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### LIST OF EFFECTIVE PAGESKC-10 Aircrew Training System Flight Guidance System

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WB-083 i 1 FEB 06 TABLE OF CONTENTS

1.0 KC-10 FLIGHT GUIDANCE SYSTEM INTRO DUCTION ...................................... 1-1

2.0 OBJECT IVES ....................................................................................................... 2-1

3.0 FLIGHT GUIDANCE SYSTEM CO MPONENT INTRO DUCTION ......................... 3-1

4.0 FLIGHT GUIDANCE CONTROL PANEL COMPONENT DES CRIPTION ............ 4-1

5.0 SYSTEM DESCRIPT ION/OPERATION S ............................................................. 5-1

6.0 COMBINED MODES - TO/GA, TURBULENCE .................................................... 6-1KC-10 Aircrew Training System Flight Guidance System

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WB-083 ii 1 FEB 06 THIS PAGE INTENTIONALLY LEFT BLANKKC-10 Aircrew Training System Flight Guidance System

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WB-083 1-1 1 FEB 06 1.0 KC-10 FLIGHT GUIDANCE SYSTEM INTRODUCTION

This Introductory Workbook initially addre sses both the KC-10 Flight Director (FD) and Autopilot (AP) components/panels as separ ate entities and later considers their integrated operational modes. The pre-instructional activi ties presented in this workbook are intended to supplement your Computer Based Training (CBT) while amplifying specific aspects of the Fli ght Guidance System (FGS). Workbook reading assignments are indicated in certain FGS lessons found in your

Coursebook. You should read the workbook materi als prior to your CBT sessions.

1.1 Flight Guidance Control Panel

The Flight Guidance Control P anel (FGCP), shown in Figure 1-1, is centrally located just beneath the instrument panel glare shie ld and contains the controls for the integrated FD and dual AP systems. The FD and AP may be operated independently or together as integrated systems.

Figure 1-1. Flight Guidance Control Panel.KC-10 Aircrew Training System Flight Guidance System

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WB-083 1-2 1 FEB 06 THIS PAGE INTENTIONALLY LEFT BLANKKC-10 Aircrew Training System Flight Guidance System

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WB-083 2-1 01 FEB 06 2.0 OBJECTIVES

A. Given a list of possible characteristics:

1. Select the characteristics of the Flight Director Components.

2. Select the characteristi cs of the Autopilot Components. 3. Select the characteristics of the Autothrottle Components. 4. Select the operational characterist ics of Flight Director Controls and

Indicators.

5. Select the characteristi cs of the FGS Roll Components.

6. Select the characteristi cs of the FGS Pitch Components.

7. Select TO/GA Procedures. 8. Select Turbulence Mode Entry Procedures.

B. Given a list of possible functions:

1. Select the functions of Flight Director Controls and Indicators.KC-10 Aircrew Training System Flight Guidance System

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WB-083 2-2 01 FEB 06 THIS PAGE INTENTIONALLY LEFT BLANKKC-10 Aircrew Training System Flight Guidance System

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WB-083 3-1 01 FEB 06 3.0 FLIGHT GUIDANCE SYSTEM (FGS) COMPONENT INTRODUCTION

The KC-10 aircraft has an integrated Flight Guidance System (FGS) that provides the capability for automatically controlled flight during mo st phases of flight. Because of the extensive Pilot knowledge required to meet proficiency standards
in the use of the FGS, this intr oductory workbook is provided as a pre-instructional activity. The reading assignments herein will help prepare you for your KC-10 CBT, Sim, and aircraft training.

This workbook considers the various FGS components found on the FG Control Panel. These consist primarily of cont rols and indicators, logically grouped, and are introduced in the typical left-to-right sequence. The related flight command displays on the ADI, EHSI, N 1 gauges, Flight Mode Annunciator, and appropriate Warning Lights are also discussed.

Flight control surfaces, signal source sens ors, as well as the computer integration
of associated FGS, Autothrottle, and Speed Control subsystems are not
addressed in this document, but are considered in subsequent materials.KC-10 Aircrew Training System Flight Guidance System

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WB-083 3-2 01 FEB 06 3.1 Flight Director (FD) Introduction

Figure 3-1. Flight Director Components.

The Flight Director (FD) provides visual guidance to the Pilot displayed as pitch and roll maneuvering commands on the Attit ude Director Indicator (ADI) by the
yellow V-command bars.

When the V-command bars are centered (i.e . resting on top of the orange Fixed Airplane Symbol), the airplane is being m aneuvered to correctly fly a computed flight path. In the ex ample provided by Figure 3-1, the command bars are
commanding a 10 ° climb.

Separate FD's are provided for the Pilo t and Copilot and are controlled from the FGCP. Either FD is engaged by moving its FD engage switch to the "FD" position, thus providing FGS steering commands to its respective ADI.KC-10 Aircrew Training System Flight Guidance System

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WB-083 3-3 01 FEB 06 3.1.1 Flight Director Command Switch

The FD Command (FD CMD) switch is located on the overhead panel and has three positions: NORM, BOTH ON 1 and BOTH ON 2. When in the NORM position, the V-command bars in the Pilot' s ADI are controlled by the Number 1 FGS, and the V-command bars in the Copilot' s ADI are controlled by the Number 2 FGS. When in the BOTH ON 1 positi on, the V-command bars in both ADI's are driven by Number 1 FGS, and when in t he BOTH ON 2 position, the command bars in both ADI's are driven by Number 2 FGS. When in either the BOTH ON 1 or the BOTH ON 2 position, an amber FD light in the upper left corner of each ADI comes on to remind the flight crew t hat the two ADI's are not displaying independent FD commands.

The position of the FD CMD switch can also affect the Flight Mode Annunciator (FMA) displays. An FMA display is lo cated above each primary ADI (See Fig. 3- 1). If the FD CMD switch is in the NO RM position, each FMA displays the modes of its respective system. If neither aut opilot engage lever is in CMD, and the FD

CMD switch is in either the BOTH ON 1 or BOTH ON 2 pos ition, both FMAs will display the modes of the selected system.

Figure 3-2. FD CMD Switch.

3.1.2 FD Mode Description

The FD provides steering command gui dance to the Pilot or monitors AP operation.

3.1.2.1 FD with the AP OFF or in Control Wheel Steering (CWS):

• The FD displays pitch and roll commands to the Pilot to manually fly the airplane as required to center the FD V-command bars. Centered command bars indicate the airplane is being correctly flown to the computed flight path.

• Each FMA displays the mode of its respective FGS. FMA displays are

located in the four window s above each primary ADI. FD CMD

NORM

BOTH

ON 1 BOTH

ON 2KC-10 Aircrew Training System Flight Guidance System

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WB-083 3-4 01 FEB 06 3.1.2.2 FD with the AP in CMD:

• The FD now monitors AP operation. With the V-command bars centered, the FD is in agreem ent with AP performance, and the AP is correctly flying the computed flight path.

• The V-command bars of the FD associated with the AP in CMD will

be in view. If the other FD is in a conflicting mode, its respective command bars are removed from view. (Mode Conflict)

• The flight mode annunciator (FMA ) will display the modes of the autopilot and are not affected by the engage switch position of the

FDs. FMAs are described in the next section.

The FD modes of operation in conjunc tion with the AP operat ional modes are

detailed in Section 5.0.KC-10 Aircrew Training System Flight Guidance System

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WB-083 3-5 01 FEB 06 3.2 Autopilot (AP) Introduction

Two separate APs provide autom atic control surface deflection to fly the airplane on a computed flight path. Both APs are controlled from components of the FGCP. AP1 and AP2 engagement levers are lo cated on the right side of the Pitch Control Panel (Fig. 3-3). Only one system may be engaged at a time.

Figure 3-3. AP Components: Control Wheel, Directional

Control and Pitch Control Panels.

AP 1 is associated with:

• Number 1 (left) engage lever

• Pilot's Instruments and Navigation System

AP 2 is associated with:

• Number 2 (right) engage lever

• Copilot's Instruments and Navigation System

Each AP has two separate conditions of operation: Command (CMD) and Control Wheel Steering (CWS) modes . CMD provides the AP automatic control modes
that are normally used in conjunction with the FGS modes. CWS provides AP assistance in controlling the aircraft attit ude (both pitch and roll) through Pilot input

from the control wheel column. AP

DISENGAGE

BUTTONKC-10 Aircrew Training System Flight Guidance System

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WB-083 3-6 01 FEB 06 3.3 Autothrottle/Speed Control System Introduction

Figure 3-4. Airspeed Indicator with Airspeed Command Bug

and Throttle Quadrant.

A dual integrated Autothrottle/Speed C ontrol System (AT/SCS) provides:

• Speed control, as shown by the set SPD command Bug in the example in Figure 3-4, at 250 KIAS.

• Stall warning from lift-off to landing.

• Autothrottle control from start of takeoff to touchdown.

The Autothrottle/Speed Control (AT/SC) f unction of the flig ht guidance system generates angle of attack information from aircraft configuration inputs and an estimated gross weight. The estimated gross weight is gener ated from measured aircraft acceleration inputs.KC-10 Aircrew Training System Flight Guidance System

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WB-083 3-7 01 FEB 06 3.3.1 SCS and ATS Control Inputs

The Speed Control System (SCS) and Auto throttle System (ATS) are controlled from the ATS Control Panel, a portion of the Flight Guidance Control Panel.

Elements of the ATS Control Panel and ATS Fail Lights are shown in Figure 3-5,

below.

Figure 3-5. ATS Control Panel and ATS Fail Lights.

The ATS also uses inputs from the Thru st Rating Computer (TRC) System and engine N 1 gauges during ATS operation. De tails and operation of the TRC

Indicators and the N 1 gauges are discussed in Section 5.1. ATS 1

ATS 1 ATS 2

ATS 2KC-10 Aircrew Training System Flight Guidance System

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WB-083 3-8 01 FEB 06 3.4 FD & AP Operational Modes Introduction

3.4.1 FD & AP Operational Modes

The FD and AP operational modes are divided into separate groupings: Roll, Pitch,

and Combined Roll and Pitch modes.

In the Systems Description/O perations portion of this workbook (Section 5.0), we

follow a standardized convention when det ailing FD and AP operational modes. This is required because eac h system operating either al one, or in combination with the other, has specific effects on Pilot displays and flight instruments.

3.4.1.1 The AP/FD Roll Modes include:

• HDG HOLD...HEADING HOLD, the basic roll mode

• HDG SEL......HEADING SELECT

• RAD.............(VOR or TACAN)

• LOC.............LOCALIZER

• B/CRS..........BACK COURSE (ILS back beam)

• FMS.............FLIGHT MANAGEMENT SYSTEM

3.4.1.2 The AP/FD Pitch Modes include:

• VERT SPD..................VERTICAL SPEED, the basic pitch mode

• ALT HOLD...................ALTITUDE HOLD

• ALT CAP.....................ALTITUDE CAPTURE

• IAS HOLD....................INDICATED AIRSPEED HOLD

• MACH HOLD

• TURB..........................TURBULENCE

3.4.1.3 The Combined Roll and Pitch Modes include:

• TAKEOFF

• G/A.....................................GO-AROUND

• ILS......................................Localizer and glide path

• CWS...................................CONTROL WHEEL STEERINGKC-10 Aircrew Training System Flight Guidance System

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WB-083 3-9 01 FEB 06 3.4.2 Mode Engagement

The steps required to engage eac h mode are defined in Section I, Part 6, of the flight manual.

3.4.3 Mode Disengagement

The most common methods of disengagement are listed in the upcoming mode descriptions. Since it is obvious that disengaging the FD or taking the AP out of CMD will disengage the FD or AP mode, this method is not listed.

There are some normal conditions where the FD V-Command bars will be

removed from view. Two such conditions are:

• If an AP mode is engaged that has no corresponding FD mode (i.e., TURB) the respective FD command bar s are removed from view. The

FD V-command bars remain out of view until an FD mode is engaged.

• If the engaged autopilot enters a capture zone and the FD not
associated with the engaged autopilot senses a Mode Mismatch (i.e.,
different course selected, diffe rent NAV system, or frequency selected), the V-command bars of that FD will be driven from view until

the mismatch is corrected. A M ode Mismatch discussion follows in

Section 5.5 of this workbook.KC-10 Aircrew Training System Flight Guidance System

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WB-083 3-10 01 FEB 06 3.5 Flight Management Annunciator (FMA) Introduction

Figure 3-6. FMA Panels.

3.5.1 Description

All engaged modes of operation of the Autothrottles (ATS), Flight Directors (FD) and Autopilots (AP) are annunciated on the FMA panel. An easy acronym to use to assist in remembering the order of the modes being annunciated is "TARP" for

A T S, A rm, R oll, and P itch (Fig. 3-7).

A row of identical flight mode annunciators is located directly above each of the two Attitude Director Indicators (ADI). If a FD or AP mode is armed for automatic

initiation, the armed mode is annunciat ed in AMBER. Dimming of the mode annunciator is controlled by a knob located on the top of the PNL light switch on each Light Control Panel (left and right gusset panel area).

Figure 3-7. FMA Modes Annunciated.KC-10 Aircrew Training System Flight Guidance System

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WB-083 3-11 01 FEB 06 3.5.2 Annunciator Displays

The following displays can appear in each annunciator:

Figure 3-9. FMA Green TEST Display.

The FMAs will display a green T-E-S-T w hen the annunciator light test switch on the overhead Pilot's Annunciator Panel is pr essed. This checks the FMA display continuity and light operation only. It does not check ATS, FD or AP system inputs

to the FMAs. Figure 3-8. FMA Display Matrix.

3.5.3 FMA Test Control and DisplayKC-10 Aircrew Training System Flight Guidance System

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WB-083 3-12 01 FEB 06 THIS PAGE INTENTIONALLY LEFT BLANKKC-10 Aircrew Training System Flight Guidance System

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WB-083 4-1 01 JUL 13 4.0 FLIGHT GUIDANCE CONTROL PANEL COMPONENT DESCRIPTION

Figure 4-1. Flight Guidance Control Panel.

The Flight Guidance Control Panel (FGC P) contains the five component panels relevant to the FD: Nav Control, ATS, Direc tional (Roll) Control, Pitch Control, and the AP (Fig. 4-1). The FGCP is centrally located just beneath the instrument panel glare shield and contains the numerous c ontrols, switches, and indicators for both

the FD as well as the dual AP systems. This section de scribes the functionality of each control and indicator by panel and system. Each control's position is related to its indicators, such as the "readout window" on its individual control panel, and an example of its effect on the ADI, EH SI and FMA displays, and Warning Lights.

The controls and indicators of each syst em component panel are described in a sequence that follows the left-to-right convention as seen from the Pilot's seat. As you progress through this section, recall that the FDs and APs may be operated independently or together as integrated systems.KC-10 Aircrew Training System Flight Guidance System

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WB-083 4-2 01 JUL 13 4.1 Flight Director Control Panel Description

Figure 4-2. Flight Director Control Panel.

As shown in Figure 4-2, t he Flight Director control switch as well as the BACK

CRS and TURB switches is located on this panel. An FD panel is located at each outboard side of the FGCP for accessibility to each Pilot.

1. FD Switch

• FD position engages the respective Flight Director

• OFF position disengages the respective Flight Director. Removes V-command steering bars in the appropriate ADI.

2. BACK CRS Mode

• Press to engage Back Course ILS mode.

3. TURB Mode Selector

• Press to engage Turbulence Mode.KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 4-3 01 JUL 13 4.2 Navigation Control Panel #1

VOR/ILS frequencies are tuned at this panel (F ig. 4-3). The CRS knob is used to
select the desired course when VOR, LO C, or TCN is the selected navigation source (navigation source is selected on the EHSI Control Panel). The CRS knob

has no effect when FMS is selected as t he navigation source. The pilot’s panel controls inputs to system #1 and the Copilo t’s panel controls inputs to system #2.

Figure 4-3. Nav Control Panel (with EHSI and EHSI Control Panel).KC-10 Aircrew Training System Flight Guidance System

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WB-083 4-4 01 JUL 13 4.2.1 VOR/ILS Frequency Readout and Selector Knob

Figure 4-4 sets desired frequency in VOR/IL S frequency indicator by rotating the frequency selector knobs indicated. T he knob assembly is a dual concentric

control.

Figure 4-4. VOR/ILS Freque ncy Readout & Selector Knob.

4.2.2 CRS Selector Knob

The CRS Selector (Fig. 4-6) is a two-pos ition knob, normal and push positions. It is spring loaded in the normal position.

Figure 4-6. Course Selector Knob.

• Normal Position - One rotational "c lick" selects one-degree course changes.

• Push Position - Rotate for fast course select.KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 4-5 01 JUL 13 4.3 Autothrottles/Speed Control Description

Both Autothrottle Control and Speed Control (Fig. 4-7) are provided on this panel which contains three groups of controls.

Figure 4-7. ATS Control Panel.

4.3.1 ATS Engage Levers

Figure 4-8. ATS Engage Levers.

Each lever engages the respective ATS. Levers are locked in OFF until automatic

interlocks are satisfied. Levers are solenoid held in the ON position. Both levers
are normally engaged, as shown in Figure 4-8. The first lever that interlocks in place is the controlling ATS system.KC-10 Aircrew Training System Flight Guidance System

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WB-083 4-6 01 JUL 13 4.3.2 N 1 Mode Selector Function

Figure 4-9. N 1 Mode Selector

Press the mode selector (Fig. 4-9) to engage ATS N 1 mode with either or both ATS levers engaged. The ATS will then seek and maintain the N 1 limit indicated

on the N 1 limit readout on the Thrust Rating Co mputer. Throttles will automatically
advance to this computed N 1 limit (Fig. 4-10).

Figure 4-10. N1 ReadingsKC-10 Aircrew Training System Flight Guidance System

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WB-083 4-7 01 JUL 13 4.3.3 Speed Readout and SPD Select Knob

Desired speed is set in SPD readout by ro tating SPD select knob, shown below in Figure 4-11.

Figure 4-11. SPD Readout and Select Knob.

SPD Select Knob is a three-position knob, spring loaded to center. Push position - Fast speed select Normal position - One rotational "click" selects one knot speed change Pull position - Engages ATS SPEED wh en another Autothrottle mode is engaged. Exception: with the FG S pitch mode in the takeoff

or G/A mode.

4.3.4 Airspeed Command Bug

The SPD Select Knob controls the Ai rspeed Command Bug, commonly called the Salmon Bug, in both Mach/Airspeed Indicato rs. The Bug indicates the setting in

the SPD readout window as indicated by the example in Figure 4-12.

Figure 4-12. Airspeed Command Bug. 

### SPD



# 1 5 8KC-10 Aircrew Training System Flight Guidance System

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WB-083 4-8 01 JUL 13 4.4 Directional Control Panel (Roll) Description

All FD and AP roll modes are selected on th is panel by pressing a mode selector or manipulating the HDG selector knob (Fig. 4-13).

Figure 4-13. Directional Contro l Panel and EHSI Heading Bug.

4.4.1 Heading Bug

The HDG control knob controls the heading bug on each EHSI. The heading bug positions to the selected heading in the HDG window at the top of the Directional

Control Panel.KC-10 Aircrew Training System Flight Guidance System

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WB-083 4-9 01 JUL 13 4.4.2 HDG Control Knob

HDG control knob has four positions, spring loaded to normal.

• Normal — One rotational "click" for one-degree heading change.

• Push, 1st detent — Rotate for fast heading select.

• Push-Full In — Engages HDG HOLD mode and also disarms or disengages any other roll mode.

• Pull-Full Out — Engages HDG SEL mode.

4.4.3 Bank Angle Selector

Bank Angle Selector is the outer-indexed, concentric knob and provides turn limits in all AP and FD modes except LOC CAP. It has five incremental detents, 5 degrees to 25 degrees. It limits maximu m bank to 25 degrees during HDG SEL,

RAD and FMS modes.KC-10 Aircrew Training System Flight Guidance System

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WB-083 4-10 01 JUL 13 4.5 Pitch Control Panel Description

All FD and AP pitch modes, except TO/GA and TURB, are selected on this panel by pressing a mode selector or rotating the Vertical Speed Wheel. The Altitude Alert Arming function and engagement of the AP are also provided by this panel (Fig. 4-14).

Figure 4-14. Pitch Control Panel.

4.5.1 AP Levers

The function of these AP levers, as shown below in Figure 4-15, has been addressed. However, their operation as pertains to the various FGS modes, are described later in greater detail.

Figure 4-15. AP Engage Levers.KC-10 Aircrew Training System Flight Guidance System

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WB-083 4-11 01 JUL 13 4.5.2 Vertical Speed Wheel

The manual rotation of Vertical Speed Wheel selects VERT SPD or ALT HOLD mode. Only the ALT HOLD position is detented. The wheel, as indicated by Figure 4-16, is graduated in 1000 fpm mark ings; however, its range is limited to 4000 fpm up and 8000 fpm down.

The Vertical Speed Wheel synchronizes to airplane's vertical speed at all times except when ALT HOLD or VERT SPD is engaged.

This means that if the fli ght directors and the autopilot (both) are off, the Pilots
cannot override the vertical speed wheel.

Figure 4-16. Vertical Speed Wheel.KC-10 Aircrew Training System Flight Guidance System

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WB-083 4-12 01 JUL 13 4.5.3 ALT PRESELECT Knob and Readout

Figure 4-17. ALT PRESELECT Knob, Reset Button, and Readout.

4.5.3.1 ALT PRESELECT Knob Function

The desired altitude is set in ALT readout by rotating the ALT Preselect knob (Fig. 4-17). The knob has three positions and is spring loaded to center position.

• Normal center Spring-held position — Provides one rotational "click" for each 100-foot altitude change

• Push position — Rotate for fast altitude selection

• Pull position — Arms the ALTITUDE PRESELECT

mode

4.5.3.2 Reset Button

The Reset button resets the ALTITUDE ALERTING function and extinguishes the altitude alerting light, if flashing.KC-10 Aircrew Training System Flight Guidance System

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WB-083 4-13 01 JUL 13 4.5.4 Pitch Control Panel Mode Selectors

Press the appropriate switch to select IAS HOLD, MACH HOLD, or CMD CWS as indicated in Fig. 4-18. Note that eit her AP lever must be in CMD prior to the

selection of the CWS switch to obtain CMD CWS. With the autopilot on and IAS or MACH HOLD selected, the aircraft will automatically adjust the pitch to maintain

the IAS or MACH.

Figure 4-18. Mode Selection Switches.KC-10 Aircrew Training System Flight Guidance System

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WB-083 4-14 01 JUL 13 4.5.5 AP Lever Operation

Only one of the two AP levers can be in ei ther the CMD or CW S positions at any given time. Figure 4-19 shows AP1 engaged. The term "engaged" indicates an

AP in either the CMD or CWS mode. AP CWS operat ional modes are discussed in greater detail in Sect ion 5.4. Mode annunciators display the engaged roll and pitch modes.

Figure 4-19. Pitch Control Panel and FMA Display.

Figure 4-19. Pitch Control Panel and FMA Display.KC-10 Aircrew Training System Flight Guidance System

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WB-083 4-15 01 JUL 13 4.5.5.1 AP Engage

Each AP is engaged by moving its respective lever to CWS or CMD, as indicated by Figure 4-20.

Figure 4-20. AP Engagement Levers.

A mechanical gate exists at CWS; therefore, it is necessary to momentarily reduce the upward pressure at CWS. Then no rmal pressure may be reapplied to move

the lever further to CMD.

4.5.5.2 Engage Lever Interaction

Figure 4-21. Engage Lever Interaction.

Starting out with AP 2 engaged and moving le ver 1 in the same sequences, as shown in these three examples, will produc e the same results as indicated in Figure 4-21. LEVER SPRING LOADED AND

LOCKED IN OFF UNTIL CERTAIN

INTERLOCKS ARE SATISFIED LEVER SOLENOID HELD IN CWS LEVER SOLENOID HELD IN CMD COMMAND

CONTROL WHEEL

STERRING

DISENGAGED

INITIAL CONDITIONS

AP1 IN CWS OR CMD MOVE LEVER 2 TO CWS AND

RELEASE. IT WILL HOLD

MOMENTARILY, THEN DROP

TO OFF MOVE LEVER 2 TO

CMD.

LEVER1 DROPS TO OFFKC-10 Aircrew Training System Flight Guidance System

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WB-083 4-16 01 JUL 13 ALTN LONG TRIM

LOCATED ON UPPER

RT OF THROTTLE

QUADRANT

AUTOPILOT RELEASE

BUTTON ON OUTBOARD

SIDE OF EITHER

CONTROL WHEEL IS

ENGAGED AP ENGAGE LEVER

MOVED TO OFF PRIMARY OR ALTERNATE STABILIZER

TRIM SYSTEM MANUALLY OPERATED

WITH AP LEVER IN CMD ONLY. NO

EFFECT IF AP LEVER IS IN CWS UNLESS

IN TURB MODE MACH CWS OFF CMD

CWS AP

1 2 When an AP is engaged into CMD, it will engage directly into the previously

selected FD modes of that autopilot. If the associated FD switch is in OFF position, the AP will engage into its basic modes: HDG HOLD and VERT SPEED (ALT HOLD) . The AP will now respond to subsequent mode selection.

4.5.5.3 FMA AP Displays

The FMAs will display the armed and operat ive roll and pitch modes of the AP in

CMD.

4.5.5.4 AP Disengage

The AP may be disengaged when any of the follo wing events in Figure 4-22 occur:

Figure 4-22. AP Disengagement.KC-10 Aircrew Training System Flight Guidance System

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WB-083 4-17 01 JUL 13 Figure 4-23. AP Disengagement Upon Loss Of Engage Interlocks.

The AP CMD mode drops to CWS when one of the above Pilot actions occur (Fig. 4-23).

4.5.5.5 AP Disengage Warning

AP disengage warning is provided on the Pilot's and Copilot's instrument panel as shown in Figure 4-24.

Figure 4-24. AP Disengage Warning Lights.

All Four Red and Amber light s are also tested by the ANNUN LT TEST switch located on the overhead panel. This test is a light bulb check only.KC-10 Aircrew Training System Flight Guidance System

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WB-083 4-18 01 JUL 13 The respective RED AP lights flash when:

• A single engaged AP disengages (lever fr om CMD to CWS, or CMD to OFF, or CWS to OFF)

The AP flashing lights can be extinguished by:

• Pressing either Control W heel's AUTOPILOT RELEASE button

• Pressing the red AP1 or AP2 light cap

• Re-engaging the respective AP

• Engaging the other APKC-10 Aircrew Training System Flight Guidance System

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WB-083 5-1 01 JUL 13 5.0 SYSTEMS DESCRIPTION/OPERATIONS

This section describes in greater detail the various operational modes available through the efficient use of t he KC-10 FGS. Noteworthy is that many of these auto modes entail the integration of the FDs, APs, and ATS/SCS as well as their appropriate FMA and indicator displays.

ATS and SCS operational modes and switch ology are initially described, followed by the Stall Warning System and its test procedure in Section 5.1.

Section 5.2 then discusses the FD/AP Roll modes, followed by Section 5.3

that covers the FD/AP Pitch modes as we ll as the Altitude Alert and Preselect functions. Finally, Section 5.4 details operations with the AP in either CWS

or CMD CWS modes.

In this portion of the workbook, we follow a standardized convention when detailing FD and AP operational modes.

In this section, the mode de scription that applies solely to the FD is to the left of a solid vertical line dividing the page, while the portion that applies solely to the AP is to the right. T he portion of the description that applies to both FD and AP is centered on the page with no dividing line. The majority of the modes is common to the AP and FD and is described accordingly.

The FMA displays corresponding to eac h operational condition are also

shown. A blank mode annunciator indicates that the annunciation is not relevant to that mode description . The blanked portion of the FMA does not necessarily mean that no FD or AP mode is engaged.

5.1 Autothrottles/Speed Control Systems (ATS/SCS)

This section pertains to both the ATS and the SCS, which are closely
interrelated systems. These systems ar e discussed in separate subsections to effectively treat each of these system s as a single entity. Beginning with subsection 5.1.2.2, the operational int egration of both syst ems is described.

Subsection 5.1.1 contains the description, authority limits, and basic operation of the ATS; and also includes its Thrust Rating Computer and N 1 Gage components.

Subsection 5.1.2 describes the SCS and its output signals to the ATS, as well as its speed control and speed guida nce functions. SCS operational
modes are also considered, especially as they relate to the ATS. This
subsection concludes with a description of the KC-10 Stall Warning System
and its cockpit check.KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-2 01 JUL 13 5.1.1 Auto Throttles (ATS)

Figure 5-1. ATS Control Panel and ATS Fail Lights.

5.1.1.1 Description

The dual ATS system is controlled from the Flight Guidance Control Panel. Figure 5-1 shows its relative position on the FG Control Panel as well as the Pilot and Copilot's red and amber ATS Fa il Lights. Either or both ATS's are engaged by moving the applicable ATS switc hes to the ON position. The ATS
maintains either a selected speed or a selected engine thrust N 1 limit, and can be used during all phases of flight.

The two systems can be engaged separatel y or simultaneously; however, certain automatic interlock and engage c onditions must be satisfied before the engage levers can be moved out of the OFF position. When a
malfunction is detected, the levers drop to OFF. The Pilot can easily overpower the ATS. The ATS system is normally operated with both systems engaged.

5.1.1.2 Authority Limits

Throttle travel during ATS operation is restricted to the following safe
operational limits:

• The ATS cannot advance the throttles to engine speed above the existing N 1 limit.

• In the speed mode , the ATS cannot advance the throttles to accelerate to a speed above the existing flap placard speed. ATS 1

ATS 1 ATS 2

ATS 2KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-3 01 JUL 13 • The ATS cannot retard the thro ttles to decelerate to a speed below the ALPHA SPEED (the minimum safe maneuvering speed) for the existing flap setting.

• The ATS cannot retard the throttles below a preset throttle
position, known as the lower authority limit. (This limit is by-passed during landing).

5.1.1.3 ATS Disengage (Three Methods)

The ATS is disengaged by those actions described in Figure 5-2:

Pressing an ATS Disengage Moving Reversing thrust.

button on the outboard side ATS levers

of No. 1 or No. 3 throttle to OFF.

levers.

Figure 5-2. ATS Disengagement Methods.

5.1.1.4 ATS Fail Lights

ATS fail lights are located above the Pilo t's MACH/Airspeed indicator and the Copilot's altimeter and radar altimeter. As shown in Figure 5-3, each set

contains:

• Two upper red Fail lights labeled ATS-1 and ATS-2 (Flash).

• Two lower amber Fail Lights labeled ATS-1 and ATS-2 (Steady).

Figure 5-3. ATS Fail Lights.KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-4 01 JUL 13 The ANNUN LT TEST switch on the overhead panel tests the ATS Fail Lights.

The respective red ATS Fail Lights flash when one of the following occurs:

• A single engaged ATS disengages.

• The ATS's disengage simultaneously.

• ATS's disconnect during engine reversals.

The flashing red ATS Fail Lights can be extinguished by performing one of the following:

• Pressing either ATS Disengage button.

• Pressing the ATS Fail Light cap.

• Re-engaging the respective ATS.

The respective amber ATS Fail Lights come on st eady when both ATS's are engaged and one system disengages.

The steady amber ATS Fail Lights can be extinguished by either:

• Disengaging the remaining ATS (at this time, both red ATS Fail Lights flash) or,

• Re-engaging the respective ATS.

5.1.1.5 ATS Speed Control Operation (Cockpit Test)

Figure 5-4. Speed Control Test Switch.KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-5 01 JUL 13 5.1.1.5.1 Description

A three-position SPEED CONT TEST swit ch is located on the overhead panel (Fig. 5-4) and can be used to test the SCS. This switch can also be used to test the Flight Director (FD) , under certain conditions, and can also

be used to test the ATS. This switch is operative on the ground only. The FE performs the Speed Control Cockpit Test during the FE's Interior Inspection.

5.1.1.5.2 SPD CONT TEST Operation

As illustrated by Figure 5-5; note SPEED CONT TEST switch position and

Fast/Slow bar movement:

• Move SPEED CONT TEST switch to FAST.

• Fast/Slow indicators move approx imately 1/2 scale toward Fast.

• If SPD is displayed in ATS annunciato rs, the throttles retract to their lower authority limit.

• If TAKEOFF or G/A is displayed in pitch annunciators, the pitch command bars will be one-half scale up.

Figure 5-5. SPD CONT TEST (Fast).

NOTE Normally, ATS levers are not engaged during

this test.

Refer to Figure 5-6 and note TEST switch posit ion and the resultant s wing of the Fast/Slow

bar:KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-6 01 JUL 13 • Move SPEED CONT TEST switch to SLO.

• Fast/Slow indicators move approx imately 1/2 scale toward Slow.

• If SPD is displayed in ATS annunciator, the throttles advance, to
the upper mechanical stops.

• If TAKEOFF or G/A is displayed in pitch annunciator, the pitch command bars move down one-half scale.

Figure 5-6. SPD CONT TEST (Slow).

5.1.1.6 Thrust Rating Computer Indicator

Figure 5-7. Thrust Rating ComputerKC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-7 01 JUL 13 The Thrust Rating Computer continuous ly computes and displays Total Air Temperature (TAT) as well as one of the following N 1 limits (Ref. Fig. 5-7):

T.O. - Fixed Takeoff Thrust

TO FLX - Flexible Takeoff Thrust

GA - GO-AROUND Thrust

MCT - Maximum Continuous Thrust

CL - Maximum Climb Thrust

MCR - Maximum Cruise Thrust

The displayed N 1 limit is the upper lim it for autothrottles engaged in the SPEED

mode and is the value to which thrust is controlled when the Autothrottles are engaged in the N 1 mode.

Select the desired N 1 limit by pressing a Thrust Se lector. The selected Thrust

Selector then illuminates.

NOTE
Pressing an N 1 thrust selector has no effect on the

selection of an SCS or an ATS mode.

Pressing T.O. FLX on the Thrust Rating Comput er allows the computer to display a

reduced N 1 setting. This reduced N 1 setting uses an assumed temperature. This temperature is entered us ing thumbwheels and is displayed in the assumed temperature selector windows (Figure 5-8) . Assumed temperat ure ranges from 0 ° - 59 ° C and is computed by the Flight Engineer.

Figure 5-8. Assumed Temp Selector. 1 2 ASSUMED TEMP

EC ° CKC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-8 01 JUL 13 5.1.1.7 N 1 Gage (3 Installed)

Figure 5-9. N 1 Gage.

5.1.1.7.1 Description

Refer to Figure 5-9 and note that the N 1 Pointer indicates current engine N 1 , while the N 1 Window displays a digital readout of current engine N 1

.

5.1.1.7.2 Operation

Maximum Limit Index is normally slaved to the displayed N 1 limit on Thrust Rating Computer. Pull out the Maximum Limit Set Knob to manually set the

Maximum Limit Index.

A shutter normally covers the Maxi mum Limit Window. When the Maximum Limit Set Knob is pulled, the shutter is removed and a digital readout of the Maximum Limit Index manual setting is displayed.

5.1.2 Speed Control System (SCS)

Figure 5-10. SCS I nputs and Indications. 100



### N 1 

## 9 5 0 9 1

8 MAXIMUM LIMIT

N POINTER

MAXIMUM LIMIT N WINDOW MAXIMUM LIMIT

%RPM

1 1

0 40

20 60

120

S 80



## . INDEX

SET KNOB WINDOWKC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-9 01 JUL 13 5.1.2.1 Description

The dual SCS provides signals for speed guidance, speed control and

autothrottles

.

5.1.2.1.1 Speed Guidance

Speed Guidance is an attitude command provided during takeoff (TO) and go-around (G/A). During TO or G/A, the Flight Director (FD) V-command bars
command a pitch attitude to acquire and maintain a computed IAS program.
The ADI Fast/Slow indicators, as s hown in Figure 5-10, are in view and display the speed error betw een the computed IAS program (V 2 + 10, or V 2 ) and the actual speed. During G/A, thrust is held at the
appropriate N 1 limit.

NOTE During TO or G/A, the Fast/Slow indicators are not referenced to a speed selected in the speed

readout.

5.1.2.1.2 Speed Control

Speed Control is a display of speed erro r during all phases of flight except
TO or G/A. Also, when the ATS is in N 1 mode of operation it will not display speed error information. Except fo r these modes, the ADI Fast/Slow
indicators display the speed error betw een the selected speed and the actual speed of the airplane.

5.1.2.1.3 Autothrottles

The ATS provides automatic positioni ng of the throttles during the SPEED mode of ATS operation by controlling to the same error signal as is being displayed by the Fast/Slow indicators.KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-10 01 JUL 13 5.1.2.2 SPEED Mode

SPEED Mode is the basic SCS and ATS mode.

Figure 5-11. Speed Mode Indicators.

5.1.2.2.1 Description

SCS —The Fast/Slow ADI indicators will display the error between the actual speed and the IAS selected in the SPD readout.

ATS —The throttle levers are adjusted to seek and maintain the IAS selected in the SPD readout (Fig. 5-11). SPD is displayed in the ATS annunciator.

5.1.2.2.2 Operation

Select the desired IAS by rotating the SPD selector knob. The Fast/Slow

indicators will reflect the error betw een the selected speed and the actual speed. The ATS, if engaged in the SPEED Mode, will control to the selected speed. After engagement, the ATS and/or Fast/Slow indicators will respond to subsequent speed selections.

5.1.2.2.2.1 To Engage SPEED Mode:

— If ATS is engaged:

• No action is required. The SPEED Mode is engaged at all times (Fast/Slow indicators in view) except when the ATS are engaged in the N 1 or RETARD Mode, or when the FD is engaged in the TAKEOFF or G/A Mode.

— If ATS is not engaged:

• Move the ATS engage levers to ON. The ATS engages directly into the SPEED Mode. However when TAKEOFF or G/A is displayed in the pitc h annunciator, the ATS engages in

the N 1 mode. N ATS

ON

OFF

SPD 2 1

2 5 0

1 SPDKC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-11 01 JUL 13 — If ATS is engaged in the N 1 mode:

• Momentarily pull out on SPD selector knob to engage SPEED Mode (unless FD pitch mode is in TO or G/A mode). See FMA below (Fig. 5-12).

Figure 5-12. FMA SPEED Mode Indication.

5.1.2.2.2.2 To Disengage SPD Mode :

• When pressing the N 1 Mode selector, the ATS engages into

the N 1 Mode, the FMAs indicate N 1 and the Fast/Slow indicators are removed from view or,

• Press TO/GA button on the center throttle.

— If the Airplane is on the ground and the TAKEOFF Mode is engaged,

the Fast/Slow indicators remain in view. — If the airplane is in flight and the GO-AROUND Mode is engaged (flaps extended out of the 0-degree detent), N 1 is indicated by the FMAs, and the Fast/Slow indicators are referenced to V 2 + 10 KIAS (or V 2 ). ATS operation during G/A is N 1

.

5.1.2.3 ALPHA SPEED Mode

The Alpha Speed Mode of the Autothro ttle Speed Control System (SCS) provides a safe stall margin speed based upon aircraft configuration and estimated gross weight. With the AT S on, the aircraft will not slow below Alpha Speed.

Figure 5-16 shows the relationship of Alpha Speed to the various aircraft configurations and their corresponding margin above stall (V S ).KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-12 01 JUL 13 Figure 5-13. ALPHA SPEED Mode.

5.1.2.3.1 Description

SCS —The Fast/Slow indicators will disp lay the error between the actual speed and the ALPHA SPEED.

ATS —The throttle levers are adjusted to control the IAS to the ALPHA SPEED, and ALPHA SPD is displayed in the ATS annunciator (Fig. 5-13).

5.1.2.3.2 Operation

To Engage ALPHA SPEED Mode:

• Engage SPEED Mode and;

• Select an IAS in the SPD indi cator that is lower than the ALPHA SPEED. Refer to Figure 5-14.KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-13 01 JUL 13 Figure 5-15. FMA AL PHA SPEED Indication.

NOTE Engagement of the ALPHA SPEED mode is dependent only on selection of a speed less than

the ALPHA SPEED and is independent of actual
speed.

5.1.2.3.3 To Disengage ALPHA SPEED Mode:

• Select an IAS greater than the ALPHA SPEED. The Fast/Slow indicators are now referenced to the ALPHA SPEED.

If the ATS SPD mode is engaged, ALPHA SPEED is now annunciated (Fig. 5-15). Figure 5-14. ALPHA SPEED Controls and Indicators.KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-14 01 JUL 13 FLAP

POSITION SLAT

POSITION ALPHA

SPEED

Vs Vmm

Vs V App

Vs Vth

VS Load factor at

stall G

0 ° RET 1.5 2.25

1.5 Ma y be 2.25

1.35 1.8

0 ° EXT TO 1.5 2.25

1.5 Below Al p ha 2.25

1.3 1.7

15 ° RET 1.4 1.96

1.4 1.96

15 ° EXT TO 1.45 2.1

22 ° RET 1.35 1.8

1.4 1.96

1.35 1.8

22 ° EXT TO 1.4 1.96

1.4 Below Al p ha 1.96

1.3 1.7

35 ° RET 1.3 1.7

1.35 1.8

35 ° EXT LAND 1.3 1.7

1.3 1.7

50 ° RET 1.3 1.7

50 ° EXT LAND 1.3 1.7

1.3 1.7

TWO

ENGINE

0 ° INOPERATIVE

EXT TO 1.5 2.25

1.5 2.25

1.3 1.7

Figure 5-16. ALPHA SPEED/Load Factor Chart.KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-15 01 JUL 13 5.1.2.4 N 1 Mode

Figure 5-17. N 1 Mode Annunciation.

5.1.2.4.1 Description

SCS—N 1 is not an SCS mode (Fig. 5-17). The Fast/Slow

indicators are removed from view.

ATS--The throttle levers are controlled to seek and maintain the N 1 limit displayed on the Thrust Rating Computer for any one of the following thrust selections:

MCT - Maximum Continuous Thrust

CL - Maximum Climb Trust

MCR - Maximum Cruise Thrust

GA - Go-Around Thrust

T.O. - Fixed Takeoff Thrust

TO FLX - Flexible Takeoff Thrust

5.1.2.4.2 Operation

5.1.2.4.2.1 To Engage N 1 Mode:

• Either or both ATS engage levers ON.

— and —

• Press N 1 mode selector (Fig. 5-18). ATS

ON

OFF

SPD 2 1



### 2 5 0 N 1

N 1KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-16 01 JUL 13 Figure 5-18. N 1 Mode Engagement.

The ADI Fast/Slow indicators are now removed from view.

5.1.2.4.2.2 To Disengage N 1 Mode:

• Momentarily pull out on SPD sele ctor (except when in Takeoff or GA pitch mode).

— or —

• Disengage ATS.

NOTE If the ATS is engaged in the N 1 mode when a Thrust Computer Failu re Flag appears, the ATS disengages. The ATS can be reengaged and operated only in the SPD mode.

If the ATS is engaged in the SPD mode when a Thrust Computer Failu re Flag appears, the ATS will remain engaged. The lowest set Maximum

Limit Index on the N 1 gages now becomes the N 1 limit in SPD mode.KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-17 01 JUL 13 5.1.2.5 RETARD Mode

Figure 5-19. Throttle and RETARD Mode Annunciator.

5.1.2.5.1 Description

SCS—RETARD is not an SCS mode . The Fast/Slow ADI indicators

are removed from view.

ATS—During an approach with autothro ttles engaged, as the airplane descends through the 50-feet radio altimeter altitude, the RETARD mode engages. RETD is displayed in the ATS annunciator. This
mode retards the throttles at a pr ogrammed rate, (Fig. 5-19). The
lower authority limit is by-passed.

After touchdown and main gear spin-up, the throttles retard rapidly to the mechanical idle stops.

5.1.2.5.2 Operation

5.1.2.5.2.1 To Engage RETARD Mode :

• Engage ATS in SPEED or ALPHA SPEED mode.

— and —

• Descend airplane below 50-feet radio altitude.KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-18 01 JUL 13 Ensure slats are in the land pos ition, then RETD will be annunciated (Fig. 5-20).

Figure 5-20. RETARD Mode Annunciation.

5.1.2.5.2.2 To Disengage RETARD Mode:

• Disengage ATS.

• Actuate Reverse Thrust Lever 1 or 3.

The ADI Fast/Slow indicators come into view.

5.1.2.6 Stall Warning System

5.1.2.6.1 Description

The dual Stall Warning System alerts t he flight crew of an impending stall by activating stick shakers mounted on eac h control column. When approaching stall in the clean configuration (infli ght with flaps and slats retracted), the outboard slats on each wing will automatic ally extend if below 270 KIAS and

.55 mach. There is no automatic slat extension for the other aircraft configurations.

The Stall Warning provides actuat ion of the stick shakers at 1.05V S for the particular airplane configuration.

5.1.2.6.2 Cockpit Test

Figure 5-21. STALL TEST Switch. RETD

L R STALL

TESTKC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-19 01 JUL 13 As shown by Figure 5-21, a three-position STALL TEST switch is springloaded to the center position and is lo cated on the overhead panel. It is used to test the Stall Warning System on the ground. The STALL TEST is inhibited in flight. The Flight Engineer (FE) performs this check during the FE
Interior Inspection.

STALL TEST Selector

• LEFT – Rotating and holding the sele ctor momentarily tests the left stall warning circuit and operates the stick shakers.

• RIGHT – Rotating and holding the sele ctor momentarily tests the right stall warning circuit and operates the stick shakers.

5.2 FD and AP Roll Modes

5.2.1 Heading Hold (HDG HOLD) Mode

Figure 5-22. Directional Control Panel and

HDG HOLD Annunciation.

5.2.1.1 Description

HDG HOLD is the basic FD and AP roll mode (Fig. 5-22)

.

FD

The V-command bars will provide guidance... AP

The AP will control the airplane...

to maintain the magnetic heading existing at the time this mode is engaged.KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-20 01 JUL 13 5.2.1.2 Operation

If no Roll Mode is engaged at the time FD or AP is engaged, the airplane is commanded or rolled to wings level. HDG HOLD is annunciated and when the aircraft is within 3 degrees of wi ngs level, the existing magnetic heading

is maintained.

If another Roll Mode is engaged at ti me of HDG HOLD engagement, the airplane is maneuvered to the magnetic heading existing at time of mode

engagement.

5.2.1.2.1 To Engage HDG HOLD Mode:

FD

• Move FD switches to

FD. AP

• Move either AP lever to CMD:

NOTE

If the FD is in HDG HOLD but the V-command

bars are not centered when an AP lever is moved to CMD, the existing heading is

maintained. The FD V-command bars are then referenced to the new heading.

— or —

• Push HDG selector in with FD sw itches in FD and/or AP lever in CMD (Ref. Fig. 5-23).

Figure 5-23. HDG HOLD Engaged.

• Technique - The "H" on the holding switch is often called the "Help Button". When things get out of hand and the pilot is confused about what the FGS is doing, pushing the Help button rolls the aircraft to wings level.KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-21 01 JUL 13 5.2.1.2.2 To Disengage HDG HOLD Mode:

• Momentarily pull HDG select or knob out. This action disengages HDG HOLD and engages HDG SEL mode.

— or —

• Capture the RAD, LO C, or FMS course.

— or —

• Select the TURB mode.

— or —

• Capture LOC in the BACK CRS mode.

5.2.2 Heading Select (HDG SEL) Mode

Figure 5-24. Directional Control Panel w/HDG SEL Annunciated.

5.2.2.1 Description

FD

The V-command bars will provide guidance... AP

The AP will control the airplane...

to maneuver to, and maintain the selected magnetic heading in the HDG Readout. The maximum bank during the maneuver is limited by the setting on the Bank Angle Selector. Five to 25 degrees of bank selection are provided in 5-degree increments.

5.2.2.2 Operation

The desired heading can be selected pr ior to HDG SEL mode engagement. After mode engagement, the FD and/or AP will respond to subsequent heading selections.KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-22 01 JUL 13 5.2.2.2.1 To Engage HDG SEL MODE:

FD

• FD switch to FD. AP

• Either AP lever in CMD.

— and —

• Momentarily pull out HDG selector (Fig. 5-25).

Figure 5-25. HDG SEL Engagement.

5.2.2.2.2 To Disengage HDG SEL Mode:

• Push HDG selector in. This action disengages HDG SEL while engaging HDG HOLD.

— or —

• Capture a RAD, LOC, or FMS course.

— or —

• Select the TURB mode.

— or —

• Capture the LOC in the BACK CRS mode. HDG

SELKC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-23 01 JUL 13 5.2.3 RAD Mode (FMS Mode Identical)

Figure 5-26. RAD/FMS Se lection and Annunciation.

5.2.3.1 Description

The configuration of the respective navigation control panel (Fig. 5-26) and the EHSI control panel determines what information is used by the FD/AP when the RAD/FMS switch is pressed; FMS, VOR, LOC, or TACAN. Basically, the FD/AP uses what has been selected as the navigation source for display in the respective EHSI.

FD

The V-command bars will provide g uidance... AP

The AP will control the airplane...

to automatically captur e and track the selected

radial or course. Bank limit during capture is 25 degrees. Bank limit dur ing RAD/FMS track and CRS (station passage) is variable from a 12.5- degree minimum to 25 degrees depending on

the amount of course e rror. During track and station passage, cr ab angle capability for cross-wind correction is provided.

5.2.3.2 Operation

To arm the RAD/FMS mode, depress the RAD/FMS switch. Then, establish any intercept angle up to 90 ° using any roll mode. The capture point is variable and depends on the intercept angle as well as the dev iation from the

beam or course centerline. For lar ge intercept angles, the capture will begin at a greater deviation t han those with lower intercept angles. If capture

criteria are satisfied at the time of arming, captur e commences immediately. FMS

RAD

RAD

FMSKC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-24 01 JUL 13 In the RAD mode, as t he VOR/TACAN "cone of c onfusion" is approached, the rapid change in beam sensing causes the system to enter the station passage mode and annunciate "RAD CRS." This mode lasts for a minimum of 30 seconds and up to a maximum of 3 minutes during which time the radio signal is removed and the last heading is ma intained. If the aircraft is within

two dots deviation on the HSI at the end of approximately 30 seconds, RAD TRK Course Deviation Indicator (CDI) annunciates and tracking resumes.

If a course selector change is made while over the station, the aircraft will turn immediately to the new heading. The system will attempt to capture the new course after about a 30-second period. However, if you are more than

two dots deviation from the desired c ourse, RAD CRS will continue to be
annunciated. In either case, the autopilo t will revert to HEADING HOLD if the
course has not been captured at the end of three minutes. If beam tracking
is desired thereafter, the RAD/FM S button must be pressed again.

5.2.3.3 To Disarm RAD/FMS Modes (Before Capture)

! Push HDG selector engages HDG mode and disarms

either RAD or FMS modes.

– or –

! Selecting the TURB mode.

5.2.3.3.1 (Prior to Capture) The RAD Mode can be disarmed by:

• Selecting another VHF Nav. Frequency (with VOR armed)

• Selecting a TACAN frequency (with TACAN armed).

• Selecting another navigation s ource on the EHSI control panel. The armed window will go blank and the aircraft will remain in

the current mode H/SEL or HOLD mode. RAD HDG

HOLDKC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-25 01 JUL 13 5.2.3.4 To Disengage RAD/FM S Modes: (After Capture)

5.2.3.4.1 Both RAD/FMS modes can be disengaged by :

• Push or pulling HDG selector. T hese actions select either HDG

HOLD or HDG SELECT.

— or —

• Selecting the TURB mode.

— or —

• Pressing the CWS switch during TRK modes will revert the roll axis to CWS. The V-command bars will continue to give TRK

commands.

5.2.3.4.2 The RAD mode can be disengaged by:

• When a new VOR frequency is selected without passing through an ILS frequency during se lection, the VOR mode will remain engaged (if previously in VOR mode) and the Roll FMA will display RAD CRS.

— or —

• When a new course is select ed while in RAD CRS mode, the

aircraft will turn to the new cour se automatically if the autopilot is engaged in CMD, or the FD V-command bar will provide guidance to the new course. RAD

TRKKC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-26 01 JUL 13 5.2.4 Localizer Mode

Figure 5-27. Localizer Select and Annunciation.

Localizer operation can be provided by any one of two separate mode selectors, RAD/FMS or ILS (Fig. 5-27). Only RAD/FMS operat ion is initially

described in this section.

The ILS mode selector is used for IL S localizer and glideslope approaches. However, ILS operation is described later in this section.

The RAD/FMS mode selector is useful when no glideslope is available. This mode is appropriate for tracking a localiz er without arming the glideslope. During the approach, the subsequent selecti on of either ILS retains localizer operation and arms for glideslope operation.

5.2.4.1 Description

FD

The V-command bars will provide guidance... AP

The AP will control the airplane...

to automatically capt ure and track the localizer. Bank limit during capt ure is 28 degrees. Bank limit during tracking vari es linearly with radio altitude from 28 degrees at or above 1000 feet AGL to 5 degrees at zero feet. LOC

RAD

FMS RAD

FMSKC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-27 01 JUL 13 5.2.4.2 Operation

Arm the localizer mode and establis h an intercept angle up to 90 degrees using any roll mode. Localizer captur e commences at 2 dots deviation on the

CDI. If the deviation is less than 2 dot s at time of arming, capture commences immediately.

5.2.4.2.1 To Arm LOC Mode:

FD

• FD switch in FD. AP

• Either AP lever in CMD.

— and —

• Select the ILS frequency and cour se on respective NAV Control

Panel.

— and —

• Press RAD/FMS mode selector.

ARMED

CAPTURE

TRACK Mode Annunciation Se q uence:

LOC

LOC

CAP

LOC

TRK RAD

FMS

RAD

FMSKC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-28 01 JUL 13 NOTE LOC TRK is annunciated only when below 2500'

radio altitude.

5.2.4.2.2 To Disarm LOC Mode: (Before Capture)

• Push HDG HOLD mode.

— or —

• Select another navigation sour ce on the EHSI control panel.

— or —

• Select a VOR frequency.

— or —

• Select the GO-AROUND mode.

5.2.4.2.3 To Disengage LO C Mode: (After Capture)

• Push HDG selector in; HDG HOLD is engaged.

— or —

• Select another navigation sour ce on the EHSI control panel.

— or —

• Select a VOR frequency. HDG

HOLD

HDG

SEL LOC

LOC

TRKKC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-29 01 JUL 13 — or —

• Select the HDG SEL mode.

— or —

• Select the GO-AROUND mode.

— or —

• Press the CWS switch during LOC TRK with the AP in CMD. This

reverts the roll axis to CWS. T he V-command bars continue to give

TRK commands.

5.2.5 Back Course (BACK CRS) Mode (ILS Back Beam)

Figure 5-28. FD Panel w/BACK CRS Selected.KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-30 01 JUL 13 5.2.5.1 Description

FD

The V-command bars will provide guidance to capture

and track the back beam of

a localizer. AP

Back course is not an AP mode , and

cannot be selected if an AP is in CMD.
However, an AP lever may be in

CWS.

The ADI and EHSI glidesl ope deviation indicators

are removed from view. T he ADI localizer is not removed from view. Its polarity is reversed to
provide directional cues to the location of the

localizer.

5.2.5.2 Operation

Arm the BACK CRS mode (Figure 5-28) and establish any intercept angle up to 90 degrees using any FD roll m ode. Capture commences at 2 dots

deviation on the CDI. If deviation is le ss than 2 dots at time of arming, capture occurs immediately.

NOTE During BACK CRS operation, the FD
V-command bars remain in view and provide commands for the engaged FD pitch mode.

5.2.5.2.1 To Arm BACK CRS Mode:

— and —

• Select the ILS frequen cy and front course on respective NAV Control Panel.

— and —

• Press either BACK CRS mode selector: FD

• FD switches in FD. AP

• Not applicable (AP must be in CWS or OFF).KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-31 01 JUL 13 Mode Annunciation Sequence:

ARMED

CAPTURE

TRACK

5.2.5.2.2 To Disarm BACK CRS Mode: (Before Capture)

• Push HDG selector in; engages HDG HOLD.

— or —

• Move either AP lever to CMD (AP engages into existing FD roll mode).

— or —

• Select another navigation sour ce on the EHSI control panel.

— or —

• Select a VOR Frequency

— or —

• Select TURB (if AP in CWS) B/CRS

B/CRS

CAP

B/CRS

TRK

B/CRS HDG

HOLD

B/CRS HDG

SELKC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-32 01 JUL 13 5.2.5.2.3 To disengage BACK CRS Mode: (After Capture)

• Select the HDG SEL mode.

— or —

• Push HDG selector in (engages HDG HOLD).

— or —

• Move either AP lever to CMD (AP engages into HDG HOLD).

— or —

• Select another navigation sour ce on the EHSI control panel.

— or —

• Engage any other FD roll mode.

— or —

• Select a VOR Frequency

— or —

• Select TURB (if AP in CWS) B/CRS

TRK B/CRS

CAPKC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-33 01 JUL 13 5.2.6 ILS Mode

Figure 5-29. ILS Select and Annunciation.

The ILS mode provides Localizer and G lideslope operation for CAT I minima (Fig. 5-29).

5.2.6.1 Description

FD

The V-command bars will provide guidance... AP

The AP controls the airplane...

to automatically capture and track the localizer and glideslope. It is possible to capture and track the glideslope prio r to localizer capture and to capture the glideslope from above or below t he beam. Bank limit during localizer capture is 28 degrees. Bank limit during localizer track varies linearly with radio altitude from 28 degrees at or above 1000 feet AGL to 5 degrees at

zero feet.

5.2.6.2 Operation

Arm the ILS mode and establish an in tercept angle up to 90 degrees using any roll mode. Use any pitch mode to establish glideslope intercept path. Localizer capture commences at 2 dots deviation on the CDI and glideslope capture point depends upon airspeed and altitude. If the capture requirements are satisfied at time of mode arming, localizer and/or glideslope capture commences immediately.KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-34 01 JUL 13 5.2.6.2.1 To Arm ILS Mode:

FD

• FD switches in FD. AP

• Either AP lever in CMD.

— and —

• LOC selected as the navigation source.

— and —

• Select ILS frequency and course on respective NAV control panel.

— and —

• Press ILS mode selector.KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-35 01 JUL 13 Normal Sequence of ILS

Annunciation:

ARMED

LOC

CAPTURE

LOC TRACK

G/S CAPTURE

G/S TRACK

NOTE The sequence of intercepting the glideslope prior to intercepting the localizer is not a recommended procedure and is shown only to illustrate the sequence of operations the

FMS will follow under these circumstances.

NOTE The Airplane must be 2500 feet or less radio

altitude for LOC TRK to be annunciated.

5.2.6.2.2 To Disarm ILS Mode: (Before Localizer and Glideslope Capture) ILS

ILS

ILS

G/S

G/S LOC LOC LOC LOC

CAP

TRK TRK TRK TRK CAP

LOC G/S

TRK TRK LOC G/S

CAP TRK ILS G/S

TRK ILS G/S

CAP ILS

ILS HDG ILS HDG

HDG HOLD SEL

HOLD-ORFMA Sequence for G/S CAP

before LOC CAP:KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-36 01 JUL 13 • Select the HDG selector in (HDG HOLD).

• Select another navigation sour ce on the EHSI control panel.

— or —

• Select a VOR frequency.

— or —

• Press RAD/FMS mode selector; (Retains localizer, Disarms glideslope).

— or —

• Select the GO-AROUND mode.

5.2.6.2.3 To Disengage ILS Mode: (After either Localizer or Glideslope is Captured)

• Select another mode for the ax is captured; note the following

FMAs:

• If LOC captured, select HDG HOLD or HDG SEL.

• If G/S captured, select VERT SPD or ALT HOLD.

— or —

• Engage the GO-AROUND mode.

— or —

• Select a VOR frequency.

— or —

• Select another navigation sour ce on the EHSI control panel. ILS LOC ILS G/S

TRK TRK -OR-KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-37 01 JUL 13 5.2.6.2.4 To Disengage ILS Mode: (after both axes are captured)

FD

• Engage any other FD roll or pitch mode. AP

• Engage any other AP roll or pitch mode.

— or —

• Engage the GO-AROUND mode.

— or —

• Select a VOR frequency.

— or —

• Select another navigation sour ce on the EHSI control panel.

NOTE Pressing the CWS switch during LOC TRK with an autopilot in command w ill cause the roll axis

to revert to CWS. The V-command bars will continue to give TRK commands.

5.3 FD and AP Pitch Modes

5.3.1 Vertical Speed Mode (VERT SPD)KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-38 01 JUL 13 5.3.1.1 Description

FD

The V-command bars will provide guidance... AP

The AP will control the airplane...

to acquire and maintain the vertical speed

selected on the VERTICA L SPEED (VS) wheel. Command limits are from 4000 fpm up through 8000 fpm down.

5.3.1.2 Operation

The vertical speed existing at time of mode engagement is maintained. The

VERT SPD wheel rotates to "mirror" the existing aircraft vertical speed at all times except when either VERT SPD or ALT HOLD is engaged. After either of these modes are engaged, the FD and/or AP responds to subsequently commanded vertical speed selections input by the VERT SPEED wheel.

5.3.1.2.1 To Engage VERT SPD Mode:

FD

• Move FD Switches to

FD. AP

• Move either lever to CMD.

NOTE

If the FD is in VERT SPD but the V-command

bars are not centered at the time an AP lever is moved to CMD, the vertic al speed existing at that

time will be maintained and the FD V-command

bars will then be referenced to the new vertical speed.

— or —

• Rotate VERT SPEED wheel to desired vertical speed; (FD switches in FD and/or AP lever in CMD).KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-39 01 JUL 13 If the airplane vertical speed is zero and no pitch mode is engaged, then engaging an

FD or either AP in CMD will result in ALTITUDE HOLD, not VERT SPD mode
engagement.

NOTE If an AP is placed to CMD when the VS wheel is

outside the 4000 FPM climb or 8000 FPM
descent limits, there is a possibility that the autopilot will hold the existing vertical speed and the vertical speed wheel will "lock up" at end of scale position and will be difficult if not impossible to move.

5.3.1.2.2 To Disengage VERT SPD Mode:

• Engage another pitch mode.

— or —

• Capture a preselected altitude.

— or —

• Capture the glideslope.

NOTE Arming the ALT PRESELECT mode does not disengage the VERT SPD mode.KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-40 01 JUL 13 5.3.2 IAS HOLD OR MACH HOLD Modes

Figure 5-30. IAS or MACH HOLD Selectors and FMA Displays.

5.3.2.1 Description

FD

The V-command bars will provide guidance... AP

The AP will control the airplane...

to maintain the IAS or MACH number existing at time of mode engagement.

5.3.2.2 Operation

Engage IAS HOLD or MACH HOLD modes (Fig. 5-30). Neither mode can be engaged if the ATS is operating in the SPEED mode. The ATS must be either engaged in the N 1 mode or disengaged completely. Either IAS or

MACH HOLD mode is canceled if t he ATS is subsequently engaged into the

SPEED mode.

5.3.2.2.1 To Engage IAS HO LD or MACH HOLD Modes:

FD

• FD switch in FD. AP

• Either A P lever in CMD.

— and —

• Press IAS or MACH mode selector:KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-41 01 JUL 13 Note

If an FD is in IAS HOLD or MACH HOLD but the

V-command bars are not c entered at the time an

AP lever is moved to CMD, the IAS or MACH number existing at that time will be maintained

and the FD V-comm and bars will then be

referenced to the new IAS or MACH.

5.3.2.2.2 To Disengage IAS HOLD or MACH HOLD modes:

• Engage another pitch mode.

— or —

• Capture a selected altitude.

— or —

• Capture glideslope

— or —

• Engage the ATS into SPEED mode. This causes the AP or FD to

revert to ALT HOLD or VERT SPD.KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-42 01 JUL 13 NOTE Arming the ALT PRESELECT mode does not disengage the IAS HOLD or MACH HOLD.

5.3.3 Altitude Hold Mode

5.3.3.1 Description

FD

The V-command bars will provide guidance... AP

The AP will control the airplane...

to maintain the pressure altitude existing at time of mode engagement.

5.3.3.2 Operation

5.3.3.2.1 To Engage ALT HOLD Mode:

FD

• FD switch in FD. AP

• Either AP level in CMD.

— and —

• Rotate VERT SPEED wheel to the ALT HOLD Detent. – or –KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-43 01 JUL 13 — or —

• Capture a selected altitude.

NOTE

If the FD is in ALT HOLD but the V-command

bars are not centered at the time an AP lever is moved to CMD, altitude ex isting at that time will

be maintained and FD V-command bar will then

be referenced to the new altitude.

5.3.3.2.2 To Disengage ALT HOLD Mode :

• Engage another pitch mode.

— or —

• Capture the glideslope.

NOTE Arming the ALT PRESELECT mode does not disengage the ALT HOLD mode.KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-44 01 JUL 13 5.3.4 Altitude Advisory System

Figure 5-31. Location of Altitude Advi sory System Controls and Indicators.

5.3.4.1 Description

The selected altitude is displayed in the ALTITUDE readout on the Flight Guidance Control Panel, and is select ed by the ALT Preselect knob as shown by Figure 5-31.

The Altitude Advisory System has two functions:

• To advise that the airplane is approaching a preselected altitude.

• To alert when the airplane deviates from a selected altitude.

When the airplane approaches the select ed altitude, the aural tone sounds for approximately two seconds and the am ber lights on the altimeters come on steady. The lights go out when t he selected altitude is approached and will come on flashing if the airp lane departs the selected altitude.

The Altitude Advisory System is independent from the FD and AP.KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-45 01 JUL 13 5.3.4.2 Operation

Your flight has been cleared to FL 350 from FL 230.

• Rotate ALT Preselect knob until 35,000 feet is displayed in ALT readout. Then pull out on the knob to arm it.

• Ensure that altimeters are set to 29.92.

• Manually fly the airplane toward selected altitude or use the AP.

When the airplane approaches the select ed altitude, any one of the following flight paths can result:KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-46 01 JUL 13 • Push RESET knob to extinguish a flashing light.

• Rotate ALT Preselect knob to extinguish a flashing or steady light.

During descent, the system operates t he same as in a climb and the above

illustration would be inverted.KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-47 01 JUL 13 NOTE

When another altitude is se lected, the lights will

not come on or flash when the ALT Preselect knob is manipulated.

5.3.5 Altitude Preselect (ALT PRESELECT) Mode

5.3.5.1 Description

FD

The V-command bars will provide guidance... AP

The AP will control the airplane...

to capture and maintain the pressure altitude

selected in the ALT PRESELECT readout.

5.3.5.2 Operation

Select desired altitude; arm the AL T PRESELECT mode by pulling out on the Preselect knob. Use any pitch mode to fly to the selected altitude. Near the selected altitude (threshold is 200 feet/ 1000 fpm), altitude capture (ALT CAP)
commences. When at selected altitude, the system switches to ALT HOLD.

5.3.5.2.1 To Arm ALT PRESELECT Mode:

FD

• Move FD Switches to

FD. AP

• Either AP lever in CMD.

— and —

• Rotate ALT Preselect knob to desired altitude.KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-48 01 JUL 13 — and —

• Momentarily pull out ALT pre-select knob.

Mode Annunciation Sequence:

ARMED

CAPTURE

HOLDING

ALTITUDE

NOTE Arming the ALT PRESELECT mode does not disengage an existing pitc h mode. If another

altitude is selected while altitude capture is annunciated, the pitch mode w ill revert to vertical speed.

5.3.5.2.2 To Disarm ALT PRESEL ECT Mode: (Before Capture)

• Push RESET button.

— or —

• Capture the glideslope.

— or —

• Select a new altitude.KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-49 01 JUL 13 5.3.5.2.3 To Disarm ALT PRESEL ECT Mode: (During Capture)

• Select any pitch mode.

• ALT PRESELECT is disarmed w hen G/S CAP or G/S TRK is

annunciated.

Capture threshold is i ndependent of the ALTITUDE ADVISORY threshold for altitude alerting with vertical speeds less than 3750 fpm. For vertical speeds of 3750 fpm or greater, altitude captur e occurs simultaneously with altitude alerting.

5.4 AP Control Wheel Steering (CWS) Modes

Only one AP can be engaged into CWS m ode at a time. CWS can be used in three different manners: Engage le ver in CWS, CMD CWS, and TURB

mode CWS. These modes are discussed in turn.

5.4.1 AP Operation in CWS Only

5.4.1.1 Description

AP CWS only operation is attained by placing either AP engage lever into the CWS position. As an example, the AP1 Engage lever is in CWS as shown by Figure 5-32.

Figure 5-32. Control Wheel and AP Engage Levers.KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-50 01 JUL 13 In CWS, the Pilot controls the aircraft with the yoke "assisted" by the autopilot (much like power steering). Pilot forc es on the control wheel and column are

converted into control surface movement s by force sensors in the wheel hub. In CWS, the aircraft is automatically "trimmed" by the autopilot to reduce control wheel forces. Flight Control surface deflections are proportional to the Pilot control inputs applied. Pr ogrammed FD steering commands must be followed by the pilot and are not automatically satisfied by the AP as if in

the CMD mode.

5.4.1.1.1 Roll Axis

Regardless of FD engagement, when the wheel force is reduced below 2 pounds, the existing bank angle is main tained if greater than 3 degrees, and the existing magnetic heading is mainta ined if the bank angle is less than 3 degrees. The bank angle limit is 30 degrees, but can be exceeded by overpowering

the AP. When the force on the wheel is removed, the bank angle decreases to 30 degrees.

5.4.1.1.2 Pitch Axis

The existing pitch attitude will be main tained when the stick force is reduced below 2 pounds.

The pitch angle limits are 22 degrees nose up and 10 degrees nose down but can be exceeded by overpowering the AP. If either limit is exceeded and the control force is removed, the pitch angle reverts to within these limits.

Automatic pitch trim is operative with the AP in CWS mode.

With the AP engage lever in CWS, CWS is not displayed in the Flight Mode annunciators. However, any existing FD modes are annunciated and are not affected by CWS.KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-51 01 JUL 13 5.4.2 CMD CWS (control wheel steering while in CMD)

Figure 5-33. CWS Switch Selected with AP1 Lever in CMD.

5.4.2.1 Description

CMD CWS provides normal control wheel steering in either or both roll and the pitch axis with an AP lever in CMD. Automatic capture of an armed mode can occur and it is possible to alter the capture flight path with control wheel force. Manually altering the captur e flight path is termed "Supervisory

Override." The V-command bars conti nue to display the modes of the engaged autopilot throughout the command CWS and supervisory override

functions.

Pitch "Supervisory Override" is operable during the altitude capture

maneuver.

5.4.2.2 CMD CWS - Altitude Capture

5.4.2.2.1 Initial Conditions:

• ALTITUDE PRESELECT armed. • HEADING SELECT engaged. • IAS HOLD or MACH HOLD or VERTICAL SPEED engaged. • Either autopilot is in CMD. ALTITUDE CAPTURE POINTKC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-52 01 JUL 13 5.4.2.2.2 Operation:

FD

• FD switches are in FD

and V-command bars

are in view. AP

• FD Switches OFF.

CMD CWS is not available in Pitch

mode if VERT SPD or ALT HOLD is

annunciated. CMD CWS does not cancel in Roll if a change in vertical speed is made while VERT SPD is annunciated. Also, CMD CWS does

not cancel in Roll if VERT SPD is

selected from ALT HOLD.

5.4.2.2.2.1 Altitude Capture Commences: • Press CWS MODE SelectorKC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-53 01 JUL 13 FD

• V-command bars functional throughout maneuver.

• V-command bars will not be centered during the time pressure is on the control

column. AP

• Pilot can alter path of the altitude capture with control column pressure. Pitch "Supervisory

Override."

• Roll CWS remains active.

NOTE

If selection of CMD CW S is delayed until ALT CAP is annunciated, pitch "Supervisory Override" will be provided during the interval when ALT CAP is displayed.

5.4.2.2.2.2 ALTITUDE HOLD engaged:

FD

• V-command bars function normally. AP

• ALT HOLD will not engage until control column pressure is

removed.

• Pitch "Supervisory Override" is

cancelled when ALT HOLD is

annunciated.

• Roll CWS remains active until

another roll mode is selected.KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-54 01 JUL 13 5.4.2.3 CMD CWS - RAD/FMS

Roll "Supervisory Override" will be operable during the RAD/FMS capture

maneuver.

5.4.2.3.1 Initial Conditions:

• RAD OR FMS armed.

• HEADING SELECT engaged.

• IAS HOLD, MACH HOLD, AL T HOLD or VERT SPD engaged.

• Either autopilot is in CMD.KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-55 01 JUL 13 5.4.2.3.2 Operation

FD

• FD switches are in FD

and V-command bars

are in view. AP

• FD switches OFF.

Autopilot pitch and Autopilot roll is in CWS roll is in CWS. and pitch is in ALT

V-command bars are HOLD or VERT SPD.

referenced to selected IAS or Mach and heading. • Press CWS mode selector: – or

–

–

or

– – or

– –

or

–KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-56 01 JUL 13 5.4.2.3.2.1 CMD CWS RAD or FMS Capture Commences:

FD

• V-command bars will not be centered during the time pressure is on the

control column. AP

• Pilot can alter path of the VOR capture with control wheel pressure through roll "Supervisory

Override".

• If pitch CWS was engaged, it

remains en g a g ed.

NOTE

If selection of CMD CWS is delayed until

RAD/FMS CAP is annunciat ed, roll "Supervisory Override" will be provided during the interval when RAD/FMS CAP is displayed.

5.4.2.3.2.2 RAD/FM S Track Engaged:

NOTE

RAD/FMS TRK is inhibit ed until control column pressure is removed.

At RAD/FMS TRK, CMD CWS is c ancelled in both roll and pitch. – or –

– or

–KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-57 01 JUL 13 5.4.2.4 Termination CMD CWS in Both Roll and Pitch:

In addition to the previous scenario, t he selection of any of the following modes also terminates CMD CWS in both roll and pitch:

ROLL MODES PITCH MODES

HDG SEL IAS HOLD

HDG HOLD MACH HOLD

RAD TRK VERT SPD if selected from any pitch

mode other than ALT HOLD

FMS TR K

LOC TRK ( if LOC armed )

LOC TRK/GS TRK ( if ILS armed )

NOTE: If CMD CWS cancels in roll, the roll mode reverts to the FD mode annunciated: e.g., if in a CMD CWS/HDG SEL left turn in ALT HLD, selecting IAS

HOLD will cause the aircraft to either continue left, roll right, or rollout, depending on what heading is selected.

Figure 5-35. CMD CWS Cancellation Matrix.

5.4.2.5 CMD CWS ILS Approach

Pressing the CWS mode selector prio r to or during LOC CAP annunciation provides roll "Supervisory Override" during LOC CAP and pitch "Supervisory Override" during G/S CAP.

5.4.2.5.1 CMD CWS Localizer Only Approach

Pressing the CWS switch dur ing LOC TRK will cause the roll axis to revert to CWS. The V-command bars will continue to give TRK commands.

Roll annunciation will be:

5.4.2.5.1.1 Description and Initial conditions:

• ILS armed

• HDG SEL engaged

• ALT HOLD engagedKC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-58 01 JUL 13 5.4.2.5.1.2 Operation

FD

• FD switches are in

FD and V-command

bars are in view. AP

• Either AP lever is in CMD.

5.4.5.1.2.1 Localizer Capture Commences:

FD

• V-command bars will

not be centered when pressure is on the

control wheel. AP

• Pilot can alter path of the LOC capture with control wheel pressure. Roll "Supervisory

override" is available. • Press CWS mode

Roll CWS becomes activeKC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-59 01 JUL 13 5.4.5.1.2.2 Localizer Track:

FD

• V-command bars will

be centered. AP

• LOC TRK is inhibited until control wheel pressure is removed.

• Roll "Supervisory Override" is

cancelled when LOC TRK is

annunciated.

• Pitch "Supervisory Override" is armed for operation during G/S
capture.

5.4.5.1.2.3 Glideslope Capture Commences:

FD

• V-command bars will not

be centered when pressure is on the

control column. AP

• Pilot can alter path of the G/S capture with control wheel pressure. Pitch "Supervisor y Override".

5.4.5.1.2.4 Glideslope Track:

FD

• V-command bars will be

centered. AP

• G/S TRK is inhibited until control column pressure removed.

• Pitch "Supervisory Override" is

cancelled when G/S TRK is

annunciated.KC-10 Aircrew Training System Flight Guidance System

CH 4

WB-083 5-60 01 JUL 13 5.5 FGS Mode Mismatch

When there is a mismatch betw een the AP in CMD and an FD, the

V-command bars of the unmatched FD will be removed from view. Mode

mismatch can result from:

• NAV receiver frequency differences

• RAD/FMS course differences

• Computer failures

• Extreme computer tolerances

• Loss of sensor validities

• Altitude mismatches

The mode mismatch circuitry ensures that whenever the flight director V-command bars are in view they ar e supplying valid information. To determine if the disappearance of the V-command bars is caused by a mode mismatch, move the autopilot engage le ver from CMD to CWS. If a mode mismatch exists, the V-command bars w ill return to view. If the V-command bars do not return to view, the problem is most likely in the computer.

Let's look at the following examples:

The AP engages RAD/FMS TRK while the oppos ite FD is still in RAD CAP. Recall that No. 1 and No. 2 systems use separate VOR receivers. After 8 seconds the opposite FD V-command bar s retract from view. V-command bars return to view when the FD also engages RAD TRK.

The AP engages RAD CRS while the opposite FD is still in RAD/FMS TRK. After 8 seconds the opposite FD V-comm and bars retract from view. The Vcommand bars return to view when t he FD also engages into RAD CRS.

This condition also occurs when t he RAD CRS mode is terminated at different times by the two systems.

If the AP is engaged in RAD CAP or RAD TRK when a new radial is selected by either course select knob, a mism atch occurs after 8 seconds. The FD opposite the engaged AP then retracts its V-command bar. This condition is corrected only by selecting the same course for both systems.KC-10 Aircrew Training System Flight Guidance System

CH 2

WB-083 6-1 01 APR 10 6.0 COMBINED MODES - TO/GA, TURBULENCE

6.1 TAKEOFF MODE

6.1.1 Description

FD

• The V-command bars will provide guidance, after liftoff,

to an attitude resulting in V 2 + 10 KIAS (3 engine).

• The V-command bars provide guidance after liftoff

to maintain the existing heading. AP

• TAKEOFF is not an AP mode,

and can not be selected if an

AP lever is in CMD.

FD pitch guidance is invalid prior to rotation . After rotation, guidance is provided to a pitch attitude resulting in V 2 + 10 KIAS (on 3 engines), not to exceed 22 degrees. On engine failure, the pitch command bars reference the following speeds:

• At or below V 2 controls to V 2

• Between V 2 and V 2 + 10 controls to existing speed

• At or above V 2 + 10 controls to V 2 + 10

FD roll guidance is invalid prior to nosewheel liftoff . After nosewheel liftoff, the existing heading is commanded.

Any roll mode can be engaged at any time during the TAKEOFF mode. The new roll mode is then commanded by t he V-command bars. The pitch mode

of the V-command bars will continue to command V2 + 10 KIAS (or V2 for 2 engines).KC-10 Aircrew Training System Flight Guidance System

CH 2

WB-083 6-2 01 APR 10 6.1.2 Operation

Engage the TAKEOFF mode. The V-command bars indicate fly up and

Fast/Slow indicators indicate fast. I gnore all FD commands until rotation. (If HDG SEL is engaged, roll commands will be valid.)

NOTE The thrust computer indicator has no effect on

the selection of FD or AP modes. The FD

TAKEOFF mode is sele cted independently from the selection of the Thrust Computer N 1 limit indication and vice versa. Therefore, the T.O. thrust selector of the Thrust Computer indicator should be pressed prior to preparation for the FD

TAKEOFF mode.

At V R a smooth continuous rotation (approxim ately 4 seconds) is desired, to an attitude at which V2 + 10 knots (all engines) or V2 (two engines) can be maintained. Pitch attitude will vary with gross weight and ambient conditions.

The fast/slow indicators and flight dire ctor V-command bars are not valid until after rotation. Following the V-command bars immediately after takeoff with an engine failure after V1 can result in ground impact.

6.1.2.1 To Engage TAKEOFF Mode :

Airplane on the ground (nosewheel strut compressed)

• FD switches in FD

— and —

• Press TO/GA button on #2 throttle:

The pitch and roll mode annunciators display TAKEOFF. The V-command bars now command fly up and the Fast/Slo w indicators now indicate fast. Ignore both until V R is reached

.KC-10 Aircrew Training System Flight Guidance System

CH 2

WB-083 6-3 01 APR 10 • If the HEADING SELECT mode is desired during the takeoff (after TO/GA button is pressed):

• Set runway heading in HDG indicator.

— and —

• Pull out on HDG selector.

NOTE Pressing the TO/GA swit ch with the nose wheelstrut compressed has no effect on the thrustrating computer and pressi ng a thrust computer

thrust selector has no e ffect on the selection of

SCS or ATS modes.

6.1.2.2 To Disengage TAKEOFF Mode:

• Engage another pitch mode;

— or —

• Capture a selected altitude;

— or —

• Move an AP lever to CMD.

NOTE Wings level is the roll command when nose strut is compressed and TAKEOFF is displayed in roll

annunciator.

NOTE If TAKEOFF is disengaged by selection of a pitch
mode and no roll mode had been engaged, HEADING HOLD is then engaged.KC-10 Aircrew Training System Flight Guidance System

CH 2

WB-083 6-4 01 APR 10 6.1.3 TAKEOFF Mode (With ATS/SCS)

6.1.3.1 Description

SCS—After rotation, the FD V-co mmand bars command a pitch attitude resulting in V 2 + 10 KIAS on 3 engines or V 2 on 2 engines. (Prior to rotation, the FD pitch command is fly up and is not valid.)

After rotation, the Fast/Slow indica tors indicate the error between V 2 + 10 (or

V 2 ) and the actual IAS. (Prior to rotation, the Fast/Slow indicator is fast and is not valid.)

ATS—Advances throttles to Takeoff N 1 as computed by the Thrust Computer.

Clamp mode indicates ATS levers have been engaged with airplane on the ground. When takeoff mode is engaged, the Clamp mode changes to N 1 mode. During the takeoff roll, at 80 knots the Clamp mode re-engages to hold or "clamp" the predetermined T.O. N 1 for the duration of the TO and initial climbout. Pushing N1 switch can disengage it or pulling out speed select knob after airplane is in-flight and takeoff mode is cancelled.

6.1.3.2 Operation

6.1.3.2.1 To Engage TAKEOFF Mode:

Previously described; re ference paragraph 6.1.2.1.

6.1.3.2.2 To disengage TAKEOFF Mode:

Previously described; re ference paragraph 6.1.2.2.KC-10 Aircrew Training System Flight Guidance System

CH 2

WB-083 6-5 01 APR 10 6.2 TURBULENCE (TURB) MODE

6.2.1 Description

FD

• TURBULENCE is not

an FD mode and is

inhibited if both AP

levers are OFF. The

V-command bars are

removed from view

when the TURB mode

is en g a g ed. A P

• The AP will provide normal roll CWS and damped pitch CWS operation when the TURB mode is engaged.

6.2.2 Operation

Engage the TURB mode, the following events occur:

• The FD V-command bars are removed from view.

• If an AP lever is in CMD, it drops to CWS. Its AP warning lights

flash.

NOTE Extinguish AP lights by pr essing light caps. Do not press AP RELEASE butt on, as it will cause the AP lever to drop to OFF.KC-10 Aircrew Training System Flight Guidance System

CH 2

WB-083 6-6 01 APR 10 • If an AP lever is in CWS, it re mains in CWS. No AP warning lights illuminate.

• If the ATS levers are ON, they drop to OFF and the respective warning lights flash.

• Automatic pitch trim is i nhibited and the AP OUT OF TRIM warning lights are inhibited.

NOTE Attempting to trim the stabilizer during TURBULENCE mode will cause the autopilot to drop to OFF.

6.2.2.1 To Engage TURB Mode:

• Either AP lever in CWS or CMD

— and —

• Press either TURB mode selector:

TURB is annunciated in the pitch annuncia tor, all other annunciators blank.

TURBKC-10 Aircrew Training System Flight Guidance System

CH 2

WB-083 6-7 01 APR 10 FD

• The V-command bars are removed (not an

FD mode )

. AP

• If an AP lever was in CMD, it drops

to CWS.

6.2.2.2 To Disengage TURB Mode:

FD

• Select an FD mode. AP

• Move the AP lever from CWS to

CMD

T he FD engages into selected FD mode in

t he affected axis. The FD reverts to the basic

FD mode in the other axis. The AP reverts to normal roll and pitch CWS FD and AP engage into basic FD and AP

modes.

— or —

• Move the AP lever from CWS to OFF. The FD engages into basic FD

modes.KC-10 Aircrew Training System Flight Guidance System

CH 2

WB-083 6-8 01 APR 10 6.3 GO-AROUND MODE

6.3.1 Description

FD

The V-command bars will provide g uidance... AP

The AP will control the airplane...

to maintain V 2 + 10 KIAS on 3 engines and V 2 on 2 engines.

FD

The V-command bars will provide g uidance... AP

The AP will control the airplane...

to roll the wings level and maintain the heading existing when bank angle reduces to 3 degrees.

Any roll mode can be engaged at any time during the GO-AROUND mode

and the new roll mode will then be comm anded by the V-command bars. The

bars will continue to command V 2 + 10 KIAS (or V 2 ).

6.3.2 Operation

Engage the GO-AROUND mode by pressing the TO/GA button. The

V-command bars and Fast/Slow indicators are referenced to an angle-of-attack safe speed schedule and will normally command a pitch up. The bars command wings level and maintaining heading existing when bank angle is less than 3 degrees.

Flaps must be extended out of the 0-degree detent before the Go-AroundKC-10 Aircrew Training System Flight Guidance System

CH 2

WB-083 6-9 01 APR 10 mode can be engaged. If Go-Around is disengaged by selection of a pitch mode and no roll mode has been engaged, HEADING HOLD is then engaged.

Go-Around mode is disengaged when TURB mode is engaged.

6.3.2.1 To Engage GO-AROUND Mode:

FD

• FD switches in FD AP

• Either AP lever in CMD

— and —

Press TO/GA button on #2 throttle.

The pitch and roll mode annunciators display G/A. The V-command bars now command a wings-level fly up and the Fast/S low indicators ar e referenced to

V 2 + 10 (3 engine) or V 2 (2 engine).

• If HEADING SELECT is desired during go-around:

• Pull out on HDG select knobKC-10 Aircrew Training System Flight Guidance System

CH 2

WB-083 6-10 01 APR 10 NOTE Pressing the TO/GA button, dur ing flight, puts the Thrust Computer into GA. GA N 1 limit is then displayed in the

TRC.

6.3.2.2 To Disengage GO-AROUND Mode:

• Select another pitch mode

— or —

• Capture a selected altitudeKC-10 Aircrew Training System Flight Guidance System

CH 2

WB-083 6-11 01 APR 10 6.4 GO-AROUND Mode (with ATS/SCS)

6.4.1 Description

SCS—The FD V-command bars will command a pitch attitude resulting in V 2 + 10 KIAS on 3 engines or V 2 on 2 engines.

The Fast/Slow indicators i ndicate the error between V 2 + 10 (or V 2 ) and the

actual IAS.

ATS—The throttle levers will be advanced to seek and maintain the GA N 1 limit displayed on the Thrust Computer.

6.4.2 Operation

6.4.2.1 To Engage GO-AROUND Mode:

The flaps must be extended out of the 0-degree detent before the AT/SC Go-Around Mode can be engaged.

• FD switches in FD

— and —

• Press TO/GA button on center throttle:

The FD V-command bars now command fl y up and the Fast/Slow indicators

are referenced to V 2 + 10 (3 engines) or V 2 (2 engines).

The ATS immediately controls to the GA N 1 limit and N 1 is annunciated.KC-10 Aircrew Training System Flight Guidance System

CH 2

WB-083 6-12 01 APR 10 NOTE Pressing the TO/GA switch in flight will always revert the Thrust Computer to GA and GA N 1 limit is displayed. The AT/S C GO-AROUND mode will be engaged only if the flaps ar e extended out of the 0- degree detent.

Pressing the Thrust Computer GA thrust selector will always select the GA N 1 limit but has no effect on the selection of ATS or SCS modes. GA thrust

should not be selected on the Thru st Computer until below 14,000 ′ pressure altitude.

• If HEADING SELECT mode is desired during Go-Around, pull

out on HDG selector

6.4.2.2 To Disengage GO-AROUND Mode:

• Select another FD pitch mode:

If the ATS was engaged, it remains in the N 1 mode and the Fast/Slow

indicators are removed from view.

If the ATS was not engaged, the Fast/Slow indicators are now referenced to the airspeed selected in the SPD indicator.