Automatic Flight

Autothrottle

This module describes the functions, controls, and indications of the 8737-800 Autothrottle system.

The 737 Autopilot / Flight Director System (AFDS) provides automated flight guidance and control from
takeoff to the landing. In conjunction with the Flight Management System (FMS), full navigation and
vertical flight path control is available through the autopilot and autothrottles.

In order for the A/T to function, they must be ARMED and a mode must be ENGAGED. To arm the A/T
system, the magnetic A/T switch is moved up - to latch it to the ARM position, at which time a light
illuminates to indicate the system is armed. Entry of the outside air temperature on the FMC N1 Limit
page is required before the A/T switch will remain in the ARM position.

With the system armed — the A/T will not operate until a mode is engaged. Mode engagement may be
selected by pressing a switch — such as those highlighted here. (N1, Speed, V Nav, LVL CHG)

For takeoff, with the A/T armed, pressing either TO/GA switch engages the A/T Takeoff mode. This is
normal operation for the takeoff.

On approach, pressing either TO/GA switch engages the A/T Go-around mode. Note: If only a single
Autopilot is engaged, pressing either TO/GA switch during approach will cause the A/P to disengage.
For a Dual A/P Approach, one autopilot will remain engaged.

The normal method of A/T disengagement is to press either A/T Disengage switch. This action will cause
the A/T switch to drop from the ARM position and the A/T light will extinguish. At this time, the FMA A/T
window will blank.

The red A/T Disengage light will normally flash when the A/T are disengaged. The flashing light may be
reset by pressing the light itself; or by pressing either A/T Disconnect switch; or by re-engaging the A/T
system.

This list shows other events that will cause the A/T switch to move from ARM to OFF:

Any of the following conditions or actions disengages the AIT:

If a Single A/P channel approach is flown, the A/T must be disengaged prior to landing.

If a Dual A/P channel approach is flown - the A/T may remain engaged for landing - but will
automatically disengage 2 seconds after landing. Note: The A/T will not flash due to this automatic
disengagement.

The Speed Selector controls the selected speed in the lAS/MACH display. Each rotational click of the
Selector will change the selected speed by one knot. Depending on the engaged mode, the Speed
Selector controls airspeed through either the A/T system or through pitch control of the AFDS. We will
describe this in the next frames.

The lAS/MACH display indicates 100 knots when the aircraft receives initial electrical power. The
Selectable lAS range is from 100 knots to Vmo. The Selectable mach range is from .60 to Mmo.

Pushing the (2/0 button causes the speed to be displayed in a Mach value. Push this button again to
display the airspeed value.

When the A/T is engaged in the MCP SPD mode, MCP SPD appears in the FMA A/T window, and the A/T
moves the thrust levers to control the selected airspeed.

When operating in the A/T MCP SPD mode during climb, if climb rate is too high, the thrust may not be
sufficient to maintain the selected MCP SPD.

When operating in the A/T MCP SPD mode during descent, if the descent rate is too high, the airspeed
may increase even with the thrust levers at idle.

One final note about the MCP SPD mode. If you press the SPD button, the A/T will normally engage in
the MCP SPD mode and this action will cause the AFDS pitch mode to change to Vertical Speed or
Altitude Hold. You should always check the FMA to determine if the A/T selection has had an effect on
other AFDS modes.

We will now discuss the LVL CHG (level change) mode. it is only used for climb and descent. LVL CHG is an AFDS
mode
and does not utilize the FMS. When LVL CHG is engaged, you are in direct control of the airspeed
through the MCP. We will discuss LVL CHG in this module because of the effect on the A/T.

When the AFDS is engaged in the LVL CHG mode, MCP SPD appears in the FMA pitch window, and the
AFDS pitch guidance will control the airspeed as selected.
The A/T window displays N1 and thrust is set at maximum climb thrust. MCP SPD displays in the pitch window for
the LVL CHG mode. Therefore, airspeed will be controlled by pitch in this situation, and not by thrust.

With a higher altitude selected on the MCP, the LVL CHG mode causes a climb, and the A/T sets power
at the Ni limit.
We are climbing with LVL CHG engaged. N1 is the AIT mode and MCP SPD is the pitch mode.
On the MCP, notice the light in the N1 switch is on and the light in the LVL CHG switch is on.

With a lower altitude selected on the MCP, the LVL CHG mode causes a descent, and the A/T retards
the thrust levers to idle.
RETARD is the AIT mode since we are descending with the LVL CHG mode.
The light in the N1 button is off for LVL CHG descent.

The FMS VNAV mode also involves A/T operation. If the pilot wants the airspeed to be controlled by the
FMS — the VNAV switch is selected to engage the VNAV mode. Certain performance data must be
loaded in the FMS for VNAV operation.
The lAS/MACH window is blank when VNAV is engaged.

When VNAV is engaged — the lAS/MACH display blanks, airspeed is controlled by the FMS, and the
annunciation FMC SPD is displayed on the FMA A/T window. During VNAV operations, the FMS controls
the target speed value on the PFD.
If your aircraft is equipped with the optional "Speed Intervention" mode, this window can display speed with
Speed Intervention engaged to the VNAV mode.

When climbing in the VNAV mode, the A/T system sets maximum climb N1 thrust, and airspeed is
controlled by pitch guidance to satisfy the FMS target speed.

When descending - the VNAV mode will cause the A/T system to RETARD the thrust levers, after which
ARM will engage. The FMS target speed is maintained by pitch guidance.

Note: During VNAV descent, if the thrust levers are manually restricted from moving to the full aft retard
position - the ARM mode will engage, and the thrust levers must be manually positioned. We will
describe the operation of the VNAV mode in the FMS modules.

Here is some information to remember. The lAS/MACH display is blank when: - the AFDS is operating in
VNAV; or, — the AFDS is performing a 2 engine go—around. At other times, the display is visible and you
are directly in control of the speed function.

We will now describe how the A/T are used in a typical flight sequence.

Before takeoff - the pilot must have entered the appropriate data to the FMS. These CDU entries are
described in the FMS modules. The CDU entries include the takeoff thrust setting data.

When the A/T switch is ARMED for takeoff, the A/T annunciation is ARM. When the TO/GA mode is
engaged the Ni mode engages and displays in the FMA. The A/T will advance the thrust levers to the
Ni takeoff thrust setting that is computed by the FMC. The takeoff thrust must be set by 60 knots.

At 84 knots throttle hold will engage and annunciate. ln throttle hold, the A/T servo will not position the
thrust levers, but the pilot can manually position them if necessary. THR HOLD is engaged until 800 feet
above field elevation. After this time ARM will annunciate.

After takeoff, with ARM displayed, pressing the Ni switch causes A/T operation to reduce thrust from
takeoff thrust to climb thrust. This thrust reduction can occur automatically upon level off in ALT HOLD, or VNAV
PTH.

Automatic reduction to climb thrust can also occur when climbing through the thrust reduction altitude
that you may have previously set on the FMC CDU TAKEOFF REF page 2/2.

Although you will not normally press the Ni switch while NT is still engaged, doing this will cause the
mode to change from N1 to ARM and the Ni switch light will extinguish.

Normally the A/T N1 mode remains engaged until another action occurs (such as altitude capture).
Let's describe another A/T mode.

The A/T MCP SPD mode positions the thrust levers to maintain the selected airspeed. There are
conditions where this mode automatically engages, such as altitude hold. Additionally, the pilot may
select the SPEED switch to manually engage A/T MCP SPD. With A/T MCP SPD engaged, the thrust
maintains the speed selected in the lAS/MACH display.

The A/T MCP SPD mode provides overspeed and underspeed protection.
Maximum available thrust is computed by the FMC - displayed in this example as CLB thrust. For climbs
with LVL CHG or with Vertical Speed (when the A/T is in MCP SPD), the A/T cannot set thrust higher than
the FMC computed limit.

During an approach, the A/T MCP SPD mode corrects for normal wind gusts through airspeed and
acceleration sensing, and the A/T will respond to those corrections. Check your company procedure for
setting the target speed for landing. Note: In MCP SPD mode, on engine failure will cause the A/T to
move both thrust levers to advance together — to maintain the selected speed.

Let's review. You have learned that the A/T MCP SPD mode can be manually selected, or the A/T MCP
SPD mode automatically engages when the AFDS engages in the ALT HOLD mode. You should know
that this mode also engages when the AFDS captures the glideslope during approach.

Another mode that involves the A/T is the LEVEL CHANGE (LVL CHG) mode. LVL CHG is only used for
climbs and descents. LVL CHG is available ONLY if the selected MCP altitude is different from the current
aircraft altitude.
When LVL CHG is engaged:
- for Climb, the N1 mode engages for A/T.
- the FMA pitch mode displays MCP SPD.

When LVL CHG is selected with a higher MCP altitude displayed — the A/T advance to the NI limit, and
airspeed Is maintained through pitch guidance. Any change in the selected speed will result in a pitch
change to acquire the selected speed.
N1 is the AIT mode since we are climbing with the LVL CHG mode.
On the MCP, notice the light in the N1 button is on.

When the LVL CHG switch is selected with a lower MCP altitude displayed — the A/T will RETARD to the aft stop,
after which the A/T ARM mode will engage. Airspeed will be maintained through pitch guidance
alone.
RETARD is the AIT mode since we are descending with the LVL CHG mode.
The light in the N1 button is off for LVL CHG descent.

Upon arrival at the MCP selected altitude - the A/T mode will change from Ni or ARM to MCP SPD. Now,
the pitch guidance will maintain the selected altitude, and not to control speed. At this point, the A/T
MCP SPD mode controls airspeed by A/T operation.

The FMS VNAV mode also involves A/T operation. When climbing in the VNAV mode, the A/T system sets
maximum climb NI thrust, and airspeed is controlled by pitch guidance to satisfy the FMS target speed.

When descending - the VNAV mode will cause the A/T system to RETARD the thrust levers, after which
ARM will engage. The FMS target speed is maintained by pitch guidance.

Regardless of the previous A/T mode, when the G/S is captured during an ILS approach, the A/T MCP
SPD mode engages automatically.

For a single autopilot approach, the A/T must be disengaged prior to landing.

For a Dual Channel autoland, the A/T Retard mode engages at 27 feet R.A. Then, the A/T automatically
disengages 2 seconds after landing.

If the A/T is engaged when the aircraft descends below 2000 ft., the A/T Go-around mode arms. The GA
may be selected from this point until 2 seconds after landing.

Pressing either TO/GA switch once will engage the GA mode. After one press of a TO/GA switch, the
thrust levers will advance to a reduced GA thrust setting. The reduced Ni thrust will provide a climb rate
of l,000 to 2,000 F. P. M. If either TO/GA switch is pressed 0 second time - the thrust levers set full go-
around power at the maximum NI thrust limit for go-around.

Regardless of the go-around thrust level, selection of a new AFDS pitch mode will terminate the Go—
around mode. This mode change can occur by selection of another pitch mode or by acquiring the
MCP altitude.

Let's review A/T basic information: (see above text window)

The AIT can be used with or without the Autopilot or Flight Director operation.
Normally the AIT, Autopilot, and Flight Directors are all used simultaneously.
For Single autopilot operation, the AIT must be disengaged prior to landing.
For Dual Channel approach, the AIT can remain engaged to the landing.

The AIT mode is displayed on the FMA when the AIT is armed and engaged.
Certain modes provide overspeed and underspeed protection.

This module introduced the A/T system, described the available A/T modes as well as located and
described the A/T system controls and indicators.