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 between the A/P actuator (A/P LVDT) and the surface
 position sensor. The SPM trip at 4 degrees with a variable
 time delay. At altitude above 60 feet the time delay is 30
 degree-seconds for one channel out of tolerance or 10
 degree-second for both channels out of tolerance. The time
 delay is changed to 6 degree-seconds below 60 feet.
 3) A third monitor compares the operation of both CPU's during
 dual channel operation. One CPU generates the roll and
 pitch commands. the second serves as a model. The command
 and model CPU's must be within tolerance or both A/P
 disengage.
 (e)  Event 5 - The A/P is disengaged below a radio altitude of 350
 feet if not FLARE ARM. FLARE ARM requires that all A/P
 actuators maintain hydraulic pressure.
 (f)  Event 6 - When both A/Ps are in CMD if one is disengaged the
 other is also disengaged. The one exception is when an
 intentional exit of pitch GA is made.
 (g)  Event 7 - When GA is exited by selection of another pitch mode
 the second A/P to CMD is disengaged.
 (h)  Event 8 - Baro corrected altitude from the ADC not valid
 disengages the A/P in the modes shown.
 (i)  Event 9 - Same as 8 except uncorrected baro corrected altitude.
 (j)  Event 10 - The selected IRU longitudinal acceleration not valid
 disengages the A/P after G/S engage.
 (k)  Event 11 - Same as 10 except Vertical acceleration.
 (l)  Event 12 - Same as 10 except Vertical speed.
 (m)  Event 13 - A simultaneous trim up and trim down signal to the
 A/P stabilizer trim motor disengages the autopilot.
 (n)  Event 15 - If both channels are engaged with monitors active
 both radio altimeters must fail before the disengage signal is
 generated.
 (o)  Event 16 - During the APPROACH mode, if a LCL or FGN bus
 transfer has been made and the FGN is placed in CMD the LCL
 cannot be engaged.

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 22-11-00
 ú ú 14 Page 53 ú Nov 15/96
BOEING PROPRIETARY - Copyright (C) - Unpublished Work - See title page for details.
A
737-300/400/500MAINTENANCE MANUAL
 E. A/P Red Warning Lights Operation (Fig. 18)
 (1)  
The A/P warning lights flash red and an aural warning (horn) is issued if either A/P engage switch drops from CMD or CWS to the OFF position. A flashing A/P warning may be reset by pressing and releasing either A/P warning light assembly or either disengage switch.

 (2)  
The A/P warning light illuminates steady red for one of the
 following:

 (a)  
BITE in progress.

 (b)  
Yaw damper armed for BITE.

 (c)  
When on a dual approach with both pitch channels engaged, descended below 800 feet and prior to 100 ft, and if the STAB OUT TRIM light is illuminated. If the A/P red light is on when descending below 100 ft, the light remains on unless the STAB TRIM WARN light is extinguished.

 (d)  
A/P warn from the master flight control computer. These warning are initiated: 1) When on the ground and the power up test fails. 2) When an A/P GO AROUND is made and the radio altitude is

 

 greater than 400 and ALT ACQUIRE is INHIBITED. This inhibit is due to the elevator position exceeding the single channel authority.
 F. A/P - A/T Amber Warning Lights Operation (Fig. 19)
 (1)  The A/P and A/T warning are illuminated amber to alert the crew. The A/P warning light is illuminated to indicate CWS reversion. The A/T warning light (A/S WARNING option not selected) is illuminated to indicate that the A/T is not holding the target speed.
 G. A/P Warning Lights
 (1)  The CWS warning causes the A/P warning lights on both FMA's to flash amber, if the A/P is engaged in CMD, a CMD mode is selected and CWS is used to override the CMD mode. The warning is initiated by single shots and the logic is latched until reset by pressing the warning lights. The CWS warning signal is sent to the mode control panel on the 429 bus. The mode control bus selects the proper channel, decodes the signal and provides grounds for both amber warning lights on the flight mode annunciators.
 EFFECTIVITYùùùùùùùùùùùùùùùùùùùùùùùùùùùùùù. AIRPLANES WITHOUT EFIS ú
　
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