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KC-10 Aircrew Training System 

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LIST OF EFFECTIVE PAGES
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TABLE OF CONTENTS 

1.0 KC-10 FLIGHT GUIDANCE SYSTEM INTRODUCTION ...................................... 1-1 

2.0 OBJECTIVES ....................................................................................................... 2-1 

3.0 FLIGHT GUIDANCE SYSTEM COMPONENT INTRODUCTION ......................... 3-1 

4.0 FLIGHT GUIDANCE CONTROL PANEL COMPONENT DESCRIPTION ............ 4-1 

5.0 SYSTEM DESCRIPTION/OPERATIONS ............................................................. 5-1 

6.0 COMBINED MODES - TO/GA, TURBULENCE .................................................... 6-1
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1.0 KC-10 FLIGHT GUIDANCE SYSTEM INTRODUCTION 

This Introductory Workbook initially addresses both the KC-10 Flight Director (FD) 

and Autopilot (AP) components/panels as separate entities and later considers their 

integrated operational modes. The pre-instructional activities presented in this 

workbook are intended to supplement your Computer Based Training (CBT) while 

amplifying specific aspects of the Flight Guidance System (FGS). Workbook 

reading assignments are indicated in certain FGS lessons found in your 

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

1.1 Flight Guidance Control Panel 

The Flight Guidance Control Panel (FGCP), shown in Figure 1-1, is centrally located 

just beneath the instrument panel glare shield 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.
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2.0 OBJECTIVES 

A. Given a list of possible characteristics: 

1. Select the characteristics of the Flight Director Components. 

2. Select the characteristics of the Autopilot Components. 

3. Select the characteristics of the Autothrottle Components. 

4. Select the operational characteristics of Flight Director Controls and 

Indicators. 

5. Select the characteristics of the FGS Roll Components. 

6. Select the characteristics 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.
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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 most phases of flight. 

Because of the extensive Pilot knowledge required to meet proficiency standards 

in the use of the FGS, this introductory 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 controls and indicators, logically grouped, and 

are introduced in the typical left-to-right sequence. The related flight command 

displays on the ADI, EHSI, N1 gauges, Flight Mode Annunciator, and appropriate 

Warning Lights are also discussed. 

Flight control surfaces, signal source sensors, 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. 
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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 Attitude 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 maneuvered to correctly fly a computed 

flight path. In the example provided by Figure 3-1, the command bars are 

commanding a 10° climb. 

Separate FD's are provided for the Pilot 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. 
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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 position, the V-command bars in both ADI's are 

driven by Number 1 FGS, and when in the 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 that 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 located above each primary ADI (See Fig. 3-

1). If the FD CMD switch is in the NORM position, each FMA displays the modes 

of its respective system. If neither autopilot engage lever is in CMD, and the FD 

CMD switch is in either the BOTH ON 1 or BOTH ON 2 position, 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 guidance 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 windows above each primary ADI.

FD CMD

NORM

BOTH

ON 1

BOTH

ON 2
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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 agreement 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 conjunction with the AP operational modes are 

detailed in Section 5.0. 
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3.2 Autopilot (AP) Introduction

Two separate APs provide automatic 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 located 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 attitude (both pitch and roll) through Pilot input 

from the control wheel column. 

AP 

DISENGAGE 

BUTTON
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3.3 Autothrottle/Speed Control System Introduction 

Figure 3-4. Airspeed Indicator with Airspeed Command Bug 

and Throttle Quadrant. 

A dual integrated Autothrottle/Speed Control 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) function of the flight guidance system 

generates angle of attack information from aircraft configuration inputs and an 

estimated gross weight. The estimated gross weight is generated from measured 

aircraft acceleration inputs. 
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3.3.1 SCS and ATS Control Inputs

The Speed Control System (SCS) and Autothrottle 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 Thrust Rating Computer (TRC) System and 

engine N1 gauges during ATS operation. Details and operation of the TRC 

Indicators and the N1 gauges are discussed in Section 5.1. 

ATS 1 

ATS 1 

ATS 2 

ATS 2 
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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/Operations portion of this workbook (Section 5.0), we 

follow a standardized convention when detailing FD and AP operational modes. 

This is required because each system operating either alone, 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 STEERING 
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3.4.2 Mode Engagement

The steps required to engage each 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 bars 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, different NAV system, or frequency 

selected), the V-command bars of that FD will be driven from view until 

the mismatch is corrected. A Mode Mismatch discussion follows in 

Section 5.5 of this workbook. 
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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 

ATS, Arm, Roll, and Pitch (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 annunciated 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. 
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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 when the annunciator light test switch on 

the overhead Pilot's Annunciator Panel is pressed. 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 Display
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4.0 FLIGHT GUIDANCE CONTROL PANEL COMPONENT DESCRIPTION

Figure 4-1. Flight Guidance Control Panel.

The Flight Guidance Control Panel (FGCP) contains the five component panels 

relevant to the FD: Nav Control, ATS, Directional (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 controls, switches, and indicators for both 

the FD as well as the dual AP systems. This section describes 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, EHSI and FMA displays, and Warning Lights. 

The controls and indicators of each system 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. 
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4.1 Flight Director Control Panel Description

Figure 4-2. Flight Director Control Panel.

As shown in Figure 4-2, the 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. 
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4.2 Navigation Control Panel #1

VOR/ILS frequencies are tuned at this panel (Fig. 4-3). The CRS knob is used to 

select the desired course when VOR, LOC, 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 the navigation source. The pilot’s panel 

controls inputs to system #1 and the Copilot’s panel controls inputs to system #2. 

Figure 4-3. Nav Control Panel (with EHSI and EHSI Control Panel).
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4.2.1 VOR/ILS Frequency Readout and Selector Knob

Figure 4-4 sets desired frequency in VOR/ILS frequency indicator by rotating the 

frequency selector knobs indicated. The knob assembly is a dual concentric 

control. 

Figure 4-4. VOR/ILS Frequency Readout & Selector Knob.

4.2.2 CRS Selector Knob

The CRS Selector (Fig. 4-6) is a two-position knob, normal and push positions. It 

is spring loaded in the normal position. 

Figure 4-6. Course Selector Knob.

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

• Push Position - Rotate for fast course select. 
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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. 
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4.3.2 N1 Mode Selector Function

 

Figure 4-9. N1 Mode Selector

Press the mode selector (Fig. 4-9) to engage ATS N1 mode with either or both 

ATS levers engaged. The ATS will then seek and maintain the N1 limit indicated 

on the N1 limit readout on the Thrust Rating Computer. Throttles will automatically 

advance to this computed N1 limit (Fig. 4-10). 

Figure 4-10. N1 Readings
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4.3.3 Speed Readout and SPD Select Knob

Desired speed is set in SPD readout by rotating 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 when another Autothrottle mode is 

engaged. Exception: with the FGS pitch mode in the takeoff 

or G/A mode. 

4.3.4 Airspeed Command Bug

The SPD Select Knob controls the Airspeed Command Bug, commonly called the 

Salmon Bug, in both Mach/Airspeed Indicators. 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 8
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4.4 Directional Control Panel (Roll) Description

All FD and AP roll modes are selected on this panel by pressing a mode selector 

or manipulating the HDG selector knob (Fig. 4-13). 

Figure 4-13. Directional Control 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. 
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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 maximum bank to 25 degrees during HDG SEL, 

RAD and FMS modes. 
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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. 
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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 markings; 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 flight directors and the autopilot (both) are off, the Pilots 

cannot override the vertical speed wheel. 

Figure 4-16. Vertical Speed Wheel. 
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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. 
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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 either 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. 
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4.5.5 AP Lever Operation

Only one of the two AP levers can be in either the CMD or CWS 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 operational modes are discussed 

in greater detail in Section 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. 
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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 normal 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 lever 1 in the same sequences, as 

shown in these three examples, will produce 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 OFF 
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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 operative roll and pitch modes of the AP in 

CMD. 

4.5.5.4 AP Disengage 

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

Figure 4-22. AP Disengagement.
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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 lights are also tested by the ANNUN LT TEST switch 

located on the overhead panel. This test is a light bulb check only. 
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The respective RED AP lights flash when: 

• A single engaged AP disengages (lever from CMD to CWS, or CMD to 

OFF, or CWS to OFF) 

The AP flashing lights can be extinguished by: 

• Pressing either Control Wheel's AUTOPILOT RELEASE button 

• Pressing the red AP1 or AP2 light cap 

• Re-engaging the respective AP 

• Engaging the other AP 
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5.0 SYSTEMS DESCRIPTION/OPERATIONS 

This section describes in greater detail the various operational modes 

available through the efficient use of the 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 well 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 description 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. The 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 each 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 are discussed in separate subsections 

to effectively treat each of these systems as a single entity. Beginning with 

subsection 5.1.2.2, the operational integration of both systems 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 N1

Gage components. 

Subsection 5.1.2 describes the SCS and its output signals to the ATS, as 

well as its speed control and speed guidance 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. 
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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 Fail Lights. Either or both ATS's are 

engaged by moving the applicable ATS switches to the ON position. The ATS 

maintains either a selected speed or a selected engine thrust N1 limit, and 

can be used during all phases of flight. 

The two systems can be engaged separately or simultaneously; however, 

certain automatic interlock and engage conditions 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 N1 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 2 
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• The ATS cannot retard the throttles 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 Pilot'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.
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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 steady 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. 
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5.1.1.5.1 Description 

A three-position SPEED CONT TEST switch 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 approximately 1/2 scale toward Fast. 

• If SPD is displayed in ATS annunciators, 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 position and the resultant swing of the Fast/Slow 

bar: 
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• Move SPEED CONT TEST switch to SLO. 

• Fast/Slow indicators move approximately 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 Computer
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The Thrust Rating Computer continuously computes and displays Total Air 

Temperature (TAT) as well as one of the following N1 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 N1 limit is the upper limit for autothrottles engaged in the SPEED 

mode and is the value to which thrust is controlled when the Autothrottles are 

engaged in the N1 mode. 

Select the desired N1 limit by pressing a Thrust Selector. The selected Thrust 

Selector then illuminates. 

 

NOTE

Pressing an N1 thrust selector has no effect on the 

selection of an SCS or an ATS mode. 

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

reduced N1 setting. This reduced N1 setting uses an assumed temperature. This 

temperature is entered using thumbwheels and is displayed in the assumed 

temperature selector windows (Figure 5-8). Assumed temperature ranges from 0° - 

59°C and is computed by the Flight Engineer. 

Figure 5-8. Assumed Temp Selector.

1 2

ASSUMED TEMP

°CEC
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5.1.1.7 N1 Gage (3 Installed)

Figure 5-9. N1 Gage.

5.1.1.7.1 Description

Refer to Figure 5-9 and note that the N1 Pointer indicates current engine N1, 

while the N1 Window displays a digital readout of current engine N1. 

5.1.1.7.2 Operation

Maximum Limit Index is normally slaved to the displayed N1 limit on Thrust 

Rating Computer. Pull out the Maximum Limit Set Knob to manually set the 

Maximum Limit Index. 

A shutter normally covers the Maximum 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 Inputs and Indications. 

100

N 1

9 5 0

9 8 1

MAXIMUM LIMIT

N POINTER

MAXIMUM LIMIT

N WINDOW

MAXIMUM LIMIT

%RPM

1

1

0

40

20

60

120

S

80

.

INDEX

SET KNOB

WINDOW
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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 shown in Figure 5-10, are in view and 

display the speed error between the computed IAS program 

(V2 + 10, or V2) and the actual speed. During G/A, thrust is held at the 

appropriate N1 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 error during all phases of flight except 

TO or G/A. Also, when the ATS is in N1 mode of operation it will not display 

speed error information. Except for these modes, the ADI Fast/Slow 

indicators display the speed error between the selected speed and the actual 

speed of the airplane. 

5.1.2.1.3 Autothrottles

The ATS provides automatic positioning 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. 
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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 between 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 N1 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 pitch annunciator, the ATS engages in 

the N1 mode. 

N

ATS

ON

OFF

SPD

1 2

2 5 0

1

SPD
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— If ATS is engaged in the N1 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 N1 Mode selector, the ATS engages into 

the N1 Mode, the FMAs indicate N1 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), N1 is indicated by the 

FMAs, and the Fast/Slow indicators are referenced to V2 + 10 KIAS 

(or V2). ATS operation during G/A is N1. 

5.1.2.3 ALPHA SPEED Mode 

The Alpha Speed Mode of the Autothrottle Speed Control System (SCS) 

provides a safe stall margin speed based upon aircraft configuration and 

estimated gross weight. With the ATS 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 (VS). 
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Figure 5-13. ALPHA SPEED Mode. 

5.1.2.3.1 Description

SCS—The Fast/Slow indicators will display 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 indicator that is lower than the 

ALPHA SPEED. Refer to Figure 5-14. 
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Figure 5-15. FMA ALPHA 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. 
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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 May be 2.25

1.35 1.8

0° EXT TO 

1.5 2.25

1.5 Below Alpha 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 Alpha 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. 
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5.1.2.4 N1 Mode

 

Figure 5-17. N1 Mode Annunciation.

5.1.2.4.1 Description

SCS—N1 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 N1

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 N1 Mode:

• Either or both ATS engage levers ON. 

— and —

• Press N1 mode selector (Fig. 5-18). 

ATS

ON

OFF

SPD

1 2

2 5 0

N1

N1
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Figure 5-18. N1 Mode Engagement.

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

5.1.2.4.2.2 To Disengage N1 Mode:

• Momentarily pull out on SPD selector (except when in Takeoff 

or GA pitch mode). 

— or —

• Disengage ATS. 

NOTE

If the ATS is engaged in the N1 mode when a 

Thrust Computer Failure 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 Failure Flag appears, the ATS 

will remain engaged. The lowest set Maximum 

Limit Index on the N1 gages now becomes the N1

limit in SPD mode. 
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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 autothrottles 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 programmed 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. 
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Ensure slats are in the land position, 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 the flight crew of an impending stall by 

activating stick shakers mounted on each control column. When approaching 

stall in the clean configuration (inflight with flaps and slats retracted), the 

outboard slats on each wing will automatically extend if below 270 KIAS and 

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

configurations. 

The Stall Warning provides actuation of the stick shakers at 1.05VS for the 

particular airplane configuration. 

5.1.2.6.2 Cockpit Test

Figure 5-21. STALL TEST Switch. 

RETD

L R

STALL

TEST
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As shown by Figure 5-21, a three-position STALL TEST switch is springloaded to the center position and is located 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 selector momentarily tests the left 

stall warning circuit and operates the stick shakers. 

• RIGHT – Rotating and holding the selector 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. 
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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 wings level, the existing magnetic heading 

is maintained. 

If another Roll Mode is engaged at time 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 switches 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. 
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5.2.1.2.2 To Disengage HDG HOLD Mode:

• Momentarily pull HDG selector knob out. This action 

disengages HDG HOLD and engages HDG SEL mode. 

 

— or — 

• Capture the RAD, LOC, 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 prior to HDG SEL mode engagement. 

After mode engagement, the FD and/or AP will respond to subsequent 

heading selections. 
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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 

SEL
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5.2.3 RAD Mode (FMS Mode Identical) 

Figure 5-26. RAD/FMS Selection 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 guidance...

AP

 The AP will control the airplane... 

to automatically capture and track the selected 

radial or course. Bank limit during capture is 25 

degrees. Bank limit during RAD/FMS track and 

CRS (station passage) is variable from a 12.5-

degree minimum to 25 degrees depending on 

the amount of course error. During track and 

station passage, crab 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 deviation from the 

beam or course centerline. For large intercept angles, the capture will begin 

at a greater deviation than those with lower intercept angles. If capture 

criteria are satisfied at the time of arming, capture commences immediately. 

FMS

RAD RAD

FMS 
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In the RAD mode, as the VOR/TACAN "cone of confusion" 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 maintained. 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 course, RAD CRS will continue to be 

annunciated. In either case, the autopilot 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/FMS 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 source 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 

 HOLD 
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5.2.3.4 To Disengage RAD/FMS Modes: (After Capture)

5.2.3.4.1 Both RAD/FMS modes can be disengaged by: 

• Push or pulling HDG selector. These 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 selection, 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 selected while in RAD CRS mode, the 

aircraft will turn to the new course automatically if the autopilot 

is engaged in CMD, or the FD V-command bar will provide 

guidance to the new course. 

RAD 

TRK 
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Flight Guidance System 

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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 operation is initially 

described in this section. 

The ILS mode selector is used for ILS 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 localizer without arming the glideslope. 

During the approach, the subsequent selection 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 capture and track the localizer. 

Bank limit during capture is 28 degrees. Bank 

limit during tracking varies linearly with radio 

altitude from 28 degrees at or above 1000 feet 

AGL to 5 degrees at zero feet. 

LOC 

RAD 

FMS 

RAD 

FMS 
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5.2.4.2 Operation

Arm the localizer mode and establish an intercept angle up to 90 degrees 

using any roll mode. Localizer capture commences at 2 dots deviation on the 

CDI. If the deviation is less than 2 dots 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 course on respective NAV Control 

Panel. 

— and — 

• Press RAD/FMS mode selector. 

ARMED

CAPTURE

TRACK

Mode Annunciation Sequence:

LOC 

LOC 

CAP 

LOC 

TRK 

RAD 

FMS RAD 

FMS 
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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 source on the EHSI control panel. 

— or —

• Select a VOR frequency. 

— or —

• Select the GO-AROUND mode. 

5.2.4.2.3 To Disengage LOC Mode: (After Capture) 

• Push HDG selector in; HDG HOLD is engaged. 

— or —

• Select another navigation source on the EHSI control panel. 

— or —

• Select a VOR frequency. 

HDG

HOLD 

HDG

 SEL 

LOC 

LOC 

TRK 
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Flight Guidance System 

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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. The 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.
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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 glideslope deviation indicators 

are removed from view. The 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 mode. Capture commences at 2 dots 

deviation on the CDI. If deviation is less 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 frequency 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). 
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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 source 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

SEL 
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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 source 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

CAP 
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5.2.6 ILS Mode

Figure 5-29. ILS Select and Annunciation.

The ILS mode provides Localizer and Glideslope 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 prior to localizer capture and to capture 

the glideslope from above or below the 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 intercept 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. 
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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. 
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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

LOC G/S

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:
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WB-083 5-36 01 JUL 13

• Select the HDG selector in (HDG HOLD). 

• Select another navigation source 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 axis 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 source on the EHSI control panel. 

ILS LOC ILS G/S

TRK TRK -OR-
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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 source on the EHSI control panel. 

NOTE

Pressing the CWS switch during LOC TRK with 

an autopilot in command will 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)
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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 VERTICAL 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 vertical 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). 
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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. 
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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 N1 mode or disengaged completely. Either IAS or 

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

SPEED mode. 

5.3.2.2.1 To Engage IAS HOLD or MACH HOLD Modes:

 FD

• FD switch in FD.

AP

• Either AP lever in CMD. 

— and —

• Press IAS or MACH mode selector: 
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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 centered 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-command 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. 
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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 – 
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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 existing 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. 
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5.3.4 Altitude Advisory System

 

Figure 5-31. Location of Altitude Advisory 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 selected 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 selected altitude, the aural tone sounds 

for approximately two seconds and the amber lights on the altimeters come 

on steady. The lights go out when the selected altitude is approached and 

will come on flashing if the airplane departs the selected altitude. 

The Altitude Advisory System is independent from the FD and AP. 
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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 selected altitude, any one of the following 

flight paths can result: 
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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 the same as in a climb and the above 

illustration would be inverted. 

 
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WB-083 5-47 01 JUL 13

NOTE 

When another altitude is selected, 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 ALT 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. 
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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 pitch mode. If another 

altitude is selected while altitude capture is 

annunciated, the pitch mode will revert to vertical 

speed.

5.3.5.2.2 To Disarm ALT PRESELECT Mode: (Before Capture)

• Push RESET button. 

— or —

• Capture the glideslope. 

— or —

• Select a new altitude. 
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Flight Guidance System 

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WB-083 5-49 01 JUL 13

5.3.5.2.3 To Disarm ALT PRESELECT Mode: (During Capture)

• Select any pitch mode. 

• ALT PRESELECT is disarmed when G/S CAP or G/S TRK is 

annunciated. 

Capture threshold is independent of the ALTITUDE ADVISORY threshold for 

altitude alerting with vertical speeds less than 3750 fpm. For vertical speeds 

of 3750 fpm or greater, altitude capture occurs simultaneously with altitude 

alerting. 

5.4 AP Control Wheel Steering (CWS) Modes 

Only one AP can be engaged into CWS mode at a time. CWS can be used 

in three different manners: Engage lever 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.
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In CWS, the Pilot controls the aircraft with the yoke "assisted" by the autopilot 

(much like power steering). Pilot forces on the control wheel and column are 

converted into control surface movements 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. Programmed 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 maintained if greater than 3 degrees, and 

the existing magnetic heading is maintained 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 maintained 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. 
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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 capture flight path is termed "Supervisory 

Override." The V-command bars continue 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 POINT 
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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 Selector 
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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 CWS 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.
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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, ALT HOLD or VERT SPD engaged. 

• Either autopilot is in CMD. 
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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 –
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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 engaged. 

NOTE

If selection of CMD CWS is delayed until 

RAD/FMS CAP is annunciated, roll "Supervisory 

Override" will be provided during the interval 

when RAD/FMS CAP is displayed. 

5.4.2.3.2.2 RAD/FMS Track Engaged: 

NOTE

RAD/FMS TRK is inhibited until control column 

pressure is removed. 

At RAD/FMS TRK, CMD CWS is cancelled in both roll and pitch. 

– or – – or –
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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, the 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 TRK

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 prior 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 during 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 engaged 
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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 active 
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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 "Supervisory 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.
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WB-083 5-60 01 JUL 13

5.5 FGS Mode Mismatch

When there is a mismatch between 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 are supplying valid information. To 

determine if the disappearance of the V-command bars is caused by a mode 

mismatch, move the autopilot engage lever from CMD to CWS. If a mode 

mismatch exists, the V-command bars will 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 opposite 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 bars 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-command bars retract from view. The Vcommand bars return to view when the FD also engages into RAD CRS. 

This condition also occurs when the 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 mismatch 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. 
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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 V2 + 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 V2 + 10 KIAS (on 3 engines), not to 

exceed 22 degrees. On engine failure, the pitch command bars reference 

the following speeds: 

• At or below V2 controls to V2 

• Between V2 and V2 + 10 controls to existing speed 

• At or above V2 + 10 controls to V2 + 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 the V-command bars. The pitch mode 

of the V-command bars will continue to command V2 + 10 KIAS (or V2 for 2 

engines).
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6.1.2 Operation

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

Fast/Slow indicators indicate fast. Ignore 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 selected independently from 

the selection of the Thrust Computer N1 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 VR a smooth continuous rotation (approximately 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 director 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/Slow indicators now indicate fast. 

Ignore both until VR is reached. 
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• 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 switch with the nose wheel 

strut compressed has no effect on the thrustrating computer and pressing a thrust computer 

thrust selector has no effect 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. 
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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-command bars command a pitch attitude 

resulting in V2 + 10 KIAS on 3 engines or V2 on 2 engines. (Prior to rotation, 

the FD pitch command is fly up and is not valid.) 

After rotation, the Fast/Slow indicators indicate the error between V2 + 10 (or 

V2) and the actual IAS. (Prior to rotation, the Fast/Slow indicator is fast and is 

not valid.) 

ATS—Advances throttles to Takeoff N1 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 N1

mode. During the takeoff roll, at 80 knots the Clamp mode re-engages to 

hold or "clamp" the predetermined T.O. N1 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; reference paragraph 6.1.2.1. 

6.1.3.2.2 To disengage TAKEOFF Mode:

Previously described; reference paragraph 6.1.2.2. 
KC-10 Aircrew Training System 

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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 engaged.

AP

• 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 pressing light caps. Do 

not press AP RELEASE button, as it will cause 

the AP lever to drop to OFF. 
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• If an AP lever is in CWS, it remains 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 inhibited 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 annunciator, all other annunciators blank. 

TURB 
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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

The FD engages into selected FD mode in

the 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.
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WB-083 6-8 01 APR 10

6.3 GO-AROUND MODE 

6.3.1 Description 

FD

The V-command bars will 

provide guidance...

AP

The AP will control the airplane... 

 to maintain V2 + 10 KIAS on 3 engines and V2 on 2 

engines. 

FD 

The V-command bars will 

provide guidance...

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 commanded by the V-command bars. The 

bars will continue to command V2 + 10 KIAS (or V2). 

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-Around 
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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/Slow indicators are referenced to 

V2 + 10 (3 engine) or V2 (2 engine). 

• If HEADING SELECT is desired during go-around: 

• Pull out on HDG select knob 
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NOTE 

Pressing the TO/GA button, during flight, puts the Thrust 

Computer into GA. GA N1 limit is then displayed in the 

TRC. 

6.3.2.2 To Disengage GO-AROUND Mode:

• Select another pitch mode 

— or —

• Capture a selected altitude 
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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 V2 

+ 10 KIAS on 3 engines or V2 on 2 engines. 

The Fast/Slow indicators indicate the error between V2 + 10 (or V2) and the 

actual IAS. 

ATS—The throttle levers will be advanced to seek and maintain the GA N1

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 fly up and the Fast/Slow indicators 

are referenced to V2 + 10 (3 engines) or V2 (2 engines). 

The ATS immediately controls to the GA N1 limit and N1 is annunciated. 
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NOTE 

Pressing the TO/GA switch in flight will always revert 

the Thrust Computer to GA and GA N1 limit is 

displayed. The AT/SC GO-AROUND mode will be 

engaged only if the flaps are extended out of the 0-

degree detent. 

Pressing the Thrust Computer GA thrust selector will always select the GA N1

limit but has no effect on the selection of ATS or SCS modes. GA thrust 

should not be selected on the Thrust 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 N1 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.