Instituto Politécnico Nacional

Escuela Superior de Ingeniería Mecánica y Eléctrica

Unidad Ticomán

Ingeniería Aeronáutica

Sistemas de la Aeronave

Profesor. Ing. Fernando Vázquez Paniagua

Ata 22 Autoflight
Cabrera Onofre Karina
Castañeda González Denisse
Chávez Ramos Oscar Odiseo
Corpus Miranda Carlos Yair
6AV4

Ciclo escolar 2021-2

 DIGITAL FLIGHT CONTROL SYSTEM (DFCS)
The digital flight control system (DFCS) does these functions:
* Autopilot
* Flight director
* Altitude alert
* Speed trim
* Mach trim.
* Autothrottle

The DFCS has a mode control panel (MCP), two flight control computers (FCC), and actuator inputs
to the flight control system. Each FCC can do all of the first five functions, but only FCC A has the
autothrottle function.

ELECTRONIC EQUIPMENT COMPARTMENT COMPONENT LOCATION

The integrated flight system accessory unit (IFSAU) is on the E1- 1 shelf. The flight control
computer (FCC) A is also on the E1-1 shelf. The FCC B is on the E1-4 shelf. The program switch
modules for FCC A and FCC B are also on the E1 rack.
MODE CONTROL PANEL

The mode control panel (MCP) supplies the interface between the flight crew and the digital flight
control system (DFCS).

The MCP does these functions:

* Engages the autopilot
* Turns on the flight directors
* Selects the operation mode
* Arms the autothrottle
* Controls parameter selection
* Displays data.

There are many switches, knobs, and push-buttons on the MCP that the crew uses to control the
FCC. There are also many displays to show selected parameter values.

FLIGHT CONTROL COMPUTER

The purpose of the flight control computer (FCC) is to get data inputs and calculate these
functions:
* Autothrottle function
* Autopilot commands
* Flight director commands
* Altitude alerts
* Speed trim commands
* Mach trim commands.

The input data is from the pilot through the

MCP and sensor inputs.

The FCC contains these components:

* Direct memory access (DMA) system
* Computer processing units (CPUs) 1 and
2
* Program memory
* Power supply.
CONTROL SURFACE POSITION SENSORS

Single and dual Synchro Sensor

A single synchro sensor has one synchro and only one output.

The stabilizer position sensor B is the only single synchro sensor. This sensor is not
interchangeable with the dual sensors.

A dual synchro sensor has two synchros with two outputs. The dual synchro sensors measure the
position of these control surfaces:
* Aileron
The aileron position sensor measures the movement of the aileron input torque tube. One output
of the sensor goes to the FCC A and the other goes to the FCC B.
* Elevator
The elevator position sensor measures the movement of the elevator lower input torque tube.
One output of the sensor goes to the FCC A and the other goes to the FCC B.
* Elevator neutral shift
The elevator neutral shift sensor measures the movement of the elevator feel and centering unit.
One output of the sensor goes to the FCC A and the other output goes to the FCC B.
* Spoiler 4 and 9
The spoiler position sensors measure the movement of spoilers 4 and 9. One output of the sensor
goes to the FCC A and the other goes to the FCC B.
* Stabilizer (sensor A).
The stabilizer position sensor A measures the position of the horizontal stabilizer. One output of
the sensor goes to the FCC A and the other goes to the flight data acquisition unit (FDAU).

These sensors are the same and are interchangeable.

AUTOPILOT ACTUATOR

The purpose of the autopilot actuator is to change electrical commands from the FCC into a
hydraulically controlled mechanical output.

There are four autopilot actuators on the airplane. They operate independently. Two actuators
control the ailerons and two actuators control the elevators. One aileron and one elevator
actuator receive electrical signals from the FCC A. These actuators get hydraulic pressure from
hydraulic system A. The other aileron and elevator actuator receives electrical signals from the FCC
B. These actuators get hydraulic pressure from hydraulic system B.
AUTOFLIGHT STATUS ANNUNCIATOR

The purpose of the autoflight status annunciator is to show these annunciations:

* Autopilot warning
* Autopilot disconnect
* Start BITE test
* Autothrottle (A/T) disengage
* Airspeed warning
* Alert messages on the FMC or an FMC fails.

The autoflight status annunciator has these

functions:
* Autopilot (A/P) system annunciations
* Autothrottle (A/T) system annunciations
* Flight management computer system (FMCS) annunciations

MACH TRIM ACTUATOR

As the airplane speed gets very fast, the center of lift moves aft and the airplane starts to nose
down. This is mach tuck. One purpose of the mach trim actuator is to trim the elevator at these
high speeds to raise the nose to correct for mach tuck. The other purpose of the mach trim
actuator is to move the elevator when the airplane is in the FCC controlled neutral shift region
(FCNSE). This region occurs when the flaps are not in the up position and either engine N1 is more
than 20%. This increases the elevator movement during takeoff.

An electric motor turns a gear train that causes the output shaft to move in and out. There is an
electric brake that holds the output shaft when the motor is not on. A synchro is on the gear train
and an electrical signal tells the FCCs the position of the output shaft.
DFCS - A/P WARNING LIGHTS

The red A/P warning light on the autoflight status annunciator (ASA) can flash red or stay on steady
red. The captain and the first officer red A/P warning lights are in parallel so they go on at the same
time.

Circuits that can cause the steady red A/P warning light are in these components:

 FCC A and FCC B

 Mode control panel (MCP)

The steady red light will come on if the stab out of trim warning is set and all of these conditions are
present:

 Airplane is in dual pitch mode

 The radio altitude is between 50 and 800 feet
 A/P G/S is engaged.

If the light is on when the airplane goes below 50 feet, it will stay on.

The light will also come on if the DFCS is in BITE or if the FCCs cannot operate together.

 Captain A/P disengage switch

 First officer A/P disengage switch

The A/T speed warning occurs if all of these conditions occur:

 Flaps are more than 0.5 degrees

 A/T MCP speed or A/T FMC speed is engaged
 Airplane is unsquat for more than 5 seconds
 Alpha floor is detected
 Dual monitors are active

FLIGHT DIRECTOR

These are the flight director (F/D) functions that the FCC does:

 F/D roll control

 F/D pitch control
 F/D commands bias out of view (BOV)
 Fault detection.

Changes between F/D modes do not cause unwanted F/D commands. Changes between the A/P
and F/D modes do not cause unwanted A/P or F/D commands.

The flight director comparator operates during these conditions:

 Takeoff mode and below 400 feet

 Go around mode and below 400 feet
  Approach mode and below 800 feet.

The MCP has two switches that turn on or off F/D A or F/D B. There is a master flight director
indicator light above each F/D switch. This light shows which FCC is the master FCC.

ALTITUDE ALERT

The FCCs compare baro-corrected altitude with the selected reference altitude on the mode control
panel (MCP). If the difference is within certain limits, the FCC causes an altitude alert warning.

Altitude Alert Function

If the airplane now climbs or descends more than 300 feet from the selected altitude, a one-second
aural warning occurs, and a flashing amber box shows around the airplane altitude display.

The visual warning stops for these conditions:

*Airplane returns to within 300 feet of the selected altitude

*You change the altitude on the MCP

*The airplanes is more than 900 feet from the selected altitude.

Loss of Baro-Corrected Altitude

If the baro-corrected altitude in both FCCs is invalid and the airplane is in the air, these events occur:

*The referenced altitude and its display on the MCP goes to 50,000 feet

*The visual warning display on the CDS flashes

*A single aural warning occurs.

The crew cannot change the selected altitude display, but if they turn the altitude select knob, the
visual warning stops. If one of the FCC baro-corrected altitudes becomes valid, the altitude alert
warning stops and the crew can change the selected altitude on the MCP.
THE SPEED TRIM

The speed trim system gives automatic stabilizer trim for positive speed stability during low-speed
high-thrust conditions. The speed trim is only operational when the autopilot is not engaged.

The air data inertial reference unit (ADIRU) sends these signals to the FCC for speed trim
calculations:

*Computed airspeed (CAS)

*Mach

*Inertial vertical speed

*Roll angle

*Angle of attack.

The speed trim controls the stabilizer to oppose any change of airspeed. An increase in CAS causes
a nose up trim command to the stabilizer. A decrease in CAS causes a nose down trim command to
the stabilizer. The signals from the stabilizer position sensors stop the commands when the stabilizer
moves the correct amount.

The speed trim fail annunciator on the flight control module will show when the speed trim function
in the FCC meets certain failure conditions.
The FCC supplies these signals to do the speed trim functions:

*Speed trim nose up

*Speed trim nose down

*Speed trim reference hold

*Speed trim warning.

THE MACH TRIM

The mach trim system moves the elevators to prevent a nose down maneuver at high speeds. This
occurs when the speed is between Mach 0.615 and Mach 0.84. The mach trim system also moves
the elevators to increase a nose up maneuver at takeoff.

The air data inertial reference unit (ADIRU) sends the mach value to the FCC. The FCC calculates
mach trim command signals. It sends the signals through the integrated flight system accessory unit
(IFSAU) to the mach trim actuator. The FCC calculates the mach trim signals anytime it receives
power. The mach trim actuator is on the elevator feel and centering unit. When the actuator moves,
it turns the feel and centering unit.

The mach trim fail annunciator on the flight control module shows when the mach trim function in
the FCC meets certain failure conditions.
The FCC supplies these voltages and calculates these mach trim signals to operate the mach trim
actuator:

*26v ac mach trim excitation power

*28v dc brake release power

*115v ac motor excitation power

*Mach trim command signals

*Mach trim select signal

*Mach trim warning signal.

Mach Trim Excitation Power

The FCC power supply gets 115v ac from the electronics bus and changes this to the 26v ac, 400Hz
position sensor excitation power.

If the FCC finds that the mach trim function is not good, it stores the failures in its BITE memory. It
also supplies a mach trim warning signal.

DFCS - TRAINING INFORMATION POINT - DFCS BITE PAGES

Maintenance action on the DFCS occurs only after the crew reports a problem in the flight log. The
report occurs when a failure on the airplane causes a flight deck effect, such as autopilot A
disengages. You use the built-in test equipment (BITE) with the fault isolation manual (FIM) to find
the problem.

The tests in the group may be divided into these three categories:

*Autotest

*Interactive
*Surface.

You use BITE fault isolation tests with the FIM to find out what is wrong with the DFCS for

Fault History by Flight Leg

The maintenance monitor (MM) stores records of inflight failures for the last 40 flights in non-
volatile memory. The BITE shows how many failures occured and what they were during each flight
legs.

Fault History by Flight Deck Effect

The BITE also groups all of the failures during the last 40 flights by type of fault.

BITE Library

You can do all of the library tests or you can select the tests that you want to do.

After you replace an LRU, you use the verification test to make sure it is valid. You use the verification
tests to do a check of the control surface rigging. You also use the verification tests to measure the
value of the sensors. These are the DFCS BITE verification tests:

*LRU replacement tests (group 30)

*Land verify test (group 49)

*MCP tests (group 70)

*Rigging tests (group 50)

*Sensor values.
 YAW DAMPER SYSTEM (YDS)

 Description
The yaw damper system keeps the airplane stable around the airplane yaw
or vertical axis. This keeps the movement yaw motion to a minimum and
makes the flight smoother.

 Components
Yaw Damper Engage Switch and Disengage Light

SWITCH:

We can engage the yaw damper system with a switch on

the flight control panel.

LIGHT:

For normal yaw damper operation, the light is OFF. The light is ON to show the yaw damper is not
engaged

Yaw Damper Indicator

The yaw damper indicator shows rudder movement due to SMYD 1

primary yaw damping commands.

It does not show rudder movement due to rudder pedal inputs.

ADIRU
The air data inertial reference units (ADIRUs) send inertial and air data to the SMYDs. The data
includes airspeed, attitude, yaw and roll rates, and accelerations.

Main Rudder PCU

There are two rudder PCUs, a main and a standby.

These PCUs are hydraulic actuators that move the rudder in response to pilot rudder pedal inputs.

The vertical stabilizer Works with:

1. Yaw damper solenoid valve

2. Yaw damper electro-hydraulic servo valve (EHSV)

SMYD
SMYD 1 uses this data for detection of yaw motion to calculate a command to move the
rudder in the opposite direction to decrease unwanted yaw motion of the airplane.

 Component Location
1. Engage Switch and Disengage Light: panel P5 forward above the Captain.

2. Yaw Damper Indicator: P2 panel

3. SMYD: SMYD 1 and 2 are on the E3-2 shelf in the electronic Equipment compartment.

4. Yaw damper solenoid valve and Yaw damper electro-hydraulic servo valve
(EHSV): These yaw damper components are on the main rudder PCU in the vertical
stabilizer
  Possible Failures
1. SMYD: When the SMYD has an internal failure a fault is recorded in fault history. Some
faults will cause the SMYD to have no outputs for the stall management and yaw
damper functions.

2. yaw damper components on the rudder PCU (ground test): move the rudder left, right,
and then to the zero position

3. sensors (ADIRU)

 Solution
Exactly there are no steps to fix in the manual, but the SMYD BITE will tell us the steps to be able
to repair any of the components that have failed.
 AUTOTHROTTLE
The autothrottle (A/T) function in flight control computer A (FCC A) uses data from airplane sensors
to calculate engine thrust. The A/T system controls engine thrust in response to mode requests from
the flight crew through the DFCS MCP and flight deck switches, and from the FMC. The A/T system
operates from takeoff to touchdown. The A/T is part of the flight management system (FMS) which
includes DFCS, FMCS, and ADIRU.

The autothrottle (A/T) function in flight control computer A (FCC A) receives inputs from airplane
systems, sensors, and flight deck switches to calculate and control engine thrust. Operator interface
with the A/T system is through switches on the thrust levers and the DFCS MCP.

A/T Interfaces The A/T receives digital data from these components to calculate servo motor rate
commands to control engine thrust:

 Mode control panel (MCP)

 Flight control computers (FCCs)
 Electronic engine controller (EEC)
 Flight management computer (FMC)
 Radio altimeter (RA)
 Stall management yaw damper (SMYD)
 Air data inertial reference system (ADIRS)
 Autothrottle servo motors (ASM).

SMYD (Stall Management Yaw Damper)- The stall management yaw damper (SMYD) sends
minimum operating speed data to the A/T for minimum speed floor control. The SMYD sends this
data to the A/T:

 Flap angle
 Minimum operating speed
 Flap up discrete
 Air/ground discret

Radio Altimeter- During approach, the radio altimeter (RA) sends radio altitude data to the A/T.
This data is used to arm the go-around mode below 2000 feet, and during Flare RETARD mode, to
retard T/Ls to idle for landing. The RA receiver/transmitters (R/Ts) send radio altitude to the A/ T.
The A/T uses this data to determine control law gains during approach and as a backup for flare
retard.

FMC (Flight Management Computer)- The FMC calculates thrust N1 limits and N1 targets for each
flight phase. The data goes to the DEUs. The FMC also sends N1 targets directly to the A/T. The
FMCs send this data to the A/T:

 N1 targets
 Gross weight
 Minimum speed
 FMC altitude
 Static air temperature
  FMC modes
 GMT/Date.
 BITE test information.

ADIRU (Air Data Inertial Reference Unit)- The ADIRUs send this data to the A/T:

 True airspeed
 Mach
 Barometric altitude
 Atmospheric pressure
 Static outside air temperature
 Inertial vertical speed
 Acceleration. The A/T uses ADIRU data when calculating T/L rate commands to set engine
thrust for precise thrust adjustments during changing flight conditions.

EEC (Electronic Engine Control)- The DEUs send FMC N1 targets to the EECs. The EECs use the data
to calculate equivalent TRA targets. The A/T uses the EEC TRA targets to set thrust during takeoff,
climb, and max thrust go-around. Each EEC channel sends this data to the A/T:

 Thrust resolver angle (TRA)

 N1 command indicated
 TRA for max forward idle
 Estimated corrected thrust
 TRA for actual N1

The A/T function in the FCC A receives and sends digital data and analog discretes to and from
system components, sensors, and switches. This section describes analog discretes. The A/T
function in flight control computer A (FCC A) receives digital data from system components and
sensors. The A/T function uses this data to make A/T modes active and to calculate thrust lever
commands.

MCP (Mode Control Panel)- The MCP sends this data to the A/T:

 Target mach
 Target airspeed
 Selected altitude
 Flight path angle rate
 Spoiler position (left and right)

Autothrottle Servo Motor (ASM) -The ASMs sends this data to the A/T for feedback: Servo status,
Measured rate and Measured torque.

Servo status is the current status of the ASM. Measured rate is the actual rate (deg/sec) that the
ASMs are moving the thrust levers. Measured torque is the actual torque that is being exerted to
move the thrust levers.
Forward Equipment Compartment Location. Autothrottle system. Autoflight B737
 F

Flight Compartment Component Location Autothrottle system. Autoflight B737

 CONCLUSIONS

In conclusion we can say that the autoflight system (ATA 22) is a system which works
together with the flight controls and the engines; and it is the result of the teamwork of
several on-board computers that provide relevant information and data for the correct
automatic handling of the aircraft, designed for all phases of flight.

Being a system that takes full control of the aircraft, it is essential that it have two computers
of each of those necessary to ensure proper operation and it also requires that it be a truly
intelligent system that can prevent and process data quickly and make decisions such as
consequence.