A/P pitch channel is in synchronization mode. The changes in the output
of neutral shift sensor and the elevator position transducer are synchronized
out and have no effect en pitch channel command out, which is held at zero.
Since the E.F. & C. unit cam and roller remain centralized the feel force en the
column is at null.
NOTE: WHEN THE MACH TRIM TEST SWITCH IS PRESSED, THE SE-
QUENCE OF EVENTS IS THE SAME
Page: 18
MACH TRIM SYSTEM
22 - 21
Figure 9 Mach Trim Operations

Page: 19
MACH TRIM SYSTEM
22 - 21
ELEVATOR CORRECTION VS MACH
This graph illustrate the elevator correction vs mach. The mach trim system
does not begin to trim the elevators until .715 mach.
Elevator trim continues up to a maximum of .815 mach. The ground and flight
elevator correction difference is due to air loads on the elevators. On both
graphs the breakpoint at .78 mach occurs by the use of a second amplifier in
the mach trim coupler.
Page: 20
MACH TRIM SYSTEM
22 - 21
Figure 10 Elevator Correction VS Mach

Page: 21
MACH TRIM SYSTEM
22 - 21
MACH TRIM BLOCK DIAGRAM
A mach signal from the CADC is processed by the command channel of the
mach trim coupler. The mach region detector provides logic to start mach trim
at .715 mach by releasing the brake in the mach trim actuator.
The command signal is amplified by a servo amplifier and applied to the actua-
tor motor. The motor stops whenever the actuator position is in agreement with
the command. Command is limited to .815 mach in the mach trim coupler.
Also limit switches in the mach trim actuator ensure the drive signal is
interrupted when mechanical limits are reached.
A second mach trim signal is precessed in the model channel. It is compared
in the logic circuit with the feedback signal. If these two signals do not agree,
the MACH TRIM FAIL light is turned on. If the CADC fails this also turns on
the MACH TRIM FAIL light. If flaps are moved from the UP position the MACH
TRIM FAIL light is turned OFF.
A mach trim TEST switch is provided to simulate a mach input above 0.715 M.
This checks the system and is indicated to the crew by an aft movement of the
control column. The logic circuit is also checked and the MACH TRIM FAIL
comes on.
Page: 22
MACH TRIM SYSTEM
22 - 21
Figure 11 System Block Diagram

Page: 23
MACH TRIM SYSTEM
22 - 21
STUDENT NOTES
Page: 24
PITCH CONTROL CHANNEL SP-77
22 - 11
ATA 22--11 PITCH CONTROL CHANNEL
Page: 1
22 - 11
AUTOPILOT PITCH CONTROL CHANNEL
The attitude system, CADC system, VHF navigation system and the pilots
control columns provide inputs to the Pitch Control Channel.
The control channel processes these inputs and provides an output signal to
the elevator power control unit that operates the elevator. A stabilizer trim sig-
nal is derived from the elevator feedback circuit.
Page: 2
22 - 11
Figure 1 Autopilot Pitch Control Channel System

Page: 3
22 - 11
PITCH CONTROL CHANNEL BLOCK DIAGRAM
The Pitch Control Channel utilizes the attitude reference systems pitch signal
as a basis for pitch command generation. ELEV (pitch) engagement and selec-
tion of the mode of operation are made at the autopilot control panel. During
the manual mode of operation, pitch channel inputs are from the pilots control
columns, utilizing the CWS transducers. A Pitch Selector switch is provided on
the Control Panel for the selection of Altitude Hold or for a Turbulence compen-
sating mode of operation.
When in Altitude Hold, an altitude error signal is used from a clutched altitude
error output of the CADC. For damping purposes, the CADC also provides an
altitude rate during the altitude hold mode of operation. The Mode Selector
allows for the selection of an Automatic Approach mode which uses GS devi-
ation and a memorized altitude rate signal. The Low Range Radio Altimeter
signal is used to attenuate the GS deviation signal as the airplane descends
towards the runway.
Stabilizer trimming is accomplished by using the elevator position signal for the
generation of a trim signal. A sustained elevator command signal causes the
STAB OUT OF TRIM warning light to illuminate.
Page: 4
22 - 11
Figure 2 Pitch Control Channel Signal Block Diagram

Page: 5
22 - 11
AUTOPILOT PITCH CHANNEL COMPONENT LOCATION
The autopilot pitch channel components are located in three areas:
1. Control Cabin
2. Electrical/Electronic Equipment Bay
3. Aft of the rear pressure bulkhead
Page: 6
22 - 11

Page: 7
22 - 11
AUTOPILOT CONTROL PANEL
The Autopilot Control Panel contains the switches required for engagement
and mode selection. The NAV Mode Selector is spring returned to the MAN
(manual) position and solenoid held at all other positions. The hydraulic system
selector switch is operational in “B” only. The Heading Select Switch is a three
position switch. The center position is automatic heading hold provided the Roll
channel is engaged when the airplane has a roll attitude between 5 and 32 de-
grees. At bank angles of less than 5 degrees, the autopilot commands wings
level and then heading hold. The other two positions are HDG OFF and HDG
SEL (Preset Heading).
Separate engage switches are provided for the aileron and elevator channels,
and either may be engaged first. Correct interlocks are required before the
switches may be moved from the disengaged position. The switches are sole-
noid held in the engaged positions provided proper interlocks are maintained.
The pitch mode selector is a three position switch. The TURB Position is used
in turbulent weather. The ALT HOLD position is used for holding a barometric
altitude. The Pitch Mode Selector is spring returned to the OFF position if the
system interlocks are not maintained.
The NAV MODE selector switch is used to select the desired mode of autopilot
operation:
1. MAN -- Attitude Hold, heading Hold or Heading Select and control wheel
steering (CWS).
2. VOR/LOC -- Provide radio control using course error and deviation signals
from a VOR station or Localizer beam
3. AUTO APP -- Automatic capture and tracking of the glide slope (GS) beam
as well as the localizer beam.
4. MAN GS -- Manual glide slope capture.
Page: 8
22 - 11
Figure 4 Autopilot Control Channel

Page: 9
22 - 11
APPROACH PROGRESS DISPLAY
The approach progress display (APD) is used to annunciate selected flight
mode conditions. The left half of the display is for the flight director system and
the right half of the display is for the autopilot system.
The flight director and autopilot VOR/LOC and GLIDE SLOPE annunciators
illuminate amber or green depending upon the radio mode flight status.
If a VOR or a LOC mode has been selected, the VOR/LOC light illuminates
amber. It remains amber until the VOR/LOC beam has been captured. Once
the beam has been captured the light illuminates green. If the AUTO APP
mode has been selected, the GLIDE SLOPE light illuminates amber during the
pre--capture portion of the flight. After capture of the Glideslope beam the light
illuminates green.
On the flight director side, the GO AROUND annunciator illuminates green if
the go around mode has been selected.
Automatic dimming of the annunciator lights is provided whenever the LIGHTS
switch on the center instrument panel is in the dim position. Annunciator inten-
sity is controlled by photo cells located on the captain’s and first officer’s pan-
els.
Page: 10
22 - 11
Figure 5 Approach Progress Display (APD)

Page: 11
22 - 11
PITCH CONTROL CHANNEL
The Pitch Control Channel Sperry Part Number 2588810 consists of a 1/2 ATR
rack containing four plug--in modules, a rate gyro, and a self test assembly.
Leading particulars for the Pitch Control Channel are supplied in table 1. A
SELF TEST meter, rotary SELF TEST switch, * GYRO TEST toggle switch,
handle, two hold down hooks, and test points are mounted at the front of the
rack. Connectors J1A and J1B are mounted at the rear of the rack.
Leading Particulars List of Assemblies
Dimension in inches: Nomenclature Sperry Reference Designation

Width 4,575 Pitch Rack A1
Length 21.575 Rate Unit A2
Height 7,575 Pitch Servo Amplifier A3
Pitch Computer A4
Weight in Pounds: Vertical Path Coupler A5
Control Wheel Steering Coupler A6
18.0 Pitch Calibrator A7
Power Requirements:
AC 115 ¦11,5 volts 400 ¦ 20 Hz
DC 28 ¦ 4,2 volts
*Not on units with derived rate unit.
Page: 12
22 - 11
Figure 6 Pitch Control Channel

Page: 13
22 - 11
PITCH FORCE TRANSDUCERS
Two Pitch Force Transducers provide control wheel steering signals to the
Pitch Control Channel. The Force Transducers are mounted on each of the
forward control quadrants. Basically the Force Transducers are constructed of
a spring and an “E“ transformer. As the spring is compressed or extended, a
voltage is developed on the ”E” transformer which is proportional to the amount
of force applied.
The Force Transducers are installed so that one transducer is extended when
the other is compressed. The transducers are installed in this manner to help
compensate for temperature changes and cable tension differences. The ex-
citation to the captain’s transducer is reversed from that of the first officer’s
transducer. This enables the output signal of each transducer to be of the
same phase. Each of the two signals are summed and the summation con-
nected to the Pitch Control Channel.
Shoulder bolts are used to attach the quadrant to the support member. This
allows for the compression and extension of the force transducer and also pro-
vides protection in case of mechanical failure of the force transducer.
Page: 14
22 - 11
Figure 7 Pitch Force Transducers

Page: 15
22 - 11
AUTOFLIGHT EQUIPMENT LOCATION TAIL CONE AREA
The elevator power unit “B“ and the neutral shift sensor are components of the
autopilot system and are located in the tail cone area. The other equipment
shown is part of the flight control system or Mach Trim.
Page: 16
22 - 11
Figure 8 Autoflight Equipment Location Tail Cone Area

Page: 17
22 - 11
STABILIZER TRIM POTENTIOMETER
The stabilizer trim potentiometer is mounted on top of the feel computer and is
rotated by linkage from the stabilizer. The stabilizer is trimmed as a function of
elevator position and the auto trim threshold is set by the stabilizer trim poten-
tiometer.
The adjustment of the stabilizer trim potentiometer is according MM 22--11--102
page 401 for A/P SP 77.
Page: 18
22 - 11
Figure 9 Stabilizer Trim Potentiometer Installation

Page: 19
22 - 11
AUTOPILOT STABILIZER TRIM SERVO MOTOR LOCATION
The stabilizer is positioned by a jackscrew mechanism. The jackscrew is driven
by either the main electric motor or the autopilot servo motor. The main elec-
tric motor is controlled by switches on the captain’s and first officer’s control
wheels. The autopilot servo motor is a two--speed motor and is controlled by
the pitch channel. With flaps not up, the stabilizer will trim at 1 unit in 4 to 7
seconds. With flaps up, the trim rate is 1 unit in 30 to 40 seconds. The limit of
stabilizer travel is set by the nose up and nose down limit switches. (See Main-
tenance Manual for limit switch adjustment procedures. Approximate autopilot
trim limits are 2.3 to 13 units of trim).
CAUTION: WHEN THE AIRPLANE IS ON THE GROUND, THE

AUTOPILOT SERVO MOTOR DUTY CYCLE IS LIMITED TO
1 MINUTE ON AND 9 MINUTES OFF. WHEN THE PITCH
CHANNEL IS ENGAGED AND THE AIRPLANE IS ON THE
GROUND, PULL THE AUTO STAB CIRCUIT BREAKER TO
PREVENT THE SERVO MOTOR OVERHEATING.
Page: 20
22 - 11
Figure 10 Stabilizer Trim Access Area

Page: 21
22 - 11
FLAP POSITION SWITCHES
Two flap position switches are used in the autopilot control system. When the
flaps are placed from up to not up, switch S245, flaps up switch, will enable the
stabilizer trim servo motor to change from a LOW speed to a HIGH speed.
Switch S290 turns off the MACH TRIM FAIL light when the flaps are not up.
Switch S245 FLAP UP LIMIT switch and switch S290 are both used in tho pitch
channel engage logic circuit.
Page: 22
22 - 11
Figure 11 Flap Position Switches

Page: 23
22 - 11
PITCH ATTITUDE CONTROL SYSTEM
The elevator provides primary pitch control of the airplane about its lateral axis.
The elevators are operated by elevator Power Control Units (PCU). In event of
dual hydraulic failure, a manual reversion allows the elevators to be driven di-
rectly through a mechanical control system. Inputs to the elevator PCUs are
from the control columns, autopilot and the neutral shift mechanism. Elevator
feel is provided by an elevator feel computer and an elevator feel and centering
unit. The feel computer provides varying hydraulic system A and hydraulic sys-
tem B pressure inputs to the feel and centering unit. The feel and centering
unit applies a resistance to the motion of the aft control quadrant, to simulate
elevator aerodynamic forces.
The stabilizer is used to trim the airplane about its lateral axis. The stabilizer is
pivoted at the aft end and the jackscrew assembly positions the leading edge.
Two electric motors are used to drive the jackscrew. The main electric trim mo-
tor is controlled by switches en the control wheels. If the pitch channel is en-
gaged, the A/P Stab Trim motor operates the jackscrew. Pitch engage is inter-
locked with the main electric trim switches to disengage the pitch channel if
these are used. The stabilizer may also be trimmed manually by trim wheels on
the aisle stand.
Page: 24
22 - 11
Figure 12 Pitch Attitude Control System

Page: 25
22 - 11
Pitch Channel Disengage, Control Column Input
Pushing forward on the control column rotates the lower torque tube. The PCU
input crank raises the input arm. The PCUs move upward until the input crank
is again centered. As the PCUs move upward the elevators deflect down. Re-
sistance to moving the aft quadrant is provided by the elevator feel and center-
ing unit. The centering cam work against the spring and hydraulic pressure. If
pressure is released on the control column the centering cam rotates the aft
quadrant to return the elevator to neutral.
Page: 26
22 - 11

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Pitch Engage -- CW OD Nose Down
When the pitch channel is engaged the PCU input crank is centered and locked
by the A/P engage mechanism within the PCU (not shown on schematic). If a
command from the pitch control channel is applied to the transfer valve of PCU
“B”, PCU “B” will move upward and depress the elevator. At the same time,
the PCU input crank raises, rotating the lower torque tube. The control column
moves forward as the lower torque tube rotates. Rotation of the lower torque
tube moves the input crank of PCU “A“ which operates to assist PCU “B”. The
elevator feel and centering unit provides resistance to movement of the lower
torque tube.
If pilots force on the column generates sufficient signal to drive the PCU be-
yond limits of the cam resistance, the A/P engage mechanism in the PCU “B”
releases the input crank. Relative movement between the PCU case and input
crank causes the main control valve to move, porting hydraulic pressures to the
main actuator, which tends to drive it in the opposite direction of the original
signal from the transfer valve. This action stops the PCU movement, and is
called “CAMOUT”.
The position transducer provides a feedback signal to stop the elevator move-
ment. This feedback is available to return the elevator to neutral once the com-
mand force on the column is removed.
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Page: 29
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PITCH ATTITUDE CONTROL
Main Electric Stab Trim
When the trim switch is actuated on the control wheel, the main electric trim
motor operates the jackscrew to trim the stabilizer. The stabilizer repositions
the elevator feel and centering unit, thus providing a command to the PCU in-
put crank. The elevator PCU moves and recenters the input crank. The eleva-
tor will be trimmed to a new position as shown in view 2 (mechanical neutral
shift).
NOTE: THE A/P PITCH CHANNEL WILL DISENGAGE WHENEVER ELEC-

TRIC STAB TRIM IS USED.
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A/P Stab Trim
With the A/P pitch channel engaged and a NOSE UP elevator command exist-
ing, which exceeds the start threshold for A/P stab trim, the A/P stab trim motor
drives the jackscrew. The jackscrew moves the leading edge of the stabilizer
down, causing the stab trim pot wiper to change the stabilizer trim thresholds.
The stabilizer movement, through the neutral shift mechanism causes pivot
point H to move left and rotate the elevator feel and centering unit (EF & C)
CCW. Since the PCU input crank is internally clamped, the looked linkage
holds the lever attached to the EF & C cam. So the relative movement be-
tween the EF & C case and the cam cause the detent roller to roll out of detent,
extending the feel spring. The neutral shift sensor signal to the pitch control
channel is summed with the elevator position. This determines the new eleva-
tor neutral position. As the out of trim condition is relieved, the elevator is com-
manded to return to the new neutral position (see view 2). At this time the roll-
er returns to the centering cam detent.
Mechanical feedback moves the control column forward and rotates the stabi-
lizer trim wheels on the aisle stand.
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STABILIZER TRIM SERVO SCHEMATIC
The automatic stabilizer trim servo consists of the following components:
1. A two speed three phase AC motor.

2. A clutch
3. Nose Up Relay
4. Nose Down Relay
5. Speed Change Relay
When a nose up command is applied from the Pitch Control Channel the nose
up relay will be energized and:
1. Pitch engage DC is used to close the clutch

2. 115V 3 phase AC is applied to the motor to move the stabilizer
If a nose down command is applied from the pitch channel the nose down relay
is energized (nose up relay is released) and the motor and stabilizer movement
are reversed.
If the S245 Flap Switch in the Flap Control Unit is in the not up position the
speed change relay is energized and the motor speed is changed from low to
high.
An emergency Cut Out Switch is provided on the aisle stand. When the switch
is placed to CUTOUT the 115V 3 phase AC is removed from the motor and the
clutch circuit is opened.
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Figure 17 Auto Stabilizer Trim Schematic

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STABILIZER TRIM THRESHOLD
The graph shows when the stabilizer starts to trim (trim threshold) and stops
being trimmed (drop out limit) as a function of stabilizer position versus elevator
displacement from neutral.
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Figure 18 Stabilizer Trim Threshold

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TYPICAL AUTOPILOT OPERATIONS
This illustration is intended as a Summary and is self explanatory.
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Figure 19 Typical Autopilot Operation

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PITCH CONTROL CHANNEL BLOCK DIAGRAM
The pitch computer module is the nucleus of the pitch control channel. The
attitude system provides a reference signal to the pitch computer module. The
output of the pitch computer is applied to the valve amplifier and then to the
Elevator Power Control Unit B (PCU B). The pitch computer is synchronized to
the output of the attitude system prior to ELEV (pitch) engage and the airplane
will maintain this attitude after engagement. An attitude change be accom-
plished at with the control column by developing a signal in the force trans-
ducers. This signal is processed by the C.W.S. coupler module and applied to
the pitch computer to change the airplane attitude. Feedback signals are de-
veloped by the elevator PCU and the neutral shift sensor. When a new attitude
is attained, the feedback signals are used to return the elevators to neutral.
The feedback signals are also used to trim the stabilizer. A sustained elevator
command will cause the monitor to turn ON the stab out of trim light.
During the altitude hold mode of operation, altitude error and altitude rate from
the CADC are processed by the vertical path coupler. The processed signal is
then applied to the vertical path filter and also to the pitch computer. The pitch
computer operates as an integrator to establish a new airplane attitude as a
function of altitude error and altitude rate. The processed altitude error and
altitude rate signal is passed through the vertical path filter and summed with
the output of the pitch computer. These summed signals are then applied to
the valve amplifier for control of the elevator power unit.
During the APPROACH mode of operation glide slope deviation and memo-
rized altitude rate are used to maintain the airplane on the glide slope. The low
range radio altimeter will start attenuating the glide slope deviation signal when
the airplane altitude is 1500 feet above the terrain.
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Figure 20 Pitch Control Channel Block Diagram

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A/P PITCH SIGNAL INTERFACE
The graphic shows the autopilot pitch control channel interface with associated
item of equipment.
Pertinent points to note are:
1. The excitation to the captain’s Force Transducer is reversed from that of

the first officer’s traducer.
2. The self test meter when monitoring the +30 volts DC power supply output
should read in the RED area of the scale.
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Figure 21 A/P Pitch Signal Interface

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PITCH ENGAGE LOGIC
For the pitch channel to be engaged gate 1 (autopilot control panel) must be 4. The control panel system selector is at position B..
true, for gate 1 to be true. 5. The main electric trim servo is not being operated (stab trim control relay
de--energized).
6. The A/P trim cutout switch is at NORMAL
NOTE: PRIOR TO ENGAGING THE LOGIC “PITCH ENG” (PIN 17B) IS
LOW ALLOWING THE PITCH CHANNEL TO “SYNCHRONIZE”.
Upon A/P engagement, the control panel ELEV engage switch must be held in
the engaged position for at least 100 ms to reactivate the pitch interrupter. After
Gate 4 must be true: (autopilot pitch channel). Gate 4 will be true when: engagement, a momentary interruption of any interlock (except the flap inter-
lock circuit) will cause disengagement.
1. 115V 400 Hz power is applied to the pitch channel (monitored by 30V DC).
2. Airspeed valid from the CADC is true.
3. Pitch channel attitude circuit is synchronized (TRIM MONITOR = logic 1 at
gate 2).
4. Pitch CWS not out of detent (gate 2).
5. The S245 flap switch, stabilizer trim speed change relay and the S290
mach trim switch are correctly interlocked.
NOTE: AFTER ENGAGEMENT, GATE 2 MAY BE NOT TRUE HOWEVER,

GATE 4 IS MAINTAINED TRUE BY PITCH ENGAGE DC AT GATE
3. GATE 1 WILL BE NOT TRUE IF A TRIM UP AND TRIM DOWN
COMMAND IS MADE AT THE SAME TIME (WHEN GATE 1 IS NOT
TRUE, GATE 4 WILL BE NOT TRUE).
The standby power inverter must not be ON. When the inverter is not ON the
R37 STBY PWR XFR relay will be energized providing a logic 1 at Pin 4 of the
autopilot control panel.
A logic 1 must be at Pin 31 (autopilot control panel). This is achieved when:
1. The pilots autopilot disengage switches are not pressed.

2. The vertical gyro is valid.
3. The flight control switch is ON.
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Figure 22 Pitch Engage Logic

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AUTOPILOT WARNING LIGHTS
When power is first applied, a 1.5 sec., time delay prevents the SCR from be-
ing gated. Upon engagement of either the Roll or Pitch Channel the inverters
ground the series capacitors. Upon disengagement of either the roll or pitch
channel, the capacitors charge. The SCR is momentarily gated on and contin-
ues to conduct. The voltage drop across the SCR is below the trigger level of
the flasher, which switches on and causes the AUTOPILOT disengage warning
lights to flash. To reset the SCR, momentarily press one of the A/P disengage
switches on the control wheel or one of the autopilot disengage lights. Either
switch connects a ground to the anode of the SCR and turns the SCR off. The
light and flasher can be tested in the same manner.
If any SELF TEST switches on the roll or pitch computers or YD coupler are
not in the OFF position, the AUTOPILOT disengage lights are on steady.
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Figure 23 Autopilot Warning Lights

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PITCH FLIGHT PATH MANUAL MODES
The graphic illustrates the following flight modes of pitch channel operation.
1. Power on & takeoff Synchronization

2. Engage Elev Attitude Hold, (stop Synch)
3. Climb Out Control Wheel Steering (CWS)
4. Level Off Attitude Hold & (CWS)
5. Cruise Attitude Hold & Altitude Hold
6. New Altitude Assigned Pitch CWS, Alt HOLD, and Alt Select OFF
(Optional)
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Figure 24 Pitch Flight Path Manual Mode

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AUTO APPROACH FLIGHT PATH
Preparation
The LOC navigation system is used to steer the airplane through the Roll Con-
trol Channel. The LOC airway is determined by selecting the LOC frequency on
the VHF Navigation Receiver and by setting the course cursor to the desired
inbound ILS course.
Before LOC Beam Capture
Prior to beam capture, any of the manual modes of roll control can be used.
These include attitude hold, heading hold, heading select, or control wheel
steering. For pitch control, attitude hold, altitude select, altitude hold or control
wheel steering can be used.
After LOC Beam Capture
After beam capture, the roll channel operates in the LOC mode. However,
CWS can be used initially to augment the LOC roll control during the time that
the airplane is coming into alignment with the LOC beam. When the LOC
deviation decreases to less than 80 mv and the rate of deviation change is less
than 2.5 mv/sec, the OC Course (OC) phase commences and the cross wind
heading corrections are established. If CWS has to be used during OC, the
A/P is immediately switched out of the Auto Approach mode and into the MAN
mode.
GS Capture
The pitch control channel is armed to capture the GS beam when the mode
selector is in Auto Approach and GS deviation is greater than 25 mv. Prior to
GS capture the pitch CWS or ALT HOLD is used to control the airplane. After
capture a Pitch Down bias is used for 10 seconds. After 10 seconds the GS
control mode is entered. In this mode GS deviation and altitude rate are used
to control the aircraft decent along the glide path.
Gain programing from the Low Range Radio Altimeter for both the Pitch and
the Roll channels starts at 1500 foot above the terrain. If the LRRA is not valid
a time program is used starting at GS capture.
MAN GS is the same as AUTO APP except GS CAPT logic is initiated when
MAN GS is selected.
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Figure 25 Auto Approach Flight Path

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PITCH FORCE TRANSDUCER INSTALLATION
The basic idea of installation of the elevator force transducer is to make attach-
ments to the support member and quadrant assembly without extending or
compressing the transducer. Rig pins are used in place of the shoulder bolts
so as to center the quadrant. A test box will be required for excitation of the
force transducer and testing null position. It is essential that the step by step
procedure of the Maintenance Manual be followed.
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Figure 26 Pitch Force Transducer Installation

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ELEVATOR NEUTRAL SHIFT SENSOR (NSS)
This is a CT whose case is clamped to structure at the left of the elevator feel
and centering unit. The rotor shaft of the CT is attached to a crank which is
mechanically coupled to the elevator feel and centering unit. Any rotation of
the elevator feel and centering unit, due to stabilizer trim, rotates the neutral
shift sensor rotor, which is excited with 26 VAC.
The NSS voltage is part of the total elevator position feedback to the output
valve amplifier. Therefore, with pitch channel engaged, any change in NSS
voltage causes a change of elevator position to a new neutral position in rela-
tion to the changed stabilizer position Coarse adjustment of the NSS output
voltage is by rotation of the case, and fine adjustment by rotation of the curled
thumbnut located on the rod to the elevator feel and centering unit.
See the Maintenance Manual for detailed instructions on installation and adjust-
ment.
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Figure 27 Elevator Neutral Shift Sensor

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SELF TEST
General Self Test Procedure
The following steps must be followed in performing a self test of the Autopilot:
1. Disengage Yaw Damper and Autopilot.

2. Pull radio altimeters circuit breaker.
3. All systems associated with normal Yaw Damper and Autopilot operation
(CADC, hydraulics, VHF Nav, Attitude and Compass) must be operational.
4. Line voltage must be 115V AC and 28V DC.
5. Select system ”B” hydraulic control pressure with the SYSTEM SELECT
SWITCH on the Autopilot Control Panel.
6. Tune a VOR frequency (112.00 to 117.95 Mhz) on the No. 1 VHF Nav re-
ceiver.
7. Flaps should be UP.
8. Test steps for any one channel must be performed in sequence starting
with the channel disengaged and the self--test switches in the OFF position.
9. Autopilot disengage warning lights will be ON steady when the Roll, Pitch,
or Yaw Damper SELF TEST switches are in any position other than “OFF“.
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Figure 28 Autopilot Self Test

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STUDENT NOTES
Page: 58
ROLL CONTROL CHANNEL SP-77
22 - 11
ATA 22--11 ROLL CONTROL CHANNEL
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AUTOPILOT ROLL CONTROL CHANNEL SYSTEM
The Roll Control Channel uses input from the Attitude System, Compass Sys-
tem, VHF Navigation System and the Control Wheels. The Roll Channel pro-
cesses these inputs and sends an output signal to the Aileron Power Control
Unit to operate the ailerons and flight spoilers.
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Figure 1 Autopilot Roll Control Channel System

Page: 3
22 - 11
ROLL CONTROL CHANNEL SIGNAL BLOCK DIAGRAM
The Roll Control Channel uses the attitude reference system as a basis of
operation. The Autopilot Control panel allows AIL (Roll) engagement and
selection of the mode of operation. During the manual mode of operation in-
puts are from the control wheel using the Force Transducer, and the compass
system. A HDG SELECT switch permit selection of the type of heading refer-
ence. In the VOR/LOC modes of operation a pre--selected course is combined
with VHF radio to allow the airplane to fly either a VOR radial or an ILS ap-
proach.
An Approach Progress Display gives a visual display of the intercept and cap-
ture phase of VOR/LOC modes. Signal gain programming occurs in the
CADC.
The output of the Roll Control Channel provides a signal to the Aileron Power
Control Unit B. Aileron Power Control Unit B provides a mechanical control to
PCU A. Both PCUs operate the ailerons and spoilers. When the airplane is in
a bank, the Roll channel provides a versine (nose UP) signal to the pitch
channel.
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Figure 2 Signal Block Diagram

Page: 5
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A/P ROLL CHANNEL COMPONENT LOCATION
A/P Roll Channel Components are located in three areas:
1. Control cabin
2. Lower 41 area
3. Main wheel well.
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AUTOPILOT CONTROL PANEL
The Autopilot Control Panel contains the switches required for engagement
and mode selection. The NAV Mode Selector is spring returned to the MAN
(manual) position and solenoid held at all other positions. The hydraulic system
selector switch is operational in “B” only. The Heading Select Switch is a three
position switch. The center position is automatic heading hold provided the Roll
channel is engaged when the airplane has a roll attitude between 5 and 32 de-
grees. At bank angles of less than 5 degrees, the autopilot commands wings
level and then heading hold. The other two positions are HDG OFF and HDG
SEL (Preset Heading).
Separate engage switches are provided for the aileron and elevator channels,
and either may be engaged first. Correct interlocks are required before the
switches may be moved from the disengaged position. The switches are sole-
noid held in the engaged positions provided proper interlocks are maintained.
The pitch mode selector is a three position switch. The TURB Position is used
in turbulent weather. The ALT HOLD position is used for holding a barometric
altitude. The Pitch Mode Selector is spring returned to the OFF position if the
system interlocks are not maintained.
The NAV MODE selector switch is used to select the desired mode of autopilot
operation:
1. MAN -- Attitude Hold, heading Hold or Heading Select and control wheel
steering (CWS).
2. VOR/LOC -- Provide radio control using course error and deviation signals
from a VOR station or Localizer beam
3. AUTO APP -- Automatic capture and tracking of the glide slope (GS) beam
as well as the localizer beam.
4. MAN GS -- Manual glide slope capture.
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Figure 4 Autopilot Control Channel

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APPROACH PROGRESS DISPLAY
The approach progress display (APD) is used to annunciate selected flight
mode conditions. The left half of the display is for the flight director system and
the right half of the display is for the autopilot system.
The flight director and autopilot VOR/LOC and GLIDE SLOPE annunciators
illuminate amber or green depending upon the radio mode flight status.
If a VOR or a LOC mode has been selected, the VOR/LOC light illuminates
amber. It remains amber until the VOR/LOC beam has been captured. Once
the beam has been captured the light illuminates green. If the AUTO APP
mode has been selected, the GLIDE SLOPE light illuminates amber during the
pre--capture portion of the flight. After capture of the Glideslope beam the light
illuminates green.
On the flight director side, the GO AROUND annunciator illuminates green if
the go around mode has been selected.
Automatic dimming of the annunciator lights is provided whenever the LIGHTS
switch on the center instrument panel is in the dim position. Annunciator inten-
sity is controlled by photo cells located on the captain’s and first officer’s pan-
els.
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Figure 5 Approach Progress Display (APD)

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HORIZONTAL SITUATION INDICATOR
The HSI provides a pictorial plan view of the aircrafts situation in the horizontal
plane in the form of heading, VOR/LOC deviation, and VOR to/from data. In
addition glideslope deviation data shows the aircrafts situation in the vertical
plane. The aircraft symbol, the Lubber Line, and the glideslope zero mark are
fixed references to show the aircraft status in the horizontal and vertical planes.
The course arrow pointer and tail indicate the selected course and its reciprocal
on the azimuth card while the course display window provides a digital readout.
The VOR/LOC deviation bar indicates the aircrafts VOR/LOC deviation on the
deviation scale. For VOR, the deviation from the selected course is
approximately 5_/dot. On LOC, the deviation from the runway centerline is
approximately 1_/dot.
The glideslope deviation pointer indicates the vertical deviations of the aircraft
from the glideslope. Each dot represents 0.35 degrees.
When the red glideslope warning flag appears and covers the glideslope scale,
it indicates that the glideslope data is unreliable.
The VOR LOC flag (red) appears in view to indicate a VOR and/or LOC system
failure.
The desired course and heading are selected by using the appropriate knob at
the bottom of the HSI.
The miles indicator displays mileage from a DME ground station, provided the
system is valid.
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Figure 6 Horizontal Situation Indicator (HSI)

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ROLL CONTROL CHANNEL
The Roll Control Channel (Sperry Part No. 2588812) contains electronic and
electromechanical assemblies and subassemblies, which provide the signal
processing, shaping, and computing functions required for deriving Automatic
Flight Control System (AFCS) roll axis control signals.
This unit consists of a 1/2 ATR rack containing four plug--in--modules, a rate
unit, and a self--test assembly. Leading particulars for the Roll Control Channel
are listed in Table 1. Mounted on the front panel of the rack are: a SELF
TEST meter, rotary SELF TEST switch, GYRO TEST toggle switch handle (not
on units with derived rate unit), test points, and two hold--down hooks. Con-
nectors J1A and J1B are mounted at the rear of the rack. Refer to Leading
Particulars for nomenclature part numbers, and reference designations of Roll
Control Channel subassemblies.
Leading Particulars List of Assemblies
Dimension in Inches: Sperry Ref Design Nomenclature

Width 4--7/8 A1 Roll Rack
Length 21--7/8 A2 Rate Gyro Unit
Height 7--7/8 A3 Roll Servo Amplifier
A4 Roll Computer
A5 Lateral Path Coupler
A6 Heading Synchronize
A7 Roll Calibrator
Power Requirements.
AC 115 ¦ 11.5 volts, 400 ¦ 20 Hz
DC 28 ¦ 4.2 volts
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Figure 7 Roll Control Channel

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22 - 11
AILERON FORCE TRANSDUCER
The roll force transducer supplies a control wheel steering signal that is propor-
tional to the amount of force applied to the control wheel.
The Roll force transducer is mounted between the bus drum and control drum
below the captain’s control column.
When either control wheel is rotated the bus drum rotates. If the A/P is not
engaged, the force transducer transmits the mechanical movement to the con-
trol drum assembly and so moves the lateral control system.
When the A/P is engaged roll force on the wheel compresses or extends the
transducer. This generates the Roll CWS signal. If this signal exceeds a detent
level, it becomes an effective input and a transfer valve in the aileron A/P ac-
tuator is moved.
In the event of a mechanical failure of the transducer the bus drum will contact
the control drum and the mechanical drive line between the control wheel and
aileron power units is unbroken.
The Force Transducer is constructed basically as a spring. As the spring is
compressed or extended, a voltage is developed on the ”E” transformer, which
is proportional to the amount of force applied.
Prior to engagement of the Aileron Channel, any input from the Pilot’s Control
Wheel to the aileron PCU is through the Force Transducer which in turn gener-
ates a voltage output from the ”E” transformer. Any substantial output of the
Force Transducer prevents engagement of the Aileron Control Channel. When
the Aileron Channel is engaged, the Aileron Engage Mechanism prevents the
input rod from moving so that any force on the control wheel compresses or
extends the Force Transducer.
The ”E” transformer output is used by the Roll Control Channel when operating
in the control wheel steering (CWS) mode.
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Figure 8 Aileron Force Transducer

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AILERON FORCE LIMITER
The Aileron Force Limiter is attached to the lower end of the Captain’s Control
Column. Access to the limiter is through the Weather Radar Access Door just
forward of the Nose Wheel Well.
When the aileron channel is not engaged, the Force Limiter clutch plates are
apart. The aileron force limiter is then centered by the centering spring and
cam. When the roll channel is engaged, the clutch plates come together.
Clutch plate engagement is monitored by a microswitch which is actuated by
the movement of the plates
The autopilot, through the PCU, operates the control cables and rotates the
cam in the force limiter. A 9--15 lb. force causes the cam to compress the cen-
tering spring until the limit spring is contacted (24 to 28 degrees of control
wheel movement). See Note. However, the pilot may compress the Limit
Spring by applying a 2--6 lb. additional force to move the control wheel beyond
the normal wheel rotation limit. This provides a means to command very high
Roll rates in an emergency.
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Figure 9 Aileron Force Limiter Schematic

1 Page: 19
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AILERON POWER CONTROL UNIT INSTALLATION
The Aileron Power Control Unit (PCUs) are installed on the forward bulkhead of
the main wheel well. PCU B is mounted just above PCU A. The input cranks
of both PCUs are connected by a link to the Aileron control quadrant torque
tube. The control quadrant is rotated by cables when the control wheel is
turned (A/P not engaged). The PCUs are ”moving body” actuators, and each is
connected to cranks on the Aileron drum shaft. Manual aileron and spoiler mix-
er control is possible with either or both PCUs pressurized. Aileron trim input
offsets the neutral position of the aileron control quadrant. The autopilot sup-
plies an input to PCU B only; PCU A operates as a follow--up to assist PCU B.
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Figure 10 Aileron Power Control Units System Installation

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POWER CONTROL UNIT -- A/P REPLACEABLE UNITS
The Position Transducer, Actuator Solenoid and Transfer Valve are line re-
placeable units. See the Maintenance Manual for details of removal and re-
placement.
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Figure 11 Power Control Unit -- Line Replaceable Units

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22 - 11
AILERON POWER CONTROL UNIT SCHEMATIC
This drawing shows in simplified form the internal operation of the aileron pow- Engaged
er control unit. The major components of the PCU are the: When the roll channel is engaged, the autopilot solenoid actuator is energized
opening the actuator. Hydraulic pressure is ported through the valve to the en-
S MAIN ACTUATOR gage mechanism and the select valve.
S LVDT When the select valve is actuated, it connects the actuator internal porting and
S MAIN CONTROL VALVE hydraulic pressure to the transfer valve and spool valve.
S A/P SELECT VALVE Hydraulic pressure delivered to the engage mechanism drives the piston down,
thereby compressing the spring unit. As spring forces increase, the engage
S SPOOL VALVE mechanism crank is rotated, engaging the roller on the input crank. In this con-
S TRANSFER VALVE dition, the control input crank is locked to the power control unit.
S A/P SOLENOID ACTUATOR Autopilot command signals are applied to the transfer valve. These signals
S A/P ENGAGE MECHANISM cause the jet pipe to deflect thereby developing a differential pressure across
S A/P ENGAGE CAM the spool valve. The pressure differential moves this valve porting pressure to
the main actuator and returning the jet pipe to center.
S INPUT CRANK
Movement of the actuator is transmitted through the locked external input crank
to the aileron control system. This action repositions the aileron control wheels
Disengaged in the cockpit and supplies an input drive to the system ”A” power control unit.
When the Aileron Channel is not engaged, the Autopilot Solenoid Actuator is The LVDT supplies a feedback signal to the autopilot control system when the
not energized. The Autopilot Select Valve and the Autopilot Engage Mecha- actuator moves.
nism are shut off from the hydraulic fluid. The cam spring of the A/P Engage
Mechanism is extended to relieve the engage cam for pilot control of the PCU.
When the control wheel is moved the external input crank moves the internal
input crank. Movement of the internal crank positions the Main Control Valve
to allow hydraulic fluid to operate the main actuator. The Aileron Drum rotates
to operate the aileron and spoilers. As the Main Actuator moves the entire
PCU is moved, this movement rotates the external input crank to re--position
the Main Control Valve and shut off. the hydraulic fluid. Any additional input
repeats the sequence.
Page: 24
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Figure 12 Aileron PCU Schematic

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22 - 11
AUTOPILOT ROLL CHANNEL BLOCK DIAGRAM
The Roll Computer Module is the nucleus of the Roll Control Channel.
The Attitude System provides a reference signal to the Roll computer module.
Command signals are received from the Control Wheel Steering amplifier,
Heading Synchronizer and the Lateral Path Coupler. The output of the Roll
Computer is amplified by the Roll Servo Amplifier Module and applied to the
Transfer Valve; the Transfer Valve controls the Aileron Power Control Unit and
hence the ailerons. Position feedback is from an internal transducer within the
Aileron Power Unit.
The Roll Computer provides a versine signal to the Pitch Channel to increase
the airplane pitch up attitude to compensate for the reduced airplane lift during
a bank.
The Force Transducer on the Captain’s Control Column provides a Control
Wheel Steering (CWS) signal. This signal is processed in the Servo Amplifier
module and is applied to the Roll Servo Amplifier and to the Roll Computer.
The Compass System provides three inputs; a heading reference signal from
the Direction Gyro, a Heading error signal and a Course error signal from the
HSI. The Direction Gyro reference signal is used for heading hold. The heading
error is used for a preset heading mode of operation and the Course error is
used in conjunction with a radio deviation signal in the lateral path coupler. The
Lateral Path Coupler is connected to the Roll Computer to enable the airplane
to acquire and hold a Radio Course. Gain programming related to instrument
landing system acquisition is provided from the Pitch Channel to the Roll Con-
trol Channel. The gain programming attenuates the received localizer signal
strength to compensate for the convergence of the localizer beam. Gain Con-
trol as a result of airspeed is made by the CADC.
Page: 26
22 - 11
Figure 13 Autopilot Roll Channel Block Diagram

Page: 27
22 - 11
ROLL CHANNEL SIGNAL INTERFACE
This schematic shows the avionic systems supplying signals to the Roll Control
Channel and the output signals to the aileron Power Control Unit and Pitch
Control Channel. Reference should be made to the wiring diagram manual for
exact wiring and pin numbers.
Page: 28
22 - 11
Figure 14 Autopilot Roll Signal Interface

Page: 29
22 - 11
ROLL ENGAGE LOGIC
The circuit interlocks of the Aileron engage switch must be complete to enable When the Aileron switch in the ENGAGE position, the Aileron solenoid and the
the switch to be placed to the engaged position. The correct interlocks must be Aileron Force Limiter Clutch are energized. A Roll engage logic signal is pro-
maintained to hold the switch in this position. The Hi -- side interlock require- vided to the Roll Control Channel. After engagement, interlocks on the low
ments are from Gate C. The inputs to Gate C are: side of the aileron engage switch solenoid go through the energized side of the
Aileron Force Limiter microswitch to a Roll Circuit interrupter and then
through the contacts of the Aileron Engage Switch to ground. The purpose of
1. Roll Channel Valid (D299, pin 33). the Roll Circuit Interrupter is to ensure disengagement of the Aileron Engage
2. Standby Power 0ff (D299, pin 4). switch if the interruption of the Roll engage interlock circuit is momentary.
3. Supporting Systems Valid (D301, pin 9).
The Lo--Side interlock requirement is through a microswitch of the de--ener-

gized aileron force limiter and the de--energized contacts of the aileron engage
switch.
The Roll Channel Valid is from Gate B . The requirements of Gate B are:
1. A/P Disengage Switch not pressed.

2. DC power to the Roll Channel.
3. Roll Channel PWR supply -- 30V DC.
4. CADC Airspeed Monitor Valid.
5. ROLL ENG or ROLL CWS in detent (No roll force on Control Wheel when
engaging Aileron Switch).
Supporting System interlocks are in series through:
1. Selected vertical gyro valid and associated VG transfer relay.

2. Selected compass system valid and associated compass transfer relay.
3. “B” flight control ON position.
4. Hydraulic system select switch in “B” position.
Page: 30
22 - 11
Figure 15 Roll Engage Logic

Page: 31
22 - 11
AUTOPILOT WARNING LIGHTS
When power is first applied, a 1.5 sec., time delay prevents the SCR from be-
ing gated. Upon engagement of either the Roll or Pitch Channel the inverters
ground the series capacitors. Upon disengagement of either the roll or pitch
channel, the capacitors charge. The SCR is momentarily gated on and contin-
ues to conduct. The voltage drop across the SCR is below the trigger level of
the flasher, which switches on and causes the AUTOPILOT disengage warning
lights to flash. To reset the SCR, momentarily press one of the A/P disengage
switches on the control wheel or one of the autopilot disengage lights. Either
switch connects a ground to the anode of the SCR and turns the SCR off. The
light and flasher can be tested in the same manner.
If any SELF TEST switches on the roll or pitch computers or YD coupler are
not in the OFF position, the AUTOPILOT disengage lights are on steady.
Page: 32
22 - 11
Figure 16 Autopilot Warning Lights

Page: 33
22 - 11
FLIGHT PATH MANUAL MODES
The graphic illustrates the use of the the Roll channel, the following flight
modes of operation are shown.
1. Power On & Take off Synchronization

2. Engage Aileron Roll Attitude Hold
3. Control Wheel Steering Left Bank
4. Roll Out Wings Level and Heading Hold
5. Cruise Heading Select or Attitude Hold
Page: 34
22 - 11
Figure 17 Roll Flight Path - Manual Mode

Page: 35
22 - 11
VOR FLIGHT PATH
By performing the VOR preparatory steps listed, the A/P is then set up to
operate in one of the manual modes until the selected VOR beam is inter-
cepted and then automatically shifts over to primarily radio control.
Preceding capture, the roll channel can be operated in the Attitude Hold,
Heading Hold, Heading Select, Heading Off, or CWS mode immediately after
capture of the selected VOR beam, the A/P automatically starts turning the air-
craft to bracket the centerline. CWS can be used to assist until the turn of rate
decreases to less than 15_/min. and the courser error decreases to less than
15_ When those two conditions are attained, the on--course phase starts and
any necessary cross wind corrections are automatically introduced into the roll
channel. From this time on, the Roll channel responds primarily to VOR devi-
ations and VOR course error signals.
As the airplane nears the VOR station, erratic VOR information may be ob-
tained in the “cone of confusion“. To prevent these erratic signals from affect-
ing the autopilot, VOR ever station mode is entered, removing the VOR devi-
ation signal as an input.
If turbulent air is encountered, its adverse effects upon the airplane’s Roll atti-
tude can be minimized by operating with TURB control while in the VOR mode.
When the Pitch Mode Selector is set to the TURB position, the bank command
limits are reduced from 25 to 8 degrees.
Page: 36
22 - 11
Figure 18 VOR Flight Path

Page: 37
22 - 11
AUTO APPROACH FLIGHT PATH
Preparation
The LOC navigation system is used to steer the airplane through the Roll Con-
trol Channel. The LOC airway is determined by selecting the LOC frequency on
the VHF Navigation Receiver and by setting the course cursor to the desired
inbound ILS course.
Before LOC Beam Capture
Prior to beam capture, any of the manual modes of roll control can be used.
These include attitude hold, heading hold, heading select, or control wheel
steering. For pitch control, attitude hold, altitude select, altitude hold or control
wheel steering can be used.
After LOC Beam Capture
After beam capture, the roll channel operates in the LOC mode. However,
CWS can be used initially to augment the LOC roll control during the time that
the airplane is coming into alignment with the LOC beam. When the LOC
deviation decreases to less than 80 mv and the rate of deviation change is less
than 2.5 mv/sec, the OC Course (OC) phase commences and the cross wind
heading corrections are established. If CWS has to be used during OC, the
A/P is immediately switched out of the Auto Approach mode and into the MAN
mode.
GS Capture
The pitch control channel is armed to capture the GS beam when the mode
selector is in Auto Approach and GS deviation is greater than 25 mv. Prior to
GS capture the pitch CWS or ALT HOLD is used to control the airplane. After
capture a Pitch Down bias is used for 10 seconds. After 10 seconds the GS
control mode is entered. In this mode GS deviation and altitude rate are used
to control the aircraft decent along the glide path.
Gain programing from the Low Range Radio Altimeter for both the Pitch and
the Roll channels starts at 1500 foot above the terrain. If the LRRA is not valid
a time program is used starting at GS capture.
MAN GS is the same as AUTO APP except GS CAPT logic is initiated when
MAN GS is selected.
Page: 38
22 - 11
Figure 19 Auto Approach Flight Path

Page: 39
22 - 11
SELF TEST
General Self Test Procedure
The following steps must be followed in performing a self test of the Autopilot:
1. Disengage Yaw Damper and Autopilot.

2. Pull radio altimeters circuit breaker.
3. All systems associated with normal Yaw Damper and Autopilot operation
(CADC, hydraulics, VHF NAV, Attitude and Compass) must be operational.
4. Line voltage must be 115V AC and 28V DC.
5. Select system ”B” hydraulic control pressure with the SYSTEM SELECT
SWITCH on the Autopilot Control Panel.
6. Tune a VOR frequency (112,00 to 117.05 Mhz) on the No. 1 VOR NAV re-
ceiver.
7. Flap should be UP.
8. Test steps for any one channel must be performed in sequence starting
with the channel disengage and the self test switches in the off position.
9. Autopilot disengage warning lights will be on steady when the Roll, Pitch or
Yaw Damper SELF TEST switches are in any position other than “OFF”.
Page: 40
22 - 11
Figure 20 Autopilot Self Test

Page: 41
22 - 11
ROLL FORCE TRANSDUCER ADJUSTMENT
Basically the idea of installing the Roll Force Transduce is to insert without any
applied force. The mechanical hardware is first centered by placing shims in
the gap areas: and the coarse adjustment made so as to insert the end bolts.
A final fine adjustment is made with aid of a test box. The test box must be fab-
ricated per the Maintenance Manual. It includes excitation and meter provision
to check for null.
See Maintenance Manual for detail of installation and adjustment/test.
Page: 42
22 - 11
Figure 21 Roll Force Transducer Adjustment

Page: 43
22 - 11
STUDENT NOTES
Page: 44

B737-200 L3 ATA 22 Auto Flight (SP-77) (Full)

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AUTOFLIGHT BOEING 737 - 200

ATA 22--00 AUTOFLIGHT INTRODUCTION

YAW MOVES RUDDER

MACH MOVES ELEVATOR

MOVES AILERON AND FLIGHT

MOVES ELEVATOR AND

Figure 1 Automatic Flight Control System

Figure 2 Autopilot Operation Introduction

ATA 22--00 AUTOFLIGHT FLIGHT CONTROL & HYDRAULICS SYSTEMS

1. System ”A”, powered by two engine driven pumps

Safety of flight is assured by a redundant capability. In both systems ”A” and

Figure 1 Hydraulic Power Distribution

Figure 2 Hydraulic System “B”

1. Primary flight controls -- consisting of the ailerons, elevators and rudder.

Figure 3 Flight Controls - Primary

The secondary flight controls are installed to improve operational performance

Figure 4 Flight Controls -- Secondary

Figure 5 Lateral Control System

Figure 6 Aileron Power Control Units System Installation

Manually -- Trim wheels on control stand

Figure 7 Pitch Control System

Figure 8 Autoflight Equipment Location Tail Cone Area

Figure 9 Elevator Neutral Shift

CAUTION: WHEN THE AIRPLANE IS ON THE GROUND, THE

Figure 10 Stabilizer Trim Access Area

Figure 11 Rudder Control System

Figure 12 Rudder Control Schematic

ATA 22--11 YAW DAMPER SYSTEM

Figure 1 Yaw Damper

Figure 2 Yaw Damper System

1. Yaw damper engage switch

Figure 3 Component Location

Figure 4 Component Location - Flight Compartment

Figure 5 Yaw Damper Power Control Unit

Figure 6 A/P Warning Light

Figure 7 Yaw Damper Coupler

Figure 8 Component Location After Area

CAUTION: UPON ENTERING BITE, THE AUTOPILOT WARNING LIGHT

Figure 9 Push Button Switches

ATA 22--21 MACH TRIM SYSTEM

Figure 1 Mach Trim

Figure 2 Mach Trim System

Figure 3 Component Location

Figure 4 Tail Cone Access Panel Area

Figure 5 Mach Trim Actuator Location

Figure 6 Mach Trim Actuator

Figure 7 Mach Trim Coupler

Figure 8 Flap Position Switches

Figure 9 Mach Trim Operations

Figure 10 Elevator Correction VS Mach

Figure 11 System Block Diagram

ATA 22--11 PITCH CONTROL CHANNEL

Figure 1 Autopilot Pitch Control Channel System

Figure 2 Pitch Control Channel Signal Block Diagram

Figure 3 Component Location

Figure 4 Autopilot Control Channel

Figure 5 Approach Progress Display (APD)

Leading Particulars List of Assemblies

Dimension in inches: Nomenclature Sperry Reference Designation

*Not on units with derived rate unit.