Ata 22

Training Manual
B 737-300/400/500
ATA 22
Auto Flight
Lufthansa LAN
Technical Training For Training Purposes Only
Book No: B737 LLTT  LLTT
For training purposes and internal use only.
Copyright by Lufthansa LAN Technical Training
All rights reserved. No parts of this training
manual may be sold or reproduced in any form
without permission of:
Lufthansa LAN Technical Training

ATA 22 AUTOFLIGHT REV:OCT. 2003

For Training Purposes Only
SCL VRC/RRH 26.08.2005 Page: 1

AUTOFLIGHT B 737-300/400/500
GENERAL
22-00
22-00 DFCS GENERAL

INTRODUCTION
Overview
The Digital Flifgt Control System ( DFCS ) consists of two identical Flight Con-
trol Computer ( FCC ) , a common Mode Control Panel ( MCP ) and actuators
for input to the flight control system.
Each FCC provides the following function :
A/P pitch - and roll channel including automatic trim,
F/D pitch - and roll channel,
mach trim,
speed trim,
altitude alert.
A Yaw channel for rollout is not installed.
One Yaw Damper computer is installed to prevent aircraft dutch roll.
One Autothrottle Computer is installed to control two throttle servo motors.

AUTOFLIGHT B 737-300/400/500
GENERAL
22- 00
TAKE OFF CRUISE LANDING

Comptr.
AUTOPILOT A or B A and B FCC
FLIGHT DIRECTOR A and / or B FCC
MACH TRIM FCC
SPEED TRIM FCC

✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁
✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁
YAW DAMPER
✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁ ✁
Y/D
✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂
✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂
AUTOTHROTTLE ATS
✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂ ✂
Figure 1 DFCS Introduction

AUTOFLIGHT B 737-300/400/500
GENERAL
22- 00
DESCRIPTION
DIGITAL FLIGHT CONTROL SYSTEM
Purpose
The digital flight control system (DFCS) provides integrated controls for the au-
topilot/flight director, altitude alert, speed trim, stabilizer trim, mach trim and
autothrottle.
System Description
The Autoflight consists of a mode control panel ( MCP ), two flight control com-
puters. The FCC‘s generates flight director guidance for takeoff and autopilot
commands from shortly after takeoff through final approach to the A/P servo‘s
and Trim servo‘s.
The Autothrottle moves the Throttles via two Servo‘s. The modes are con-
trolled mainly by the FCC‘s.
The IRS provides attitude reference for the Autoflight and Autothrottle.
The FMC, DADC and VHF NAV system provides navigation input to the Auto-
flight and Autothrottle.
System Interface
The Autoflight provides interface with the EFIS symbol generator, altitude alert,
mach airspeed indicator.

AUTOFLIGHT B 737-300/400/500
GENERAL
22- 00
CAPT.‘s F/O.‘s
AUTOFLIGHT
EFIS EFIS
(FOR EADI) SYMBOL SYMBOL (FOR EADI)
GENERATOR GENERATOR
MACH MACH
(MASI SPD BUG) AIRSPEED AIRSPEED (MASI SPD BUG)
IND. IND.
ALTITUDE ALTITUDE
(LIGHTS) ALERT ALERT (LIGHTS)
(SURFACES) SERVO‘S SERVO‘S (SURFACES)

TMA
Figure 2 DFCS Overview

AUTOFLIGHT B 737-300/400/500
A/P- F/D
22- 10
two pumps. A system pressure transmitter sends the combined pressure of
HYDRAULIC SYSTEM the pumps to the B needle of the hydraulic system pressure indicator.
On hot days or when fuel temperature is known to be above 90 F, monitor the
Normal Sequence overheat indicators on the forward overhead panel while running the pumps for
A. Hydraulic System A ground maintenance and checkout procedures. Switch pumps off when over-
System A fluid quantity is displayed on indicators at the reservoir and the first heat is indicated.
officer’s panel. The reservoir is pressurized from the pneumatic manifold. Sys- In a 5- minute period, do not make more than five starts on any one pump. Al-
tem A utilizes two pumps, one is engine driven from the number 1 engine, the low at least 30 seconds between pump restarts. If more than five starts are to
other is an electric motor pump powered from the number 2 engine generator. be attempted, the pump should be run for 10 minutes after the fifth start (sub-
The fluid flow to the engine driven pump passes through a valve controlled by a ject to overheat precaution in above paragraph) or allowed to cool for 30 min-
fire switch. Pulling the fire switch will shut off the fluid flow to the pump. utes.
The engine driven hydraulic pump output pressure is controlled by the ENG
PUMP ON/OFF switch. Positioning the switch to OFF, activates the solenoid- Subsystem Sequence
held blocking valve and isolates fluid flow from the using units. The electric The using units of the hydrautic system A are the ailerons, rudder, left thrust
motor pump is controlled by the ELEC PUMP ON/OFF switch. Temperature reverser, power transfer unit, elevator and elevator feel, inboard flight spoilers,
sensors are located in the electric motor pump housing and the case drain line. alternate brakes, ground spoilers, autopilot A, landing gear transfer unit, land-
If the fluid becomes overheated, the OVERHEAT light will illuminate. ing gear and nose wheel steering.
Hydraulic fluid is used for cooling and lubrication of the pumps and passes The using units of hydraulic system B are the ailerons, rudder, right thrust re-
through a heat exchanger before returning to the reservoir. The heat exchang- verser, leading edge flaps and slats, autoslats, elevator and elevator feel, out-
ers are located in both number 1 and number 2 fuel tank. board flight spoilers, normal brakes, autopilot B, trailing edge flaps and alter-
Pressure switches, located in the engine driven and electric motor pump output nate source to the landing gear transfer unit.
lines, send signals to illuminate the appropriate LOW PRESSURE light if pump Switches on the flight control panel control electrically operated valves for inter-
output pressure is below acceptable limits. Check valves isolate the two face between the hydraulic systems and flight control/spoiler systems. A sepa-
pumps. A system pressure transmitter sends the combined pressure of the rate switch is used for flight control systems A and B and also flight spoiler sys-
pumps to the A needle of the hydrautic system pressure indicator. tems A and B. Low pressure annunciator alerts the pitots of flight control low
B. Hydrautic System B hydraulic pressure.
System B fluid quantity is displayed on indicators at the reservoir and the first CAUTION:
officer’ s panel. The reservoir is pressurized by the pneumatic manifold. Sys- DO NOT OPERATE ANY PUMPS MORE THAN 2 MINUTES UNLESS THE NO. 1
tem B utilizes two pumps, one is engine driven from the number 2 engine, the AND/ OR NO. 2 FUEL TANK CONTAINS AT LEAST 250 GALLONS
other is an electric motor pump powered from the number 1 engine generator. (Appr.1675 pounds or 760 kilograms) OF FUEL.
The fluid flow to the engine driven pump passes through a valve controlled by a IF PUMPS ARE OPERATED 2 MINUTES WITHOUT FUEL IN TANK,
fire switch. Pullting the fire switch will shut off the fluid flow to the pump. ALLOW RESERVOIR TO RETURN TO AMBIENT TEMPERATURE BEFORE RE-
Hydraulic fluid is also used for cooling and lubrication of the pumps and passes SUMING TEST.
through a heat exchanger before returning to the reservoir. The heat ex- WARNING:
changer is located in the number 2 main fuel tank. CHECK THAT PERSONNEL AND OBSTRUCTIONS ARE CLEAR OF ALL FLIGHT
Pressure transmitters, located in the engine driven and electric motor pump CONTROL SURFACES BEFORE TURNING HYDRAULIC POWER ON. ISOLATE
output lines, send signals to iltuminate the appropriate LOW PRESSURE light OR TAG SYSTEMS NOT BEING TESTED TO PREVENT INJURY TO PERSONNEL
if pump output pressure is below acceptable limits. Check valves isolate the OR DAMAGE TO AIRPLANE.

AUTOFLIGHT B 737-300/400/500
A/P- F/D
22- 10
AUTOPILOT - A AUTOPILOT - A
ELEVATOR & AILERON ELEVATOR & AILERON

PCU A PCU B
RUDDER
YAW DAMPER
Figure 3 Hydraulic System - Overview

AUTOFLIGHT B 737-300/400/500
A/P- F/D
22- 10
AC - DC POWER
Power source features
DFCS power is derived from two ac and three dc power buses utilizing twenty − C849 STAB TRIM SERVO (P18- 1) provides 3- phase, 15 volts ac from
circuit breakers. electronic bus 1 to the stabilizer trim servo.
The buses involved are: − CB - C723 AIL FORCE LIMITER (P18- 1) provides 15 volts ac from
number 1 and 2, 115 volt ac elx- and electronic
bus 1 to the AFC Acc. unit for the aileron force limiter, when it is
number 1 and 2, 28 volt dc elex- buses and
installed.
28 volt dc switched hot battery bus.
− CB - C 235 YAW DAMPER ( P18- 1) provides 115 volts ac from elec-
When either FCC A or FCC B issues G/S engaged signal, a signal is sent to tronic bus 1 to the Yaw damper system.
the AFC accessory unit ( or IFSAU ).
− CB - C 720 AUTOTHROTTLE - AC provides 115 volts ac from electronic
Any of this signals is used to energize a relay, removing the ground from TR- 3
bus 1 to the autothrottle system.
disconnect relay. With the ground removed, the relay opens which will provide
isolated power supplies during either F/D approach or A/P approach. − CB - C 23 YAW DAMPER ( P18- 1) provides 28 volts dc from electronic
bus 1 to the Yaw damper system.
During dual channel operation, it is required that each FCC is on an isolated
power source. − CB - C 721 AUTOTHROTTLE - DC provides 28 volts dc from electronic
bus 1 to the autothrottle system.
Normal condition is:
– FCC A on generator bus 1 and The other C/B‘s are discribed on pages DC POWER DISTRIBUTION and
– FCC B on generator bus 2. FCC SYNCHRO POWER.
The normal side coils of the transfer relays are monitored by the FCC‘s to in-
sure isolated power sources.
If one of the generator buses fails, the transfer relay is switched to the other
generator bus by the generator control unit (GCU), removing the normal coil
voltage and applying alternate coil voltage.
Loss of the power transfer discrete due to the loss of the normal coil voltage to
the FCC inhibits dual channel operation.
An ac power transfer disengages both autopilot channels.
The second channel is locked out if two isolated power sources are not avail-
able.
In order to re- enable dual channel functions, the two transfer buses must be
powered from isolated sources.
This can be accomplished by returning the failed generator to service or by
putting the APU on line.

AUTOFLIGHT B 737-300/400/500
A/P- F/D
22- 10
STABILIZER TRIM
SERVO
F/O FMS
WARN
ANN MCP
AND
(+= or function) FCC B
/ - 400
Figure 4 AC- DC Power Source

AUTOFLIGHT B 737-300/400/500
A/P- F/D
22- 10
DC POWER DISTRIBUTION
28 Volt DC Electronic Bus 1
− CB - C1045 A FCC DC (P18- 1) provides 28 volts dc from elex bus 1 to
the A FCC.
− CB - C457 MACH TRIM DC (P18- 1) provides 28 volts dc from elex
bus 1 to the A FCC for the Mach Trim Actuator Brake.
− CB - C1048 ENG INTLK A (P18−1) provides 28 volts dc from elex bus 1
to the engage interlock circuits for the A FCC.
− CB - C1044 A MCP DC (P18- 1) provides 28 volts dc from elex bus 1 to
the MCP.
28 Volt DC Electronic Bus 2

− CB - C1046 B FCC (P6- 2) provides 28 volts dc from elex bus 2 to the B
FCC.
− CB - C1064 MACH TRIM DC (P6- 2) provides 28 volts dc from elex
bus 2 to the B FCC for the Mach Trim Actuator Brake.
− CB - C716 ENG INTLK B (P6- 2) provides 28 volts dc from elex bus 2 to
the engage interlock circuits for the B FCC.
− CB - C1047 B MCP DC (P6- 2) provides 28 volts dc from elex bus 2 to
the MCP.
28 Volt DC Switched Hot Battery Bus

− CB - C1049 A/P WARN LT- A (P18−1) provides 28 volts dc from the
switched hot battery bus to the A DFCS warning circuits in the MCP and
the captain’s FMA as well as the A FCC for RAM memory.
− CB - C374 A/P WARN LT- B (P6- 2) provides 28 volts dc from switched

hot battery bus to the B DFCS warning circuits in the first officer’s FMA
as well as the B FCC for RAM memory.

AUTOFLIGHT B 737-300/400/500
A/P- F/D
22- 10
M 923 FCC B
28 VDC
28 VDC B ELEX 2
C 1046
FCC B DC
28 VDC
28 VDC M/T ELEX 2
C 1064
FCC B MACH TRIM
28 VDC
ENG INTLK B ELEX 2
C 716
FFC B ENGA INTLK
BAT BUS B
28 VDC
28 VDC SWITCHED
C 374 HOT BAT BUS
N 170 CPT. FMS WARN ANN. N 171 F/O FMS WARN
WARN ANN. LIGHT B
A A
B
B
A/P ENGA
INTLK B
K6 MACH
TRIM B XFR
1
M 1194 AFC ACC.
UNIT
1 28 VDC
SWITCHED
HOT BAT BUS
C 1047
MCP CRS 2 DC
The AFC Accessory Unit and Flight Instrument Accessory Unit

1 are combined in 737- 400,/- 500 and some 737- 300 airplanes.
This unit is new titled: Integrated Flight Systems Accessory Unit P 6- 2
( IFSAU ).
Figure 5 DC Pwr distribution

AUTOFLIGHT B 737-300/400/500
GENERAL
22- 00
DFCS GENERAL FUNCTION

The DFCS system is comprised of two flight control computers (FCC), a mode
control panel (MCP), and four A/P actuators.
The FCC receives inputs from various airplane sensors.
The MCP provides the control for the F/D, A/P, and the A/T.
The FCC provides A/P output command for
mach trim,
elevators,
ailerons, and
stabilizer.
The FCC provides mode annunciation and F/D commands to the EFIS symbol
generator for display on the EADI.
The mach trim command passes through the AFC accessory unit prior to being
applied to the mach trim actuator.
The AFC accessory unit switches mach trim command to the opposite FCC on
each landing.
This action eliminates an inoperative unit going undetected.
If the mach trim fails inflight, switching to the valid unit is automatic.
The aileron or (elevator) command is applied to the A/P actuator.
The output of the A/P actuator drives both the power control units which in turn
positions the surface.
During cruise operations only one FCC is used.
Both FCCs are used on autoland and the smaller signal is used by the sur-
faces.
The stabilizer trim commands are paralleled from both FCCs.
The yaw damper and autothrottle system are shown for reference only.
Since they are on the 737−airplane seperate and independece systems, they
will be discussed later in this training manual.

AUTOFLIGHT B 737-300/400/500
GENERAL
22- 00
1 The AFC Accessory Unit and Flight Instrument Accessory Unit 1

are combined in 737- 400,/- 500 and some 737- 300 airplanes.
This unit is new titled: Integrated Flight Systems Accessory Unit
( IFSAU ).
Figure 6 General Function

AUTOFLIGHT B 737-300/400/500
GENERAL
22- 00
DFCS - COMPONENTS, GENERAL COMPONENTS, COCKPIT

FLIGHT COMPARTMENT
A. DFCS Mode Control Panel (MCP)
The DFCS mode control panel (MCP) is located on the glareshield (P7).
B. FMS Warn Annunciator
A FMS Warn Annunciator is located in each pilot’s panel (P1 and P3).
MACH TRIM C. Electronic Attitude Director Indicator (EADI)
SERVO
SENSORS An EADI is located on each pilot’s panel (P1 and P3).
The Flight Mode Annunciator (FMA) function is contained on the EADI.
D. DFCS Control Switches
The takeoff go- around switches and autothrottle disconnect switches are
located on the thrust levers.
An autopilot disconnect switch is located on the outboard side of each
pilot’s control wheel.
E. DFCS Caution Annunciators
Three caution annunciators are located on the flight control module on
Y/D COMPUTER
the overhead panel. These annunciators are SPEED TRIM fail, MACH
ATS COMPUTER
ATS SERVOS
TRIM fail and YAW DAMPER fail.
A single STAB OUT OF TRIM annunciator is located on the center
instrument panel.

AUTOFLIGHT B 737-300/400/500
GENERAL
22- 00
FMS WARN ANNUNC. THRUST MODE ANNUNCIATOR DFCS MODE CONTROL PANEL EADI
− is provided for each − shows the active N1 limit, This panel provides the primary interface bet- Will show in the upper row the
pilot to indicate fail / controlled from FMC . ween the pilots and the DCFS. modes from :
warn status of the − shows the A/T LIM flag, − A/P - F/D - Systems
A/P, ATS and FMC. controlled by ATS. − A/T Systems
Y/D POSITION INDICATOR
− Status diplays
Only YID part of rudder
STAB. OUT OF TRIM movement. In the center of the display the F/D Pitch and
− warning light will Roll bar is displayed.
activate during During FCC failures the F/D flag is visible.
auto trim failures.
ALTITUDE ALERT
WARN. LIGHT
AIRSPEED INDICATOR
displays:
− actual IAS
− MCP selected or FMC
calculated Speed.
− INOP flag during N 1 INDICATOR
idicator faults. − Engine actual N1 Pointer
− manual control of − N1 Limit bug , controlled by
speed bug. the FMC, if failed a flag is
visible in the lower display.
FMC CONTROL & DISPLAY UNIT A/P DISCONNECT SWITCH

− primary interface between FMC 1st PUSH: - A/P will disconnect, warning
and pilots or maintenance. light on and aural tone.

−the A/P- F/D can use all vertical 2nd PUSH: -Warning light and aural will ex-
and horizontal inserted flight path. tinguish.
A/P STAB TRIM
− entrance to the A/P- F/D BITE. CUTOUT SWITCH
A/P will disconnect.
ATS DISCONNECT
SWITCH
1st PUSH: - ATS will disconnect, warning TO/GA SWITCHES
light on and arm light off. − activates the F/D and ATS takeoff mode
2nd PUSH: -Warning light will extinguish. or the A/P- F/D and ATS go- around mode
Figure 7 Cockpit Components

AUTOFLIGHT B 737-300/400/500
GENERAL
22- 00
COMPONENTS - DESCRIPTION
DFCS MODE CONTROL PANEL
1. Purpose Controls and Displays
The DFCS mode control panel (MCP) provides the primary interface between Knobs are used for selection of IAS/MACH, altitude, heading and courses.
the pilots and the DFCS. The knobs are connected to encoders or synchros which are used for the out-
The MCP contains the engagement control, mode selection control and control put signal and to drive the displays.
parameter selection associated with the altitude alert, A/P- F/D, autothrottle
V/S selection is accomplished by a wheel rather than a knob.
and to a limited extent the FMCS.
LCD’s are used in conjunction with each control, set by the FCC’s.
2. Location The LCD’s are tested using the MASTER TEST/DIM switch on the center
The DFCS mode control panel (MCP) is located on the glareshield (P7). instrucent panel (P2).
3. Features
Engagement Control
The engagement control consists of two A/P engage levers or engage switches
with an CWS and CMD position, an A/T arming switch and two F/D ON/OFF
switches.
To disengage the A/P or prevent engagement: push down the disengage bar,
exposes yellow background. Lift up enables engagement.
DFCS Mode Selection Switches
Mode selection is made with momentary switches.
The mode switches are illuminated when the mode is ON, and pressing the
switch again deselects the mode.
When on the selected altitude and in altitude hold, the ALT HOLD Light is off,
indicating that ALT HOLD cannot be deselected by using the ALT HOLD PB
switch.
A similar situation exists after LOC and GS capture: The APP PB Light is off
indicating that the APP PB cannot be used to deselect the approach mode.
The mode select switches are tested during BITE.
A/T Mode Selection Switches
Mode selection for the A/T is made by two switches; however, as long as the
FMC and the Autopilot is opertive, mode selection is accomplished automati-
cally by the DFCS system.

AUTOFLIGHT B 737-300/400/500
GENERAL
22- 00
COMMAND AFDS MODE COMMAND

INDICATOR SELECT PUSH BUTTON INDICATOR
DISPLAYS DISPLAYS
SELECT
KNOB
A/T ARM
SWITCH
F/D
F/D
ON/OFF A/P ENGAGE
SELECT ON/OFF
AFDS MODE SELECT KNOB
WHEEL LEVERS
SELECT PUSH BUT- AFDS MODE
TONS SELECT PUSH BUT-
TONS SELECT KNOB
SELECT KNOB SELECT KNOB
MODE CONTROL PANEL WITH ENGAGE- LEVERS A/P ENGAGE PUSHBUTTONS

MODE CONTROL PANEL WITH

ENGAGE- PUSHBUTTONS
A/P DISENGAGE BAR
Figure 8 DFCS Mode Control Panel

Page: 17
AUTOFLIGHT B 737-300/400/500
GENERAL
22- 00
FMS Warning Annunciator
Purpose Features
An FMS warn annunciator is provided for each pilot to indicate fail/warn status The FMS warn annunciator is comprised of three warning light assemblies with
of the autopitot, autothrottle and flight management computer. press- to- reset features and a test switch.
Location
The captain‘s annunciator is Located in the upper right corner of the P- 1 panel
and the first officer‘s annunciator is located in the upper left corner of the P- 3
panel.
N 170 CAPT. ANNUNC.

N 171 F/O. ANNUNC.
FMC ALERT LIGHT

CONTROLLED BY FMS SYSTEM (CHAPTER 34- 60)
AUTOTHROTTLE DISENGAGE LIGHT

CONTROLLED BY ATS SYSTEM (CHAPTER 22- 30)
AUTOPILOT DISENGAGE LIGHT

CONTROLLED BY A/P SYSTEM (CHAPTER 22- 10)

AUTOFLIGHT B 737-300/400/500
GENERAL
22- 00
Electronic ADI Features
Flight director commands are displayed on the EADI.
Purpose
The pitch command bar moves up or down for pitch commands.
The EADI provides attitude information, flight director (F/D) commands and the The roll command bar moves to the left or right for roll commands.
flight mode annunciation function. When the pitch and roll commands are properly obeyed, the command bars will
be centered.
Location
The F/D flag is in view if the F/D is invalid.
An EADI is located on each of the pilot’s instrument panels (P1 and P3) The autopitot / flight director modes and status are annunciated across the top
of the EADI. This area is referred to as the flight mode annunciator (FMA).
Any mode change will bring a green box around display ( see HDG SEL ).
F/D
F/D FLAG
ELECTRONIC
HORIZONTAL
SITUATION
INDICATOR (EHSI)

AUTOFLIGHT B 737-300/400/500
GENERAL
22- 00
Electronic HSI
Purpose
The electronic horizontal situation indicator (EHSI) provides navigation informa-
tion supplied by the inertial reference unit (IRU), flight management computer
(FMC), VHF navigation receiver and the flight control computers (FCC’s).
Location
An EHSI is located on each pilots instrument panels (P1 and P3).
Features
The display shown is one of several available.
The information controlled by the FCC’s are the selected heading and selected
course.
The course information comes normally from the FCC only, but when the FCC
fails, this signal can be delivered directly from the mode control panel.
ELECTRONIC HORIZONTAL SITUATION INDICATOR (EHSI)

AUTOFLIGHT B 737-300/400/500
GENERAL
22- 00
A/P SWITCHES
A/P disengage switches A/P- F/D takeoff- go- around switches
Purpose Purpose
The autopilot disengage switch is used to disengage the autopitot. The takeoff go- around (TO/GA) switch provides the means to select the takeoff
Pressing either disconnect switch returns either or both A/P engage switches to and go- around modes for both the A/P and the A/T.
OFF. Location
If the A/P WARN annunciator is illuminated, pressing either A/P disengage
The TO/GA switches are installed on the aft edge of each thrust lever.
switch extinguishes the annunciator.
Features
Location
The TO/GA switches are positioned to operate with a finger tip, while holding
The A/P disconnect switches are located in the outboard horn of each control
the throttle lever handles.
wheel.
Pressing either switch, initiates takeoff or go- around for both the autothrottle
Features and the A/P- F/D, assuming the appropriate mode interlock requirements are
The A/P disconnect switches are internal to the control wheel yokes, two satisfied.
switches are in each assembty.
Pressing either A/P disengage switch disconnects either autopilot.
Pressing the switch also extinguishes the red A/P warn lights and silences the
warning horn.
A/P INSTINCTIVE T/O- G/A SWITCHES

DISCONNECT
SWITCH

AUTOFLIGHT B 737-300/400/500
GENERAL
22- 00
DFCS Caution Annunciators
The DFCS caution annunciators provides a warning for a failure of one of the
subsystems in the DFCS. The warning annunciators are amber warning lights.
SPEED TRIM FAIL

The annunciator is located on the flight control module on the overhead
panel (P5).
The SPEED TRIM FAIL annunciator is illuminated if both SPEED TRIM sys-
tems fail. If a single system fails, an automatic transfer is made to the se-
cond system; therefore, the annunciator does not illuminate for a single
failure.
MACH TRIM FAIL
The annunciator is located on the flight control module on the overhead
panel (P5).
The MACH TRIM FAIL annunciator is illuminated if both MACH TRIM sys-
tems fail. If a single system fails, an automatic transfer is made to the se-
cond system; therefore, the annunciator does not illuminate for a single
failure.
STAB OUT of TRIM
The annunciator is located on the center instrument panel (P2).
The STABILIZER OUT OF TRIM annunciator illuminates to indicate the sta-
bilizer has been out of trim for more than ten seconds. This annunciator is
active only if an autopilot is in CWS or CMD.
YAW DAMPER WARNING LIGHT
The light is located on the flight control module on the overhead panel (P5).
The warning light will indicate that the Y/D is momentarily not engaged.
YAW DAMPER RUDDER POSITION INDICATOR

The YAW DAMPER POSITION INDICATOR is installed on the center (P2)
instrument panel.
The indicator displays rudder movement induced by Yaw Damper coupler
commands only.

AUTOFLIGHT B 737-300/400/500
GENERAL
22- 00
YAW DAMPER
YAW
DAMPER A
ON
OFF
YAW DAMPER
YAW DAMPER POSITION

INDICATOR ( P2 )
Figure 9 DFCS Caution Annunciators

AUTOFLIGHT B 737-300/400/500
GENERAL
22- 00
Flight Control Computer AFC Accessory Unit
Purpose 1. Purpose
The purpose of the flight control computer (FCC) is to accept input mode and The purpose of the AFC accessory unit is to provide an interface between the
sensor signals, process them, and provide command outputs to the aileron, DFCS and the airpLane. It contains devices necessary to perform this func-
elevator, and stabilizer control surfaces. tion.
The two FCC’s are identical and interchangeable.
2. Location
Location The AFC accessory unit is Located on the E1- 3 shelf in the E & E compart-
The two FCC’s are located on the E1- 3 shelf in the E & E compartment. ment.
Warning/Caution 3. Features
The unit contains static sensitive devices, and precautions must be used when The AFC accessory unit uses a single camloc- type hold down handle. There is
handling the unit. one dual connector on the rear for interface requirements.
Failure to observe electrostatic discharge precautionary procedures when han- Integrated & Flight System Accessory Unit ( IFSAU)
dling the FCC may result in degradation or failure of the FCC.
The AFC Accessory Unit and the Flight Instrument Unit are combined together
The unit contains high voltage devices. to one box, named Instrument & Flight System Accessory Unit ( IFSAU).
The unit cover should not be removed except in the overhaul shop. This Unit is installed in all 737- 400/500 and also in some 737- 300 airplanes.
The purpose is still the same as in the old one.

AUTOFLIGHT B 737-300/400/500
GENERAL
22- 00
OR IFSAU
Figure 10 Flight Control Computer

AUTOFLIGHT B 737-300/400/500
GENERAL
22- 00
AUTOTHROTTLE COMPUTER YAW DAMPER COUPLER
The Smith autothrottle computer performs the necessary computations for au- The Honeywell Yaw Damper Coupler provides rudder deflection commands to
tomatic control of engine thrust and provides throttle positioning commands to compensate for movement about the yaw axis.
the servos. The coupler is located on the E1- 3 Rack and is a static sensitive device.
The autothrottle computer is located on the E1- 3 Rack and is a static sensitive The coupler has a BITE feature on the front panel.
device.
The alpha numeric test readout on the front panel is intend for use during BITE
for some special failure readouts, but mainly for the workshop people.
HONEYWELL
—– DISPLAY —–
ON
OFF
YES NO
UCN XXXXXXXXX
MFR XXXXX
MENU
BITE INSTRUCTIONS
ON/OFF: START OR STOP BITE
MENU : TO DISPLAY MENU
YES/NO: IN RESPONSE TO ?
OR : TO SCROLL THROUGH
MENU OR RESULTS
MOD
YAW YAW DAMPER COUPLER

BOEING PN XX−XXXXX−X
AUTOTHROTTLE MFR PN XXXXXXX−XXX

MFR CAGE CODE XXXXX
DAMPER SERIAL NO. XXXXXXXX
COMPUTER
COUPLER

AUTOFLIGHT B 737-300/400/500
GENERAL
22- 00
Not installed when IFSAU ( M1474) 1 The AFC Accessory Unit and Flight Instrument Accessory Unit
2 is installed ( see flag note 1). are combined in 737- 400,/- 500 and some 737- 300 airplanes.
This unit is new titled: Integrated Flight Systems Accessory Unit
( IFSAU ) and installed in this position.
Figure 11 E1 Radio Rack

AUTOFLIGHT B 737-300/400/500
GENERAL
22- 00
SERVOS AND ACTUATORS
1. A/P Aileron Actuators
The autopilot actuators are located on a support bracket mounted on the
left forward wall of the main gear wheel well.
2. A/P Elevator Actuators
A/P elevator actuator are mounted left side of the forward bulkhead of
the tail cone.
3. Rudder Power Unit
Located in the vertical fin. This power unit is also used via transfer Valve
from the yaw damper system.
4. A/P Stabilizer Trim Servo
The A/P stabilizer trim servomotor is located on the stabilizer jackscrew
and gearbox assembly just aft of the pressure bulkhead.
5. Mach Trim Actuator
The actuator is mounted atop of the elevator feel & centering unit in the
tail cone section.
6. Angle of Air Flow Sensors
Angle of air flow sensors are located on each side of the airplane on out-
side of the flight crew compartment.
7. Autothrottle Servos
Under the cabin floor and between both radio racks located. One servo
for each engine.

AUTOFLIGHT B 737-300/400/500
GENERAL
22- 00
1 2 A/P PITCH ACTUATOR 2 3
7 4
STABILIZER
JACKSCREW
MAIN ELECTRIC
TRIM SERVO
AUTOPILOT TRIM
SERVO
MANUAL TRIM
DRIVE CABLE
DRUM
ANGLE OF ATTACK 5
SENSORS 6
BOTH SIDES OF FUSELAGE
Figure 12 Actuators and Servos

AUTOFLIGHT B 737-300/400/500
GENERAL
22- 00
DFCS Sensors 9 AILERON POSITION SENSORS
1 PITCH AND ROLL CWS FORCE TRANSDUCER Measures the position of the lower torque tube ( wheel well). Signal is
used for FCC synchronisation and monitoring.
2 pitch and 1 roll xdcr are installed below the control wheels.
They are used for A/P control wheel steering ( CWS). 2 transducer are
installed in each housing, one for A/P A and one for A/P B.
2 AILERON FORCE LIMITER
Limits the aileron handwheel deflection when A/P is engaged. The limiter
is installed below pilots control column. All 737- 400 /- 500 and the newer
- 300 limits the handwheel deflection electronically in the FCC.
3 POWER LEVER ANGLE SYNCHRO ( PLA)
Feedback of throttle movements to the autothrottle computer
4 SPOILER POSITION SENSOR ( SP2 & 7)
Signal is used to reduce the aileron deflection when flaps > 27 .
5 STABILIZER POSITION SENSOR SYNCHRO
FCC B sensor is shown, the FCC A sensor is located on opposite side.

Signal is used for speed trim system and auto trim system.
6 NEUTRAL SHIFT SENSOR
Measures the shift between feel & centering unit and stabilizer, to control
the elevator during A/P engaged.
7 ELEVATOR POSITION SENSOR
Measures the position of the lower torque tube. Signal is used for FCC
synchronisation, monitoring and automatic trim.
8 FLAP POSITION TRANSMITTER
Located in each wing. Left wing transmitter is used from FCC A and
autothrottle, right wing transmitter from FCC B.

AUTOFLIGHT B 737-300/400/500
GENERAL
22- 00
1 9 8
FLAP POSITION SENSOR
7
PITCH/ROLL CWS FORCE XDCR AILERON POSITION SENSOR
ELEVATOR POSITION SENSOR

ONLY SOME OLD −300 AIRCRAFT
2
AILERON FORCE LIMITER

NEUTRAL SHIFT SENSOR
3 4 5
POWER LEVER ANGLE SENSOR SPOILER POSITION SENSOR STABILIZER POSITION SENSOR
Figure 13 DFCS Sensors

AUTOFLIGHT B 737-300/400/500
A/P- F/D
22- 10
22- 10 A/P - F/D

GENERAL OVERVIEW
The FCC system consists of following main components:
− 2 FCC
− 1 MCP
− 2 A/P Elevator Actuator
− 2 A/P Aileron Actuator
− 1 A/P Accessory Unit ( or IFSAU)
− 1 Stabilizer Trim Motor
− 1 Mach Trim Motor
− 1 Aileron Force Limiter
( not installed in - 400/- 500 and - 300 PQ074 and on)
− 1 Roll CWS Sensor
− 2 Pitch CWS Sensor
− Warning / Caution Lights
The FCC system generates the following main functions:

Flight director informations and commands to the EADI‘s. (FCC A to capt.
EADI and FCC B to F/O EADI).
Autopilot commands from A/P A ( FCC A) or from A/P B ( FCC B).
During land and go- around are A/P A and - B active.
Stabilizer trim commands only with A/P A or B engaged.
Speed trim commands only with A/P A or B OFF, generated from FCC A or
FCC B.
Mach trim commands from FCC A or FCC B, switched by A/P Acc. unit.
Controlling the warning and caution lights by system failures.
Controlling the mode annunciation in the EADI for A/P- F/D, A/T and also
some FMS modes.

AUTOFLIGHT B 737-300/400/500
A/P- F/D
22- 10
AUTOPILOT WARNING RED AND AMBER
STATUS
PITCH
BAR
MCP 2 BUS
BUS SEL
SOL HLD ROLL
CWS/CMD BAR
ALTERNATE PSC, PSH
LEGENDE:
FCC B
FCC B
Figure 14 DFCS General Overview

AUTOFLIGHT B 737-300/400/500
A/P- F/D
22- 10
SYNCHRO EXCITATION POWER

115 Volt AC Elex Bus 1
− CB - C456 MACH TRIM AC (Pl8- 1) provides 15 volts ac from elex
bus 1 to the A FCC for mach trim.
− CB - C1041 SNSR EXC A (P18- 1) provides 15 volts ac from elex bus 1
to the AFC Acc. unit.
An autotransformer in the AFC Acc. unit provides 26 volts ac to the A FCC and
some of the sensors for the A channel.
115 Volt AC Elex Bus 2
− CB - C1042 SNSR EXC B (P6- 2) provides 15 volts ac from elex bus 2
to the AFC Acc. unit.
An autotransformer in the AFC Acc. unit provides 26 volts ac to the B FCC and
some of the sensors for the B channel.
− CB - C1037 MACH TRIM AC (P6- 2) provides 15 volts ac from elex
bus 2 to the B FCC for mach trim.
14 Volt 1800 Hz FCC Synchro power

This Voltage will be transformed out of the DC supply to make sure that no in-
terference or electrical disturbence is on the synchro voltage.
The other sensors will receive the 26VAC 400Hz power out of the Acc. unit.
This power is supplied for reference also to the FCC‘s.

AUTOFLIGHT B 737-300/400/500
A/P- F/D
22- 10
28 VDC 14V 1800 Hz

ELEX 1
C 1045 DC- AC INVERTER
FCC A DC
FROM DC PWR
TRANSFORMED
26V 400 Hz
The AFC Accessory Unit and Flight Instru-

ment Accessory Unit are cobined in
737- 400,/- 500 and some 737- 300 aplanes.
This unit is new titled: Integrated Flight
Systems Accessory Unit ( IFSAU ).
M 937
AILERON POS.
SENSOR
M 943 M 1024
26 VAC REF FROM DC PWR
TRANSFORMED
AILERON A/P A AILERON A/P B
ACTUATOR LVDT ACTUATOR LVDT
28 VDC
ELEX 2
DC- AC INVERTER
C 1046
FCC B DC
Figure 15 FCC Synchro Excitation Power

AUTOFLIGHT B 737-300/400/500
A/P- F/D
22- 10
FCC SIGNAL INTERFACE


AUTOFLIGHT B 737-300/400/500
A/P- F/D
22- 10
ACMS
Figure 16 FCC Interface ( Fig. A)

AUTOFLIGHT B 737-300/400/500
A/P- F/D
22- 10
IRU- EFIS INTERFACE

Normal IRU data supply
Flight Director
The IRU data are received from the onside IRU:
F/D 1 receives IRU #1 data
F/D 2 receives IRU #2 data
Autopilot
Each autopilot receives the data from both IRU‘s:
A/P 1 receives IRU #1 data excluding the roll rate and roll attitude.
These data are from the offside IRU #2.
IRU # 1 fails
Flight Director
F/D 1 will remove the F/D bars out of view.
Autopilot
A/P 1 or 2 will disconnect, because both A/P use both IRU‘s.
IRU transfer to ” both on 2 ”

Flight Director
F/D 1 can work again. ( not true during TO- GA or G/S mode)
Autopilot
Both A/P‘s can be engaged separately ( only single , not in dual).
EFIS transfer to ” both on 2 ”

Autopilot / Flight Director
By EFIS transfer no IRU #1 data is anymore displayed (EFIS is in the so
called COPY- MODE). So internally, the FCC A switches to IRU #2 data.

AUTOFLIGHT B 737-300/400/500
A/P- F/D
22- 10
and then :
- A/PA & B DISC. - ONLY A/P A DISC.

- BOTH F/D A BARS BOV - BOTH F/D A BARS BOV
Figure 17 IRS- EFISTRANSFER

AUTOFLIGHT B 737- 300/400/500
A/P- F/D
22- 10
IRU- EFIS INTERFACE; DETAILED

Normal IRU data supply NOTE:
Flight Director 1 or 2 or 3 = A/P DISC means : one of three transfer lines are true so the
The IRU data are received from the onside IRU: A/P will disconnect.
F/D 1 receives IRU #1 data 1 or 2 = F/D ROLL BOV means : one of both transfer lines are true so
F/D 2 receives IRU #2 data the F/D roll bar will bias out of view.
Autopilot 2 = F/D PITCH BOV means: when transfer line1 is true so the F/D
Each autopilot receives the data from both IRU‘s: pitch bar will bias out of view.
These data are from the offside IRU #1. and then :
IRU # 1 fails
Flight Director
F/D 1 will remove the F/D bars out of view.
Autopilot
A/P 1 or 2 will disconnect, because both A/P use both IRU‘s.
IRU transfer to ” both on 2 ”

Flight Director
F/D 1 can work again. ( not true during TO- GA or G/S mode)
Autopilot
Both A/P‘s can be engaged separately ( only single , not in dual).
EFIS transfer to ” both on 2 ”

Autopilot / Flight Director
By EFIS transfer no IRU #1 data is anymore displayed (EFIS is in the so
called COPY- MODE). So internally, the FCC A switches to IRU #2 data.
- A/PA & B DISC. - ONLY A/P A DISC.
- BOTH F/D A BARS BOV - BOTH F/D A BARS BOV

AUTOFLIGHT B 737-300/400/500
A/P- F/D
22- 10
F/D BARS B
FCC B
TO
R/H
SG
TO
L/H
SG
F/D BARS A
FCC A
RIGHT EFIS SG
Figure 18 IRU / EFIS Interface

AUTOFLIGHT B 737-300/400/500
A/P- F/D
22- 10
ENGAGE INTERLOCK: OPERATION

ENGAGE INTERLOCK: GENERAL
The DFCS engage interlock information is obtained from many interfacing sys-
The autopilot is engaged by raising one of the A/P engage switches to CWS or tems and switching signals.
CMD. This schematic shows the engage interface with the following units:
The switch is locked in the OFF position if certain conditions are not satisfied. Auto Speed Brake Module
When all conditions are met, the solenoid is energized to release the switch. The auto speed brake module is used to sense a main wheel spin of greater
The A/P engage switch is latched in CWS or CMD if hold interlocks are main- than 60 knots.
tained and a disengage discrete is not present. A/P Disengage Switches
The A/P disengage switches are in series. Pressing either switch disengages
the A/P.
Air Ground Relay
The air ground relay is used to sense the on ground condition (SQUAT). A
closed switch indicates on ground.
AIL/ELEV Detent Hydraulic Pressure Switch

With autopilot disengaged, the switch must not sense hydraulic pressure. After
engage and actuator is synchronized to its surface position, the autopilot opens
the detent solenoid.
Within 3.5 seconds, the switch must sense hydraulic pressure in order to keep
the autopilot engaged.
Stabilizer Trim Cut Out Switch
The Stabilizer Trim Cut Out Switch on the pedestal must be in the NORMAL
- position in order to enable the autopilot to trim the stabilizer.
Manual Electric Trim Switch
Manual Electric Trim will disengage the autopilot.
EFIS Transfer
An EFIS- Transfer will disengage the autopilot.
A reengage is possible, but there are limitations for approach.
ATT Transfer
An ATT- Transfer will disengage the autopilot.
A reengage is possible, but there are limitations for approach.

AUTOFLIGHT B 737-300/400/500
A/P- F/D
22- 10
ENGA NORM
ELEX DC INTLK A D2568B D2568B
WHEEL SPIN NORM NORM
BUS 1 56 55
>60 KNOTS
C1048
WHEEL SPIN
P18−1 CB PANEL >60 KNOTS
S232 FO A/P S231 CAPT A/P
DISENGAGE DISENGAGE
M980 SPEEDBRAKE
SWITCH SWITCH
MODULE (E3−2)
LCL ATT NORM XFR
A/P DISCONNECT (SEE TYPICAL XFR)
A/P WARNING
D2209 LIGHT RESET
D2796 D2796
A107
B107 GND FGN ATT NORM XFR
(SEE TYPICAL XFR)
SHT 2 SQUAT
A121 R275 AIR/GND P BOTH BOTH BOTH
RELAY (E11) D1863 D1863 ON 2 ON 2 ON 1
M1194 AFC ACCESSORY 2 1 LCL AIL DETENT
UNIT OR M1474 INTEG PRESSURE
FLT SYS ACC UNIT INTERNAL BITE R382 EFIS
SWITCHING
R377 ATT XFR
RELAY 1
R378 ATT XFR
RELAY 2
(E1−3) TO FCC B
P S774 AIL DETENT PWR- UP TEST RELAY (E1−2) (E1−2)
D1861 HYD PRESS SW A (E1−2)
D1861
2 1 LCL ELEV DETENT
PASSED
PRESSURE
TO FCC B
ENGA S771 ELEV DETENT P
ELEX DC INTLK B HYD PRESS SW A D1859 D1859 PITCH / ROLL
BUS 2 ATT DATA
2 1 FGN AIL DETENT
DATA
C176 PRESSURE
ENGA INTLK B TO FCC B IRS LEFT
P6−2 CB PANEL TO FCC B
P S772 AIL DETENT
D1857 D1857 HYD PRESS SW B
PITCH / ROLL
2 1 FGN ELEV DETENT ATT DATA
PRESSURE DATA
TO FCC B IRS XFR RELAY
TO FCC B IRS RIGHT
S773 ELEV DETENT
HYD PRESS SW B
CORR /
UNCORRECTED ALT DATA
ALT DATA
TRIM SW IN POS. NORMAL ADC LEFT
NORMAL
TO FCC B
STABILIZER TRIM CUT OUT SW. PITCH FORCE
PTICH FORCE X- DUCER

OFF ROLL FORCE
NO MAIN EL. TRIM
TO FCC B
MAIN EL. TRIM SW TO FCC B ROLL FORCE X- DUCER
(EFIS) SP300
M924 FLIGHT CONTROL COMPUTER A (E1−3) Figure 14 (Sheet 1)
Figure 19 AP ENGAGE - SCHEMATIC

Page: 43
AUTOFLIGHT B 737-300/400/500
A/P- F/D
22- 10
A/P ENGAGE INTERL. TABLE FOR LEVEL- II TRAINING

The A/P Engage Interlock table displays the functions monitored by the DFCS. tion must be complete within 3.5 seconds from the time dc was applied to the
These functions are divided into three groups: actuator detent solenoid.
A/P unlock interlocks, the logic functions required to allow the A/P to be en- Item 10 − Same as (8) except elevator.
gaged to CWS or CMD. Item 11 − Same as (9) except elevator.
A/P engage hold interlocks, the logic functions required to hold the A/P in CWS Item 12 − The FCC 115 volts ac must be valid. (CBs must be IN).
or CMD.
Item 13 − The DC ENGAGE INTLK is the power source for several interlocks
A/P disengage interlocks, the logic functions that provide a disengagement of and therefore a requirement for unlock and hold logic.
the A/P.
Item 14 − During an approach, if dual in CMD is desired, the second A/P must
NOTE: ITEMS WHICH ARE REQUIRED FOR AUTOPILOT ENGAGE YOU be in CMD prior to a radio altitude of 800 feet.
CAN SEE IN THE COCKPIT, ARE HIGHLIGHTED. Item 15 − FCC DC is the primary power source for the FCC. (CBs must be IN).
The monitored functions are described by item: Item 16 − The 1800 Hz power must be valid. (FCC internal power).
Item 1 − The stab trim cutout switch must be in normal. Item 17 − The power UP test must be valid. (If not: red autopilot disengage will
be steady ON. Just switch flight directors to ON, to see the FD- flag of the failed
Item 2 − Pressing either main electric trim switches energizes the stab trim
FCC).
control relay (R64). This opens the interlock during trimming with the main elec-
tric trim. Item 18 − The continuous monitor checks the operation of the flight control
computer.
Item 3 − The A/P stabilizer trim motor is a two−speed motor. The mach trim
switch and the flap up switch provide control and interlock for the speed Item 19 − The A/P continuous monitor only checks the actuator position trans-
change. Both switches and speed change relay must be in agreement to pro- ducer to assure that an open circuit does not exist. The neutral shift sensor is
vide proper logic. A one−second delay allows for transition without disengage- monitored for reasonableness.
ment. Item 20 − A force applied on the control wheel inhibits A/P engagement. A
Item 4 − The aileron force limiter provides a variable stop for the control wheel 3−pound force is set as the threshold.
during A/P operation. The mach trim switch and flap up switch provide control Item 21 − A force applied on the control column inhibits A/P engagement. A
and interlock for each limit. A 3−second delay allows for transition without dis- 5−pound force is set as the threshold.
engagement. Item 22 − Selected IRU roll angle valid (normally the off side, that is IRU 2 to
Item 5 − Prior to engaging the A/P, the aileron force limiter clutch must be dis- FCC A) is required for A/P engagement. (No ATT- flags in both EADIs).
engaged. Because of the cross connection, if an IRU fails both A/Ps are disengaged,
Item 6 − In CWS or CMD, the aileron force limiter clutch must be engaged. however, both A/Ps may be re−engaged after switching to the alternate IRU.
Item 7 − Autopilot Disengage Switches not pressed. (The A/P is normally dis- Item 23 − Same as 22 except roll rate instead of roll angle.
engaged by pressing the disengage switch on the control wheel). Item 24 − Selected IRU pitch angle valid (normally on side, that is IRU 1 to
Item 8 − Prior to engaging the A/P, the aileron pressure switch must not be FCC A) is required for A/P engagement.
closed. Item 25 − Same as 24 except pitch rate instead of pitch angle.
Item 9 − The A/P aileron actuator is synchronized to the surface prior to ener- Item 26 − The A/P does not hold in CMD if engaged to CMD below a radio alti-
gizing the detent solenoid, when the A/P is engaged in CWS or CMD. This ac- tude of 400 feet if the LOC and GS is engaged.

AUTOFLIGHT B 737-300/400/500
A/P- F/D
22- 10
NOTE: ONLY THE HIGHLIGHTED ITEMS WILL BE DISCUSSED IN A LEVEL 2 COURSE !! UNLOCK HOLD DISENGAGE
1. A/P STAB TRIM CUTOUT SWITCH NORMAL X X
2. MAIN ELECTRIC TRIM SWITCHES (NOT PRESSED) X X
3. A/P STAB TRIM MOTOR SPEED VALID X X
4. AILERON FORCE LIMITER AUTHORITY LIMIT VALID X X
5. AILERON FORCE LIMITER CLUTCH − DISENGAGE 3 X
6. AILERON FORCE LIMITER CLUTCH − ENGAGE WITHIN 0.5 SEC 3 X
7. A/P DISENGAGE SWITCH NOT PRESSED X X
8. A/P AILERON HYD PRESSURE SWITCH − NO PRESSURE X
9. A/P AILERON HYD PRESSURE SWITCH − PRESSURE WITHIN 3.5 SEC AFTER ACT DET SOL ENGAGED X
10. A/P ELEVATOR HYD PRESSURE SWITCH − NO PRESSURE X
11. A/P ELEVATOR HYD PRESSURE SWITCH − PRESSURE WITHIN 3.5 SEC AFTER ELEV ACT DET SOL ENGAGED X
12. FCC 115V AC X X
13. (DC) ENGAGE INTLK A X X
14. NOT (FGN IN CMD AND APP PB AND LRRA <800 FT) X
15. FCC DC AND FCC POWER SUPPLY X X
16. 1800 Hz POWER SUPPLY X X
17. POWER UP TEST VALID – (NO RED STEADY A/P DISENGAGE LIGHTS) X
18. CONTINUOUS MONITOR X X
19. A/P ONLY CONTINUOUS MONITOR VALID X X
20. LESS THAN 3 LB FORCE ON CONTROL WHEEL X
(HANDS OFF THE CONTROL STICK AND WHEEL)
21. LESS THAN 5 LB FORCE ON CONTROL COLUMN X
22. SELECTED IRU ROLL ANGLE VALID (NORM − OFF SIDE) X X
23. SELECTED IRU ROLL RATE VALID (NORM − OFF SIDE) X X
(NO ATT- FLAGS IN CAPT & FO EADI )
24. SELECTED IRU PITCH ANGLE VALID (NORM − ON SIDE) X X
25. SELECTED IRU PITCH RATE VALID (NORM − ON SIDE) X X
26. A/P TO CMD AND R/A <400 FT WITH LOC AND GS ENGAGED X
27. F/D IN TO OR GA, R/A ALT <400 FEET AND A/P TO CMD X
28. ADC CAS NOT VALID (EXCEPT WITH MONITORS ACTIVE) X
29. IRU TRANSFER (SEE TEXT) 2 2
30. A/P ENGAGE SWITCH SWAP (SEE TEXT) X
31. ADC CORRECTED BARO ALT VALID X 1
(NO ALT- FLAG IN ONSIDE ALTIMETER)
32. ADC UNCORRECTED BARO ALT VALID X 1
33. LCL AC BUS TRANSFER (SINGLE SHOT) 2 2
2 DISENGAGES, CAN BE RE−ENGAGED IN 3 AIRPLANES WITH MECHANICAL AILERON

1 SEE PITCH MODE DISENGAGE TABLE FORCE LIMITER
ANY MODE EXCEPT APP MODE WITH FGN
IN CMD
Figure 20 AP ENGAGE INTERLOCK TABLE
Page: 45
AUTOFLIGHT B 737-300/400/500
A/P- F/D
22- 10
Item 27 − The A/P engage switch may be engaged in CWS if TO (takeoff) or
F/D GA is engaged. However, if engaged in CMD a disengage signal is gener-
ated.
Item 28 − An air data computer CAS failure inhibits engaging the A/P and is
required to hold the switch engaged except with monitors active.
Item 29 − A transfer of IRU, either to both on 1 or both on 2 will disengage ei-
ther A/P. Moving the captain’s EFIS transfer to both on 2 also disengages the
autopilot. Either A/P may be reengaged after switching, except during dual
channel approach.
Item 30 − During cruise flight operation, only one autopilot channel is engaged
at any time even if both A/P ENGAGE switches are selected. Switch−over from
one channel to the other is a normal procedure where the second channel A/P
ENGAGE SWITCH is engaged and the first channel engaged A/P ENGAGE
SWITCH disengages.
Item 31 − The ADC corrected Baro Altitude must be valid to release the A/P
engage switch. (No ALT- flag in the onside electrical altimeter).
Item 32 − Same as 31 except uncorrected Baro Altitude. (No ALT- flag in the
onside electrical altimeter).
Item 33 − A LCL AC bus transfer disengages the LCL A/P in CMD, however,
the A/P may be re−engaged.

AUTOFLIGHT B 737-300/400/500
A/P- F/D
22- 10
THIS PAGE INTENTIONALLY LEFT BLANK


AUTOFLIGHT B 737-300/400/500
A/P- F/D
22- 10
AUTOPILOT ENGAGE INTERLOCK

This table shows the functions monitored by A/P Engage Interlocks. −NOTE: Because of pitch and roll cross connection;
These functions are divided into three groups: If an IRU fails, either A/P will disengage.
However, either A/P may be reengaged after manual IRS transfer.
A/P UNLOCK interlocks, (the logic functions required to unlock the pedal).
14.An air data computer CAS failure inhibits engaging the A/P and is required
A/P CWS HOLD interlocks, (the logic functions required to hold the pedal).
to hold the switch engaged or the ADC corrected Baro altitude must be
A/P CMD HOLD interlocks, (the logic functions required to hold the pedal). valid to release the A/P engage switch,except with monitors active (APP-
mode and radio altitude below 1500 ft).
Interlock for UNLOCK a pedal:
15.LCL mode control bus valid. (During cruise flight, the MCP is monitored and
Note: The following numbers are found beside the diagrams „X- column).
not allowed to fail longer than 5 seconds, except during A/P G/A, APP or
1. Prior to engaging the A/P, the aileron force limiter clutch must be open (dis- F/D T/O- G/A less than 400 ft R/A).
engaged).
16.2nd A/P is locked off during A/P approach.
2. not applicable for pedal unlock. This happens if : less than 800ft R/A or no ILS dc is available or any of the
3. not applicable for pedal unlock. three transfers is done.
4. The stab trim cutout switch S 149 must be in normal position. 17.not applicable for pedal unlock.
5. The FCC ac / dc power must be valid. 18.not applicable for pedal unlock.
6. No force applied to the control- column. A force on the control wheel 19.not applicable for pedal unlock.
(>3 lbs), or control column (> 5 lbs), inhibits A/P engagement. 20.Prior to A/P engage, the aileron pressure switch must not sense hydraulik
7. The aileron force limiter provides a variable stop for the control wheel pressure.
( 17 or 25 ) during A/P operation. 21.not applicable for pedal unlock.
The mach trim switch and flap up switch provide control and interlock for
22.The A/P is normally disengaged by pressing the disengage switch on a
each limit.
control wheel. (This is done by removing the 28 vdc from interlock C/B).
A three- second delay allow for transition without disengagement.
All these 22 inputs are needed fulfilled to supply 28 vdc ( HI ENG ENABLE) to
8. not applicable for pedal unlock.
the hold coil of the engage lever.
9. The A/P stabilizer trim motor is a two- speed motor.
The LOW input ( ground) to the coil is available if :
The mach trim switch and the flap up switch provide control for the speed
change. the FCC is valid and its automatic power up test passed.
Both switches and speed change relay must be in agreement to provide

proper logic. With HI and LOW engage enable, the lever will stay unlocked and is now ready
A ten- second delay allows for transition without disengagement. for movement from OFF to CWS or CMD.
10.Trim valid. No autopilot up and down trim command simultaneously.
11. Pitch actuator & A/P continuous monitor valid. see later page for details.
12.Roll actuator & A/P LVDT monitor valid. see later page for details.
13.Selected IRU roll attitude and rate valid (normally IRS No. 2).
Setected IRU pitch attitude and rate valid (normally IRS No. 1).

AUTOFLIGHT B 737-300/400/500
A/P- F/D
22- 10
−400 or
−400 or
−400 or
22
MAN TRIM NOT
1
2
3
A/P TRIM SW NOT IN CUTOUT

4
6
7
9
10
11
12
13
14
15
16
17
18
19
20
21
Figure 21 Interlock for Lever unlock ( Fig. D )

AUTOFLIGHT B 737-300/400/500
A/P- F/D
22- 10
Interlock: Pedal hold in Position CWS 18.Bus / Instr. XFR ( single shot )
1. not applicable for CWS A transfer of IRU, either to both on 1 or both on 2, will disengage either A/P.
Selecting EFIS transfer to both on 2 also disengages the autopilot.
2. In CWS or CMD, the aileron force limiter clutch must be closed (engaged).
Either A/P may be reengaged after transfer, except during dual channel
3. Pressing either main electric trim switches energizes the stab trim control approach.
relay (R64).This opens the interlock during trim by the main electric trim. A LCL AC BUS XFR (onside Generator failed), disengages the LCL A/P in
4. The stab trim cutout switch S 149 must be in normal. CMD: The A/P may be reengaged.
5. The FCC ac / dc power must be valid. 19.A / P XFR.
6. not applicable for CWS During cruise flight operation, only one autopilot channel is engaged at any
time, even if both A/P ENGAGE switches are up.
7. The aileron force limiter provides a variable stop for the control wheel
Switch- over from one channel to the other is a normal procedure, where
( 17 or 25 ) during A/P operation.
the second channel A/P ENGAGE SWITCH is raised and the first channel
The mach trim switch and flap up switch provide control and interlock for
up A/P ENGAGE SWITCH disengages.
each limit.
Disengagement of the first up channel is through use of the actuator detent
A three- second delay allow for transition without disengagement.
pressure logic from the second up channel.
8. not applicable for CWS This assures that the second channel up detent is fully pressurized before
9. The A/P stabilizer trim motor is a two- speed motor. The mach trim switch the first up channel is disengaged.
and the flap up switch provide control for the speed change. Both switches 20.not applicable for CWS
and speed change relay must be in agreement to provide proper logic.
21.When an A/P engage paddle is raised to CWS or CMD, the A/P actuator
A ten- second delay allows for transition without disengagement.
ARM- Solenoid in the aileron and elevator actuators open.
10.Trim valid . No up and down trim command simultaneously available. This allows the actuators to synchronize to the position of the flight con-
11. Pitch actuator & A/P continuous monitor valid. see later page for details. trols- surface.
12.Roll actuator & A/P LVDT monitor valid. see later page for details. After this, the detent solenoid will be energized.
This action must be completed within 3 ( or 4) seconds from the the dc-
13.Selected IRU roll attitude and rate valid (normally IRS No. 2).
power was applied to the actuator ARM- Solenoid.
Selected IRU pitch attitude and rate valid (normally IRS No. 1).
22.The A/P is normally disengaged by pressing the disengage switch of the
−NOTE: Because of pitch and roll cross connection;
control wheel. This is possible by removing the 28 vdc from interlock C/B.
If an IRU fails, either A/P will disengage.
However, either A/P may be reengaged after manual IRS transfer. The LOW input ( ground) to the coil is available if :
the FCC is valid and its automatic power up test passed.
14.An air data computer CAS failure inhibits engaging the A/P and is required
to hold the switch engaged or the ADC corrected Baro altitude must be With HI and LOW engage enable the lever will stay in CWS.
valid to release the A/P engage switch,except with monitors active (APP-
mode and radio altitude below 1500 ft).
15.LCL mode control bus valid. During cruise flight the MCP is monitored and Interlock: Pedal hold in Position CMD
not allowed to fail longer than 5 seconds, except during A/P G/A, APP. or The inputs number 8 and 17 are the only additional differences to CWS en-
F/D T/O- G/A less than 400 ft R/A . gagement.
16.not applicable for CWS see next pages for details of input #8 and #17.
17.not applicable for CWS

AUTOFLIGHT B 737-300/400/500
A/P- F/D
22- 10
−400 or
−400 or
−400 or
22
MAN TRIM NOT
1
2
3

4
6
7
9
10
11
12
13
14
15
16
17
18
19
20
21
Figure 22 Interlock for CWS / CMD hold ( Fig. E)

AUTOFLIGHT B 737-300/400/500
A/P- F/D
22- 10
ADDITIONAL A/P CMD CONDITIONS

Disengage Events :
− 1 : An unsafe flight condition causes the autopilot to disconnect.
This condition specifies that the A/P is in a speed mode and the airplane
should gain nose up attitude but is not climbing and is approaching a
stall or
it should descend, but does not and at the same time the VMO/MMO
limits are exceeded.
− 2 : If either TO/GA switch is pressed after touchdown and wheel spin- up
(greater than 60 knots), both A/P‘s disengages.
− 3 : If both A/P‘s in CMD and one A/P disengages, the other A/P disen-
gages also, except when an intentional exit is made from A/P G/A.
− 4 :The A/P disengages below a radio altitude of 350 feet and not yet in
FLARE ARM.
− 5 : When G/A is exit by selection of another pitch mode, the second A/P
to CMD disengages.
− 6 : During F/D pitch T/O or F/D G/A, below 400 ft A/P engage to CMD is
inhibited.
− 7 :If the radio altitude is less than 2000 feet and not monitor active (not
FLARE ARM), the engaged A/P disengages if either TO/GA switch is
pressed. (Both A/Ps engaged and FLARE ARM would be an A/P G/A).
− 8a :The Autopitot Actuator Monitor (AAM) monitors the difference be-
tween the A/P roll /pitch command and the follow up (A/P LVDT).
The AAM trips at four degrees with a variable time delay of 10 /second.
(For example if the difference between the A/P roll / pitch command and
the LVDT is 4 degrees, the time delay would be10 divided by 4 or
approximately 2.5 seconds).
− 8b :The Surface Position Monitor (SPM) for pitch and roll, monitors the
difference between the A/P actuator A/P LVDT and the surface position
sensor.
The SPM trips at 3 degrees with a variable time delay.
(At altitudes above 60 feet the delay is 30 / second for one channel, or
9 /second for both channels out of tolerance.
At altitudes below 60 feet the delay is reduced to 6 / second).

AUTOFLIGHT B 737-300/400/500
A/P- F/D
22- 10
(UNDER- OVERSPEED ,
REVERSION MODES)
UNSAFE FLIGHT
A/P WILL DISENGAGE 1
WHEN TOGA SWITCH IS PRESSED

AFTER WHEEL SPIN UP :
A/P WILL DISCONNECT 2
DUE TO A FAILURE IN ONE A/P

ALSO THE SECOND ONE WILL
DISENGAGE ( DUAL DISC. ) 3
FLARE ARM BOTH A/P WILL DISCONNECT

IF FLARE ARM IS NOT TRUE
R/A LESS 350 FT BELOW 350 ‘
4
DUAL A/P LEVER IN CMD
AFTER EXIT A/P G/A MODE

ONLY THE FIRST IN CMD A/P
WILL STAY ENGAGED 5
ANY A/P ENGAGEMENT TO CMD

IS BLOCKED BELOW 400‘
6
BELOW 2000‘; BUT ABOVE

FLARE- ARM: ANY SELECTION
OF TOGA WILL DISC. THE A/P
7
DIFFERENCES BETWEEN BOTH A/P

SIGNALS WILL DISC. IN DUAL ALL
THE TIME BOTH A/P
8
Figure 23 Additional CMD Conditions

AUTOFLIGHT B 737-300/400/500
A/P- F/D
22- 10
SELECTED MODES
APP−
EVENTS VOR LOC APP LOC APP
CWS HDG L NAV ENGA ENGA PB ENGA OC GA
1. HEADING XFR (SINGLE SHOT) − ATT OR EFIS TRANSFER (SINGLE SHOT) X X X X X X X X

2. MAGNETIC HDG NOT VALID AND HDG HOLD X
3. TO/GA SWITCH PRESSED WHEN R/A <2000 FT AND NOT MONITOR ACTIVE X X X X X X X X
4. TO/GA SWITCH PRESSED AFTER TOUCHDOWN (WHEEL SPIN) X
5. AFT NAV ANTENNA (4.5 SEC DELAY) X X X
6. DUAL ROLL CHANNEL MONITOR TRIP X X

7. VHF NAV VALID OR BEAM ANOMOLY (10 SEC DELAY) X
8. DUAL IN CMD AND R/A <350 FT AND NOT FLARE (ARM) X X
9. LOCAL NAV RCVR TO VOR FREQUENCY X X X
10. ADC TAS NOT VALID AND HDG HOLD X

11. SELECTED IRU LATERAL ACCELERATION NOT VALID X X
12. SELECTED IRU MAG TRACK ANGLE NOT VALID X X X X
13. DUAL IN CMD AND ONE DISENGAGE (EXCEPT INTENTIONAL GA EXIT) X X X X
14. RADIO ALT NOT VALID AND GS ENGA AND NOT MONITORS ACTIVE (2 SEC) X X
15. BOTH RADIO ALTIMETERS NOT VALID AND MONITOR ACTIVE X

16. LCL OR FGN BUS TRANSFER AND FGN CMD X X X
Figure 24 AP ROLL MODE DISENG. TABLE

AUTOFLIGHT B 737-300/400/500
A/P- F/D
22- 10
SELECTED MODES
V/S
EVENTS ALT ACQ LVL GS APP
CWS ALT HOLD VNAV CHG ENGA OC GA
1. CLB CMD AND ALPHA WARN AND NOT CLIMB AT MIN V/S AND NOT ON GROUND (5 SEC) X X
2. DES CMD AND VMO/MMO WARN AND NOT DESCENDING AT MIN V/S AND NOT ON GROUND (10 SEC) X X
3. GS NOT VALID AND R/A >50 FT (4.5 SEC DELAY) X X
4. DUAL CHANNEL MONITOR TRIP AND DUAL ENGA X X
5. DUAL IN CMD AND R/A <350 FEET AND NOT FLARE ARM X
6. BOTH A/P CMD AND FGN A/P DISENGAGES (EXCEPT INTENTIONAL GA EXIT) X X
7. INTENTIONAL GA EXIT AND R/A >400 FT (DISENGAGE 2ND IN CMD) X
8. ADC BARO CORRECTED ALT NOT VALID AND MONITOR NOT ACTIVE X X X X
9. ADC BARO UNCORRECTED ALT NOT VALID AND MONITOR NOT ACTIVE X X X X
10. SELECTED IRU LONGITUDINAL ACCELERATION NOT VALID (NORM ONSIDE) X X X
11. SELECTED IRU VERICAL ACCELERATION NOT VALID (NORM ONSIDE) X X X

12. SELECTED IRU V/S NOT VALID (NORM ONSIDE) X X X
13. A/P STAB TRIM (TRIM UP AND TRIM DOWN) X X X X X X X
14. RADIO ALT NOT VALID AND LOC ENGA AND MONITORS NOT ACTIVE (2 SEC) X X
15. BOTH RADIO ALTIMETER NOT VALID AND MONITORS ACTIVE X X
Figure 25 AP PITCH MODE DISENG. TABLE

AUTOFLIGHT B 737-300/400/500
A/P ROLL & PITCH CHANNEL

22- 11
22- 11 A/P ROLL & PITCH CHANNEL

AILERON OPERATION
The aileron and aileron trim control system provides airplane roll control.
The ailerons are assisted by the flight spoilers.
There is one aileron on each wing. Rotation of either aileron control wheel re-
sults in movement of the ailerons and movement of the flight spoilers.
The ailerons are powered by two independent hydraulic power control units
connected to separate hydraulic systems.
Either power unit is capable of providing full power control response to aileron
control system inputs.
In the event of total hydraulic failure, roll control is maintained manually.
Aileron trim is provided by an electrical actuator in the aileron trim and center-
ing mechanism. Control to the trim actuator is from a switch on the control
stand.
Operation − Autopilot
Autopilot operation is from the digital flight control computers to the autopilot
actuator transfer valve.
The transfer valve converts the electrical signal to a hydraulic signal.
This is used in the autopilot actuator to drive an output arm for a signal into the
input torque tube.
Operation from this point is the same as pilot operation.

AUTOFLIGHT B 737-300/400/500

22- 11
Figure 26 Roll Control - Mechanical Overview

AUTOFLIGHT B 737-300/400/500

22- 11
AILERON CONTR. WHEEL AND DRUM ASSY

1.Purpose
The aileron control wheel provides roll control of the airplane. AILERON FORCE LIMITER
ROLL CWS
SENSOR
2.Location
The control wheel column is located in the forward portion of the flight deck. MAGN.
The drum assemblies are beneath the captain’s control column. AIL. FORCE LIMITER CLUTCH
A/P CWS + CMD CLUTCH

3.Features SWITCH COIL
A/P INTERLOCK
A.The control wheel allows the pilot to control the airplane about the longitu-
dinal axis. LIGHT CAM
The control wheel is connected to the bus and control drum assembly. 17
SPRING
25
B.The bus drums of both control columns are connected together. This al- Pos
lows either pilot to control the ailerons. 115VAC HEAVY

SPRING
The bus drum is connected to the aileron drum by the roll CWS force trans- GRND. FORCE LIMIT SPRING
ducer.
C.The roll CWS force transducer is the connecting link between the bus
drum and the aileron drum.
The force transducer provides an electrical signal output which is propor-
tional to the force applied to the control wheel. ROLL CWS FORCE SENSOR
D.The aileron force limiter limits control wheel movement during A/P opera-
tion. CMD OUTPUT
A clutch in the aileron force limiter connects the aileron force limiter to the
bus drum when the A/P is engaged.
The limit is set by a spring and cam mechanism. 26VAC
The cam is driven from the control drum until the spring is contacted.
This stops any further movement of the control wheel, however, the pilot
may override the force limiter by compressing the spring by force on the
control wheel.
TO CONTROL
WHEEL TO AILERON
CABLE SYSTEM

AUTOFLIGHT B 737-300/400/5003

22- 11
SHAFT ASSEMBLY
BRACKET
MOUNTING BOLT,
(3 LOCATIONS)
ELECTRICAL
CONNECTOR
AILERON FORCE−
LIMITER
AILERON FORCE LIMITER
FINE
ADJUSTENT
NUT
FORCE
TRANSDUCER
LOCKNUTS
MOUNTING BOLT COARSE
WASHER AND NUT ADJUSTMENT
(2 LOCATIONS) (ROD END)
AILERON
WASHER TAB
DRUM ASSEMBLY
CABLE CABLE
CLAMP
CABLE
CLAMP
FWD
ROLL CWS SENSOR

Figure 27 Ail. control wheel drum
AUTOFLIGHT B 737-300/400/500

22- 11
A/P AILERON ACTUATORS & POSITION SENSOR

1.PURPOSE
A. Aileron Actuators. The A/P aileron actuators are two independant hy-
draulic actuators. They receive electrical signals from the autopilot and pro-
vide mechanical output control to the aileron system.
B. Aileron Position Sensor. The aileron position sensor is connected to
the input torque tube and provides a dual position feedback signal to the
flight control computers.
2.LOCATION
A. A/P Aileron Actuators. The autopilot actuators are located on a support
bracket mounted on the left forward wall of the main gear wheel well.
B.Aileron Position Sensor. The aileron position sensor is located on the
forward wall of the main wheel well, between the A/P aileron actuators and
the aileron power control units.
3.PHYSICAL DESCRIPTION
A. A/P Aileron Actuator. Each autopilot actuator unit consists of a filter,
two solenoid valves, pressure regulator and relief valve, an electrohydraulic
transfer valve, a main actuator piston, two detent pistons and a linear trans-
ducer.
B. Aileron Position Sensor .The aileron position sensor is a dual trans-
mitter synchro. Two electrical cables and internal separation maintains
isolation between the two transmitters.
4.POWER
A. A/P Aileron Actuator. The left autopilot actuator is powered by hydrau-
lic system B, the right by hydraulic system A. Either actuator, as selected,
may be used for single channel operation or both may be selected for dual
channel operation.

AUTOFLIGHT B 737-300/400/500

22- 11
CRANK CLAMP SCREW
ZERO REFERENCE
ALIGNMENT MARKS SENSOR CASE
CRANK
TO FCC- B
TO FCC- A
MICRO ADJUSTMENT NUT
CRANK CLAMP SCREW

WASHER AND NUT
Figure 28 A/P Roll Actuator

AUTOFLIGHT B 737-300/400/500

22- 11
FLIGHT SPOILERS
System Description 7. Maintenance Practices
Flight spoilers are used as an assist to the aileron and as speed brakes. The flight spoiler position sensors require adjustment after installation.
When assisting the aileron, only the spoilers on the side with the raised aileron The units are nulled using test unit F80217- 101.
are raised. Refer to the maintenance manual 22- 11- 271 for details of removal, replace-
When used as speed brakes, both sets of flight spoilers are raised. The flight ment and adjustment.
spoilers are still used to assist the ailerons by raising the flight spoiler with the The position signals of both spoilers are summed together in the FCC.
aileron raised and lowering the other set.
Spoiler position transmitter are located on each outboard flight spoiler for use in
the DFCS.
FLIGHT SPOILER POSITION SENSOR

1. Purpose
The spoiler position sensor provides a spoiler position feedback to the FCC.
2. Location
The spoiler position sensor housing is attached to the rear spar. The rotor of
the sensor is connected by a crank and rod assembly to the spoiler. Spoiler
position sensors are connected to spoilers 2 and 7.
3. Physical Description
Each spoiler position sensor contains two synchro transmitters. The case is
changed to a bracket on the rear spar. The rotor is moved by spoiler displace-
ment.
4.Power
Each synchro in the position sensor is excited by 14 volts (1800 hertz) from the
respective FCC. The excitation is reversed in the synchro attached to spoilers
2 and 7.
5. Operation
The position of the spoiler is sensed by rotation of the rotor. The X and Y legs
are used for feedback into the FCC. By reversing the excitation and summing
together in the FCC ( see picture on the right ), the difference in spoiler position
is detected.

AUTOFLIGHT B 737-300/400/500

22- 11
CRANK CLAMP SCREW

WASHER AND NUT
SENSOR CASE
CRANK SLOT
CRANK
ZERO INDEX MARK
Figure 29 Spoiler position sensors

AUTOFLIGHT B 737-300/400/500

22- 11
A/P ACTUATOR FUNCTIONAL DESCRIPTION

1. Control Sequence When the override force is applied through the detent piston via the output
The autopitot actuator via the transfer valve, converts an etectrical signal from crank, the relief valve opens routing fluid from the detent piston to return.
the flight controt computer to a hydraulic signal which drives the main piston. Also during dual channel operation, the override feature prevents hardover by
limiting command output to the least input command .
The actuator position sensor provides a follow−up signal to the FCC.
2. Normal Sequence
Prior to autopilot engage, the actuator solenoid and the detent solenoid are de-
energized.
Without hydraulic pressure available the detent piston springs move the detent
pistons away from the output crank and the crank is free to move as the control
system moves.
When the autopilot is engaged, the actuator solenoid energizes pressurizing
the transfer vatve, and the detent solenoid.
A flow restrictor located between the engage solenoids serves two purposes:
It provides protection against overpressure by limiting the maximum flow to the
pressure regulator. It provides a time delay during synchronization.
The surface position sensor, which represents surface position, is switched into
the servo amplifier/transfer valve loop and moves the main piston to a position
that coincides with the position of the output crank.
After synchronization, the detent solenoid energizes which pressurizes the det-
ent pistons and moves them into contact with the internal crank.
The hydraulic pressure to the detent pistons is maintained to approximatety
785 psi by a pressure regulator.
Any command through the transfer valve will be represented as movement of
the main piston, and therefore the output crank.
Since the main piston is synchronized to the output crank prior to engagement,
rapid movement of the surface (kick) is prevented when the autopitot is en-
gaged.
The input signal into the transfer valve positions a jetpipe. The jetpipe in tum
positions a control spool thus directing the hydraulic pressure to operate the
main piston. The rate orifices limit the rate of movement of the main pistons.
The pilot can mechanically override autopilot control by applying approximately
25 pounds of force on the control system (multiply by two when dual channel
engaged).

AUTOFLIGHT B 737-300/400/500

22- 11
(AP ENGAGED AND (AP ENGAGED

ACTUATOR SYNCHRONIZED) = LEVER UP)
AILERON SURFACE
POSITION SENSOR:
(ONLY FOR AUTOPILOT-
SYNCHRONISATION
AND IN FLARE- ARM)
HYDRAULIC
AUTOPIOT
COMMANDS
FCC
Figure 30 A/P Actuator - Detailed Descr.

AUTOFLIGHT B 737-300/400/500

22- 11
ROLL CHANNEL SIGNAL PROCESSING

General This can be described as ”fail- passive” operation.
The FCC delivers the A/P command signals for the pitch and roll channel dur- For example, if A commands five degrees right bank and channel B commands
ing all modes of operation, including the Stabilizer trim - and the mach trim twenty degrees right bank, the two autopitot actuators, working together, move
command signals. the control surface five degrees.
When channel B tries to move the surface an additional fifteen degrees, it can-
Roll channel not overcome the feel force and the detent pressure in the channel A autopilot
All signals used for the modes are delivered digital or analog to the FCC from actuator.
the various systems. Therefore, the detent piston pressure in channel B autopilot actuator is relieved
Which signals are used for each mode is seen by the numbering system. through the pressure relief valve and the control surface position remains at
five degrees.
These signals are combined and computed by the processor depending the
The main piston in the channel B autopilot actuator moves to a position repre-
control laws for each mode.
senting twenty degrees.
So two FCC output signals are available : In the dual monitor circuits the actual surface position of five degrees is
- A/P roll command signal compared with the main actuator piston position (LVDT) of twenty degrees.
- F/D bars command signals This comparison is done in the SPM monitor.
A/P roll command signal When the DFCS is in dual channel engage, this results in dual channel discon-
nection.
The autopilot roll command is send to the summing point A and the output am-
plifier. From the digital flight control computer to the autopilot actuator transfer ONLY -400, -500 or -300 PQ 074 and on :
valve. This aircrafts are not equipped with the aileron force limiter: Here, the output
The actuator sends its feedback ( A ACT LVDT ) back to summing point A to amplifier includes an command limiter, to limit the A/P command electrically.
null out the command signal and for monitor reasons. For safety reasons, a new monitor is installed in the FCC , the ” aileron force
When the A/P is engaged in CWS or CMD the FCC will synchronize to the ac- command exceedance monitor ” ( for single A/P only ) .
tual aileron position. Any larger command will close the A/P actuator detent valve ( no detent pres-
During flaps extension larger than 27 the spoiler position is added as feed- sure and the actuator will synchronize ).
back signal . This ”exceedance” CMD is also delivered to the AAM and will disconnect the
The feedback signal is monitored by the ACT LVDT monitor, any failure discon- A/P too.
nects the A/P. When this happens, the BITE will show following inflight fault:
The A/P actuator monitor ( AAM ) compares the A/P command and the actua- ” ELEC AIL LIM MON ”
tor feedback signal.
F/D bars and modes
Any larger difference ( > 4 ) will disconnect the A/P also.
This detector will be tested during power up. The EFIS symbol generator receives the F/D pitch and roll command bar
signals and the A/P- F/D mode annunciation for display in the EADI.
During dual channel engage, both channels normally produce identical com-
mands and move the control surface.
If the commands differ, the surface responds to the smaller of the two com-
mands and from summing point D an equalization of one degreee maximum is
done, to reduce mechanical force from the shear pins.

AUTOFLIGHT B 737-300/400/500

22- 11
A ACT
LVDT
A/P CMD
SPOIL.
POS.
−400 or
ALSO INCLUDES A COMMAND LIMITER , DEPENDING FLAPS UP
OR NOT UP.. THIS REPLACES THE REMOVED MECHANICAL
AILERON FORCE LIMITER.
Figure 31 Roll Channel - Signal Processing

AUTOFLIGHT B 737-300/400/500

22- 11
ELEVATOR OPERATION
General Operation
The elevator control system is activated by fore and aft motion of the captain’s
and first officer’s control columns.
A torque tube, with a forward control quadrant mounted at each end, intercon-
nects the control columns.
A pair of elevator control cables attach to each forward control quadrant.
The elevator up cables are secured at the quadrants and then routed aft under
the floor to the aft control quadrants.
The elevator down cables are routed forward from the control quadrants,
around a pair of pulleys, then aft along the fuselage to the aft control quad-
rants.
The control cables are rigged over pulleys to minimize flexing and prevent chaf-
ing.
The aft quadrants are mounted on the input torque tube in the empennage aft
of the stabilizer rear spar.
The elevator hydraulic power control units for left and right elevators are linked
between the input torque tube and the output torque tube and provide power to
rotate the elevators during power mode.
Operation - Autopilot
When the autopilot is engaged the autopilot actuators control the elevators.
During automatic modes of operation the FCC provides pitch command signals
to the transfer valve on the autopilot actuator.
The A/P actuator rotates the aft quadrant to provide an input signal to the PCU.
Operation of the PCU is the same as in pilot operation.

AUTOFLIGHT B 737-300/400/500

22- 11
NEUTRAL SHIFT
SENSOR
STAB. POSITION A/P ELEV.

SENSOR POS. SENSOR
Figure 32 Pitch Control - General Mech.

AUTOFLIGHT B 737-300/400/500

22- 11
ELEVATOR COMPONENTS - TAIL CONE SECTION

Autopilot Actuators
The A/P pitch actuator is similar to the roll channel actuators.
For details see ” autopilot roll actuator schematic ”.
Neutral shift sensor

The neutral shift sensor is a dual synchro sensor each synchro providing the
position of the elevator neutral reference to the respective FCC.
The neutral shift sensor is mounted on the right side of the elevator feel and
centering unit.
The case is mounted to structure and the rotor is connected by a crank and rod
to the elevator feel and centering unit.
Stabilizer position sensor
Two stabilizer position sensors (B system shown) provide stabilizer position
sensor feedback to their respective FCCs.
One stabilizer position sensors is located on each side of the elevator feel and
centering units.
The ”B” stabilizer position sensor is shown on the illustration.
The case is mounted on structure and the rotor is connected through linkage to
the stabilizer.
Elevator position sensor

The elevator position sensor is mounted on the lower right side of the bulkhead
in the tail cone.
The rotor is connected to the lower input torque tube.
Mach Trim Actuator

The mach trim actuator converts electrical signals to mechanical movement to
trim the elevator at high mach numbers.
The mach trim actuator is mounted on top of the feel and centering unit.
The housing is connected to the elevator feel and centering unit and the actua-
tor is connected through neutral shift linkages to the stabilizer.

AUTOFLIGHT B 737-300/400/500

22- 11
AUTOPILOT B ACTUATOR
NEUTRAL SHIFT TUBES

TO STABILIZER
AUTOPILOT A ACTUATOR
UPPER TORQUE
TUBE ( OUTPUT SHAFT )
ELEVATOR A PCU
MACH TRIM ACTUATOR

ELEVATOR B PCU
LOWER TORQUE
NEUTRAL SHIFT SENSOR TUBE ( INPUT SHAFT )
( DUAL )
B STABILIZER POSITION
SENSOR
( A SENSOR IS MOUNTED
ON OPPOSITE SIDE) AFT QUADRANT
ELEVATOR POSITION
SENSOR ( DUAL )
Figure 33 AP - Elevator Components

AUTOFLIGHT B 737-300/400/500

22- 11
A/P ELEVATOR ACTUATOR

1. Purpose 5. Maintenance Practices
The A/P elevator actuators are two independent hydraulic actuators. The A/P elevator actuators are line replaceable units.
They receive electrical signals from the autopilot system and provide me- When replaced, adjustment is required.
chanical output control to the elevator system. The transfer valve, actuator solenoid valve, actuator transducer and the
The A/P elevator actuator are mounted on the left side of the forward bulk- pressure switch are also LRUs on the A/P elevator actuator.
head of the tail cone. For details of removal, replacement and adjustment refer to the Mainte-
nance Manual.
2. Power
The upper A/P actuator is powered by hydraulic system B, the lower by hy-
draulic system A.
Either actuator, as selected, may be used for single channel operation or
both may be selected for dual channel operation. ELEVATOR POSITION SENSOR
3. Control The elevator position sensor is a dual synchro sensor each synchro sensing
The output cranks of the A/P actuators are linked together and connected to the elevator position from the lower torque tube and providing analog sig-
the lower elevator torque tube. nals to their respective FCCs.
Output from either A/P actuator drives the torque tube resulting in an input The elevator position sensor is mounted on the lower right side of the bulk-
to both elevator power control units. head in the tail cone.
The rotor is connected to the lower input torque tube.
4. Operation
The elevator position sensor is adjusted in accordance with information con-
The A/P elevator actuators are linked to the lower elevator torque tube and tained in the Maintenance Manual, Section 22- 11- 301.
control the PCUs through input rods.
When the autopilots are not engaged the detent pistons in the A/P actuators
are retracted and the connecting linkage is free to move.
Placing the respective A/P engage switch to CWS or CMD allows the A/P
actuator to be activated.
Activation is in two stages, by energizing the actuator solenoid valve and
after a short delay, energizing the detent solenoid valve.

The detent pressure switch is energized at this time, completing the re-
quired engage interlock circuit.
The transfer valve receives signals from the FCC and drives the actuator to
rotate the output crank.
Linkage connects the output to the input torque tube.
The actuator position sensor is connected to the hydraulic actuator for a
position feedback signal to the FCC.

AUTOFLIGHT B 737-300/400/500

22- 11
A/P ACTUATOR B
PRESSURE SWITCH
CRANK BOLT,
LEVER ASSEMBLY ZERO INDEX MARKS
CRANK
ELECTRICAL
CONNECTOR
C
SHEAR RIVETS
ELEVATOR POSITION SENSOR
PRESSURE
SWITCH
INPUT QUADRANT
HYDRAULIC SHAFT
LINE
LEVER ASSY ROD ASSY
NUT,WASHER
SHEAR RIVETS
A/P ACTUATOR A
ROD ASSY
SEE
C
ELEVATOR POSITION
INPUT SENSOR
QUADRANT
SENSOR CLAMP
SHAFT
INPUT QUADRANT
SHAFT CRANK
CONTROL ROD
MICRO ADJUSTMENT
NUT
Figure 34 AP - Elevator Actuator & Position Sensor

AUTOFLIGHT B 737-300/400/500

22- 11
ELEVATOR NEUTRAL SHIFT SENSOR STABILIZER POSITION SENSORS

The neutral shift sensor is a dual synchro sensor each synchro providing Two stabilizer position sensors (B system shown) provide stabilizer position
the position of the elevator neutral reference to the respective FCC. sensor feedback to their respective FCCs.
The neutral shift sensor is mounted on the right side of the elevator feel and One stabilizer position sensors is located on each side of the elevator feel
centering unit. and centering units.
The case is mounted to structure and the rotor is connected by a crank and The ”B” stabilizer position sensor is shown on the illustration.
rod to the elevator feel and centering unit. The case is mounted on structure and the rotor is connected through link-
The neutral shift sensor is adjusted in accordance with information con- age to the stabilizer.
tained in the Maintenance Manual, Section 22- 11- 122. The stabilizer position sensors are adjusted in accordance with information
contained in the Maintenance Manual, Section 22- 11- 311.

AUTOFLIGHT B 737-300/400/500

22- 11
ZERO REFERENCE
ADJUSTMENT MARK
CLAMP BOLT,WASHER CRANK BOLT,
AND NUT WASHER
AND NUT
ZERO
SENSOR CASE INDEX
MARK
F
SENSOR SHAFT
Typ. SENSOR CLAMP
SEE
C
SEE SENSOR MICRO ADJUSTING NUT
D CLAMP
MICRO 1 LEFT SENSOR LOCATED ON
A
ADJUSTMENT OPPOSITE SIDE OF FEEL
NUT AND CENTERING UNIT
NEUTRAL
SHIFT
CONTROL SENSOR FWD
STABILIZER POSITION
ROD SENSOR (RIGHT) CONTROL
1 ROD
(LEFT OPPOSITE)
A SEE E (RIGHT)
CRANK
ARM
SENSOR CLAMP CRANK ARM BOLT

CRANK ARM BOLT,NUT CRANK NUT AND WASHER
AND WASHER ARM
SENSOR CLAMP SEE F

BOLT AND NUT SENSOR CASE
CLAMP BOLT NUT

AND WASHER SENSOR CLAMP
ZERO REFERENCE
SENSOR CASE ALIGNMENT MARKS
STABILIZER
SENSOR CLAMP CRANK BOLT, POSITION
SENSOR SHAFT
NUT AND WASHER SENSOR (RIGHT)
C D E
NEUTRAL SHIFT SENSOR ( DUAL ) STABILIZER POSITION SENSORS

Figure 35 AP - Sensors: Neutral Shift, Stabilizer Pos.
Page: 75
AUTOFLIGHT B 737-300/400/500

22- 11
For example, if autopilot A commands five degrees right bank and channel B
PITCH CHANNEL SIGNAL PROCESSING commands twenty degrees right bank, the two autopilot actuators, working to-
General gether, move the control surface five degrees.
When autopilot channel B tries to move the surface an additional fifteen de-
The FCC delivers the A/P command signals for the pitch and roll channel dur- grees, it cannot overcome the feel force and the detent pressure in the channel
ing all modes of operation, including the Stabilizer trim and the mach trim com-
A autopilot actuator.
mand signals.
Therefore, the detent piston pressure in channel B autopilot actuator is relieved
Pitch channel through the pressure relief valve and the control surface position remains at
All signals used for the modes are delivered digital or analog to the FCC from five degrees.
the various systems. The main piston in the channel B autopilot actuator moves to a position repre-
Which signals are used for each mode is seen by the numbering system. senting twenty degrees.
These signals are combined and computed by the processor depending the In the dual monitor circuits the actual surface position of five degrees is
control laws for each mode.
compared with the main actuator piston position (LVDT) of twenty degrees.
So four FCC pitch output signals are available : This comparison is done in the SPM monitor.
- A/P pitch command signal When the DFCS is in dual channel engage, this results in dual channel discon-
- F/D pitch bar command signal nection.
- Stab trim command signals Stabilizer trim command
A combination of stabilizer position and elevator output command is used to
- Mach trim command signals
determine when the stabilizer should be repositioned.
A/P pitch command signal This signal includes the automatic stabilizer trim command during A/P opera-
The autopilot pitch command is sent to the summing point A and the output tion.
amplifier. In cruise flight this command is identical to the A/P command. During approach
From the digital flight control computer to the autopilot actuator transfer valve. the trim command is build up out of the summing point C.
The actuator sends its feedback ( A ACT LVDT ) back to summing point D to The stab. position signal is used only to calculate the starting point.
null out the command signal and for monitor reasons.
Mach trim command
The neutral position of the elevator can be shifted by the Mach trim actuator, so
This signal depends on the mach number and makes sure that the mach trim
for this the neutral shift sensor ( NSS ) will supply its signal also to summing
actuator will run to move the elevator against the tuck under effect.
point D to subtract this from the LVDT signal.
The output to the mach trim actuator is used to reposition the elevators as a
The result is send to summing point A to null out the A/P cmd.
function of mach number.
The LVDT feedback signal is monitored by the A/P ONLY continuous monitor.
This is accomplished by mechanical connections to the elevator feel and cen-
Any failure of the A/P ONLY continuous monitor will disconnect the A/P.
tering unit.
The A/P actuator monitor ( AAM ) compares the A/P command and the actua- The neutral shift sensor provides feedback to determine the elevator neutral
tor feedback signal. Any larger difference ( > 4 ) will disconnect the A/P. position for a given stabilizer position.
This detector will be tested during power up.
F/D pitch bar command
During dual channel engage, both channels normally produce identical com-
The F/D signal processing is very similar to the A/P signal processing.
mands and move the control surface. If the commands differ, the surface re-
A command mode logic is used, however, the F/D command processing is ac-
sponds to the smaller of the two commands and from summing point E an
complished as a separate control.
equalization of one degree maximum is done, to reduce mechanical force from
The digital output is sent to a EFIS symbol generator which processes the sig-
the shear pins.
nal to be displayed on the respective EADI.( see roll channel for more details ).
This can be described as ”fail- passive” operation.

AUTOFLIGHT B 737-300/400/500

22- 11
Figure 36 Pitch Channel - Signal Processing

AUTOFLIGHT B 737-300/400/500

22- 11
DUAL ACTUATOR CONTROL

Single A/P control
For single A/P control only one interlock will open the ARM and DETENT sole-
noid valves in one actuator.
So the detent mechanism is clutched, monitored by the pressure switch and
the A/P command signal is feed to the transfer valve and moves via the closed
detent mechanism the surfaces.
At the same time the foreign FCC will synchronize to the aileron position sen-
sors position, due to the open detent mechanism no output movement to the
surface is possible.
Dual A/P control

For dual A/P control are both detent mechanism closed, so both actuators basi-
cally can move the surfaces.
But different piston positions from actuator A and B can move the surface only
to the point that both pistons will have motion.
When one piston will stop the second piston is not able to move the surface so
the lonely piston can only move the internal detent mechanism and reduce the
pressure via the pressure relief valve ( see also A/P actuator schematic) .
Every difference between the A/P actuators makes sure that only the smaller
signal will deflect the surfaces.

AUTOFLIGHT B 737-300/400/500

22- 11
AILERON POSITION
SENSOR
ROLL CHANNEL ROLL CHANNEL
INTERLOCK
INTERLOCK
Figure 37 AP - Dual Actuator Control

AUTOFLIGHT B 737-300/400/500

22- 11
DFCS - MCP, CONTROL AND DISPLAYS

General IAS/MACH Selector
There are many switches, knobs and push—buttons on the MCP that the crew The IAS/MACH selector sets the MCP airspeed or mach.
uses to control the FCC. There are also many displays to show selected pa-
rameter values. IAS/MACH Display
The display shows indicated airspeed (IAS) or the mach number.
Course Selectors (2)
The IAS shows from 100 to 340 kts in one kt increments.
The course selectors 1 and 2 select the VHF omnidirectional range (VOR)
The mach shows from .60 to .82 mach in .01 mach increments.
course or the instrument landing system (ILS) course.
The display has a warning flag that flashes for underspeed and overspeed con-
The course selector 1 is for the captain’s VOR or ILS system.
ditions.
The course selector 2 is for the first officer’s (F/0) VOR or ILS system.
The left positionin the LCD shows this flag.
Course Displays (2) The IAS/MACH display is blank when the VNAV mode is active.
The course displays show the VOR or ILS course you select.
IAS/MACH Change/Over Switch
The display range is from 000 to 359 degrees.
When you push this switch and the airspeed is above mach 6, it changes the
Flight Director (F/D) Switches (2) display from IAS to mach or from mach to IAS.
Two F/D switches turn on and turn off the F/D function in the FCCs.
SPEED INTERVENTION Switch
The captain’s F/D switch usually controls FCC A and you usually only see the
Allows to change temporally the airplanes speed without disengage the V- NAV.
F/D commands on the captain’s display.
autopilot mode.
The F/0’s F/D switch usually controls FCC B and you usually only see the F/D
commands on the F/0’s display. Heading Selector
The heading selector changes the flight crew’s selected heading for the air-
Master Lights (2)
plane.
The master light shows which FCC controls the mode selection.
If the master light above the captain’s F/D switch is on, FCC A controls the Heading Display
mode selection. The display shows the heading the flight crew selects. The display range is
from 000 to 359 degrees.
If the master light above the F/O’s F/D switch is on, FCC B controls the mode
selection.
Bank Angle Selector
Autothrottle (A/T) Arm Switch The bank angle selector lets the flight crew set the maximum allowable bank
When you put the switch to the ARM position, you arm the A/T system. angle.
An electrical solenoid holds the switch in the ARM position. You can set the maximum bank angle to one of these angles:
You disconnect the A/T if you put the switch to the OFF position. − 10 degrees, 15 degrees, 20 degrees, 25 degrees, 30 degrees.
A/T Arm Light

The light comes on when the A/T is in the arm mode.

AUTOFLIGHT B 737-300/400/500

22- 11
ALTITUDE
INTERVENTION
SWITCH SPEED
INTERVENTION
SWITCH
1
ALT INT SPD INT
(PADDLE- TYPE)
1
NOTE: There are MCPs with
ENGAGE- PUSHBUTTONS
insttead of ENGAGE PADDLES
available.
Pressing a pushbuttons will en-
gage the autopilot to CWS or
CMD and the pushbutton light
will illuminate.
AUTOPILOT ENGAGE AUTOPILOT DISENGAGE BAR
SWITCHES (4)
Figure 38 MCP Description
AUTOFLIGHT B 737-300/400/500

22- 11
Altitude Selector Mode Selector Switches (10)
The altitude selector sets the reference altitude for the DFCS. These are the ten mode selector switches:
One turn of the knob changes the altitude by 6400 feet. Autothrottle N1
AutothrottLe speed
Altitude Display
Level change
This display shows the altitude the flight crew selects.
Heading select
The altitude range is from 0 to 50,000 feet.
Approach
ALTITUDE INTERVENTION Switch VNAV
Allows to change temporally the airplanes altitude without disengage the V- LNAV
NAV. autopilot mode.
VOR LOC
Vertical Speed Thumbwheel Altitude hold
To set the vertical speed, you turn the vertical speed thumbwheel. Turn the Vertical speed.
thumbwheel to UP to increase the value. If a mode selector switch light is on, you can turn off that mode when you push
Turn the thumbwheel to DN to decrease the value. the switch again.
The thumbwheel has increments of 50 feet per minute (fpm) from 0 to 1000
Light Sensors (2)
fpm and 100 fpm above 1000 fpm.
Two photo diode light sensors on the MCP front panel monitor the light in the
Vertical Speed Display crew compartment area.
This display shows the flight crew’s selected vertical speed. The sensors control the brightness of the LCDs.
The vertical speed range is from −7,900 fpm to +6,000 fpm
Autopilot (A/P) Engage Paddles (2)

There are two A/P engage paddles. One for FCC - A and one for FCC - B.
The switches engage an autopilot to control wheel steering (CWS) or command
(CMD).
The paddles are solenoid- held type switches.
If the pre−engage logic is correct, the paddle remains in the position CWS or
CMD adn the A/P engages.
If the pre−engage logic is not correct, the paddle reverts to OFF position and
the A/P will not engage.
After you engage the A/P, some conditions must stay correct or the autopilot
disengages and the paddle reverts to OFF.

AUTOFLIGHT B 737-300/400/500

22- 11
ALTITUDE
INTERVENTION
SWITCH SPEED
INTERVENTION
SWITCH
1
ALT INT SPD INT
(PADDLE- TYPE)
1

ENGAGE- PUSHBUTTONS
available. Pressing a pushbut-
tons will engage the autopilot to
CWS or CMD and the pushbut-
ton light will illuminate.
SWITCHES (4)
AUTOFLIGHT B 737-300/400/500

22- 11
MODE CONTROL PANEL: FUNCTIONAL DESCRIPTION

1. Operation 3. Control
The MCP provides the means for mode selection and parameter selection and Knobs are used for selection of lAS/MACH, altitude, heading and courses.
display. It utilizes both analog and digital means for signal interface. The knobs are connected to encoders or resolvers whose output signals drive
the displays.
2. Mode Selection
V/S SELECTION is accomplished by a wheel rather than a knob.
Mode selection is made with momentary pushbuttons. The V/S selects vertical speeds between - 7900 and +6000 feet per minute.
The pushbutton modes are :
The ALTITUDE SELECT KNOB when depressed and turned, changes the se-
HDG SEL, lected altitude in 100 - foot increments.
VOR/LOC, Without depressing the knob, the selected altitude is changed in 1000 foot in-
APP, crements. The selectable range is between 0 and +50,000 feet.
LNAV, ALTITUDE INTERVENTION Switch: Allows to change temporally the airplanes
altitude without disengage the V- NAV. autopilot mode.
VNAV,
lAS/MACH selection is from 110 to 340 and .60 to .82 in movements of 1 kt or
ALT HOLD,
0.01M. lAS/MACH display is limited to the existing VMO/MMO.
V/S,
SPEED INTERVENTION Switch: Allows to change temporally the airplanes
LVL CHG, speed without disengage the V- NAV. autopilot mode.
ALT INT, The BANK ANGLE SELECTOR permits selection of maximum bank angle (10
SPD INT, to 30 degrees) in increments of 5 degrees in some roll modes.
SPEED (AT - FCC) and Liquid Crystal Displays (LCD‘s) provide a digital readout of preset heading, lAS/
N1 (A/T). MACH, altitude, vertical speed, and separate captain’s and first officer’s preset
course selections.
CWS mode is the only A/P mode available with the engage switch in CWS.
In the CMD position, CWS is the applicable mode when no pushbutton mode is 4. Indicator Lights Control
selected. Indicator lights on the panel provide separate indication for autothrottle arm and
Altitude acquire is an automatically armed, non−pushbutton mode. a master (MA) light indicator which indicates which system is controlling the
The mode switches are illuminated when the mode is ON, and pressing the mode selection.
switch again deselects the mode. The MA lights are prioritized. The A/P first in CMD is the master, illuminating its
When on the selected altitude and in altitude hold the ALT HOLD light is off in- MA light. If F/D only, the first F/D on is the master except in TO, GA or APP
dicating that ALT HOLD cannot be deselected using the ALT HOLD PB switch. mode (LOC and GS engaged) when both MA lights are illuminated.
Automatic dimming of mode select lights is provided by light sensors.
A similar situation exists after LOC and GS.
The APP PB light is off indicating that the APP PB cannot be used to deselect
the approach mode.

AUTOFLIGHT B 737-300/400/500

22- 11
ALTITUDE
INTERVENTION
SWITCH SPEED
INTERVENTION
SWITCH
1
ALT INT SPD INT
(PADDLE- TYPE)
1

ENGAGE- PUSHBUTTONS
available. Pressing a pushbut-
tons will engage the autopilot to
CWS or CMD and the pushbut-
ton light will illuminate.
SWITCHES (4)
AUTOFLIGHT B 737-300/400/500

22- 11
(continued from previous page) MODE CONTROL PANEL: OPERATION
5. Panel Lighting The MCP uses two central processing units for its prime signal handling.
Flood lights in the glareshield above the MCP provide illumination of the MCP. The digital input and output data is received by ARINC 429 receivers and trans-
mitted by ARINC 429 transmitters.
Flood light intensity is controlled by the AFDS FLOOD control on the captain’s
P1 panel. The A/P engage paddle, F/D switches and A/T arm switch are standard
Edge lighting of the MCP and lights in the engage switch paddles are controlled switches providing voltage or ground outputs when engaged.
by the captain’s panel light control. The mode select pushbuttons, bank angle limits, change over switch, and F/D
ON (gnd) inputs are all contained in MCP discrete word 271.
6. Speed Limit Flags The display change word is utilized to inform the FCC‘s of any changes made
Additionally, the lAS / MACH LCD has flashing warning flags for underspeed to the lAS/MACH, vertical speed, or altitude selections.
and overspeed in the left most position. Shaft resolvers with analog/digital changer are used to generate the digital out-
Underspeed (A) is displayed if the airplane speed is decreased to the mini- put representing selected heading and course.
mum speed except in TO or GA. The lAS/MACH, vertical speed, and altitude displays are controlled by inputs
The A remains until the speed has been increased to 15 knots above the from the master FCC.
minimum speed. The discrete word input to the MCP from the FCC’s control the illumination of
the pushbuttons, self test request, and lAS/MACH indicator mode letter input.
IAS/MACH The analog inputs and outputs are associated with engage solenoids, engage
UNDERSPEED LIMITS: switch positions and heading information.
ALPHA FLOOR
PERF. LIMIT The MCP also provides the disengage warning outputs to the FMA and warn-
ing horn.
The aileron and elevator actuator engage commands come from the CWS or
Overspeed is displayed when the airplane speed is greater than the VMO/ CMD positions of the A or B A/P engage paddle.
MMO limit or speed is within 2 knots of the flap or gear placard or while in The course resolver interface with the VHF NAV units is for calculation of the
VNAV mode in descent below 10,000 feet airspeed greater than 255 knots. VOR beam deviation.
The MCP digital data bus MCP- 3 provides outputs to the FMC and to the auto-
IAS/MACH throttle.
OVERSPEED LIMITS :
GEAR PLACARD This data originates in either FCC A or FCC B.
FLAP PLACARD The MCP selects which input to use for its digital output based on the Master
VMO / MMO Light logic.
V NAV The only time the FCC B source is used is when only the B Master Light is on.

AUTOFLIGHT B 737-300/400/500

22- 11
Figure 41 MCP Interface

AUTOFLIGHT B 737-300/400/500
A/P- F/D MODE OPERATION

22- 12
OPERATION: APPROACH
SINGLE CHANNEL
In a single channel ILS approach, the DFCS provides automatic ILS approach The FMA no longer annunciates HDG SEL and changes VOR/LOC ARM to
commands to FAA Category II lower weather minimums (100 feet MDH and VOR/LOC (CAPT).
1200 feet RVR) utilizing a single channel. The ALT HOLD and APP mode switches remain illuminated and the FMA
annunciates VOR/LOC (CAPT) G/S (ARM) ALT HOLD and 1 CH.
Using any of the various roll and pitch cruise modes the airplane path is set to
intercept the inbound localizer radial and maintain approach altitude (typically LOC mode inhibits the RCWS override.
2000 feet). However as an option RCWS may override the APP mode except when
both A/P engage switches are in CMD.
The usual method is to use HDG SEL and ALT HOLD. One A/P is in CMD
(should be on the same side as the pilot flying), both F/D are ON and the A/T is Localizer On Course Mode
on.
LOC on course is initiated when less than 60 mv LOC deviation, a beam
The master light on the same side as the A/P in CMD is on.
rate of less than 3.38 mV/sec and a bank angle Less then 60.
Initial Conditions Cross wind correction is started by integrating the LOC deviation error.
The supplementary normal sequence is with only one A/P engaged in CMD. Glide Slope Mode
In this example the airplane is positioned on the ILS intercept and on the
The Glideslope capture point is at approximately .5 dot (41.0 mv) of devi-
approach altitude.
ation.
The HDG SEL and ALT HOLD modes and engaged.
At G/S CAPTURE the APP and ALT HOLD mode switch extinguish.
Approach Preparations The APP mode can now only be terminated by CWS OD, GA or A/P discon-
nect. The FMA annunciates VOR/LOC CAPTURE, GIS CAPTURE and 1
Select the approach speed and inbound course on the MCP.
CH for AFDS.
Select the ILS frequency with the manual frequency selectors and press the
The FMC transitions to N1 limit and the TMA annunciates GA NI LIMIT.
APP mode switch.
The A/P commands an initial descent rate of 10.7 fps to make a smooth
The mode switches for the selected roll and pitch modes, as welt as APP,
transition to glides lope.
are illuminated.
Selection of a missed approach attitude is now made.
The FMA annunciates the active roll and pitch −modes as well as VOR/LOC
This is a operational requirement in case of a go around.
(ARM) and G/S (ARM).
GIS mode inhibits PCWS 0D override. However as an option PCWS OD
The FCC is now armed for LOC (CAPT) and G/5 (CAPT).
may override APP except when both A/P engage switches are in CMD.
LOC Mode
Approach On Course
Mode logic conditions in the A/P determine the optimum capture point rela-
Approach on course (AOC) occurs at 1500 feet R/A.
tive to the ILS localizer beam based on airplane heading, speed and dis-
Gain programming of G/S deviation signals begin at AOC.
tance.
This gain programming is necessary to compensate for beam convergence
At LOC (CAPT) the bank angLe limit is 30 degrees and the roll rate Limit is as the airplane nears the transmitter.
7 degrees per second. The GIS deviation signal is reduced to about 13% of normal between 1500
At localizer capture HDG SEL is disengaged and the HDG SEL mode feet R/A and 50 feet R/A.
switch extinguishes. A lagged roll signal is used to provide crosswind compensation.

AUTOFLIGHT B 737-300/400/500

22- 12
APPROACH ON COURSE
LOC CAPTURE: AIRCRAFT FLY ONTO THE BEAM

1 CH IS DISPLAYED
−LOC AND G/S ENG AND R/A LESS THAN 1500FT

- LOC AND G/S GAIN PROGRAMMER ACTIVE
- ILS DEVIATION WARN IS TESTED 3 SEC LATER
- A/P A IN CMD
- ILS FREQ. SEL ON NAV SYST #1
G/S ENGAGE ( ≈ 0.5 DOT ):
- APPR P.B. PRESSED : - AC STARTS DESCENDING
VOR/LOC ARM - G/S ENG RESET( all other modes are
G/S ARM blocked off )
FWD LOC ANTENNA SEL - APPR P.B. LIGHT OFF
(THE A/P WILL DISCONNECT IF - FMC WILL ENG TO G/A N1 LIMIT
AFTER 4.5 SEC NO TRANSFER
OCCUR )
G/S ENGAGE PLUS 10 SEC:
- AIRCRAFT IS STILL ON BEAM
DISENGAGE A/P MANUALLY

F/D GO AROUND
ILS DEV WARN IS INHIBITED
G/S DEV IS REDUCED TO ZERO

BY GAIN PROGR.
Figure 42 Single Channel Approach

AUTOFLIGHT B 737-300/400/500

22- 12
Approach ( cont.) The monitors are activated 15 seconds after.These monitors continually moni-
tor A/P actuator position against surface position and also surface position
DUAL CHANNEL against A/P command. If any monitor detects a failure, both A/P‘s are disen-
This sequence continues with L NAV and V NAV in control. After selecting gaged. The flare circuits are now armed. The FMA annunciates VOR/LOC
APP and engaging the second autopilot to CMD, an automatic transition is (CAPT), GS (CAPT) and FLARE (ARM).
made to the ILS approach and continuing through autoland.
Radio Altitude Less Than 800 Feet
Initial Conditions The airplane should be stabilized on the ILS in the landing configuration before
With L NAV and V NAV both engaged the FMC provides guidance to the A/P reaching 800 feet. The second A/P must be engaged in CMD by this point. If
and A/T to command a FMC approach attitude at 150 knots on a heading for a disconnect occurs above 800 feet, both channels can be reengaged if the
optimum localizer intercept. If the flaps are extended beyond 15 units V NAV normal engage logic is satisfied.
disengages. Below 800 feet only a single channel can be reengaged.
At 500 feet above the airport elevation FLARE (ARM) must be checked for an-
Approach Preparations nunciation, if not annunciated the dual approach must be terminated.
Tune both VHF NAV receivers to the inbound ILS frequency. Select the in- The A/P warning light on each FMS WARN annunciator illuminates steady red
bound course on both course displays. Press the APP mode switch on the if the stabilizer is out of trim below 800 feet in a dual channel approach.
MCP and engage the second A/P to CMD. RCWS is inhibited when in APP
and both A/P engage to CMD. Radio Altitude Less Than 400 Feet
The L NAV, V NAV and APP mode switches are illuminated. A nose- up trim bias is switched into the automatic stabilizer trim circuits at 400
The FMA annunciates L NAV, V NAV, VOR/LOC (ARM), and G/S (ARM) for feet R/A. Should an A/P fault occur and an automatic A/P disconnect take
AFDS. The SPEED A/T mode switch is illuminated and the FMA annunciates place the airplane will pitch up. The A/P cannot be reengaged.
FMC SPD for A/T and the TMA annunciates CRZ N1 LIMIT.
The FMC mode is CRZ and FMC SPD drives the MASI A/S cursor. Radio Altitude 50 Feet
The A/P is now armed for approach but continues to command to FMC V NAV At 50 feet R/A FLARE occurs. The FMA shows green : VOR/LOC , G/S , and
and L NAV guidance. FLARE and the F/D bars bias out of view. The A/P commands to flare the air-
When APP is selected the ILS test is inhibited. If the flaps are extended plane and reduce the V/S to —2.5 feet per second at touchdown.
greater than 15 units V NAV is inhibited. If V NAV was holding on FMC ALT
and a MCP ALT the DFCS defaults to ALT HOLD. If not holding the MCP ALT Flare Plus 1.5 Seconds or Radio Altitude Less Than 27 Feet
the DFCS defaults to pitch CWS. At 27 feet R/A or 1.5 seconds after flare (whichever comes first), the A/T re-
The lAS/MACH display is activated and the A/T holds the MCP speed. tards the throttles and the FMA annunciates RETARD.The SPEED mode
switch extinguishes.
Approach On Course
Approach on Course (A0C) occurs at 1500 feet radio altitude. The gain pro- Touchdown
gramming of the LOC and GS signal starts. This compensates for the beam Pitch channel moves the elevator down to bring the nose of the aircratf down.
convergence. The second A/P is engaged in both roll and pitch channels. Press the A/P diseng.switch on the control wheel.
Initially both flight control computers are equalized. The A/P red warning light on the FMA flashes and an aural warning is heard.
During the remainder of the autoland an equalization circuit cancels any small Press either disc. switch or either warning light assembly to reset the warning.
differences in command from the flight control computers. At squat the A/T transition to ARM and is annunciated on the FMA. At squat
This circuit utilizes any difference between the actuator as an addition feedback plus 2 seconds the A/T disconnects and the FMA displays blanks for AlT.
for the equalization. There is no warning for touchdown A/T disconnect.

AUTOFLIGHT B 737-300/400/500

22- 12
APPROACH ON COURSE : LOC +,G/S ENG + R/A < 1500 FT

+ 3 SEC: ILS DEV WARNING IS TESTED
ACTIVE
LOC CAPTURE: AIRCRAFT FLY ONTO THE BEAM

1 CH IS DISPLAYED
NO RCWS BEYOND THIS POINT
ALL ACTUATORS OF THE SECOND ENGAGED A/P WILL BE ENGAGED

AND THE FCC IS STILL SYNCHRONIZED TO THE FIRST ON A/P.
−1 CH DISPLAY IS REMOVED
- FLARE ARM IS DISPLAYED
- MONITORS ACTIVE ( AAM AND SPM DETECTORS ARE ACTIVE).
−A/P A IN CMD - ANY FAILURE DETECTED WILL DISCONNECT ALWAYS BOTH A/P
- ILS FREQ. SEL ON NAV SYST #1 - FLARE ARM MUST BE DISPLAYED BEFORE THE R/A 350 FT IS REACHED
- APPR P.B. PRESSED : IF NOT : BOTH A/P WILL DISCONNECT.
- A/P GO AROUND IS ARMED
VOR/LOC ARM
G/S ARM
FWD LOC ANTENNA SEL
G/S ENGAGE PLUS 10 SEC :
( THE A/P WILL DISCONNECT IF AF TER - AIRCRAFT ON GLIDEPATH
4.5 SEC NO TRANSFER OCCUR )
G/S ENGAGE :
- AIRCRAFT STARTS DESCENDING
- APPR. P.B. LIGHT EXTINGUISHES
- NO PCWS BEYOND THIS POINT
STAB OUT OF TRIM WARNING BELOW 800 FT :

ALSO THE RED A/P OFF WARNING ILLUMINATES
- ILSFREQ. SEL A/P FLARE SPRING BIAS WILL

ON NAV SYST #2 TRIM THE STABILIZER NOSE UP
1500 FT
A/P FLARE PHASE ACTIVE
( aircraft nose up command )
800 FT
F/D PITCH AND ROLL BARS OUT OF VIEW

SECOND A/P B IS ENGAGED BY PILOTS 400 FT
- only A/P A controls the aircraft
A/P B actuators will synchronize
to A/P A actuators .
SINGLE CHANNEL CONTROL NO ILS DEV WARNING
BEYOND THIS POINT 50 FT
50 FT
G/S DEV REDUCED TO ZERO
SECOND A/P MUST BE
ENGAGED BEFORE 800
FT R/A.
BELOW 800 FT SECOND
A/P IS BLOCKED OFF.
Figure 43 Dual Channel Approach

AUTOFLIGHT B 737-300/400/500

22- 12
A/P GO - AROUND
The GA mode is selected by pressing one of the the TO- GA switches on 30 foot error altitude, the red A/P. warning light is latched on steady and
throttles. ALT ACQ is inhibited.
GA will go only active if both A/P in CMD and the FLARE ARM mode display is Altitude error is defined as actual baro corrected altitude minus selected
visible on EADI and the aircraft is not on ground ( no wheel spin up larger 60 altitude.
kts). The warning light latch is reset by selection of a new reference altitude
Pressing either TO/GA switch a second time causes the A/T to command to on the MCP or by selection of another pitch cruise mode once the auto-
GA N1 LIMIT from the FMC. pilot command returns below single channel authority.
The FMA annunciation for A/T changes to N1 indicating the A/T is commanding At ALT ACQ the second up A/P channel disengages.
the N1 target ( see A/T). The MCP lAS/MACH window displays the present speed and the A/T
transitions to MCP SPD.
The pitch channel will command a nose up bias of 15 . If the aircraft reaches
ALT ACQ and CWS ROLL are annunciated on the FMA for AFDS.
a 10 ft/sec climb rate the A/P G/A speed command signal will slowly overtake
The transition to ALT HOLD is the same as for normal transition from
( depending flap position ) with a monitoring circuit to monitor the alpha angle
ALT ACQ to ALT HOLD.
to prevent low speed stall.
The FMC modes to cruise and TMA annunciates CRZ N1 LIMIT.
Airspeed indicator will show the FCC commanded SPD program but the MCP
speed window is blanked.
2.) GA Exit - Alternate Method
The roll channel will command the actual magnetic track.
Press HDG SEL mode switch.
Go - Around Exit The A/P exits roll GA to HDG SEL but the pitch channels remain in GA.
Two methods are available for exiting GA. Roll is now under single channel control.
Both methods require R/A greater than 400 feet. Selection of any other roll cruise mode also causes the A/P to exit roll
Also the pitch channel is inhibited from exiting GA if a single channel authority GA.
is exceeded. Pitch GA is not exited until a pitch cruise mode is selected such as
Single channel A/P authority is determined by detecting the amount of elevator LVL CHG.
commanded during A/P GA. However, PITCH CWS can not be used to exit PITCH GA.
If the elevator exceeds 3.5 degrees, an inhibit is generated and used to block
selection of all pitch cruise modes.
Once the elevator position returns to less than single channel authority, the
cruise mode selection capability is re- enabled.
When the GA mode is exited, the A/P reverts to a ”single channel” operation.
1). GA Exit- Normal Method
Select a level off altitude on the MCP.
If the single channel autopilot authority is exceeded during the time ALT
ACQ mode attempts to engage, the ALT ACQ mode is inhibited.
If the elevator returns to a position below the single channel authority
prior to the aircraft climbing through an altitude 30 feet below the MCP
selected altitude, the ALT ACQ mode engages.
If the authority is still exceeded at the time the aircraft climbs through the

AUTOFLIGHT B 737-300/400/500

22- 12
AIRCRAFT WELL TRIMMED :

SELECTION OF CRUISE MODE
OR
REACHING ALT ACQ.
STOPS A/P PITCH G/A MODE.
THE SECOND A/P WILL DI-
FLARE ARM
SCONNECT AUTOMATICALLY.
( FIRST POINT
OF AP - G/A )
TO- GASWITCH
PRESSED FIRST POINT TO
SELECT ANY
NEW ROLL
MODE
∼ 15 SEC
INTERCEPT
PHASE 400 FT
A/P
1500 FT SPD CMD
GA SIGNAL
NOSE UP BIAS
+20 FT/ SEC

+10 FT/ SEC
RUNWAY
Figure 44 A/P Go - Around

AUTOFLIGHT B 737-300/400/500
TRIM SYSTEMS
22- 13
22- 13 TRIM SYSTEMS

SPEED TRIM MACH TRIM
The purpose of the speed trim system is to provide automatic stabilizer trim for The purpose of the mach trim system is to provide nose up commands to the
positive speed stability during low- speed high- thrust conditions . elevator at high Mach numbers to compensate for normal tuck tendencies.
The speed trim system is only operational while the autopilot is off and it is au- (This is for high speed stability).
tomatically terminated when the flaps are up. The output to the mach trim actuator can be provided by FCC A or B.
Either FCC can provide the speed trim commands and only one channel will be Any detected failure for Mach Trim will cause a switching from the active FCC
engaged at anyone time. to the other FCC.
The system which will be in command is alternately chosen as a function of the So the warning light will illuminate only if both FCC are not able to trim.
squat switch input; i.e., if FCC A was in command on the last flight, the FCC B
will be in command this flight.
Any detected failure for Speed will cause a switching from the active FCC to
the other FCC.
So the warning light will illuminate only if both FCC are not able to trim.
STABILIZER TRIM
The A/P provides tril inputs to the stabilizer at any time that it is engaged.
The prime input to the system to determine when trim is required is the amount
of command to the elevator.
Different trim detection circuits are used depending on the mode of operation.
Either the A/P or the speed trim system will provide the commands to trim the
stabilzier from the FCC.
A stab out of trim warning light is illuminated if the stabilizer is out of trim.
The Stabilizer trim- ranges are:
Autopilot Trim 0.25 —14.0 units
Main Electric Trim 0 —17.0 units
Main electric and autopilot trim motors may be disengaged by individual cutout
switches located on the control stand.

A control column operated stabilizer trim cutout switch will stop operation of the
electric trim when the control column movement opposes trim direction.
A trim switch override is located on the control stand and bypasses the control
column operated stabilizer trim cutout switch, when the guard is raised and the
switch positioned to OVERRIDE.
This allows electric trim to be used regardless of control column position.

AUTOFLIGHT B 737-300/400/500
TRIM SYSTEMS
22- 13
N1 SPEED SIGNAL S245

A/P OFF ONLY ! FCC A
ENG.#1 & 2 INDIC. FLAP UP/
NOT UP
STAB POSITION SPD TRIM
SPEED A/P INTLK.
FAIL
FLAP POSITION TRIM PWR.
LAW WARN LIGHT
α VANE L/H & WARN
DADC : CAS / MACH SPEED
TRIM
CMD AFC ACC. UNIT
IRU : INERTIAL V/S
SPD
CHANGE
STAB
OUT OF FROM FCC B
RELAY
TRIM
A/C
WARN LIGHT UP
STAB POSITION DOWN
A/C L.E. LIMIT TRIM
AUTO- FWD.
FLAP POSITION STAB UPTRIM SWITCH
ELEV. POS. TRIM
# STAB
NEUTRAL SHIFT SENSOR LAW TRIM
AUTO CLUTCH CLUTCH
& SERVO
A/P ACTUATOR POS. STAB CONTROL
WARN TRIM M 255
CMD # UP
A/C AFT L.E. LIMIT
DOWN TRIM SWITCH A/C
DOWN
✄ ✄ ✄ ✄ ✄ ✄ ✄ ✄ ✄
# COLUMN A/P TRIM TRIM

SWITCH CUTOUT
✄ ✄ ✄ ✄ ✄ ✄ ✄ ✄ ✄
MODULE SWITCH
M1201 (PEDESTAL) MOVES THE
✄ ✄ ✄ ✄ ✄ ✄ ✄ ✄ ✄
ELEVATOR
VIA FEEL &
✄ ✄ ✄
MACH ✄ ✄ ✄ ✄ ✄ ✄
MACH ✄
CTRG UNIT ✄ ✄ ✄
DADC : MACH TRIM TRIM FAIL

LAW MACH
MACH TRIM COMMAND/
✄ ✄ ✄ ✄ ✄ ✄ ✄ ✄ ✄ ✄ ✄ ✄ ✄
& WARN TRIM WARN LIGHT

CMD SELECT/ BRAKE/ FCC A/B
MACH
✄ ✄ ✄ ✄ ✄ ✄ ✄ ✄ ✄ ✄ ✄ ✄ ✄
SELECT
✄ ✄ ✄ ✄ ✄ ✄ ✄ ✄ ✄ ✄
TRIM ✄ ✄ ✄
ACT.
AFC ACC. UNIT M 414
✄ ✄ ✄ ✄ ✄ ✄ ✄ ✄ ✄
MTS FEEDBK ✄ ✄ ✄ ✄
JW
CROSS
#
CHANNEL
BUSSES
SAME AS FCC A
FCC B
Figure 45 Trim Systems - Block Diagram

AUTOFLIGHT B 737-300/400/500
TRIM SYSTEMS
22- 13
COLUMN SWITCHING MODULE

The column switching module is in the lower nose compartment installed. It is
actuated from the control column.
If the pilot moves the control column against the stabilizer trimming the
switches will operate and inhibit any inadvertent trim.
AUTOPILOT TRIM SERVO

This servo is used only by the FCC for autopilot automatic trim function.
The servo includes following parts:
2- speed motor
speed change relay
nose up/down relay
clutch
The A/P trim servo is one line replaceable unit , no parts may be changed sep-
arately.

AUTOFLIGHT B 737-300/400/500
TRIM SYSTEMS
22- 13
COLUMN SWITCHING MODULE A/P TRIM SERVO
STABILIZER
JACKSCREW
COLUMN
SWITCHING
MODULE MAIN ELECTRIC
TRIM SERVO
ELEV CONTROL
TORQUE TUBE
AUTOPILOT
TRIM SERVO
MANUAL TRIM
DRIVE CABLE
DRUM
COLUMN SWITCHES
PITCH FORCE
TRANSDUCERS
Figure 46 Col. Switch. Module, A/P Servo

AUTOFLIGHT B 737-300/400/500
TRIM SYSTEMS
22- 13
A/P STABILIZER TRIM

Inputs The stab trim clutch voltage first passes through the control column forward
The DADC provides total and static pressure inputs which are combined to and aft switches.
generate differential pressure. Pressure opposite to the direction of trim, operate switches in the column
This signal is combined with tabular feel pressure calculated as a result of sta- switching module, disengage the clutch.
bilizer position. The signal then passes through the A/P trim cutout switch on the control stand.
This is then used to calculate total elevator authority as a function of feel pres- This switch provides removal of all stabilizer signals in the event of stabilizer
sure. runaway.
This single channel autopilot authority will range from 6.0 degrees at low feel The signal then goes to the stab trim servo where it provides the voltage for
pressure to 2.5 degrees at high feel pressure. engaging the clutch.
There are two prime inputs which are used to determine when trimming of the
Trim Up/Down Commands
stabilizer is necessary.
These are the elevator command when the flaps are up or the summation of Stabilizer trim command is provided by either speed trim ( gate 6) or A/P.
elevator position and neutral shift sensor when the flaps are down ( S1). When The trim up/down commands also pass through the column cutoff and A/P trim
the required logic to energize switch S1 is present a flare spring bias is added. cutout switches.
This signal is used to provide a nose up trim in the event that the A/P is discon- Prior to going to the trim servo, the signals pas through nose up or nose down
nected during a dual approach. limit switches which limit the amount of stabilizer travel which can be comman-
The flap position input is used to vary the bias as a function of the flap position. ded by the FCC.
The power required by the trim servo motor is three phase.
Command Processing
Switching of the power input provides the control for proper directional rotation.
The elevator command or the elevator position and NSS input is used to deter-
A trim down command energizes the trim down relay which applies power
mine the amount of standing error command that is being sent to the elevator.
through relaxed contacts of trim up and high speed relays.
This signal becomes the numerator and the elevator authority is the denomina- When the trim up command is received, both the trim down and trim up relays
tor in the calculation of percentage of authority present. This percent of author- are energized.
ity is then measured by the trim detectors. The trim up relay changes the power input to the motor to cause opposite rota-
If a command of greater than 10% exists for 3 out of the 4 seconds in a sam- tion.
pling period then the CRZ/APP mode, a trim up or trim down detectors pro- The high speed motor is energized when the flaps are down to increase trim
vides an output. response.
When the GA mode is in affect, the greater than 10% error sampling time is
reduced for 20 seconds. Trim Valid
A sampling time of 500 of the 800 milliseconds is used. The trim up or trim The trim valid logic monitor is used in the engage interlock circuit.
down command continues until the Less than 2% is sensed. If a trim up and trim down exist at the same time, the A/P is disengaged.
Stabilizer Trim Clutch Command This logic is effective at all times; however, the main use is during dual channel
operation.
The stabilizer trim systems both require that the clutch to the jackscrew be acti-
During dual channel operation stabilizer trim commands are paralleled. There-
vated at all times. Speed trim or A/P Engaged ( ELEV Actuator Detent Pres-
fore, if one unit commands trim up and the other trim down the A/P is disen-
sure activate the clutch.
gaged.
Trim up and trim down functions then control the direction of motor rotation.

AUTOFLIGHT B 737-300/400/500
TRIM SYSTEMS
22- 13
M 196 DADC
M924 FLIGHT CONTROL COMPUTER A
Figure 47 Stabilizer Trim System

AUTOFLIGHT B 737-300/400/500
TRIM SYSTEMS
22- 13
STABILIZER TRIM WARNING

Operations
The FCC’s provide an output to amber and red warning light circuits based
on operational status of stabilizer trim systems.
Steady AMBER warnings Steady RED warnings
The stabilizer Out of Trim Warning light is illuminated by three different de- The amber trim warning generates below 800ft during dual approach , after
tectors. G/S engage also an red warning light ( see gate 6).
A delay of 10 seconds prevents nuisance warnings. This warning is inhibited below 100ft ( gate 7).
The amber Stab Out OF Trim light is inhibited when G/S engage and below Gate 4 will inhibit any cruise mode when the pitch actuator is deflected more
a radio altitude of 100 feet. than 5 during A/P G/A.
However, this inhibit logic does not extinguish the light if illuminated prior to This also generates a steady red light when above 400ft the G/A altitude is
passing through G/S engage or the 100 feet altitude. reached and the alt acq. mode is inhibited ( gate 5).
This warning is supplied direct analog to the red lights and also digital via
The stabilizer warning detector areas are as following: the MCP.
Detector 1.
This unit detects a difference of 3 between the elevator position and
elevator A/P actuator.
This detector also activates a holding circuit which requires that the ele-
vator A/P actuator commands be reduced to within 0.5 of the neutral
shift position.
Detector 2.
This unit detects too slow movement of the stabilizer after the command
is initiated.
A stabilizer movement of greater 0.5 in 10 seconds is required to pre-
vent a warning.
Detector 3.
This unit detects an elevator A/P actuator position of greater than 5

from the neutral shift position.
The 3 up bias prevents the light coming on if below 400ft the stabilizer
is trimmed nose up by flare spring bias and the A/P will react against
with the elevator.

AUTOFLIGHT B 737-300/400/500
TRIM SYSTEMS
22- 13
AMBER A/P TRIM WARNING
STAB OUT OF
TRIM WARN. LIGHT
STAB TRIM SYSTEM
RED A/P TRIM WARNING
1

SEE ALSO A/P RED WARNING

FCC A
Figure 48 Stab Out of Trim Warning

AUTOFLIGHT B 737-300/400/500
TRIM SYSTEMS
22- 13
SPEED TRIM SYSTEM

System Inputs Speed Trim Fail Warning Logic
The stab pos input is used as the reference at the time that the speed trim sys- The logic gate 4 monitors sensor input valid:
tem was engaged and also to provide pos inputs as it changes as a result of − N1 inputs,
the computed airspeed input.
− stabilizer position,
The stabilizer ref input also provides a gain control function which is combined
− computed airspeed and
with the N1 input to provide overall circuit gain.
− altitude rate.
The digital air data computer provides computed airspeed and altitude rate in-
puts.The computed airspeed is used to generate a stabilizer command input as − No simultaneous trim up and trim down command.
a function of airspeed. Detector 2, which is a command response monitor which detects movement of
The trim cmd schedule can cause stabilizer movement of up to 8.65 units ( low- the stabilizer after a stab trim command signal has been initiated.
est 3 units) of stab trim as a result of the CAS increasing to 234 knots. The SPEED TRIM FAIL annunciator is illuminated if both SPEED TRIM sys-
The altitude rate input provides an in- phase signal referenced to the CAS cmd tems fail.
to increase the nose up cmd as the altitude rate increases. If a single system fails, an automatic transfer is made to the second system;
The flaps input provides a reference angle of attack program for any particular therefore, the annunciator does not illuminate for a single failure.
flap position which is then compared to the actual alpha angle of the airplane. However , the master caution system stores in memory the single fault. Press-
If the airplane approaches the stall condition, switch S1 will open which will re- ing the master caution annunciator assy turns on the SPEED TRIM FAIL and
move any more inputs from the speed trim system until the condition has been FLT CONT annunciator if a single fault exists.
corrected.

AUTOFLIGHT B 737-300/400/500
TRIM SYSTEMS
22- 13
1 −914 computer only 2 737- 400/500 A/C only 3 737- 300 A/C only
ENGINE RUNNING AND < 80 KTS AND AIR use inertial V/S
1 = GROUND
TRIM CMD
SCHEDULE
( TO STAB TRIM
CLUTCH )
S1
Figure 49 Speed Trim System

AUTOFLIGHT B 737-300/400/500
TRIM SYSTEMS
22- 13
MACH TRIM COMPONENTS

Actuator
Includes following parts :
Servomotor, Brake Solenoid, Position Sensor
FCC
Delivers the mach trim command signals to the actuator.
Landing gear logic shelf

The SQUAT information switch off the mach trim function.
AFC accessory unit or IFSAU

Contents the transfer relays for FCC A / B actuator transfer.
Fail lights on P5
The Fail lights for MACH TRIM and SPEED TRIM are located on P5.
The fail light will only illuminate if both FCC are invalid.

AUTOFLIGHT B 737-300/400/500
TRIM SYSTEMS
22- 13
DOUBLE BOLT
ON MACH TRIM
JACKSCREW
ELECTRICAL
CONNECTOR
A B NEUTRAL
ARM DOWN SHIFT
SENSOR
MACH TRIM CRANK
ACTUATOR
OFF OFF
SEE BELOW
FEEL DIFF
PRESS A
ON ON
SPEED TRIM
FAIL A
YAW DAMPER MACH TRIM

FAIL A
YAW AUTO SLAT
DAMPER RIGGING
A FAIL A
FEEL AND PIN E−5
OFF CENTERING
UNIT
ON
MACH TRIM ACTUATOR
LANDING
GEAR LOGIC
SHELF E 11
MACH TRIM ACTUATOR
Figure 50 Mach Trim Components

AUTOFLIGHT B 737-300/400/500
TRIM SYSTEMS
22- 13
MACH TRIM SYSTEM

Control Sequence OPERATION
Power Inputs Command Signal Processing
Separate 115 volts ac and 28 volts dc inputs are provided to each of the two The command signal for the mach trim is the mach input from the DADC.
FCC’s for use in the operation of the mach trim system. The trim schedule detector within the FCC determines when the mach num-
The 115 volts ac input provides outputs from a power supply of 115 volts ac ber has reached 0.615.
for the fixed phase of the motor and 26 volts ac for the excitations input for An output is provided to the elevator to provide nose up commands from
the feedback synchro. this point until the max input of 0.83 mach.
The 28 volt dc input release the MTA brake when in the mach region. The signal is summed at SP 1 with the feedback signal from the mach trim
When on the ground or if the local FCC is not in control, then the DC pro- actuator. When below the mach region switch S 1 will be relaxed and the
vides an input to the NAND gate which in turn energizes K1 and removes output will be available to the amplifier.
the output from this FCC to the mach trim actuator. The output passes through the K 6 mach trim relay in the autopilot acc. unit
to the mach trim actuator.
MTS VALID Power is also supplied to the MT brake which releases the brake and allows
the control input to drive the MTA screw assembly.
The MTS VALID logic determines that the requirements for satisfactory op-
This also moves the rotor to the feedback synchro and provides the feed-
eration of the MTS from the local FCC are met.
back required to cancel the mach trim input.
These requirements are that the DADC is valid, 26 volts ac is valid, the
If it is the FCC B computers turn to operate the system, then a ground out-
command and feedback is at a null condition, and that the wraparound logic
put will be provided on the MTS SEL line which will energize relay K11 in
is valid.
the accessory unit and transfer control over to FCC B.
The MTS VALID is combined with logic which indicates whether the local
channel is operating the MTS. Mach Trim Fail Indication
Failure of one channel automatically transfers command to the other.
The P5—3 flight control module contains the light for indicating that a mach
The wraparound checks consist of sending the output signal back into the
trim failure has occurred.
computer for a comparison to ensure the output agrees with computer out-
The ground for the mach trim fail light passes through the two relaxed con-
put.
tacts of relays K1 and K2.
Wraparound checks are made for the warning circuits, MTS select and the
If either FCC mach trim system fails, the respective relay (KI or K2) relaxes.
MTA brake.
Both mach trim system failures are required to illuminate the mach trim light
controlling the mach trim function.

Mach Trim System Select (MTS SEL) This failure indication will also cause the master fail lights to illuminate.
The MTS SEL logic is used to determine which FCC provides the mach trim These lights can be reset.
control. The recall switch can be pressed which will cause a ground to be provided
When the FCC’s are power up, channel A will be selected to provide mach which, if a mach trim failure has occurred, will cause the mach trim light to
trim as long as its mach tr,m system is valid. again illuminate.
An input from the squat switch provides a toggle input which selects B if A The MACH TRIM FAIL annunciator is illuminated if both MACH TRIM sys-
was used on the last flight and vice versa. tems fail.
However, if the foreign MTS valid logic is not true, then the local channel If a single system fails, an automatic transfer is made to the second system;
provides mach trim. therefore, the annunciator does not illuminate for a single failure.

AUTOFLIGHT B 737-300/400/500
TRIM SYSTEMS
22- 13
GROUND
Figure 51 Mach Trim System

AUTOFLIGHT B 737-300/400/500
ANNUNCIATION & WARNING

22- 14
22- 14 ANNUNCIATION & WARNING

EADI ANNUNCIATION
The displays are controlled by the FCC.
The mode and status annunciation is supplied only with F/D engaged direct
from the active F/D FCC. ( FCC A L SG and FCC B R SG )
With one A/P engaged in CMD both displays are controlled by the
A/P in CMD - FCC.
The same is true for the CWS annunciation.
The F/D pitch- and roll- bars are only controlled by each ONSIDE - FCC
( FCC A LH SG and FCC B RH SG ).
F/D transfer is normally not possible (only except in final approach).
The onside F/D flag comes in view if its FCC is invalid.
After any mode change a green box is displayed around the newly displayed
mode for appr. 3 seconds.
HDG SEL

AUTOFLIGHT B 737-300/400/500

22- 14
V NAV ALT
LABEL 140/141 = FW
Figure 52 EADI Annunciations

AUTOFLIGHT B 737-300/400/500

22- 14
A/P AMBER WARNING

The amber warning lights will flash after the A/P reverts from any upper mode
back to the basic mode in Pitch- or Roll- CWS ( P CWS, R CWS ).
Reset is possible by pressing either one of the flashing warning lights ( P/RST )
or by disengagement of the A/P.
(1) The A/P and A/T warning lights flash amber to alert the crew.
The A/P warning light flashes to indicate CWS reversion.
The following, A/P Warning Lights, section applies only if the CWS WAR-
NING option is selected.
(2) A/P Warning Lights
The CWS warning causes the A/P warning lights on both FMA’s to flash
amber, if the A/P is engaged in CMD, a CMD mode is selected and CWS is
used to override the CMD mode.
The warning is initiated by single shots and the logic is latched until reset
by pressing the warning lights.
The CWS warning signal is sent to the mode control panel on the 429 bus.
The mode control bus selects the proper channel, decodes the signal and
provides grounds for both amber warning lights on the flight mode annuncia-
tors.

AUTOFLIGHT B 737-300/400/500

22- 14
Figure 53 A / P - Amber Warning

AUTOFLIGHT B 737-300/400/500

22- 14
A/P RED WARNING

Operation
The A/P red WARN light warns the crew when the A/P is disengaged by RESET:
flashing red. The red warn light is illuminated steady red when BITE is per-
A:Either A/P disengage switch pressed
formed or for a computer warn signal. the A/P warning lights are connected
in parallel. B:Either autopilot warning light pressed ( P RST).
A. FLASHING light & horn C:Reengagement of any A/P in CWS or CMD.

The A/P warning light flashing red and an aural warning (horn) is issued if
the last A/P, either A/P engage switch drops (from CMD or CWS) to the
OFF position.
RESET: A flashing A/P warning may be reset by pressing and releasing
either A/P warning light assembly or either disengage switch.
B. STEADY light
The A/P warning light illuiinates steady red for one of the following:
1 Yaw damper armed for BITE.
2 BITE in progress for FCC
3 When on a dual approach with both pitch channels engaged and descen-
ded, below 800 feet and prior to 100 ft, if the STAB OUT TRIM light is
illuminated. If the A/P red light is on when descending below 100 the
light remains on unless the STAB TRIM WARN light is extinguished.
4 When an A/P GO- AROUND is made and the radio altitude is greater
than 400 and ALT ACQUIRE is INHIBITED. This inhibit is due to the
elevator position exceeding the single channel authority.
5 Invalid MCP during A/P go around mode.
6 A/P warn from the master flight control computer. These warning are
initiated: When on the ground and the power up test fails.

AUTOFLIGHT B 737-300/400/500

22- 14
SWITCHED
BATT BUS
A/P WARN
LT A B
AUTO
FCC A PILOT
A ENG SW
CMD
2 DFCS BITE
ELEX 2
CWS C 2 STAB TRIM WARN P/RST
A MCP DC
3 ( DUAL PITCH ENG < 800ft
OFF WARNING +
P18−1 CB PANEL FCC A LIGHT A/P WARN
ENGAGE DRIVER/ S1
INTLK FLASHER +
TURNS FLASHER ON A/P WARN A
4 A/P GA ALT ACQ INHIBIT and
RA > 400 FEET
R
WHEN EITHER A/P (TO MCP)
A RESET ENGAGE SWITCH 429
5 A/P G/A and MCP BUS INVALID R
+
IS MOVED FROM XMTR

1
CMD OR CWS
N170 CAPT FMS WARN
S231
CAPT A/P
TO OFF UNLESS THE
OTHER SWITCH IS
6 SQUAT and POWER UP TEST INVALID ANNUNCIATOR (P1)
DISCONNECT IN CMD OR CWS.
SWITCH FLASHER IS TURNED
OFF BY THE RESET
A/P
WARN A M924 FLIGHT CONTROL COMPUTER A (E1−3) 1
SIGNAL.
YAW
DAMPER
FCC B A/P BITE
WARNING WARN B
ENGAGE ARM (GND)
INTLK LIGHT LOGIC
C M1194 AFC ACC UNIT
FCC B (E1−3) OR M1474
A/P WARN INTEG FLT SYS ACC
SAME UNIT
AS FCC A
S232 S1
F/O A/P
DISCONNECT A/P WARN B
(TO MCP)
SWITCH
B ENG SW HORN 429
A/P WARN
SAME
B
DRIVER HORN XMTR AUTO
CMD AS FCC A
ELEX 2 PILOT
CWS
B MCP DC M315 AURAL M923 FLIGHT CONTROL COMPUTER B P/RST
OFF
WARNING UNIT (E1−3)
+
M198 MODE CONTROL PANEL
+
R
+
R
SWITCHED N171 F/O FMS WARN

BATT BUS ANNUNCIATOR (P3)
A/P WARN
LT B
P6−2 CB PANEL
Figure 54 A/P Red Warning - Shematic

Page: 113
AUTOFLIGHT B 737-300/400/500

22- 14
ILS DEVIATION WARNING

1. Operation Automatic Selftest
The deviation monitor provides a flashing warning when making an ILS ap- 3 seconds after passing 1500 ft radio height during A/P approach, an auto-
proach if the LOC or G/S is departed. matic selftest is performed.
LOC and G/S deviation warning is provided by changing the LOC and G/S During this test the ILS DEV warning will appear for two seconds ( triggered
scales from white to yellow and the pointers blink at four hertz rate. by FCC a) and extinguishes for another two seconds.
The system is armed for warnings below 1500 feet. Then the warning appears again but now triggered by FCC B and then ex-
The G/S warning is inhibited below 100 feet provided the warning is not on tinguishes.
when passing through 100 feet. If the test of FCC A is not successful, the FCC B will perform the test after
10 sec time delay.
2. Normal Sequence
The deviation warning indication is checked three seconds after passing
through 1500 feet provided an A/P is in CMD and in the APP mode.
A B
The localizer and glide slope scales are yellow for 2 sec as FCC A is NORMAL
2sec 2sec 2sec
tested, off for two seconds and again yellow for 2 seconds as B is tested.
If the LOC deviation is greater than 20 mV for 7 seconds, the LOC devi-
A
ation scales in capt. and copilots EADI will flash. FCC B NO WARNING
2sec
If the G/S deviation is greater than 75 mV for 7 seconds, the G/S deviation
scales in capt. and copilots EADI will flash.
A LRRA logic circuit inhibits the G/S deviation warning, when RA is less 10sec B
than 100 feet, providing the G/S deviation warning was not present when FCC A NO WARNING
3sec 2sec
passing through 100 feet.
TIME
1500FT

AUTOFLIGHT B 737-300/400/500

22- 14
THR HLD VNAV PTH HDG SEL 1 CH

G/ S V/ S VOR/ L OC CWS P
310 CWS R
300
280
G/S DEV WARNING:
(SCALE AMBER AND
260
FLASHING)
240
DH150
PITCH ROLL
. 4 5 0
EADI
+/- 75 MV
LOC DEV WARNING :

(SCALE AMBER AND
FLASHING)
+/- 20 MV
Figure 55 ILS Deviation

AUTOFLIGHT B 737-300/400/500

22- 14
ILS DEVIATION WARNING - FUNCT. DESCRIPTION

The warning consists of a 4 Hz flashing LOC and G/S pointer and a change in Automatic Selftest
color of the scale from white to the amber in the EFIS display. 3 seconds after passing 1500 ft radio height during A/P approach, an auto-
The deviation warning will be triggered by: matic selftest is performed.
− G/S deviation from more than 1 dot ( greater 75 mV ) in the aircraft During this test, the ILS DEV warning will appear for two seconds ( triggered
height range between 1500 ft and 100ft for more than 7 sec . by FCC A) and extinguishes for another two seconds.
− LOC deviation from more than 0.3 dot (greater 20 mV) in the aircraft Then, the warning appears again (but now triggered by FCC B) and then
height range below 1500 ft for more than 7 sec . extinguishes.
Both warnings only appear in APPR. O/C with one or two A/P engaged, after If the test of FCC A is not successful, the FCC B will perform the test after
the automatic selftest has passed. Both FCCs are able to activate the warn- 10 sec time delay.
ing in each EFIS display.
Only one FCC will create the warning at the time :
A/P A in CMD FCC A A B
A/P B in CMD FCC B NORMAL
2sec 2sec 2sec
DUAL A/P in CMD FCC A
If the FCC with priority failed to give the warning, the other FCC will take over A
FCC B NO WARNING
and display the warning after 7 sec. 2sec
10sec B
FCC A NO WARNING
3sec 2sec
TIME
1500FT

AUTOFLIGHT B 737-300/400/500

22- 14
FCC A
TO FCC A
FCC A INDEX ( only in FCC a)
1 8 3 FCC A TEST
FCC A TEST COMPLETE
COMPLETE
APP OC
LCL + FGN CMD FCC B TEST COMPLETE
9
AUTOMATIC
LOC + GS ENGA 2 TEST 2 SEC
10 SEC
TEST
APP PB ENGA
LRRA <1500 FEET PLUS 3 SEC
LOCALIZER BEAM ERROR LOC BEAM ERROR ) > 20mV = 1 5

4
7 SEC
BEAM ERROR > 20mV DET
429
TRANSMITTER
BEAM ERROR
GLIDESLOPE G/S BEAM ERROR ) > 75mV = 1 6 7
7 SEC
DEVIATION > 75mV DET LRRA
LOGIC L SG M1319 EFIS SYMBOL
LRRA > 100FT GENERATOR (E2−3)
FCC B
M924 A FLIGHT CONTROL COMPUTER B
Figure 56 ILS Dev. Warn Logic

Page: 117
AUTOFLIGHT B 737-300/400/500

22- 14
ALTITUDE ALERT
General Operation
The altitude alert function provides visual and / or aural indications to Loss of valid selected baro−corrected altitude in both channels will cause:
both pilots if approaching to, or departure from the MCP selected altitude. (1) The aural altitude alert to sound once
In case of a warning, the ALTITUDE ALERT lights will flash and a chime will (2) The altitude alert lights to flash
sound throughout the flight deck.
(3) The Selected Altitude display window to show 50,000.
DLH version (option):
Rotating the MCP ALT- SELECT knob will only reset the flashing altitude alert
Altitude Alert only warns only if:
lights to off, but the 50,000 feet display will remain.
− the airplane approaches in an unsafe flight path (too fast = overshoot, or
too slow = undershoot) the MCP selected altitude.
A change of the altitude (either in MCP or or in the FCC) without rotating the
− the airplane deviates from the selected MCP altitude.
MCP ALT- SELECT knob, will cause:
− an inadvertent change of the MCP altitude happened.
(1) The aural altitude alert to sound once
Description (2) The altitude alert lights to flash
A. The altitude alert function provides visual and / or aural indications to (3) The Selected Altitude display window to show 50,000 feet.
both pilots if approaching or departure from the MCP selected altitude. If there is no permanent fault in both FCCs, a reset of the altitude alert lights
The altitude alert function is inhibited during landing as sensed by glideslope and the 50,000 feet display is possible by rotating the ALT- SELECT knob on
capture or by flaps being lowered to 20 degrees or more. the MCP .
Selected baro−corrected altitude is used to determine the difference airplanes
altitude to the MCP selected altitude.
B. Loss of valid selected baro−corrected altitude, with neither Glideslope nor
Go−Around mode engage, will cause the autopilot to disengage if in the CMD
position.
Also flight director bars will be biased out of view and all modes are reset.
This is to emphasize to the pilot that the automatic MCP altitude acquire mode
and the local altitude alert will not operate.
Now he is required to control and maintain the altitude clearance.

Loss of valid selected baro−correct altitude in the master (1st up) channel dur-
ing dual channel A/P go−around will result in a steady illumination of the red
A/P disengage warning light but not disengage the autopilot in this specific
situation.

AUTOFLIGHT B 737-300/400/500

22- 14
1
1.5 SEC TONE
2
3 + 750 LIGHT OFF LIGHT OFF
FEET
ALTITUDE ALTITUDE
ALERT ALERT
1.5 SEC TONE
+ 250
3 FEET
SELECTED NO LIGHT NO LIGHT

ALTITUDE
„GREEN AREA“ (no warning)
- 250
3 FEET
ALTITUDE 1.5 SEC TONE ALTITUDE

ALERT ALERT
3 - 750
FEET LIGHT OFF LIGHT OFF
1
1.5 SEC TONE
1 THE AMBER ALTITUDE ALERT LIGHTS 2 THE ALTITUDE ALERT LIGHTS EXTINGUISH 3 SOME AIRLINES USE
COME ON WHEN THE CAPTURE MANEUVER AND THE SYSTEM RESETS WHEN THE AIRPLANE 300FT AND 900FT
REQUIREMENT IS GREATER THAN 0.1g IS 750 FEET FROM SELECTED ALTITUDE OR A THRESHOLD.
OR THE AIRPLANE IS MORE THAN 250 FEET NEW ALTITUDE IS SELECTED.
FROM THE SELECTED ALTITUDE.
Figure 57 Altitude Alert
Page: 119
AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31
22- 31 AUTOTHROTTLE
GENERAL
The Autothrottle is a computer−controlled electro−mechanical system which APPROACH − after G/S engage, the DFCS controls the descent rate to
controls engine thrust within engine design parameters. maintain the glide slope, and the A/T maintains the selected approach
Throttle position for each engine is controlled to maintain a specific engine airspeed (MCP SPD).
thrust (N1), or a target airspeed, for all flight regimes from takeoff to touch- LAND- At less than 27 feet radio altitude, the A/T retards the throttles to the aft
down. stop (RETARD−ARM), then disengages 2 seconds after touchdown.
It is designed to operate primarily in conjunction with the Digital Flight Control GO−AROUND − the DFCS controls airspeed, and the A/T maintains either
System (DFCS) and the Flight Management Computer (FMC) ; interfacing also reduced or full GA N1.
takes place with the IRS and several other systems and components. Reduced go−around is engaged by pressing the TO/GA switch one time.
The desired mode of operation is selected on the DFCS mode control panel, A second press of the TO/GA switch engages maximum go−around.
and the engine thrust limit is selected through the FMC control display unit. Other modes can be selected after engines have achieved the selected N1 limit
and radio altitude is greater than 100 feet.
A/T normal operation is shown ( double boxes ) through the full flight regime,
supplementary A/T operation ( single boxes ) is shown also.
Autothrottle Flight Modes
A/T mode selection must be compatible with the DFCS mode engaged.
If the F/D is OFF, and the A/P is OFF or in PCWS, either N1 or SPEED can
be selected for the Autothrottle.
As a basic rule, with a DFCS pitch mode selected, and the A/T ON, airspeed is
directly controlled by either engine thrust (N1) or pitch attitude, but not both at
the same time.
TAKEOFF − airspeed is maintained by following the F/D pitch commands, and
the A/T sets engine thrust (N1), either full or reduced.
CLIMB − when the DFCS is maintaining airspeed (MCP SPD or VNAV SPD),
the A/T maintains CLB N1 LIMIT. When the DFCS maintains vertical speed,
the A/T maintains MCP SPD.
ALT ACQ − the DFCS acquires the selected altitude, and the A/T maintains
either MCP SPD, or if the DFCS climb is accomplished in VNAV SPD, the A/T
maintains FMC SPD.
CRUISE − the DFCS maintains the selected altitude, and the A/T maintains
MCP SPD or FMC SPD.
DESCENT − with the DFCS controlling vertical speed, the A/T maintains MCP
SPD. If the DFCS is in a speed mode (MCP SPD or VNAV PATH), the A/T
retards the throttle levers to the aft stop, and then inhibits throttle control
(RETARD−ARM).

AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31
CRUISE
DFCS IN ALT HOLD
FMC SPD
DFCS IN ALT ACQ
MCP SPD
FMC SPD
DESCENT
MCP SPD
DFCS IN VNAV PATH OR MCP SPD
RETARD ARM
CLIMB DFCS IN V/S

DFCS IN V/S MCP SPD
MCP SPD
DFCS MAINTAINS
DFCS IN VNAV SPD MINIMUM SPEED
N1 FMC SPD
DFCS IN MCP SPD

N1
RAD ALT < 2000 FT

N1
AND LANDING FLAPS
A/T GA ARM
PRESS N1
ARM
GO AROUND 1 APPROACH
RAD ALT > 400 FT
AND PRESSED
UNSQUAT PLUS 17.5 SEC TO/GA DFCS IN G/S ENGA
TWICE
PRESSED N1 MCP SPD
TO/GA
TAKEOFF ONCE
GA
THR HLD N1 ARM
ARM RETARD
64 PRESS INITIALIZE PRESS
KNOTS 2 TO/GA FLIGHT TO/GA
DISENGAGE
SWITCH MANAGEMENT SWITCH
WITH A/P OFF, OR PCWS, AND F/D OFF, SYSTEM
N1 OR MCP SPD MAY BE SELECTED FOR A/T
RAD ALT < 27 FT LANDING
1 A NEW MODE MAY BE SELECTED AFTER ENGINES
HAVE ACHIEVED SELECTED LIMIT N1, AND RAD ALT > 100 FT
2 AIRPLANES WITH A/T COMPUTER −25 AND ON; TOUCHDOWN PLUS 2 SEC
THR HLD IS ANNUNCIATED AFTER CAS REACHES 64 KNOTS
Figure 58 AT Flight Modes - Overview

Page: 121
AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31
A/T - LOCATIONS AUTO THROTTLE

ARMING SWITCH
The Autothrottle system consists of a digital computer, two Autothrottle servo-
mechanisms, an Autothrottle engage switch, Autothrottle disengage and ta- COURSE A/T IAS/MACH
keoff / go−around switches, limit annunciation on the thrust mode annunciator, ARM
one A/T warning light on each Autoflight Status Annunciator, mode annuncia-
tion on each EADI, and two Power Lever Angle (PLA) synchros. F/D
OFF
ON C/0
System units and components are shown below, together with those units from
N1 SPEED
other systems which play a vital role in Autothrottle system operation. OFF
Autothrottle (A/T) components are located in the flight compartment, in the
electronics equipment area, on the left side of the fuselage, and on both engi-
MODE CONTROL PANEL (MCP)
nes
(1) The DFCS mode control panel is located on the glareshield (P7).
The modes MCP speed, FMC speed and N1 are FCC cotrolled.The modes
T/O and G/A are A/T cotrolled.
(2) The Thrust Mode Annunciator is located on the center (P2) instrument
panel. R−TO R−CLB
AIRCRAFT
The LCD displays the active N1 limit . The 3 dashes are from the FMC if he WITHOUT CRZ G/A
send NCD on data bus. EIS
The LCD is blank when data invalid. CON A/T LIM
(3) The A/T disengage switches and takeoff/go−around switches are loca-
ted on the thrust levers.
(4) The Autoflight Status Annunciators are located on the captain’s panel THRUST MODE ANNUNCIATOR
(P1) and the first officer’s panel (P3).
(5) The A/T circuit breakers are located on the P18−1 circuit breaker panel.
AIRCRAFT
(6) The angle of airflow (alpha) sensor is located on the forward left side of WITH REV UNLOCK A/T LIMIT REV UNLOCK
the fuselage.
EIS R - CLIMB
(7) The A/T computer is located on the E1 rack, shelf 1, in the electronics
equipment area.
(8) The A/T servo actuators are located in the overhead of the electronics
equipment area at station 370.
(9) The Power Lever Angle sensors are located on the left side of each en- N1 N1
gine.

AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31
AUTOTHROTTLE
DISENGAGE
GLARESHIELD (P7)
SWITCH CENTER INSTRUMENT PANEL (P2) FIRST OFFICER’S INSTRUMENT PANEL (P3)
DFCS MODE CONTROL PANEL AUTOFLIGHT STATUS ANNUNCIATOR
THRUST MODE ANNUNCIATOR 1
FWD A/T LIMIT ANNUNCIATOR 2 ELECTRONIC ATTITUDE DIRECTOR INDICATOR
SEE G
THRUST LEVERS
TO/GA P6 PANEL
A/T DISENGAGE SWS 1 AND 2
SWITCHES CIRCUIT BREAKERS
GO AROUND SWITCHES 1 AND 2
SEE B
CAPTAIN’S INSTRUMENT PANEL (P1) P18 PANEL

AUTOFLIGHT STATUS ANNUNCIATOR CIRCUIT BREAKERS
ELECTRONIC ATTITUDE
DIRECTOR INDICATOR
STA 370
LEFT AND RIGHT
AUTOTHROTTLE COMPUTER AUTOTHROTTLE

SERVOMECHANISM
E1−1
B SEE A
SEE C
1 AIRPLANES WITHOUT EIS

C
2 AIRPLANES WITH EIS
ATS COMPUTER
STA
360
ALPHA/NUMERICAL
TEST READOUT
TORQUE
SWITCH
POTENTIOMETER TORQUE SWITCH

ASSEMBLY FWD
MECHANISM
(IF INSTALLED)
( FOR FLIGHT DATA REC.)
ACTUATOR
ASSEMBLY CONNECTOR
ATTACHMENT
BOLTS A
(4 LOCATIONS)
Figure 59 A/T Locations

Page: 123
AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31
A/T - INTERFACE SCHEMATIC

This figure shows the general signal flow and processing within the A/T sys-
tem.
Detailed interface and signal processing is provided by schematic diagrams
that follow.
The A/T computer is provided with mode, control, and sensor signals, shown
on the left.
It computes the necessary throttle position and provides drive to the servo as-
sembly to position the engine power levers.
The A/T provides mode annunciation on the EADI’s via the EFIS symbol gen-
erators, and A/T disengage warning on the Autoflight Status Annunciators.
A/T status and data is provided to the Flight Control Computers and the Flight
Management Computer.

AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31
A/T IAS/MACH V NAV

ARM R−TO R−CLB
A/T LIMIT ANNUNICATION CRZ G/A CON
A/T LIM
MODE SELECT
OFF C/0 THRUST MODE ANNUNCIATOR
THR HOLD VNAV PATH HDG SEL FD
N1 SPEED LVL CHG

AUTOFLIGHT 320
1 STATUS ANNUNICATOR
(DUAL) 300
A/T DISENGAGE WARNING A/P A/T FMC
DFCS MODE CONTROL PANEL P/RST P/RST P/RST 2
A/T ARM (ENGAGE) 280
TEST
260
AIRSPEED AND - VALID ANALOG
(ONLY ADC # 1) DH200
750
AIRSPEED, MACH, ALT, TAT DIGITAL #1 DIGITAL: A/T MODE ANNUNICATION: N1, FMC SPD, EFIS SYMBOL
(DUAL)
AIR DATA COMPUTER (DUAL) MCP SPD, ARM, GA, RETARD. THR HOLD ( DISCR.) GENERATOR (DUAL)
#2 ELECTRONIC ATTITUDE DIRECTOR INDICATOR

#1 ADC VALID
#1 BITE, ALT COUPLING (DUAL)
ATTITUDE, ACCEL (DUAL) FLIGHT CONTROL
INERTIAL REF SYSTEM (DUAL) COMPUTER (DUAL)
#2
#1 IRU VALID
N1 SIGNAL (DUAL)
N1 TRANSMITTER (DUAL) FLIGHT N1 INDEX
MANAGEMENT
BITE, N1 LIMITS COMPUTER SETTING
VIA DAA
ANGLE OF ATTACK
ANGLE OF ATTACK VANE − LEFT
N1 INDICATOR (DUAL)
TO FCC A
STALL WARN. A/T DISENGAGE SWITCH LOGIC (DUAL)
FLAP XMTR − LEFT FLAP POSITION
TRAILING EDGE
TO/GA SWITCH LOGIC (DUAL)
RADIO ALTITUDE & VALID THROTTLE POSITION 1 TO ENGINE 1

LRRA − (LEFT) PLA POWER LEVER
SYNCHRO
AIR/GND LOGIC SERVO POSITION 1 THRUST LEVER 1

SQUAT SWITCH
FWD
TACH 1 LOGIC
REVERSER THRUST LOGIC (DUAL) ACTUATOR ASSEMBLY TORQUE SWITCH MECHANISM

THRUST REVERSER RELAYS (DUAL)
THROTTLE POSITION 2 TO ENGINE 2
PLA POWER LEVER
SYNCHRO
POWER MANAGEMENT OP/INOP LOGIC (DUAL)
COMPUTER SWITCHES (DUAL)
SERVO POSITION 2 THRUST LEVER 2
FROM LANDING GEAR LEVER SWITCH GEAR UP / DOWN TACH 2 LOGIC
AUTOTHROTTLECOMPUTER ACTUATOR ASSEMBLY TORQUE SWITCH MECHANISM

LANDING GEAR LOGIC SHELF
Figure 60 A/T - Interface Schematic

Page: 125
AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31
POWER SUPPLY
The A/T system requires both 115 volt ac and 28 volt dc power.
An internal power supply provides the dc operating voltage for the computer
and ac voltage used for demodulation reference and excitation to the power
lever angle synchros.
The Autothrottle system requires 28 volt dc, 115 volt ac and 26 volt ac.
The Autothrottle computer provides 28 volt dc for the engage interlock circuit
and 26 volt ac, 400 Hz excitation for the Power Lever Angle Synchros.
The Figure shows all circuit breakers associated with the Autothrottle
system.
For example:
The Autothrottle dc circuit breaker provides 28 volt dc to the Autothrottle com-
puter, the A/T servo actuators, and the Autoflight Status Annunciators − as
shown on this illustration.
The Autothrottle dc circuit breaker also provides 28 volt dc for distribution.

AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31
A5 FILTER PROTECTION 28V DC LIGHT PWR

C721
AUTOTHROTTLE − DC A3
28V DC 13 A/T WARN LT RESET SW
ELEX PWR−1 HOLDING PWR
C1044 CAPACITOR
AFDS MCP−DC
N170 CAPT AUTOFLIGHT STATUS
115V AC
ANNUNCIATOR (P1)
SERVO PWR
28V DC
BAT BUS
C1049 B4 FILTER
AFC SYS A − +5V DC
WARN LIGHT (BAT.) AFS POWER
B2 +15V DC INTERNALS SAME AS N170
SUPPLIES
13
C720 −15V DC
115V AC AUTOTHROTTLE − AC 26V AC
ELEX PWR−1 FUSE REF FOR DEMODS
4 N171 F/O AUTOFLIGHT STATUS
B3
C1041 26V AC ANNUNCIATOR (P3)
AFC SYS A − 2
SNSR EXC AC 6
P18−1 CIRCUIT BREAKER PNL
7 ENGAGE LOGIC PWR
M1194 AUTOMATIC
FLIGHT CONTROL 1
ACCESS BOX M198 MODE CONTROL PNL (P7)
(E1−3)
M917 AUTOTHROTTLE COMPUTER (E1−1) POWER

1 H LEVER
TX
2 C
ANGLE 3 X
15 OF A/T Comptr. 5 Y
TX ATTACK 4 Z
14
VANE
AFC SYS B −
WARN LIGHT (BAT.) 10 X M1113 POWER LEVER ANGLE SYNCHRO −
A/T Comptr. ENGINE 1 (FUEL CONTROL BOX)
28V AC 11 Y
XFR BUS−2 12 Z
C213
FLAP POS IND −
TE T433 ANGLE OF AIRFLOW SENSOR −
LEFT (STA 247 WL 211) 1
2
3
A/T Comptr. INTERNALS SAME AS M1113
FLAP 5
R D FOR ENGINE 1
T 11 POSITION 4
D R TX
(FIG 13)
V V INTERNALS SAME AS M927 M1113 POWER LEVER ANGLE SYNCHRO −
G G
1 X ENGINE 2 (FUEL CONTROL BOX)
CLUTCH AND A/T Comptr. 2 Y
LOGIC PWR J J 3 Z
M927 A/T SERVO ACTUATOR ASSY 1 M928 A/T SERVO ACTUATOR ASSY 2 T427 FLAP POSITION TRANSMITTER
(STA 370, WL 200, LBL 10) (STA 370, WL 200, RBL 10) (LEFT WING)
1 M1474 INTEGRATED FLIGHT SYSTEM ACCESSORY UNIT (IFSAU) ON 737−300/400/500 AIRPLANES
Figure 61 A/T - Power Distribution

Page: 127
AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31
ENGINE CONTROL - PRINCIPLE

This schematic will show the basic engine control with PMC active for the
CFM 56 engine.

AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31
Figure 62 Engine Control

AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31
A/T ENGAGE INTERLOCK

Engage / Disengage A/T Amber Warning ( only if activated ) NOT VALID FOR DLH !
(1) The engage/disengage function is provided by the (A) Three types of warning causes the A/T warning light to flash:
A/T ARM switch, These warnings are:
A/T disengage switches, and - the airspeed is ten knots above the target and not decelerating;
internal circuitry and logic of the A/T computer. - the airspeed is five knots below the target speed and not accelerating;
(2) The A/T engage interlock monitors - the airspeed has dropped to the alpha floor (1.3 time stall speed during a
dual A/P).
− computer operation,
(B) An automatic test of the A/T flashing amber function is performed if the A/T
− validity of the input sensor signals in use,
is engaged in MCP SPD or FMC SPD, TAS is valid, more than 150 sec after
− relative throttle lever positions, and the liftoff and flaps are not up.
− A/T disengage switches. The A FCC circuit is tested, the logic TEST COMPLETE goes to the FGN
Additionally, to engage the Autothrottle on the ground, the FCC and the B FCC circuit is tested.
FMC must have takeoff executed, or The autotest causes the A/T amber light to flash for two seconds, go off for
A/T BITE in progress. two seconds and then flash again for two seconds.
(3) The A/T disengages if the
computer fails,
an input signal in use becomes invalid, or
if the thrust levers split by more than 10 degrees and there is a DFCS Flare
Arm or Flare Engage annunciation.
The A/T automatically disengages after touchdown, or is manually disengaged
through either disengage switch.
A/T RED WARNING

The A/T RED warning light on each Autoflight Status Annunciator provides
a flashing warning if the disengagement is due to an invalid condition.
The warning light is reset by pressing either warning light or either disen-
gage switch or automatically after landing ( squat ).

AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31
TO FCC A ( AIRSPEED WARN IF ACTIVATED )

28V DC C1049
BAT BUS
A/P−A WARN LT
28V DC C721
ELEX PWR−1 WARNING LT RESET
A/T DC
A/T ENGAGED A/T BITE
FLASHER R
28V DC C374 SET OUT
BAT BUS OUT
A/P−B WARN LT 2 IN
1 RESET S1
P6−2 CIRCUIT BREAKER PNL A
LATCH
AUTOMATIC WARNING
LIGHT RESET
OUT
AFTER LANDING SQUAT
S2
PUSH TO A/T FMC 1
A/T HARDWARE DISENGAGE
______________________ RESET
FLARE ARM
NORMAL = 0
IF THE PROCESSOR LOCKS−UP, P/RST A P/RST A 2
A/T LIGHT TEST
FLARE ENGAGE OR DURING FLARE (ARM OR ENGA)
28V DC ENGAGE PWR
IF THE THROTTLES SPLIT BY 10
M924 FCC − A (E1−3) 1 TEST

THRUST LEVER ANGLE − 1
SW
THRUST LEVER ANGLE − 2
A/T ENGAGED
D301 2
8
A/T 10
ARM G
7
ARM N170 CAPT AUTOFLIGHT STATUS ANNUNCIATOR
13
OFF
12 NC
S3 S4
A/T ENGA SW
OFF S5
AND SOLENOID
M198 MODE CONTROL PNL (P7) DISENGAGE AFTER LANDING
_______________________
SQUAT FOR 2 SEC AND NOT F / O AUTOFLIGHT STATUS ANNUNCIATOR
IN GO AROUND. 1 INTERNALS SAME AS N170
INHIBITED AFTER <60 KNOTS THROTTLE LEVER MONITOR
______________________
AND FMC TAKEOFF.
THROTTLES SPLIT BY 10
DISENG/RESET OR 0.3per DEGREE/ SEC RATE
VALIDITY INHIBIT AND DFCS FLARE ARM OR
S114 A/T DISENG SW
(THRUST LEVER 2) SPD/MACH TGT, ALT (BOTH), ENGAGE ANNUNCIATOR
TAT (BOTH), OR OAT (DURING

TAKEOFF) INVALID. 1.5 SEC
EXCEPT DURING RETARD 1, 3
OR THROTTLE HOLD. SERVO MONITOR
_____________ N171 F/O AUTOFLIGHT STATUS ANNUNCIATOR
DISENG/RESET WITH PMC OFF, COMPENSATED

TAKEOFF INHIBIT
_______________ N1 EXCEEDS MAX N1 LIMIT.
S113 A/T DISENG SW TO FCC B ( AIRSPEED WARN IF ACTIVATED )
(THRUST LEVER 1) DURING TAKEOFF, N1 INVALID,
ADC INVALID, SELECTED N1
LIMIT INVALID, SQUAT AND
FMC NOT IN TAKEOFF OR BITE. SELF−TEST
_________
FAILS CONTINUIOUS MONITOR
1 AIRPLANES WITH A/T COMPUTER −25
SELF−TEST
AND ON; SOFTWARE
DISENGAGE AFTER LANDING INHIBITED A/T ENGAGED TO CLUTCH
AFTER <80 KNOTS AND FMC TAKEOFF. HARDWARE
M917 AUTOTHROTTLE COMPUTER (E1−1)
Figure 63 AT - Engage Interlock

Page: 131
AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31
PMC STATUS
If the PMC fails or is switched off, the upper limit of the throttles is limited by an
decreased position to prevent exceedance of the engine limit
( PMC ON not ).
If both engines are still in low idle the min speed logic will increase the throttle
speed ( S1 ).

AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31
OFF
PMC 1 FAIL
PMC 1 PMC #1
STATUS ON
SWITCH
S883 (E11)
PMC 1
A A N2 > 46 %
FAIL
TO MASTER DIM AND TEST PMC 1 OPERATIVE
TO MASTER DIM AND TEST GRND = INOP
1
PMC ON
OFF PMC 2 FAIL
PMC #2
PMC 2
PMC 2 OPERATIVE
STATUS ON
SWITCH
PMC 2 S 884 (E11)
A A N2 > 46 %
FAIL
GRND = INOP
TO MASTER DIM AND TEST
P5−68 ENGINE MODULE

S1
AFT OVERHEAD PANEL
6.0
ACCELERATION GAIN
4.0 FOR MIN SPEED LOGIC
HIGH IDLE − GND

LOW IDLE − +28V ENG IDLE LOGIC
THR REV 2
+28V
THR REV 2
DEPLOY
IF THE A/T IS IN
RETARD 1 AND EITHER
THR REV 1 A/T MODES
THRUST REVERSER
+28V
RETARD 1 DEPLOYED THE A/T
INHIBITS THE SERVOS
THR REV 1
DEPLOY
SOFTWARE
HARDWARE
M528 ENGINE ACC UNIT (E3−2)
Figure 64 PMC Status

Page: 133
AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31
A/T - CLUTCH CONTROL

General
The A/T servo actuator is connected to the throttle cables through an elec-
tromagnetic clutch.
When the A/T is engaged, the clutch is energized unless the thrust levers
are restrained.
Restraint may result from the thrust levers being driven into the aft stop or
by action of the pilot.
Clutch Control
The clutch receives 28−volt dc excitation through S2.
A dc return for the clutch is provided through S3, when the A/T is engaged.
With both S2 and S3 closed, the clutch is energized, connecting the servo
actuator motor to the throttle cables.
This allows the A/T to position the engine power lever and to back−drive the
throttle levers.
Torque Switch
If the A/T drives the throttle lever into the aft mechanical stop, or the pilot
restrains A/T movement of the thrust levers, or the pilot attempts to ma-
nually position the thrust lever, the resultant torque is sensed through the
torque switch mechanism and the torque switch opens.
When the torque switch opens, the clutch is de−energized.
A torque switch logic is provided to the A/T computer, arming the torque
switch bypass function.
If the torque switch opens from the throttle levers being driven into the aft
stop, the torque switch may remain open, even after the clutch disengages.
When the A/T is ready to drive the throttle levers away from the aft stop, the
torque switch must be bypassed to permit clutch engagement (if it is open).
Torque Switch Bypass

When the torque switch is open aft of 6 (thrust lever angle), and the A/T
mode and command is such that clutch engagement is required, a pulsed
torque switch bypass ground is transmitted to the A/T servo actuator.
The ground sets a 0.75 second pulse generator that closes S2 and energi-
zes the clutch.
The pulse generator is reset as soon as the torque switch closes.

AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31
TORQUE LIMIT
SWITCH S809 ( #2 S810 )
( # 2 ON T329 NEAR S 810 )

Figure 65 AT - Clutch Control

AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31
A/T SERVO DRIVE - DESCRIPTION With PMC OFF and not dual channel Autopilot operation, the split limit is
increased to 15 degrees.
A/T Servo Drive and Clutch Control (7) The servo loop responds to the output rates and drives the throttle le-
(1) The servo drive function generates the throttle commands, then vers.
through the throttle servo loop drives the throttles to the command position. (8) The servo loop is inhibited when the A/T is in arm, disengaged, during
Rate command inputs to the servo control are selected from either the validity inhibit (see engage/disengage), throttle hold, if N1 becomes invalid
speed/Mach command function or the N1 command function. during track operation, or if the thrust reversers are deployed during retard.
(2) Either the N1 control error or the speed control error is selected, dam- Also during throttle hold, power is removed from the servo control and mo-
ped by throttle rate feedback, and after limiting provides the rate input to the tor.
throttle servo control. (9) The throttle position command is compared to thrust lever angle feed-
The rate is limited to 15 degrees/second during takeoff, reduced go−around, back to generate a rate error signal.
maximum go−around. Otherwise, rate is limited to 6 degrees/second. This signal is limited, then used as the throttle servo rate command. Nor-
(3) The command integrators integrates the rate command inputs and mally set to 6 degrees/second, the limiter is opened for 12 seconds after a
compares this position with the actual position to generate a throttle rate TO/GA switch is pressed, allowing throttle advancement rate up to 15 de-
demand to the servo control. grees/second.
When the Autothrottle is in an inactive mode, not responding to the integra- (10) If N1 limit is exceeded, a large drive aft command is provided, driving
tor commands, the integrators are continuously synchronized to their re- the thrust lever back.
spective throttle position. If this occurs during a dual channel approach, the autothrottle will disen-
Variable forward and aft integrators are continuously synchronized to their gage as soon as the throttle lever split reaches 10 degrees if flare arm or
respective throttle position. flare engage are annunciated.
Variable forward and aft integrator output limits establish the command au- (11) A throttle rate command, damped by throttle rate feedback, drives the
thority of the Autothrottle. servo actuator motor through the servo control. The servo control is an ac
(4) For normal operation, with the PMC ON, the forward limit is 65 de- powered triac bridge circuit that serves as a variable duty cycle switching
grees, and with PMC OFF the forward limit is 55 degrees. amplifier to control the motor.
During the reversion mode or when the related N1 sensor is invalid, the (12) During altitude hold, when flight conditions are relatively stable, it is
forward limit is dependent on altitude, temperature, and PMC status, ran- desirable to minimize throttle activity. This is partially accomlished by ope-
ging from 35 degrees to 57 degrees. rating the speed command function at low gain.
(5) At altitudes above 400 feet and when fast engine response is not requi- Also, small short−term errors are crossfed to the Autopilot as an altitude
red, the aft limit for the integrators is set to −5 degrees, insuring that the bias; thus, providing limited speed control through the elevators. The bias
throttles will be driven into the aft stop. is limited to 50 feet.

Below 400 feet radio altitude or when the throttles should be advanced to (13) For example: if a minor disturbance causes airspeed to decrease, the
improve response time, the integrator aft limit is moved forward to 10 de- crossfeed provides the autopilot with a ramping altitude bias, rate limited to
grees. 5 feet/second.
(6) The difference between throttle position commands is limited. This will result in a descent rate of up to 300 feet/second restoring the loss
With PMC ON, or during a dual channel approach, the command split is airspeed. Such a command as washed out within 100 seconds and is limi-
limited to 8 degrees. ted to a total altitude change of 50 feet.
This prevents disengagement due to differing commands, as would occur (14) Altitude bias crossfeed is inhibited if the bank angle exceeds 11.5 de-
during an engine failure. grees.

AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31
115V AC
SERVO PWR
THRUST LEVER THRUST
INTEGRATOR
ANGLE 1 64 (80) KNOT
SYNCHRONIZER LEVER S3
ANGLE 1 ENG 1 N1 THROTTLE HOLD
REVERSION N1 OVERSPEED
REDUCED
LIMIT
THRUST
GO AROUND PMC 1 ON
(GA RED)
ENG 1 N1 MONITOR
__________ SERVO INHIBIT
MAX THRUST N1 INVALID A LARGE THROTTLE
GO AROUND AFT COMMAND
TO/GA
IS PROVIDED
SWITCH
IF ACTUAL N1
N1 MODE EXCEEDS THE
N1 OVERSPEED
TIMER LIMIT
SPEED
THROTTLE THROTTLE
CONTROL
POSITION RATE FWD
ERROR 1 SERVO
RATE COMMAND RATE CMD
CONT AFT
LIMITER LIMITER 1
N1 S1 3 5
1 PREAMP S2
CONTROL
ERROR
THROTTLE
RATE THROTTLE
RATE DEMOD
2 M927 A/T SERVO
ACTUATOR ASSY 1
THRUST CONTROL 1
(STA 370, WL 200,
LBL 10)
MIN SPEED SPEED MODE
MCP SPEED 1
FMC SPEED ALTITUDE BIAS
_____________
THROTTLE UP THE BIAS, LIMITED TO 150 FEET, PROVIDES AUTOPILOT PWR 115 VAC CB-
4 SPEED CONTROL THROUGH THE ELEVATORS ALTITUDE
DURING ALT HOLD. IT IS SYNCHRONIZED TO BIAS AUTOTHROTTLE AC
ZERO AT ALT HOLD ENGAGE, THEN VARIES
ALTITUDE ACQUIRE AS A FUNCTION OF SPEED ERROR.
ALTITUDE HOLD THE THROTTLES
ADVANCE
(MCP) SELECTED ALTITUDE
TO 10 DURING
(FMC) SELECTED ALTITUDE
VNAV DESCENT
ALTITUDE ACQUIRE
NOT THROTTLE UP FWD
OR WHEN WITHIN
BARO CORR. COMMAND
BARO CORR. ALT (LOCAL) 200 FEET OF THE
THRUST CONTROL 2 AFT
SELECTED ALTITUDE SAME AS
BARO CORR. ALT (REMOTE) SAME AS
ACTIVE ALT REF THRUST CONTROL 1 M927
1 THE INTEGRATOR HAS VARIABLE UPPER AND LOWER LIMITS WHICH

SOFTWARE CORRESPOND TO THROTTLE POSITION FORWARD AND AFT LIMITS
M928 A/T SERVO
HARDWARE ACTUATOR ASSY 2
(STA 370, WL 200,
RBL 10)
Figure 66 AT - Servo Drive

Page: 137
AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31
AT - FUNCTIONAL DESCRIPTION
N1 SIGNAL PATH SPEED SIGNAL PATH
The N1 selector is selecting the FMCS computed N1 ratings in response to The airspeed error limiter limits the airspeed error to 40 knots.
autothrottle, A/P and FMCS modes. The minimum speed selector selects the higher commanded speed between
Alternate ratings can be selected on the FMCS CDU in most cases. the selected and a reference speed determined from alpha or min FMCS speed
The max N1 monitor will check that the FMCS computed rating is limited to in V NAV.
not exceed the maximum limit. All the time this minimum speed is used the ”A” alpha warning in the MCP
The N1 command limiter guarantees that the reduced G/A thrust estimate is speed window is shown.
limited to not exceed the FMCS G/A N1 limit. The airspeed gain control are changing the gains to suit the maneuvering
Asecond push of the T/O- G/A switch will remove the reduced thrust and allow requirements of the airplane.
full thrust. The N1 track reference is synchronized to existing N1 until track is initiated.
The N1 estimator will calculate a backup weight which is compared with the During track, the N1 reference is used to maintain the airspeed.
FMCS weight, which is normally used. So the system will present an slowly correction to maintain the airspeed.
If the backup weight is used the throttle position is limited to be not less than The compensation signals are used for the approach and provide damping
36 , to prevent ldg. gear warn. horn. terms.
The variable limiter sets the max throttle rate for N1 mode.
The mode selector selects the required mode of operation, N1, speed or re-
tard. The selection is made from the MCP.
An automatic change is made to N1 if the FMC limit is reached and also re-
turns back to speed when below the the FMC N1 limit( no mode annunciation
change ).
The command integrator integrates the rate command and compares this
position with the actual position to generate a throttle rate cmd to the servo.
Variable forward and aft integrator output limits stablish the command authority
of the autothrottle.
With PMC ON the fwd. limit is 65 and with PMC OFF 55 .
During reversion mode the limit is ( depending alt, temp, PMC status ) from 36
to 57 .
During approach below 400ft the integrator aft limit is 10 .

The rate is limited to 15 /sec for T/O and 6 /sec for all other modes.
Throttle advance is used to advance the throttles during altitude acquire mode
to 10 .
Power lever angle synchro is used to determine the input lever position to
MEC and A/T.
The altitude hold bias is used during stable altitude hold conditions to mini-
mize throttle activity. Small short term errors are crossfeed to the A/P as an
altitude bias. Thus providing limited speed control through the elevator.

AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31
N 1 PATH
TO N1 IND.
MCP SEL ALT
FMC SEL ALT

FOR 10
BIAS
2 /sec DESC.
8 /sec FLARE
N1
SPEED
MODE SELECTOR
SPEED PATH
LIMITED TO
+/- 150 FT
Figure 67 AT - Functional Block Diagram

DIGITAL FLIGHT CONTROL SYSTEM B 737−300/400/500
TROUBLESHOOTING
22−01
TROUBLE SHOOTING TREE - GENERAL

GENERAL: Only for Lufthansa German Airline: MAINTENANCE ACTION
Before you start any action because of pilot- reports or bite- testre
- The following flowchart basically gives instructions to bring 3−things together:
sults, look up in the „ENGINEERING ORDER OPERATION, Number
Pilots report
010191“ for system anomalities or current fault- investigations by
the engineering department! Inflight fault
Current Status Test result (fault)
General, ALL
Then you have to replace the as „defective“ isolated LRU according to the
Look up in the maintenance manual, ATA chapter 22, list of maintenance manual (MM) and do the herein mentioned tests.
FLIGHT DECK EFFECT PREFERRED ORDER OF FMS BITE TESTS
If the previous failed test (which caused you to replace / repair the item) was
which BIT you have to run.
now again run and completed, so the fault has gone.
AUTOPILOT TROUBLESHOOTING
Before you do any action because of DFCS BITE testresults, look up in the
maintenance manual (MM) for: If it was an intermittent fault (pilot report, confirmed by the inflight fault, but cur-
rent status test result was negative), look up in your airlines procedures for
MAINTENANCE EXCEPTIONS TO FMS BITE MESSAGES and
actions have to be done.
DFCS MAINTENANCE CHARACTERISTICS
Only for Lufthansa German Airline:
See „Lufthansa Technik AG - Verfahrensanweisung - - > Beanstandungsbehe -
Only for AUTOPILOT TROUBLESHOOTING:
bungen und Abgrenzung der Verantwortlichkeiten durcch Personal mit LMT
The testresult message shown on a MCDU is the action you have to carry out.
oder LBMT Berechtigung“ for maintenance action(s).
For fault isolation and verification of subsystems, you find in the maintenance
manual ATA 22−01−11 a flow chart for the troubleshooting.
It shows how to do troubleshooting in the system which are connected to the
flight management system FMS.
Before you start the troubleshooting, the following points should be considered:
Did the crew any system transfer?

How was the electrical power supply configuration?
Where all circuit breakers closed?
Now the trouble shooting process may be started.

− You start with pilots fault report.
− According to the trouble shooting flow chart, you start with FMS- BIT cur-
rent status and inflight fault interrogation.

TROUBLESHOOTING
22−01
PILOT REPORT (PIREP) 1 BEFORE PROCEEDING TO NEXT STEP:

IF PIREP IS ASSOCIATED WITH DFCS PITCH AXIS, CHECK STABILIZER AND ELEVATOR RIGGING.
IF PIREP IS ASSOCIATED WITH DFCS ROLL AXIS, CHECK FLAPS AND AILERON RIGGING.
SELECT MOST APPROPRIATE SUBSYSTEM BITE
IF PIREP IS FOR INABILITY TO ENGAGE AUTOPILOT, CHECK CWS PITCH AND ROLL FORCE TRANSDUCER RIGGING.
ACCESS INFLIGHT FAULTS ON CDU SCREEN DISPLAY.

CHECK FOR LRU FAULTS ON FLIGHT CORRESPONDING
TO PIREP.
PERFORM CURRENT STATUS BITE TESTS.
FOR CURRENT STATUS FAILURE, OPERATE SELF−TEST ON AS REQUIRED FOR PIREP AND/OR FLIGHT FAULT;
LRU, OR TEST LRU ON OTHER SUBSYSTEM BITE OPERATE SELF−TEST ON LRU, OR TEST USING OTHER
SUBSYSTEM BITE
CURRENT NO 1
STATUS
FAILURES
YES YES TEST NO
WAS PASSED
INFLIGHT NO
FAULT
CONFIRMED
CHECK IF SAME LRU FAULT OCCURRED ON RECENT
YES MULTIPLE FLIGHTS.
NOTE: DFCS AND AUTOTHROTTLE:

____
OPERATE SELF−TEST ON LRU, OR TEST LRU ON OTHER ACCESS ENGINEERING CODE 300 FOR MULTIPLE
SUBSYSTEM BITE REPLACE LRU.
FLIGHT DATA. REVERIFY INTERFACE.
RECENT
YES TEST NO MULTIPLE NO
FLIGHT
PASSED FAULTS
YES
IF LRU HAS ELECTRICAL RECEPTACLE: Pictures takem from MM 22−01−11

OPEN LRU CIRCUIT BREAKERS.
REMATE LRU IN ELECTRICAL RECEPTACLE.
CLOSE LRU CIRCUIT BREAKERS. Figure 101
REVERIFY INTERFACE.
in MM Quick Turn Around
Troubleshooting Guide
CAN
LRU BE YES
INTERCHANGED
NO
INTERCHANGE LRU WITH LRU ON OTHER CHANNEL/SYSTEM.
THEN REVERIFY INTERFACE
CHECK IF FAULT FOLLOWS LRU TO NEW LOCATION
INTERCHANGE LRU (IF POSSIBLE) WITH LRU ON OTHER YES FAULT NO

CHANNEL/SYSTEM. THEN REVERIFY INTERFACE. FOLLOWS
OR LRU
IF LRU HAS ELECTRICAL RECEPTACLE:
CLOSE LRU CIRCUIT BREAKERS. REPLACE LRU. REPLACE LRU. REPLACE LRU.
REVERIFY INTERFACE. REVERIFY INTERFACE. REVERIFY INTERFACE. REVERIFY INTERFACE. MONITOR PERFORMANCE OF LRU ON SUBSEQUENT FLIGHTS.
Figure 68 Trouble Shooting Tree - GENERAL

Page: 141
TROUBLESHOOTING
22−01
TROUBLE SHOOTING - PREFERRED ORDER OF BITE

FMS Subsystems preferred BITE Selection
The following sources of evidence from the flight deck must be used to decide
which test to run:
(1) Which subsystem BITE is to be used first?
(2) Which type of test will be most helpful in isolating a faulty LRU in the
shortest time?
(3) PIREPs
(4) Instrument switching selections
(5) Electrical power configuration
(6) Circuit breaker status
(7) Flight Deck Effects
(a) Any FMS Warning or Caution indication
(b) Any instrument failure flag (related to FMS equipment)
(c) Any loss of an FMS display
(d) Any failure of an FMS subsystem to respond to a valid
command
e) Any abnormal operational response of an FMS subsystem
As a result of these votes, the following sequence of actions will be:
(8) Select BITE of the subsystem most directly affected by the problem
(from PIPEP) or other source.
(9) Check CURRENT STATUS and INFLIGHT FAULTS to identify failed
LRU(s)

TROUBLESHOOTING
22−01
PREFERRED ORDER OF
FLIGHT DECK EFFECT
FMS BITE TESTS
ALL WARNINGS, CAUTIONS AND ABNORMALITIES OF

A. AUTOPILOT AND/OR FLIGHT DIRECTOR 1. DFCS
B. MACH AND/OR SPEED TRIM (STABILIZER) 2. FMCS
C. ALTITUDE ALERT 3. A/T
4. EFIS
ALL WARNINGS, CAUTIONS AND ABNORMALITIES OF A/T 1. A/T

2. DFCS
3. EFIS
ANY CDU FAIL ANNUNCIATION, OR AUTOFLIGHT STATUS ANNUNCIATOR ”FMC” 1. FMCS 1

LIGHT
ANY LOSS OF ATTITUDE/HEADING REFERENCES 1. IRS

2. EFIS
3. FMCS
4. DFCS
RADIO ALTIMETER FLAG OR UNREASONABLE DISPLAY 1. DFCS

2. A/T
3. EFIS
DME FLAG OR UNREASONABLE DISPLAY 1. DFCS

2. EFIS
DADC DISPLAYS UNREASONABLE 1. DFCS

2. FMCS
3. A/T
4. IRS
Figure 102 5. EFIS
in MM Quick
Turn Around RADIO NAV FLAGS 1. FMCS
Troubleshooting 2. DFCS
3. EFIS
Guide
1 A HARD FAILURE OF THE FMC MAY PREVENT ACCESS TO BITE
Figure 69 Preferred Order of Tests

TROUBLESHOOTING
22−01
STANDARD PRACTICES MANUAL - LUFTHANSA TECHNIK

REGULATIONS FOR CATEGORY II / III - If a Land Check* is required and can not be performed, then a simulated
ALL - WEATHER OPERATIONS CAT III approach should be requested. In this case squawk should be de-
ferred:
1. General ZB−B1 log book entry ”D”
For maintaining safe all−weather operations according to Category II/III (CAT * 747−200 Simulated Autoland Rampdown Ground Functional Test
II/III), special maintenance and modification procedure as per NFL I−1/99 sub- A310/A306 Land Test
paragraph 3.6 is demanded for certain components. 747−400 Autoland Unique Test
These components are called CAT II/III Components, and are defined as fol- A321/A340/A320/A319 Cat III capability test
lows: B. Required Tests after Removal/Installation of Specific Autoflight Com-
A. Components that are especially required for CAT II/III operation, and ponents
- that directly effect the performance or accuracy of a CAT II/III approach, (1) 737B, 737X
- and for which deterioration of the performance or accuracy cannot be ex
cluded, (a) Flight Control Computer (FCC):
- and for which an adjustment to the nominal values is possible. - Perform Miniland Test
2. Identification (b) Mode Control Panel (MCP):
CAT II/III Components are identified in the COSL data bank under column - Perform Interface Test
CAT 2 by ”Y” (YES).
This column is not printed in all listings. (2) 747−200
Landing Rollout Control Unit (LRCU), Altitude Rate Unit, Pitch Computer,
CAT II/III Components are marked with a yellow placard with blue lettering: Roll Computer:
”Attention CAT II / III Component”.
(a) 1 or 2 channel(s) involved:
NOTE: For components that are dealt within an ATLAS Central Agency, the
component positions are identified in the aircraft. - Perform BITE TEST on affected unit
3. Procedures after Removal/Installation of Autoflight Components - Perform Ground Confidence Test

A. General Rules (b) 3 channels involved:
- After Removal/Installation of an Autoflight Component the check after - Perform BITE TEST on affected unit
removal has to be done in accordance to corresponding maintenance
manual. Additional tests are layed down in para. B. of the procedure. - Perform Ground Confidence Test.
- Interchange should be avoided because this does not solve an existing - Perform Simulated Autoland Rampdown Ground Functional Test
problem, and may cause trouble. (MM22−10−00), see last note of Para 4.A.
The CAT II/III capability is not reached by only interchanging units. (3) A310, A300−600
- Performance of a test should be entered into the technical log book (TLB). Flight Control Computer (FCC), Thrust Control Computer (TCC), Flight Aug-
- A sufficiently performed Land Check* should be marked off by thelog book mentation Computer (FAC), Flight Control Unit (FCU):
entry ”FIX”. - Perform AFS and Land Test on Maintenance Test Panel (MTP).

TROUBLESHOOTING
22−01
Figure 70 DFCS - TROUBLE SHOOTING; SPM

TROUBLESHOOTING
22−01
The following shows pages of the

FLIGHT MANAGEMENT / AUTOFLIGHT QUICK TURNAROUND TROUBLE SHOOTING GUIDE - FAULT ISOLATION
which is part of the maintenance manual 22−08−00/101.

TROUBLESHOOTING
22−01
CONTINUED FROM FIGURE 111 (FIGURE 104 to 111 NOT SHOWN)

Figure 71 DFCS BITE - QUICK TAR. TRSHTG. GUIDE

TROUBLESHOOTING
22−01
Maintenance Exceptions Maintenance Ccharacteristics Sheet 1

TROUBLESHOOTING
22−01
Figure 72 DFCS BITE - MAINT. EXC. + / - CHAR. 1

TROUBLESHOOTING
22−01
Maintenance Ccharacteristics Sheet 2 Maintenance Ccharacteristics Sheet 3

TROUBLESHOOTING
22−01
Figure 73 DFCS BITE - MAINT. EXC./- CHAR. 2−3

TROUBLESHOOTING
22−01
Maintenance Ccharacteristics Sheet 4 Maintenance Ccharacteristics Sheet 5

TROUBLESHOOTING
22−01
Figure 74 DFCS BITE - MAINT. EXC./- CHAR. 4−5

AUTOFLIGHT B 737-300/400/500
BITE
22- 40
22- 40 DFCS BITE

GENERAL
The Digital Flight Control System (DFCS) is one of five interface systems of the (2) The DFCS BITE gives instructions which are shown on the CDU display.
Flight Management System (FMS). Instructions or pages which permit selection on a CDU are identified with a
The DFCS has two Flight Control Computers (FCCs) and a Mode Control caret ( < ) adjacent to the line select key (LSK).
Panel (MCP). Data lines, which do not permit CDU selection, do not show the caret.
The DFCS contains these systems: (3) The < INDEX prompt is frequently used for page / sequence control of
the DFCS BITE.
(1) Autopilot − gives flight path control thru the aileron and elevator
< INDEX is used to move the display back to the last index page.
power control unit.
This permits you to move back to major starting points.
(2) Flight Director − gives flight path guidance thru the command bars in Pages which are shown with the PREV PAGE and NEXT PAGE keys on the
the EADIs. CDU are at the same level for < INDEX operation.
(3) Altitude Alert − gives visual and aural indication when the airplane is (4) The DFCS failure diagnostic program is used to identify the most prob-
near or away from a specified altitude. able LRU failure.
(4) Mach Trim − gives signals to control the elevator in the mach tuck un- An airplane interface failure between the LRUs can be incorrectly shown as
der (nosedown) region. an LRU failure.
(5) Speed Trim − Controls the stabilizer trim motor to give a positive If you do the BITE or the self−tests on the LRU failure, you can isolate the
speed stability during a low speed, high thrust flight. failure to LRU or interface.
The DFCS Built−In Test Equipment (BITE) is used to make sure that the DFCS The BITE analysis of the system interfaces depend on the system or LRU.
operates correctly. (a) For digital interface systems, the BITE makes sure that the data and
parity bit on the data words are correct.
CDU Screen Displays
(b) For some analog interface systems, the BITE makes sure that
For details on the screen displays shown in this procedure, see 22−03−11, the ”on−ground” data and the system are correct.
DFCS BITE Screen Displays.
(c) For some analog interface systems have their own seft−tests which
DFCS BITE Concepts are operated by the DFCS, the BITE makes sure that the output levels are
(1) The DFCS BITE is operated in the ”on−condition” maintenance concept. correct.
System maintenance is done when a failure occured in the system.

BITE has these main properties:
(a) The FMCS CDUs in the flight compartment are used to do the
DFCS BITE tests.
(b) It shows all current failures and identified the LRUs with failures.
(c) It permits you to do a test of the LRU interfaces after a replacement.
(d) It permits you to do a rigging test of a system actuator and sensor.
(e) It has failure storage for the last 10 flights in the system memory.

AUTOFLIGHT B 737-300/400/500
BITE
22- 40
FMS CDU DIGITAL FLIGHT CONTROL SYSTEM

LINE
SELECT - AUTOPILOT
KEY
MAINT BITE INDEX 1/1
LSK - FLIGHT DIRECTOR
1L <FMCS
2L
2L <DFCS - ALTITUDE ALERT
3L <A/T
4L <IRS <DFCS - MACH TRIM
5L <EFIS
6L <INDEX - SPEED TRIM
SELECT LINE MAINTENANCE TESTS SELECT OVERNIGHT MAINTENANCE TESTS
CDU KEYS
LSK DFCS BITE TEST 1/2 DFCS BITE TEST 2/2

LINE MAINT LSK OVERNIGHT MAINT
NEXT
1L <CURRENT STATUS 1L <GROUND FUNC TEST
PAGE
2L <INFLIGHT FAULTS 2L <RIGGING
3L <LRU INTERFACE 3L <SENSOR VALUES
PREV
4L <LAND VERIFY 4L
5L PAGE 5L
6L <INDEX 6L <INDEX
DISPLAYS CURRENT FAILURES ON LRU LEVEL

PERMITS TO TEST LRU INTERFACES AFTER REPLACEMENT
PERMITS TO RIGGING ACTUATORS AND SENSORS
FAILURE STORAGE FOR THE LAST 10 FLIGHTS
DISPLAYS ENGINEERING DATA FOR HEAVY TROUBLE SHOOTING
Figure 75 DFCS BITE - GENERAL

AUTOFLIGHT B 737-300/400/500
BITE
22- 40
FAULT ISOLATION TESTS

LINE MAINTENANCE
The CURRENT STATUS tests give a summary of the current status of the
DFCS and the LRUs that interface with the DFCS.
The Current Status tests are usually used to find a system failure when you
examine the PIREP.
These tests are also used at initial system power−up for system verification.
The Current Status Quick Tests give a quick−check of the overall systems.
The Current Status Interactive tests need operator involvements.
The Current Status Surface Tests are all the tests which need hydraulic
power.
The INFLIGHT FAULT tests give a summary of the DFCS failures during the
last 10 flights or current on−ground failures.
These tests also give the LRUs that cause the failures.
OVERNIGHT MAINTENANCE
The GROUND FUNCTIONAL tests give a overall check for all the BITE in the
DFCS and the LRUs that interface with the DFCS.

AUTOFLIGHT B 737-300/400/500
BITE
22- 40
CDU KEYS
MAINT BITE INDEX 1/1 DFCS BITE TEST 1/2 DFCS BITE TEST 2/2
LSK LSK LINE MAINT LSK OVERNIGHT MAINT
NEXT
1L <FMCS 1L <CURRENT STATUS PAGE 1L <GROUND FUNC TEST
2L <DFCS 2L <INFLIGHT FAULTS 2L <RIGGING
3L <A/T 3L <LRU INTERFACE 3L <SENSOR VALUES
PREV
4L <IRS 4L <LAND VERIFY 4L
5L <EFIS 5L PAGE 5L
6L <INDEX 6L <INDEX 6L <INDEX
PG 1 LSK 1L
CURRENT 1
FAULT CH A/B ONLY
ISOLATION STATUS
GP 10
LINE MAINT. 1
FLIGHT SPEED ALTITUDE
AUTO PILOT MACH TRIM
DIRECTOR TRIM ALERT
GP 11 GP 13
GP 12 GP 14 GP 15
PG 1 LSK 2L
INFLIGHT CODE 300

INFLIGHT
LAST FLT LSK 6R FLT 01
FAULTS FLT 10
FAULTS FAULTS AND
GP 20
SUMMARY GROUND
LINE MAINT.
CH − A/B STATUS
PG 2 LSK 1L
GROUND COMPLETE
OF ALL LIBRARY TESTS ON
FUNC TEST TEST SELECT
ALL DFCS SUBSYSTEMS
GP 60 TEST DELETE
OVERNIGHT MAINT. 1
1 ENGINEERING DATA AVAILABLE BY ACCESS CODE 100
Figure 76 DFCS BITE - FAULT ISOLATION

Page: 157
AUTOFLIGHT B 737-300/400/500
BITE
22- 40
VERYFICATION TESTS
The LRU INTERFACE tests make sure that the replacement LRU operates
correctly.
These tests are completed in a short time.
The LAND VERIFY tests examine the computer and critical sensors which are
used during the LAND mode.
These tests also examine the systems which are used during dual channel
operation.
These tests are completed in a short time.
The RIGGING tests make sure that the actuators, feedback sensors, and sur-
face authorities are in the rig position.
These tests give a voltage display of the usual signal range and the actual sig-
nal.
Airplanes with no Discrete Input Words Test Features;

The SENSOR VALUES tests examine the sensor values for analog, digital,
and standard option pin (SOP) discrete signals.
Airplanes with Discrete Input Words Test Feature;

The SENSOR VALUES tests examine the sensor values for analog, digital,
standard option pin (SOP) discrete signals, and discrete intput words input
to the FCCs.

AUTOFLIGHT B 737-300/400/500
BITE
22- 40
CDU KEYS
MAINT BITE INDEX 1/1 DFCS BITE TEST 1/2 DFCS BITE TEST 2/2
LSK LSK LINE MAINT LSK OVERNIGHT MAINT
NEXT
1L <FMCS 1L <CURRENT STATUS PAGE 1L <GROUND FUNC TEST
2L <DFCS 2L <INFLIGHT FAULTS 2L <RIGGING
3L <A/T 3L <LRU INTERFACE 3L <SENSOR VALUES
PREV
4L <IRS 4L <LAND VERIFY 4L
5L <EFIS 5L PAGE 5L
PG 1 LSK 3L MACH/AS GP31 VOR/ILS GP36 LNAV GP41 N1 SENS GP46
LRU MCP GP32 DME GP37 A/T GP43 ACT POS SENS
VERIFICATION INTERFACE GP47
TESTS IRU GP33 ADI GP38 DADC GP44
GP 30
LINE MAINT. 1 FMC GP34 HSI GP39 ALPHA VANE EFIS GP48
GP45
PG 1 LSK 4L FCC GP35 LRRA GP40
LAND
VERIFY CH A/B ONLY
GP 49
LINE MAINT. 1
PG 2 LSK 2L
RIGGING CH A/B ONLY

GP 50
OVERNIGHT MAINT.
ELEVATOR AILERON FLAPS STABILIZER CWS MACH TRIM
PG 2 LSK 3L GP 51 GP 52 GP 53 GP 54 GP 55 GP 57
SENSOR
VALUES
ANLG SIG 56.01 RIG 51.00 PITCH 55.00
GP 56
OVERNIGHT MAINT. DGTL SIG AUTH SING ROLL 55.30
56.14 51.20
COMPLETE
OPTIONS (SOP) AUTH DUAL
56.20 51.40
COMPLETE COMPLETE 1 ENGINEERING DATA AVAILABLE BY ACCESS CODE 100
Figure 77 DFCS BITE - VERIFICATION TESTS

Page: 159
AUTOFLIGHT B 737-300/400/500
BITE
22- 40
TEST ASSIGNMENT FORMAT

The tests are all grouped together in the DFCS BITE test library.
During the test, the current group and library test number are shown on the
upper corner of the CDU.
The DFCS BITE test library is divided into these five sections:
(a) Interface - LRUs Interfaces and Signal Data Busses
(b) Surface - DFCS Flight Control Surfaces and Sensors
(c) MCP - DFCS Mode Control Panel Test
(d) Annunciators - Lights And Warning Test
(e) FCC - Flight Control Computers Test
The menu automatically makes selections of the library tests for the specified
Test Group.
The operator can make selection of the Test Groups from the CDU.
The operator can make selection of invidual tests by using the ground func-
tional test.
A type of testing is designated as quick test ( no operator action ) , interactive
test requires operator action.
The surface test requires hydraulic power and operator action.

AUTOFLIGHT B 737-300/400/500
BITE
22- 40
XX
TESTNAME:
MACH TRIM
TEST GROUP TEST LIBRARY
10 = CURRENT STATUS
Z = CHANNEL NAME : 11 AUTOFLIGHT
ACTUAL TEST NUMBER OUT
A or B 12 FLIGHT DIRECTOR
OF LIBRARY:
13 MACH TRIM
first
14 SPEED TRIM
70 DISCRETE INPUTS
15 ALTITUDE ALERT
and second
TESTGROUP NUMBER : 20 = INFLIGHT FAULTS
33 MACH TRIM
10 = CURRENT STATUS 30 = LRU INTERFACE
and so on, a memorized number
13 MACH TRIM 31 MASI
of tests out of the library.
32 MCP
33 IRU
34 FMC
35 FCC
36 VOR/ILS
37 DME
38 ADI
39 HSI
40 LRRA
41 L NAV
43 AUTOTHROTTLE
44 DADC
45 ALPHA VANE
46 N1 POTENTIOMETER
47 ACT. POSITION SENSORS
48 EFIS
49 = LAND VERYFY
50 = RIGGING
51 ELEVATOR
52 AILERON
53 FLAP
54 STABILIZER
55 CWS
57 MACH TRIM
56 = SENSOR VALUES
60 = GROUND FUNCTIONAL TEST
( QUICK TESTS)
Figure 78 DFCS BITE - Test Numbering

AUTOFLIGHT B 737-300/400/500
BITE
22- 40
POWER UP & SELECT

You must do all the necessary conditions before you can get access to the
MAINT BITE INDEX.
The Fig. Power−up and select to Maintenance BITE Index, shows all the ne-
cessary conditions for the MAINT BITE INDEX page.

AUTOFLIGHT B 737-300/400/500
BITE
22- 40
I DENT 1/ 1 POS I NI T 1/ 2 LINE

THE IDENT 1/1 PAGE IS SHOWN E NG RAT I NG SELECT
AS AN EXAMPLE ONLY, BECAUSE MODEL L AST POS
7 3 7 −3 0 /0/ 20 CDU KEY N4 7 0 3 2 . 4 W1 2 2 0 1 8 . 7 KEY
THE PAGE IS THE FIRST PAGE /K
SHOWN WHEN THE POWER−UP NAV DAT A ACTI VE REF AI RPORT
TESTS ARE COMPLETED T B C 6 8 2 /
0 4 /
0 1 M AR1 8 APR1 4 / 8 9 − −− −
APR1 5MAY1 2 / 8 9 INIT 6L
OP PROGRAM REF SET I RS POS
5 3 /0 /0 /0 5 − VM2 − /0 1 SUPP DAT A <INDEX
GM T 0 . 0 .
APR1 7 / 8 9 1 43 2. 2Z 1 1 / 1 6
”AND” FUNCTION: − −− −− −− −− − −− −− −− −− −− −− − −
ALL INPUT CONDITIONS 

MUST OCCUR FOR AN 2 2 PERF INIT PAGE WILL BE SHOWN
OUTPUT SIGNAL IF THE IRS IS ALIGNED
AIRPLANE IS IN THE GROUND MODE

ACCESS TO THE MAINTENANCE PROVIDES INITIALIZATION
(SQUAT SWITCH IS IN SQUAT POSITION) YES BITE INDEX IS STARTED WHEN INPUT OF REFERENCE POSITION,
INIT/REF KEY IS PUSHED. FOR IRS ALIGNMENT
AIRPLANE ELECTRICAL POWER THE KEY CAN BE PUSHED WHEN
ANY CDU PAGE IS SHOWN
POWER−UP
IRU L: NAV MODE AND TEST
GROUND SPEED IS
PASSED
LESS THAN 20 KNOTS
IRU R: NAV MODE AND NO F

GROUND SPEED IS A
LESS THAN 20 KNOTS I CDU FAIL
L ANNUNCIATOR
FMC SUPPLIES
GROUND SPEED LESS I NI T / REF I NDEX MAI NT BI T E I NDEX 1/ 1
1/ 1
THAN 20 KNOTS 1
 < F MCS
”OR” FUNCTION: < POS < DFCS
AT LEAST ONE INPUT
CONDITION MUST < PERF < A/ T
OCCUR FOR AN OUTPUT < T AKEOF F < I NDEX
FAILURE 3
INIT/REF INDEX: MAINT BITE INDEX:

PERMITS SELECTION OF FOR INDIVIDUAL FMS SUBSYSTEMS
FMCS FUNCTIONAL MODES
MENU PERMITS SELECTION OF
BITE PROCESSES
< ACARS
< ACMS
1 FMC SUPPLIES GROUND SPEED LESS THAN 20
KNOTS IF ONE OF THESE CONDITIONS OCCURS:
1. VELOCITIES FROM IRUs ARE
3 WHEN FMCS IS IN THE AIR MODE, MAINT> IS
AT FAIL OR NCD NOT SHOWN (LSK 6R), AND YOU CANNOT GET
2. THE IRU IS NOT ON ACCESS TO THE MAINT BITE INDEX PAGE.
3. NO IRUs INSTALLED
Figure 79 FMS BITE - Power Up & Select

Page: 163
AUTOFLIGHT B 737-300/400/500
BITE
22- 40
BITE ACCESS
You must do all the necessary conditions before you can get access to the
DFCS BITE test pages.
The Fig. BITE ACESS shows all the necessary conditions for the selections of
the DFCS BITE tests and gives a summary of all the available tests in the
DFCS BITE for line or overnight maintenance.

AUTOFLIGHT B 737-300/400/500
BITE
22- 40
MAINT BITE INDEX: DFCS BITE TEST LINE MAINTENANCE:

PERMITS SELECTION OF THE BITE ”AND” FUNCTION: PERMITS SELECTION OF THE DFCS
TESTS FOR THE FMS INTERFACE ALL INPUT CONDITIONS LINE MAINTENANCE TESTS
SYSTEMS MUST OCCUR FOR AN
OUTPUT SIGNAL
LINE DF CS BI T E T E ST 1/ 2
MAI NT BI T E I NDEX 1/ 1 SELECT
KEY L I NE MAI NT
< F MCS
< CURRENT ST AT US
< DF CS
2L < I NF L I G HT F AUL T S
< A/ T
< L RU I NT ERF ACE
< I RS <DFCS
< L AND V ERI F Y
< EF I S
< I NDE X < I NDEX
AUTOPILOT IS NOT ENGAGED

PREV NEXT CDU KEYS
AIRPLANE IS IN THE GROUND MODE (SQUAT SWITCH IN
SQUAT POSITION) PAGE PAGE
DADC 1: VALID AND IAS IS

LESS THAN 50 KNOTS FCC A
DF CS BI T E T E ST 2/ 2
IRS L: NAV MODE AND GROUND SPEED CHANNEL
OVE RNI G HT MAI NT
IS LESS THAN 20 KNOTS A
< GROUND F UNCT T ES T
IRS R: NAV MODE AND GROUND SPEED
IS LESS THAN 20 KNOTS < R I GGI NG
< SE NSOR VAL UES
FCC B ”OR” FUNCTION:
AT LEAST ONE INPUT
DADC 2: VALID AND IAS IS CHANNEL CONDITION MUST
< I NDEX
LESS THAN 50 KNOTS B OCCUR FOR AN OUTPUT

SIGNAL
SHOWS A PROBLEM OCCURED THAT

WILL NOT PERMIT YOU TO GET DFCS BITE TEST OVERNIGHT
ACCESS TO THE DFCS BITE MAINTENANCE:
D F C S BI T E T E S T
PERMITS SELECTION OF THE
D F C S BI T E I NOP OVERNIGHT MAINTENANCE TESTS
CHECK F CC OR I NT ERF ACE
Figure 80 DFCS BITE - Bite Access

Page: 165
AUTOFLIGHT B 737-300/400/500
BITE
22- 40
TEST SELECTION
After selection of any test ( except rigging and sensor values) the first auto-
matic action is an computer selftest and only after the test passed the bite
reaches the cross channel check.
If this test is also valid so the selected test will start with the given display.
If one of these tests are not passed the shown failure display with LRU diag-
nostic will be diplayed.
NOTE:
BITE displays that appear upon entry into BITE may vary, and system
inoperative indications could occur.
Reenter BITE if this occurs.

AUTOFLIGHT B 737-300/400/500
BITE
22- 40
APPROX. 13 SEC
SELECTED TEST,
START DISPLAY
NO
YES TEST
PASSED
Figure 81 DFCS BITE - Test Selection

AUTOFLIGHT B 737-300/400/500
BITE
22- 40
INFLIGHT FAULTS
The inflight faults page will display all memorized failures from the last flight leg Flight 01 display:
or during the ” power up test ”. This display shows the LRU failure and the flight deck effect again, cause of
The failures are memorized after : the failure, and R ( repeat)indication.
F/D ON AND TO/GA SWITCHED PRESSED ( all failures on ground are It also shows the memory location address where the failure is kept.
memorized so long the F/D is still in T/O behind the record GRD FAULT) If any mechanics changed the FCC computers after failure memorization, an
GROUND SPEED > 100 KTS additional display ” ERROR FCC A (B) ” is shown due to the wrong channel
interpreting.
UNSQUAT PLUS 6 SECONDS
The failure storage program will stop after the ground speed drops below 40kts.
Only FCC faults can be memorized below this speed. MEMORY ERASURE
Each channel A ( or B) can memorize 5 failures per flight. Type code 900 in the scratch pad and press LSK 6R, to get access to the era-
The display is done in chronological order. sure display.
This display will give instructions to erase all failures in the memory.
Each display includes : You do this if the FCC is permanently swapped or installed in an other aircraft
without shop- maintenance.
- name of failed LRU ( eg. ELEV PRESS SW 1 ) 1
- flight deck effect ( eg. A/P DISC ) 2
In flight faults are recorded for the following flight deck effects:
A/P DISC A/P disconnect from fault
F/D FLAG continuous & pwr up monitor
ENG ATT engage attempt ( locked in off)
F/D PBOV or RBOV pitch or roll bar biased out of view
SPD TRM speed trim faults
MACH TRM mach trim faults
STAB TRM stab out of trim faults ( warning light on )
Additional details are available with the use of coded entry 300 ( LSK 6R ).
This provides a summary page of faults for the last 10 flights, and the display
of an extra data line of fault description.
R = repeat and S = steady state fault.
No R or S displayed means the failure comes up only once.

AUTOFLIGHT B 737-300/400/500
BITE
22- 40
SHOWS THE FLIGHTS IN WHICH

THE FAILURES OCCURRED.
THE FCC A OR FCC B CAN KEEP
THE RECORD OF THE FAILURES
DFCS BITE TEST LINE MAINTENANCE UP TO TEN FLIGHTS
1/ 2 LINE DF CS BI T E T ES
DF CS B I T E T E S T DF CS BI T E T EST
SELECT T
L I N E MA I N T KEY L AST F L I GHT − A / − B 2 0
/ . I NF L T F A UL T − A / −B / .
20
< CUR RE N T S T A T U S
EL EV P R E S S S W− 1 A/ P DI S C F A UL T S U MMA R Y :
< I N F L I GH T F A U L T S
2L T R I M CUT OUT E NG A T T 6R S I DE A F L T S E G F A UL T S :
< L RU I N T E RF A CE
1, 2, 6, 7, 10
/
F C C− B F / D F L AG 3 0 0
< L A N D V E RI F Y <INFLIGHT FAULTS
S I DE B F L T S E G F A UL T S :
1 2 NO F A I L URE S
CDU KEYS
 < C ON T I N U E I NDE X >
SHOWS THE FAILURES WHICH THE DFCS

Name of failed LRU IDENTIFIED DURING THE LAST FLIGHT.
THE DFCS IDENTIFIES THE LRU FAILURE
AND THE RELATED FLIGHT DECK EFFECT
Flight Deck Effect
DF CS BI T E T EST
CONTINUE TO SEE
F L I GH T /0 1 −A / −B 20
/ . ENGINEERING DATA
E L E V P R E S S S W− 1 A / P D I S C FOR OTHER FAILURES

HEXADECIMAL ADRESS: E L E V A CT P RE S S I NV R ON FLIGHT 01, AND
FOR FLIGHT 01: SHOWS THE LRU FAILURE,
FOR SHOP MAINTENANCE A − 8 /0 2 4 6L FOR FLIGHT 02, ETC.
FLIGHT DECK EFFECT, CAUSE OF THE
ONLY !!
FAILURE, AND R (REPEAT) INDICATION. <CONTINUE
ALSO SHOWS THE MEMORY LOCATION WHERE
THE FAILURE IS KEPT. TO REMOVE THE
FAILURES FROM THE RECORD, PUT CODE < CONT I N UE I NDE X >
900 IN THE SCRATCH PAD THEN PUSH LSK
6R, TO GET ACCESS TO THE ERASURE
DISPLAY. THE ERASURE DISPLAY WILL
GIVE INSTRUCTIONS TO REMOVE THE
FAILURES FROM THE RECORD.
Figure 82 DFCS BITE - Inflight Faults

AUTOFLIGHT B 737-300/400/500
BITE
22- 40
CURRENT STATUS TESTS

CURRENT STATUS -
QUICK TESTS

AUTOFLIGHT B 737-300/400/500
BITE
22- 40
DFCS BI TE TEST 1/ 2
L I NE MAI NT
CURRENT STATUS 1L
<CURRENT STATUS
< I NFL I GHT FAUL TS
< L RU I NTERFACE
< L AND VERI FY
A
< INDEX NEXT PAGE
QUICK TEST COMPLETE
DFCS BITE TEST LINE MAINTENANCE YES
TEST DFCS BI TE TES

PASSED T
NO
TES T NAME −A / − B 1 0
/ . 17
DFCS BI TE TEST DFCS BI TE TES T * TES T FAI LED *

STATUS − A / − B 1 /0 . MOST PROBABLE CAUSE( S) :
XXXXXX − CHAN Z 1 /0 . YY
* TURN OFF HYD SYS A − B ( LRU DI AGNOSTI CS)
* SET BOTH MSU’ S TO NAV
* TUNE BOTH NAV RCVRS TO
AN I NACTI VE I L S FREQ 6L TEST I N P ROGRE SS
( P/ B MAN) PUSH LSK 6R RERUN >,
* MOVE AL L I NST AND NAV 6L
< CONT I NUE RERUN> TO DO A TEST
SWI TCHES TO NORMAL / FMC <CONTINUE ON THE APPLICABLE LIBRARY TEST
* SET SWI TCHES ON BOTH <CONTINUE
EF I S CP ’ S TO VOR/ I L S AGAIN
* CL OSE AL L CB’ S
OTHER
<CONTI NUE QUICK
TESTS SHOWS THE FAILURES OF THE
APPLICABLE LIBRARY TEST
GIVES INSTRUCTIONS SHOWS DURING THE QUICK TESTS
FOR THE QUICK TESTS
FOR CHANNELS A AND B
DFCS BI TE TE ST DFCS BI TE TE ST
SUMMARY −A / − B 1 /0 . 1 7 COMPL ETE −A / −B 10.
* TE S T FAI LED *
MOST PROBABLE CAUSE( S) : * END OF DFCS BI TE *
6L
* PUSH EI THER A/ P
( LRU DI AGNOSTI CS) DI SCONNECT SWI TCH
<CONTINUE * CL OSE AURAL WARN C/ B
* CL OSE STAB TRI M C/ B
< CONTI NUE 
SHOWS THE FAILURES OCCURRED GIVES INSTRUCTIONS TO GET

DURING THE QUICK TESTS OUT OF THE DFCS BITE
Figure 83 DFCS BITE - Current Status- Quick T

ests
Page: 171
AUTOFLIGHT B 737-300/400/500
BITE
22- 40
CURRENT STATUS -
INTERACTIVE TESTS

AUTOFLIGHT B 737-300/400/500
BITE
22- 40
FROM
PRE-
VIOUS LINE
DF CS B I T E T E S T
PAGE S UMMA RY −A / − B 1 0 / . SELECT
KEY DFCS BI TE TEST
* QUI CK T E ST P AS S E D*
S E L E CT A DDI T I ONA L T E S T S XXXXX − CHAN Z 1 1 . YY
< A UT OP I L OT
2L 11 MIN ( I NSTRUCTI ONS FOR T HE
< F L I GHT DI RE CT OR L I NE MECHANI C TO DO TEST YES QUICK TESTS PASSED
A
< MA CH T RI M S Y S T E M <AUTOPILOT THE TEST) PASSED B
QUICK
TESTS ARE 3L (next page)
< S P E E D T RI M S Y S T E M 3MIN NO
COMPLETED
< A L T I T UDE A L E RT E XI T > <FLIGHT DIRECTOR
4L
1 MIN
<MACH TRIM SYSTEM
1 INTERACTIVE TESTS, INSTRUCTIONS FOR THE
5L 1 MIN
PERMITS SELECTION OF THE MECHANIC, FIRST CHANNEL A THEN CHANNEL B
DFCS SYSTEMS FOR THE <SPEED TRIM SYSTEM
INTERACTIVE/SURFACE TESTS
6L 3MIN
0THER
<ALTITUDE ALERT DFCS BI TE TEST INTERACTIVE
TESTS
TEST NAME − A / −B 1 1 . 1 4
* TEST FAI LED *
MOST PROBABLE CAUSE( S ) 6L DFCS BI TE TEST
( LRU DI AGNOSTI CS) SUMMARY − A / −B 11 .
<CONTINUE
* TEST FAI LED *
<CONTI NUE RERUN> ( LRU DI AGNOSTI CS)
DF CS B I T E T E ST
DF CS B I T E T E S T 6L
A UT OP I L OT −A / −B 11 . <CONTI NUE
A UT OP I L OT 11. SHOWS THE FAILURES
OF THE APPLICABLE
< CHA NNE L A * OP E N S T A B T RI M C/ B LIBRARY TEST
4L * OP E N A URA L WA RNI NG C/ B 6L
< CHA NNE L B * T URN OF F B OT H MCP
F / D S WI T CHE S SHOWS THE FAILURES OCCURRED
< CHA NNE L A A ND B <CHANNEL <CONTINUE
DURING THE INTERACTIVE TESTS
A AND B
, TO DO A TEST * END OF DFCS BI TE *

PERMITS SELECTION OF THE DFCS GIVES INSTRUCTIONS FOR ON THE APPLICABLE LIBRARY TEST * PUSH EI THER A/ P
CHANNEL A, B OR DUAL (A/B) THE INTERACTIVE TESTS AGAIN. TO GET THE ENGINEERING DI SCONNECT SWI TCH
DATA DISPLAY, PUT CODE 100 IN THE * CL OSE AURAL WARN C/ B
* CL OSE STAB TRI M C/ B
SCRATCH PAD, THEN PUSH 6R.
TO GET OUT OF THE ENGINEERING 
DATA DISPLAY, PUSH THE ”E” KEY
1 PAGE SEQUENCE FOR THE FLIGHT DIRECTOR, ON THE CDU, THEN PUSH LSK 6R.
MACH TRIM, SPEED TRIM, AND ALTITUDE
ALERT IS ALMOST THE SAME AS THE GIVES INSTRUCTIONS TO GET
AUTOPILOT TESTS OUT OF THE DFCS BITE
Figure 84 DFCSBITE - Current Status- Interactive T

ests
AUTOFLIGHT B 737-300/400/500
BITE
22- 40
CURRENT STATUS -
SURFACE TESTS

AUTOFLIGHT B 737-300/400/500
BITE
22- 40
FROM SURFACE TESTS, INSTRUCTIONS FOR THE LINE

PRE- MECHANIC, FIRST CHANNEL A THEN CHANNEL B
VIOUS
PAGE
DF CS BI T E TEST LINE DF CS BI T E T ES T
I NI T −A / −B 1 1 . SELECT
* TEST S PAS S ED * KEY XXXXX − CHAN Z 1 1 . YY
* SURF ACE TESTS *
* VERI FY SURFACES CL E A R ( I NS T RUCT I ONS F OR T HE SHOWS THE FAILURES
* PRESSURI ZE HYD SYS A− B 6L L I NE ME CHANI C T O DO
( MI N F UEL EACH T ANK − T HE T E ST ) OF THE APPLICABLE
B 1 6 7 5 L B/ 7 6 /0 KI L O) LIBRARY TEST
( BOT H EL ECT PUMPS ON) <CONTINUE
INTERACTIVE ( HYD F L T CONT SWS ON)
TESTS ARE ( SPOI L ER HYD SWS ON)
COMPLETED < CONT I NUE EXI T >
1
DF CS BI T E TEST
TEST NAME − A / − B 1 1 . 3 /0
GIVES INSTRUCTIONS
FOR SURFACE TESTS * TEST F AI L ED *
MOST PROBABLE CAUSE( S)
YES TEST NO
PASSED ( L RU DI AGNOSTI CS)
<CONTINUE 6L
< CONTI NUE RERUN >
DF CS BI T E TEST DF CS BI T E TE ST
SUMMARY −A / −B 1 1 . COMPL ET E −A / − B 1 0.
* DFCS TEST PAS S ED*
* CONT I NUE T O I NI T A/ C * END OF DF CS BI T E * PUSH LSK 6R RERUN>, TO DO A TEST
OTHER ON THE APPLICABLE LIBRARY TEST
6L SURFACE
* PUSH EI T HER A/ P AGAIN. TO GET THE ENGINEERING
DI SCONNECT SWI T CH TESTS DATA DISPLAY, PUT CODE 100 IN THE
<CONTINUE * CL OSE AURAL WARN C/ B SCRATCH PAD, THEN PUSH 6R.
* CL OSE ST AB T RI M C/ B
TO GET OUT OF THE ENGINEERING
DATA DISPLAY, PUSH THE ”E” KEY
< CONT I NUE ON THE CDU, THEN PUSH LSK 6R.
1 WARNING:
_______
GIVES INSTRUCTIONS TO GET GIVES INSTRUCTIONS TO GET
OUT OF THE DFCS BITE OUT OF THE DFCS BITE MAKE SURE THAT PERSONS AND EQUIPMENT ARE CLEAR
OF ALL CONTROL SURFACES BEFORE YOU SUPPLY
HYDRAULIC POWER. AILERONS, RUDDER, ELEVATORS,
FLAPS, SLATS, SPOILERS, LANDING GEAR, AND
THRUST REVERSERS CAN MOVE QUICKLY WHEN YOU
SUPPLY HYDRAULIC POWER. THIS CAN CAUSE INJURY
TO PERSONS OR DAMAGE TO EQUIPMENT.
Figure 85 DFCS BITE - Current Status, Surface Tests

AUTOFLIGHT B 737-300/400/500
BITE
22- 40
LRU INTERFACE TESTS


AUTOFLIGHT B 737-300/400/500
BITE
22- 40
DF CS BI TE T EST DF CS BI TE T EST
L I N E MA I N T 1/ 2 I NT E RF A CE −A / −B 2/ 2
< CURRE NT S T A T US < EF I S A C T P OS S E N S >
F L A P P OS

3L R C WS X D C R QUICK TESTS AND
1L
< DA DC P C WS X D C R C / F O> INTERACTIVE TESTS ARE THE
< L RU I NT E RF A CE
E L E V/ A I L A CT SAME AS DISCRIBED UNDER
< AL P V A NE E L E V / A I L P OS > <EFIS CURRENT STATUS
< L A ND V E RI F Y
N S S / MA C H T R I M
< N1 S ENS S T A B P OS >
< I NDE X < I NDE X
PERMITS SELECTION OF THE INTERFACE

TESTS FOR THE DFCS SENSORS
DFCS BITE TEST LINE MAINTENANCE

PREV NEXT
PAGE PAGE
CDU KEYS
DF CS BI TE T EST DF CS BI TE TEST
I NT E RF A CE −A / −B 1/ 2
I NT ERF A CE 30
/ . 0
/ 0
/ < MA C H / A S V OR / I L S >
< CHA NNE L A < MC P D ME >

4L
< CHA NNE L B 
4L
< CHA NNE L A A ND B <CHANNEL < F MC HS I >

A AND B
< F CC L RRA >


PERMITS SELECTION OF THE DFCS INTERFACE TESTS FOR THE DFCS
CHANNEL A, B OR DUAL (A/B) SENSORS
Figure 86 DFCS BITE - LRU Interface Tests
AUTOFLIGHT B 737-300/400/500
BITE
22- 40
LAND VERIFY TEST


AUTOFLIGHT B 737-300/400/500
BITE
22- 40
LINE INTERACTIVE TESTS, INSTRUCTIONS FOR THE LINE

DF CS B I T E T E S T 1/ 2 SELECT MECHANIC, FIRST CHANNEL A THEN CHANNEL B
L I N E MA I N T KEY GIVES INSTRUCTIONS FOR
< C U RR E NT S T A T U S THE INTERACTIVE TESTS
< I N F L I GH T F A UL T S DF CS B I T E T E ST LINE DF CS B I T E T E S T
4L S UMMA RY − A / −B 49 . SELECT
< L R U I NT E RF A CE * QUI CK T E S T S P AS S E D* KEY XX XX X − CHA N Z 4 9 . Y Y
< L A ND V E R I F Y <LAND VERIFY * OP E N S T A B T RI M C/ B
* OP E N A URA L WA RNI NG C/ B ( I NS T RUCT I ONS F OR T HE
* T URN OF F B OT H MCP 6L L I NE ME CHA NI C T O DO
F / D S WI T CHE S T HE T E ST )
< I N DE X
<CONTINUE
< CONT I NUE

1

QUICK
TESTS INTERACTIVE
COMPLETE
GIVE INSTRUCTIONS FOR SURFACE TEST
DF CS B I T E T E S T D F CS B I T E T E S T
D F CS B I T E T E S T LINE
L A ND V E RI F Y − A / − B 49. X XX X XX − C HA N Z 4 9 . Y Y I NI T −A / −B 4 9. SELECT
* T UR N OF F H Y D SY S A − B KEY
* S E T B OT H MS U ’ S T O N A V NO TEST YES * T E S T S P AS S E D *
* T UN E B OT H NA V R C V R S T O LRU PASSED * S U RF A CE T E S T S *
A N I NA C T I V E I L S F R E Q 6L T E ST I N P ROGR E S S DIAGNOSTIC
( P / B MA N) * V E RI F Y S U RF A CE S C L E A R
SAME AS * P R E S S U RI Z E H Y D S Y S A − B
* MOV E A L L I NS T A N D N A V DISCRIBED UN- 6L
S WI T CH E S T O N OR MAL / F MC <CONTINUE ( MI N F U E L E A C H T A N K −
DER CURRENT 1 6 7 5 L B / 7 6 /0 K I L O )
* S E T S WI T C H E S ON B OT H
E F I S C P ’ S T O V OR / I L S STATUS ( B OT H E L E C T P U MP S O N ) <CONTINUE
* C L OS E A L L CB ’ S ( H Y D F L T C O N T S WS O N )
< C ON T I N U E ( S P O I L E R H Y D S WS O N )
< C ON T I N U E E XI T >
1 2
GIVES INSTRUCTIONS FOR THE QUICK TESTS SHOWS DURING THE QUICK TESTS
FOR CHANNELS A AND B
GIVES INSTRUCTIONS TO GET OUT OF BITE
S U MMA RY −A / −B 49.
* DF C S T E S T P A S S E D*
INSTRUC-
2 THE CDU DISPLAY SHOWS ”*TESTS PASSED*” ONLY * C ON T I N U E T O I N I T A / C TIONS
1 WARNING: MAKE SURE THAT PERSONS AND EQUIPMENT ARE CLEAR
_______
TO DO THE
OF ALL CONTROL SURFACES BEFORE YOU SUPPLY WHEN THE INTERACTIVE TESTS HAVE NO FAILURE. TEST
HYDRAULIC POWER. AILERONS, RUDDER, ELEVATORS, AND THEN :
THRUST REVERSERS CAN MOVE QUICKLY WHEN YOU < C ON T I N U E
Figure 87 DFCS BITE - Land Verify

AUTOFLIGHT B 737-300/400/500
BITE
22- 40
GROUND FUNCTIONAL TESTS


AUTOFLIGHT B 737-300/400/500
BITE
22- 40
SHOWS DURING THE FCC SELF TEST
DFCS BI TE TEST LINE LINE

2/ 2 DFCS BI T E TE S T
SELECT SELECT
OVERNI GHT MAI NT KEY OVERNIGHT MAI NT KEY
< GROUND FUNCT T EST
< RI GGI NG
1L TE S T I N P ROGR E SS
< SENSOR VAL UES 2L
<GROUND
FUNCT TEST <COMPLETE TEST
< I NDEX
GIVES INSTRUCTIONS FOR DELETION
OF THE LIBRARY TESTS
NEXT PREV GN D F U N C T − A/ − B 6 /0 .
PAGE PAGE
* DE L E T E L I B RA RY T E S T
CDU KEYS N U MB E R
3L 6L
DF CS BI TE TEST 1/ 2 DF CS BI TE TEST
<TEST <EXECUTE
L I NE MAI NT GND FUNCT 6 /0 . DELETION
< CURRENT STATUS

4L GN D F U N C T − A/ − B 6 /0 .
< L RU I NTERFACE < CHANNEL B
< L AND VERI FY < CHANNEL A AND B <CHANNEL

A AND B < C OMP L E T E T E S T S
SELECTED GIVES INSTRUCTIONS FOR SELECTION
< T E S T D E L E T I ON OF THE LIBRARY TESTS
< I NDEX < I NDEX
< T E S T S E L E C T I ON
PERMITS SELECTION OF THE DFCS GN D F U N C T − A/ − B 60

/ .
CHANNEL A, B OR DUAL (A/B) 
GROUND FUNCTIONAL TESTS
LIBRARY TESTS SELECTION

SEE NEXT PAGE FOR POSSIBLE TESTS
Figure 88 DFCS BITE - Ground Functional Test

AUTOFLIGHT B 737-300/400/500
BITE
22- 40
GROUND FUNCTIONAL TESTS -
TEST LIBARY

AUTOFLIGHT B 737-300/400/500
BITE
22- 40
INTERACTIVE LIBRARY
GROUND FUNCTIONAL TESTS − GROUP NUMBER 60 TEST NUMBER
IRU 1
VOR/ILS 2
ADI 8
QUICK TEST LIBRARY MASI/AS 9
TEST NUMBER AFDS FMA 13
DISCRETE INPUTS 70 HSI HDG/CRS 14
DADC 3 SPEED TRIM 36
ATC 4 MCP PUSHBUTTON 50
DME 5 MCP F/D SW 51
ALPHA VANE 6 MCP C/O SW 52
LRRA 7 MCP BNK LMT 53
LNAV 11 MCP SPD KNB 54
CROSS CHANNEL BUS 15 MCP ALT KNB 55
MCP INTERFACE 16 MCP V/S KNB 56
N1 POT 17 MCP DISPLAY 57
FMC INTERFACE 18 INTERLOCK 58
FMA AUTOBITE ( NOT ON EFIS A/C) 20 ILS DEV WARN 60 1
ALT ALERT 61
MISC AUTO BITE 21 2
DISENGAGE WARNING 62
MCP DISPLAY 57
1 IGNORE THE QUESTION ”ARE CPT AND F/O EADI G/S AND
SURFACE TESTS LIBRARY
LOC SCALES WHITE?” SHOWN ON
THE CDU. PUSH THE LSK ADJACENT TO <YES. TEST NUMBER
IGNORE THE QUESTION ”ARE CPT AND F/O EADI G/S AND
ELEVATOR 30 3
LOC SCALES YELLOW?” SHOWN ON
THE CDU. PUSH THE LSK ADJACENT TO <YES. AILERON 31
STAB TRIM 32 4
2 MACH TRIM 33
FLAPS 34
3
see Maintenance Manual for some BITE exceptions DUAL TEST 35 5
Figure 89 DFCS BITE - Ground Funct. Test Library

Page: 183
AUTOFLIGHT B 737-300/400/500
BITE
22- 40
RIGGING

AUTOFLIGHT B 737-300/400/500
BITE
22- 40
PERMITS SELECTION OF THE GIVES INSTRUCTIONS FOR

DF CS B I T E T E S T 1/ 2
L I NE MA I N T ELEVVATOR RIGGING TESTS THE ELEVATOR RIGGING TESTS
< CU RR E N T S T A T U S DFCS BITE TEST LINE MAINTENANCE
DF CS BI T E T EST DF CS BI T E T ES T
< I N F L I GHT F A UL T S
< L R U I N T E RF A CE EL EV RI G −A / −B 5 1 . /0 0
/ E L E V RI G
* S U RF A C E T E S T S *
< L A ND V E R I F Y * V E RI F Y S URF A CE S CL E A R
< EL EV RI G * P R E S S U RI Z E H Y D S Y S A − B
1L ( MI N F U E L E A C H T A N K − 6L
< E L E V A UT H S I N GL E 1 6 7 5 LB/ 7 6 0 / K I L O)
< I N DE X ( P A R K B R A K E ON )
< E L E V A UT H D U A L <ELEV RIG ( E L E C T P U MP A O N ) <CONTINUE
( H Y D F L T C ON T S W A ON)
< C O MP L E T E EL EV RI G ( S P O I L E R H Y D S W’ S O N )
 < C ON T I N UE

CDU KEYS 1
PREV NEXT
PAGE PAGE
DF CS B I T E T E S T 2/ 2 LINE
DF C S B I T E T E S T
SELECT
OV E RN I GHT MA I N T
KEY R I GGI NG −A / −B 50 / . 0
/ 0
/
< GR OU ND F UN C T T E S T < E L E V A T OR A I L E R ON >
< RI GGI N G < F L AP S ST A B I L I Z E R>
2L 1L
< S E NS OR V A L U E S < CWS MA C H T R I M>
DF CS BI T E T ES T CONTINUE
<RIGGING <ELEVATOR THROUGH
E L E V RI G − A / − B 5 1 . /0 1
1R * S E T S T A B I L I Z E R B D I ME N ELEVATOR
T O 4 1 . 5 7 ( + / − /0 . 0
/ 1 ) I N. RIGGING
 AILERON> ( 3 . /0 U N I T S ) TESTS
2L 6L
ST AB P OS N O M= /0 . 0/ 0
/
( V A C) UL = /0 . /0 7
<FLAPS LL= − /0 . /0 7 <CONTINUE
2R
DFCS BITE TEST LINE MAINTENANCE PERMITS SELECTION OF THE ELEV. A ELEV. B
SURFACE RIGGING TESTS STABILIZER> A= / . 0
0 / 0
/ B= /0 . /0 /0
3L
< C ON T I N UE I NDEX >

<CWS
3R
SHOWS THE TOLERANCES, NOMINAL AND ACTUAL
MACH TRIM> VALUES OF THE STABILZER B DIMENSION
1 WARNING:
_______ MAKE SURE THAT PERSONS AND EQUIPMENT ARE CLEAR
OF ALL CONTROL SURFACES BEFORE YOU SUPPLY PAGE SEQUENCE FOR THE AILERON, FLAPS,
HYDRAULIC POWER. AILERONS, RUDDER, ELEVATORS, STABILIZER, CWS, AND MACH TRIM IS
ALMOST THE SAME AS THE ELEVATOR RIGGING
THRUST REVERSERS CAN MOVE QUICKLY WHEN YOU
Figure 90 DFCS BITE - Rigging

AUTOFLIGHT B 737-300/400/500
BITE
22- 40
Sensor Values
The sensor value test provides the means to check various sensor values for
selected analog, digital and standard option pins selection.
ANALOG SENSOR VALUES

This test provides selection of analog signal from both channel A or B sensors.
DIGITAL SENSOR VALUES
This test provides selection of some of the digital signal input to both FCC’s.
OPTION PINS ( SOP )

These pages provide the information regarding the optional featuresselected by
customer. Option pin discrete are for FCC A.
If potion pin are not the same, the cross channel bus test is failed at the begin-
ning of BITE and the diagnostic indicates failed FCC ( see test selection ).
DISCRETE INPUT WORDS ( only with this feature active)

The discrete input word ( DISINWD ) provides the means to check the state of
the input discretes to the FCC. This data can be used together with the wiring
diagrams or airplane schematics to investigate problems on the airplane.

AUTOFLIGHT B 737-300/400/500
BITE
22- 40
DF CS B I T E T E S T 1/ 2
L I NE MA I NT
< CURRE NT S T A T US
< I NF L I GHT F A UL T S
< L A ND V E RI F Y
DF CS BI T E T EST
S E N S OR VAL A/ B 56. 21
< I NDE X
L AT A CCE L
( F S2 )
CONTINUE
PERMITS SELECTION OF THE SENSOR THROUGH

CDU KEYS A= 1 XXX. X B= 1 XXX. X
PREV NEXT SIGNALS THAT GIVE SIGNAL INPUTS DIGITAL
PAGE PAGE TO CHANNELS A AND B SIGNALS 6L
TESTS < C ON T I N U E I NDE X >
LINE
DF CS B I T E T E S T 2/ 2 DF CS B I T E T E S T
SELECT
OV E RNI GHT MA I NT S E NS OR V A L A/ B 56. 00
KEY 1L
< GROUND F UNCT T E S T < A NA L OG S I GNA L S 2
< RI GGI NG < DI GI T A L S I GNA L S <ANALOG SIGNALS
3L 2L
< S E NS OR V A L UE S < OP T I ONS ( S OP )
<SENSOR < COMP L E T E S E NS OR V A L UE S <DIGITAL SIGNALS

VALUES 3L
< DI S CRE T E I NP UT WORDS 1
2
 <OPTIONS
(SOP)
4L
3
<COMPLETE SENSOR
VALUES DF CS BI T E TEST
1 ON AIRPLANES WITHOUT DISCRETE INPUT
DFCS BITE TEST OVERNIGHT MAINTENANCE 5L

WORDS TEST FEATURE; THE CDU DISPLAY 1 S E N S OR VAL A/ B 5 6 . 40
WILL NOT SHOW ”<DISCRETE INPUT WORDS” <DISCRETE INPUT
SOP ALT ALERT
WORD
SEE NEXT PAGE SOP FAA VMO / MMO
2 PAGE SEQUENCE FOR THE ANALOG SIGNALS, SOP CAT 3 A
SOP CWS OV / RD
OPTIONS (SOP), AND DISCRETE INPUT SOP CWS WARN
WORDS IS ALMOST THE SAME AS THE SOP F/D TOGA
DIGITAL SIGNALS SOP HDG SEL
SOP ILS DEV
3 COMPLETE SENSOR VALUES WILL DO A CHECK < C ON T I N U E I NDE X >

OF ALL THE SIGNALS (ANALOG, DIGITAL,
OPTION PIN, AND DISCRETE INPUT WORDS)
Figure 91 DFCS BITE - Sensor Values

Page: 187
AUTOFLIGHT B 737-300/400/500
BITE
22- 40
DISCRETE INPUT WORDS

AUTOFLIGHT B 737-300/400/500
BITE
22- 40
Figure 92 DFCS BITE - Discrete Input Word

AUTOFLIGHT B 737-300/400/500
BITE
22- 40
ENGINEERING DATA (FOR SHOP MAINT. ONLY)

50M DISC WRAP or 100M DISC WRAP Fault Troubleshooting (f) Put the new hexadecimal address in the CDU scratchpad.
If the 50M DISC WRAP or 100M DISC WRAP shows in the INFLIGHT FAULT (a) Push the LSK adjacent to <CONTINUE.
screen, do these steps (See Figure below) : (b) Read the fault code that is shown after B−7E8XXX = .
(c) Look up the fault code in the table below to isolate which
NOTE: 50M DISC WRAP = 50 MILLISECONDS DISCONNECT WRAP
system has a fault or wiring discrepancy.
100M DISC WRAP = 100 MILLISECONDS DISCONNECT WRAP
1) Use the wiring diagram reference for specific fault code to do a wiring
(a) Use the CDU keyboard to put code 27E in the CDU scratchpad. check.
(b) Push the LSK adjacent to INDEX> (6R). 2) If the wiring diagram reference states NOT USED, do a check of the
(c) This information will show on the CDU below the 50M DISC WRAP or FCC connector for possible bent pins.
100M DISC WRAP and the hexadecimal address: a) Replace the FCC, if there are no bent pins.
(ADDR, 6L) A−7E8XXX = YYYY 3) If the FCC output connector pin specifies INTERNAL ONLY,
(Where X and Y are one of these hexadecimal numbers then replace the FCC.
0,1,2,3,4,5,6,7,8,9,A,B,C,D,E,F, and YYYY is the fault code.) -−−−−−−−−−−-−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−-−−−−−−−−−−−−−−−−−−-−−−−−−−−−−−−−−−−-
| Fault | | FCC Output | Wiring Diagram |
(d) If FCC−B shows on the CDU (FCC−B failed), do these steps: | Code | Fault Output Signal | Connector Pin | Reference |
1) Use the CDU keyboard to put ”B” in the CDU scratchpad. .−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−
| X000 | Autopilot off | D1791B 28 | not used |
2) Push the LSK adjacent to INDEX>. | | | D1657B 28 | not used |
3) Make sure that A−7E8XXX changes to B−7E8XXX. | | | | |
| X002 | Airspeed warning | D1791B 25 | 22−14−11 |
(e) Add a hexadecimal ”1” to the hexadecimal address that has the | | | D1657B 25 | 22−14−11 |
| | | | |
50M DISC WRAP or 100M DISC WRAP fault. | X006 | Altitude alert aural | D1791B 1 | 22−16−11 |
NOTE: The hexadecimal address is shown below the 50M DISC WRAP |
|
|
|
| D1657B
|
1 |
|
22−16−11 |
|
or 100M DISC WRAP on the CDU display. | X007 | Altitude alert visual | D1791B 11 | 22−16−11 |
| | | D1657B 11 | 22−16−11 |
1) See the list below for hexadecimal addition: | | | | |
| X008 | Speed trim warn local | D1671B 60 | 22−19−11 |
0+1=1 | | | D1655B 60 | 22−19−11 |
| | | | |
1+1=2 A+1=B | X009 | Trim warn | D1671B 53 | 22−13−12 |
2+1=3 B+1=C | | | D1655B 53 | 22−13−12 |
3+1=4 C+1=D | | | | |
| X00C | Pitch bypass | Internal only | |

4+1=5 D+1=E | | | | |
5+1=6 E+1=F | X00D | Roll bypass | Internal only | |
| | | | |
6+1=7 F + 1 = 0 (and add 1 to then ext least significant | X00E | Surface position monitor test | Internal only | |
7+1=8 number) | | | | |
| X012 | Mach trim select | D1671B 20 | not used |
8+1=9 | | | D1655B 20 | 22−18−11 |
9+1=A | | | | |
| X013 | Engage solenoid enable high | D1795B 58 | 22−11−52 |
Example: 8059 + 1 = 805A | | | D1661B 58 | 22−11−62 |
NOTE: Ignore the ”8” value. | | | | |
| X014 | Elevator actuator detent | D1795A 58 | 22−14−12 |

AUTOFLIGHT B 737-300/400/500
BITE
22- 40
DF CS BI T E T ES T DF CS BI T E T ES T
FLT 03 − A/ − B 20 FL T 03 − A/ − B 20
F CC − B A / P DI SC F C C− B A / P DI S C
1 0 0 M D I S C WR A P R 6R 1 0 0 M D I S C WR A P R
B
HEXADECIMAL ADDRESS 8059 B− 8 0 5 9 TYPE B IN B− 8 0 5 9
B = FCC B SCRATCH
( A D DR . 6 L ) A − 7 E 8 0 0 0 = A DD F PAD ( A DD R. 6 L ) B − 7 E 8 0 0 0 = A DD F
< CONT I N UE I ND E X > < C ON T I NU E I N DE X >
INFLIGHT FAULTS PAGE USE THE TABLE 1 TO ISOLATE

LINE THE SYSTEM THAT HAS A FAULT
DF CS BI T E T ES T SELECT OR WIRING DISCREPANCY
KEY
FL T 03 − A/ − B 20 CDU KEYS
F C C− B A / P DI S C
1 0 0 M D I S C WR A P R 6R FL T 03 − A/ − B 20
2 7 E
B− 8 0 5 9
F C C− B A / P DI S C
6L 1 0 0 M D I S C WR A P R
8 0 5 A
< C ON T I N U E I N DE X > FAULT
B− 8 0 5 9
CODE
( A DD R. 6 L ) B− 7 E8 0 5 A= 8 01 4 014
< C ON T I NU E I N DE X >
ADD HEXADECIMAL ”1” TO THE
HEXADECIMAL ADDRESS 8059
SHOWS THE HEXADECIMAL ADDRESS
THAT HAS THE 100M DISC WRAP TO EXIT : TYPE E IN SCRATCH PAD AND
PRESS LS 6R
Figure 93 DFCS - Inflight Fault Engineering Data

AUTOFLIGHT B 737-300/400/500
BITE
22- 40
CURRENT STATUS -
ENGINEERING DATA (ONLY FOR SHOP MAINTENANCE)

AUTOFLIGHT B 737-300/400/500
BITE
22- 40

A
DF CS BI T E T EST 1/ 2
NEXT PAGE
CURRENT STATUS 1L L I NE MAI NT QUICK TEST COMPLETE
< CURRENT ST AT US
< I NF L I GHT F AUL T S DF CS BI T E T E S T
YES
< L RU I NT ERF ACE T E S T NAME − A / − B 1 /0 . 1 7
< L AND VERI F Y TEST * T E S T F AI L ED *
MOST PROBABL E CAUSE( S) :
PASSED
NO
“,

<CONTINUE < CONT I NUE RERUN> TO DO A TEST ON THE
APPLICABLE LIBRARY
TEST AGAIN
OTHER
QUICK
TESTS SHOWS THE FAILURES OF THE
APPLICABLE LIBRARY TEST
DF CS BI T E T ES DF CS BI T E T E S T
T DF CS BI T E T E S T
ST AT US − A / − B 1 /0 . X XXXXX − CHAN Z 1 /0 . YY
* T URN OFF HYD SYS A − B SUMMARY − A / − B 1 /0 . 1 7
* SET B OTH MSU’ S T O NAV * T E S T F AI L ED *
* T UNE BOT H NAV RCVRS T O MOST PROBABL E CAUSE( S) :
AN I NACT I VE I L S F RE Q 6L T E S T I N P ROGRE SS
( P/ B MAN)
* MOVE AL L I NST AND NAV
SWI T CHES T O NORMA L / F MC <CONTINUE ( L RU DI AGNOST I CS)
* SET SWI T CHES ON B OT H
EF I S CP ’ S T O VOR/ I L S
* CL OSE AL L CB ’ S
< CONT I NUE CONTINUE TO 6R FOR SHOP MAINTENANCE ONLY !!
COMPLETE DFCS < CONT I NUE 6R
BITE TEST
100
GIVES INSTRUCTIONS FOR SHOWS DURING THE QUICK TESTS

THE QUICK TESTS FOR CHANNELS A AND B SHOWS THE FAILURES OCCURRED ENGINEERING DATA: CODE 100 DISPLAY
DURING THE QUICK TESTS
LRRA - A & B 10 . 07
Q = QUICK TEST WITH ACTUAL VALUE Q001 PASS 0C00 PASS 0C00
NORMAL VALUE
0C00
Q002 PASS 0C00 PASS 0C00
0C00
TO GET THE ENGINEERING
DATA DISPLAY, PUT CODE 100 IN THE Q003 FAIL 0.00 PASS - 0.10
SCRATCH PAD, THEN PUSH 6R. MAX TOLERANCES IF FAILURE −0.17- 0.09
TO GET OUT OF THE ENGINEERING
DATA DISPLAY, PUSH THE ”E” KEY ON 1 2
THE CDU, THEN PUSH LSK 6R.
< RESULT RESUME TESTS >
1 CHANNEL A 2 CHANNEL B
Figure 94 DFCS - Curr. Stat. Quick Tests, CODE 100

Page: 193
AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31
AUTOTHROTTLE - FAULT ISOLATION, PHILOSOPHIE

GENERAL: Only for Lufthansa German Airline: Now the trouble shooting process may be started.
- − You start with pilots fault report.
sults, look up in the „ENGINEERING ORDER OPERATION, − According to the trouble shooting flow chart, you start with FMS- BIT cur-
Number 010191“ for system anomalities or current fault- investiga- rent status and inflight fault interrogation.
tions by the engineering department!
General, ALL MAINTENANCE ACTION

Look up in the maintenance manual, ATA chapter 22, list of
The following flowchart basically gives instructions to bring 3−things together:
FLIGHT DECK EFFECT PREFERRED ORDER OF FMS BITE TESTS
which BIT to run. Pilots report
AUTOTHROTTLE TROUBLESHOOTING Inflight fault
Before you do any action because of A/T - BITE test results, look up in the Current Status Test result (fault)
maintenance manual (MM) for: Then you have to follw the chart TROUBLE - POSSIBLE CAUSES - ISOLA -
MAINTENANCE EXCEPTIONS TO FMS BITE MESSAGES and TION PROCEDURE - REMEDY in the maintenance manual.
TROUBLE SHOOT A/T SYSTEM MECHANICAL MECHANISMS If the previous failed test (which caused you to replace / repair the item) was
now again run and completed, so the fault has gone.
If you did BITE, look up the MCDU BITE result message in the maintenance
manual (MM) for If it was an intermittent fault (pilot report, confirmed by the inflight fault, but cur-
− POSSIBLE CAUSES, rent status test result was negative), look up in your airlines procedures for
− ISOLATION PROCEDURE and actions have to be done.
− REMEDY for your corrective action(s).
For fault isolation and verification of subsystems, you find in the maintenance See „Lufthansa Technik AG - Verfahrensanweisung - - > Beanstandungsbehe-
manual ATA 22−01−11 a flow chart for the troubleshooting. bungen und Abgrenzung der Verantwortlichkeiten durcch Personal mit LMT
oder LBMT Berechtigung“ for maintenance action(s).
It shows how to do troubleshooting in the system which are connected to the
flight management system FMS.
Procedure
Before you start the troubleshooting, the following points should be considered:
Did the crew any system transfer?
How was the electrical power supply configuration?

AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31
PILOT REPORT (PIREP)
SELECT MOST APPROPRIATE SUBSYSTEM BITE

CHECK FOR LRU FAULTS ON FLIGHT CORRESPONDING
TO PIREP.
PERFORM CURRENT STATUS BITE TESTS.
FOR CURRENT STATUS FAILURE, OPERATE SELF−TEST ON AS REQUIRED FOR PIREP AND/OR FLIGHT FAULT;
LRU, OR TEST LRU ON OTHER SUBSYSTEM BITE OPERATE SELF−TEST ON LRU, OR TEST USING OTHER
SUBSYSTEM BITE
CURRENT NO
STATUS
FAILURES
YES YES TEST NO
WAS PASSED
INFLIGHT NO
FAULT
CONFIRMED
CHECK IF SAME LRU FAULT OCCURRED ON RECENT
YES MULTIPLE FLIGHTS.
NOTE: DFCS AND AUTOTHROTTLE:

____
OPERATE SELF−TEST ON LRU, OR TEST LRU ON OTHER ACCESS ENGINEERING CODE 300 FOR MULTIPLE REPLACE LRU.
SUBSYSTEM BITE FLIGHT DATA. REVERIFY INTERFACE.
RECENT
YES TEST NO MULTIPLE NO
FLIGHT
PASSED FAULTS
YES
IF LRU HAS ELECTRICAL RECEPTACLE: Pictures takem from MM 22−01−11

CLOSE LRU CIRCUIT BREAKERS. Figure 101
REVERIFY INTERFACE.
in MM Quick Turn Around
Troubleshooting Guide
CAN
LRU BE YES
INTERCHANGED
NO
INTERCHANGE LRU WITH LRU ON OTHER CHANNEL/SYSTEM.
THEN REVERIFY INTERFACE
CHECK IF FAULT FOLLOWS LRU TO NEW LOCATION
INTERCHANGE LRU (IF POSSIBLE) WITH LRU ON OTHER YES FAULT NO

CHANNEL/SYSTEM. THEN REVERIFY INTERFACE. FOLLOWS
OR LRU
IF LRU HAS ELECTRICAL RECEPTACLE:
CLOSE LRU CIRCUIT BREAKERS. REPLACE LRU. REPLACE LRU. REPLACE LRU.
REVERIFY INTERFACE. REVERIFY INTERFACE. REVERIFY INTERFACE. REVERIFY INTERFACE. MONITOR PERFORMANCE OF LRU ON SUBSEQUENT FLIGHTS.
Figure 95 Trouble Shooting Tree - GENERAL

Page: 195
AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31
The following page shows the AUTOTHROTTLE FAULT ISOLATION
procedure as it is found in the maintenance manual

AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31
Figure 96 AT - FAULT ISOLATION 1

AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31
The following page shows the AUTOTHROTTLE FAULT ISOLATION

procedure as it is found in the maintenance manual.

AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31
CONTD FROM
A/T - FAULT ISLOATION 1
Figure 97 AT - FAULT ISOLATION 2

AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31
A/T BITE
The A/T BITE operates in the ”on−condition” maintenance concept.
The System maintenance is done when there is a failure in the system.
The BITE includes these primary properties:

(a) The FMCS CDU does all the A/T BITE tests.
(b) Levels of test is available through the completed system test
with identification of the LRU’s that have failure.
(c) Display of all ”current failures” with identification of the defective LRU.
(d) Makes sure the LRU interfaces are satisfactory after you replace a LRU
(e) Supply the rigging tests for the A/T servo and the PLA synchro.
(f) All data and instructions are in English.
(g) The system memory can hold failures for the last 10 flights.
(h) The interface systems check to make sure system operates correctly.
The entrance to the A/T BITE is done on the FMC CDU.
If you select the A/T bite test page, you check the whole A/T system and get
failure displays which line replacable unit is invalid.

AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31
1 AIRPLANES WITH A/T COMPUTER - 11 AND ON
A/ T BI T E T EST 1/ 2
< CURRE NT ST AT US
< I N F L I GH T F A UL T S BITE
RESPONSE
< L RU I NT E RF A CE FLIGHT
MANAGEMENT
< I NT E RA CT I V E 1
COMPUTER
< E N GI N E/ R A T I N G S 1
< I NDE X
THRUST MODE
MCP
BITE ANNUNCIATOR
BRT
INIT CONTROL
REF RTE CLB CRZ DES
DIR DEP HOLD PROG EXEC
INTC LEGS ARR
EADI
N1
LIMIT FIX A/T
A B C D E COMPUTER
D PREV NEXT M (BITE)
S PAGE PAGE S
P F G H I J
G
Y
SENSORS
1 2 3 K L M N O SERVO
’ APC
F O ’ IRU ACTUATORS
A P Q R S T F
I 4 5 6 S ’ LRRA
’ AOA VANE THROTTLE
L T
’ FLAP POS LEVERS
7 8 9 U V W X Y
’ N1 TACH
’ PLA SYNCH
. 0 +/− Z DEL / CLR
FMCS − CDU
Figure 98 A/T BITE - Introduction

AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31
AUTOTHROTTLE BITE - CONCEPT

The A/T tests provides for ground maintenance testing of the autothrottle sys- The Current Status test covers all the following subtest groups through
tem. The BITE is contained in the A/T computer. In order to minimize ground a software controlled automatic sequence once the test is initiated.
test time, the computer program is devided into three fault isolation routines :
current status, A/T Test A/T Computer
Central Processing Unit
LRU interface tests and
Battery Voltage 1
inflight faults storage and display.
D/A−A/D Conversions
CURRENT STATUS 429 Wraparounds
is used on ground for trouble shooting, gives a quick test ( see details in the Discretes In/Out
right column) .The quick test automatically does the completed system check N1 Card (1 and 2)
and shows NO FAULTS or the LRU(s) that could cause failure in the test. Throttle Hold
INFLIGHT FAULTS Servo Actuator 1/2
to get an inflight fault summary report of failures from the previous 10 flights Torque Switch 1/2
and the procedure initially shows failures on the last flight, including power up
test with the most caused failure LRU’s shown. More engineering data is also Throttle Synchro 1/2
available on each failure.
Engine Configuration
LRU INTERFACE
Analog LRU Radio Altimeter L
tests are normally done when an LRU is replaced.This test uses the BITE test
Flap XMTR L
to give you a complete check of the LRU in a minimum amount of time.
Alpha Vane L
INTERACTIVE
ARINC BUS MCP
this tests are used to check the correct annunciation at multiple indicators
driven by A/T comp. FMC
DADC L/R
ENGINES / RATINGS IRU L/R
test makes sure the CDU shows the correct engine type and thrust rating for A/T
that airplane are diplayed .
1 AIRPLANES WITH −4 A/T COMPUTER
RANGE CHECK
procedure does a check of the throttle range and shows the correct data of the old BITE : P/N 735 SUE 6 - 1 to - 8 ( Boeing P/N before - 21 )
position on the CDU. new BITE : P/N 735 SUE 6 - 9 and on ( Boeing P/N 10- 62017- 21 )
RIGGING ADJUST
procedure gives instructions to set up and adjust for the correct A/T PLA syn-
chro adjustment.

AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31
CDU KEYS
MAINT BITE INDEX A/T BITE TEST 1/2 A/T BITE TEST 2/2
LSK LSK LSK
NEXT
1L <FMCS 1L <CURRENT STATUS PAGE 1L <RANGE CHECK
2L <DFCS 2L <INFLIGHT FAULTS 2L <RIGGING ADJUST
3L <A/T 3L <LRU INTERFACE 3L
4L <IRS 4L <INTERACTIVE PREV 4L
3 PAGE
5L <EFIS 5L <ENGINES/RATINGS 5L
PG 1 LSK 1L
PG 1 LSK 3L DADC/IRU/FMC/MCP
FAULT QUICK
CURRENT VERIFICATION LRU LRRA/FLAP/ALPHA VANE
ISOLATION TEST
STATUS TESTS INTERFACE A/T/SERVO/SYNCHRO
RESULTS 1
FMA/ADI/EFIS OR FMA/EFIS
2 PG 1 LSK 5L
PG 1 LSK 2L
ENGINES/ ENGINE TYPES/
INFLIGHT INFLIGHT RATINGS THRUST RATINGS
FAULT FLT 01 FLT 10
FAULTS
SUMMARY 3
FMA/ADI/EFIS OR FMA/EFIS PG 2 LSK 1L

PG 1 LSK 4L TLA
INPUT DISCRETES RANGE
POSITION
CHECK
INTERACTIVE READOUT
DISENG/WARNINGS
TESTS
3 CTM/POR
PG 2 LSK 2L
THROTTLE SPLIT
RIGGING PLA SYNCHRO
ADJUST ADJUSTMENT
1 ENGINEERING DATA AVAILABLE BY ACCESS CODES 100
2 PRIOR - 21 COMPUTER : DATA AVAILABLE ONLY BY ACCESS CODE 300
3 ONLY - 21 COMPUTER
Figure 99 A/T BITE - Concept

Page: 203
AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31
BITE ACCESS
To enter the A/T BITE you have to select 6R ”MAINT” on INIT/REF INDEX
page.
Line select key „3L“ must be selected to enter A/T.
This is only possible if the landing gear lever is down and the engine N1 is
less than 12% N1 rotor rpm.

AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31
POS INIT 1/ 2 MAI NT BI TE I NDEX 1/ 1

LAST /POS
N47 032. 4 W1220 18. 7 < F MS
C
REF AI RPORT MAINT BITE INDEX:
−−−− < DFCS PERMITS SELECTION OF THE BITE
3L
PROCEDURES FOR EACH SUBSYSTEM
SET I RS POS < A/ T
GMT 0 . 0 . 
2 < I NDEX
A/T BITE INDEX:
PERMITS SELECTION
OF AN A/T BITE
GIVES INITIALIZATION PROCEDURE
INPUT OF THE POSITION,
FOR THE IRS ALIGNMENT
SELECT <AT ON MAINT BITE INDEX SCREEN
ENGINES LESS THAN 12% N1 A/ T BI TE TEST 1/ 2
I NI T/ REF I NDEX 1/ 1 LANDING GEAR CONTROL < CURRENT STATUS

LEVER IN DOWN POSITION
 
MAINT>
CDU KEYS
PREV NEXT
INIT/REF INDEX: PAGE PAGE
FMCS FUNCTIONAL MODES
A/ T BI TE TEST A/ T BI TE TEST 2/ 2
1 AIRPLANES WITH −11 AND SUBSEQUENT A/T COMPUTER;
YOU CAN MAKE THE INTERACTIVE TEST SELECTION A/ T BI TE I NOP < RANGE CHECK
FROM THE A/T BITE INDEX PAGE.

CHECK A/ T OR I NTERFACE < RI GGI NG ADJ UST
AIRPLANES WITH −1 THRU −5 A/T COMPUTER;
YOU CAN MAKE THE INTERACTIVE TEST SELECTION FROM
THE CURRENT STATUS PAGE AFTER THE END OF THE
CURRENT STATUS TESTS. ( - 11 P/N SMITH = BC P/N - 21 )
<I NDEX
ENGINES/RATINGS SELECTION IS AVAILABLE
SHOWS THAT A PROBLEM A/T BITE INDEX:

PREVENTS ENTRY INTO A/T BITE PERMITS CHECK OF THROTTLE
LEVER RANGE AND ADJUSTMENT
OF THROTTLE POSITION SYNCHRO
Figure 100 A/T BITE - Access
Page: 205
AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31
A / T BI T E T EST A/ T BI T E T EST
CURRENT ST AT US
CURRENT ST AT US
SET T HROT T L ES T O I DL E
SET F L APS T O Z ERO T EST I N PROGRESS TO NEXT PAGE
SET SQUAT T O ON GND
E NGAGE A/ T
A/ T BI T E T EST 1/ 2 6R
1L 
< CURRENT ST AT US
LINE
SELECT < I NF L I GHT F AUL T S
KEY
< L RU I NT ERF ACE
GIVES INSTRUCTIONS SHOWS DURING
< I NT E RA CT I V E 2
TO PREPARE FOR THE QUICK TESTS
< E NGI NE S / RA T I NGS 2 CURRENT STATUS TESTS
< I NDEX
1
A/ T BI T E T EST A / T BI T E T E ST
A/T BITE INDEX CURRENT ST AT US CURRE NT S T A T US
SET T HROT T L ES T O S E T T HROT T L E S T O I DL E

2 AIRPLANES WITH −11 AND SUBSEQUENT
F ORWARD ST OPS
A/T COMPUTER
1 1
1 AIRPLANES WITH −21 A/T COMPUTER
Figure 101 A/T BITE - Current Status 1

Page: 206
AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31
A / T BI T E T E ST A / T B I T E T ES T
I NT E RA CT I VE
1 CURRE NT ST AT US 2
< F MA/ A DI / EF I S 2
SHOWS AT THE END OF THE < I NPUT DI SCRE T E S FMA / ADI / EFIS IS FMA / EFIS
CURRENT STATUS TESTS NO F AU L T S FOR AIRPLANES WITHE AIR-
5L
PERMITS SELECTION OF THE < DI S ENG/ WARNI NGS SPEED TAPE DISPLAY ON THE
A/T INTERACTIVE TESTS EADI.
<INTERACTIVE < CT M / POR
< I N T E RACT I VE 1 <THROTTLE SPLIT
CTM= CYCLE TIME MONITOR
< I NDE X < I NDEX POR = POWER ON RESET
FROM PREV. PAGE
A/ T BI T E T ES T 2/ 2 A / T BI T E T E ST 1/ 2
CURRENT ST A T US
CURRENT ST AT US
F AI L URE S
A / T F A I L URE S
DADC L
T ACHO 1 − /0 . /0 3 5
F MC 5L T OL − /0 . /0 4 8 T O − 1 2 . /0
T HROT 2 SY NC − 3 /0 . 5
<INTERACTIVE T OL − 1 9 . 6 T O − 2 7 . 2
< I N T E RACT I VE 1
6R
< I NDE X 1 0 0
CDU KEYS GIVES ENGINEERING DATA

RELATED TO THE CURRENT
STATUS QUICK TEST FAILURES
CDU KEYS PREV NEXT PREV NEXT
PAGE PAGE PAGE PAGE
A/ T B I T E T ES T 1/ 2 A / T BI T E T E ST 2/ 2
CURRE NT ST AT US CURRENT ST A T US
F A I L URE S F A I L URE S
AL PHA V ANE L XZ − 0 / . 0
/ V
A/ T YZ − 1 1 . 9 V
T OL B OT H < − 3 . 5 V
ACT UAT OR 1 OR A/ T
T HROT 2 SYNC OR A/ T DA DC L V CAS X Z − 0 / 0
/ . 0
/ V
YZ − 0/ 0
/ . 0
/ V
AL PHA VA NE L T OL ONE > 7 . 5 V ONE< 1 . 0 / V
OR BOT H> 1 . 0 / V
SHOWS FAILURES F MC I NVAL I D S SM
FOUND DURING THE
< I NDEX
A/T QUICK TESTS
Figure 102 AT BITE - Current Status 2 / Interactive

Page: 207
AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31
RECORDED INFLIGHT FAULTS FOR ALL

FLIGHTS CAN BE REMOVED ONLY WHEN
THIS PAGE IS SHOWN.
TO REMOVE RECORD OF FAULTS, PUSH
CDU KEYS C,L,R,/,A,L,L, AND LSK 6R
3
A/ T BI TE TEST
A/ T BI TE TEST 1/ 2 A/ T BI TE TEST I NFL I GHT FAUL TS
I NFLI GHT FAULTS <FL T 0/1
CDU KEYS
<CURRENT STATUS L AST FLI GHT /2
<FL T 0
<I NFL I GHT FAULTS FMC A/ T LI MI T 1L
2L /4
<FL T 0
<L RU I NTERFACE DADC A/ T DI SC 3 0 0 <FLT 01
<I NTERACTI VE 1 <INFLT 6R
FAULTS 2L
<ENGI NES/ RATI NGS 2 <I NDEX
<I NDEX <I NDEX <FLT 02
4
GIVES ACCESS TO ENGINEERING DATA

A/T BITE INDEX SHOWS THE LRUs IN WHICH THE A/T FOUND FOR FAILURES FOUND BY THE A/T COMPUTER
FAILURES DURING THE MOST RECENT FLIGHT. DURING PREVIOUS TEN FLIGHTS
IF NO FAILURES WERE FOUND IN LAST FLIGHT,
DISPLAY SHOWS ’NONE’
A/ T BI TE TEST A/ T BI TE TEST
I NFL I GHT FAUL TS I NFL I GHT FAUL TS
FLI GHT 0 /2 FL I GHT 0/4
F/ S FL AG
A/ T FMC A/ T L I MI T
AI WRAP GA L MT
ENG OVERSPD A/ T DI SC DADC A/ T DI SC
PMC1 , 2 I N O P TGT MACH
THROT SPL I T A/ T DI SC AL PHA VANE L PERFORM
PMC 2 I NOP
1 AIRPLANES WITH −11 AND SUBSEQUENT A/T COMPUTER; 6R 

YOU CAN MAKE THE SELECTION OF THE INTERACTIVE
TEST FROM THE A/T BITE INDEX PAGE.
YOU CAN MAKE THE SELECTION OF THE INTERACTIVE TEST FROM THE
CURRENT STATUS PAGE AFTER THE END OF THE CURRENT STATUS TESTS. SHOWS THE DEFECTIVE LRU, SHOWS THE DEFECTIVE LRU,
FLIGHT DECK EFFECT AND FLIGHT DECK EFFECT AND
2 AIRPLANES WITH −11 AND SUBSEQUENT A/T COMPUTER; THE CAUSE OF FAILURE, FOR THE CAUSE OF FAILURE, FOR
ENGINES / RATINGS SELECTION IS AVAILABLE FLIGHT 02 FLIGHT 04
4 AIRPLANES WITH −1 THRU −5 A/T COMPUTER
Figure 103 AT BITE - Inflight Faults

Page: 208
AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31
A/ T BI TE TEST 1/ 2 A/ T BI TE T EST
L RU I NT E RF A CE
< CURRE NT S T A T US < D A D C / I R U / F MC / MC P
< I N F L I GHT F AUL T S < L RRA / F L A P / A L P HA V A NE

3L
< L RU I NT E RF A CE < A / T / S E R V O/ S Y N C H R O
LINE
< I NT E RA CT I V E 2 < F MA / A D I / E F I S 1
SELECT
KEY < E N GI N E S / R A T I N G S 3
< I NDE X < I NDE X
SHOWS THE A/T BITE INDEX A/T LRU INTERFACE INDEX:

PERMITS SELECTION OF THE INTERFACE
TESTS FOR THE SPECIFIED LRU GROUPS
1 AIRPLANES WITH −4 A/T COMPUTER WITH

OPTION PIN 25 OF CONNECTOR D1647A GROUNDED
WILL HAVE THIS DISPLAY SCREEN CHANGE:
<FMA/ADI/EFIS WILL SHOW <FMA/EFIS

YOU CAN MAKE SELECTION OF THE INTERACTIVE TESTS

FROM THE A/T BITE INDEX
YOU CAN MAKE SELECTION OF THE INTERACTIVE TESTS FROM THE
CURRENT STATUS PAGE AFTER THE END OF THE CURRENT STATUS TESTS

ENGINES/RATINGS SELECTION IS AVAILABLE
Figure 104 AT BITE - LRU Interface

AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31
A/ T BI TE TEST 1/ 2 A/ T BI TE T EST
E N G I N E S / R A T I N GS
L − E NGI N E C F M5 6 − X X X X
< I N F L I GH T F A UL T S R − E NGI NE C F M5 6 − X X X X
< L RU I NT E RF A CE A/ T RA T I NG YYYYYL B
F MC RA T I NG YYYYYL B
< I NT E RA CT I V E
5L
< E N G I N E S / R A T I N GS
< I NDE X < I NDE X
SHOWS THE A/T BITE INDEX GIVES DATA ON ENGINE

TYPE AND THRUST RATING
Figure 105 AT BITE - Engines / Ratings

AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31
A/ T BI TE TEST 1/ 2 1 AIRPLANES WITH −11 AND SUBSEQUENT A/T COMPUTER;

YOU CAN MAKE THE SELECTION OF THE INTERACTIVE
< CURRE NT S T A T US TESTS FROM THE A/T BITE INDEX PAGE.
< I N F L I GHT F AUL T S YOU CAN MAKE THE SELECTION OF THE INTERACTIVE TEST
< L RU I NT E RF A CE FROM THE CURRENT STATUS PAGE SUBSEQUENT TO THE END
OF THE CURRENT STATUS TEST
< I NT E RA CT I V E 1 SHOWS THE A/T BITE INDEX 2 AIRPLANES WITH −11 AND SUBSEQUENT A/T COMPUTER;
< E N GI N E S / R A T I N G S 2 ENGINES/RATINGS SELECTION IS AVAILABLE
< I NDE X 3 AIRPLANES WITH −11 AND SUBSEQUENT A/T COMPUTER;

LINES 8,9,11 AND 12 READ AS FOLLOW:
THROT 1 SYNC XXX.X DEG
LEVER XX.X DEG
THROT 2 SYNC XXX.X DEG
LEVER XX.X DEG
PREV NEXT
PAGE PAGE
CDU KEYS
LINE
SELECT
KEY A/ T BI TE TEST 2/ 2 A/ T BI TE TEST
1L RA NGE CHE CK
< RA NGE CHE CK
A D J U S T T H R OT L E V E R S A N D
< R I GG I N G A D J U S T OB S E R V E T H E D I S P L A Y E D
V A L U E S C HA NGE
T H R OT 1 A N GL E 42. 1 DEG
3
T H R OT 2 A N GL E 42. 1 DEG
< I NDE X < I NDE X
GIVES INSTRUCTIONS TO DO THE

THROTTLE RANGE CHECK AND SHOWS
THE THROTTLE ANGLE POSITION
Figure 106 AT BITE - Range Check

Page: 211
AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31
A/ T BI TE TEST 1/ 2
< I N F L I GH T F AUL T S
< I NT E RA CT I V E SHOWS THE A/T BITE INDEX
< E N GI N E S / R A T I N GS
< I NDE X
PREV NEXT GIVES INSTRUCTIONS TO SET UP AND

PAGE PAGE ADJUST FOR THE CORRECT A/T SYNCHRO
CDU KEYS POSITIONS
LINE A/ T BI TE TEST 2/ 2 A/ T BI TE T EST

SELECT R I GGI N G A DJ US T
KEY
< R A N GE CHE CK MOV E T H R OT T L E S F U L L Y
2L
F O R WA R D A D J U S T S Y N C H R O
< R I GGI N G ADJ UST B ODI E S UN T I L S Y N C/ T A RGE T
A N G L E S MA T C H + / − 0 . 5 D E G
T HR OT 1 S Y NC XXX. X DE G
T A R GE T 327. 5 DEG
T HR OT 2 S Y NC XXX. X DE G
T A R GE T 327. 5 DEG

Figure 107 AT BITE - Rigging Adjust

AUTOFLIGHT B 737-300/400/500
AUTOTHROTTLE
22- 31


AUTOFLIGHT B 737-300/400/500
YAW DAMPER
22−12
22−12 YAW DAMPER

GENERAL YAW DAMPER COMPONENTS
Effectivity: AIRPLANES WITH 10−62253 Y / D COUPLER Yaw Damper Coupler
The yaw damper system provides airplane stabilization about the yaw axis. The yaw damper coupler provides rudder deflection commands to compensate
The yaw damper minimizes dutch roll during flight by providing rudder displace- for movement about the yaw axis.
ment proportional to, and opposing, the yaw rate of the airplane.
The front panel of the coupler contains a placard that shows BITE operation
The yaw damper system consists of instructions, and a BITE control/display module.
− a yaw damper engage switch and disengage warning light, The control module has six pushbuttons and a 2−line alphanumeric display.
− a yaw damper rudder position system indicator, Each line has eight seven−segment LEDs.
− a yaw damper coupler,
Yaw Damper Engage Switch
− a rudder pressure reducer system,
The yaw damper engage switch is used to place the yaw damper system in the
− an autopilot warning light, and operating mode.
− a yaw damper engage solenoid, The yaw damper engage switch is a 2−position solenoid−held switch. The so-
− transfer valve, and lenoid is controlled by the yaw damper engage logic and holds the switch in the
− a position transducer on the rudder power control unit. ON position.
Yaw damper components are located in the flight compartment, in the electrical Disengage Warning Light
and electronics compartment, in the lower portion of the vertical stabilizer, and
The yaw damper disengage warning light indicates that the system is not en-
in the tail compartment.
gaged in the operating mode.
− The yaw damper engage switch and disengage warning light are
The disengage warning light is an amber annunciator that illuminates whenever
located on the flight control module (overhead panel (P5).
the yaw damper is not engaged.
− The yaw damper coupler and AFC accessory unit (or IFSAU) are
The master caution lights and the flight control master caution annunciator
installed in the electrical and electronic equipment compartment.
lights, located on the glareshield, also illuminate when the disengage warning
− The yaw damper rudder position indicator is installed on the center (P2) light comes on.
instrument panel.
− The yaw damper engage solenoid, transfer valve, and position trans- Yaw Damper Rudder Position Indicator
ducer are mounted on the rudder power control unit (PCU, lower portion The yaw damper rudder position indicator displays rudder movement caused
of the vertical stabilizer). by yaw damper coupler commands.
− The rudder pressure reducer system is located in the tail compartment. Whenever the yaw damper system is engaged, the yaw damper position indi-
The yaw damper power is supplied through two circuit breakers located on cator reflects the movements of the yaw damper actuator.
main load control center P18−1. The position transducer on the rudder power control unit senses actuator dis-
One circuit breaker is for 115 volts ac and the other is for 28 volts dc. placement from neutral and provides a signal to the yaw damper coupler.
The B hydraulic system powers the yaw damper actuator portion of the rudder The yaw damper coupler provides a signal to the indicator that is proportional
power control unit. to the rudder displacement from the yaw damper actuator.

AUTOFLIGHT B 737-300/400/500
YAW DAMPER
22−12
CENTER PANEL, P2 OVERHEAD PANEL, P5

· YAW DAMPER POSITION · YAW DAMPER ENGAGE SWITCH
INDICATOR AND DISENGAGE WARNING LIGHT
SEE A SEE B HONEYWELL
ELECTRONIC RACK, E1−3
· ACCESSORY UNIT
· YAW DAMPER COUPLER
ON
SEE C RUDER
OFF
YES NO
RUDDER PRESSURE A
REDUCER VALVE
- ENGAGE SOLENOID
UCN XXXXXXXXX
MFR XXXXX
- TRANSFER VALVE
- POSITION TRANSDUCER
MENU
BITE INSTRUCTIONS

MENU : TO DISPLAY MENU
YAW DAMPER YES/NO: IN RESPONSE TO ?
OR : TO SCROLL THROUGH
MENU OR RESULTS
YAW
DAMPER
A
YAW DAMPER YAW DAMPER COUPLER
BOEING PN XX−XXXXX−X
MOD MFR PN XXXXXXX−XXX

MFR CAGE CODE XXXXX
SERIAL NO. XXXXXXXX
ON
DATE OF MFR DATE MFG
1 2 3 4 5 6 7 8 9 10
0000000000
OFF
Yaw Damper Coupler

B Y/D Disengage Warning Light
A Y/D Position Indicator Y/D Engage SW
C
Figure 108 Y/D System - Component Location 1

AUTOFLIGHT B 737-300/400/500
YAW DAMPER
22−12
Rudder Position Transducer
A linear variable differential transformer (LVDT) mounted in the rudder power
control unit supplies a rudder position feedback signal to the yaw damper cou-
pler.
Rudder Engage Solenoid Valve and Transfer Valve

The engage solenoid and the transfer valve control hydraulic flow for yaw
damper control of the rudder power control unit.
The yaw damper engage solenoid is mounted on the rudder power control unit.
It is a solenoid actuated valve which is energized when the yaw damper is en-
gaged. It then supplies hydraulic power to the transfer valve.
The transfer valve, also mounted on the rudder power control unit, converts the
yaw damper electrical signals into hydraulic flow to move the rudder.
The unit consists of a torque motor which moves a jet pipe assembly that regu-
lates the hydraulic flow to the control valve.

AUTOFLIGHT B 737-300/400/500
YAW DAMPER
22−12
RUDDER YAW DAMPER

ENGAGE SOLENOID
RUDDER PRESSURE
REDUCER VALVE
RUDDER POWER
SEE E D
CONTROL UNIT
TRANSFER VALVE
FWD POSITION TRANSDUCER
STA D
1104
RUDDER POWER CONTROL UNIT
RUDDER
E PRESSURE
REDUCER
VALVE
Figure 109 Y/D System - Component Location 2

AUTOFLIGHT B 737-300/400/500
YAW DAMPER
22−12
YAW DAMPER OPERATION

The yaw damper system is turned on by placing the yaw damper switch to ON.
Hydraulic power must be available and the flight control B switch ON.
Two seconds after the yaw damper is ON, the disengage warning light extin-
guishes. The engagement is monitored by a power monitor circuit.
If ac power is lost for over 2 seconds, the disengage warning light illuminates
and the yaw damper switch returns to OFF.
The yaw rate sensors detect motion in the yaw axis.
The signal is filtered, modified according to changes in airspeed, and amplified.
It is then applied to the transfer valve.
The transfer valve ports hydraulic pressure to move the yaw damper actuator.
The yaw damper actuator output is summed with rudder pedal input to move
the main actuator which controls the rudder, but there is no mechanical feed-
back to move the rudder pedals.
As the yaw damper actuator moves, the LVDT supplies the feedback signal to
cancel the signal from the yaw rate sensors.
The feedback signal is also applied to the position indicator by the yaw damper
coupler .
However, during normal operation, the signals are too small to be monitored by
the position indicator.

AUTOFLIGHT B 737-300/400/500
YAW DAMPER
22−12
2sec.TD
YAW DAMPER SW RELAY
28V DC YD OFF CONTROL
ELEX (FOR YD YAW DAMPER
ON OFF
PWR 1 LIGHT
FLT CONT SW „B“ ONLY) YAW DAMPER
OFF/STB DISENGAGE
RUD
WARNING LIGHT
ON YD BITE
ARMED
FLIGHT CONTROL
MODULE (P5)
AFCS ACCESSORY
UNIT TO FDAU
28V DC ENGAGE SWITCH ENGAGE
SOLENOID INTERLOCK
VOLTAGE
115V AC
YD
ELEX POWER AC
PWR 1 SUPPLY B SYSTEM
115V AC DC HYDRAULIC
PRESSURE
P18 CIRCUIT BITE ARMED
YAW RATE
BRAEKER PANEL
SENSOR
ENGAGE
SOLENOID
RADIO ALTITUDE AUX ALT +
FLAG ALARM RA 1
LRRA−1 Y/D POSITION
A/P DRIVE +
TRANSFER
RADIO ALTITUDE CMD VALVE
FLAG ALARM RA 2 YAW DAMPER
LRRA−2
ROLL ATTITUDE ROLL ATTITUDE YAW DAMPER YAW DAMPER
DAA−1 ACTUATOR
POSITION
AIRSPEED AIRSPEED (CAS) INDICATOR
Y/D POSITION
DADC−1
POSITION TRANSDUCER
OPEN/GROUND FWD LOC ANT SEL A
RUDDER
ILS RELAY−1
PEDAL INPUT
OPEN/GROUND FWD LOC ANT SEL B
ILS RELAY- 2 PRESSURE
SENSOR
N1 ENG 1
N1 + ENG 1
N1 ENG 2 A SYSTEM PRESSURE MAIN ACTUATOR
N1 − ENG 1
N1 VALID ENG 1 PRESSURE REDUCER
EIS PRIMARY DISPLAY
OR N1 INDICATOR N1 + ENG 2 ENGAGE
N1 − ENG 2 SOLINOID
N1 VALID ENG 2
B SYSTEM PRESSURE
RUDDER RUDDER PCU
DUAL CHANNEL PROCESSOR PRESSURE
P REDUCER RUDDER
YAW DAMPER COUPLER
S142 FLT CONT SYS B PRESS SW
Figure 110 Y/D System - SCHEMATIC

AUTOFLIGHT B 737-300/400/500
YAW DAMPER
22−12
RUDDER „ HYDRAULIC- A PRESSURE“ REDUCER SYSTEM

The yaw damper coupler provides control and monitoring of the main rudder
PCU pressure reducer (RPR) system.
The yaw damper coupler provides control signals to the RPR solenoid, pro-
vides pressure sensor excitation, and receives signals from the pressure sen-
sor to measure the A- systemhydraulic pressure to the main rudder PCU.
The yaw damper coupler interfaces to radio altimeter 1 and radio altimeter 2 to
determine when the airplane transitions above 1,000 feet and below 700 feet
to activate and deactivate the RPR solenoid.
above 1000 feet until descending down to 700ft, hydraulic pressure to the
rudder is reduced to 1000psi.
Hydraulic pressure returns to normal when
the airplane descends through 700ft AGL or
if B hydraulic system fails, or
whenever the N 1 difference between the left and right engine exceeds
45 percent.
The yaw damper coupler interfaces to the flight control system B pressure
switch and deactivates the rudder pressure reducer solenoid when the B hy-
draulic system is depressurized.
The yaw damper coupler interfaces to the flight control system A low pressure
light and provides illumination when the A system pressure to the main rudder
PCU is below 500 psi or when full pressure is commanded to the RPR and sys-
tem pressure is below 2,200 psi.
NOTE: FOR DETAILS SEE CHAPTER „ATA 27−20, FLIGHT
CONTROLS“ WHICH IS PART OF THIS TRAINING.

AUTOFLIGHT B 737-300/400/500
YAW DAMPER
22−12
Pressure
Take Off
3000 PSI
RPR DE- ACTIVATED=3000 PSI
☎ ☎ ☎ ☎ ☎ ☎ ☎ ☎ ☎
1000 PSI
☎ ☎
RPR ACTIVE
☎ ☎ ☎ ☎ ☎ ☎ ☎
☎ ☎
=1000 PSI
☎ ☎ ☎ ☎ ☎ ☎ ☎
Height ☎ ☎ ☎ ☎ ☎ ☎ ☎ ☎ ☎
☎ ☎ ☎ ☎ ☎ ☎ ☎ ☎ ☎
☎ ☎ ☎ ☎ ☎ ☎ ☎ ☎ ☎
1000 feet
Pressure
Landing
3000 PSI
RPR DE- ACTIVATED=3000PSI
1000 PSI
☎ ☎ ☎ ☎ ☎ ☎ ☎
☎ ☎
RPR ACTIVE ☎ ☎ ☎ ☎ ☎
☎ ☎
=1000 PSI ☎ ☎ ☎ ☎ ☎
Height ☎ ☎ ☎ ☎ ☎ ☎
☎ ☎ ☎ ☎ ☎ ☎ ☎
☎ ☎ ☎ ☎ ☎ ☎ ☎
700 feet ☎ ☎ ☎ ☎ ☎ ☎ ☎
Figure 111 YD SYSTEM - RPR

AUTOFLIGHT B 737-300/400/500
YAW DAMPER
22−12
YAW DAMPER SYSTEM: TOP LEVEL DIAGRAMS


AUTOFLIGHT B 737-300/400/500
YAW DAMPER
22−12
FLT CONTROL
A B
TO DFDAU DC POWER AND STBY STBY
RUD RUD
31−31−15 (SH 4) DIM CONTROL 1 OFF OFF
2 SEC
27−31−11 2 A A ON B ON
28V DC MASTER TEST GND 3 LOW LOW

PRESSURE PRESSURE
BUS 1 A
C286 FLT CONT 4 SPOILER
24−61−11 SW ’B’ PRESS TO TEST
YAW A B
DAMPER OFF 22−10−14 OFF OFF
YAW DAMPER DISENGAGED LIGHT
(D6) YAW DAMPER ON ON
YAW DAMPER BITE ARMED
ENGAGE ON P5−3 FLIGHT CONTROLS MODULE (P5)
AFC ACCESSORY UNIT (E1−3) YAW DAMPER
115V AC YAW
P5−3 FLIGHT CONTROL MODULE BITE ARMED
ELEX BUS 1 B DAMPER
C285 ENGAGE INTERLOCK VOLTAGE
24−51−11
YAW (SH 3) ENGAGE SWITCH SOLENOID OFF
28V DC
DAMPER 115V AC ON
(D5)
NORMAL
P18−1 CIRCUIT BREAKER PANEL
34−31−12 FWD LOC ANT SEL A
APPROACH NORMAL
ILS RLY−1 34−31−22 FWD LOC ANT SEL B
(E1−4)
34−26−12 APPROACH PROGRAM PIN B
D/A (SH 1) A PROGRAM PIN A
34−26−00 (SH 3)
ROLL ROLL ATT ILS RLY−2 (E3−4)
IRU ANALOG
ATTITUDE ROLL ATTITUDE (L)
ROLL ATTITUDE (H)
DAA−1 (E1−2)
34−11−12
AIRSPEED (CAS) EXC (H)
AIRSPEED
(CAS) AIRSPEED (CAS)
DADC−1 (E1−1)
34−33−11 AUX ALT +
AUX ALT −
LRRA 1 FLAG ALARM RA 1
(E2−4)
34−33−21 A/P DRIVE +

LRRA 2 A/P DRIVE −

FLAG ALARM RA 2
N1 INDICATOR ENGINE 2
M415 (E2−4)
22−19−11 B SYSTEM PRESSURE
N1 INDICATOR ENGINE 1
P
S142 FLT CONT SYS B PRESS SW (STA 667 WL 170 LBL 50)
N1 + ENG 1
N1 ENGINE 1 N1 − ENG 1
EIS N1 VALID ENG 1
OPTIONAL:
NOT DLH N1 + ENG 2
N1 ENGINE 2 N1 − ENG 2 SEE 22−21−11
N1 VALID ENG 2 (SH 2)
N182 EIS PRIMARY DISPLAY M177 YAW DAMPER COUPLER (E1−3)
Figure 112 YD SYSTEM - TOP LEVEL DIAGR. SHT 1

AUTOFLIGHT B 737-300/400/500
YAW DAMPER
22−12
ENGAGE
ENGAGE INTERLOCK VOLTAGE
DISENGAGE
ENGAGE SWITCH SOLENOID PRESSURE SENSOR

D EXCITATION
BITE ARMED
ACTUATOR SOLENOID ENGAGE
D INDICATOR OUT (H)

+15V DC INDICATOR OUT (L)
115 VAC +5V DC
26 VAC
C SHT 3
AIRSPEED EXC −10 VDC YAW

RATE
SENSOR POSITION TRANSDUCER
PROGRAM PIN B
PROGRAM PIN A EHSV COMMAND (H)
FWD LOC ANT SEL A
SOLENOID
FWD LOC ANT SEL B ACTUATOR (SH 3)
MODEL
ROLL ATTITUDE (L)
(SH 1) ANALOG I/O
ROLL ATTITUDE (H) PROCESSOR ”A” PRESS PRESSURE SENSOR RETURN
AND CURRENT
DIGITAL SENSE
PROCESSOR EHSV EHSV COMMAND (L)
AIRSPEED (CAS)
(2 CHANNEL) CURRENT
SENSE
RADIO ALTITUDE (RA 1)
A SYSTEM WARN LIGHT
RADIO ALTITUDE (RA 2)
RPR SOLENOID ENGAGE

B SYSTEM PRESSURE
N1 ENGINE 1
N1 ENGINE 2
28 VDC YAW DAMPER SYSTEM

22−21−11
YAW DAMPER COUPLER (E1−3)
Figure 113 YD SYSTEM - TOP LEVEL DIAGR. SHT 2

AUTOFLIGHT B 737-300/400/500
YAW DAMPER
22−12
YAW DAMPER YAW DAMPER

(SH 1) ACTUATOR
DISPLACEMENT
B
INDICATOR OUT (L)
INDICATOR OUT (H) DEMOD
YAW DAMPER POSITION INDICATOR

RUDDER
PEDAL
(SH 1) A
LVDT PRIMARY
(SH 2) C 26V AC
YAW DAMPER STANDBY RUDDER
AC GROUND
ACTUATOR POWER CONTROL UNIT
POSITION TRANSDUCER (L) POSITION TORQUE TUBE
POSITION TRANSDUCER (H)
LVDT SECONDARY
HYD SYS B
PRESS
ACTUATOR
ENGAGE SOLENOID A
ACTUATOR SOLENOID ENGAGE
SOLENOID ON−OFF
HYD CONT
RUDDER
EHSV COMMAND (H) YAW TRIM ACTUATOR
TRANSFER FEEL AND
DAMPER
VALVE CENTERING
EHSV COMMAND (L) ACTUATOR
MECHANISM
RUDDER
SYS A BODY CONTOUR
HYD RUDDER
PRESS
SYS B ACTUATOR RUDDER
TO RUDDER
POWER CONTROL UNIT
RUDDER POWER CONTROL UNIT (STA 1156)
CD POWER AND
DIM CONTROL 1
A SYS WARN LIGHT (RPR) 2 A
27−51−11 3
A
ENGAGE SOLENOID 4
RPR SOLENOID ENGAGE PRESS TO TEST
STBY RUD
OFF L3 LOW PRESSURE LIGHT
A ON
PRESSURE SENSOR EXCITATION EXCITATION S3 FLT CONTROL
PRESSURE
PRESSURE SENSOR RETURN SIGNAL RETURN SENSOR SYS A SWITCH
MASTER TEST
YAW DAMPER SYSTEM
YAW DAMPER COUPLER (E1−3)
SYSTEM SCHEMATIC MANUAL MAIN RUDDER PCU
22−21−11 SHEET 3 PRESSURE REDUCER MODULE P5−3 FLIGHT CONTROLS MODULE
Figure 114 YD SYSTEM - TOP LEVEL DIAGR. SHEET 3

AUTOFLIGHT B 737-300/400/500
YAW DAMPER
22−12
YAW DAMPER - FAULT ISOLATION, PHILOSOPHIE MAINTENANCE ACTION

The following flowchart basically gives instructions to bring 3−things together:
GENERAL: Only for Lufthansa German Airline:
Pilots report
- Fault Hinstory (Inflight faults)
sults, look up in the „ENGINEERING ORDER OPERATION,
Number 010191“ for system anomalities or current fault- investiga- Existing Faults (Current Status Test) result (fault)
tions by the engineering department! Then you have to replace the as „defective“ isolated LRU according to the
maintenance manual (MM) and do the herein mentioned tests.
General, ALL If the previous failed test (which caused you to replace / repair the item) was
You do yaw damper troubleshooting - test on the front of the yaw damper now again run and completed, so the fault has gone.
coupler!
Before you start the troubleshooting, the following points should be considered: If it was an intermittent fault (pilot report, confirmed by the inflight fault, but cur-
Did the crew any system transfer? rent status test result was negative), look up in your airlines procedures for
How was the electrical power supply configuration? actions have to be done.
If you did BITE, look up the See „Lufthansa Technik AG - Verfahrensanweisung - - > Beanstandungsbehe-
YDC FAULT DETAIL 1 MSG. NO. in the bungen und Abgrenzung der Verantwortlichkeiten durcch Personal mit LMT
„FAULT MESSAGE / CORRECTIVE ACTION“ (TABLE 101) oder LBMT Berechtigung“ for maintenance action(s).
in the maintenance manual (MM) for your corrective action.
EXAMPLE: PMA PAGES - YAW DAMPER FAULT ISOLATION

The following pages show Boeing Portable Maintenance Aid screen- pages as
found in the PMA.

AUTOFLIGHT B 737-300/400/500
YAW DAMPER
22−12
Figure 115 YD - FAULT ISOLATION

AUTOFLIGHT B 737-300/400/500
YAW DAMPER
22−12


AUTOFLIGHT B 737-300/400/500
YAW DAMPER
22−12
Figure 116 YD FAULT ISOL. - CORR. ACTIONS

AUTOFLIGHT B 737-300/400/500
YAW DAMPER
22−12
YAW DAMPER; BITE- TROUBLESHOOTING

General This is the menu structure of yaw damper BITE:
The yaw damper system trouble shooting procedure shows how to use the „Existing Faults“
existing faults and the fault history functions of yaw damper BITE. „Fault History“
The table that follows the BITE operation instructions shows the fault mes- „Ground Tests“
sages that can show on the yaw damper coupler display.
„Other Functions“
Corrective actions are shown for each fault message.
The existing faults function is usually the best procedure to find a fault.
Yaw damper BITE is structured in the form of multi−leveled PROCEDURE
menus. Each level has a sequential set of menus that can be selected indivi-
Use „Existing Faults“ and „Fault History“ to help isolate a faulty component.
dually to access the next lower level under the selected category.
If necessary, use Ground Tests to confirm a fault.
This commonly used method begins with the familiar main menu, and successi-
vely works its way down to the desired function. After a component replacement, use Ground Tests to verify that the fault is fi-
xed.
The servo test uses hydraulic power to sweep the rudder from one side to
The selections on the main menu are:
the other two times.
„Existing Faults“, This provides a dynamic test of yaw damper functions.
„Fault History“, The pressure reducer test checks the hydraulic pressure at the inlet to the
rudder PCU. The pressure goes from high to low two times, and is checked
„Ground Tests“, and
at each stage.
„Other Functions“. This tests the pressure reducer actuator, the pressure sensor, and the A sy-
stem low pressure warning.
Do these steps: Use „Other Functions“ when you need specific data for any of a variety of para-
Go to EXISTING FAULTS. meters, or need a specific control function.
Go to MORE DETAILS. „Other Functions“ allows the selection of a specific parameter or operation wi-
thout the entire sequence of steps performed in Ground Tests.
Find the fault message number.
It also allows you to go a lower level so you can see the actual values of many
Find the LRU that caused the fault.
parameters that are checked at a higher level in „Ground Tests“, but are not
Correct the fault. displayed at that level.
Do the test that makes sure the fault is corrected.

AUTOFLIGHT B 737-300/400/500
YAW DAMPER
22−12
STATIC ON
SENSITIVE
OFF
”BITE INSTRUCTIONS”
MENU : TO DISPLAY MENU 1 1 SHOWS TOP OF LIST FOR 1 SECOND
YES/NO: IN RESPONSE TO
QUESTION (?)
OR :TO SCROLL THROUGH INTO
MENU OR RESULTS
EXISTING
YES EXISTING
FAULTS?
FAULTS
NO
DISPLAY LINE 1
DISPLAY LINE 2
INTO
FAULTS
ON YES FAULTS
HISTORY?
MENU HISTORY
OFF
NO
YES NO
INTO
GROUND
YES GROUND
TESTS?
YAW DAMPER TESTS
NO
P/N 65−52822−XX
S/N XXXXXXXXXXXX
XXXXXXXXXXX
MOD
XXXXXXXXXXXX
INTO
OTHER YES OTHER
FUNCTNS?
FUNCTIONS
NO
2 2 SHOWS END OF LIST FOR 1 SECOND

Figure 117 YD SYSTEM - BITE
AUTOFLIGHT B 737-300/400/500
YAW DAMPER
22−12
YD FAULT ISOLATION; OPERATION − Make sure that the display shows MORE DETAILS?
The existing faults function is usually the best procedure to find a fault. − Push the YES key.
Make a record of the message number
Do these steps:
− Push the down arrow key.
Go to EXISTING FAULTS. Make a record of the flight deck effect.
Go to MORE DETAILS. − Push the down arrow key.
Find the fault message number. Make a record of the line replaceable unit (LRU).
Find the fault message in the maintenance manual TEST RESULT table. − Push the down arrow key.
Use table 101 in AMM 22−12−01 to find a fault message and the related Make a record if the fault is latched.
corrective action. Do these steps to look for more fault messages in EXISTING FAULTS:
Correct the fault. − Push the down arrow key.
Do the test that makes sure the fault is corrected. Make sure that the display shows SHOP DETAILS?
EXISTING FAULTS − Push the MENU key.
Make sure that the display shows the same fault message again.
− Push the ON/OFF key on the front of the yaw damper coupler.
Make sure that the display shows ENTER BITE ? − Push the down arrow key.
Make sure that the display shows MORE DETAILS?
− Push the YES key on the keypad within ten seconds.
Make sure that the A/P warning lights on the autoflight status − Push the NO key.
annunciators (P1 and P3) come on. If the display shows a different fault message,
Make sure that the display shows EXISTING FAULTS ? do the steps for MORE DETAILS?
If the display shows RESET LATCHES, continue.
− Push the YES key.
If the display shows NO FAULTS, then there are no existing faults. − Push the YES key.
Make sure that the display shows ARE YOU SURE?
− Push the MENU key.
Make sure that the display shows EXISTING FAULTS? − Push the YES key.
If you want to see a record of fault messages on flights that occurred Make sure that the display shows RESET IN PROGRESS.
before this flight, do this step: After 2 seconds, make sure that the display shows NO FAULTS.
− Go to the steps for FAULT HISTORY in the subsequent section of − Push the MENU key.
this procedure. Make sure that the display shows EXISTING FAULTS?
Ignore the remaining steps for EXISTING FAULTS. If no more data is necessary, use the data you have to correct the fault.
If the display shows a fault message and you want more details,
RESET LATCHES
There are faults in the memory which disable the SMYD- Test.
NOTE: THESE ARE THE FOUR FAULT DETAILS THAT „MORE DETAILS?“ They are not automatically reset after replacing the faulty component(s).
CONTAIN:
DETAIL 1 SHOWS THE MESSAGE NUMBER. You have to do the RESET LATCHES procedure on the SMYDs front.
DETAIL 2 SHOWS THE FLIGHT DECK EFFECT. To reset the latched faults, push the YES switch.
DETAIL 3 SHOWS THE LRU(S) THAT CAUSED THE FAULT. The RESET IN PROGRESS display with show while the latched faults are be-
DETAIL 4 SHOWS IF THE FAULT IS LATCHED OR NOT. ing reset.

AUTOFLIGHT B 737-300/400/500
YAW DAMPER
22−12
SHOWS IN TABLE 101

TOP OF LIST TOP OF LIST THE CORRECTIVE ACTION
FOR THIS FAULT.
EXISTING
YES (FAULT 1) TOP OF LIST
FAULTS?
FAULT MORE YES MSG NO:

HISTORY? DETAILS? XX−YYZZZ
GROUND
TESTS? (FAULT DETAIL N)
(FAULT N)
OTHER
MORE END OF LIST
FUNCTNS?
YES
DETAILS ?
END OF LIST
RESET
YES ARE YOU SURE? YES
LATCHES ?
END OF LIST
RESET IN
PROGRESS
Figure 118 YD - BITE: EXISTING FAULTS

AUTOFLIGHT B 737-300/400/500
YAW DAMPER
22−12
FAULT HISTORY NOTE: THESE ARE THE FOUR FAULT DETAILS THAT MORE DETAILS?
Do these steps to look for fault messages in FAULT HISTORY: CONTAINS:
DETAIL 1 SHOWS THE MESSAGE NUMBER.
NOTE: ONE POWER CYCLE IS THE LENGTH OF TIME BETWEEN THE DETAIL 2 SHOWS THE FLIGHT DECK EFFECT.
APPLICATION AND THE REMOVAL OF POWER TO YAW DETAIL 3 SHOWS THE LRU(S) THAT CAUSED THE FAULT.
DAMPER COUPLER. DETAIL 4 SHOWS IF THE FAULT WAS HARD OR INTERMITTENT.
CYCLE 0 IS THE CURRENT POWER CYCLE.
Make sure that the display shows MORE DETAILS?
− Push the ON/OFF key on the front of the yaw damper coupler (E1−3).
Make sure that the display shows the message number.
Make sure that the display shows ENTER BITE?
− Push the YES key on the keypad within 10 seconds.
Make sure that the display shows the flight deck effect.
Make sure that the A/P warning lights on the autoflight status
annunciators (P1 and P3) come on. NOTE: SOME FAULTS DO NOT HAVE A FLIGHT DECK EFFECT.
Make sure that the display shows EXISTING FAULTS? − Push the down arrow key.
− Push the down arrow key. Make sure that the display shows the line replaceable unit (LRU).
Make sure that the display shows FAULT HISTORY? − Push the down arrow key.
− Push the YES key. Make sure that the display shows the type of fault.
If the display shows NO FAULT HISTORY, then there are no faults in − Push the down arrow key.
FAULT HISTORY. Make sure that the display shows SHOP DETAILS?
− Push the MENU key. Do these steps to look for more fault messages in CYCLE −N:
Make sure that the display shows FAULT HISTORY?
− Push the MENU key.
− Push the ON/OFF key. Make sure that the display shows the same fault message again.
Make sure that the display shows TURN DISPLAY OFF?
− Push the YES key. Make sure that the display shows MORE DETAILS?
Ignore all of the subsequent steps for FAULT HISTORY.
Use table 101 in AMM 22−12−01 to find a fault message and the related
If the display shows CYCLE −N? (where N is the number of the last
corrective action.
power cycle that had a fault),
− Push the NO key.
If the display shows a different fault message, do the steps for
Make sure that the display shows a fault message.

MORE DETAILS? shown above to find the fault details.
If you want more details, push the down arrow key.
If the display shows END OF LIST, there are no more fault messages in
CYCLE −N.

AUTOFLIGHT B 737-300/400/500
YAW DAMPER
22−12
Figure 119 YD - BITE: FAULT HISTORY

AUTOFLIGHT B 737-300/400/500
YAW DAMPER
22−12
GOUND TEST Analog Inputs
GROUND TEST has these menus: You check the status of these sensors from the ANALOG INPUTS? menu.
SELF TESTS? Push the YES switch to select a sensor. Use the up (previous) and down (next)
arrows to move through the list.
DISCRETE INPUTS?
These inputs/sensors can be checked:
ARINC 429 INPUTS?
Roll Attitude
ANALOG INPUTS?
Airspeed (CAS)
SERVO TEST?
Radio Altitude 1
DISPLAY TEST?.
Radio Altitude 2
To start one of these tests, do these steps:
Push the YES switch to select a sensor. Use the up (previous), and down
Go to the main menu (next) arrows to move through the list.
Use the up or down arrow switches until you see GROUND TESTS? in the
BITE display Servo Test
Push the YES switch You test the yaw damper components on the rudder PCU, as well as the inter-
face between the SMYD and the PCU, with the SERVO TEST. You can test
Use the up or down arrow switches until you see the test that you want
these components
Push the YES switch.
Yaw damper EHSV
If the test passes, then the display shows TEST PASSED. If the test fails, then
Yaw damper engage solenoid.
the display shows a fault message. The information for MORE DETAILS? is
the same as for the existing faults test. Yaw damper LVDT.
Self Test Display Test

The self test checks the YD for faults. You test the display on the YD by pushing the YES switch when the DISPLAY
TEST? prompt shows.
When you push YES, the display shows TEST IN PROGRESS until the test is
finished. The test takes about 10 seconds. All the LEDs on the left half of the top line will
come on first.
If the YD passes the test, the display shows YD LRU OK. If the SMYD does
not pass the test, the display shows YD LRU FAIL for 2 seconds, then shows Then all the LEDs on the right half will come on. Next all the LEDs on the left
the first fault. half of the bottom line will come on, and finally all the LEDs on the right half will
come on. When the test is complete, DISPLAY TEST? will show on the display.
Discrete Inputs
You check the status of the discrete inputs from the DISCRETE INPUTS?
menu. Push the YES switch to see the list of discrete inputs. Use the up (pre-
vious), and down (next) arrows to move through the list.
ARINC 429 Test

This function is not available on the 737−3/4/500 airplanes.

AUTOFLIGHT B 737-300/400/500
YAW DAMPER
22−12
Figure 120 YD - BITE: GROUND TESTS

AUTOFLIGHT B 737-300/400/500
YAW DAMPER
22−12
SERVO TEST
General
The servo test consists of these two tests:
ZERO COMMAND
SWEEP TEST.
Zero Command
The main rudder PCU is commanded to the zero position. The signal from the
LVDT is compared to the servo command.
Sweep Test
The main rudder PCU is commanded to the left, right and center position.
The signal from the LVDT is compared to the servo command to pass or fail
the test.
If the test passes, the ZERO COMMAND menu shows after the
TEST EXISTING? display.
If the test fails, the faults are listed the same as for the existing faults test.

AUTOFLIGHT B 737-300/400/500
YAW DAMPER
22−12
Figure 121 YD - BITE: SERVO TEST

AUTOFLIGHT B 737-300/400/500
YAW DAMPER
22−12
OTHER FUNCTIONS
General
OTHER FUNCTIONS has these menus:
SYSTEM CONFIG?
I / O MONITOR.
To enter these sections you must push the YES key.
System Configuration
In the system configuration section you verify these attributes:
Part number
Software Level Position (1 or 2)
Airplane type
FAA or CAA/FAA.
I/O Monitor
This function is not available on 737−classic airplanes.

AUTOFLIGHT B 737-300/400/500
YAW DAMPER
22−12
NOTE:
THIS FUNC-
TION IS NOT
AVAILABLE ON
737−3/4/500
AIRCRAFTS
Figure 122 YD - BITE: OTHER FUNCTIONS

AUTOFLIGHT B 737-300/400/500
YAW DAMPER
22−12
YAW DAMPER BITE - CORRECTIVE ACTIONS

When you have all the necessary data, push and release the MENU key until
the display shows FAULT HISTORY?
− Push the ON/OFF key on the keypad.
Make sure that the display shows TURN DISPLAY OFF?
− Push the YES key on the keypad.
Use table 101 in AMM 22−12−01 to find a fault message and

the related corrective action.

AUTOFLIGHT B 737-300/400/500
YAW DAMPER
22−12
Figure 123 YD SYSTEM - CORR. ACTIONS

B737
TABLE OF CONTENTS
ATA 22 AUTOFLIGHT ELEVATOR POSITION SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
REV:OCT. 2003 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 ELEVATOR NEUTRAL SHIFT SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . 74
STABILIZER POSITION SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
22- 00 DFCS GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 PITCH CHANNEL SIGNAL PROCESSING . . . . . . . . . . . . . . . . . . . . . . 76
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 DUAL ACTUATOR CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 DFCS - MCP, CONTROL AND DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . 80
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 MODE CONTROL PANEL: FUNCTIONAL DESCRIPTION . . . . . . . . . 84
AC - DC POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 MODE CONTROL PANEL: OPERATION . . . . . . . . . . . . . . . . . . . . . . . . 86
DC POWER DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 OPERATION: APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
DFCS GENERAL FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 A/P GO - AROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
DFCS - COMPONENTS, GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 22- 13 TRIM SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
COMPONENTS, COCKPIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 COLUMN SWITCHING MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
COMPONENTS - DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 AUTOPILOT TRIM SERVO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
22- 10 A/P - F/D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 A/P STABILIZER TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
GENERAL OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 STABILIZER TRIM WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
SYNCHRO EXCITATION POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 SPEED TRIM SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
FCC SIGNAL INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 MACH TRIM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
IRU- EFIS INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 MACH TRIM SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
IRU- EFIS INTERFACE; DETAILED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 22- 14 ANNUNCIATION & WARNING . . . . . . . . . . . . . . . . . . . . . . . . 108
ENGAGE INTERLOCK: GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 EADI ANNUNCIATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
ENGAGE INTERLOCK: OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 42 A/P AMBER WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
A/P ENGAGE INTERL. TABLE FOR LEVEL- II TRAINING . . . . . . . . 44 A/P RED WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
AUTOPILOT ENGAGE INTERLOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 ILS DEVIATION WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
ADDITIONAL A/P CMD CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . 52 ILS DEVIATION WARNING - FUNCT. DESCRIPTION . . . . . . . . . . . . . 116
22- 11 A/P ROLL & PITCH CHANNEL . . . . . . . . . . . . . . . . . . . . . . . . 56 ALTITUDE ALERT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
AILERON OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 22- 31 AUTOTHROTTLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
AILERON CONTR. WHEEL AND DRUM ASSY . . . . . . . . . . . . . . . . . . 58 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
A/P AILERON ACTUATORS & POSITION SENSOR . . . . . . . . . . . . . . 60 A/T - LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
FLIGHT SPOILERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 A/T - INTERFACE SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
A/P ACTUATOR FUNCTIONAL DESCRIPTION . . . . . . . . . . . . . . . . . . 64 POWER SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
ROLL CHANNEL SIGNAL PROCESSING . . . . . . . . . . . . . . . . . . . . . . . 66 ENGINE CONTROL - PRINCIPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
ELEVATOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 A/T ENGAGE INTERLOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
ELEVATOR COMPONENTS - TAIL CONE SECTION . . . . . . . . . . . . . 70 PMC STATUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
A/P ELEVATOR ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 A/T - CLUTCH CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
SCL VRC/RRH 26.08.2005

Page i
B737
TABLE OF CONTENTS
A/T SERVO DRIVE - DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . 136 MAINTENANCE ACTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
AT - FUNCTIONAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138 YAW DAMPER; BITE- TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . 230
TROUBLE SHOOTING TREE - GENERAL . . . . . . . . . . . . . . . . . . . . . . 140 YD FAULT ISOLATION; OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 232
MAINTENANCE ACTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140 YAW DAMPER BITE - CORRECTIVE ACTIONS . . . . . . . . . . . . . . . . . 242
TROUBLE SHOOTING - PREFERRED ORDER OF BITE . . . . . . . . . 142
STANDARD PRACTICES MANUAL - LUFTHANSA TECHNIK. . . . . . 144
REGULATIONS FOR CATEGORY II / III
ALL - WEATHER OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
22- 40 DFCS BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
FAULT ISOLATION TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
VERYFICATION TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
TEST ASSIGNMENT FORMAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
POWER UP & SELECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
BITE ACCESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164
TEST SELECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
INFLIGHT FAULTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
CURRENT STATUS TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
LRU INTERFACE TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176
LAND VERIFY TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178
GROUND FUNCTIONAL TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180
ENGINEERING DATA (FOR SHOP MAINT. ONLY) . . . . . . . . . . . . . . 190
AUTOTHROTTLE - FAULT ISOLATION, PHILOSOPHIE . . . . . . . . . . 194
MAINTENANCE ACTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194
A/T BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
AUTOTHROTTLE BITE - CONCEPT . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
BITE ACCESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
22−12 YAW DAMPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
YAW DAMPER COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
YAW DAMPER OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218
RUDDER „ HYDRAULIC- A PRESSURE“ REDUCER SYSTEM . . . . . 220
YAW DAMPER SYSTEM: TOP LEVEL DIAGRAMS . . . . . . . . . . . . . . . 222
YAW DAMPER - FAULT ISOLATION, PHILOSOPHIE . . . . . . . . . . . . . 226
EXAMPLE: PMA PAGES - YAW DAMPER FAULT ISOLATION . . . . . 226

Page ii
B737
TABLE OF FIGURES
Figure 1 DFCS Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 36 Pitch Channel - Signal Processing . . . . . . . . . . . . . . . . . . 77
Figure 2 DFCS Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Figure 37 AP - Dual Actuator Control . . . . . . . . . . . . . . . . . . . . . . . . 79
Figure 3 Hydraulic System - Overview . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 38 MCP Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Figure 4 AC- DC Power Source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 39 MCP Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Figure 5 DC Pwr distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Figure 40 MCP Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Figure 6 General Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 41 MCP Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Figure 7 Cockpit Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 42 Single Channel Approach . . . . . . . . . . . . . . . . . . . . . . . . . 89
Figure 8 DFCS Mode Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . 17 Figure 43 Dual Channel Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Figure 9 DFCS Caution Annunciators . . . . . . . . . . . . . . . . . . . . . . . . 23 Figure 44 A/P Go - Around . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Figure 10 Flight Control Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Figure 45 Trim Systems - Block Diagram . . . . . . . . . . . . . . . . . . . . . 95
Figure 11 E1 Radio Rack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Figure 46 Col. Switch. Module, A/P Servo . . . . . . . . . . . . . . . . . . . . 97
Figure 12 Actuators and Servos . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Figure 47 Stabilizer Trim System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Figure 13 DFCS Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Figure 48 Stab Out of Trim Warning . . . . . . . . . . . . . . . . . . . . . . . . . 101
Figure 14 DFCS General Overview . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Figure 49 Speed Trim System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 15 FCC Synchro Excitation Power . . . . . . . . . . . . . . . . . . . . 35 Figure 50 Mach Trim Components . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Figure 16 FCC Interface ( Fig. A) . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 51 Mach Trim System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Figure 17 IRS- EFIS TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Figure 52 EADI Annunciations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Figure 18 IRU / EFIS Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Figure 53 A / P - Amber Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Figure 19 AP ENGAGE - SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . 43 Figure 54 A/P Red Warning - Shematic . . . . . . . . . . . . . . . . . . . . . . 113
Figure 20 AP ENGAGE INTERLOCK TABLE . . . . . . . . . . . . . . . . . 45 Figure 55 ILS Deviation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Figure 21 Interlock for Lever unlock ( Fig. D ) . . . . . . . . . . . . . . . . . 49 Figure 56 ILS Dev. Warn Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Figure 22 Interlock for CWS / CMD hold ( Fig. E) . . . . . . . . . . . . . . 51 Figure 57 Altitude Alert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Figure 23 Additional CMD Conditions . . . . . . . . . . . . . . . . . . . . . . . . 53 Figure 58 AT Flight Modes - Overview . . . . . . . . . . . . . . . . . . . . . . . 121
Figure 24 AP ROLL MODE DISENG. TABLE . . . . . . . . . . . . . . . . . 54 Figure 59 A/T Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Figure 25 AP PITCH MODE DISENG. TABLE . . . . . . . . . . . . . . . . 55 Figure 60 A/T - Interface Schematic . . . . . . . . . . . . . . . . . . . . . . . . . 125
Figure 26 Roll Control - Mechanical Overview . . . . . . . . . . . . . . . . . 57 Figure 61 A/T - Power Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Figure 27 Ail. control wheel drum . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 Figure 62 Engine Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Figure 28 A/P Roll Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 Figure 63 AT - Engage Interlock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
Figure 29 Spoiler position sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 Figure 64 PMC Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
Figure 30 A/P Actuator - Detailed Descr. . . . . . . . . . . . . . . . . . . . . . 65 Figure 65 AT - Clutch Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
Figure 31 Roll Channel - Signal Processing . . . . . . . . . . . . . . . . . . . 67 Figure 66 AT - Servo Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
Figure 32 Pitch Control - General Mech.. . . . . . . . . . . . . . . . . . . . . . 69 Figure 67 AT - Functional Block Diagram . . . . . . . . . . . . . . . . . . . . . 139
Figure 33 AP - Elevator Components . . . . . . . . . . . . . . . . . . . . . . . . 71 Figure 68 Trouble Shooting Tree - GENERAL . . . . . . . . . . . . . . . . . 141
Figure 34 AP - Elevator Actuator & Position Sensor . . . . . . . . . . . . 73 Figure 69 Preferred Order of Tests . . . . . . . . . . . . . . . . . . . . . . . . . . 143
Figure 35 AP - Sensors: Neutral Shift, Stabilizer Pos. . . . . . . . . . . 75 Figure 70 DFCS - TROUBLE SHOOTING; SPM . . . . . . . . . . . . . . 145

Page iii
B737
TABLE OF FIGURES
Figure 71 DFCS BITE - QUICK TAR. TRSHTG. GUIDE . . . . . . . . 147 Figure 106 AT BITE - Range Check . . . . . . . . . . . . . . . . . . . . . . . . . 211
Figure 72 DFCS BITE - MAINT. EXC. + / - CHAR. 1 . . . . . . . . . . . . 149 Figure 107 AT BITE - Rigging Adjust . . . . . . . . . . . . . . . . . . . . . . . . . 212
Figure 73 DFCS BITE - MAINT. EXC./- CHAR. 2−3 . . . . . . . . . . . . 151 Figure 108 Y/D System - Component Location 1 . . . . . . . . . . . . . . 215
Figure 74 DFCS BITE - MAINT. EXC./- CHAR. 4−5 . . . . . . . . . . . . 153 Figure 109 Y/D System - Component Location 2 . . . . . . . . . . . . . . 217
Figure 75 DFCS BITE - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . 155 Figure 110 Y/D System - SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . 219
Figure 76 DFCS BITE - FAULT ISOLATION . . . . . . . . . . . . . . . . . . 157 Figure 111 YD SYSTEM - RPR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221
Figure 77 DFCS BITE - VERIFICATION TESTS . . . . . . . . . . . . . . . 159 Figure 112 YD SYSTEM - TOP LEVEL DIAGR. SHT 1 . . . . . . . . . 223
Figure 78 DFCS BITE - Test Numbering . . . . . . . . . . . . . . . . . . . . . . 161 Figure 113 YD SYSTEM - TOP LEVEL DIAGR. SHT 2 . . . . . . . . . 224
Figure 79 FMS BITE - Power Up & Select . . . . . . . . . . . . . . . . . . . . 163 Figure 114 YD SYSTEM - TOP LEVEL DIAGR. SHEET 3 . . . . . . 225
Figure 80 DFCS BITE - Bite Access . . . . . . . . . . . . . . . . . . . . . . . . . 165 Figure 115 YD - FAULT ISOLATION . . . . . . . . . . . . . . . . . . . . . . . . . 227
Figure 81 DFCS BITE - Test Selection . . . . . . . . . . . . . . . . . . . . . . . 167 Figure 116 YD FAULT ISOL. - CORR. ACTIONS . . . . . . . . . . . . . . 229
Figure 82 DFCS BITE - Inflight Faults . . . . . . . . . . . . . . . . . . . . . . . . 169 Figure 117 YD SYSTEM - BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231
Figure 83 DFCS BITE - Current Status- Quick e Tsts . . . . . . . . . . . . 171 Figure 118 YD - BITE: EXISTING FAULTS . . . . . . . . . . . . . . . . . . . 233
Figure 84 DFCSBITE - Current Status- Interactive e Tsts . . . . . . . 173 Figure 119 YD - BITE: FAULT HISTORY . . . . . . . . . . . . . . . . . . . . . 235
Figure 85 DFCS BITE - Current Status, Surface Tests . . . . . . . . . 175 Figure 120 YD - BITE: GROUND TESTS . . . . . . . . . . . . . . . . . . . . . 237
Figure 86 DFCS BITE - LRU Interface Tests . . . . . . . . . . . . . . . . . . 177 Figure 121 YD - BITE: SERVO TEST . . . . . . . . . . . . . . . . . . . . . . . . 239
Figure 87 DFCS BITE - Land Verify . . . . . . . . . . . . . . . . . . . . . . . . . . 179 Figure 122 YD - BITE: OTHER FUNCTIONS . . . . . . . . . . . . . . . . . 241
Figure 88 DFCS BITE - Ground Functional Test . . . . . . . . . . . . . . . 181 Figure 123 YD SYSTEM - CORR. ACTIONS . . . . . . . . . . . . . . . . . 243
Figure 89 DFCS BITE - Ground Funct. Test Library . . . . . . . . . . . . 183 Figure A FCC interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244
Figure 90 DFCS BITE - Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185 Figure B IRU interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 245
Figure 91 DFCS BITE - Sensor Values . . . . . . . . . . . . . . . . . . . . . . . 187 Figure C Interlock for lever unlock . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246
Figure 92 DFCS BITE - Discrete Input Word . . . . . . . . . . . . . . . . . . 189 Figure D Interlock for CWS / CMD hold . . . . . . . . . . . . . . . . . . . . . . . 247
Figure 93 DFCS - Inflight Fault Engineering Data . . . . . . . . . . . . . . 191
Figure 94 DFCS - Curr. Stat. Quick Tests, CODE 100 . . . . . . . . . . 193
Figure 95 Trouble Shooting Tree - GENERAL . . . . . . . . . . . . . . . . . 195
Figure 96 AT - FAULT ISOLATION 1 . . . . . . . . . . . . . . . . . . . . . . . . . 197
Figure 97 AT - FAULT ISOLATION 2 . . . . . . . . . . . . . . . . . . . . . . . . . 199
Figure 98 A/T BITE - Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Figure 99 A/T BITE - Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Figure 100 A/T BITE - Access . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Figure 101 A/T BITE - Current Status 1 . . . . . . . . . . . . . . . . . . . . . . 206
Figure 102 AT BITE - Current Status 2 / Interactive . . . . . . . . . . . . 207
Figure 103 AT BITE - Inflight Faults. . . . . . . . . . . . . . . . . . . . . . . . . . 208
Figure 104 AT BITE - LRU Interface . . . . . . . . . . . . . . . . . . . . . . . . . 209
Figure 105 AT BITE - Engines / Ratings . . . . . . . . . . . . . . . . . . . . . . 210

Page iv
For Training Purposes Only  Lufthansa LAN technical Training
22−10
B 737−3
Autoflight
A/P−F/D
Figure A FCC interface

1
22−10
B 737−3
FCC B F/D BARS B
TO
R/H
SG
TO
L/H
SG
FCC A F/D BARS A
RIGHT EFIS SG
Autoflight
A/P−F/D
Figure B IRU interface

SCL VRC/RRH 26.08.2005 Page:245
1
22−10
B 737−3
−400 or
−400 or
−400 or
22
MAN TRIM NOT

4
10
11
12
13
14
15
16
17
18
19
20
21
Autoflight
A/P−F/D
Figure C Interlock for lever unlock

1
22−10
B 737−3
−400 or
−400 or
−400 or
22
MAN TRIM NOT

4
10
11
12
13
14
15
16
17
18
19
20
21
Autoflight
A/P−F/D
Figure D Interlock for CWS / CMD hold

1

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Training Manual

Lufthansa LAN Technical Training

ATA 22 AUTOFLIGHT REV:OCT. 2003

SCL VRC/RRH 26.08.2005 Page: 1

22-00 DFCS GENERAL

SCL VRC/RRH 26.08.2005 Page: 2

TAKE OFF CRUISE LANDING

AUTOPILOT A or B A and B FCC

FLIGHT DIRECTOR A and / or B FCC

MACH TRIM FCC

SPEED TRIM FCC

Figure 1 DFCS Introduction

SCL VRC/RRH 26.08.2005 Page: 4

(SURFACES) SERVO‘S SERVO‘S (SURFACES)

Figure 2 DFCS Overview

SCL VRC/RRH 26.08.2005 Page: 6

ELEVATOR & AILERON ELEVATOR & AILERON

Figure 3 Hydraulic System - Overview

SCL VRC/RRH 26.08.2005 Page: 8

Figure 4 AC- DC Power Source

28 Volt DC Electronic Bus 2

28 Volt DC Switched Hot Battery Bus

− CB - C374 A/P WARN LT- B (P6- 2) provides 28 volts dc from switched

SCL VRC/RRH 26.08.2005 Page: 10

The AFC Accessory Unit and Flight Instrument Accessory Unit

Figure 5 DC Pwr distribution

DFCS GENERAL FUNCTION

SCL VRC/RRH 26.08.2005 Page: 12

1 The AFC Accessory Unit and Flight Instrument Accessory Unit 1

Figure 6 General Function

DFCS - COMPONENTS, GENERAL COMPONENTS, COCKPIT

SCL VRC/RRH 26.08.2005 Page: 14

FMC CONTROL & DISPLAY UNIT A/P DISCONNECT SWITCH

and pilots or maintenance. light on and aural tone.

Figure 7 Cockpit Components

SCL VRC/RRH 26.08.2005 Page: 16

COMMAND AFDS MODE COMMAND

MODE CONTROL PANEL WITH ENGAGE- LEVERS A/P ENGAGE PUSHBUTTONS

MODE CONTROL PANEL WITH

A/P DISENGAGE BAR

Figure 8 DFCS Mode Control Panel

N 170 CAPT. ANNUNC.

FMC ALERT LIGHT

AUTOTHROTTLE DISENGAGE LIGHT

AUTOPILOT DISENGAGE LIGHT

SCL VRC/RRH 26.08.2005 Page: 18

SCL VRC/RRH 26.08.2005 Page: 19

ELECTRONIC HORIZONTAL SITUATION INDICATOR (EHSI)

SCL VRC/RRH 26.08.2005 Page: 20

A/P INSTINCTIVE T/O- G/A SWITCHES

SCL VRC/RRH 26.08.2005 Page: 21

 SPEED TRIM FAIL

 YAW DAMPER RUDDER POSITION INDICATOR

SCL VRC/RRH 26.08.2005 Page: 22

YAW DAMPER POSITION

Figure 9 DFCS Caution Annunciators

SCL VRC/RRH 26.08.2005 Page: 24

Figure 10 Flight Control Computer

SPEED TRIM FAIL

YAW DAMPER RUDDER POSITION INDICATOR