22-11-01
ú ú 01 Page 9 ú Nov 15/90
BOEING PROPRIETARY - Copyright (C) - Unpublished Work - See title page for details.
A 737-300/400/500MAINTENANCE MANUAL
E. Airplane compatibility is determined by the three option pins in the FCC. These pins shall be used to compare against the allowable combinations of FCC and the airplane. The failure to pass the compatibility check shall result in the computer failing the power up test. The airplane compatibility is displayed on the CDU in the standard option pins table (Ref. 22-11-01/501, Digital Flight Control System - Adjustment/Test).
F. Operation of the FCC (Fig. 2) is centered around two digital processors. The CPU 1 processor performs most mode logic and control while CPU 2 does parallel computations for dual-channel autoland functions and provides the pitch inner loop and limiting functions. Computations are split between the two processors to preclude one processor failure from causing a simultaneous roll and pitch Autopilot hardover. Control and logic calculations are shared between the processors for critical applications. All signals to and from the FCC and data transferred between the processors are controlled by a direct memory access controller.
G. The inputs, data valids, and existing logic states are combined in logic software to compute the current operating mode states. The selected software generates autopilot commands for output to the airplane control surfaces, and Flight Director commands for output to the pitch and roll F/D bars.
H. The CPU 1 software executes periodic self-tests to detect failures in software execution or in RAM or ROM access. During autoland and autopilot go-around modes, CPU 1 software monitors surface commands generated by CPU 2 for comparison with CPU 1 commands (and visa versa) to detect unacceptable discrepancies. Failure in the self-test or in cross-CPU redundancy monitoring are recorded by the continuous monitor.
I. System A interfaces with system A electrical power, system A hydraulic power and the captain's instruments, attitude, compass, air data and navigation systems. System B interfaces with system B electrical power, system B hydraulic power and the first officers instruments, attitude, compass, air data and navigation systems. The systems are isolated to provide two completely independent systems. Both systems operate simultaneously during dual channel approach mode.
3. Mode Control Panel (MCP)
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A. The mode control panel (MCP) provides the primary interface between the pilots and the DFCS. The MCP contains the engagement control, mode selection control and control parameter selection associated with the Altitude Alert, A/P, F/D, Autothrottle, and, to a limited extend, the FMCS.
B. The MCP is mounted on the glare shield, accessible to both pilots. The unit is held by four screws located on the face of the unit and two screws located on the bottom of the unit. Interconnection to airplane wiring is by 3 connectors located on the rear panel. The mode control panel also provides control of preset heading, preset course, altitude select, engage control and speed selection.
EFFECTIVITYùùùùùùùùùùùùùùùùùùùùùùùùùùùùùù. AIRPLANES WITH EFIS ú
22-11-01
ú ú 01 Page 10 ú Nov 15/90
BOEING PROPRIETARY - Copyright (C) - Unpublished Work - See title page for details.
A 737-300/400/500MAINTENANCE MANUAL
FCC Simplified Block Diagram
Figure 2
EFFECTIVITYùùùùùùùùùùùùùùùùùùùùùùùùùùùùùù. AIRPLANES WITH EFIS ú 中國航空網(wǎng) www.k6050.com 航空翻譯 www.aviation.cn 本文鏈接地址：737-300 400 500 AMM 飛機(jī)維護(hù)手冊 自動飛行 AUTOFLIGHT 1(80)
