MD-10/11 AUTOLAND

MODE

ATA 22
(REV 01) M552203
 MD-10/11 AUTOLAND MODE

The material furnished here is to be used as a training aid only.

Details, values and lengthy discussion of the aircraft systems and
equipment have been purposely avoided. It is suggested that in
order to achieve maximum training value from this material, that it
be considered a supplement to classroom lecture and a general
study guide for a student during formal maintenance training.

NOTE: Nothing in this presentation shall be construed as authority for

deviation from Federal Aviation Regulations or approved aircraft
or component maintenance and overhaul manuals.

ATA 22
 MODULE CHECK LIST

 MD-10/11 AUTOLAND MODE OVERVIEW

 DESCRIPTION

 OPERATION

 TR0UBLESHOOTING AND TESTING

ATA 22
 AUTOLAND MODE: OVERVIEW

The Flight Control Computers (FCCs) supply dual channel control for all The Automatic Flight System (AFS) supplies CAT IIIb operations
the primary flight surfaces and the horizontal stabilizer during operation in the dual land mode and CAT III operations in the single land
in one of these modes: mode (CAT II Autoland).

1. The Autopilot (AP) mode (parallel) The APT is active at all times except on the ground. The APT
2. The Automatic Pitch Trim (APT) mode. operates one (1) of the two (2) Horizontal Stabilizer (HORZ
3. The Longitudinal Stability Augmentation System STAB) primary control valves. Each FCC supplies an input
(LSAS) mode (series) (MD-11 ONLY) channel to drive the stabilizer.

On the MD-11 aircraft, the manual stability augmentation system (LSAS)
is active when the FCC is not in autopilot engaged mode (parallel
mode). The FCCs supply the LSAS commands when the LSAS is active
in flight.
The YAW DAMP operation is available in all modes. Each FCC controls
two channels in one rudder.
The first up computer will make a decision about which FCC will supply
information while on line. During all autopilot operations, one of the
FCCs will be the master while the other does the same operations but
does not control the flight controls. While in the autopilot cruise mode,
the master FCC will send electrical control signals for its inboard aileron
and elevator actuator.
The graphic below shows the Auto Flight system (AFS) interface
architecture: it also shows that each FCC controls two
elevators, two ailerons, and one rudder.
FCC 1 controls the left inboard and right outboard ailerons, the
left inboard and right outboard elevator, and the lower rudder.
FCC 2 controls the right inboard and left outboard ailerons, the
right inboard and left outboard elevators, and the upper rudder.
FCC 1 also controls the number one stabilizer trim valve and
trim motors. And FCC 2 controls the number two stabilizer trim
and trim motor.

The Autopilot approach dual land mode uses the FCCs to:

1. Control the four elevators

2. Control the four ailerons (when the gear and flaps
are down)
3. And control the two rudders.

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4
 AUTOLAND MODE: OVERVIEW

ATA 22
5
 AUTOLAND MODE OVERVIEW: APPROACH AND ROLLOUT PHASE
Automatic Landing and Ground Rollout

The Automatic Landing and Ground Rollout phases automatically

maneuver the aircraft during all of the instrument landing phases
commencing with the capturing and tracking of the localizer and
glideslope radio beams, aligning the aircraft to remove any drift,
correcting crab angle, flaring the aircraft prior to touchdown, lowering the
nose upon touchdown, and guiding the aircraft during the ground rollout
phase.

The automatic landing modes are armed by pressing the APPR/LAND

pushbutton on the Glareshield Control Panel (GCP) when the autopilot
is in any lateral or vertical control mode, a valid frequency is received
and a valid runway heading is received.

(LAND ARMED is displayed on the Primary Flight Display (PFD). LOC

is annunciated in the FMA roll control window after beam interception
indicating the aircraft is controlling to the localizer beam. G/S is
annunciated in the altitude FMA arm window. The altitude control window
displays G/S when the aircraft has intercepted and is controlling to the
glideslope beam). Glideslope engage is inhibited until after localizer
engage if the glideslope/localizer capture aircraft option is not chosen;
otherwise, either may engage first.

If the LAND MODE is armed below 1500 feet radio altitude, DUAL LAND
is engaged and annunciated (green) 10 seconds after the aircraft has
stabilized on both the glideslope and localizer beams and the required
redundancy is available, the gear is down, and flap are in are 35° to 50°.
If Land Mode is not engaged by 500 feet radio altitude, the A/P reverts to
APPROACH ONLY.

The Automatic Landing (APPROACH & ROLLOUT) phases consists of

the following segments or sub-phases:

Capture Phase, Track Phase, Align Phase, Throttle Retard and Flare
Phase, Nose Lowering and Rollout phase.

The graphic below illustrates the sequence of events that occur during a
CAT III-Auto Land with Rollout. Lets review the approach profile graphic
to determine what the autopilots do when engaged in Dual Land Mode. ATA 22
6
 AUTOLAND: APPROACH PROFILE

AT 2500’ AGL
GLIDESLOPE GAIN
REDUCTION
BEGINS

AT APPROX 1500’
AGL LAND TEST
CAN BEGIN

AT 1000’ AGL, LOC

GAIN REDUCTION &
BANK ANGLE LIMITING
BEGIN

AT 150’ AGL
ALIGNMENT
BEGINS

AT 100’ AGL CAT IIII

A/LERT HEIGHT &
LIGHTS INHIBIT

AT 50’ AGL
THROTTLE RTD &
FLARE CAN BEGIN AT WHEEL SPIN-UP,
NOSE LOWERING AND
ROLLOUT BEGIN

ATA 22
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 AUTOLAND OVERVIEW: LAND ARM, ILS/LOC & GS ARM, CAP, AND TRK.
In The Autoland Mode, the AFS provides roll autopilot and/or FD
commands to maneuver the aircraft so that it captures and tracks the
localizer radio beam.
When the approach land button on the flight control panel (FCP) is
pressed, the autopilots are commanded to perform a CAT III-Autoland
with Rollout and LAND ARM appears on the flight mode annunciator
(FMA) roll window just above the normal roll modes display.
When the glideslope is captured, the LAND ARM message moves
from the roll window and GS appears on the pitch or altitude window of
the FMA. Glideslope capture is accomplished within performance limits
from either above or below the glideslope center line at any intercept
angle up to 3 degrees. and The maximum normal acceleration during
the Glideslope capture maneuver does not exceed 0.5g. AFS design
requires localizer capture before glideslope capture.
Track Phase

When the aircraft is maneuvered to the localizer capture limits, the
AP/FD switches to the localizer capture/track mode and
maneuver/command the aircraft to capture and track the localizer
beam; and LOC appears below the LAND ARM annunciation on the
roll window
Localizer track commences when the aircraft is stabilized on the
localizer beam. Localizer tracking is smooth and stable at ranges up to
40 nautical miles from the runway threshold. A bank angle limiter
control is incorporated to limit the roll commands at low altitudes to
preclude undesirable aircraft roll attitudes at touchdown.

Localizer capture is possible at any intercept angle between 0° and The maximum roll rate does not exceed 5 degrees per second.
90° degrees. During LOC Mode Engaged, the FCC provides a
ground/open type discrete output signal to the ILS receivers to inhibit Glideslope track initiates when the aircraft is stabilized on beam
retuning/test mode of the ILS frequency. center. Gain changing or switch of signals does not cause an aircraft
acceleration greater than +/‑0.05g. Gains for both localizer and
Capture Phase glideslope track are adjusted to minimize aircraft roll and pitch motions
as well as control wheel/column activity during the approach. This gain
Localizer capture is smooth and stable at ranges from 4 nautical miles reduction is known as localizer and glideslope gain programming.
up to 40 Nautical miles from the runway threshold and at airspeeds up
to 1.5 Vs. The maximum roll rate during the capture maneuver does
not exceed 5 +/‑1 degree per second and the maximum bank angle
does not exceed 30 degrees. Localizer mode engage logic minimizes
the possibility of false captures. Localizer beam capture is
accomplished at any intercept angle up to 90 degrees from the
selected runway heading from either side of the beam. Capture at
intercept angles greater than 90 degrees is possible, but some
performance degradation of overshoot requirements is allowed.

Localizer always results in roll attitudes that turn the aircraft toward the
runway.

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AUTOLAND MODE OVERVIEW: LAND ARMED, LOC & GS CAPTURE

ATA 22
 AUTOLAND MODE: DUAL LAND, ALIGN, RETARD, & FLARE
Automatic Landing and Ground Rollout
Align Phase
The align maneuver does the following:
Initiates at 150 feet of radio altitude.
Uses a forward slip ‑maneuver to compensate for lateral drift due to
crosswinds.
Uses the runway heading from the ILS for determining the alignment
error. At touchdown, the alignment error is reduced to less than 3
degrees (as defined upwind).
Lateral touchdown performance meets criteria that states that the lateral
displacement and velocity of the aircraft is less than 22 feet and 2 feet
per second, respectively. Autopilot parallel rudder control actuation (for
increased rudder control authority) is used in the land mode to
accomplish the align function.
A forward slip runway alignment maneuver is initiated at approximately
150 feet radio altitude to remove any existing crab angle. The crab angle
Is removed by the rudder and the up-wind wing is lowered to maintain
the localizer beam center.
The A/P uses the amount of commanded bank angle indicated in the
following table for cross wind conditions:
# Commanded Bank Angle Condition
1 up to 10 degrees Above 200 feet until align
2 up to 5 degrees Below 200 feet until align
3 up to 6 degrees During align maneuver
In autoland, the AFS provides roll autopilot and/or FD commands to
maneuver the aircraft so that it tracks the localizer radio beam.
10
Flare Phase
The autopilot decreases the rate of descent starting at a nominal radio
altitude height of 50 feet so that at touchdown, the rate of descent is
less than 5 feet per second. At flare initiation, a nose up control column
motion is provided to enhance pilot recognition and acceptability. After
touchdown, a nose lowering sub mode reduces the pitch attitude from
that required for flare to the attitude required for nose wheel
touchdown.
In the absence of windshear, turbulence, or terrain effects, the pitch
attitude does not decrease during the flare maneuver.
Nose lowering
Nose lowering commences immediately following touchdown of the
main landing gear. The autopilot decreases the nose‑up attitude
existing at main landing gear touchdown at a nominal pitch rate of 2
degrees per second.
After the nose gear has touched down, the autopilot continuously
applies a nose‑down command to ensure firm contact with
the runway during the landing rollout phase.
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 AUTOLAND MODE OVERVIEW: DUAL LAND, ALIGN, RETARD, & FLARE

AH

AH

AH

AH

ATA 22
 AUTOLAND MODE: OVERVIEW-ROLLOUT PHASE
Automatic Landing and Ground Rollout
Ground Rollout:
The AFS provides a ground rollout mode capable of meeting
Category IIIB requirements. The autopilot does not produce more
than 0.05g of lateral acceleration. (Category IIIB is a precision
instrument approach and landing with no decision height, or with a
decision height below 50 feet, and controlling runway visual range
less than 700 feet but not less than 150 feet).
Autopilot parallel rudder control actuation (for increased rudder
control authority) is used in the land mode to accomplish the rollout
function.
After touchdown, the autopilot maneuvers the aircraft to stay on the
runway center line with maximum deviation of the aircraft center
line from the runway center line held to less than +/‑ 22 feet.
The autopilot automatically switches to rollout based on wheel
speed, radio altitude, and ground control relay inputs. The autopilot
can be disengaged by the pilot using the control wheel disconnect
switches at any time during the approach and landing phase.
This illustration shows the Flight Mode Annunciator (FMA) displays
for the
Autoland Mode.
The flight mode annunciator displays LAND ARMED with the flight
mode Annunciator enabled, approach push button engaged, and no
DUAL LAND, No SINGLE LAND, and no NO LAND logic. With land
armed and 10 seconds below 1500 feet, the flight mode
Annunciator displays DUAL LAND with autopilots 1 and 2 engaged,
valid, all 4 channels in DUAL LAND with 3 hydraulic systems
available..
. The FCC incorporates angle‑of‑attack schedules corresponding to the
12
If the systems cannot do a DUAL LAND, it goes to SINGLE LAND. The
flight Mode annunciator displays SINGLE LAND with both channels of
autopilot 1 or 2 valid, engaged, in single land, with 2 of 3 hydraulic
systems available. If the system cannot do a SINGLE LAND, it goes to
APPCH ONLY. The flight mode annunciator displays APPCH ONLY
with glideslope engaged, localizer engaged, a NO LAND from both
flight control computers (FCC), and a no DUAL LAND or SINGLE
LAND.
Go-around
The go‑around mode provides autopilot and/or flight director commands
to maneuver the aircraft during a climb out from a balked landing. The
autopilot go‑around mode and parallel rudder is engaged by pressing
either GA switch below 2500 feet radio altitude with slats in landing
configuration or flaps extended more than 3 degrees. Pressing either
GA switch with a clean wing configuration selects only the GA thrust
limit.
Engaging the autopilot above 100 feet AGL with the flight directors
already in go‑around sets the autopilot pitch and roll go‑around mode
and engages the yaw axis parallel rudder mode.
Pitch windshear control compensation is provided if the autopilot is in
the go around mode when the windshear warning is active.
The flight director go‑around mode is manually engaged by pressing
either GA switch below 2500 foot radio altitude, independent of the flight
director shut off switch status and provides go‑around guidance (or
windshear guidance if windshear warning is active).
When this mode is engaged, the AFS provides commands to maneuver
the aircraft to capture and maintain the go‑around speed within +5.0,
‑2.0 knots of the existing speed.
go around reference speeds at any flap/slat configuration.
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 AUTOLAND MODE: NOSE DOWN AND ROLLOUT, & GO-AROUND

RO

RO

GA

ATA 22
 MODULE CHECK LIST

 MD-10/11 AUTOLAND MODE OVERVIEW

 DESCRIPTION

 OPERATION

 TR0UBLESHOOTING AND TESTING

ATA 22
 AUTOLAND MODE: DESCRIPTION

The Automatic Flight System (AFS) is a part of the automatic

and manual control systems for the aircraft. The system
computes the inputs from:

1. The airframe and navigational sensors

2. The air data source
3. The flight management system
4. The full authority digital control units (MD-11) or engine
N1 sensors (MD-10)
5. The manual sources.

This process supplies output signals to show on the Electronic

Instrument System (EIS) display units. This process also
supplies output signals to control the electro-hydraulic valves
and electro-hydraulic actuators for pitch, yaw, and roll surface
movement.

The AFS is made up of the following components:

1. Flight Control Computers (FCC)

2. Autoflight System Control Panel (AFSCP) (overhead)
3. flight Control Panel (FCP) (glareshield)
4. Control Wheel Sensors (CWS) (MD-11 ONLY)
5. Dual Autothrottle Servo Actuator (A/T)
6. Flight Control Surface Actuators.

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 AUTOLAND MODE: SYSTEM DESCRIPTION

RUDDER ACTR (2EA)

AFSCP

GCP

MCDU (3EA)
AILERON ACTR (4EA)

FCC (2EA)

THRUST MODULE/ATS SERVO

CWS
SENSOR

AP DISC
SW ELEVATOR ACTR (4EA)
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 AUTOLAND MODE: DESCRIPTION

The MD-11 Automatic Flight System (AFS) is a part of the automatic The AFS controls these functions:
and manual control systems of the aircraft.
1. Yaw damp/Turn coordination
The AFS computes inputs from: 2. Auto pitch trim
3. Horizontal-stabilizer motion warning
1. The airframe sensors 4. Elevator load feel
2. The navigational sensors 5. Supplies the flap limits
3. The air data sources 6. Stall warning
4. The Flight Management System. 7. Auto ground spoilers
8. Autothrottle
The Automatic Flight System sends outputs to electro-hydraulic 9. Autopilot/Flight director
actuators for control of the pitch, roll, and yaw axes. Other sources 10. Supplies the altitude alert
supply input signals to the Flight Control Computer (FCC) and the
11. Windshear Alert and Guidande (WAGS)
Flight Mode Annunciator. Engine inputs come from the Full Authority
Digital Electronic Control Units (MD-11) or N1 sensors (MD-10). 12. Flight mode annunciation.
13. Longitudinal stability augmentation (MD-11 ONLY).
The AFS system components are: 14. CAT II down to a decision height of 100 feet and a
Minimum Runway Visual range of 1200 feet.
1. The Autoflight System Control Panel (AFSCP) 15. CAT III Fail Passive and Fail Operational Autoland with
(overhead) with Rollout with Alert Height (AH) of 100 feet and no
2. The Autoflight Control Panel (ACP) (glareshield) Decision Height (DH).
3. The Flight Control Computers (FCCs)
4. The Duplex autothrottle Servo
5. The Control Wheel Steering-Force Transducer
Assemblies.(MD-11 ONLY)

Signal information from these components control the aircraft and

supply displays to the Electronic instrument System for manual flight
guidance.

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 AUTOLAND MODE: DESCRIPTION
DISPLAY UNITS

PFD ND EAD SD ND PFD

IRUs SPEAKERS
CAWS AMUs
DEUs CFDIU
CADCs
HEADSETS

FLAP,SLAT, GEAR POS.,

CONFIG ANGLE OF ATTACK, HORIZONTAL
SENSORS SURFACE POS LVDTs STABILIZER
SPOILER SYNCHROS
FMC 1
R/A
FADECS
FADECS
MMRs FADECS (3)

FMC 2

FCC 1 ELEV ACTRS 4EA

GCP THRUST MODULE/ ATS SERVO

CWS SENSORS
FCC 2

MCDU

AFSCP AIL ACTRS 4EA

RUDDER ACTRS (2) ATA 22

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 MODULE CHECK LIST

 MD-10/11 AUTOLAND MODE OVERVIEW

 DESCRIPTION

 OPERATION

 TR0UBLESHOOTING AND TESTING

ATA 22
 AUTOLAND MODE: OPERATION
This illustration shows the autoland request operation.
The autoflight system provides automatic fail operational/fail
passive landing modes. Aircraft operation is the same in both
cases. The absence of land mode availability, based on the
available system redundancy, shows on the on the primary
flight display (PFD) and on the system display in the
miscellaneous page. The PFD flight mode annunciator land
status annunciations are:
1. DUAL LAND annunciated from land engage to the alert
height shows the system is fail operational (fail
operational for first failure, fail passive for second
failure)
2. SINGLE LAND annunciated after land engage shows
the system is fail passive
3. With APPR ONLY annunciated, system redundancy is
not sufficient to ensure fail passive reaction to a fault.
Push the APPR/LAND push button on the flight control panel
to arm the automatic landing modes with the autopilot in any
lateral or vertical control mode except takeoff or go-around
and a valid localizer signal. LAND ARMED shows on the
primary flight display unit roll window.
LOC shows in the flight mode annunciator roll control window
after localizer beam capture. This shows the aircraft is
controlling to the localizer beam. LAND ARMED moves to the
altitude armed window after localizer beam capture.
20
The altitude window displays G/S (glideslope) when
the aircraft has intercepted and is controlling to the
glideslope beam. At 1,500 feet radio altitude, the flight
control computers do a preland test and send a dual
land request to the Electrical Power Control Unit
(EPCU). The electrical power control unit splits the AC
bus, the DC buses and then sends a land power on
verification back to the flight control computers. DUAL
LAND engages and shows (green):
1. 10 seconds after descending below 1,500 feet
radio altitude
2. The aircraft has stabilized on both the
glideslope
and the localizer beams
3. The required redundancy is available. The flight
control computers receive the electrical power
control unit verification.
Otherwise, SINGLE LAND (while) engages and shows
in the altitude window. Engage the autopilot above 500
feet when the aircraft is tracking the instrument landing
system beam in the flight director approach mode and
the autopilot engages into the dual land (or single land)
mode.
Land mode provides autopilot parallel rudder control
actuation, with increased rudder control authority, to do
the align, rollout, and yaw damper functions.
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 AUTOLAND MODE: OPERATION

LAND ARMED

ATA 22
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 AUTOLAND MODE: SYSTEM AND COMPONENTS REQUIREMENTS

If a cross wind is present, a forward slip runway alignment 14. Four wheel speed transducer units.
maneuver initiates at 150 feet radio altitude to remove any existing 15. Two full authority digital electronics units (MD-11 Only).
crab angle. The rudder removes the crab angle and the up-wind
wing lowers to maintain the localizer beam center. The maximum
The autopilot requirements for SINGLE LAND (fail passive) are:
bank angle at touchdown is 5 degrees.

1. One flight control computer

Flare mode initiates at about 50 feet radio altitude. The autopilot
commands flare path and the autothrottles control to the retard 2. One instrument landing receiver
schedule until they reach the all limit. After touchdown, a nose 3. Two radio altimeters for engagement, then one may fail
lowering mode reduces the pitch attitude from That required for flare 4. Two inertial reference sources
to the attitude required for nosewheel touchdown. 5. Two Air Data Sources
5. Two elevator actuators
The autopilot automatically switches to rollout at main wheel spin-up 6. One rudder actuator
and below 7 feet radio altitude. Rudder control maintains the 7. Two aileron actuators
localizer runway track.
8. One glareshield control panel (one Channel (A or B)
9. One autoflight system control panel
The autopilot requirements for DUAL LAND (fail operational for first
10. Two glideslope antenna relays (MD-11 ONLY)
failure and fail passive for second failure) are:
11. Four wheel speed transducer units.
1. Two Flight Control Computers (FCCs)
The autopilot requirements for APPROACH ONLY (system
2. Three instrument landing receivers (2 ON MD-11)
redundancy is not sufficient to make sure fail passive reaction
3. Three radio altimeters (2 ON MD-11) to a fault) are:
4. Three inertial reference sources
5. Two air data sources 1. One flight control computer
6. Two rudders (both A and B channels) 2. Two instrument landing receiver (MMR), (one on MD-
7. Four elevator actuators 11)
8. Four aileron actuators 3. One radio altimeter
9. One glareshield control panel (both channels A & B) 4. Two inertial reference sources
10. One autoflight system control panel (AFSCP) 5. One Air Data source
11. One electrical power unit 6. One elevator actuator (inboard)
12. Two glideslope antenna relays (MD-11 ONLY) 7. One aileron actuator (inboard)
13. One autothrottle servo 8. One glareshield control panel (one channel A or B)
9. One autoflight system control panel. (AFSCP)
ATA 22
 AUTOLAND MODE: SYSTEM AND COMPONENTS REQUIREMENTS
FCC-1 BACK-UP PWR
BATT DIR DUAL LAND EPCU
INTLK RELAY
FLIGHT CONTROL PANEL
(FCP)

FCC 1 LAND ARMED

LAND ARMED
GS

FCC 2

DEU 1, 2, & 3
PFD

ATA 22
 AUTOLAND MODE: GS ANTENNA SWITCHING & TUNE/TEST INHIBIT
The flight Control Computers (FCCs) provide the necessary logic
to engage the Autoland mode. If the logic given below occurs in
each FCC both FCCs will engage in the Autoland Mode:
1. The autopilot (AP) is on (active) in the local Channel
(CHNL) Central Processing Unit (CPU) and the cross
CHNL
CPU has the logic given below:
a. The AP or Flight director (FD) is active and
b. A correct (valid) Instrument Landing System (ILS)
Frequency (FREQ) is available and
c. The Glareshield Control Panel (GCP) APPR/LAND
button is pushed.
2. The Radio Altitude (RA) is more than 500 feet before
steps 1a, b and c are achieved.
3. Wheel spin-ups are valid (checked during the
Take-Off (T/O) mode):
a. must have at least one wheel spin-up on each side
b. Must have spin-up above 80 knots and during
rotation.
4. The ILS antenna Switching Relays have switched to
the nose landing gear antenna (MD-11 ONLY)
5. The Glideslope (G/S) and Localizer (LOC) signals have
been tracked for ten seconds, when the RA is less than
1500 feet. When the G/S and LOC signals have been
tracked below 1500 feet RA for ten seconds the FCCs
command the conditions given below:
a. FCCs signal the Electronic Power Control Unit (EPCU) to
engage dual land power (isolate the generators, AC
and DC buses from parallel configuration)
b. FCCs signal the ILS/MMR Receivers (RCVRS) to engage
ILS TUNE/TEST INHIBIT (inhibits a change in the
ILS FREQ or an ILS test)
6. The aircraft has been aligned with the runway for five
(5) seconds.
7. 3 IRUs are valid
8. All Radio Altimeters (RAD ALTs), (three on the MD-10) are
valid
and comparisons all agree. (two R/A VALID
ONLY on MD-11).
9. The Continuous Time Magnitude Monitor Test (FCC internal
tests)
are valid.
The FCCs annunciate DUAL LAND (green in color), SINGLE LAND
(white in color) or APPR ONLY (amber in color) on the Flight Mode
Annunciation (FMA) altitude control window on the Primary flight
Display (PFD).
1. DUAL LAND procedures are the Category (CAT) IIIB Auto
Pilot Autoland Mode engaged (fail operational)
2. SINGLE LAND procedures are the CAT IIIA Auto Pilot
autoland Mode engaged (fail passive)
3. APPRCH ONLY procedures are Autoland Mode is not
available but the AP LOC and G/S signals are
captured.
ATA 22
 AUTOLAND MODE: GS ANTENNA SWITCHING & TUNE/TEST INHIBIT

TUNE/TEST INHIBIT

TUNE/TEST INHIBIT

ATA 22
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 AUTOLAND MODE: ILS/LOCALIZER ARM, CAPTURE, AND TRACK

This illustration shows the primary controlling signals which enable The localizer capture criteria establishes the point when the
the FCCs to arm, capture, and track the localizer beam. damping command path magnitude is becoming larger than the
error command patch magnitude, and in the opposite direction.
In the localizer mode, the FCCs provide the servo commands to the A localizer displacement error less than 500 feet and a localizer
aileron actuators to capture and track the beam. displacement rate less than 25 feet per second satisfies the
capture criteria.
The instrument landing system receiver sends localizer deviation through
A bank angle limiter. The maximum output of this limiter is 30° degrees or localizer track, a roll error command (derived from the
localizer capture, 10 degrees for localizer track down to 200 feet, and 5 estimated localizer displacement) and a damping command
degrees for localizer track below 200 feet. This signal is summed with (derived from the localizer displacement rate) together control
the roll angle and send it through a 20 degree limiter to command the the aircraft to track the localizer beam center. The roll
Aileron actuator to move. commands sensitivity to the localizer beam is one-half of a
degree roll per degree of heading error.
This illustration shows the logic necessary to capture and track the
localizer. It also shows the data that makes up the signals for aileron The damping command tends to turn the aircraft parallel to the
movement to follow the localizer beam. beam and the error command tends to turn the aircraft
perpendicular to the beam. At the capture point, the damping
Select the localizer mode to arm the land or localizer mode. Capture command is greater, As the aircraft turns parallel to the beam,
initiates automatically with the localizer mode armed, the localizer valid, the damping command diminishes. The runway course
and capture criteria is satisfied. alignment error and the error command become more
significant, thus maneuvering the aircraft in an exponential
fashion toward and along the beam center.
Localizer capture controls the aircraft to the localizer beam center.
Localizer always results in roll attitudes that turn the aircraft toward the
Localizer track is when the localizer beam center displacement
runway. Localizer track, automatically initiated with localizer capture
error is less than 240 feet and the localizer displacement rate is
completed, keeps the aircraft on the localizer beam center.
below 12 feet per second and both the commanded roll angle
and the actual roll angle are below 3 degrees.
Localizer capture is smooth and stable at ranges from 4 nautical miles up
to 40 Nautical miles from the runway threshold and at airspeeds up to
1.5 Vs. The maximum roll rate during the capture maneuver does not
exceed 5 +/ 1 degree per second and the maximum bank angle does not
exceed 30 degrees. Localizer mode engage logic minimizes the
possibility of false captures. Localizer beam capture is accomplished at
any intercept angle up to 90 degrees from the selected runway heading
from either side of the beam. Capture at intercept angles greater than 90
degrees is possible, but some performance degradation of overshoot
requirements is allowed.
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 AUTOLAND MODE: ILS/LOCALIZER ARM, CAPTURE, AND TRACK

FCC 1 OR 2

PFD
ADIRU/IRU

AILERON ACTUATORS
MMR
FCC

GCP
GCP ATA 22
27
 AUTOLAND MODE: GLIDESLOPE BLOCK DIAGRAM

This illustration shows the primary controlling signals which enable
the FCCs to arm, capture, and track the glideslope beam.
In the glideslope mode, the FCCs provide the servo commands to
the elevator actuators to capture and track the glideslope beam.
Glideslope deviation is the pitch command error. This signal is sent
through a -10 degree and +25 degree limiter. The resulting signal is
summed with the pitch angle from the inertial reference unit and sent
through another limiter. This limiter limits signal to +18 degrees up or -
16 degrees down. The output of this second limiter is used to
command the elevator actuator to move.
Glideslope capture is accomplished within performance limits from
either above or below the glideslope center line at any intercept angle
up to 3 degrees. The maximum normal acceleration during the
Glideslope capture maneuver does not exceed 0.05g. AFS design
requires localizer capture before glideslope capture. Glideslope track
initiates when the aircraft is stabilized on beam center.
• Glideslope deviation, blended with inertial vertical speed, radio
altitude, ground speed, and vertical acceleration make up the pitch
command error. This command error adds to the pitch predict
command (used as a lead when the eventual position can be
predicted) and pitch command damping (used to smooth out the flight
path) for pitch command. Add pitch command, changed by pitch
command integral and pitch forward path integral (used to eliminate
steady state errors) is autopilot theta command. Subtract the pitch
angle and pitch attitude rate from the autopilot theta command for the
elevator command. Change the autopilot elevator command with
pitch forward path integral (used to eliminate steady state errors) for
autopilot elevator command 1B. Add pitch trim compensation to the
autopilot elevator command 1B for elevator command 1B

Gains for both localizer and glideslope track are adjusted to minimize
aircraft roll and pitch motions as well as control wheel/column activity
during the approach, and it is a function of radio altitude. Gain
changing or switch of signals does not cause an aircraft acceleration
greater than +/ 0.05g.

As the aircraft intercepts the glideslope beam, with the aircraft on

localizer track, glideslope captures. The flight control computer then
commands the elevators to move and the aircraft moves onto the
glideslope beam. Glideslope track initiates when the aircraft is on the
beam center. The aircraft then follows the glideslope beam down to
the flare mode.

ATA 22
28
 AUTOLAND MODE: ILS/GLIDESLOPE, ARM, CAPTURE, AND TRACK

-10° TO +25° -16° TO +18°

FCC 1 OR 2

ADIRU/IRU

MMR
FCC

ELEVATOR ACTUATORS

GCP ATA 22
29
 AUTOLAND MODE: ELECTRICAL POWER ISOLATION

The Flight Control Computer (FCC) can supply an automatic

redundant landing mode through roll out. When the auto flight
system starts the land mode, the electrical power control unit
isolates the electrical busses. The power from the generators
then goes directly to the related buses to prevent an interruption
in a land mode. The AC and DC bus tie contacts open and slay
open until the land mode of the automatic flight system stops.

When the glideslope captures and the aircraft goes below 1500
feet for 10 seconds, the land mode makes an APPROACH ON
COURSE signal. A signal to start the flare mode (ACTIVATE
FLARE MODE) or to lower the nose (ACTIVATE NOSE
LOWERING) replaces the GLIDESLOPE TRACK signal.

The APPROACH ON COURSE and the autopilot A/P ACTIVE

signals make the logic to close the dual land interlock relay. The
interlock relay makes a power isolation request to the Electrical
Power Control Unit (EPCU). The APPROACH ON COURSE
signal also makes logic to stop (inhibit) the TUNE or TEST
operations in the instrument landing system radios(ILS).

The electrical system controller sends a dual land power on (DL

PWR ON) signal to the flight control computer.

After the aircraft landing, the electrical power stays isolated until
the autopilot disengages.

ATA 22
30
 AUTOLAND: ELECTRICAL POWER ISOLATION & TUNE/TEST INHIBIT

ATA 22
31
 AUTOLAND MODE: LAND ENGAGE FCC-1 LOGIC DIAGRAM
This illustration shows the logic necessary for land engage. 400 feet or land engage-1A.
d. Instrument landing system 1 or 2 valid.
The autoflight system provides automatic fail operational/fail passive e. Nose landing gear glideslope 1 or 2 engaged.
landing modes. Aircraft operation is the same in both cases. Dual land f. Approach on course for 10 seconds.
is fail operational (fail operational for first failure, fail passive for second 2. Autopilot active.
failure) and single land is fail passive. 3. An OR gate output that includes:
a. Longitudinal stability augmentation system 1A on
The requirements for land engage are: b. Yaw damper 1A on
c. Minimum decision height select not
1. The autopilot is active and approach push button engage d. Two radio altimeters valid
2. Three inertial reference sources valid for dual land (Two for e. Autopilot request latched
single f. Single land available includes:
land) 1) Single land available 1A and single land
3. Three (one for single land) instrument landing systems valid available 1B or single 1 and 1A. Single land
(2 FOR MD-11) and one nose landing gear antenna (MD-11 available 1A includes:
ONLY) a) An AND gate output:
4. Radio altitude is greater that, 100 feet and valid (three radio i. Wheel disconnect 1A not. or autopilot
altimeters for dual land) and two for single land engagement. valid 1A
(2 FOR MD-11). After single land engages, one radio altimeter ii. Wheel spin-up valid
can fail) iii. Minimum decision height select not
5. Four longitudinal stability augmentation systems for dual iv. Built-ln-Test (BIT) fail not
land (two
b) One localizer valid
on the same flight control computer for single land)
c) One glideslope deviation valid
6. Four yaw dampers engaged for dual land (two for
d) Two inertial reference sources valid
single land)
e) Two radio altimeters valid
7. Approach on course set for 10 seconds
2) Single land-1A output includes:
8. The ailerons are in a non-deflected configuration
a) Land engage-1A
9. The other channel agrees.
b) Localizer deviation valid
c) One radio altimeter valid
This illustration shows the logic for FCC-1 channel A. Channel B and
FCC-2 logic is the same as FCC-1 channel A. The gate in the lower d) One inertial reference source is valid
right hand corner has an output labeled LAND ENGAGE 1. To get this e) Single land available
output you need: f) Either dual land-1A or dual land is available
1. An AND gate output that includes: with radio altitude greater than 400 feet.
a. Autopilot (AP) valid-1A
b. autopilot (AP) valid-1B ATA 22
c. Approach push button engage-1 and radio altitude greater
32than
 AUTOLAND MODE: LAND ENGAGE FCC-1 LOGIC DIAGRAM

ATA 22
33
 ROLL CWS AND AUTOPILOT ENGAGE LOGIC DIAGRAM

INTRODUCTION

Electrical control of the aileron actuator assemblies is available during
the autopilot (AP) mode of operation. The first up Flight Control
computer (FCC) controls one inboard aileron during cruise flight in the
AP mode. The outboard ailerons receive position commands in the
Take-off (TO) or Go-Around (GA) and Land modes of operation.
NORMAL OPERATION (AUTOPILOT ENGAGE)
Gate 4 looks for the AP ENGAGE and the FCC-2 FIRST UP logic 1 to
operate. The gate 4 logic 1 output lets gate 5 turn on gate 6. The gate
6 logic 1 output and the AP VALID logic 1 turn on gate 7, which
energizes the electronic switch. Now 28 VDC goes to the Right Inboard
Aileron Actuator (R INBD AILERON ACTUATOR) Solenoid-Operated
Shutoff Valve.
17 turns on when gate 16 outputs a logic 1 and the A/P VALID is high.
Now 28VDC goes to the Left Outboard Aileron Actuator (L OUTBD
AILERON ACTUATOR) Solenoid-Operated Shutoff Valve. Channel A
supplies the path to ground. gate 8 looks for the ROLL G/A MODE
ENGAGE-2A or the ROLL T/O MODE ENGAGE-2A logic 1 to turn on.
A logic 1 from gate 4 and gate B will turn on gate 9. Gate 10 looks for a
logic 1 from gate 9 or from the LAND ENGAGE. gate 11 will energize
the electronic switch if the A/P VALID and gate 10 output is high. The
Inboard and Outboard Actuators will operate through control signals
from the FCC.

The A/P ENGAGE logic 1 in channel B turns on gate 13. The gate 13
logic 1 and the AP VALID logic 1 turn on gate 14. Now the 28VDC has
a path to ground. The Right Inboard Actuator will now operate through
aileron commands from the FCC.

NORMAL OPERATION (GA, TO ,LAND)

The outboard actuators operate if the aircraft is in the GA, TO, or land
modes. Gate 15 looks for the ROLL G/A MODE ENGAGE-2B or the
ROLL T/O MODE ENGAGE or the LAND ENGAGE logic 1 to turn on.
The gate 15 logic 1 and the A/P ENGAGE logic 1 turn on gate 16. Gate

ATA 22
34
 ROLL CWS AND AUTOPILOT ENGAGE LOGIC DIAGRAM

ATA 22
35
 AUTOLAND MODE: YAW ALIGN BLOCK DIAGRAM

This illustration shows the primary controlling signals for

the align mode.

The autopilot engages into the align mode at 150 feet

radio altitude with land engaged if the flight control
computer is not in roll go-around mode or roll runway
rollout mode. The align mode provides roll commands to
maintain the localizer beam center and to align the
aircraft to the runway heading.

The align mode provides servo commands to the rudder

actuators to align the aircraft with the center of the
runway. At touchdown the alignment error is less than 3
degrees. Align uses a forward slip movement to make
allowance for lateral drift due to crosswinds.

Yaw align mode engages at 150 feet radio altitude in

Land mode. The purpose of the align mode is to eliminate
any crab angle caused by crosswinds during landing.

The difference between magnetic heading and track

angle (runway heading) at align engage, limited to 10
degrees, is the align rudder command. Send this signal
through a 23 degree limiter to command the rudder
actuator to move.
Align mode stays active until the aircraft is less than 7
feet above ground level and the FCCs detect aft main
wheels spin-up.

ATA 22
36
 AUTOLAND: YAW ALIGN MODE

IRU/ADIRU

RUDDER ACTUATOR (2EA)

FCC (2EA)
RADIO ALTIMETER

ATA 22
37
 AUTOLAND MODE: AUTOLAND ENGAGE

This illustration shows the primary controlling signals

required for roll control during the align mode of operation.

The autopilot engages into the align mode at 150 feet

radio altitude with land engaged if the flight control
computer is not in roll go-around mode or roll runway
rollout mode. The align mode provides roll commands to
maintain the localizer beam center and to align the aircraft
to the runway heading.

The align mode provides servo commands to maintain the

localizer beam center and to align the aircraft to the runway
heading.

Roll Align mode engages at 150 feet radio altitude in land mode.

The instrument landing system receiver sends localizer

deviation through a 5 degree bank angle limiter. This signal is
summed with the rudder align command, and it is used to hold
the runway heading and roll angle. It is then sent through a 20
degree limiter to command the aileron actuator to move.

ATA 22
38
 AUTOLAND: ROLL-ALIGN MODE

5° BANK LIMIT 20° LIMITER

FCC

IRU/ADIRU (3EA)

MMR 2 OR 3 EA

FCC (2EA) AILERON ACTUATORS (4EA)

ATA 22
39
 AUTOLAND FLARE MODE

This illustration shows the primary controlling signals

required for the flare mode.

In the flare mode the autopilot decreases the rate of

descent. This starts at a specified radio altitude of 50 feet
so that at touchdown, the rate of descent is less than 5
feet per second. Changes in rate of descent are smooth.

With glideslope captured, radio altitude less Than 50 feet,

the autopilot engaged, and approach engaged, the flare
mode provides servo commands to control the aircraft to
fly a fixed trajectory. The flare mode commands a gradual
nose up command throughout the movement. The flare
mode reduces the radio altitude rate from a -12 feet per
second at flare engage to a -2.5feet per second at
touchdown.

To enable the flare mode, algebraically sum the flare

altitude command to the radio altitude. Algebraically sum
the radio altitude rate with the flare altitude rate command.
Then sum the two outputs for pitch command error. Send
this error through a limiter. This limiter’s upper limit is a 9.5
degrees minus pitch angle times 2, and the lower limit is -
1.5 degrees. Sum this signal with the pitch angle and send
it through a limiter. This limiter limits the signal to +26
degrees up or -16 degrees down. The output of this limiter
commands the elevator actuator to move.

ATA 22
40
 AUTOLAND: THROTTLE RETARD MODE

ATA 22
41
 AUTOLAND FLARE MODE

FCC

ADIRU/IRU
(2EA)

FCC (2EA)

ELEVATOR ACTUATORS
RADIO
(4EA)
ALTIMETER (2EA)
GCP

ATA 22
42
 AUTOLAND NOSE LOWERING MODE

This illustration shows the primary controlling signals required for the
nose lowering mode.

At touchdown a constant pitch down command brings the nose down

for rollout.

With wheel spin-up and radio altitude less than 7 feet. nose lowering
engages.

A -2 degrees per second nose down command error. This pitch

command error is sent through a -10 to 25 degrees pitch angle limiter.
Algebraically sum this signal with the pitch angle , and send it to a +18
degrees up of -16 degrees down limiter. The output of this limiter
commands the elevator actuator to move.

The nose lowering mode starts at touchdown of the main landing gear
(wheel spin-up). At wheel spin-up the autopilot reduces the nose-
up attitude at a pitch rate of -2 degrees per second. After
nose gear touchdown the autopilot applies a nose down
command to keep firm contact with the runway during the
rollout mode.

ATA 22
43
 AUTOLAND NOSE LOWERING MODE

ANTI-SKID
UNIT

WHEEL
SPIN-UP

FCC

R/A

ADIRU/IRU
(3EA)

FCC (2EA)

ANTI-SKID
UNIT ELEVATOR ACTUATORS
(4EA)

RADIO ALTIMETER (2EA)

ATA 22
44
 AUTO LAND ROLLOUT MODE

This illustration shows the roll command for the ailerons during the
runway rollout mode of operation.

The Roll rollout mode provides servo commands to level the wings
and null the aileron command.

Roll rollout mode engages at wheel spin-up and a radio altitude of less
than 7 feet.

The autopilot engages into the roll runway rollout mode at wheel spin-
up and less than 7 feet radio altitude with land engaged. Rollout
disengages the align mode.

Roll rollout is a wings level command. The system bleeds off the
existing aileron surface command at touchdown to zero at 2 degree
per second through the aileron predict path.

At touchdown the existing aileron command bleeds off to zero at 2

degrees per second. It is send to a 20 degree l miter to command the
aileron actuator to move to level the wings.

Roll runway rollout removes from the aileron command:

1. The localizer deviation

2. The localizer displacement
3. The localizer displacement rate
4. The roll predict command.

Go-around disengages the roll runway rollout mode.

ATA 22
45
 AUTOLAND: (ROLL CHANNEL) ROLLOUT FUNCTION

MMR
(2 OR 3 EA)

RAD ALT
(2 OR 3 EA)

AILERON ACTUATORS (4EA)

FCCs (2EA)
MMR
(2 OR 3 EA)
ATA 22
46
 AUTOLAND: YAW ROLLOUT MODE

This illustration shows the primary controlling signals required for the
rollout mode.

The rollout mode provides servo commands to drive the rudders and
align the aircraft with the center of the runway.

Yaw rollout mode engages when roll rollout mode engages. Roll rollout
mode engages with wheel spin-up and less than 7 feet radio altitude.

Localizer displacement is the estimated lateral displacement error of

the aircraft position versus the desired flight path during the landing
approach. Localizer displacement rate is the estimated lateral distance
error rate of the aircraft from the desired flight path during the landing
approach.

Localizer displacement and localizer displacement rate is algebraically

summed to generate the rollout rudder commands. This signal is sent
through a 23 degree limiter to command the rudder actuators to move
and keep the aircraft in the beam /runway center.

ATA 22
47
 AUTOLAND: YAW ROLLOUT MODE
IRU/ADIRU

LOCALIZER BEAM YAW

RATE RATE

-
+
+
ILS RECEIVER
A/C MAG HDG
& RWY CRS/TK

IRU/ADIRU

MMR
(2 OR 3

FCC (2A) RUDDER ACTUATOR (2A)

ATA 22
48
 MODULE CHECK LIST

 MD-10/11 AUTOLAND MODE OVERVIEW

 DESCRIPTION

 OPERATION

 TR0UBLESHOOTING AND TESTING

ATA 22
 AUTOLAND MODE: AUTOLAND ENGAGE

This illustration shows the autoflight alerts for the miscellaneous The NO AUTOLAND message shows That neither
page. flight control computer is capable of autoland.

The flight control computer software finds the subsystem faults

in the subsystems that the software controls. Signal tests and
program monitor operations find faults and make alerts.
The; AUTOPILOT SINGLE message shows the failure of one
flight control computer. Only one computer operates to supply
all subsystem operations.
The STALL WARN FAIL message shows the failure of three (on
the ground) or four (in the air) of the stall warning channels for
the flight control computers.
The MANUAL G/A ONLY message shows the failures of the
autopilot go/around mode for the flight control computer.
The STALL WARN FAIL and WSHEAR DET FAIL
alerts show on the engine and alert display. The
other alerts show as a flashing MISC on the engine
and alert display.
Push the cue switch/light on the systems control
panel to reset the alert. Autoflight alerts show on the
miscellaneous page of the systems display unit so
that you can see the alerts after you have reset the
alerts, or flashing reminder on the engine and alert
display.

The FD G/A ONLY message shows the failure of the autopilot The takeoff and land modes stop (inhibit) some
capability for go-around. The system still gives flight director alerts. Some failures do not stop the operation of the
commands for go-around. flight control computer.

The WSHEAR DET FAIL message shows the failure of the

windshear detection channel in the flight control computer that
is in operation (on line).

The SINGLE LAND message shows if one flight control

computer cannot do an autoland. The other flight control
computer is still capable of autoland.

The NO AUTOLAND message shows That neither flight control

computer is capable of autoland.

ATA 22
50
 AUTOFLIGHT SYSTEM ALERTS-MISCELLANEOUS PAGE

ATA 22
51
 AUTOLAND MODE: AUTOLAND ENGAGE

AUTOLAND RETURN TO SERVICE (RTS) MAINTENANCE

Usually, maintenance action is initiated on the MD-11 Autoland

function as a result of a pilot report which includes a Single Land or a
No Autoland alert. This alerts could occur with or without other alerts
when Autoland related Line Replaceable Units (LRUs) fail.

To quickly isolate a defective (faulted) Autoland LRU, It is

recommended that the first maintenance action should be a
Centralized Fault Display System (CFDS) “FAULT REVIEW” of the
Flight Control Computers (FCCs). The Fault Isolation Manual (FIM)
and the Aircraft Maintenance Manual (AMM) provide the
recommended procedures to identify and isolate the cause of the
Single Land or No Autoland Alerts.

The configuration of the LRUs in the Autoflight System design falls in

falls into three groups:

Group 1: LRU connected to FCC-1 and FCC-2. A faulted LRU in this

group will be shown in the fault record of the two FCCs.

2: LRUs connected to only one FCC or the other. A faulted

LRU in this group will show in only one FCC fault record.

3: Interaction LRUs, these LRUs interface with the FCCs but

cannot be fully identified as a group 1 or Group 2.

The Aircraft Maintenance Manual provides specific instructions on the

removal and replacement of the autoland LRU and the subsequent
RTS test procedures required to maintain the aircraft CAT III or return
the aircraft to CAT III after it has been downgraded. Refer to AMM
22-00-00-2-0, Table 1.

ATA 22
52
MCDU 1, 2, 3

ARINC 429
ARINC
429

FCC 1
ARINC 429
ARINC
429

ARINC 429

1. “MENU”
2. “CFDS”
3. “LRU MAINT”
4. “SELECT FCC
1 OR 2”
5. “SEL LSK FOR AFS
RTS OR ROLL
CHNL RTS”. ATA 22
MD-11 TROUBLE SHOOTING & TESTING

CFDS LRU MAINTENANCE

CFDS
CFDSLRU
LRUMAINTENANCE
MAINTENANCE
MENUMENU
CFDS INITIAL
1/6
3/6
2/6
<<<<<FMC
CFD
LRU1IU
ECU2A
ABSCU FAULTS
<ACT>
LAST FLIGHT STANBY
ADF-2
DEU >>
ECS-3>

<<<<ACARS
ACC-1
LRU-1
MAINTENANCE
ECU2B
CPC
F-PLN*
DME
EVM-1>
ASCU >>

<<<ACC-2
ECU3A
CPC -2 FAULT LIST
ACARS ATC-1-2>
DME
FCC-1 >

<<CFDS
ECU3B
DEU -1
ACC-3 FCC-2 >>
ECU1A
ATC-2
TO TRANSMIT A PAGE –
<<<SAT
EPCU
ADF-1
PRESS
DEU -2 P FOR PRINTER FDCU >>
ECU1B
BTMTP
MAINT
PRESS A FOR ACARS
<<<HUD
RETURN
RETURN LRU
LRUABBREVS
RETURN>>
ABBREVS

54 ATA 22
MD-10 TROUBLESHOOTING AND TESTING

CFDSCFDS
CFDS LRU
LRU INITIAL MENU
MAINTENANCE
MENU
MAINTENANCE
1/5
2/5
<<FMC-2
LAST FLIGHT
< ATC-2 <ACT>
ADF-1
< LRU FAULTS
STANDBY
DME-2
AIU-1 >>
F-PLN*
< LRU MAINTENANCE
ACARS AIU-2
EPCU >
< <ADF-2
CFDIU

<<ACARS
CPC-1FAULT LIST
<ADIR1 FCC-1 >>
AIU-3

<<<CFDS
AUTOPRINT
<ADIR2
CPC-2 FCC-2 >>
ASCU
PRESS P – PRINT PAGE
<ADIR3
< DME-1 ATC-1
FQGS>>
MAINT

<<<RETURN
RETURN
HUD LRU RETURN
LRUABBREVS>>>
ABBREVS

55 ATA 22
 MODULE CHECK LIST

 MD-10/11 AUTOLAND MODE OVERVIEW

 DESCRIPTION

 OPERATION

 TR0UBLESHOOTING AND TESTING

ATA 22