B767 200-300 BOOK 22 301 - Autoflight - Introduction

B767/22/301 Intro to Autoflight

Boeing 767-200/300

Introduction to Autoflight System Training manual

For training purposes only LEVEL 3

ATA 22

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This publication was created by Sabena technics training department, Brussels-Belgium, following ATA 104 specifications. The information in this publication is furnished for informational and training use only, and is subject to change without notice. Sabena technics training assumes no responsibility for any errors or inaccuracies that may appear in this publication. No part of this publication may be reproduced, stored in a retrieval system, or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without the prior written permission of Sabena technics training.

Contact address for course registrations course schedule information Sabena technics training [email protected]

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TABLE OF CONTENTS 1. AUTOFLIGHT CONTROL SYSTEM GENERAL...........................................6 1.1. FMCS/AFCS Systems...............................................................................6 1.2. Yaw Damper System...............................................................................8 1.3. Automatic Stabilizer Trim and Mach Trim..............................................10 1.4. Autopilot/Flight Director System............................................................12 1.5. Thrust Management Computer.............................................................14 1.6. Maintenance Monitor System...............................................................16 2. FLIGHT CONTROLS INTRODUCTION.....................................................18 2.1. Actuators and Servos............................................................................20 2.2. Flight Controls/Autoflight Interface.......................................................22 2.3. Hydraulic Distribution...........................................................................24 2.4. Hydraulic shutoff Valves Control and Indication.....................................26 2.5. Wing Shutoff Valves.............................................................................28 2.6. Tail Shutoff Valves.................................................................................30

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LIST OF ILLUSTRATIONS AUTOFLIGHT INTERFACE SIMPLIFIED....................................................................................... 23 AUTOPILOT FLIGHT DIRECTOR SYSTEM................................................................................... 13 AUTO STAB, TRIM & MACH TRIM SYSTEMS............................................................................ 11 FLIGHT CONTROLS INTRODUCTION........................................................................................ 19 FLIGHT CONTROL ACTUATORS & SERVOS.............................................................................. 21 FMCS/AFCS SYSTEMS............................................................................................................... 7 HYDRAULIC DISTRIBUTION..................................................................................................... 25 HYD SHUTOFF VALVES - CONTROL & INDICATION.................................................................. 27 MAINTENANCE MONITOR SYSTEM......................................................................................... 17 TAIL SHUTOFF VALVES............................................................................................................ 31 THRUST MANAGEMENT COMPUTER FUNCTION..................................................................... 15 WING SHUTOFF VALVES.......................................................................................................... 29 YAW DAMPER SYSTEM............................................................................................................. 9

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ABBREVIATIONS AND ACRONYMS A/T AFCS AFDS CDU CONF CONT EADI EFIS FCC FMA FMC FMCS GEN HYD INOP LCCA LVDT MCDP MCP PCA PDU PTU STAB THSP TMC TMS UNSCHED VAL VLV VNAV

Auto/Thrust Auto Flight Control System Autopilot Flight Director System Control Display Unit Configuration Control Electronic Attitude Director Indicator Electronic Flight Instrument System Flight Control Computers Flight Mode Annunciator Flight Management Computer Flight Management Computer System Generator Hydraulic(ally) Inoperation Lateral Central Control Actuator Lineair Variable difference Transformer Maintenance Control and Display Panel Mode Control Panel Power Control Actuators Power Drive Unit Power Transfer Unit Stabilizer Thrust Mode Select Panel Thrust Management Computer Thrust Management System Unscheduled Valve Valve Vertical Navigation

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1. AUTOFLIGHT CONTROL SYSTEM GENERAL. 1.1. FMCS/AFCS Systems. The flight management computer system (FMCS) and autoflight control system (AFCS) are shown along with the subsystems and major elements that comprise these systems. Interfaces and relationships between the individual elements are not shown. The primary elements of the FMCS are two flight management computers (FMC) and two control and display units (CDU). The CDU’s provide pilot interface with the flight management computer system. The flight management computers gather the necessary sensor data, perform computations and drive displays and other systems to navigate and guide the airplane. The autoflight control system (AFCS) automatically controls the airplane’s surfaces and engine thrust as required. Two subsystems, the autopilot-flight director system (AFDS) and the thrust management system (TMS) provide the primary surface and throttle control respectively. The AFDS has three flight control computers and an AFCS mode control panel. A single computer, the thrust management computer (TMC) controls the throttles and calculates thrust limits. The TMS and AFDS use the AFCS mode control panel to provide an interface with the flight crew. The TMS also includes a thrust mode select panel for selecting the thrust limit mode. The yaw damper system and an automatic stabilizer trim system provide dutch roll damping and pitch trim respectively. The maintenance control and display panel (MCDP) provides a central location for storage and display of fault data for the FMCS, AFDS, and TMS via the flight management, flight control, and thrust management computers. It also provides ground test control and display for the autopilot-flight director and thrust management systems. EFFECTIVITY ALL

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FMCS/AFCS SYSTEMS EFFECTIVITY ALL

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1.2. Yaw Damper System. Purpose. The yaw dampers move the rudder to dampen dutch roll, improve ride quality and to provide automatic turn coordination. Installation. Two yaw damper modules are installed moving two separate control actuators. The actuators operate independently and their outputs combine to move the rudder. There is no feedback to the rudder pedals from yaw damper operation. Operation. The yaw damper module uses inputs from the air data computers, inertial reference units, flight management computer system and the modal suppression accelerometers to compute commands which provide corrective rudder action through the yaw damper actuators. System Status. The yaw damper system may be tested while on the ground from the flight compartment. Proper operation is confirmed by appropriate INOP annunciation and rudder movement. The INOP lights on the yaw damper control panel indicate disengagement of the yaw damper.

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YAW DAMPER SYSTEM EFFECTIVITY ALL

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1.3. Automatic Stabilizer Trim and Mach Trim. Purpose. The stabilizer is automatically trimmed using commands generated by the autopilot and the mach trim systems. Operation. A/P stabilizer trim commands are generated when prolonged elevator deflection beyond the trim threshold occurs. The consequent change of stabilizer position reduces elevator deflection and drag. Mach trim operates if the A/P is not engaged and there is no manual electric trim command. As mach increases the stabilizer leading edge moves down. The pilot can override any automatic trim or mach trim command by applying opposite column force. Indicators and Annunciation. Two stabilizer position indicators are located on the aisle stand. An UNSCHED STAB TRIM (amber) light indicates when the stabilizer is trimming without a command to trim.

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AUTO STAB, TRIM & MACH TRIM SYSTEMS

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1.4. Autopilot/Flight Director System. General. The autopilot and flight director system (AFDS) provides automatic guidance and control of the airplane ailerons, elevators, and, for autoland, the rudder. It also provides the guidance processing for the flight director displays. Engagement and mode selection of the autopilot and flight director are accomplished through the AFCS mode control panel. Annunciation and Display. Each electronic attitude director indicator (EADI) displays flight director commands and an AFDS flight mode annunciator (FMA). The FMA indentifies AFDS status, roll/pitch arm and engaged modes. The autoland status annunciators identify the system capability and limitation status for autoland operations. The AFCS mode control panel has mode selector switch annunciation and reference readouts. A red A/P DISC light and an amber AUTOPILOT caution light gives visual alerts for A/P warnings and cautions.

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AUTOPILOT FLIGHT DIRECTOR SYSTEM EFFECTIVITY ALL

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1.5. Thrust Management Computer. Purpose. The thrust management computer (TMC) acts as a thrust limit computer and an autothrottle computer. These functions each have different modes, which are selected and annunciated in different places. Thrust Limit Functions. The thrust limit modes are selected on the Thrust Mode Select Panel (TMSP) or by the FMC in VNAV mode. They are annunciated on EICAS. The thrust limit functions are always engaged. The value of the thrust limit is annunciated on EICAS and used as an upper limit for autothrottle computations. Autothrottle Functions. The autothrottle modes are selected on the AFCS Mode Control Panel (MCP) or by the FMC in VNAV mode. They are annunciated on the EADI via EFIS. The autothrottle functions will not be engaged in a mode unless the AFCS MCP is in the A/T ARM position and a mode has been selected on the AFCS MCP. These functions will be used to position the throttles.

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THRUST MANAGEMENT COMPUTER FUNCTION EFFECTIVITY ALL

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1.6. Maintenance Monitor System. Purpose. The maintenance monitor system combines flight fault storage and ground test functions for the autopilot flight director system, thrust management system, and flight management system. Installation. One maintenance control and display panel (MCDP) is installed in the main equipment center. It is directly connected to the flight control computers, flight management computers, and the thrust management computer. Through these computers much of the airplane avionics can be tested. Operation. The MCDP is normally off. It turns on automatically at touchdown, and the connected computers send information about failures that occurred during the flight. This failure information is stored in the MCDP memory, and the maintenance technician can use it for fault isolation. The MCDP can also perform ground tests, which allow the technician to check proper operation of the autoflight systems. The MCDP is operated using the switches and readout on its front panel. It may also be operated from the flight compartment using a carry-on remote control panel. The MCDP readout is displayed on the EICAS CONF/MCDP page. This page may be displayed in flight if the EICAS flight test switch is in the flight test position.

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MAINTENANCE MONITOR SYSTEM EFFECTIVITY ALL

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2. FLIGHT CONTROLS INTRODUCTION. Flight control systems can be grouped as primary or secondary control systems. Primary flight controls are those which are used to provide continuous control of the airplane about the pitch, roll and yaw axes, and include the aileron, rudder, elevator and spoiler systems. Secondary flight controls are those used intermittently, to modify the basic aerodynamic configuration of the airplane to improve its performance at a particular flight condition, and include the leading edge slat, trailing edge flap, spoiler (when used as air or ground speedbrakes) and stabilizer trim systems. The aileron and spoiler systems provide control about the roll axis through differential operation (up on one wing and down on the other). The leading edge slat, trailing edge flap and spoiler (when raised symmetrically on both wings) systems modify wing lift characteristics. The elevator system provides control about the pitch axis and stabilizer position is varied to trim the airplane about the pitch axis. The rudder provides control about the yaw axis.

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FLIGHT CONTROLS INTRODUCTION EFFECTIVITY ALL

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2.1. Actuators and Servos. All primary flight controls are driven by hydraulically operated Power Control Actuators (PCA) with no manual reversion capability. A total of twenty nine actuators are employed with eight in the aileron system, twelve in the spoiler system, six in the elevator system and three in the rudder system. In addition the aileron system has three additional control actuators (LCCA) to power the wing cable systems to the PCA’s located at the aileron. Nine autopilot servos, three on each axis, provide triple redundancy required for category three autoland capability. The aileron servos are part of the LCCA’s with the three elevator and three rudder servos as individual units. Two yaw damper servos provide rudder inputs independent of pilot/autoflight control inputs. The trailing edge flaps and leading edge slats which are secondary flight controls, are operated by power drive units (PDU). The PDU will rotate torque tubes to power two rotary actuators (mechanical) at each control surface.

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FLIGHT CONTROL ACTUATORS & SERVOS EFFECTIVITY ALL

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2.2. Flight Controls/Autoflight Interface. Flight control computers (3) use the autoflight (A/P) servos to control airplane movement. FCC interfaces the thrust management computer (TMC), flight management computer (FMC), maintenance control and display panel (MCDP) with the specific A/P servo needed for airplane axis movement. FCC then commands the control valves in the appropriate servos to allow hydraulic pressure to move the output cranks. Output cranks connect to mechanical linkage for power control actuator (PCA) input. LVDT’s in each servo compare surface position versus servo position for the information needed to null commanded control valve inputs. Manual/electric overrides are available for each system.

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AUTOFLIGHT INTERFACE SIMPLIFIED EFFECTIVITY ALL

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2.3. Hydraulic Distribution. Three hydraulic systems operate power control actuators in the primary flight control systems which include the aileron, elevator, rudder and spoiler systems. The secondary flight control systems are powered by a combination of one, two or three hydraulic systems. The stabilizer trim system is normally powered by the left and center hydraulic systems. A Power Transfer Unit (PTU) can provide right hydraulic system power to operate the left stabilizer trim system. An elevator feel computer and yaw damper servo are powered by the left hydraulic system with identical components powered by the center hydraulic system. The rudder ratio changer, the leading edge slats and trailing edge flap systems are powered by one hydraulic system. Roll (LCCA), pitch (elevator) and yaw (rollout guidance) autopilot actuators are powered by each of the three hydraulic systems. Hydraulic shutoff valves control pressure to all flight control systems except the flaps, slats and stabilizer systems. The ram air turbine pump in the center hydraulic system can power all center hydraulic system flight controls except the flap and slat systems.

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HYDRAULIC DISTRIBUTION EFFECTIVITY ALL

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2.4. Hydraulic shutoff Valves Control and Indication. Six control switches are located on the HYD/GEN FIELD CONT panel (P61). The switches are intended for ground use only and are normally on. These alternate action switches contain white “on” lights that are illuminated whenever the switch is in the open position. Each control switch is guarded by a cover which will not close in the switch off position (switch protruding). The shutoff valve position is monitored by switch lights and EICAS messages. An amber light in the lower half of the control switch illuminates as soon as the valve moves from the fully open position. An amber EICAS advisory message appears on the upper display when a shutoff valve is not open (i.e. “L WING HYD VAL”). More than one valve not open will provide a single “FLT. CONT VALS” message.

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HYD SHUTOFF VALVES - CONTROL & INDICATION EFFECTIVITY ALL

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2.5. Wing Shutoff Valves. Control switches are located on the HYD/GEN FIELD CONT panel (P61). Each switch is powered through a separate circuit breaker. The power source is 28 Vdc. Pushing the alternate action control switch to the ON position connects power to the open side of the motor. Internal limit switches stop the motor when the valve reaches the open position and position the switch contacts to the “ready-to-close” position (as shown). Valves are normally ON. Pushing the alternate action control switch to the OFF position connects power to the close side of the motor. Internal limit switches stop the motor when the valve reaches the closed position and position the switch contacts to the “ready-to-open” position. An amber light inside the switch illuminates when the valve leaves the fully open position. A separate switch operated by the valve shaft and cam positions the amber light switch contacts to the VLV NOT OPEN position when the valve is not fully open. Power is from Master Dim and Test. EICAS messages are displayed concurrently upon illumination of the amber light. Power is from Master Dim and Test. Wing shutoff valves isolate aileron and spoiler components.

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WING SHUTOFF VALVES EFFECTIVITY ALL

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2.6. Tail Shutoff Valves. Operation of the alternate action control switch is the same as discussed under Wing Shutoff Valve. Tail shutoff valves isolate components in the rudder, elevator and yaw damper systems. Hydraulic power is not isolated to the stabilizer trim system.

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TAIL SHUTOFF VALVES EFFECTIVITY ALL

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B767 200-300 BOOK 22 301 - Autoflight - Introduction

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