22 Autoflight

22 – AUTO FLIGHT
ENGINEERING TRAINING CENTRE ATR 72 – 212A MAINTENANCE TRAINING MANUAL
22. Auto Flight

TRAINING PURPOSES ONLY
ISSUE 01 REV 00 PAGE 1

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AUTOFLIGHT-General
The aircraft is equipped with au Automatic Flight Control System (AFCS) which ensures three functions:
• Autopilot (AP)
• Flight Director (FD)
• Yaw Damper / turn coordination (YD)
The AFCS is:

• "Fail Passive" which means that in case of a failure occurring on duplicated sensors, this does not result in a significant down-grading of
the flight,
• "Fail Safe" which means that in case of a failure occurring on a single sensors, this results in limited down-grading which does not affect
the flight safety.

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The Autopilot (AP) system controls the pitch, roll and yaw actuators as well as the elevator trim actuators (autotrim).
It stabilizes the aircraft around its center of gravity while holding pitch attitude and heading (basic mode).
It also flies any Flight Director active mode (AP / FD function) except Go-Around which must be flown manually.

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When the FD is active the crew is provided with tendency data by means of the FD crossed bars on the Primary Flight Display (PFD).
The crew guides the aircraft along a flight path by centering the bars and keeping them centered.
The FD bar position on the PFD varies according to the difference between the parameter advisory value which is to be acquired or held and its
present value.
When autopilot is engaged it follows the FD bars command automatically.

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The Yaw Damper ensure yaw damping and turn coordination through the rudder control linkage.
Autopilot engagement automatically engages the Yaw Damper.

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Main components are:

• Two Core Avionic Cabinets (CAC) who are the "intelligent" part of the AFCS and contains the AutoFlight Control Application (AFCA).
• One Flight Guidance and Control Panel (FGCP)
• Two Index Control Panel (ICP)
• Three servo-actuators (Pitch, Roll, and Yaw).

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The Automatic Flight Control System exchanges data with:

• Two Air Data Computers (ADC)

• Two Attitudes and Heading Reference Systems (AHRS).
• Two Multi Function Computer (MFC)
• Multi Purpose Computer (MPC). AFCS sends information (AP ENG/DISENG) to the recorder through the AFDAU (MPC).
• One Power Trim Box
• Five Display Units
• Navigation sensors (VOR, ILS, MKR, RA)

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• The FLIGHT MANAGEMENT SYSTEM (FMS) integrated in Display Units (2 and 4).
• Discrete interface.

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The Flight Guidance Control Panel (FGCP) is the main control panel of the Automatic Flight Control System. It is located in front of the pilots,
on the glareshield panel.
Following controls are located on Captain's and First Officer's control wheels:
• Normal Pitch Trim
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• Quick release control pushbutton switch,

• Touch Control Steering (TCS) pushbutton switch.
The Go Around pushbutton switches (Captain and First Officer) are located on the power levers.
The Standby Pitch Trim switch is located on the pedestal.
Index Control Panel 1 and 2 are located on both side of the Instruments Panel
The mode of operation and the status of AFCS is continuously displayed on the Display Units who are located on the instruments panel.
Engine Warning Display (EWD):

The Display Unit 3 (DU 3), located on the center of Instruments Panel is dedicated to the EWD.
MCDU:
The Multi-purpose Control and Display Units are located on the pedestal.

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The Automatic Flight Control System indications are displayed in the PRIMARY FLIGHT DISPLAY (PFD).
The mode of operation and the status of the AFCS is continuously displayed in the Flight Mode Annunciator, the autopilot's objective
(symbolized by bugs) are displayed directly on each corresponding part of the PFD.

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The Flight Mode Annunciator is composed of 15 area on 3 lines.

Each area has a specific signification:
• The two first line of the first column is reserved to icing indication.
• The area 2 indicate the lateral engaged modes

• The area 3 indicate which vertical mode is currently active.
The red flag AFCS FAIL is located in this area.
• In the area 4, the annunciation indicates whether AP or YD is engaged
• In the area 5, the annunciation indicates whether FD is active or not

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• In the area 6, the annunciation indicates which side is selected

• In the area 8, a text indicates that a lateral mode is currently armed.

• In the area 9, a text indicates that a vertical mode is currently armed.
• In the area 10, a flag indicates Speed Hold mode status (optional).
• In the area 11, a text indicates TCS status.
• In zone 12 of FMA area, a text indicates abnormal messages (in amber reverse video flashing during 7 seconds then steady amber)
• In zone 13 of FMA area, a text indicates if CAT landing is selected.

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• In zone 14 of FMA area, some different displays are indicated

• In zone 15 of FMA area, some different displays are indicated

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On the attitude and Guidance Area:

The autopilot targets' are directly displayed on the corresponding tape of the PFD (Airspeed, Altitude, Vertical Speed and Heading). A bug is
set to the target value and a readout is added.
Other information on the Attitude Area is:
• Bank Angle Indication
• Flight Director command bars
• Decision height
• Decision height annunciator
• Minimum Descent Altitude
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The automatic flight control system fulfills the three following functions:
• Autopilot (AP) • Flight Director (FD) • Yaw Damper (YD)
The AFCS is supplied through the 28VDC bus bar.
The Flight Guidance and Control Panel (FGCP) is the main control panel of the Automatic Flight Control System.
The Index Control Panel (ICP) allows the crew to interact with the autoflight speed targets
The AFCS receive signals from navigation systems:
• VOR • DME
• ILS • RA
• MKR • FMS
The reference data are delivered by two Air Data Computers (ADC) and two Attitude and Heading Reference System (AHRS).
The landing gear relays inhibit AFCS engagement on ground.

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Altitude Alert Function:

The purpose of this function is to provide the crew, through visual and audio signals, with the following indication: approach of selected altitude
or deviations with respect to this altitude when reached.
AFCS informations are concentrated on the Display Units.
The aural warnings are computed by the Multi Function Computer (MFC).
The AFCS interfaces with the flight controls through the AP actuators.
AFCS send information (AP ENG/DISENG) to the recorder through the AFDAU (MPC).

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AFCS MAIN FUNCTIONS-Autopilot and Flight Director Functions System Description
The functions performed by the AP/FD are as follows:

• Stabilizing the aircraft around its center of gravity while holding pitch attitude and heading (basic modes available in AP function only).
• Flying the aircraft on an acquired flight path (upper modes).
• Acquisition of new flight paths (upper modes with arming, capture and hold phases). These functions are available in AP and FD as
well.
• Automatic pitch trim function (autotrim)

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The Auto Pilot system controls the

• pitch,
• roll
• and yaw actuators,
• as well as the elevator trim actuators.
On the pitch axis, the Auto Trim function is available.
In normal conditions, if the autopilot is engaged, it controls the elevators trim actuators, therefore the normal trim control is inhibited.

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Using the normal pitch trim

or standby pitch trim control switch disengages the autopilot enabling manual control.

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AP engagement automatically engages the Yaw Damper (YD) which is the third axis and controls the yaw actuator.

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When a FD mode is active, the AP automatically follows the guidance given by all FD active modes, except the GO AROUND mode.
In AP/FD mode, the selector "NAV SOURCE" determine the navigation source.
When the selector is on FM1 (or FM2), the navigation source is the FMS 1 (or FMS2).
When the selector is on V/ILS1 (or V/ILS2), the navigation source is the VOR/ILS/MKR corresponding.
When AP is engaged :
• the Roll trim is inhibited except when an out-of-trim is detected,
• when a trim control is required, "RETRIM ROLL R WING DN" is provided on the FMA, or "RETRIM ROLL L WING DN" is provided on
the FMA,
• an inhibition logic prevents the crew from trimming the aileron in the wrong direction

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AFCS MAIN FUNCTIONS-Autopilot and Flight Director Functions System Operation

AP engagement activates:
• Pitch and roll actuators clutch,
• Yaw actuator clutch if it not previously clutched (YD automatic engagement),
• Autotrim function availability on the pitch axis.

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The AP pushbutton switch on the Flight Guidance Control Panel (FGCP) is used to engage the AP function and the YD if it not previously
engaged.
The YD pushbutton engages the YD only.
AP and YD engagement is inhibited on ground.
AP engagement is indicated by:
• Illumination of the arrows on both sides of the AP and YD pushbuttons switches on the FGCP.
• Display of the message green AP on both FMA.

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The AP engages in basic or upper mode depending on the FD state prior to engagement.
Vertical axis:
• If no upper mode (or FD mode) is active, the AP engages in basic mode and holds the pitch attitude.
• If an FD upper mode is active, the AP engages without jerks in the FD active mode.
Lateral axis:
• If no FD mode is active prior to engagement, the AP engages in the lateral basic mode:
• If at engagement the bank angle is greater than 6°, the ROLL HOLD mode is activated.
• If at engagement, the bank angle is lower than 6°, WING LEVEL is activated, then when bank angle is lower than 3° confirmed 10s, the
HDG HOLD mode is activated.
• If an FD mode is active, the AP engages without jerks in the FD active mode.

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Manual AP disengagement is achieved by:

• An action on the AP pushbutton switch on the FGCP (the YD function remains active).
• An action on the YD pushbutton switch (disengages the AP consequently).
• An action on one AP quick release control pushbutton switch located on the horn of Captain and First Officer control wheels.
• An action on one GA pushbutton switch (the FD engaged modes is replaced by the GO AROUND and HDG HOLD modes).
• An action on Normal Pitch Trim.
• An action on standby pitch trim.

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• A force of 30DaN (66Lbs) applied on the rudder pedals.

• A force of 10 daN (22Lbs) applied on the control column (up or down).

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Automatic AP disengagement:
• Upon loss of one of the AP engagement logic conditions.
• Upon loss of one of the YD engagement logic conditions.
• Upon stall warning activation, the AP is disengaged automatically.
• There is a disagreement between the two AHRS's or between the two ADC's.
• Upon there is a mismatch between the two pitch trims.

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Anytime a message "AP DISENG" or "AP/YD DISENG" is displayed in reverse video on the FMA,
• a cavalry charge is generated by the MFC,
• the green arrows "AP" (and "YD" in case of YD is disengages) on the FGCP extinguish.
Pressing the quick disconnect pushbutton one more time turns off aural and visual alert.

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AFCS MAIN FUNCTIONS-Flight Director Functions System Description
The purpose of the Flight Director (FD) is to provide the pilot with information through the command bars on the Primary Flight Display to
enable manual vertical and lateral guidance of the aircraft.
The FD engagement is also indicated by the green message "FD" on both FMA.
The flight director can be engaged with or without the AP.
In FD alone, position of the PFD cross bar indicates the direction and amplitude of the commands to be performed to capture or hold a flight
path.
Once flight path is stabiliezed, the FD bars are centered on the ADI.
In AP/FD the cross bars recopy the commands sent to the actuators.
If no vertical or lateral active mode is selected, the command bars are removed.

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In addition, both bars can be removed on the PFD by pushing the FD pushbutton on the FGCP. This action does not disengage the FD modes.
FD mode is generally engaged by action on the mode selection pushbutton switch (on the Flight Guidance Control Panel) if the engagement
conditions are fulfilled.
The vertical modes are:

• IAS (Indicated Air Speed)
• VS (Vertical Speed)
• ALT (Altitude) and ALT SEL

which are Air data modes.
The lateral modes are:

• HDG (Heading select mode)
• NAV (Navigation mode)
• BC (Back Course localizer)

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The common modes are:

• APP: lateral (LOC) and vertical (GLIDE) guidance for ILS approach.
• GA: lateral and vertical guidance for initial Go Around.

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AFCS MAIN FUNCTIONS-Flight Director Functions System Operation
Mode selection is achieved by depressing the Corresponding pushbutton on the Flight Guidance Control Panel:
IAS (Indicated Air Speed)

VS (Vertical Speed)
ALT (Altitude)
HDG (Heading selected mode)
NAV (Navigation mode)
APP (Approach mode)
BC (Back Course localizer)

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Two other modes are engaged differently:

• ALT SEL: can be selected by the "ALT SEL" knob and the mode is automatically armed when the aircraft approaches the preselected
altitude.
• Go Around: which can be only engaged with GA pushbuttons integrated in the power levers.

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Some modes have an initial arm status before becoming active.

Their active phase is divided into a capture phase followed by a track phase.
Simultaneous armed modes are limited to one lateral mode and two vertical modes. Therefore vertical modes are prioritized.
The ILS GS ARM mode take priority over the ALT SEL ARM.

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When a mode is armed the annunciator appears in cyan on the FMA.

When a mode is captured it appears in green with an asterisk.
When a mode is tracked the asterisk is removed.

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FD modes are disengaged by:

• pressing the pushbutton of an arm or an active mode on the FGCD disengages that mode,
• pressing the STBY pushbutton on the FGCP disengages all armed or active modes,
• pressing either GA pushbutton disengages all other armed or active modes (and engage GA mode).
• if the logic conditions associated with mode continuation are lost.

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When a new mode is engaged (vertical or lateral), the previously engaged mode is automatically disengaged and a box is displayed for 7
seconds around this mode in order to highlight it.

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ALT SEL mode will rearm automatically only if AP is engaged or if FD vertical mode is selected again and the aircraft flies toward the selected
altitude.
On each axis, FD function fails is indicated by:

• display of a warning message on the FMA
• cancellation of the display corresponding to the FD mode engaged on this axis
• the FD mode cancelled is replaced by the AP basic mode on this axis.
In case of FD complete failure, the flag "AFCS FAIL" is displayed.
The same message is displayed when there is a communication failure between Display Units and CAC.

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AFCS MAIN FUNCTIONS-Yaw Damper Function System Description

The Yaw Damper (YD) ensures yaw damping and turn coordination through the rudder control linkage by means of the yaw damper actuator.
The AP yaw actuator is installed in parallel on the flight controls. Therefore when the YD is engaged, the rudder pedals follow the YD
commands.
YD engagement controls the clutch of the yaw servo actuator and disengages the Releasable Centering Unit (RCU).
The YD can be engaged using the "YD" pushbutton on the Flight Guidance Control Panel (FGCP).
The YD is also automatically engaged by pressing the "AP" pushbutton. YD is then the third AP axis.

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AFCS MAIN FUNCTIONS-Yaw Damper Function System Operation
YD engagement is indicated by:

• illumination of the arrows on both sides of the YD pushbutton on the Flight Guidance Control Panel
• a green display "YD" on the FMA.
Disengagement of the YD function is indicated by:

• Arrows on both sides of the YD pushbutton are no longer illuminated
• Disappear of the green display "YD" on the FMA
• "YD DISENG" is displayed on the FMA.
Disengagement of the YD (and consequently the AP if previously engaged) can be accomplished by the following:
• Pressing on the YD pushbutton switch,
• applying a 30DaN (66Lbs) force on the rudder pedals

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Pressing the "YD" pushbutton when YD and AP are engaged disengages YD and AP. This disengagement is indicated by:
• Arrows on both sides of the YD and AP pushbutton are no longer illuminated.

• Disappear of the green display "AP" on the FMA
• "AP/YD DISENG" is displayed on the FMA
In the event of a failure in the YD function, the Automatic Flight Control Application (AFCA) monitoring disengages the YD function
automatically.
"AP/YD INVALID" is then displayed on the FMA.

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AFCS MAIN FUNCTIONS-Auto Trim Function System Description

When the AP is engaged the AFCS Computer controls, through the Power Trim Box and normal pitch trim, the elevator trim actuators in order
to reduce permanent loads on the pitch actuator. And thus avoid jerks on the elevator in the event of AP disconnection.
The electric trim normal control is inhibited and the actuator control inputs are fed with the CAC autotrim output.

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AFCS MAIN FUNCTIONS-Auto Trim Function System Operation

The elevator trim actuator can be activated by a normal and standby controls and also by the autopilot.
If the elevator is improperly trimmed for more than 10 seconds, "PITCH MISTRIM" is displayed on the FMA in reverse video flashing during 7s
then steady.
The message is cleared only after the elevator is properly trimmed.
Loss of the autotrim function is indicated by the message "AP PITCH TRIM FAIL" on the FMA but the AP remains engaged.
The pilot must manually disconnect the AP to clear message.

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AFCS MAIN FUNCTIONS-Touch Control Steering Function System Description

The AP is provided with a TCS function. The Touch Control Steering (TCS) allows temporary manual control of the aircraft by overriding AP /
FD function.
In AP the TCS:
• Enables the crew to control the pitch and roll axes by declutching the pitch and roll actuators,
• De-activates the pitch autotrim control (the pitch trim normal control is then available).
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This function is achieved by depressing the TCS pushbutton located on each control wheel and is activated until the pushbutton is released.
In pitch attitude hold or in air data upper modes (VS, ALT HOLD) the TCS synchronizes the target used for the active mode to the currents A/C
attitude or air data values present upon release.
At release, the mode previously active which was memorized, holds this new reference. In IAS mode, the TCS is not effective.
• In ROLL HOLD or HDG HOLD the TCS synchronizes the current A/C bank angle (within limits) upon release.
• In the other AP/FD modes (NAV, APP, IAS and GA), the TCS has no synchronization function, only the neutralizing function is active.
Upon release the AP/FD modes is recovered.
In all AP modes, TCS activation is indicated by the green TCS message on the FMA.

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AFCS MAIN FUNCTIONS-Touch Control Steering Function System Operation

Activation of the TCS function holds the active modes (AP or FD) and neutralizes the AP.
In AP basic mode:
The TCS can be used to change the pitch and roll attitude, once the pushbutton is released, the reference attitude will be the aircraft’s new
pitch and roll attitude, within limits, Pitch and Roll actuators are then clutched again and the autotrim function is restored.
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If the TCS pushbutton is released at a pitch angle < +/- 15°, the aircraft maintain that attitude.
If the TCS pushbutton is released at a pitch angle >+/- 15°, the aircraft will return to +/-15° and maintain that attitude.
Note: If the pitch angle exceeds +/-25°, the autopilot automatically disengages.
If the TCS pushbutton is released at a bank angle < 6°, the AP returns to HDG HOLD mode after the bank angle has been reduced to a value
<3° (WING LEVEL Mode).
If the TCS pushbutton is released at a bank angle > 6° and < 27°, the AP will maintain the bank angle.
The bank angle limit value is managed by the Automatic Bank Angle Limit function (+/-15° or +/-27° depending on A/C IAS).

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If the TCS pushbutton is released at a bank angle > 27° (or 15° depending on IAS), the aircraft will return to 27° (or 15°) and the AP will
maintain the new attitude.

Note: If the bank angle exceeds 50°, the autopilot automatically disengages.
In FD mode:
• TCS is only active in "VS", and "ALT" modes,
• It enables re-synchronization of the air data command reference without disengaging the mode.
• When TCS is released, anemobarometric reference of active mode synchronizes the value present at release.
In all other modes, TCS activation does not disengage the mode and re-synchronization does not occur.

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To summarize, the TCS function can be used to correct a path by a manual action in order to acquire a new reference.
Before a mode becomes active, TCS can be used to accelerate captures phases or to access a mode more rapidly.
Let's now see an example of the TCS with VS mode:

• You are flying at 3000 feet and your vertical speed is -1000 FPM.
• Activation of the TCS pushbutton is used to change the vertical airspeed reference without disengaging the mode.
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• The FMA displays "TCS" in green.

• Depressing and holding the TCS pushbutton allows the pilot to maneuver the aircraft to a new reference.
• At TCS release, the new vertical speed data is maintained (- 2000 FPM) and displayed on the PFD.
• The green "TCS" disappears
• The aircraft maintains the new reference.

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AFCS MAIN FUNCTIONS-Coupling Function System Description
The CPL function enables the AP/FD to receive information presented on Captain or First Officer main instrument panel.
For basic attitude control, the AFCS produces control signals based on average data received from both ADC and AHRS systems. These data
are permanently compared by the AFCS.
For lateral and vertical guidance computations, the AFCS receives captain's or first officer's information, depending on coupling selection, on
the Flight Guidance Control Panel.
Those information are:
• ADC 1 or 2
• Radio navigation 1 or 2
• FMS 1 or 2
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Whenever invalid data from one sensor is detected, the AFCS automatically selects the remaining valid data for computation and a
corresponding message is displayed on the FMA. For instance, "ADC INVALID" is displayed if one ADC fails.
The selection of coupled side is achieved by pressing the CPL pushbutton located on the FGCP, and indicated by illumination of the adjacent
green arrow showing the selected side.
Upon power on, Captain main instrument panel is selected by default.
The CPL status is repeated on the Display Unit- FMA by a green arrow.
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When the system is transferred to the alternate radio navigation, all flight director modes are cancelled except:
• HDG SEL
• GS (ILS)
• GA
During the tracking phase of an ILS approach, side selection will be inhibited after automatic transition to DUAL CPL when radio altitude is
below 1200 feet AGL.
The AFCS then uses the ILS information delivered by the two receivers for guidance.
The dual coupling mode couples both NAV receivers to the CAC1 and 2 which averages the data for guidance computation.

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In DUAL coupling phase both arrows on the FGCP are on.

The DUAL coupling status is repeated on the FMA by a green label: DUAL.
After any disengagement of the approach mode in DUAL CPL phase, the side selected prior to DUAL CPL phase remains.
Further to involuntary disengagement of the approach mode in DUAL CPL due to ADC, AHRS or ILS failure, CPL is set on the side
corresponding to the valid sensor.
Note: The DUAL CPL function is mandatory for CAT II operations.

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AFCS MAIN FUNCTIONS-Coupling Function System Operation
The dual couple approach mode requires that all of the following conditions are met:
• The ILS navigation sources tuned to the same frequency on the MFD.
• Both the localizer and glideslope are in the track mode.
• Radio altitude is below 1200 feet AGL.

• Both navigation receivers are valid.
When these conditions are satisfied,
• CAT 2 is displayed on the FMA,
• the green label "DUAL" is displayed on the FMA
• on the FGCP, both arrows on each side of the CPL pushbutton are illuminated.

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Whenever invalid data from one ILS receiver, ADC, AHRS, is detected, the AFCS (CAC) selects data from the remaining component for
guidance.
Dual CPL is automatically cancelled when invalid data or miscompare are detected on ADCs, AHRSs, or ILSs.
Manual cancellation is also possible.
The following messages are then displayed:
• "CAT2" is replaced by "CAT1" on the FMA
• A "CAT 2 INVALID" amber flashing in reverse video is displayed on the FMA and a triple click audio signal is triggered.
• The arrows on both sides of CPL pushbutton switch indicate which side has been selected for AP/FD guidance and, the green label
"DUAL" is replaced by the green arrow.
The approach can be continued using CAT 1 minima.
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AFCS MAIN FUNCTIONS-Bank Function System Description

The bank angle function automatically selects the bank angle limit (high or low value) for all lateral modes.
Selection of either value is made by the Automatic Flight Control Application (AFCA), embedded on CAC, depending on A/C IAS.
• In LO BANK, a green label "LO" is displayed on the FMA with two green ticks on the attitude sphere.
• In HI BANK, no label is displayed on the FMA but two green ticks are displayed on the attitude sphere.
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AFCS MAIN FUNCTIONS-Bank Function System Operation

In all lateral modes, the Bank Angle function selects automatically the bank angle limit (high or low value).
Selection of either value is made by the Automatic Flight Control Application (AFCA) imbedded in CAC, by comparison between current aircraft
speed and VmHB (Velocity minimum High Bank) calculated by Flight Management System.
• LO BANK (15°) is selected if IAS<VmHB
The green label "LO" is then displayed on the FMA and two green ticks are displayed on the attitude sphere at 15°.
• HIGH BANK (27°) is selected when IAS>VmHB + 5
There is no label on the FMA and two green ticks are displayed on the attitude sphere at 27°.

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The STBY function is used to clear armed or active upper modes on both axes at the same time and the FD bars.
It is used by pushing the "STBY" pushbutton on the FGCP.
If the AP is engaged this action causes return to AP basic modes.

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Pushing the STBY pushbutton on the FGCP

• clears upper modes armed or active on both axes at the same time
• and the FD bars.
If the AP was engaged this action causes return to AP basic modes.
The ALT SEL mode will be rearmed automatically if the logic conditions are fulfilled.

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AFCS MAIN COMPONENTS-AFCS Computer

The architecture of the AFCS includes 2 Core Avionic Cabinets (CAC 1 and 2).
The Core Avionic Cabinets are located in the "left electronics rack" 80VU.

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The term CAC designs the whole equipment composed of the rack and the set of cards.
The Core Avionic Cabinets use Line Replaceable Units (LRU): 6 cards + 2 future expansion spares in each Cabinet.
In the basic configuration, each CAC is composed of:

• 1 CPM (Core Processing Module)
• 1 IOM-S (I/O Module)
• 1 IOM-AP (I/O Module)

• 2 IOM-DC (I/O Module)
• 1 SWM (Gateway and Switch module)
The Core Processing Module is the "intelligent" part of the system; the different applications (Flight Warning Application, Data Concentration
Application, Centralized Maintenance Application and Auto flight Control Application) are embedded in the CPM and share the resources. This
card is fitted with an external Input/Output Module (IOM) to extend its capacity; the communication with CPM is assured by an internal PCI bus.

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The IOM-S is an extension of the CPM.
The IOM AP is an analogical/numerical and numerical/analogical converter, which assures the interface between the AFCA and:
• the actuator,
• Power Trim Box,
• Quick release / Go Around
• FGCP arrows
Whereas the IOM-S is an extension of the CPM, IOM AP (and IOM DC) are stand alone card, they have their own power supply and
communicate with CPM with A429 buses.
The IOM DC is an external interface.
SWM (Gateway and Switch module) connecting together CPM and other Avionics Data Network subscribers.

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The AFCS is:

• "Fail Passive" which
means in case of a failure
occuring on duplicated
sensors, this failure does
not result in a significant
down-grading of the
flight.
• "Fail Safe" which means
in case of a failure
occuring on a single
sensor, this failure results
in limited down-grading
which does not affect
flight safety.
It includes the following

functions:
• AP: Autopilot,
• FD: Flight Director,
• YD: Yaw Damper.

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The CAC communicate through

ARINC429 with:
• AHRS1 and 2 (inertial
information)
• ADC1 and 2
(Anemobarometric
information)
• MFC (altitude alert, cavalry
charge, triple click, stall
warning)
• RA (A/C Height)
• Radionavigation1 and 2
(ILS, VOR, MKR
information)
• MPC (AFDAU)
• T2CAS (Maintenance
function)
• FLIGHT GUIDANCE
CONTROL PANEL

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The CAC communicate through

AFDX Network with:
• Display Unit 1 and 2
(Captain side)
• Display Unit 4 and 5 (F/O
side)
• FMS 1 (embedded in DU2)
• FMS2 (embedded in DU 4)
• Engine Warning Display
(DU 3)
• DME receivers (the
second is an option) by the
Radio Management
Application (RMA)
embedded in DU2 and
DU4

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The CAC communicate using

analog signals with:
• Pitch, Roll and Yaw
actuators (command and
position)
• Power Trim Box
(command pitch trim
actuator)
• Flap position, pitch trim
position and aileron
position

22 – AUTO FLIGHT
The CAC communicate using

discrete signals with:
• Quick release
(Disengage AP)
• Touch Control Steering
• Go Around
• Landing Gear (Inhibition
on ground)
• Releasable Centering
Unit (declutch
command when YD is
engaged) through the
MFC.
• Roll Trim inhibition
circuit:
When the roll axis is in
out-of-trim conditions,
the AP inhibits the trim
controls in the opposite
direction.
When AP is engaged,
the rolltrim is inhibited,
except when out-of-trim
condition is detected.
• Four discrete signals
from the flap control unit
switch
• Two discrete signals
from spoiler extension
microswitches

22 – AUTO FLIGHT
The CAC are electrically

supplied through the:
• 28VDC ESSENTIAL
BUS for the CAC 2
(CPM 2 and IOM AP2)
• 28VDC EMERGENCY
BUS for the CAC 1
(CPM1 and IOM AP1)
This electrical distribution

ensures the availability of the
AFCS in case of engine
failure and in EMER ELEC
configuration.

22 – AUTO FLIGHT
AFCS MAIN COMPONENTS-FGCP Control Panel
The Flight Guidance and Control Panel (FGCP) is the main control panel of the Automatic Flight Control System. It is located in front of the
pilots, on the glareshield panel (13VU).

22 – AUTO FLIGHT
The "AP" pushbutton is used to engage the autopilot and Yaw Damper functions simultaneously. All four associated arrows illuminate green.
Subsequent action on the "AP" pushbutton disengages the autopilot but leaves the Yaw Damper engaged
The "YD" pushbutton is used to engage only the Yaw Damper. The arrow lights illuminate on each side of the pushbutton.
Subsequent press on the pushbutton disengages the Yaw Damper function (and the autopilot if engaged).
The "CPL" pushbutton is used to enable the selection of captain or first officer data to be coupled to the AFCS.
The green left arrow indicates captain data are coupled to the AFCS.
The green right arrow indicates the F/O data are coupled to the AFCS.

22 – AUTO FLIGHT
The green arrow on both sides of the "CPL" pushbutton indicates a CAT2 configuration.
The pitch wheel is used to make pitch adjustments during basic pitch hold mode, and also change the reference values for vertical speed hold
modes.
Pitch wheel selections are rate-sensitive. Therefore, relatively large changes are made when it is rotated rapidly, and small changes are made
with slow rotation.
Adjustment toward "NOSE DN" decreases pitch attitude, and increases vertical speed references.
Conversely, adjustment toward "NOSE UP" increases pitch attitude and decreases vertical speed references.
The pitch wheel is inhibited during GS, IAS, altitude capture, and track phases.
The "IAS" pushbutton is used to activate the vertical guidance to maintain the airspeed indicated by the coupled ADC at the time of the
selection.
The "VS" pushbutton is used to activate the vertical guidance to maintain the vertical speed indicated by the coupled ADC at the time of the
selection.

22 – AUTO FLIGHT
The "ALT" pushbutton activates the vertical guidance to maintain the altitude indicated by the coupled ADC at the time of the selection.
The "HDG" pushbutton is used to engage the lateral guidance to compute commands, based on the selected heading that is displayed on the
PFD.
The "NAV" pushbutton arms the lateral guidance for capture of the radio course (VOR or LOC) selected on the PFD.
The "BC" pushbutton arms the lateral guidance for capture of the LOCALIZER back course.
The "APP" pushbutton is used to arm the lateral and vertical guidance for localizer and glideslope capture.
The "STBY" pushbutton cancels all previous armed and active modes and the autopilot reverts to basic modes.
The left "FD" pushbutton removes the two FD bars on captain PFD.
Subsequent action on the left "FD" pushbutton displays the two FD bars on captain PFD.

22 – AUTO FLIGHT
The right "FD" pushbutton removes the two FD bars on F/O PFD.
Subsequent action on the right "FD" pushbutton displays the two FD bars on F/O PFD.
The left "COURSE" knob enables the crew to select a course (VOR/LOC) on captain side.
The right "COURSE" knob enables the crew to select a course (VOR/LOC) on F/O side.
The "HDG" knob enables the crew to modify a heading selected show by a bug and readout on the PFD.
The "HDG" knob can also be pushed. When crew pushes this button, the heading bug (on the PFD) returns to aircraft heading.
The "ALT SEL" knob enables the crew to modify an altitude selected show by a bug and a readout on the PFD.

22 – AUTO FLIGHT
The "NAV SOURCE" selector enables the crew to choose the navigation source for the AFCS.
The left selector choose the navigation source for the captain and the right selector choose the navigation source for the F/O.
When the selector is on "FM1" (or "FM2"), the FMS1 (or FMS2) sends navigation information to the AFCS.
When the selector is on "V/ILS1" (or "V/ILS2"), the VOR/ILS/MKR1 (or VOR/ILS/MKR2) send navigation's information to the AFCS.
The FGCP operates in four modes:

• Power OFF mode: The FGCP is out of power during power cut.
• Reset mode: The FGCP goes into the reset mode at start up. It sends no ARINC data during this mode.
• INIT mode: The FGCP goes into the INIT mode after reset mode automatically. It does not communicate with the front face and sends
non computed ARINC data.
• Operational mode: The FGCP goes into the operational mode after the INIT mode. It does normal processing in this mode.

22 – AUTO FLIGHT
The FGCP communicates with CAC1 and CAC2 through the ARINC 429.
The FGCP is electrically supplied through the:
• 28 V DC EMER BUS
• 28 V DC ESS BUS

22 – AUTO FLIGHT
AFCS MAIN COMPONENTS-Flight Controls Actuators
The AFCS commands are applied to the control surfaces by three identical actuators:
• the pitch
• yaw
• and roll actuators
Pitch actuator is in the aft avionics compartment, zone 312.
The AP pitch actuator is secured to its mount by four bolts with nuts. The actuator mount is attached to a main frame located on aft avionics
compartment.
The actuator cable drum is linked by two cables at to two quadrants connected to the rotation shaft of the manual flight control quadrant.
The AP pitch actuator includes a clutch which allows free movement when the autopilot is not engaged.
The autopilot is overridden if the load transmitted by the actuator is > 34daN.
Note: In normal operation, the pitch dynamometric rod, which has an override threshold at 10 daN, enables the pilot to declutch the AP with
less force.

22 – AUTO FLIGHT
For maintenance purpose, the

actuator is divided in two different
parts:
• the capstan
• the servomotor
They are independent, which

allows changing of the servomotor
without removing the capstan
integrated in the flight controls.
This type of servomotor facilitates

the eventual replacement, because
the "weak" part is the servomotor,
and the capstan's installation is
tricky (integrated with flight
controls).
The main functions of the Servo

motor are:
• Transforming the electrical input signal into a mechanical angle by the way of the rotative movement of the output shaft
• Closed position loop
• Dual feedback position of the actuator
• Dual feedback torque measurements
• Disengagement to prevent active failure by means of two independent commands (declutching, Inhibition of the motor)
• Motor current limiting
• Feedback Inhibit
The Capstan makes a mechanical coupling between the splined output shaft of the servo-motor and the driving pulley (drum) of the control
cables.
The control cables connect to the aircraft flight control system through 3/32 linkage cables.

22 – AUTO FLIGHT
When AP is engaged the pitch actuator controls the elevators.

The AP pitch actuator is installed in parallel to manual flight controls, which means that actuator movement is transmitted to the control
columns.

22 – AUTO FLIGHT
Roll actuator is located in the wing center box, zone 295.

The AP roll actuator is secured on a mount attached to the aft center section of the wing center box.
The actuator cable drum is linked by two cables to a quadrant connected to the bulkhead through fitting linking the manual flight control (in
cabin) and the rod actuating bellcrank.

The AP roll actuator includes a clutch which allows free movement when the autopilot is not engaged.
The autopilot is overridden if the load transmitted by the actuator is > 22.7daN.
Note: The actuator is protected against moisture by a gutter.

The clutch cover incorporates a water drain in order to avoid possible icing.

22 – AUTO FLIGHT

parts:
• the capstan
• the servomotor
They are independent, which

allows changing the servomotor
without removing the capstan
integrated in the flight controls.
This type of servomotor facilitates

the eventual replacement,
because the "weak" part is the
servomotor, and the capstan's
installation is delicate (integrated
with flight controls).

motor are:
cables.

22 – AUTO FLIGHT
When AP is engaged the roll actuator controls both ailerons

The AP roll actuator is installed in parallel to manual flight controls, which means that actuator movement is transmitted to the control quadrant.

22 – AUTO FLIGHT
Yaw actuator is in the aft avionics compartment, zone 311.

The AP yaw actuator is secured on a mount attached on a main frame of aft avionics compartment.
The actuator cable drum is linked by two cables to two quadrants connected to the rotation shaft of the manual flight control quadrant.
The AP yaw actuator includes a clutch which allows free movement when the autopilot is not engaged.
The autopilot is overridden if the load transmitted by the actuator is > 68.2daN.
Note: In normal operation the yaw dynamometric rod, which has an override threshold at 30 daN, enables the pilot to declutch the AP with less
force.

22 – AUTO FLIGHT

parts:
• the capstan
• the servomotor
They are independent, which allows

changing the servomotor without
removing the capstan integrated in
the flight controls.
This type of servomotor facilitates the

eventual replacement, because the
"weak" part is the servomotor, and
the capstan's installation is delicate
(integrated with flight controls).

motor are:
cables.

22 – AUTO FLIGHT
When AP is engaged the yaw actuator controls the rudder.

The AP yaw actuator is installed in parallel to manual flight controls, which means that actuator movement is transmitted to the rudder pedals.

22 – AUTO FLIGHT
The AP actuators are connected to CAC 1 and 2.

CAC1 commands the clutch
CAC2 sends a clutch inhibition order in case of discrepancy CAC1/CAC2

CAC1 sends a capstan position command
CAC1 & 2 receive:
• two independent capstan position
• and two independent torque measures.
The AP actuators are electrically supplied through the 28VDC STBY BUS.

22 – AUTO FLIGHT
AFCS MAIN COMPONENTS-Power Trim Box Description and Operation
The Power Trim Box is located on shelf 81VU in left electronics rack 80VU.
The Power Trim Box is an independent box which provides power for the electric pitch trim of the aircraft, with no mechanical subassembly or
component and no software.

22 – AUTO FLIGHT
For the automatic pitch trim

function, the AFCS must be
interfaced with the pitch trim
actuators.
Because the IOM AP (CACs) is
not able to manage power signals,
an interface is needed in order to
command the pitch trim actuator.
This interface is assured by the
Power Trim Box, which converts
command signals into power
signals.
Moreover, the Power Trim Box

consolidates CAC commands:
• CAC1 computes nose
down orders, and CAC2
nose up orders.
• PTB actives pitch nose up
if CAC2 commands a nose
up order, and CAC1 does
not command a nose down
order
• PTB actives pitch nose
down if CAC1 commands
a nose down order, and
CAC2 does not command

a nose up order
The Trim Up and Trim Down

command pulses have a 1Hz
frequency.
The Power Trim Box is electrically supplied through the 28VDC EMER BUS
This electrical distribution ensures the availability of the Power Trim Box in case of engine failure and in EMER ELEC configuration.
22 – AUTO FLIGHT
AFCS WARNINGS AND INDICATIONS-Stall Function

The purpose of the stall function is to indicate an angle of attack which leads to an IAS lower than 1.3 VS (V Stall).
When the CAC receives the discrete signal from the MFCs, it automatically disengages the AP function.
"AP/YD DISENG" is displayed on both FMA and a "CAVALRY CHARGE" alert is also broadcast to confirm AP disconnection.

22 – AUTO FLIGHT
AFCS WARNINGS AND INDICATIONS-Altitude Alert Function

The purpose of the Altitude Alert function is to indicate:

• Approaching of a selected altitude,
• Deviation from this altitude after it has been reached.

22 – AUTO FLIGHT
The selected altitude from the "ALT SEL" knob on FGCP is sent to the CAC.
This selected altitude is displayed on the PFD, by readout above the altitude scale, and by M-shape bug along the altitude tape.
The ADC send to the CAC the current altitude which is compared with altitude selected.
When a warning is computed, the CAC send signal to:

• the display unit for the visual warning
• the MFC for the "C chord" aural warning activated for 1 second.

22 – AUTO FLIGHT
Let's see an example; the selected altitude is 7500 ft

• When the aircraft reaches within +/- 1000 feet of the preselected altitude during the capture maneuver, the surrounding line color around
the altitude box shall pulse yellow and goes out when the aircraft is within +/-250 feet of the preselected altitude.
• A C chord aural warning is activated for 1 second when the aircraft enters these zones.
• When the aircraft deviates +/-1000 feet from selected altitude, the surrounding line color around the altitude box flash amber and goes
out if the aircraft departs more than 1100 feet from the selected altitude.

22 – AUTO FLIGHT
AFCS WARNINGS AND INDICATIONS-Decision Height Function
The decision height value indicates the DH selected by the pilot and first officer through their respective ICP, by the outer knob "DH/MDA".
The Selected Decision Height is displayed in feet on the PFD on the lower left corner of the attitude scale, by readout and can be adjusted by
means of the DH knob on Index Control Panel.
DH display ranges from 0 to 999 ft.
This DH is linked to the height information delivered by the radio altimeter, an aural and visual warning inform the crew that the decision height
is reached. Visual and Aural signals are broadcast as follows:
• an "APPROACHING DECISION HEIGHT" voice alert is broadcasted when the aircraft is at selected decision height + 100 ft.
• when aircraft radio-altitude reaches selected Decision Height, an amber "DH" text is displayed, in an amber box with a black
background. When displayed, the "DH" flashes for 3 seconds then becomes steady.
22 – AUTO FLIGHT
• A "DECISION HEIGHT" voice alert is broadcasted when the selected decision height is reached.
All DH aural warnings are generated by the T2CAS.
Note: Maximum selectable decision height is 999 ft.

When the Selected Decision Height is set to zero, the DH indicator disappears.
When DH value is invalid, amber dashes are displayed.

22 – AUTO FLIGHT
AFCS WARNINGS AND INDICATIONS-Minimum Decision Altitude Function

The MDA indicates the lowest altitude to which an approach may be flown before required visual reference is seen.
The Minimum Descent Altitude value is selected by the pilot and first officer through their respective ICP, by the outer knob "DH/MDA". The
MDA displayed by Captain and MDA displayed by F/O are not synchronized.
Selected Minimum Descent Altitude is displayed on the lower right corner of PFD.
Moreover, a bug composed of two horizontal amber lines is placed directly on the altitude tape.

22 – AUTO FLIGHT
Note: MDA display ranges from 0 to 19999 ft. Resolution is 1 ft.
When A/C altitude is at Minimum Descent Altitude +80ft, a "APPRAOCHING MINIMUM" aural alert is broadcast.
If A/C altitude is less than or equal to the Minimum Descent Altitude, the altitude numeric readout is displayed in amber.

22 – AUTO FLIGHT
When A/C reaches the MDA, a "MINIMUMS, MINIMUMS" voice alert is broadcast.
When Minimum Descent Altitude value is invalid, MDA value is replaced by Amber Dashes.

22 – AUTO FLIGHT
AFCS WARNINGS AND INDICATIONS-AP / YD Engagement and Disengagement

Warning and caution messages studied in this module are all displayed on the third line of Flight Mode Annunciator (area 12, 14 and 15), upper
area of the Primary Flight Display.
The AFCS (CAC1 and 2) detects situations prohibiting engagement of the autopilot.

22 – AUTO FLIGHT
If an attempt is made to engage the AP in these conditions, the message "AP INHIB" is displayed flashing for 7 seconds, then disappears.
AP/YD engagement is inhibited in any of the following cases:
• A/C is on ground
• TCS pushbutton is pressed.
• An AP quick disconnect pushbutton is pressed.
• Normal pitch trim control switch is in UP or DN position

22 – AUTO FLIGHT
• Or Standby pitch trim control switch is in UP or DN position • Stall warning detection.

• GA pushbutton is pressed. • AHRS and ADC monitoring.
• A force greater than 30 daN (66Lbs) is applied on rudder pedals. • A/C attitude exceeds engagement limits
• A force greater than 10 DaN (22Lbs) is applied on elevator control • Elevator tab offset detection
wheel.

22 – AUTO FLIGHT
The AFCS (CAC1 and 2) detects situations prohibiting engagement of the autopilot.
If an attempt to engage YD is made, the message "YD INHIB" is displayed flashing for 7seconds, then disappear.
Engagement of YD alone is inhibited in the following cases:
• A force greater than 30 daN (66Lbs) is applied on rudder pedals.
• A/C attitude exceeds engagement limits.
• AHRS and ADC monitoring

22 – AUTO FLIGHT
The AFCS (CAC1 and 2) detects situations where AP is disengaged automatically.

Note: FD is not affected by AP disengagement.
The disengagement is indicated on the FMA, the arrows on the FGCP extinguish and a "CAVALRY CHARGE" audio signal is triggered.
Let's now see the five conditions which enable the AP to be disengaged automatically:
• The Autopilot disengages automatically in case of loss of • The Autopilot disengages automatically in case of STALL
one AP engagement hold logic condition. detection.
• The Autopilot disengages automatically in case of loss of • Disagreement between the two AHRS or the two ADC's.
one YD engagement hold logic condition. • Pitch trim mismatch
22 – AUTO FLIGHT
The autopilot is disengaged manually by:

• An action on the AP pushbutton switch on the FGCP (the YD function remains active).
• An action on the YD pushbutton switch on the FGCP


22 – AUTO FLIGHT
• An action on one AP quick disconnect control pushbutton switch located on the horn of Captain and First Officer control wheels.
• An action on one GA pushbutton switch (the FD engaged modes are replaced by the GO AROUND and HDG HOLD modes).
Note: All previous armed or active modes (except ALT SEL) are cancelled. GA becomes an FD active mode.
All this warning messages ("AP/YD DISENG", "AP DISENG" or "YD DISENG") can be erased by pressing the "AP Quick disconnect"
pushbutton on the Captain and F/O control wheel.
This action also stops the aural signal "Cavalry charge".


22 – AUTO FLIGHT
CONTROLS AND INDICATORS-Front Cockpit

The Flight Guidance Control Panel (FGCP) is the main control panel of the Automatic Flight Control System.
The "AP" pushbutton:
Pushing the "AP" pushbutton engages the autopilot (AP) and Yaw Damper functions simultaneously.
Subsequent press on the "AP" pushbutton disengages the autopilot but leaves the Yaw Damper engaged.
The "YD" pushbutton:
Pushing the "YD" pushbutton engages only the Yaw Damper.
Subsequent press on the "YD" pushbutton disengages the Yaw Damper function (and the autopilot if engaged).

22 – AUTO FLIGHT
The "CPL" pushbutton:

Pushing the "CPL" pushbutton enables the selection of captain or first officer data to be coupled to the AFCS.
At power up, selected side is captain side.
The green arrow on both sides of the "CPL" pushbutton indicates a CAT2 configuration.
The pitch wheel is used to make pitch adjustments during basic mode, and also change the reference values for vertical speed hold mode.
The "IAS" pushbutton activates the vertical guidance to maintain the airspeed indicated by the coupled ADC at the time of the selection.
The "VS" pushbutton activates the vertical guidance to maintain the vertical speed indicated by the coupled ADC at the time of the selection.
The "ALT" pushbutton activates the vertical guidance to maintain the altitude indicated by the coupled ADC at the time of the selection.

22 – AUTO FLIGHT
The "HDG" pushbutton controls selection of heading hold mode.

The "NAV" pushbutton arms the lateral guidance for capture of the course selected on the coupled HSI on PFD.
The "APP" pushbutton arms the lateral and vertical guidance for capture of the localizer and glide slope on the coupled HSI on PFD.
The "BC" pushbutton arms the lateral guidance for capture of the localizer back beam on the coupled HSI on PFD.
Pushing the "STBY" pushbutton cancels all previous armed and active modes and reverts the autopilot to basic mode.
Note: In basic mode, "PITCH HOLD and HDG HOLD (or ROLL HOLD) are displayed on the FMA.
Pushing the left "FD" pushbutton removes the two FD bars on the PFD Captain side.
Subsequent push on the left "FD" pushbutton displays the two FD bars on the PFD Captain side.
Pushing the right "FD" pushbutton removes the two FD bars on the PFD F/O side.
Subsequent push on the right "FD" pushbutton displays the two FD bars on the PFD F/O side.
22 – AUTO FLIGHT
The left "COURSE" knob modifies the captain's course (VOR/LOC).

The right "COURSE" knob modifies the F/O s course (VOR/LOC).
The "HDG" knob selects on both HSI on both PFD, the heading which is used as a reference by the AFCS.
The "HDG" knob can also pushed. When the crew push this button, the heading bug returns to the aircraft's heading.
The "ALT SEL" knob is used to modify an altitude selected shown by a bug and a readout on the PFD.

22 – AUTO FLIGHT
The left "NAV SOURCE" selector is used to choose the navigation source for the AFCS on the Captain side.
When the selector is on "FM1", FMS1 sends navigation information to the AFCS.
The information displayed on the PFD is in magenta.
When the selector is on "V/ILS1", VOR/ILS/MKR1 sends navigation information to the AFCS.
When the selector is on "V/ILS2", VOR/ILS/MKR2 sends navigation information to the AFCS.
The left "NAV SOURCE" selector is used to choose the navigation source for the AFCS on the Captain side.
When the selector is on "FM2", FMS2 sends the navigation information to the AFCS.
The right "NAV SOURCE" selector is used to choose the navigation source for the AFCS on the F/O side.
It operates in the same way as the right "NAV SOURCE" selector but on the F/O side.
22 – AUTO FLIGHT
The Index Control Panel (ICP) control:

The "SEL" pushbutton is used to select the speed bug selection between:
• MANUAL (ADC reference)
• AUTOMATIC (FMS reference)
The "SPD TGT" rotary knob is used to change the speed bug of IAS mode (MANUAL).
The inner rotary "DH/DMA" is used to choose between Decision Height or Minimum Decision Altitude target.
The outer knob change the value of the selected target.

22 – AUTO FLIGHT
The AP quick disconnect (release) control pushbutton switch disconnects AP when pressed once.
When pressed again, it clears AP OFF alert indication.

22 – AUTO FLIGHT
The TCS pushbutton located on the front face of each control wheel is used, when depressed, to manually control the aircraft without
disengaging the AP or cancelling FD modes.

22 – AUTO FLIGHT
Actuation of the Normal Pitch Trim rocker when the AP is engaged will disconnect the AP.

22 – AUTO FLIGHT
The standby pitch trim control switch disengages the Autopilot if it was previously engaged.

22 – AUTO FLIGHT
Actuation of the Go-Around pushbuttons located on at the outboard end of each Power Lever grip:
• Disengages the Autopilot
• Cancels all previous FD modes.
Moreover the FD generates a pitch attitude command compatible with single engine performance and flap setting at Go-Around selection and
the lateral bar gives a heading hold command.

22 – AUTO FLIGHT
The Multi Control Display Unit is the interface whitch offers to the maintenance operator several services via pages in order to perform a
diagnostics.

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22 – AUTO FLIGHT

ENGINEERING TRAINING CENTRE ATR 72 – 212A MAINTENANCE TRAINING MANUAL

22. Auto Flight

ISSUE 01 REV 00 PAGE 1

• Yaw Damper / turn coordination (YD)

The AFCS is:

ISSUE 01 REV 00 PAGE 2

ISSUE 01 REV 00 PAGE 3

ISSUE 01 REV 00 PAGE 4

ISSUE 01 REV 00 PAGE 5

Main components are:

ISSUE 01 REV 00 PAGE 6

The Automatic Flight Control System exchanges data with:

• Two Air Data Computers (ADC)

ISSUE 01 REV 00 PAGE 7

ISSUE 01 REV 00 PAGE 8

• Quick release control pushbutton switch,

The Standby Pitch Trim switch is located on the pedestal.

Engine Warning Display (EWD):

ISSUE 01 REV 00 PAGE 10

ISSUE 01 REV 00 PAGE 11

The Flight Mode Annunciator is composed of 15 area on 3 lines.

• The area 2 indicate the lateral engaged modes

ISSUE 01 REV 00 PAGE 12

• In the area 6, the annunciation indicates which side is selected

• In the area 8, a text indicates that a lateral mode is currently armed.

ISSUE 01 REV 00 PAGE 13

• In zone 14 of FMA area, some different displays are indicated

ISSUE 01 REV 00 PAGE 14

On the attitude and Guidance Area:

ISSUE 01 REV 00 PAGE 16

Altitude Alert Function:

ISSUE 01 REV 00 PAGE 17

AFCS MAIN FUNCTIONS-Autopilot and Flight Director Functions System Description

The functions performed by the AP/FD are as follows:

ISSUE 01 REV 00 PAGE 18

The Auto Pilot system controls the

ISSUE 01 REV 00 PAGE 19

Using the normal pitch trim

ISSUE 01 REV 00 PAGE 20

ISSUE 01 REV 00 PAGE 21

ISSUE 01 REV 00 PAGE 22

AFCS MAIN FUNCTIONS-Autopilot and Flight Director Functions System Operation

ISSUE 01 REV 00 PAGE 23

ISSUE 01 REV 00 PAGE 24

ISSUE 01 REV 00 PAGE 25

Manual AP disengagement is achieved by:

ISSUE 01 REV 00 PAGE 26

• A force of 30DaN (66Lbs) applied on the rudder pedals.

ISSUE 01 REV 00 PAGE 27

ISSUE 01 REV 00 PAGE 28

ISSUE 01 REV 00 PAGE 29

AFCS MAIN FUNCTIONS-Flight Director Functions System Description

ISSUE 01 REV 00 PAGE 30

The vertical modes are:

• ALT (Altitude) and ALT SEL

The lateral modes are:

ISSUE 01 REV 00 PAGE 31

The common modes are:

• GA: lateral and vertical guidance for initial Go Around.

ISSUE 01 REV 00 PAGE 32

AFCS MAIN FUNCTIONS-Flight Director Functions System Operation

IAS (Indicated Air Speed)