PART FOUR of an EIGHT PART SERIES on the BOEING GLASS STUFF The MODE CONTROL PANEL A guided tour of the Mode Control Panel (MCP) \} by Mike Ray Captain Mike Ray actually 1S an airplane who hat over many years gradually changed into an ld timer retired aline plot. n ths article he engages nhs favorite acy blowing smoke Up thetalpipe ofthe lees experienced im plots dd trying ta pase himself of ar someone Who Inows what hetstalking about vee naj piece ofthe Bocing aviation E-PEE" or MCP. The engineers and Check- pilots refer ait as the “MODE CONTROL PANEL.” Like every other old Boving pilot before who has had the great fortune oy the 727, twas high pointin my aviation s ‘areer. Pilots love that airplane and flying it was challenging and quite simply exhilarating. As beautifl as she was, she had Some weak points, however, and one wes the annoying requirement to constantly adjust the throttles in order to ‘ainiain 8 constant airspeed, Similarly, during climb and escent, she required continual piteh adjustments in order to ‘maintain a constant airspeed. Bu it was particularly during long Tong fights, with the hours of maintaining precise crusewitspeedthat, the thrill tweaking requirement hecamean boring chore. When a pilot would tanstion to an airplane like the Douglas DC-10, hey would discover the AUTO-THROTTLE! Ie ie sid that you never mis things you never had, and once exposed tothe Mode Contol Panel of the DC-10, you become hooked. During those ong (and I mean -o-t-g) flights over the Pacific ean theexistensc ofthe MCP fand its auto-throtle is 8. great help in airspeed management Eventually, all new guys would move into pilot heaven and began flying the Boeing SGLASS™ equipped airplanes with their smagniicent FFIS’ Al hebestof pilrs dream airplane was ther, AY 208 [Even though everything a pilot needs to control the airplane using auto-ight is resident in the MCP .. and the controls are so smoothly integrated into the FMC (Fight Management Computer) soa to allow a whole range ‘of contol options that could include all levels of automated ‘light from “manaal” contro to automatic still you MUST HAVE the AUT0-THROTTLE connected to make the EFIS suite operate properly. ‘Al artwok NIKEOPERATIONAL PHILOSOPHY ~ Or, How does this darned thing work? In its simplest and most bese iteration, the MCP deals with reo ‘modalities: “up-and-down and "sideways." The terms used by the ‘Boeing engineering community for “turing” and “pitching” ae: LLNAV (lateral navigation). and VNAV Vertical navigation. The litle knobs and Wheels, buttons and switches all tell the Airplane what level of involvement the pilot wants to use in operating the jet The ‘very highest eve of automation i whats referred to as "LNAV-VNAV" where the ‘antomation can operate the siplane through a whole flight sequence: climb-cruise-descent-landing through stopping onthe runway without interference from the Pilot “The lowest level of automation iso hand-fly the airplane just ike a Boeing 727 withthe auto-ilot fumed off. Nota bad alternative Pilots can be evangelical in their praise of tis stuff and [am no ‘exception. The ability of the aulomation to perform the most ‘complex flight evolution with precision and safety i incredible The MCP operates in two separate modalities: PITCH and HEADING. and the challenge of operating the system in its most efficient ‘modalities is what makes this so much FUN to use, Once a pilot, becomes familia with the rich suite of choices for accomplishing 3 given task, operating the MCP is like playing © beaut musical instrument. The light Becomes 2 symphony. And in a real world airline ‘vifonment, watching e profesional flight ere operating under duress is like observing « well reheatsedorchestra, Historically, the LNAV segment of the flight paradigm was temendously enhanced through the innovative Hntegeation ofthe “MOVING MAP" into he instrument suit; and che VNAV algorithms simply wouldn't be possible without the AUTO-THROTTLE, There were several other innovative breakthroughs became available for those Boeing guys o use Tor cir development of theit EFIS snd they seamlessly integrated erin ther syste, DET, AILS There are several distinct systems integrated onto one instrument layout Me ocing hadhisengineing genus crete ingle bt remember, Mogi nmen deg thous tc contol fr “peer lou and conte Furhe ee conto Svea difeent imple comrol moder, There oprats in" some way cash teach constitute the Mode Control Pancl. have illustated my other and the rest ofthe FFIS (Electronic Flight Control discussion using tbe MCP roms the Boing 777 plane; Suteoe"plass" satay integrated system . the Bosing MCPs have the same AUTO- THROTTLE switel pd Eo 3000) FLIGI AIRSPEED . VERTICAL ALTITUDE | AUTOPILOT and r SPEED SELECTOR; controls Swatch POWER mais E controls controls controls 4 controls DISENGAGE switch BEFORE TAKE-OFF MCP SET-UP MCP SET-UP for take-off: OK, OK .. I know there are bunch of you guys out there that simply refuse to fly using the Automation and the pass. Some of you simply DO NOT UNDERSTAND how to make it Work properly. So, go with me on this and see if it doesn’t make some sense, Here's bow weshould set-up forthe MCP before takeof FLIGHT DIRECTORS (both). throttle) switches (both, ifinstalled) .. ON. ED... manually SET (2 plus 20 kts /or 250i). [ARM (ffmuttch doesnot luminate, arm after airborne). HEADING elector. ALTITUDE ET (unway heading or desired heading aftr airborne). Pirstrestriction or initial CRUISE ALTITUDE. "Then, ateriake-offyou gona um onthe AUTO-PILOT switch at leastone) sons ON. ‘002 Ave SHO EMVHere is a break-out of the pieces 1, AUTO-THROTTLE switch: The suto-hrottc isa KEY ELEMENT in the Bocing EFIS, While there are other ways totum the system “ON and OFF,” this isthe MAIN switch forthe unit On the real airplane, switches incorporated inthe thotle lever “knobs” can serve this function, but for simmers this is what [mean when I say to "ARM" the auto-throtles, While the Boeing system actually physically moves the totes; they can be over powered manually by a pilot at any time NOTE: On this airplane (a Boeing 777), the switch ia “split” switch. Ths would allow auto-throle ‘mone engine in the event ofa loss of one engine 2. AUTO-PILOT switch: It's considered SOP (Standard Operating Procedures) to engege the auto- pilot AFTER take-offat some stitude above 200 fet up (777 restriction) up to 1000 feet (737-300 restriction). In fealty, I recommend fying the airplane up to atleast 1000 feet nal eases before engaging the auto-pilot on any ofthe sim airplanes Ihave flown, 4. FLIGHT DIRECTOR switch: | absolutely recommend that you turn ON the F/D BEFORE you sat your take (ff The two F/D bars pith and heading) will only be displayed when there actually exists a pitch andlor heading ‘mode annunciated on the FMA (Fight Mode annuncator.In most cases take-off s made using the TOGA mode and that mode will suply an inital pitch and heading information to the Qybas NOTE: TOGA is selected by MSPS 2004 OWERTY key macro such as: “CTRL-SHIFT-G.” Note here that PMDG, LBVEL-D, Wileo 787PIC, etc have all designated thetr own individual keystroke or “bution” for selecting TOGA. 4 TWO-FUNCTION AIRSPEED switch: ROTATE: Selecs speed inthe windows AND that speed is duplicated on the PFD speed tp PUSH: This has «toggle mode called “SPEED INTERVENE” and is, ‘associated with the VNAV. Let we attempt to explain thie somewhat ‘complicated situation, When the VNAV is controlling the sirspeed, the indow is BLANK (black). However, if you push this button you can take control ofthe sispecd while remaining in VNAV. That is, VNAV will continue to control pitch and trot sting but will use the airspeed you have selected asthe controlling airspeed, Www eens ef TTY Pees) 5. JAS/MACH indicator window: This isthe speed that controls the auto-pilot and the fight director pitch bars. I canbe st by ether the ‘VNAV (using default settings or the CDU) a the airspeed selector knob, NOTE: When the airspeed window is blank, we can see what the NAV seleted airspeed is by looking tthe top of the airspeed tape ‘or the “salmon bug” airspeed selector indicator on the PD. 6. ENAV selector: This works ONLY in the lateral (heading) mode and causes the siplane to tack the "magenta line” on the ND, There face some “capture criteria” but usally, ance selected, the sxplane wil fly over o and hen tun onthe selected course line nto the waypoint listed atthe top of the LEGS page Here is technique, if T want to go direcly ta specific waypoint and are within coptare centeriaforintereept (use HDG SEL to turn towards the waypoint), then by make that ‘waypoint the top ofthe list on the LEGS page and push the EXECUTE button, followed immediatly by this LNAV switch, and the airplane vill arn towards and fy to that waypoint fs). 1. VNAY selector: This is tuly a magic switch. and as such is virtually impossible fora mere mortals to understand, Shortly after take-off (sally about $00 fet) the VNAV Gt this switch and auto-throtle armed) wil takeover and contra the pitch and airspeed (ihrotles) in accordance wit a pre-set profile. HIGHLY RECOMMEND THIS PROCEDURE! NOTE: On some sims; however! have noticed thatthe VNAV won arm on the ground before take-of and additional, for ito do its work, it must have a “complete” route tn the EMC 4. FLCH or LVLCH switch, The term FLCH (Flight Lovel Change) and LVL CH (Level Change) is usd intermittently on diffrent Bosing ‘odes. is the same function. Hf you push (sles) this mode, the airplane willy to go to the altitude set onthe MICP altitude selector using the atspeed st onthe MCP. If descending, twill “usally” reduce the power setting t idle; i climbing, i will increase the power setting to the climb (CLB) mode, 9. AT smitch: Also referred to a8 the SPD switch on some models, Above 400 fet with the auto-throtle engaged, you can push this switeh to sleet appropriate auto-trotle mode for he selected PITCH made, Generally, the switch wil select self when you actuate a pitch mode 10, CLBICON switeh: Not on all aeplanes. Here's what it does. INFLIGHT: With two engines, selects CLB power, if one engine operating, selects MAX CONTINUOUS (CON) power. Is used withthe split avto-trotl feature ARTER TAKE-OFF: Can be used to reduce to climb power if VNAV isnot selected.