1.
B 737 NG Ground School.
See the aircraft study guide at www.theorycentre.com
The information contained here is for training purposes only. It is of a general nature it is
unamended and does not relate to any individual aircraft. The FCOM must be consulted for
up to date information on any particular aircraft.

2.
B737-800
AUTOPILOT FLIGHT DIRECTOR SYSTEM
(AFDS)
PART 2
It is intended that AFDS Part 1 has been Completed
before starting this part. This will give better
understanding of the following content.

3.
Automatic Flight Takeoff and Climb
Takeoff is a flight director only function of the TO/GA mode. Flight
director pitch and roll commands are displayed and the autothrottle
maintains takeoff N1 thrust limit as selected from the FMC. The
autopilot may be engaged after takeoff.
Both F/Ds must be ON to engage the takeoff mode prior to starting
the takeoff.
The F/D takeoff mode is engaged by pushing the TO/GA switch on
either thrust lever. The FMAs display FD as the A/P status, TO/GA as
the pitch mode, and blank or LNAV arm for the roll mode.
During takeoff, pushing a TO/GA switch engages the autothrottle in
the N1 mode.
The A/T annunciation changes from ARM to N1 and thrust levers
advance toward takeoff thrust.
The F/D can also be engaged in the takeoff mode with the F/D
switches off. If a TO/GA switch is pushed after 80 knots below 2000
feet AGL and prior to 150 seconds after lift–off, the F/D command
bars automatically appear for both pilots.

4.
Automatic Flight Takeoff and Climb
During takeoff, prior to 60 KIAS:
• the pitch command is 10 degrees nose down
• the roll command is wings level
• the autothrottle is engaged in the N1 mode
• thrust levers advance until the engines reach takeoff thrust
• the FMAs display N1 for the autothrottle mode, TO/GA for the
pitch mode, and blank for the roll mode.
Note: It is not recommended to use the nose wheel steering to maintain
the direction when the speed exceeds 30 knots.
Push forward the control column slightly to aid in direction control.
Keep direction with rudder pedals.
At 60 knots, the F/D pitch commands 15 degrees nose up.
Observe flight director rises by 60 knots; commanded pitch attitude 15°.
Control column release the forward pressure back to center.
At 84 knots, the A/T mode annunciates THR HLD.

5.
Automatic Flight Takeoff and Climb
At LIFT-OFF:
• the pitch command continues at 15 degrees until sufficient climb
rate is acquired. Pitch then commands MCP speed (normally V2)
plus 20 knots
• if an engine failure occurs during takeoff, the pitch command
target speed is:
• V2, if airspeed is below V2
• existing speed, if airspeed is between V2 and V2 + 20
• V2 + 20, if airspeed is above V2 + 20
• the roll command maintains wings level.
After LIFT-OFF:
• the A/T remains in THR HLD until 800 feet above field elevation.
A/T annunciation then changes from THR HLD to ARM

6.
Automatic Flight Takeoff and Climb
Automatic reduction to climb thrust occurs upon reaching the selected
thrust reduction altitude which is shown on the FMC CDU TAKEOFF
REF page 2/2 during preflight, or when the airplane levels off in ALT
HOLD or VNAV PTH. Pilot entries can be made to override the default
value. Allowable entries are 800 feet to 9999 feet
flight director engaged status is terminated by engaging an autopilot in
CMD (CMD replaces FD in A/P status display)
• pitch engages in LVL CHG and pitch mode FMA is MCP SPD unless
another pitch mode has been selected
• MCP IAS/Mach display and airspeed cursor change to V2 + 20 knots
• roll mode engages in HDG SEL unless another roll mode has been
selected.
To terminate the takeoff mode below 400 feet RA, both F/D switches
must be turned OFF. Above 400 feet RA, selection of another pitch
mode or engaging an autopilot will terminate the takeoff mode; other
F/D roll modes can be also selected.

7.
Basic Autopilot Modes
Take-Off
•Is a Flight Director function ONLY
PITCH BAR Commands
-10 until 60 knots.
Then + 15 until positive
rate of climb.
Then MCP (V2) + 20
ROLL BAR commands Wings Level.

8.
Push TOGA switch.
Both FD ON A/T Armed
LNAV ARMED

9.
Auto Throttle sets thrust to selected limit. Thrust mode shows N1
Push TOGA switch.
Both FD ON A/T Armed
LNAV ARMED

10.
Auto Throttle sets thrust to selected limit.
Push TOGA switch. FD Takeoff mode.
Both FD ON A/T Armed
Roll bar wings level
LNAV ARMED
Pitch Bar - 10

11.
Auto Throttle sets thrust to selected limit.
LNAV may be
armed before
takeoff if;
The course to the
first waypoint is
within 5°of
runway heading
Push TOGA switch.
Both FD ON A/T Armed
LNAV ARMED

12.
Pitch bar +15 at 60 knots

13.
At 84 Knots A/T mode changes
from N1 to THR HLD

14.
Before LNAV
engages Roll
command is
Track at takeoff.
After LNAV
engages Roll
command is to fly
the route leg
At 50 Ft RA LNAV engages.
(Can be 400Ft)

15.
Pitch command is
MCP (V2) +20

16.
Pitch command
is V2 +20
AT 800 Ft RA
Auto Throttle
CHANGES to ARM

17.
At Acceleration Height
Select N1 on the MCP

18.
At Acceleration Height
Select N1 on the MCP.
Then move the speed bug
to UP.

19.
At Acceleration Height
Select N1 on the MCP.
Then move the speed bug
to UP.
Autopilot to CMD.

20.
At Acceleration Height
Select N1 on the MCP.
Then move the speed bug
to UP.
Auto Throttle CHANGES to
N1 automatically if
VNAV, ALT ACQ or ALT
HLD are active pitch
modes.

21.
The autopilot or FD will now
command pitch to accelerate the
aircraft to the new command
speed.
As long as there is acceleration
when the trend arrow touches or
passes 1 (The flap 1 minimum
speed) select flap 1.

22.
When flap 1 is
selected 1 will be
removed.
Again when the trend
arrow touches UP
select flap up
If speed restriction is
below flap UP then
stay at flap 1 until the
speed can be
increased to or above
flap UP minimum
speed.
UP will be removed
above approximately
20,000 feet.

23.
At Thrust reduction height
the Thrust mode changes
from TO to CLB
There is normally a slight
thrust reduction.

24.
First Autopilot into CMD Pitch mode changes from TO/GA to MCP Speed.

25.
First Autopilot into CMD Pitch mode changes from TO/GA to MCP Speed.
The MCP window is set to V2 for takeoff.
After lift off the FD mode commands V2 + 20.
If an auto pilot is engaged into command before
the MCP speed is increased MCP IAS/Mach
display and airspeed cursor change to V2 + 20
knots. Normal operating procedure is;
At acceleration height Select N1. Set flap UP
speed then auto pilot to command.

26.
CLIMBING
VNAV
• A/T maintains FMC N1 limit
• AFDS commands pitch to maintain FMC target speed
Climb Thrust Limit Speed on ELEVATOR
set and HELD Set by FMC

27.
FMC has a default speed
restriction of 250 knots below
10,000 feet.
When VNAV is engaged below
10,000 feet the aircraft will
accelerate to 250 knots.
The speed restriction can be
changed or deleted on the CLB
page.
If some other speed restriction is
in place like maintain maximum
220 knots until on route then be
careful of VNAV.

28.
CLIMBING
Level Change
• A/T maintains selected thrust limit thrust
• N1 on FMA
• AFDS commands pitch for selected MCP airspeed. Climb is initiated by:
• selecting a new altitude on the MCP
• pushing the LVL CHG switch
• setting the desired airspeed on the MCP

29.
CLIMBING
Vertical Speed
• A/T maintains selected MCP airspeed
• AFDS commands pitch to maintain selected vertical speed.

30.
CLIMBING
Vertical Speed
• A/T maintains selected MCP airspeed
• AFDS commands pitch to maintain selected vertical speed.
In V/S mode. V/S has priority! The A/T can increase thrust only up to the
current thrust mode limit. Normally Climb thrust. Speed may decay in a V/S
climb. At about 1.3 Vs The mode will revert to LVL CHG. The pitch will reduce
to maintain minimum speed plus 5 knots. Letter A will flash in speed window.

31.
Vertical Speed Command Mode
The V/S mode commands pitch to hold selected vertical speed and
engages A/T in SPEED mode to hold selected airspeed. V/S mode
has both an armed and an engaged state.
Engaged –
• annunciates V/S pitch mode
• vertical speed display changes from blank to present vertical speed
• desired vertical speeds can be selected with vertical speed
thumbwheel.
V/S becomes armed if:
• pitch mode is ALT HLD at selected MCP altitude and
• new MCP altitude is selected (more than 100 feet from current
altitude).
With V/S armed, V/S mode is engaged by moving vertical speed
thumbwheel.

32.
V/S mode automatically engages if ALT ACQ mode is engaged and a
new MCP altitude is selected which is more than 100 feet different
from previously selected altitude.
• vertical speeds can be selected which command flight toward or
away from selected altitude.
Inhibited if:
• ALT HOLD mode is active at selected MCP altitude
• glideslope captured in APP mode.
Reversion Modes
During some flight situations, speed control by the AFDS or A/T alone
could be insufficient to prevent exceeding a limit speed. If this
occurs, AFDS or A/T modes automatically revert to a more effective
combination. The reversion modes are:
• placard limit reversion
• minimum airspeed reversion.
Mode reversion occurs slightly before reaching the limit speed. Both
the AFDS and A/T have reversion modes which activate according to
the condition causing the reversion.

33.
Minimum Speed Reversion
The AFDS and A/T do not control to a speed which is less than
minimum speed for the current flap configuration. This speed is
approximately 1.3 Vs. Minimum speed, FMC speed, or selected
speed, whichever is higher, becomes the AFS commanded speed. If
actual speed becomes equal to or slightly less than the minimum
speed, the underspeed limiting symbol A appears in the MCP
IAS/Mach Display, and if operating in the V/S mode, the AFDS
reverts to LVL CHG.
The AFS commands a speed 5 knots greater than minimum speed.
Reaching a speed 5 knots greater than minimum speed reactivates
normal MCP speed selection control. The AFDS commands nose
down pitch to increase airspeed if the thrust levers are not advanced.
When actual speed becomes 5 knots greater than minimum
speed, the underspeed limiting symbol disappears.

34.
The A/P disengages and the F/D command bars retract when in a
LVL CHG climb with a command speed equal to minimum speed
and a minimum rate of climb cannot be maintained without
decelerating.
Minimum speed reversion is not available when the A/T is OFF and
the AFDS is in ALT HOLD or after G/S capture.
Minimum speed reversion is also not available when in VNAV PTH
and flying a level segment.

35.
Cruise Flight
At the FMC Top Of Climb
The Trust mode changes
to CRZ

36.
Cruising
VNAV
• A/T maintains FMC target airspeed
• AFDS maintains FMC altitude

37.
Cruising
Altitude Hold
• A/T maintains MCP selected airspeed
• AFDS commands pitch to hold MCP altitude or altitude at which
Altitude Hold (ALT HLD) switch was pressed.

38.
Automatic Flight En Route
The autopilot and/or the flight director can be used after takeoff
to fly a lateral navigation track (LNAV) and a vertical navigation
track (VNAV) provided by the FMC.
Other roll modes available are:
• VOR course (VOR/LOC)
• heading select (HDG SEL).
Other pitch modes available are:
• altitude hold (ALT HOLD)
• level change (MCP SPD)
• vertical speed (V/S).

39.
Descent
VNAV
• A/T maintains idle thrust
• AFDS commands pitch to maintain FMC airspeed
• (VNAV SPD) or FMC path (VNAV PATH)
• Level off occurs at the MCP altitude (pitch mode ALT HLD) or (VNAV PATH)
whichever occurs first
Speed is on ELEVATOR

40.
FMC has a default speed of 240
knots below 10,000 feet.
This can be changed or deleted
on the DES page.
During a VNAV descent a small
green circle labelled deccel will
be shown at the point of
deceleration. The pitch attitude
will be reduced to allow for the
deceleration.
B737 slows approximately 10
knots for every mile track. Allow
sufficient room to slow!

41.
Descent
Level Change
• A/T maintains idle thrust
• RETARD Then ARM
• AFDS commands pitch for selected MCP airspeed. Descent is initiated by:
• selecting a new altitude on the MCP
• pushing the LVL CHG switch
• setting the desired airspeed on the MCP
• LVL CHG is inhibited after glide slope capture

42.
Descent
Vertical Speed
• A/T maintains selected MCP airspeed
• AFDS commands pitch for selected vertical speed.
Minimum thrust in flight is flight idle. In V/S descent if thrust is at idle airspeed
may increase. At Vmo/Mmo – 5 knots the V/S mode will revert to LVL CHG

43.
Reversion Modes
During some flight situations, speed control by the AFDS or A/T
alone could be insufficient to prevent exceeding a limit speed. If this
occurs, AFDS or A/T modes automatically revert to a more effective
combination. The reversion modes are:
• placard limit reversion
• minimum airspeed reversion.
Mode reversion occurs slightly before reaching the limit speed.
Placard Limit Reversion
When one of the placard limit reversions (gear, flap or Vmo/Mmo) is
reached, the overspeed limiting symbol 8 appears in the MCP IAS/Mach
display and the following occurs:
• if the AFDS is engaged but not in speed or CWS mode, and the A/T is
armed but not in speed control, the A/T reverts to SPEED and controls
speed to slightly below the placard limit
• if the AFDS or A/T is in speed control, speed is maintained slightly
below the placard limit
• for VMO/MMO only, if the A/T is engaged in a speed mode and the
thrust levers are at idle, the AFDS, if in V/S mode, will automatically
engage to LVL CHG mode.

44.
AUTO PILOT APPROACH
DC BUS 1 DC BUS 2
DC Cross Bus
Tie Relay
Radio Altimeter 1 Radio Altimeter 2
VHF NAV 1 VHF NAV 2
Autopilot approach
•Single autopilot approach; or
•Dual autopilot approach & landing

45.
AUTO PILOT APPROACH
DC BUS 1 DC BUS 2
DC Cross Bus
Tie Relay
Radio Altimeter 1 Radio Altimeter 2
VHF NAV 1 VHF NAV 2
Autopilot approach
•Single autopilot approach; or
•Dual autopilot approach & landing
NAV receiver/s tuned to an ILS frequency & course/s set before arming APP

46.
Automatic Flight Approach and Landing
The AFDS provides guidance for single A/P non–precision
approaches. The VOR/LOC switch arms the AFDS for VOR or
localizer tracking. Descent may be accomplished using
VNAV, LVL CHG, or V/S. VOR/LOC, LNAV, or HDG SEL may
be used for the roll mode.
The AFDS provides guidance for single or dual A/P precision
approaches. The approach mode arms the AFDS to capture
and track the localizer and glideslope.

47.
Approach (APP) Mode Dual A/Ps
Approach mode allows both A/Ps to be engaged at the same time.
Dual A/P operation provides fail–passive operation through landing
flare and touchdown or an automatic go–around. During fail
passive operation, the flight controls respond to the A/P
commanding the lesser control movement. If a failure occurs in one
A/P, the failed channel is counteracted by the second channel such
that both A/Ps disconnect with minimal airplane manoeuvring and
with aural and visual warnings to the pilot.
One VHF NAV receiver must be tuned to an ILS frequency before
the approach mode can be selected. For a dual A/P approach, the
second VHF NAV receiver must be tuned to the ILS frequency and
the corresponding A/P engaged in CMD prior to 800 feet RA.

48.
Localizer and Glideslope Armed
After setting the localizer frequency and course, pushing the APP
switch selects the APP mode. The APP switch illuminates and
VOR/LOC and G/S annunciate armed. The APP mode permits
selecting the second A/P to engage in CMD. This arms the second
A/P for automatic engagement after LOC and G/S capture and
when descent below 1500 RA occurs.
The localizer can be intercepted in the HDG SEL, CWS R or LNAV
mode.
Note Intercepting the localiser is assured from HDG SEL. With any
inaccuracy of navigation the Localiser path may be paralleled in
LNAV. Company SOP dictates!

49.
Autopilot Approach
Descending Speed on Thrust .
Pitch controlling FMC descent path
Localiser back course tracking is not available.

50.
Autopilot Approach
Descending Speed on Thrust .
Pitch controlling FMC descent path
Localiser back course tracking is not available.
Localiser Antenna switching from
Tail to nose occurs when
VOR/LOC is annunciated.
ARM or ENGAGED

51.
Autopilot Approach
At 2,500 Feet.
Radio Altitude and Rising Runway
are displayed

52.
Autopilot Approach
At 2,500 Feet.
Radio Altitude and Rising Runway
are displayed
Use of Heading Select ensures LOC is intercepted.

53.
Localizer Capture
The LOC capture point is variable and depends on intercept angle
and rate of closure. Capture occurs no later than 1/2 dot. Upon
LOC capture, VOR/LOC annunciates captured, SINGLE CH is
annunciated for A/P status, the previous roll mode disengages and
the airplane turns to track the LOC.

54.
Autopilot Approach
At 2,500 Feet.
Radio Altitude and Rising Runway
are displayed
Use of Heading Select ensures LOC is intercepted.
Localiser capture is variable.
Depending on the course deviation.
Not later than ½ dot on the
deviation scale

55.
Autopilot Approach
SINGLE CH will be annunciated at LOC capture
At LOC Capture. Arm APP mode

56.
Autopilot Approach
Go Around Mode of TOGA is armed at 2,000 Ft RA
with both FD switches ON.
Or above 2,000 Ft with flaps not up.
Or above 2,000 Ft with Glide slope capture.
TOGA switch on Thrust levers is now active.
At LOC Capture. Arm APP mode
ARM the second Autopilot
Must be armed before 800 Ft RA

57.
Glideslope Capture
Glideslope capture is inhibited prior to localizer capture.
The G/S can be captured from above or below. Capture occurs at
2/5 dot and results in the following:
• G/S annunciates captured
• previous pitch mode disengages
• APP light extinguishes if localizer has also been captured
• airplane pitch tracks the G/S
• GA displayed on thrust mode display (N1 thrust limit).
After VOR/LOC and G/S are both captured, the APP mode can be
exited by:
• pushing a TO/GA switch (Single autopilot)
• disengaging A/P and turning off both F/D switches
• retuning a VHF NAV receiver.

58.
Autopilot Approach
Glide slope will capture at 2/5
of a dot from above or below.
At Glide slope Capture
Set Missed approach altitude.

59.
Autopilot Approach
At Glide slope capture Thrust
Mode annunciation changes to
GA

60.
Autopilot Approach
At Glide slope capture Thrust
Mode annunciation changes to
GA
DC cross bus
tie relay opens
After Glide slope capture set missed approach altitude on the MCP.

61.
After LOC and G/S Capture
Shortly after capturing LOC or G/S and below 1500 feet RA:
• the second A/P couples with the flight controls
• test of the ILS deviation monitor system is performed and the G/S
and LOC display turns amber and flashes for 3 seconds.
• FLARE armed is annunciated
• the SINGLE CH annunciation extinguishes
• A/P go–around mode arms but is not annunciated.
Note: During a dual autopilot approach and after FLARE ARM
annunciation, any attempted manual override of the autopilots will
result in an autopilot disconnect.
The A/Ps disengage and the F/D command bars retract to indicate
an invalid ILS signal.

62.
Autopilot Approach
AT 1500 Feet.
Localiser and Glide slope Deviation Test

63.
Autopilot Approach
AT 1500 Feet.
Second autopilot
couples to controls.
SINGLE CH
extinguished.
Second FCC Master
light illuminates.
Localiser and Glide slope Deviation Test

64.
Autopilot Approach
AT 1500 Feet + 20 Seconds
FLARE ARMS
Annunciated by 1300 Feet RA

65.
800 Feet Radio Altitude
The second A/P must be engaged in CMD by 800 feet RA to execute a
dual channel A/P approach. Otherwise, CMD engagement of the second
A/P is inhibited.

66.
Autopilot Approach
AT 800 Feet
Second Autopilot must be
engaged before 800 Ft RA.

67.
400 Feet Radio Altitude
The stabilizer is automatically trimmed an additional amount nose up. If
the A/Ps subsequently disengage, forward control column force may be
required to hold the desired pitch attitude.
If FLARE is not armed by approximately 350 feet RA, both A/Ps
automatically disengage.

68.
Autopilot Approach
AT 400 Feet
Autopilot trims nose up.

69.
Autopilot Approach
AT 350 Feet
If FLARE is not armed
Both autopilots disengage.

70.
Autopilot Approach
AT 200 Feet
Rising runway begins to rise.

71.
Autopilot Approach
AT MINIMUMS
Radio or BARO Minimums
indicator and RA change
colour to amber and flash for
3 seconds.
Remain amber until touch
down or reset (RST) on
EFIS control panel.

72.
Flare
The A/P flare manoeuvre starts at approximately 50 feet RA and is
completed at touchdown:
• FLARE engaged is annunciated and F/D command bars retract.
• the A/T begins retarding thrust at approximately 27 feet RA so as to
reach idle at touchdown. A/T FMA annunciates RETARD.
• the A/T automatically disengages approximately 2 seconds after
touchdown.
• the A/P must be manually disengaged after touchdown. Landing rollout
is executed manually after disengaging the A/P.

73.
Autopilot Approach
AT 50 Feet RA
At approximately 50 Ft RA.
The flare manoeuvre begins.
Actual height depends on
descent rate.

74.
Autopilot Approach
AT 50 Feet RA
At approximately 50 Ft RA.
The flare manoeuvre begins. Flight Director Bars
Actual height depends on are removed
descent rate.

75.
Autopilot Approach
AT 27 Feet RA
At approximately 27 Ft RA.
The Auto Throttle begins
Retarding the Thrust.

76.
Autopilot Approach
2 Seconds after touchdown
Auto throttle disconnects

77.
Autopilot Approach
2 Seconds after touchdown
Auto throttle disconnects
Auto Pilots must be manually
disconnected.

78.
AFS Failures
Power interruption or loss may cause disengagement of the AFDS
and/or A/T.
Re–engagement is possible after power is restored.
Dual channel A/P operation is possible only when two generators
are powering the busses. Both IDG’s or 1 IDG and the APU
Generator.
Two independent radio altimeters provide radio altitude to the
respective FCCs.
With a radio altimeter inoperative, the respective autopilot will
disconnect two seconds after LOC and GS capture.

79.
LIMITATIONS
Autopilot/Flight Director System
Variations depend on tail number and local rules.
Use of aileron trim with the autopilot engaged is prohibited.
The aileron feel and centring unit is repositioned while the autopilot
holds the control wheel neutral.
Aileron trim will become effective when the autopilot is disconnected.
.
Do not engage the autopilot for takeoff below 400 feet AGL.
Airplanes operating under FAA Rules:
For single channel operation during approach, the autopilot shall not
remain engaged below 50 feet AGL

80.
Do not use the autopilot below 100 feet radio altitude at airport
pressure altitudes above 8,400 feet. (Tail number)
Autoland capability may only be used to runways at or below 8,400
feet pressure altitude (Tail number)
Airplanes operating under FAA Rules: Maximum allowable wind
speeds when landing weather minima are predicated on autoland
operations:
• Headwind 25 knots
• Crosswind 20 knots
• Tailwind 10 knots.
Maximum and minimum glideslope angles for autoland are 3.25
degrees and 2.5 degrees respectively.
Autoland capability may only be used with flaps 30 or 40 and both
engines operative.
.

81.
What pitch mode is annunciated on the FMA after takeoff
when the autopilot is first engaged in command?

82.
What pitch mode is annunciated on the FMA after takeoff
when the autopilot is first engaged in command?
Pitch engages from TOGA into LVL CHG and the FMA is
MCP SPD unless another pitch mode has been selected.

83.
What is the minimum altitude (RA) for selecting CMD on the
second autopilot during an ILS dual channel approach?

84.
What is the minimum altitude (RA) for selecting CMD on the
second autopilot during an ILS dual channel approach?
Both VHF NAV receivers must be tuned to the ILS
frequency and the second autopilot must be engaged in
CMD prior to 800 feet RA.

85.
Auto Land Capability can only be used with;
..............ENGINES
And FLAPS........ OR........

86.
Auto Land Capability can only be used with;
BOTH
..............ENGINES
30 40
And FLAPS........ OR........
Limitations

87.
During takeoff the flight director commands 15 degrees
nose up when?

88.
During takeoff the flight director commands 15 degrees
nose up when?
From 60 Knots until a good rate of climb is achieved and
then MCP (V2) +20.

89.
Both F/D switches are ON for takeoff. The autopilot is
engaged in CMD at 400 ft. Which pitch mode is
annunciated on the FMA?

90.
Both F/D switches are ON for takeoff. The autopilot is
engaged in CMD at 400 ft. Which pitch mode is
annunciated on the FMA?
Pitch engages from TOGA into LVL CHG and the FMA is
MCP SPD unless another pitch mode has been selected.

91.
Antenna switching from tail to nose antenna occurs when?

92.
Antenna switching from tail to nose antenna occurs when?
When a LOC frequency is selected the VHF NAV radios
switch from using the tail mounted VOR/LOC antenna to
the nose mounted LOC antenna when VOR/LOC mode is
selected on the MCP. If VOR/LOC is annunciated on the
FMA switching has occurred. If switching fails LOC mode is
inhibited and will not annunciate.

93.
What effect will an inoperative Radio Altimeter have on the Autopilot?

94.
What effect will an inoperative Radio Altimeter have on the Autopilot?

95.
What effect will an inoperative Radio Altimeter have on the Autopilot?
The Left RA is used by FCC A
The Right RA is used by FCC B

96.
What will happen if aileron trim is used while an auto pilot is engaged
in Command?

97.
What will happen if aileron trim is used while an auto pilot is engaged
in Command?
LIMITATIONS.

98.
What will happen if aileron trim is used while an auto pilot is engaged
in Command?
LIMITATIONS.
Use of aileron trim with the autopilot engaged is prohibited.
The aileron feel and centring unit is repositioned while the autopilot
holds the control wheel neutral.
Aileron trim will become effective when the autopilot is disconnected.

99.
The END of AUTO FLIGHT
PART 2
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