737-300 400 500 AMM 飞机维护手册 自动飞行 AUTOFLIGHT 1(28)

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 BIT process. the power up stimilus test (STIM) is monitored to
 assure that test signals are not present during normal
 operation.
 (s)  Item 19 - The A/P continuous monitor only checks the actuator
 position transducer to assure than an open circuit does not
 exist. The neutral shift sensor is monitored for
 reasonableness. The NSS is deemed failed if the voltage
 changes greater than 10% of the full scale value per second.
 Actuator command is monitored by comparing command against
 response.
 (t)  Item 20 - A force applied on the control wheel inhibits A/P
 engagement. A 3-pound force is set as the threshold.
 (u)  Item 21 - A force applied on the control column inhibits A/P
 engagement. A 5-pound force is set as the threshold.
 (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 raised to CWS if TO (takeoff) or F/D GA is engaged however, if raised to CMD a disengage signal is generated.
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BOEING PROPRIETARY - Copyright (C) - Unpublished Work - See title page for details.
A
737-300/400/500MAINTENANCE MANUAL
 (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 attitude, either to both on 1 or both on 2 disengage either A/P.
 (ad) Item 30 - During cruise flight operation, only one autopilot channel is engaged at any time even if both A/P ENGAGE switches are up. Switch-over from one channel to the other is a normal procedure where the second channel A/P ENGAGE SWITCH is raised and the first channel up A/P ENGAGE SWITCH disengages. Disengagement of the first up channel is through use of the actuator detent pressure logic from the second up channel. This assures that the second channel up detent is fully pressurized before the first up 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.
 D. A/P Roll/Pitch Mode Disengage Tables (Fig. 16, 17)
 (1)  
The A/P roll mode disengage table (Fig. 16) shows the events which cause a selected mode disengage.

 (2)  
The following significant roll disengage events are described:

 (a)  
Event 1 - If the heading signal is transferred using the compass transfer switch the A/P disengages in all modes except APP OC. The A/P can be re-engaged.

 (b)  
Event 2 - The magnetic heading must be valid when in heading hold or the A/P is disengaged.

 (c)  
Event 3 - If the radio altitude is less than 2000 feet and not monitor active (not FLARE ARM), the engaged A/P disengages if either TO/GA switch is pressed.

 (d)  
Event 4 - If either TO/GA switch is pressed after touchdown and wheel spin-up (greater than 60 knots) both A/Ps disengages.

 (e)  
Event 5 - If the VHF navigation receiver does not switch to the forward antenna when an ILS frequency is selected and the DFCS is in the APP mode the A/P disengages.

 

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