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B737 NG Autoflight part 2

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B737 NG Flight controls
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B737 NG Autoflight part 2

  1. 1. B 737 NG Ground School. See the aircraft study guide at www.theorycentre.com The information contained here is for training purposes only. It is of a general nature it is unamended and does not relate to any individual aircraft. The FCOM must be consulted for up to date information on any particular aircraft.
  2. 2. B737-800 AUTOPILOT FLIGHT DIRECTOR SYSTEM (AFDS) PART 2 It is intended that AFDS Part 1 has been Completed before starting this part. This will give better understanding of the following content.
  3. 3. Automatic Flight Takeoff and Climb Takeoff is a flight director only function of the TO/GA mode. Flight director pitch and roll commands are displayed and the autothrottle maintains takeoff N1 thrust limit as selected from the FMC. The autopilot may be engaged after takeoff. Both F/Ds must be ON to engage the takeoff mode prior to starting the takeoff. The F/D takeoff mode is engaged by pushing the TO/GA switch on either thrust lever. The FMAs display FD as the A/P status, TO/GA as the pitch mode, and blank or LNAV arm for the roll mode. During takeoff, pushing a TO/GA switch engages the autothrottle in the N1 mode. The A/T annunciation changes from ARM to N1 and thrust levers advance toward takeoff thrust. The F/D can also be engaged in the takeoff mode with the F/D switches off. If a TO/GA switch is pushed after 80 knots below 2000 feet AGL and prior to 150 seconds after lift–off, the F/D command bars automatically appear for both pilots.
  4. 4. Automatic Flight Takeoff and Climb During takeoff, prior to 60 KIAS: • the pitch command is 10 degrees nose down • the roll command is wings level • the autothrottle is engaged in the N1 mode • thrust levers advance until the engines reach takeoff thrust • the FMAs display N1 for the autothrottle mode, TO/GA for the pitch mode, and blank for the roll mode. Note: It is not recommended to use the nose wheel steering to maintain the direction when the speed exceeds 30 knots. Push forward the control column slightly to aid in direction control. Keep direction with rudder pedals. At 60 knots, the F/D pitch commands 15 degrees nose up. Observe flight director rises by 60 knots; commanded pitch attitude 15°. Control column release the forward pressure back to center. At 84 knots, the A/T mode annunciates THR HLD.
  5. 5. Automatic Flight Takeoff and Climb At LIFT-OFF: • the pitch command continues at 15 degrees until sufficient climb rate is acquired. Pitch then commands MCP speed (normally V2) plus 20 knots • if an engine failure occurs during takeoff, the pitch command target speed is: • V2, if airspeed is below V2 • existing speed, if airspeed is between V2 and V2 + 20 • V2 + 20, if airspeed is above V2 + 20 • the roll command maintains wings level. After LIFT-OFF: • the A/T remains in THR HLD until 800 feet above field elevation. A/T annunciation then changes from THR HLD to ARM
  6. 6. Automatic Flight Takeoff and Climb Automatic reduction to climb thrust occurs upon reaching the selected thrust reduction altitude which is shown on the FMC CDU TAKEOFF REF page 2/2 during preflight, or when the airplane levels off in ALT HOLD or VNAV PTH. Pilot entries can be made to override the default value. Allowable entries are 800 feet to 9999 feet flight director engaged status is terminated by engaging an autopilot in CMD (CMD replaces FD in A/P status display) • pitch engages in LVL CHG and pitch mode FMA is MCP SPD unless another pitch mode has been selected • MCP IAS/Mach display and airspeed cursor change to V2 + 20 knots • roll mode engages in HDG SEL unless another roll mode has been selected. To terminate the takeoff mode below 400 feet RA, both F/D switches must be turned OFF. Above 400 feet RA, selection of another pitch mode or engaging an autopilot will terminate the takeoff mode; other F/D roll modes can be also selected.
  7. 7. Basic Autopilot Modes Take-Off •Is a Flight Director function ONLY PITCH BAR Commands -10 until 60 knots. Then + 15 until positive rate of climb. Then MCP (V2) + 20 ROLL BAR commands Wings Level.
  8. 8. Push TOGA switch. Both FD ON A/T Armed LNAV ARMED
  9. 9. Auto Throttle sets thrust to selected limit. Thrust mode shows N1 Push TOGA switch. Both FD ON A/T Armed LNAV ARMED
  10. 10. Auto Throttle sets thrust to selected limit. Push TOGA switch. FD Takeoff mode. Both FD ON A/T Armed Roll bar wings level LNAV ARMED Pitch Bar - 10
  11. 11. Auto Throttle sets thrust to selected limit. LNAV may be armed before takeoff if; The course to the first waypoint is within 5°of runway heading Push TOGA switch. Both FD ON A/T Armed LNAV ARMED
  12. 12. Pitch bar +15 at 60 knots
  13. 13. At 84 Knots A/T mode changes from N1 to THR HLD
  14. 14. Before LNAV engages Roll command is Track at takeoff. After LNAV engages Roll command is to fly the route leg At 50 Ft RA LNAV engages. (Can be 400Ft)
  15. 15. Pitch command is MCP (V2) +20
  16. 16. Pitch command is V2 +20 AT 800 Ft RA Auto Throttle CHANGES to ARM
  17. 17. At Acceleration Height Select N1 on the MCP
  18. 18. At Acceleration Height Select N1 on the MCP. Then move the speed bug to UP.
  19. 19. At Acceleration Height Select N1 on the MCP. Then move the speed bug to UP. Autopilot to CMD.
  20. 20. At Acceleration Height Select N1 on the MCP. Then move the speed bug to UP. Auto Throttle CHANGES to N1 automatically if VNAV, ALT ACQ or ALT HLD are active pitch modes.
  21. 21. The autopilot or FD will now command pitch to accelerate the aircraft to the new command speed. As long as there is acceleration when the trend arrow touches or passes 1 (The flap 1 minimum speed) select flap 1.
  22. 22. When flap 1 is selected 1 will be removed. Again when the trend arrow touches UP select flap up If speed restriction is below flap UP then stay at flap 1 until the speed can be increased to or above flap UP minimum speed. UP will be removed above approximately 20,000 feet.
  23. 23. At Thrust reduction height the Thrust mode changes from TO to CLB There is normally a slight thrust reduction.
  24. 24. First Autopilot into CMD Pitch mode changes from TO/GA to MCP Speed.
  25. 25. First Autopilot into CMD Pitch mode changes from TO/GA to MCP Speed. The MCP window is set to V2 for takeoff. After lift off the FD mode commands V2 + 20. If an auto pilot is engaged into command before the MCP speed is increased MCP IAS/Mach display and airspeed cursor change to V2 + 20 knots. Normal operating procedure is; At acceleration height Select N1. Set flap UP speed then auto pilot to command.
  26. 26. CLIMBING VNAV • A/T maintains FMC N1 limit • AFDS commands pitch to maintain FMC target speed Climb Thrust Limit Speed on ELEVATOR set and HELD Set by FMC
  27. 27. FMC has a default speed restriction of 250 knots below 10,000 feet. When VNAV is engaged below 10,000 feet the aircraft will accelerate to 250 knots. The speed restriction can be changed or deleted on the CLB page. If some other speed restriction is in place like maintain maximum 220 knots until on route then be careful of VNAV.
  28. 28. CLIMBING Level Change • A/T maintains selected thrust limit thrust • N1 on FMA • AFDS commands pitch for selected MCP airspeed. Climb is initiated by: • selecting a new altitude on the MCP • pushing the LVL CHG switch • setting the desired airspeed on the MCP
  29. 29. CLIMBING Vertical Speed • A/T maintains selected MCP airspeed • AFDS commands pitch to maintain selected vertical speed.
  30. 30. CLIMBING Vertical Speed • A/T maintains selected MCP airspeed • AFDS commands pitch to maintain selected vertical speed. In V/S mode. V/S has priority! The A/T can increase thrust only up to the current thrust mode limit. Normally Climb thrust. Speed may decay in a V/S climb. At about 1.3 Vs The mode will revert to LVL CHG. The pitch will reduce to maintain minimum speed plus 5 knots. Letter A will flash in speed window.
  31. 31. Vertical Speed Command Mode The V/S mode commands pitch to hold selected vertical speed and engages A/T in SPEED mode to hold selected airspeed. V/S mode has both an armed and an engaged state. Engaged – • annunciates V/S pitch mode • vertical speed display changes from blank to present vertical speed • desired vertical speeds can be selected with vertical speed thumbwheel. V/S becomes armed if: • pitch mode is ALT HLD at selected MCP altitude and • new MCP altitude is selected (more than 100 feet from current altitude). With V/S armed, V/S mode is engaged by moving vertical speed thumbwheel.
  32. 32. V/S mode automatically engages if ALT ACQ mode is engaged and a new MCP altitude is selected which is more than 100 feet different from previously selected altitude. • vertical speeds can be selected which command flight toward or away from selected altitude. Inhibited if: • ALT HOLD mode is active at selected MCP altitude • glideslope captured in APP mode. Reversion Modes During some flight situations, speed control by the AFDS or A/T alone could be insufficient to prevent exceeding a limit speed. If this occurs, AFDS or A/T modes automatically revert to a more effective combination. The reversion modes are: • placard limit reversion • minimum airspeed reversion. Mode reversion occurs slightly before reaching the limit speed. Both the AFDS and A/T have reversion modes which activate according to the condition causing the reversion.
  33. 33. Minimum Speed Reversion The AFDS and A/T do not control to a speed which is less than minimum speed for the current flap configuration. This speed is approximately 1.3 Vs. Minimum speed, FMC speed, or selected speed, whichever is higher, becomes the AFS commanded speed. If actual speed becomes equal to or slightly less than the minimum speed, the underspeed limiting symbol A appears in the MCP IAS/Mach Display, and if operating in the V/S mode, the AFDS reverts to LVL CHG. The AFS commands a speed 5 knots greater than minimum speed. Reaching a speed 5 knots greater than minimum speed reactivates normal MCP speed selection control. The AFDS commands nose down pitch to increase airspeed if the thrust levers are not advanced. When actual speed becomes 5 knots greater than minimum speed, the underspeed limiting symbol disappears.
  34. 34. The A/P disengages and the F/D command bars retract when in a LVL CHG climb with a command speed equal to minimum speed and a minimum rate of climb cannot be maintained without decelerating. Minimum speed reversion is not available when the A/T is OFF and the AFDS is in ALT HOLD or after G/S capture. Minimum speed reversion is also not available when in VNAV PTH and flying a level segment.
  35. 35. Cruise Flight At the FMC Top Of Climb The Trust mode changes to CRZ
  36. 36. Cruising VNAV • A/T maintains FMC target airspeed • AFDS maintains FMC altitude
  37. 37. Cruising Altitude Hold • A/T maintains MCP selected airspeed • AFDS commands pitch to hold MCP altitude or altitude at which Altitude Hold (ALT HLD) switch was pressed.
  38. 38. Automatic Flight En Route The autopilot and/or the flight director can be used after takeoff to fly a lateral navigation track (LNAV) and a vertical navigation track (VNAV) provided by the FMC. Other roll modes available are: • VOR course (VOR/LOC) • heading select (HDG SEL). Other pitch modes available are: • altitude hold (ALT HOLD) • level change (MCP SPD) • vertical speed (V/S).
  39. 39. Descent VNAV • A/T maintains idle thrust • AFDS commands pitch to maintain FMC airspeed • (VNAV SPD) or FMC path (VNAV PATH) • Level off occurs at the MCP altitude (pitch mode ALT HLD) or (VNAV PATH) whichever occurs first Speed is on ELEVATOR
  40. 40. FMC has a default speed of 240 knots below 10,000 feet. This can be changed or deleted on the DES page. During a VNAV descent a small green circle labelled deccel will be shown at the point of deceleration. The pitch attitude will be reduced to allow for the deceleration. B737 slows approximately 10 knots for every mile track. Allow sufficient room to slow!
  41. 41. Descent Level Change • A/T maintains idle thrust • RETARD Then ARM • AFDS commands pitch for selected MCP airspeed. Descent is initiated by: • selecting a new altitude on the MCP • pushing the LVL CHG switch • setting the desired airspeed on the MCP • LVL CHG is inhibited after glide slope capture
  42. 42. Descent Vertical Speed • A/T maintains selected MCP airspeed • AFDS commands pitch for selected vertical speed. Minimum thrust in flight is flight idle. In V/S descent if thrust is at idle airspeed may increase. At Vmo/Mmo – 5 knots the V/S mode will revert to LVL CHG
  43. 43. Reversion Modes During some flight situations, speed control by the AFDS or A/T alone could be insufficient to prevent exceeding a limit speed. If this occurs, AFDS or A/T modes automatically revert to a more effective combination. The reversion modes are: • placard limit reversion • minimum airspeed reversion. Mode reversion occurs slightly before reaching the limit speed. Placard Limit Reversion When one of the placard limit reversions (gear, flap or Vmo/Mmo) is reached, the overspeed limiting symbol 8 appears in the MCP IAS/Mach display and the following occurs: • if the AFDS is engaged but not in speed or CWS mode, and the A/T is armed but not in speed control, the A/T reverts to SPEED and controls speed to slightly below the placard limit • if the AFDS or A/T is in speed control, speed is maintained slightly below the placard limit • for VMO/MMO only, if the A/T is engaged in a speed mode and the thrust levers are at idle, the AFDS, if in V/S mode, will automatically engage to LVL CHG mode.
  44. 44. AUTO PILOT APPROACH DC BUS 1 DC BUS 2 DC Cross Bus Tie Relay Radio Altimeter 1 Radio Altimeter 2 VHF NAV 1 VHF NAV 2 Autopilot approach •Single autopilot approach; or •Dual autopilot approach & landing
  45. 45. AUTO PILOT APPROACH DC BUS 1 DC BUS 2 DC Cross Bus Tie Relay Radio Altimeter 1 Radio Altimeter 2 VHF NAV 1 VHF NAV 2 Autopilot approach •Single autopilot approach; or •Dual autopilot approach & landing NAV receiver/s tuned to an ILS frequency & course/s set before arming APP
  46. 46. Automatic Flight Approach and Landing The AFDS provides guidance for single A/P non–precision approaches. The VOR/LOC switch arms the AFDS for VOR or localizer tracking. Descent may be accomplished using VNAV, LVL CHG, or V/S. VOR/LOC, LNAV, or HDG SEL may be used for the roll mode. The AFDS provides guidance for single or dual A/P precision approaches. The approach mode arms the AFDS to capture and track the localizer and glideslope.
  47. 47. Approach (APP) Mode Dual A/Ps Approach mode allows both A/Ps to be engaged at the same time. Dual A/P operation provides fail–passive operation through landing flare and touchdown or an automatic go–around. During fail passive operation, the flight controls respond to the A/P commanding the lesser control movement. If a failure occurs in one A/P, the failed channel is counteracted by the second channel such that both A/Ps disconnect with minimal airplane manoeuvring and with aural and visual warnings to the pilot. One VHF NAV receiver must be tuned to an ILS frequency before the approach mode can be selected. For a dual A/P approach, the second VHF NAV receiver must be tuned to the ILS frequency and the corresponding A/P engaged in CMD prior to 800 feet RA.
  48. 48. Localizer and Glideslope Armed After setting the localizer frequency and course, pushing the APP switch selects the APP mode. The APP switch illuminates and VOR/LOC and G/S annunciate armed. The APP mode permits selecting the second A/P to engage in CMD. This arms the second A/P for automatic engagement after LOC and G/S capture and when descent below 1500 RA occurs. The localizer can be intercepted in the HDG SEL, CWS R or LNAV mode. Note Intercepting the localiser is assured from HDG SEL. With any inaccuracy of navigation the Localiser path may be paralleled in LNAV. Company SOP dictates!
  49. 49. Autopilot Approach Descending Speed on Thrust . Pitch controlling FMC descent path Localiser back course tracking is not available.
  50. 50. Autopilot Approach Descending Speed on Thrust . Pitch controlling FMC descent path Localiser back course tracking is not available. Localiser Antenna switching from Tail to nose occurs when VOR/LOC is annunciated. ARM or ENGAGED
  51. 51. Autopilot Approach At 2,500 Feet. Radio Altitude and Rising Runway are displayed
  52. 52. Autopilot Approach At 2,500 Feet. Radio Altitude and Rising Runway are displayed Use of Heading Select ensures LOC is intercepted.
  53. 53. Localizer Capture The LOC capture point is variable and depends on intercept angle and rate of closure. Capture occurs no later than 1/2 dot. Upon LOC capture, VOR/LOC annunciates captured, SINGLE CH is annunciated for A/P status, the previous roll mode disengages and the airplane turns to track the LOC.
  54. 54. Autopilot Approach At 2,500 Feet. Radio Altitude and Rising Runway are displayed Use of Heading Select ensures LOC is intercepted. Localiser capture is variable. Depending on the course deviation. Not later than ½ dot on the deviation scale
  55. 55. Autopilot Approach SINGLE CH will be annunciated at LOC capture At LOC Capture. Arm APP mode
  56. 56. Autopilot Approach Go Around Mode of TOGA is armed at 2,000 Ft RA with both FD switches ON. Or above 2,000 Ft with flaps not up. Or above 2,000 Ft with Glide slope capture. TOGA switch on Thrust levers is now active. At LOC Capture. Arm APP mode ARM the second Autopilot Must be armed before 800 Ft RA
  57. 57. Glideslope Capture Glideslope capture is inhibited prior to localizer capture. The G/S can be captured from above or below. Capture occurs at 2/5 dot and results in the following: • G/S annunciates captured • previous pitch mode disengages • APP light extinguishes if localizer has also been captured • airplane pitch tracks the G/S • GA displayed on thrust mode display (N1 thrust limit). After VOR/LOC and G/S are both captured, the APP mode can be exited by: • pushing a TO/GA switch (Single autopilot) • disengaging A/P and turning off both F/D switches • retuning a VHF NAV receiver.
  58. 58. Autopilot Approach Glide slope will capture at 2/5 of a dot from above or below. At Glide slope Capture Set Missed approach altitude.
  59. 59. Autopilot Approach At Glide slope capture Thrust Mode annunciation changes to GA
  60. 60. Autopilot Approach At Glide slope capture Thrust Mode annunciation changes to GA DC cross bus tie relay opens After Glide slope capture set missed approach altitude on the MCP.
  61. 61. After LOC and G/S Capture Shortly after capturing LOC or G/S and below 1500 feet RA: • the second A/P couples with the flight controls • test of the ILS deviation monitor system is performed and the G/S and LOC display turns amber and flashes for 3 seconds. • FLARE armed is annunciated • the SINGLE CH annunciation extinguishes • A/P go–around mode arms but is not annunciated. Note: During a dual autopilot approach and after FLARE ARM annunciation, any attempted manual override of the autopilots will result in an autopilot disconnect. The A/Ps disengage and the F/D command bars retract to indicate an invalid ILS signal.
  62. 62. Autopilot Approach AT 1500 Feet. Localiser and Glide slope Deviation Test
  63. 63. Autopilot Approach AT 1500 Feet. Second autopilot couples to controls. SINGLE CH extinguished. Second FCC Master light illuminates. Localiser and Glide slope Deviation Test
  64. 64. Autopilot Approach AT 1500 Feet + 20 Seconds FLARE ARMS Annunciated by 1300 Feet RA
  65. 65. 800 Feet Radio Altitude The second A/P must be engaged in CMD by 800 feet RA to execute a dual channel A/P approach. Otherwise, CMD engagement of the second A/P is inhibited.
  66. 66. Autopilot Approach AT 800 Feet Second Autopilot must be engaged before 800 Ft RA.
  67. 67. 400 Feet Radio Altitude The stabilizer is automatically trimmed an additional amount nose up. If the A/Ps subsequently disengage, forward control column force may be required to hold the desired pitch attitude. If FLARE is not armed by approximately 350 feet RA, both A/Ps automatically disengage.
  68. 68. Autopilot Approach AT 400 Feet Autopilot trims nose up.
  69. 69. Autopilot Approach AT 350 Feet If FLARE is not armed Both autopilots disengage.
  70. 70. Autopilot Approach AT 200 Feet Rising runway begins to rise.
  71. 71. Autopilot Approach AT MINIMUMS Radio or BARO Minimums indicator and RA change colour to amber and flash for 3 seconds. Remain amber until touch down or reset (RST) on EFIS control panel.
  72. 72. Flare The A/P flare manoeuvre starts at approximately 50 feet RA and is completed at touchdown: • FLARE engaged is annunciated and F/D command bars retract. • the A/T begins retarding thrust at approximately 27 feet RA so as to reach idle at touchdown. A/T FMA annunciates RETARD. • the A/T automatically disengages approximately 2 seconds after touchdown. • the A/P must be manually disengaged after touchdown. Landing rollout is executed manually after disengaging the A/P.
  73. 73. Autopilot Approach AT 50 Feet RA At approximately 50 Ft RA. The flare manoeuvre begins. Actual height depends on descent rate.
  74. 74. Autopilot Approach AT 50 Feet RA At approximately 50 Ft RA. The flare manoeuvre begins. Flight Director Bars Actual height depends on are removed descent rate.
  75. 75. Autopilot Approach AT 27 Feet RA At approximately 27 Ft RA. The Auto Throttle begins Retarding the Thrust.
  76. 76. Autopilot Approach 2 Seconds after touchdown Auto throttle disconnects
  77. 77. Autopilot Approach 2 Seconds after touchdown Auto throttle disconnects Auto Pilots must be manually disconnected.
  78. 78. AFS Failures Power interruption or loss may cause disengagement of the AFDS and/or A/T. Re–engagement is possible after power is restored. Dual channel A/P operation is possible only when two generators are powering the busses. Both IDG’s or 1 IDG and the APU Generator. Two independent radio altimeters provide radio altitude to the respective FCCs. With a radio altimeter inoperative, the respective autopilot will disconnect two seconds after LOC and GS capture.
  79. 79. LIMITATIONS Autopilot/Flight Director System Variations depend on tail number and local rules. Use of aileron trim with the autopilot engaged is prohibited. The aileron feel and centring unit is repositioned while the autopilot holds the control wheel neutral. Aileron trim will become effective when the autopilot is disconnected. . Do not engage the autopilot for takeoff below 400 feet AGL. Airplanes operating under FAA Rules: For single channel operation during approach, the autopilot shall not remain engaged below 50 feet AGL
  80. 80. Do not use the autopilot below 100 feet radio altitude at airport pressure altitudes above 8,400 feet. (Tail number) Autoland capability may only be used to runways at or below 8,400 feet pressure altitude (Tail number) Airplanes operating under FAA Rules: Maximum allowable wind speeds when landing weather minima are predicated on autoland operations: • Headwind 25 knots • Crosswind 20 knots • Tailwind 10 knots. Maximum and minimum glideslope angles for autoland are 3.25 degrees and 2.5 degrees respectively. Autoland capability may only be used with flaps 30 or 40 and both engines operative. .
  81. 81. What pitch mode is annunciated on the FMA after takeoff when the autopilot is first engaged in command?
  82. 82. What pitch mode is annunciated on the FMA after takeoff when the autopilot is first engaged in command? Pitch engages from TOGA into LVL CHG and the FMA is MCP SPD unless another pitch mode has been selected.
  83. 83. What is the minimum altitude (RA) for selecting CMD on the second autopilot during an ILS dual channel approach?
  84. 84. What is the minimum altitude (RA) for selecting CMD on the second autopilot during an ILS dual channel approach? Both VHF NAV receivers must be tuned to the ILS frequency and the second autopilot must be engaged in CMD prior to 800 feet RA.
  85. 85. Auto Land Capability can only be used with; ..............ENGINES And FLAPS........ OR........
  86. 86. Auto Land Capability can only be used with; BOTH ..............ENGINES 30 40 And FLAPS........ OR........ Limitations
  87. 87. During takeoff the flight director commands 15 degrees nose up when?
  88. 88. During takeoff the flight director commands 15 degrees nose up when? From 60 Knots until a good rate of climb is achieved and then MCP (V2) +20.
  89. 89. Both F/D switches are ON for takeoff. The autopilot is engaged in CMD at 400 ft. Which pitch mode is annunciated on the FMA?
  90. 90. Both F/D switches are ON for takeoff. The autopilot is engaged in CMD at 400 ft. Which pitch mode is annunciated on the FMA? Pitch engages from TOGA into LVL CHG and the FMA is MCP SPD unless another pitch mode has been selected.
  91. 91. Antenna switching from tail to nose antenna occurs when?
  92. 92. Antenna switching from tail to nose antenna occurs when? When a LOC frequency is selected the VHF NAV radios switch from using the tail mounted VOR/LOC antenna to the nose mounted LOC antenna when VOR/LOC mode is selected on the MCP. If VOR/LOC is annunciated on the FMA switching has occurred. If switching fails LOC mode is inhibited and will not annunciate.
  93. 93. What effect will an inoperative Radio Altimeter have on the Autopilot?
  94. 94. What effect will an inoperative Radio Altimeter have on the Autopilot?
  95. 95. What effect will an inoperative Radio Altimeter have on the Autopilot? The Left RA is used by FCC A The Right RA is used by FCC B
  96. 96. What will happen if aileron trim is used while an auto pilot is engaged in Command?
  97. 97. What will happen if aileron trim is used while an auto pilot is engaged in Command? LIMITATIONS.
  98. 98. What will happen if aileron trim is used while an auto pilot is engaged in Command? LIMITATIONS. Use of aileron trim with the autopilot engaged is prohibited. The aileron feel and centring unit is repositioned while the autopilot holds the control wheel neutral. Aileron trim will become effective when the autopilot is disconnected.
  99. 99. The END of AUTO FLIGHT PART 2 Now Take the test at www.theorycentre.com Or contact us at info@theorycentre.com

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