22-11-01
ú ú 09 Page 50 ú Nov 12/01
BOEING PROPRIETARY - Copyright (C) - Unpublished Work - See title page for details.
A
737-300/400/500MAINTENANCE MANUAL
(v) Item 22 - Selected IRU roll angle valid (normally the off side, that is IRU 2 to FCC A) is required for A/P engagement.
NOTE: Because of the cross connection, if an IRU fails both
____ A/Ps are disengaged, however, both A/Ps may be re-engaged after switching to the alternate IRU.
(w)
Item 23 - Same as 22 except roll rate instead of roll angle.
(x)
Item 24 - Selected IRU pitch angle valid (normally on side, that is IRU 1 to FCC A) is required for A/P engagement.
(y)
Item 25 - Same as 24 except pitch rate instead of pitch angle.
(z)
Item 26 - The A/P does not hold in CMD if engaged to CMD below a radio altitude of 400 feet if the LOC and GS is engaged.
(aa) Item 27 - The A/P engage switch may be engaged in CWS if TO (takeoff) or F/D GA is engaged. However, if engaged in CMD a disengage signal is generated.
(ab) Item 28 - An air data computer CAS failure inhibits engaging the A/P and is required to hold the switch engaged except with monitors active.
(ac) Item 29 - A transfer of IRU, either to both on 1 or both on 2 will disengage either A/P. Moving the captain's EFIS transfer to both on 2 also disengages the autopilot. Either A/P may be reengaged after switching, except during dual channel approach.
(ad) Item 30 - During cruise flight operation, only one autopilot channel is engaged at any time even if both A/P ENGAGE switches are selected. Switch-over from one channel to the other is a normal procedure where the second channel A/P ENGAGE SWITCH is engaged and the first channel engaged A/P ENGAGE SWITCH disengages. Disengagement of the first engaged channel is through use of the actuator detent pressure logic from the second engaged channel. This assures that the second channel engaged detent is fully pressurized before the first engaged channel is disengaged.
(ae) Item 31 - The ADC corrected Baro Altitude must be valid to
release the A/P engage switch.
(af) Item 32 - Same as 31 except uncorrected Baro Altitude.
(ag) Item 33 - A LCL AC bus transfer disengages the LCL A/P in CMD,
however, the A/P may be re-engaged. (ah) Item 34 - Pressing the disengage switch on the outer horn of either control wheel will disengage the A/P. (ai) Item 35 - Pulling the disengage bar down performs the same function as 34.
D. A/P Roll/Pitch Mode Disengage Table (Fig. 16 and 17)
(1) The A/P roll mode disengage table (Fig. 16) shows the events which cause an A/P disengage with a roll mode selected.
(a)
Event 1 - If the heading signal is transferred using EFIS transfer or altitude transfer the A/P disengages in all modes. However, the A/P still remains engaged, if the heading transfer discrete is lost during APP OC.
(b)
Event 2 - The magnetic heading must be valid when in CWS heading hold or the A/P is disengaged.
EFFECTIVITYùùùùùùùùùùùùùùùùùùùùùùùùùùùùùù. AIRPLANES WITH EFIS ú
22-11-01
ú ú 05 Page 51 ú Nov 12/01
BOEING PROPRIETARY - Copyright (C) - Unpublished Work - See title page for details.
SELECTED MODES
APP-
EVENTS VOR LOC APP LOC APP
CWS HDG L NAV ENGA ENGA PB ENGA OC GA
1. HEADING XFR (SINGLE SHOT) - ATT OR EFIS TRANSFER (SINGLE SHOT) X X X X X X X X
2. MAGNETIC HDG NOT VALID AND HDG HOLD X
3. TO/GA SWITCH PRESSED WHEN R/A <2000 FT AND NOT MONITOR ACTIVE X X X X X X X X
4. TO/GA SWITCH PRESSED AFTER TOUCHDOWN (WHEEL SPIN) X
5. AFT NAV ANTENNA (4.5 SEC DELAY) X X X
6. DUAL ROLL CHANNEL MONITOR TRIP X X
8. VHF NAV VALID OR BEAM ANOMOLY (10 SEC DELAY) 7. VHF NAV XFR AND MONITOR ACTIVE (FLARE ARM) X X
9. DUAL IN CMD AND R/A <350 FT AND NOT FLARE (ARM) X X
10. LOCAL NAV RCVR TO VOR FREQUENCY X X X
11. ADC TAS NOT VALID AND HDG HOLD X
12. AUTO TUNE X X X
13. SELECTED IRU LATERAL ACCELERATION NOT VALID X X
14. SELECTED IRU MAG TRACK ANGLE NOT VALID X X X X
15. DUAL IN CMD AND ONE DISENGAGE (EXCEPT INTENTIONAL GA EXIT) X X X X
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