B Ata 27
B Ata 27
S C H O O L O F A E R O N A U T I C S
B 737-300/400/500
CAPITULOS ATA 27
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737-300/400/500 TRAINING MANUAL
FLIGHT CONTROLS -- INTRODUCTION
General Abbreviations and Acronyms
The flight controls keep the airplane at the necessary A/P - autopilot
attitude during flight. They have movable surfaces on A/S - airspeed
the wing and the empennage. These are the two types of C/W - control wheel
flight control systems:
cntl - control
- Primary gnd - ground
- Secondary. LE - leading edge
MLG - main landing gear
Primary Flight Control System NLG - nose landing gear
PCU - power control unit
The primary flight control system moves the airplane
S/B - speedbrake
around three axes, lateral, longitudinal, and vertical.
The primary flight control system has these components: SOV - shutoff valve
stab - stabilizer
- Aileron (2) sec - section
- Elevator (2) TE - trailing edge
- Rudder. vlv - valve
xfer - transfer
Secondary Flight Controls
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RUDDER
YAW
LONGITUDINAL
AXIS
ELEVATORS (2)
LATERAL
AXIS
HORIZONTAL
STABILIZER
FLAPS (4)
SPOILERS (10)
AILERONS (2)
ROLL
PITCH
VERTICAL
AXIS
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FLIGHT CONTROLS -- GENERAL DESCRIPTION
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FLIGHT CONTROLS -- GENERAL DESCRIPTION
General supplies hydraulic pressure to the ground spoiler
actuators to lift the spoilers.
The pilots manually operate the flight controls through
cables. The autopilot automatically operates them. During automatic deployment the auto speedbrake
actuator gives input to the same cables as above and
Aileron causes a back-drive of the speedbrake lever.
The aileron control wheels move cables that give input Elevator
to the aileron feel and centering unit. This controls
the aileron PCUs. The PCUs move the aileron wing cables The control columns move cables that give input to the
and the ailerons. elevator feel and centering unit. This controls the
elevator PCUs. The PCUs move torque tubes that move the
The aileron trim switches give an input to the aileron elevators.
feel and centering unit and change the neutral position
of the ailerons. The autopilot actuators give a mechanical input to the
PCUs through the feel and centering unit. The PCU moves
Aileron PCU movement also goes to the spoiler mixer. the elevators.
The mixer moves the flight spoiler wing cables that
control the flight spoiler actuators. The actuators Horizontal Stabilizer
move the flight spoilers to give an assist to the
ailerons for roll control. The stabilizer trim wheels move cables that give an
input to the gearbox. The gearbox moves a jackscrew and
The autopilot actuators give a mechanical input to the moves the stabilizer.
PCUs through the feel and centering unit. The PCUs move
the aileron wing cables and the ailerons, and they give The electric stabilizer trim switches control an
input to the spoiler mixer. electric motor near the gearbox. The motor moves the
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The speedbrake lever moves cables that control the When the stabilizer moves, it also moves the elevators
spoiler mixer. The mixer moves the spoiler wing cables through the elevator feel and centering unit.
that control the flight spoiler actuators. The mixer
also moves the ground spoiler control valve. The valve
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FLIGHT CONTROLS -- GENERAL DESCRIPTION
Rudder
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AUTO
SPEEDBRAKE MIXER
15 10
RUDDER TRIM
5 0 5 10 15
ACTUATOR
LEFT RIGHT
AILERON
ACTUATOR (4) FLIGHT
NOSE
LEFT
NOSE
RIGHT
SPOILERS (4)
R
U
D
LEFT RIGHT D
WING WING E
R
DOWN DOWN
GND
GROUND
SPOILER ACTUATOR (8) SPOILERS (6)
CNTL VLV
TE FLAPS MOTOR
CNTL VLV TE FLAPS (4)
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FLIGHT CONTROLS -- CONTROLS AND INDICATIONS - 1
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FLIGHT CONTROLS -- CONTROLS AND INDICATIONS - 1
General The aileron control wheel controls manual operation of
the ailerons and flight spoilers and is on the top of
These are the controls in the flight compartment: the elevator control column.
- Aileron control wheel (2) The elevator control column controls manual operation
- Elevator control column (2) of the elevators and is forward of the pilot seats.
- Stabilizer electric trim switch (2) Column movement that is opposite to stabilizer trim
- Rudder Pedals (2 pair) also stops stabilizer electric trim.
- Stall warning test switch (2).
The stabilizer electric trim switch controls electric
These are the indications in the flight compartment: trim operation of the stabilizer and is on the outboard
side of each control wheel. The autopilot disengages if
- Flight control panel you use stabilizer electric trim.
- Aileron position indicator
- SPEED BRAKE DO NOT ARM light The rudder pedals control manual operation of the
- SPEED BRAKE ARMED light rudder and are forward of the pilot seats.
- Trailing edge (TE) flap position indicator
- LE FLAPS TRANSIT light The stall warning test switches are on the P5 aft
- LE FLAPS EXT light overhead panel. Each switch operates only on the
- Leading edge (LE) devices annunciator panel. ground.
Controls Indications
The flight control panel has hydraulic and electric The flight control panel has caution lights for some of
control switches for some of the flight control the flight control systems.
systems.
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FLIGHT CONTROLS -- CONTROLS AND INDICATIONS - 1
A green SPEED BRAKE ARMED light shows if there are
valid automatic speedbrake system inputs. The light is
on the P1 panel.
is on the P2 panel.
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OFF
ON CONTROL
WHEEL (2)
FLIGHT CONTROL PANEL (P5)
2 5
1
10
TRAILING EDGE
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UP 15
SPEED BRAKE FLAP POSITION
RUDDER 25
INDICATOR
DO NOT ARM LIGHT PEDALS FLAPS
SPEED BRAKE LEADING EDGE 40
30
SPEED BRAKE DO NOT ARM
a (2 PAIR) FLAPS IN
ARMED LIGHT SPEED BRAKE TRANSIT LIGHT LE FLAPS LE FLAPS LEADING EDGE
ARMED TRANSIT EXT
g a g
CONTROL FLAPS EXTENDED
COLUMN (2) LIGHT
CAPT INSTRUMENT CENTER INSTRUMENT
PANEL (P1) PANEL (P2)
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FLIGHT CONTROLS -- CONTROLS AND INDICATIONS - 2
General These controls for the horizontal stabilizer are on the
control stand:
These are the flight controls on the control stand in
the flight compartment: - Captain and first officer stabilizer trim wheels
- Stabilizer trim cutout switches.
- Speedbrake lever
- Stabilizer trim wheel (2) A stabilizer override switch is on the aft electronic
- Stabilizer trim cutout switches (2) P8 panel.
- Flap lever
- Aileron trim switches (2) Indications
- Rudder trim knob
- STAB TRIM override switch. The stabilizer trim indicators are on the control
stand.
The stabilizer trim indicator (2) is on the control
stand in the flight compartment. The rudder trim indicator and OFF flag are on the
aileron/rudder trim panel on the aft electronic P8
Controls panel.
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STABILIZER
TRIM WHEEL (2)
FLAP LEVER
STABILIZER TRIM
INDICATOR (2)
STABILIZER TRIM
CUTOUT SWITCHES
RUDDER TRIM
15 10 5 0 5 10 15
LEFT RIGHT
CONTROL STAND
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AILERON
NOSE NOSE STAB TRIM CAB DOOR
LEFT R RIGHT
U
D OVERRIDE
D CAB DOOR
LEFT RIGHT UNLOCKED
WING WING E
R a
DOWN DOWN NORMAL
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FLIGHT CONTROLS -- MULTIPLE USE SYSTEMS/UNITS - INTRODUCTION
General Flight Control Hydraulic Isolation Valves
The flight controls system has some multiple use The flight control hydraulic isolation valves control
components. These are the multiple use components: hydraulic pressure to the flight control hydraulic
components in the tail of the airplane.
- Flight control cables
- Flight control panel
- Flight control hydraulic modular packages
- Flight control hydraulic isolation valves.
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CABLES
ON ON SPEED TRIM
FAIL
a
MACH TRIM
YAW DAMPER FAIL a
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FLIGHT CONTROLS -- MULTIPLE USE SYSTEMS/UNITS - FLIGHT CONTROL CABLES
Purpose
Location
Most cables are below the floor and go from the flight
compartment to the related flight controls.
Physical Description
Functional Description
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EA, EB
PCU (2) ELEVATOR (2)
RA, RB
PCU (2) RUDDER
FLIGHT
ACTUATORS (4) SPOILERS (4)
GND
GROUND
SPOILER ACTUATORS (8) SPOILERS (6)
CNTL VLV
WFFA, WFFB
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FLIGHT CONTROLS -- MULTIPLE USE SYSTEMS/UNITS - FLIGHT CONTROL PANEL
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FLIGHT CONTROLS -- MULTIPLE USE SYSTEMS/UNITS - FLIGHT CONTROL PANEL
Purpose Flight Control LOW PRESSURE Light
The flight control panel has hydraulic control switches Each flight control LOW PRESSURE light monitors the
and caution lights for many of the flight control pressure to the ailerons, elevators, elevator feel
systems. computer, and rudder.
rudder; the ON position is normal with the guard the system disengages.
closed.
See the yaw damper system section for more information
(ATA 22-23).
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FLIGHT CONTROLS -- MULTIPLE USE SYSTEMS/UNITS - FLIGHT CONTROL PANEL
Standby Hydraulic System Lights See the elevator and tab control system section for
more information about the elevator feel computer
These are the indications shown on the panel: functional description (ATA 27-31).
- The STANDBY RUDDER ON light comes on when the The SPEED TRIM FAIL light comes on when the speed trim
standby rudder system is in operation function in the flight control computers (FCCs) is not
- The standby hydraulic LOW QUANTITY light comes on available.
when the standby reservoir quantity is low
- The standby hydraulic LOW PRESSURE light comes on See the digital flight control system section for more
when the standby system pressure is low. information (ATA 22-11).
See the standby hydraulic system section for more The MACH TRIM FAIL light comes on when the mach trim
information (ATA 29-22). function in the flight control computers (FCCs) is not
available.
ALTERNATE FLAPS Arm Switch and Control Switch
See the digital flight control system section for more
The ALTERNATE FLAPS arm switch and the alternate flaps information (ATA 22-11).
control switch are for alternate flaps operation.
The AUTOSLAT FAIL light comes on when the autoslat
See the TE flap system section for more information function is not available.
about the alternate flaps switches and the functional
description of alternate operation (ATA 27-51). See the See the LE autoslat system section for more information
LE flap and slat control system section for more about the LE autoslat system functional description
information about alternate operation (ATA 27-81). (ATA 27-83).
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SYSTEM A FLIGHT
CONTROL SWITCH FLT CONTROL
A B
STANDBY HYD STANDBY HYDRAULIC
LOW a
QUANTITY
LOW QUANTITY LIGHT
SYSTEM B FLIGHT STBY STBY
LOW a STANDBY HYDRAULIC
CONTROL SWITCH RUD RUD PRESSURE
LOW PRESSURE LIGHT
OFF OFF STBY a
A ON B ON
RUD ON STANDBY RUDDER ON
SYSTEM A FLIGHT ALTERNATE FLAPS LIGHT
CONTROL LOW
PRESSURE LIGHT OFF ALTERNATE FLAPS
a a UP ARM SWITCH
LOW LOW
PRESSURE PRESSURE ALTERNATE FLAPS
OFF CONTROL SWITCH
SYSTEM B FLIGHT SPOILER ARM
A B DOWN
CONTROL LOW
PRESSURE LIGHT
OFF OFF FEEL DIFFERENTIAL
SYSTEM A FLIGHT FEEL a
PRESSURE LIGHT
SPOILER SWITCH DIFF PRESS
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ON ON SPEED TRIM
FAIL
SPEED TRIM FAIL LIGHT
a
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FLIGHT CONTROLS -- MULTIPLE USE SYSTEMS/UNITS - FLIGHT CONTROLS HYDRAULIC MODULAR PACKAGES
Purpose position. This lets pressure go to the ailerons,
elevator, elevator feel computer, and rudder.
The flight controls hydraulic modular package has
components that control the hydraulic pressure to the The spoiler switches on the flight control panel
primary flight controls and to the flight spoilers. control each spoiler shutoff valve. They are normally
open with the switch in the guarded position. This lets
Location pressure go to the spoilers.
There are two flight controls hydraulic modular The low pressure warning switch is downstream of the
packages. They are on the forward bulkhead of the main flight control shutoff valve. It puts on the related
landing gear wheel well. The system A package is on the amber LOW PRESSURE light when it senses low pressure to
left, and the system B package is on the right. the flight controls.
The flight control and spoiler shutoff valves have 28v The flight controls shutoff valves and the spoiler
dc motors. Each valve also has a position shutoff valves are interchangeable. You can replace the
indicator/manual override lever with labeled positions valve and motor as a unit, or you can replace the motor
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1 and 2. only.
Functional Description
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LOW
PRESSURE
WARNING
SWITCH
FLIGHT
FLIGHT CONTROL
SPOILER SHUTOFF
SHUTOFF VALVE
MAIN GEAR WHEEL WELL VALVE
(LOOKING FORWARD)
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POSITION
INDICATOR/MANUAL
OVERRIDE LEVER
COMPENSATOR
CARTRIDGE
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FLIGHT CONTROLS -- MULTIPLE USE SYSTEMS/UNITS - FLIGHT CONTROLS SHUTOFF VALVE
Purpose Operation
The flight controls shutoff valves control the system A A 28v dc motor controls each flight control shutoff
and B pressure to these components: valve. The valves are normally open, which lets
pressure from each system go to the flight controls.
- Aileron PCUs When you move the flight control switch to the OFF
- Elevator PCUs position, the valve closes.
- Elevator feel computer
- Main rudder PCU. Monitor
Physical Description
Control
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STDBY
RUDDER
OFF
28V DC A ON CLOSE
BUS 2 A
FLIGHT
CONTROLS SYSTEM A M
VALVES FLIGHT CONTROL
SWITCH
OPEN
FLIGHT CONTROL
SYSTEM A SHUTOFF VALVE
STDBY (MLG WW)
RUDDER
OFF
28V DC B ON CLOSE
BUS 1 B
FLIGHT
CONTROLS SYSTEM B M
VALVES FLIGHT CONTROL
SWITCH
OPEN
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FLIGHT CONTROLS -- MULTIPLE USE SYSTEMS/UNITS - LOW PRESSURE WARNING SWITCH
Purpose When the FLT CONTROL switch is in the STDBY RUD
position, the standby rudder shutoff valve opens. This
The low pressure warning switch gives an amber light controls the valve position relay to the energized
indication when there is low system A or B pressure to position.
the flight control system.
When the standby rudder shutoff valve is in the closed
Location position, the valve position relay gives a ground to
the LOW PRESSURE light. This puts on the light and
The low pressure switches are a part of each flight shows that the valve is not open. When the standby
controls hydraulic modular package. rudder shutoff valve moves to the open position, the
valve position relay energizes and removes the ground
The amber LOW PRESSURE lights are on the flight control to the LOW PRESSURE light. This puts the light off and
panel on the P5 forward overhead panel. shows that the valve is open.
Physical Description See the standby hydraulic system section for more
information about the standby rudder shutoff valve.
The low pressure switch is a sealed assembly with a (ATA 29-22)
piston, disc spring, and electrical switch.
Monitor
Functional Description
When the low pressure light comes on, the master
The master dim and test (MD&T) system supplies power to caution and the FLT CONT annunciator also come on.
the lights.
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LOW
PRESSURE
WARNING
SWITCH
FIRE MASTER FLT CONT ELEC
WARN CAUTION IRS APU
BELL CUTOUT PUSH TO RESET
FUEL OVHT/DET
P7
(TYP)
CLOSED
LOW TO
PRESSURE a CONT M
K10 VALVE SWS
LOW PRESS LIGHT POSITION
(SYS A) RELAY OPEN
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FLIGHT CONTROLS -- MULTIPLE USE SYSTEMS/UNITS - FLIGHT CONTROL HYDRAULIC ISOLATION VALVES
Purpose Training Information Point
The flight control hydraulic isolation valves control You must remove the cover to close one or more of the
the hydraulic pressure to the tail flight control isolation valves. The cover can not be installed unless
components. Use the valves to removed hydraulic all of the valves are open.
pressure from a component during maintenance.
All of the isolation valves must be open and the cover
Location installed for dispatch of the airplane.
Physical Description
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SYSTEM B
PRESSURE
RUDDER
PRESSURE
FUSE COVER
(REF)
ELEVATOR
RUDDER
SYSTEM B
ELEVATOR
FEEL
COMPUTER
ELEVATOR
RUDDER
SYSTEM A
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ELEVATOR
FEEL
COMPUTER
FWD FWD
SYSTEM A
PRESSURE
STABILIZER COMPARTMENT HYDRAULIC ISOLATION VALVES
FLIGHT CONTROLS - MULTIPLE USE SYSTEMS/UNITS - FLIGHT CONTROL HYDRAULIC ISOLATION VALVES
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FLIGHT CONTROLS -- MULTIPLE USE SYSTEMS/UNITS - FUNCTIONAL DESCRIPTION
General
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ELEVATOR DUAL
SYSTEM A FLIGHT CONTROLS FEEL ACTUATOR SYSTEM B
TO FLIGHT PRESSURE SHUTOFF VALVE PRESSURE TO FLIGHT
SPOILERS FLIGHT CONTROLS SPOILERS
(3, 6) DIFFERENTIAL SHUTOFF VALVE (2, 7)
PRESSURE
SWITCH
A B
FEEL COMPUTER
A ELEVATOR A/P B
ACTUATOR (2)
TO SYSTEM A TO SYSTEM B
RETURN RETURN
SYSTEM A FLIGHT CONTROLS SYSTEM B FLIGHT CONTROLS
HYDRAULIC MODULAR PACKAGE P P HYDRAULIC MODULAR PACKAGE
R R
ELEVATOR
PCU (2)
AILERON R R
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PCU (2) A B
P P
A B
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AILERON AND AILERON TRIM CONTROL SYSTEM -- INTRODUCTION
Purpose PCU - power control unit
S/B - speedbrake
The ailerons control the flight attitude of the SOV - shutoff valve
airplane around the longitudinal axis.
stab - stabilizer
Location TE - trailing edge
xfer - transfer
The ailerons are on the wing outboard trailing edge.
Roll Control
A/P - autopilot
A/S - airspeed
C/W - control wheel
LE - leading edge
MLG - main landing gear
NLG - nose landing gear
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LONGITUDINAL
AXIS
AILERON
AILERON
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ROLL
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AILERON AND AILERON TRIM CONTROL SYSTEM -- GENERAL DESCRIPTION - 1
General Manual Operation - Aileron Trim
The pilots use the aileron control wheels to move the The aileron trim switches and the trim actuator let the
ailerons and flight spoilers. When the autopilot flight crew adjust out unwanted control wheel forces.
engages, it automatically controls them. When the pilots move the aileron trim switches on the
aileron/rudder trim panel, the switches send a signal
Manual Operation - Control Wheels to the aileron trim actuator. The trim actuator moves
the feel and centering unit. This movement goes to the
The flight crew uses two conventional control wheels to aileron PCU. Aileron PCU movement mechanically moves
control the roll attitude of the airplane. A transfer the aileron through the wing cables and quadrant.
mechanism supplies a mechanical link between the
control wheels. If one control wheel can not move, the The control wheels also move to supply an indication on
other continues to control. the top of the control wheel column.
The control wheel gives mechanical input to the power Autopilot Operation
control unit (PCU) through cables and linkages.
Hydraulic pressure goes to the PCU and makes the When the autopilot system engages, it gives mechanical
housing move. The aileron PCU movement mechanically input to the feel and centering unit. This movement
moves the aileron through the wing cables and the goes to the aileron PCU. The aileron PCU movement
quadrant. mechanically moves the aileron through the wing cables
and the quadrant.
Manual Operation - Control Wheels - Manual Reversion
See the digital flight control system section for more
During manual reversion the control wheel gives information on the aileron autopilot operation.
mechanical input to the power control unit (PCU)
through cables and linkages. Mechanical stops in the Flight Spoilers
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AILERON
CONTROL WHEELS
LEFT RIGHT
WING WING
DOWN DOWN
AILERON/RUDDER
TRIM PANEL (P8)
LEGEND
ELECTRICAL
MECHANICAL
AILERON AND AILERON TRIM CONTROL SYSTEM - GENERAL DESCRIPTION - 1
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AILERON AND AILERON TRIM CONTROL SYSTEM -- GENERAL DESCRIPTION - 2
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AILERON AND AILERON TRIM CONTROL SYSTEM -- GENERAL DESCRIPTION - 2
General Aileron Control Wheel Drum
These are the components of the aileron control system: Control wheel input from the captain and first officer
control wheels goes through the aileron control wheel
- Aileron control wheels (2) drum to the aileron left body cables.
- Aileron control wheel drum
- Aileron transfer mechanism and lost motion device Aileron Transfer Mechanism and Lost Motion Device
- ACBA and ACBB; bus drum cables
- AA and AB, left and right body cables During normal operation the aileron transfer mechanism
- ABSA and ABSB, left and right wing cables transmits movement from the right control wheel to the
- Aileron control quadrant bus drum cables. If a jam occurs, the transfer
- Aileron feel and centering unit mechanism and the aileron spring cartridge isolate the
- Aileron trim actuator aileron system from the flight spoilers.
- Aileron power control units (2)
- Aileron body quadrants (2) Control Cables
- Aileron spring cartridge
- Ailerons and wing quadrants (2) Bus drum cables ACBA and ACBB connect the left and
- Balance panels (8) and tabs (2). right control wheels together.
Aileron Control Wheels left body cables AA and AB give inputs from the control
wheels to the aileron control quadrant during normal
The aileron control wheels transmit pilot inputs to the operation.
aileron trim control system. Movement of the captain
control wheel goes through an input shaft to the Left and right wing cables ABSA and ABSB transmit
aileron control wheel drum. Movement of the first movement of the body quadrant to the wing quadrant to
officer control wheel goes through an input shaft to move the ailerons.
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AILERON AND AILERON TRIM CONTROL SYSTEM -- GENERAL DESCRIPTION - 2
Aileron Control Quadrant Aileron Power Control Units
The aileron control quadrant connects to the aileron The two aileron power control units (PCUs) move the
input shaft. The aileron control quadrant transmits aileron body quadrants. The PCU rod end is set, and the
movement from the left body cables through the aileron housing moves the aileron body quadrants. Input from
input shaft to the aileron feel and centering unit and the aileron input shaft goes through input pogos to the
aileron power control units. PCUs.
The aileron feel and centering unit connects to the The aileron body quadrants move the aileron left and
bottom of the aileron input shaft. When the shaft right wing cables and wing quadrants. The upper aileron
moves, feel force comes from two springs in the feel body quadrant also moves the aileron spring cartridge.
and centering unit.
Aileron Spring Cartridge
Aileron Trim Actuator
During normal operation the aileron spring cartridge
During electric trim the pilots move the aileron trim gives an input from the aileron system to the flight
switches on the aisle stand. This sends a signal to the spoiler system. If a jam occurs, the aileron spring
aileron trim actuator. The trim actuator moves the cartridge and the transfer mechanism isolate the
aileron feel and centering unit. This moves the aileron aileron system from the flight spoilers.
input pogos and the aileron PCUs. Input from the trim
actuator to the feel and centering unit also causes a Ailerons and Wing Quadrants
backdrive of the aileron control wheels to a new
neutral position. The aileron wing quadrants transmit movement from the
aileron body quadrants and wing cables to the ailerons.
27-11-CC-017 Rev 1 09/05/1999
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737-300/400/500 TRAINING MANUAL
FIRST OFFICER
CONTROL WHEEL
AILERON
CONTROL
DRUM
AA AB
AA AB
ABSA
ABSB
AILERON
CONTROL
QUADRANT
WING
QUADRANT (2)
ABSB AILERON (2)
SPOILER CONTROL
ABSA QUADRANT BALANCE TAB (2)
AILERON SPRING
27-11-CC-017 Rev 1 09/05/1999
CARTRIDGE
AILERON
BODY QUADRANT (2)
AILERON PCU (2)
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ALTEON PROPRIETARY - Copyright (c) - See title page for details
737-300/400/500 TRAINING MANUAL
AILERON AND AILERON TRIM CONTROL SYSTEM -- COMPONENT LOCATIONS - 1
General
- Flight compartment
- Forward equipment compartment
- Body.
Body Components
27-11-CC-003 Rev 1 09/08/1998
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737-300/400/500 TRAINING MANUAL
AILERON
CONTROL
WHEELS
AILERON FWD
TRANSFER
MECHANISM
AILERON
AILERON
27-11-CC-003 Rev 1 09/08/1998
CONTROL
WHEEL DRUM LEFT RIGHT
WING WING
DOWN DOWN
INPUT AILERON/RUDDER
CABLES FWD
TRIM PANEL
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ALTEON PROPRIETARY - Copyright (c) - See title page for details
737-300/400/500 TRAINING MANUAL
AILERON AND AILERON TRIM CONTROL SYSTEM -- COMPONENT LOCATIONS - 2
General
Wing Components
- Output cables
- Aileron wing quadrant
27-11-CC-016 Rev 1 09/09/1998
- Balance panel
- Aileron
- Aileron balance tab.
27-11-CC
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ALTEON PROPRIETARY - Copyright (c) - See title page for details
737-300/400/500 TRAINING MANUAL
BALANCE
PANEL
AILERON TRIM
ACTUATOR
AUTOPILOT
ACTUATOR (2)
INPUT
RODS
27-11-CC-016 Rev 1 09/09/1998
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737-300/400/500 TRAINING MANUAL
AILERON AND AILERON TRIM CONTROL SYSTEM -- AILERON CONTROL WHEEL
Purpose
Location
Physical Description
Functional Description
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ALTEON PROPRIETARY - Copyright (c) - See title page for details
737-300/400/500 TRAINING MANUAL
AILERON TRIM
INDICATOR
CAPTAIN
CONTROL
WHEEL
CAPTAIN
CONTROL STABILIZER
COLUMN TRIM SWITCHES
AUTOPILOT
DISENGAGE
SWITCHES
27-11-CC-004 Rev 1 09/08/1998
FWD
27-11-CC
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ALTEON PROPRIETARY - Copyright (c) - See title page for details
737-300/400/500 TRAINING MANUAL
AILERON AND AILERON TRIM CONTROL SYSTEM -- AILERON CONTROL WHEEL DRUM
Purpose Mechanical stops give protection if the roll CWS force
transducer connection has a failure.
The aileron control wheel drum connects the two control
wheels and the left body cables. See the autoflight chapter for more information on the
roll CWS force transducer operation.(AMM PART I 22)
Location
Physical Description
- Bus drum
- Crank
- Roll control wheel steering (CWS) force transducer
- Control drum.
The bus drum and crank are part of the shaft. The
control drum is bearing mounted. The roll CWS force
transducer connects the crank and the control drum.
Functional Description
27-11-CC-005 Rev 1 09/08/1998
When the pilot turns the control wheel, the shaft turns
the crank. The crank movement goes through the roll CWS
force transducer to the control drum. The control drum
movement moves the left body cables.
27-11-CC
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ALTEON PROPRIETARY - Copyright (c) - See title page for details
737-300/400/500 TRAINING MANUAL
MECHANICAL
STOPS
ACBA
(TO RIGHT AILERON
CONTROL BUS DRUM)
FWD
LEFT AILERON
ACBB CONTROL BUS DRUM
AB
27-11-CC-005 Rev 1 09/08/1998
AILERON AND AILERON TRIM CONTROL SYSTEM - AILERON CONTROL WHEEL DRUM
27-11-CC
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ALTEON PROPRIETARY - Copyright (c) - See title page for details
737-300/400/500 TRAINING MANUAL
AILERON AND AILERON TRIM CONTROL SYSTEM -- AILERON TRANSFER MECHANISM
Purpose Movement of the left control wheel bus drum goes
through the right aileron bus drum to the torsion
The aileron transfer mechanism supplies a load path for spring. The torsion spring transmits the movement to
roll control. In normal operation the mechanism lets a the right aileron control wheel and shaft. Shaft
pilot make the roll control commands. If the control movement also moves the lost motion device crank.
wheel can not move, the transfer mechanism lets the
pilot operate the other control wheel. If a cable or a Movement of the right control wheel goes through the
connection breaks, you can use the other control wheel. shaft to the torsion spring. The torsion spring
transmits the movement to the right aileron control bus
Location drum. The movement goes through the left aileron bus
drum to the left control wheel and the left body
The aileron transfer mechanism is below the first cables.
officer control column. You get access through the
forward equipment compartment door. If the right control wheel can not move, the captain
can operate the left wheel and do an override of the
Physical Description torsion spring force and the force of the feel and
centering mechanism. This permits control of the
The aileron transfer mechanism has a torsion spring and ailerons only.
a lost motion device.
If the left control wheel can not move, the first
The torsion spring connects the aileron control bus officer can operate the right control wheel and do an
drum to the shaft of the right control wheel. override of the torsion spring force and the spring
cartridge. The lost motion device operates at 12
The lost motion device has a crank and two lugs. The degrees of control wheel movement. The lost motion
crank attaches to the shaft of the right control wheel. device then turns the spoiler control drum and moves
The two lugs are part of the spoiler control drum. the right body cables. This permits control of the
27-11-CC-006 Rev 1 07/11/2000
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ALTEON PROPRIETARY - Copyright (c) - See title page for details
737-300/400/500 TRAINING MANUAL
TORSION
SPRING
SPOILER
CONTROL DRUM
LOST MOTION
DEVICE LUG (2)
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737-300/400/500 TRAINING MANUAL
AILERON AND AILERON TRIM CONTROL SYSTEM -- AILERON PCU LINKAGE
Purpose When the shaft moves, it moves the input rod cranks.
This moves the input rods which control the aileron
The aileron PCU linkage sends the aileron inputs to the PCUs.
aileron PCUs.
Location
Physical Description
- Control quadrant
- Autopilot input rod
- Aileron trim actuator
- Aileron feel and centering unit
- Input shaft
- Input rod cranks (2)
- Input rods (2).
Functional Description
27-11-CC
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ALTEON PROPRIETARY - Copyright (c) - See title page for details
737-300/400/500 TRAINING MANUAL
AILERON
CONTROL AILERON AILERON
QUADRANT PCU (2) SPRING
CARTRIDGE
INPUT ROD
CRANK (2)
AUTOPILOT
INPUT ROD
AILERON
TRIM ACTUATOR
AILERON BODY
QUADRANT (2)
REACTION
LINK (2)
INPUT
RODS (2)
27-11-CC-007 Rev 1 09/08/1998
AILERON
INPUT FWD
FEEL AND
CENTERING SHAFT
UNIT
AUTOPILOT
ACTUATOR (2) AILERON PCU LINKAGE
(VIEW FROM LEFT MLG WHEEL WELL)
AILERON AND AILERON TRIM CONTROL SYSTEM - AILERON PCU LINKAGE
27-11-CC
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737-300/400/500 TRAINING MANUAL
AILERON AND AILERON TRIM CONTROL SYSTEM -- AILERON FEEL AND CENTERING UNIT
Purpose Functional Description
The aileron feel and centering unit receives the The centering springs hold the roller in the center of
aileron inputs and controls the aileron PCUs. The unit the cam. When the control wheel moves, the cam turns
gives a feel force to the pilot. It also moves the with the shaft and moves the roller up on the cam. This
control wheel to a neutral position when there is no extends the springs and supplies the feel force to the
input. The aileron trim actuator changes the neutral pilot.
position of the ailerons and the control wheels.
When the pilot releases the control wheels, the spring
Location force causes the roller to move to the center of the
cam. The system goes to the neutral trim position.
The feel and centering unit is at the bottom of the
aileron input shaft. The aileron trim actuator is on During trim operation, the aileron trim actuator moves
the aileron feel and centering unit. the roller up on the cam. The springs keep the cam in
the center and the quadrant and shaft move. This gives
Physical Description an input to the aileron PCUs to move the ailerons. It
also moves the control wheels and supplies trim
The aileron feel and centering unit has two springs, a indication on the top of the aileron control wheel.
cam, and a roller. The cam attaches to the shaft with
bolts. A cam roller attaches to the roller arm which
attaches to the support. The two springs connect the
roller with the support.
27-11-CC
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ALTEON PROPRIETARY - Copyright (c) - See title page for details
737-300/400/500 TRAINING MANUAL
CENTERING
CENTERING CAM SPRING (2)
FWD
TRIM
ACTUATOR
CENTERING
27-11-CC-008 Rev 1 09/05/1999
SPRING (2)
ROLLER
FWD
CENTERING CAM
27-11-CC
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ALTEON PROPRIETARY - Copyright (c) - See title page for details
737-300/400/500 TRAINING MANUAL
AILERON AND AILERON TRIM CONTROL SYSTEM -- AILERON TRIM ACTUATOR
Purpose controls aileron trim direction. The aft switch
supplies a ground for the motor.
The aileron trim switches control the electrical trim
actuator. The actuator moves the ailerons and the The aileron trim indicator placards show the trim in
control wheels to a new neutral position. units. Each unit shows six degrees of control wheel
movement. The maximum trim available is 10 units (60
Location degrees) of control wheel movement.
The two aileron trim switches are on the aileron/rudder Training Information Point
trim control panel.
There must be hydraulic pressure for the trim input to
The aileron trim indicator placards are on the top of move the ailerons.
each control column.
Physical Description
Functional Description
27-11-CC
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ALTEON PROPRIETARY - Copyright (c) - See title page for details
737-300/400/500 TRAINING MANUAL
AILERON TRIM
10 8 6 4 2 0 2 4 6 8 10
P6 CB PANEL
AILERON
27-11-CC-013 Rev 1 07/11/2000
LEFT RIGHT
WING WING
DOWN DOWN
AILERON TRIM
ACTUATOR
AILERON TRIM
SWITCHES (2)
AILERON/RUDDER TRIM AILERON FEEL AND
CONTROL PANEL (P8) CENTERING UNIT
27-11-CC
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ALTEON PROPRIETARY - Copyright (c) - See title page for details
737-300/400/500 TRAINING MANUAL
AILERON AND AILERON TRIM CONTROL SYSTEM -- AILERON POWER CONTROL UNIT
Purpose move the slides in the control valve and supply
pressure to the actuator. This causes the housing to
The aileron power control units (PCUs) supply the move and changes the aileron body quadrant position.
hydraulic power to move the ailerons.
The lower input crank connects to the primary slide,
Location and the upper input crank connects to the secondary
slide. A linkage in the PCU connects the two input
The two PCUs are on the forward bulkhead of the main cranks. Movement of the primary slide supplies one-half
landing gear wheel well. The upper PCU gets system B of the total flow rate, and movement of the secondary
pressure and the lower PCU gets system A pressure. slide supplies the other half. The primary slide moves
to its full effective stroke before the secondary crank
Physical Description starts to move the secondary slide.
The PCU has these parts: If the primary slide becomes disconnected from the
primary input crank, the secondary input crank operates
- Movable housing connected with a shaft to the the actuator as a backup.
aileron body quadrants
- Fixed piston connected to structure. During a manual reversion, the bypass valve goes to the
bypass position and connects the two sides of the
The PCU housing has these parts: actuator. This prevents a hydraulic lock condition. Now
the pilot gives input to the ailerons through the
- Actuator mechanical stops after three degrees of control wheel
- Filter movement.
- Bypass valve
- Control valve Training Information Point
- Primary and secondary input cranks
27-11-CC-009 Rev 1 09/08/1998
- Primary and secondary slides The two aileron PCUs are the same and interchangeable
- External mechanical stops (2). with the elevator PCUs.
Functional Description
27-11-CC
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ALTEON PROPRIETARY - Copyright (c) - See title page for details
737-300/400/500 TRAINING MANUAL
AILERON BODY
QUADRANT (2)
PRESSURE
PORT
INPUT
ROD (2) FILTER
FWD
BYPASS
AILERON COMPONENTS VALVE
(MLG WHEEL WELL) SECONDARY
INPUT
CRANK
SECONDARY
SLIDE
PRIMARY INPUT
CRANK
PRIMARY
SLIDE
27-11-CC-009 Rev 1 09/08/1998
EXTERNAL
MECHANICAL
STOPS
CONTROL
VALVE
RETURN
AILERON PCU SCHEMATIC
AILERON AND AILERON TRIM CONTROL SYSTEM - AILERON POWER CONTROL UNIT
27-11-CC
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737-300/400/500 TRAINING MANUAL
AILERON AND AILERON TRIM CONTROL SYSTEM -- AILERON BODY QUADRANTS
Purpose If one hydraulic system is OFF, the other system PCU
moves the two quadrants through the fork and lug
The aileron body quadrants move the wing cables to assembly.
control the aileron position.
If one body quadrant cannot move, the related system
Location PCU moves its crankshaft and shears the three shear
rivets. Now both PCUs and crankshafts still can move
The body quadrants are on the forward bulkhead of the but input to the ailerons is only from the other body
main landing gear wheel well. quadrant.
Physical Description
Functional Description
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ALTEON PROPRIETARY - Copyright (c) - See title page for details
737-300/400/500 TRAINING MANUAL
SYSTEM B
PCU OUTPUT
AILERON SPRING
CARTRIDGE
(TO RIGHT
AILERON)
SYSTEM A
PCU OUTPUT
FWD
FWD
SHEAR RIVETS AILERON BODY QUADRANTS
(3)
FORK
LOWER BODY
QUADRANT
27-11-CC
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ALTEON PROPRIETARY - Copyright (c) - See title page for details
737-300/400/500 TRAINING MANUAL
AILERON AND AILERON TRIM CONTROL SYSTEM -- AILERONS AND WING QUADRANTS
Purpose Functional Description
The aileron assemblies control the airplane around the When a wing cable moves, it moves the related wing
longitudinal axis. quadrant and aileron. The aileron tab rod gets input
from aileron movement and moves the tab in a direction
Location opposite to aileron movement.
The ailerons are on the outboard and trailing edge of The aileron and the tab on the other wing move an
each wing. equivalent amount but in the opposite direction
27-11-CC
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ALTEON PROPRIETARY - Copyright (c) - See title page for details
737-300/400/500 TRAINING MANUAL
AILERON
CABLES AILERON WING
QUADRANT
AILERON CABLE
TENSION SPRING
BALANCE
PANEL
PUSHROD CONNECTING
QUADRANT TO AILERON
27-11-CC-011 Rev 1 09/09/1998
AILERON TAB
CONTROL RODS
FWD
AILERON
BALANCE TAB
AILERON ASSEMBLY
AILERON AND AILERON TRIM CONTROL SYSTEM - AILERONS AND WING QUADRANTS
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737-300/400/500 TRAINING MANUAL
AILERON AND AILERON TRIM CONTROL SYSTEM -- BALANCE PANEL AND TAB
Purpose
Location
Physical Description
Functional Description
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737-300/400/500 TRAINING MANUAL
HIGH PRESSURE
A TAB
LOW PRESSURE AILERON
A DEFLECTED
A-A
TAB OPERATION
AILERON
BALANCE TAB ADJUST
ADJUST WEIGHTS WEIGHTS
BALANCE PANEL
BALANCE HINGE (AFT) VENT AILERON
PANEL GAP
BALANCE TAB
BALANCE PANEL
HINGE (FWD)
27-11-CC-012 Rev 1 09/09/1998
AILERON
BALANCE VENT GAP HINGE POINT
PANEL
SEALS
WING
TRAILING
AILERON FIXED EDGE
BALANCE WEIGHTS
NEUTRAL
A-A
AILERON AND AILERON TRIM CONTROL SYSTEM - BALANCE PANEL AND TAB
27-11-CC
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737-300/400/500 TRAINING MANUAL
AILERON AND AILERON TRIM CONTROL SYSTEM -- FUNCTIONAL DESCRIPTION
General Functional Description - Manual
The aileron control system and the flight spoilers use Manual operation is almost the same as normal operation
cable input from the control wheels. with one difference. There is three degrees of control
wheel movement at the aileron PCUs before the input
Physical Description crank touches the mechanical stops. Then the PCU
housing moves, but the pilot supplies the force.
The aileron control system has these cables:
Functional Description - One Control Can Not Move
- ACBA and ACBB - bus drum cables
- AA and AB - left and right body cables If one control wheel can not move, the related side
- ABSA and ABSB - left and right wing cables. cable does not move.
Two spring mechanisms isolate the aileron system from If the right control wheel can not move, the crew can
the flight spoilers. They are the transfer mechanism only use the left control wheel to move the ailerons
and the aileron spring cartridge. normally.
Functional Description - Normal If the left control wheel can not move, the crew can
only use the right control wheel. This moves the right
When the control wheels move, the left body cables move body cables after 12 degrees of control wheel movement.
and control the PCUs. The PCU housing moves and This controls the flight spoiler actuators to move
controls the aileron wing cables. after a set movement of the control wheel.
When the PCU housing moves, it also controls the right Functional Description - One Aileron Can Not Move
body cables and completes the loop to the right control
column. It also controls the spoiler wing cables If one aileron can not move, the shear rivets at the
27-11-CC-014 Rev 1 09/09/1998
through the spoiler mixer. This controls the flight body quadrants break and isolate that aileron. The
spoiler actuators to move after some control wheel other part of the aileron control system operates
movement. normally.
27-11-CC
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ALTEON PROPRIETARY - Copyright (c) - See title page for details
737-300/400/500 TRAINING MANUAL
FIRST OFFICER
CONTROL WHEEL
AA AB
ABSA
AILERON ABSB
CONTROL
QUADRANT
WING
ABSB QUADRANT (2) AILERON (2)
SPOILER CONTROL
ABSA QUADRANT BALANCE TAB (2)
AILERON SPRING
27-11-CC-014 Rev 1 09/09/1998
CARTRIDGE
AILERON
BODY QUADRANT (2)
AILERON PCU (2)
MECHANICAL STOPS (2)
AILERON A/P (3 DEGREES WHEEL DELAY)
ACTUATOR (2)
INPUT RODS (2)
27-11-CC
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737-300/400/500 TRAINING MANUAL
AILERON AND AILERON TRIM CONTROL SYSTEM -- AILERON OPERATION
General The cables also move the input rod. This moves the
input cranks in the aileron PCUs. Now hydraulic
The ailerons and the flight spoilers make up the pressure goes to the PCU.
lateral system. The pilot moves the control wheels to
operate these surfaces. Below is a typical right turn Control Input Complete
input and how the lateral system operates.
Hydraulic pressure pushes the PCU housing to move left.
Neutral Position This moves the aileron body quadrants counterclockwise.
Wing cable tension moves the ailerons.
When the aileron control wheels are in the neutral
position, the aileron trim indicator on top of the When the aileron PCU housing moves, it also causes the
control wheel shows the amount of aileron trim. aileron spring cartridge to move left. This moves the
spoiler input rod and the right body cables. This
The feel and centering unit is balanced. The roller centers the lost motion device in the transfer
stays in the bottom of the cam and the springs are not mechanism.
extended.
When the spoiler input rod moves, it gives an input to
The aileron PCUs input cranks are at neutral. There is the spoiler mixer to control the position of the flight
no hydraulic input to the PCU. spoilers.
To roll right, the captain turns the control wheel If hydraulic pressure is OFF, the control sequence is
clockwise. This will also move the bus drum at the the same as described above.
first officer column within the limit of the lost
motion device.
27-11-CC-015 Rev 1 09/09/1998
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737-300/400/500 TRAINING MANUAL
NEUTRAL POSITION
(PRESSURE IS PORTED
TO THE ACTUATOR)
TRANSFER MECHANISM
AND LOST MOTION DEVICE
(12 DEGREES WHEEL)
(SPRING EXTENDED)
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737-300/400/500 TRAINING MANUAL
FLIGHT SPOILER CONTROL SYSTEM -- INTRODUCTION
General in - inch
MLG - main landing gear
The spoilers help the ailerons control airplane roll PCU - power control unit
around the longitudinal axis. They also supply
RTO - refused takeoff
speedbrake control to decrease lift and increase drag
during landing and refused take-off. sect - section
spdbk - speedbrake
There are five spoilers on each wing. There is one sw - switch
spoiler inboard of each engine strut and four spoilers sys - system
outboard of each engine strut. Each spoiler has a TD - time delay
number, 0 thru 9 (from left to right). The ground
TE - trailing edge
spoilers are the two most outboard and the one most
inboard spoiler on each wing. All the other spoilers
are flight spoilers.
Roll Control
deg - degrees
FCC - flight control computer
ft - feet
fwd - forward
gnd - ground
Hz - hertz
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737-300/400/500 TRAINING MANUAL
AILERON
FLIGHT
SPOILERS
(6 AND 7)
GROUND
SPOILERS
(5, 8, AND 9)
FLIGHT
SPOILERS
(2 AND 3) AILERON
GROUND
27-61-CC-001 Rev 1 09/09/1998
SPOILERS
(0, 1, AND 4)
LONGITUDINAL
AXIS
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737-300/400/500 TRAINING MANUAL
FLIGHT SPOILER CONTROL SYSTEM -- GENERAL DESCRIPTION - 1
General actuators move the flight spoilers only if there is a
large trim.
The flight crew uses the control wheels and speedbrake
lever to manually move the flight spoilers. The See the ailerons section for more information on the
autopilot controls them during autoland. aileron and aileron trim control system.
The flight crew uses the control wheels to control the When the autopilot system engages, it gives mechanical
roll attitude of the airplane. The control wheel gives input to the aileron system. The aileron PCUs supply
mechanical input through the feel and centering unit to inputs to the flight spoiler actuators. The actuators
the aileron power control units (PCUs). The aileron move the flight spoilers if the flight control
PCUs supply mechanical inputs through the spoiler mixer computers (FCCs) command is for more than a specified
and ratio changer to the flight spoiler actuators. movement of the control wheel.
Hydraulic pressure from the spoiler shutoff valves goes
to the actuators. After 11 degrees of control wheel See the ailerons section for more information on the
movement a control valve in each flight spoiler aileron autopilot operation.
actuator lets hydraulic power move the actuators. Each
actuator moves a flight spoiler. Speedbrake Operation
You use the spoiler shutoff switches on the P5 aft The flight crew uses the speedbrake lever to control
overhead panel to close the spoiler shutoff valves. the speedbrake operation. The speedbrake lever supplies
This stops the hydraulic power to the flight spoiler mechanical inputs through the spoiler mixer and ratio
actuators, and the flight spoilers move down. changer to the flight spoiler actuators. The spoiler
mixer puts the control wheel input together with the
There is no manual reversion for the flight spoilers. speedbrake lever input. The actuators symmetrically
27-61-CC-002 Rev 1 07/25/2000
27-61-CC
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ALTEON PROPRIETARY - Copyright (c) - See title page for details
737-300/400/500 TRAINING MANUAL
AILERON
SPOILER
A B
LEFT RIGHT
WING WING OFF OFF
CONTROL WHEELS DOWN DOWN
ON ON
AILERON TRIM
SWITCHES (P8) SPOILER SHUTOFF
SWITCHES (P5)
AILERON
TRIM SPEEDBRAKE LEVER
ACTUATOR SPOILER SHUTOFF
VALVES (2)
AILERON
FCC (2) AUTOPILOT
ACTUATOR (2)
FLIGHT SPOILERS (4)
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737-300/400/500 TRAINING MANUAL
FLIGHT SPOILER CONTROL SYSTEM -- GENERAL DESCRIPTION - 2
General spoiler mixer then sends the flight spoiler commands
back to the ratio changer and sends the ground spoiler
These are the components of the flight spoiler control commands to the ground spoiler control valve. The
system: ground spoiler control valve lets the ground spoilers
operate.
- Spoiler control quadrant
- Spoiler ratio changer See the speedbrake control system section for more
- Spoiler mixer information on the ground spoilers and the ground
- Flight spoiler actuator quadrants (4) spoiler control valve (ATA 27-62).
- Flight spoiler actuators (4).
Flight Spoiler Actuator Quadrants
The flight spoiler control system gets inputs from the
control wheels and the speedbrake lever. The flight spoiler actuator quadrants send the commands
to the flight spoiler actuators.
Spoiler Control Quadrant
Flight Spoiler Actuators
The spoiler control quadrant gets inputs from the
control wheels and the aileron PCUs through the aileron The flight spoiler actuators use hydraulic power to
spring cartridge. The quadrant sends these inputs to move the flight spoilers.
the spoiler ratio changer.
Spoiler Mixer
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737-300/400/500 TRAINING MANUAL
7
6
GROUND SPOILER
CONTROL VALVE
SPOILER
RATIO CHANGER
SPOILER CONTROL
QUADRANT SPOILER
MIXER
3
FLIGHT
2 SPOILER
SPEEDBRAKE
LEVER ACTUATOR
CONTROL
WHEEL
BODY
QUADRANT
27-61-CC-003 Rev 1 09/09/1998
AILERON PCU
27-61-CC
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737-300/400/500 TRAINING MANUAL
FLIGHT SPOILER CONTROL SYSTEM -- CONTROLS AND INDICATIONS
General
Controls
27-61-CC
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737-300/400/500 TRAINING MANUAL
LOW a LOW a UP
PRESSURE PRESSURE
OFF
SPOILER ARM
A B DOWN
OFF OFF
SPOILER FEEL a
DIFF PRESS
SHUTOFF ON ON SPEED TRIM
SWITCHES
FAIL
a
MACH TRIM
YAW DAMPER FAIL a
OFF
ON
SPEEDBRAKE
LEVER
RUDDER TRIM
15 10 5 0 5 10 15
27-61-CC-014 Rev 1 01/14/2002
LEFT RIGHT
AILERON
NOSE NOSE
LEFT R RIGHT
U
D
AILERON LEFT RIGHT D
E
TRIM WING
DOWN
WING
DOWN
R
SWITCHES
27-61-CC
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737-300/400/500 TRAINING MANUAL
FLIGHT SPOILER CONTROL SYSTEM -- COMPONENT LOCATION
General
Wing Components
27-61-CC
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737-300/400/500 TRAINING MANUAL
FLIGHT SPOILER
SHUTOFF VALVE FLIGHT
SPOILERS
SPOILER
CONTROL
QUADRANT
FWD
FLIGHT
FWD SPOILER
ACTUATOR
FLIGHT SPOILER
MLG WHEEL WELL ACTUATOR QUADRANT
FLIGHT SPOILER CONTROL SYSTEM - COMPONENT LOCATION
27-61-CC
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737-300/400/500 TRAINING MANUAL
FLIGHT SPOILER CONTROL SYSTEM -- SPOILER SHUTOFF VALVES
Purpose The system B flight spoiler shutoff valve operates the
same as the system A flight spoiler shutoff valve. It
The flight spoiler shutoff valves control the system A stops the system B hydraulic power to the flight
and B pressure to the flight spoilers. spoiler actuators for spoilers 2 and 7.
The flight spoiler shutoff valves are on the left side The flight controls shutoff valves and the spoiler
of each flight control hydraulic modular package in the shutoff valves are interchangeable.
main landing gear wheel well.
You can replace the valve and motor as a unit, or you
Physical Description can replace only the motor.
Functional Description
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737-300/400/500 TRAINING MANUAL
OFF CLOSE
FLT CONTROL STANDBY HYD
A B LOW a
QUANTITY ON
STBY STBY
RUD RUD
LOW a
PRESSURE
SPOILER
OFF OFF STBY a SYSTEM B
A ON B ON
RUD ON
SHUTOFF OPEN FLIGHT CONTROLS
ALTERNATE FLAPS SWITCH SHUTOFF VALVE
OFF
FLIGHT SPOILER
FLIGHT CONTROL SYSTEM B SHUTOFF
UP
LOW a LOW a
PRESSURE PRESSURE PANEL (P5) VALVE
OFF
SPOILER ARM
A B DOWN
OFF OFF
FLIGHT SPOILER
FEEL a SHUTOFF VALVE
DIFF PRESS
ON ON POSITION INDICATOR
27-61-CC-020 Rev 1 09/09/1998
SPEED TRIM
FAIL
MACH TRIM
a
MANUAL OVERRIDE LEVER
YAW DAMPER FAIL a
OFF
ON
FLIGHT CONTROL HYDRAULIC
FLIGHT CONTROL PANEL (P5) MODULAR PACKAGE
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737-300/400/500 TRAINING MANUAL
FLIGHT SPOILER CONTROL SYSTEM -- SPOILER CABLE SYSTEM
Purpose - AA and AB left body cables.
The flight spoiler cables transmit pilot input to the The flight spoiler control cables connect to the
flight spoiler actuators through the flight spoiler quadrants.
actuator quadrants.
Functional Description
Two spring mechanisms isolate the aileron system from
the flight spoilers. They are the transfer mechanism The pilot moves the control wheels or speedbrake lever
and the aileron spring cartridge. to control the spoiler ratio changer. This moves the
attached flight spoiler cables. The cables move and
Location control the input position of the flight spoiler
actuator quadrants and actuator input arm. When the
The flight spoiler cables are in the MLG wheel well and actuator input arm moves, it gives an input to the
go along the wing rear spar. Cables AA and AB start at actuators. The actuator rod end moves and controls the
the aileron transfer mechanism in the forward equipment flight spoiler position.
compartment and stop at the spoiler control quadrant in
the MLG wheel well. The spoiler control quadrant gives
input to the spoiler mixer and ratio changer. Spoiler
cables WSA and WSB start at the spoiler ratio changer
and stop at flight spoiler actuator quadrants.
Physical Description
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737-300/400/500 TRAINING MANUAL
SPOILER CONTROL
QUADRANT
SPOILER MIXER
AND RATIO CHANGER
SPEEDBRAKE
CABLES
(REF)
SPOILER
CABLES
WSA-R
WSB-R
FLIGHT SPOILER
ACTUATOR QUADRANT
FWD
27-61-CC-015 Rev 1 01/14/2002
FWD
SPOILER
CABLES
WSA-L AILERON
WSB-L CABLES
(REF)
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737-300/400/500 TRAINING MANUAL
FLIGHT SPOILER CONTROL SYSTEM -- SPOILER CONTROL QUADRANT
Purpose Functional Description
The spoiler control quadrant transmits inputs from the During normal operation of the lateral controls,
aileron control system to the flight spoiler control control wheel inputs go through the aileron spring
system. cartridge to the spoiler control quadrant shaft. The
shaft moves the spoiler ratio changer input rod to make
Location the spoiler cable system move. The shaft also moves the
quadrant, which causes the first officer control wheel
The spoiler control quadrant is above the MLG wheel cables to move.
well. To get access, remove a floor panel in the
passenger compartment. If the captain control wheel cables do not move freely,
inputs from the first officer control wheel cables go
The spoiler control quadrant shaft extends from the to the spoiler control quadrant. A lost motion device
quadrant through the MLG wheel well ceiling. The end of for the first officer control wheel cables gives a
the shaft attaches to the forward bulkhead of the MLG delay to the input. This lost motion device is part of
wheel well. the aileron transfer mechanism.
Physical Description See the aileron and aileron trim control system section
for more information on the aileron spring cartridge
The spoiler control quadrant and shaft have connections and the aileron transfer mechanism.(AMM PART I 27-11)
to these items:
Training Information Point
- First officer control wheel cables
- Aileron spring cartridge When you replace the shear rivets for the aileron
- Spoiler ratio changer input rod. spring cartridge crank, obey this caution:
27-61-CC-005 Rev 1 09/09/1998
The shaft has four shear rivets on the crank that CAUTION: DO NOT MAKE THE SHEAR RIVET HOLES LARGER. YOU
connects to the aileron spring cartridge. The shear WILL CAUSE DAMAGE TO THE QUADRANT SHAFT AND
rivets let the spoiler cable system move if the aileron THE AILERON INPUT CRANK.
cable system does not move freely and the aileron
spring cartridge jams.
27-61-CC
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737-300/400/500 TRAINING MANUAL
SPOILER
FLOOR PANEL CONTROL
(IN PASSENGER QUADRANT
COMPARTMENT FLOOR)
SPOILER CONTROL
QUADRANT SHAFT
SPOILER RATIO
CHANGER INPUT ROD
SPOILER MIXER
AND SPOILER
RATIO CHANGER
SPOILER
CONTROL SHEAR
QUADRANT RIVETS
FWD (4)
AILERON
27-61-CC-005 Rev 1 09/09/1998
SPRING
CARTRIDGE
FWD
27-61-CC
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737-300/400/500 TRAINING MANUAL
FLIGHT SPOILER CONTROL SYSTEM -- SPOILER MIXER AND RATIO CHANGER
Purpose Training Information Point
The spoiler mixer and ratio changer put together inputs During removal of the spoiler mixer you must install
from the control wheel and the speedbrake lever. They the rig pin in the spoiler mixer and obey this caution.
send these commands to the flight spoilers and the
ground spoiler control valve. CAUTION: KEEP THE RIG PIN A/S-14 INSTALLED WHILE THE
SPOILER MIXER IS REMOVED. THE SPOILER MIXER
Location CAN BE DAMAGED IF YOU REMOVE THE RIG PIN.
The spoiler ratio changer is on the forward bulkhead of At specified times you must lubricate rollers in the
the MLG wheel well. The spoiler mixer attaches to the spoiler mixer with grease. To do this, remove the
ratio changer with four bolts and four splined shafts. roller access covers.
Physical Description
- Aileron cam
- Centering cam
- Rollers (2)
- Output levers (not shown) (2)
- Links and bellcranks.
- Bellcrank
- Roller
- Bungee spring
- No-back brake
- Speedbrake input quadrant
- Spoiler output quadrants (2).
27-61-CC
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737-300/400/500 TRAINING MANUAL
SPOILER
CONTROL QUADRANT
MIXER RIGHT
LEFT ROLLER ROLLER
ROLLER
ACCESS SPOILER
OUTPUT SPOILER
COVERS OUTPUT
QUADRANT
RIG PIN UP UP
QUADRANT
HOLE (A/S-14)
CENTERING CAM AILERON CAM
CONTROL WHEEL NEUTRAL AND SPEEDBRAKE LEVER DOWN
FLIGHT SPOILER CONTROL SYSTEM - SPOILER MIXER AND RATIO CHANGER
27-61-CC
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737-300/400/500 TRAINING MANUAL
FLIGHT SPOILER CONTROL SYSTEM -- SPOILER MIXER AND RATIO CHANGER - FUNCTIONAL DESCRIPTION
THIS PAGE INTENTIONALLY LEFT BLANK
27-61-CC-007 Rev 1 09/09/1998
27-61-CC
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737-300/400/500 TRAINING MANUAL
FLIGHT SPOILER CONTROL SYSTEM -- SPOILER MIXER AND RATIO CHANGER - FUNCTIONAL DESCRIPTION
General When the control wheel turns to roll left, the spoilers
on the left wing move up. The control wheel commands
The aileron spring cartridge and ratio changer input cause the spoiler control quadrant shaft to turn
rod connect to the spoiler control quadrant shaft. clockwise. This causes the ratio changer input rod to
Aileron input is made through the spoiler control move to the right. This rod turns the bellcrank and
quadrant shaft to the ratio changer input rod. The moves the lever down. The lever turns the aileron cam
other end of the ratio changer input rod connects to a clockwise. As the cam turns, the right roller moves and
bellcrank that has two rollers in a slot. The rollers causes the right output lever to turn clockwise a small
connect to a lever and a link. The lever turns the distance. This keeps the right spoilers down.
aileron cam. Rollers move on the aileron cam. Movement
of these rollers causes the output levers to turn. The aileron cam moves the left roller, which causes the
These levers move links and bellcranks to turn the left output lever to turn clockwise. This turns the
spoiler output quadrants. left spoiler output quadrant clockwise and the left
flight spoilers move up.
If the aileron input to the spoiler mixer disconnects,
input from the centering cam moves the aileron cam to Speedbrake Lever Operation
the neutral position. This makes the flight spoilers
move to the down position. Commands from the speedbrake lever go to the speedbrake
input quadrant.
A no-back brake attaches to the speedbrake input
quadrant. The no-back brake prevents movement of the When the speedbrake lever moves up, the speedbrake
quadrant if the speedbrake lever cables break. input quadrant turns counter-clockwise. This causes the
output levers to turn, and the spoiler output quadrants
A bungee spring holds the two-part link together. If turn in the up direction. This causes the flight
the ratio changer does not move freely, the bungee spoilers on the two wings to move up.
spring extends to permit the speedbrake input quadrant
27-61-CC-007 Rev 1 09/09/1998
to turn. This permits the speedbrake operation of the If the ratio changer does not move freely, the two-part
flight spoilers. link permits the speedbrake operation of the flight
spoilers. This is because the bungee spring extends to
Control Wheel Operation let the speedbrake input quadrant turn. The speedbrake
input quadrant can then move the output levers and the
Commands from the control wheel go through the spoiler spoiler output quadrants.
control quadrant shaft to the ratio changer input rod.
27-61-CC
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ALTEON PROPRIETARY - Copyright (c) - See title page for details
737-300/400/500 TRAINING MANUAL
FLIGHT SPOILER CONTROL SYSTEM -- SPOILER MIXER AND RATIO CHANGER - FUNCTIONAL DESCRIPTION
Control Wheel and Speedbrake Lever Operation
27-61-CC
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737-300/400/500 TRAINING MANUAL
BELLCRANK RATIO CHANGER
INPUT ROD
SPOILER
LEVER CONTROL
QUADRANT
NO-BACK
BRAKE RIGHT
SPOILER UP UP
UP UP OUTPUT
QUADRANT
LEFT RIGHT
SPOILER ROLLER
OUTPUT
QUADRANT UP
UP
UP UP
RIGHT
AILERON OUTPUT
CAM LEVER
CONTROL WHEEL NEUTRAL AND SPEEDBRAKE LEVER DOWN CONTROL WHEEL INPUT - LEFT SPOILERS UP
BUNGEE SPRING
BELLCRANK ROLLERS
TWO-PART LINK SLOT
PIVOT
SPEEDBRAKE BELLCRANK
INPUT QUADRANT PIVOT
TO GROUND
SPOILER
UP CONTROL VALVE UP UP
UP
27-61-CC-007 Rev 1 07/25/2000
LEFT RIGHT
SPOILER SPOILER
OUTPUT OUTPUT
QUADRANT QUADRANT
UP
UP
UP
UP LEVER
CONTROL WHEEL INPUT AND SPEEDBRAKE LEVER INPUT SPEEDBRAKE LEVER INPUT - LEFT AND RIGHT SPOILERS UP
FLIGHT SPOILER CONTROL SYSTEM - SPOILER MIXER AND RATIO CHANGER - FUNCTIONAL DESCRIPTION
27-61-CC
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737-300/400/500 TRAINING MANUAL
FLIGHT SPOILER CONTROL SYSTEM -- SPOILER ACTUATOR QUADRANT
Purpose Training Information Point
The spoiler actuator quadrants receive mechanical You use the adjustment bolt on the input arm to rig the
inputs from the spoiler output quadrants on the spoiler flight spoiler actuator. The flight spoiler adjustment
ratio changer. The spoiler actuator quadrants send is done with the control wheel turned 11 degrees. The
these inputs to the spoiler actuators. flight spoiler should begin to move up when the control
wheel rotates to 11 degrees.
Location
Physical Description
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737-300/400/500 TRAINING MANUAL
FLIGHT SPOILERS
SPOILER
ACTUATOR ADJUSTMENT
BOLT SHEAR
RIVET
(2)
SPOILER
FWD
27-61-CC-008 Rev 1 09/09/1998
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737-300/400/500 TRAINING MANUAL
FLIGHT SPOILER CONTROL SYSTEM -- FLIGHT SPOILER ACTUATOR
Purpose During retraction the control valve moves in the
opposite direction. This causes hydraulic pressure to
The flight spoiler actuators use hydraulic power to go through the extension check and relief valve to the
move the flight spoilers. retract side of the piston. The hydraulic pressure on
the extend side of the piston goes to return. This lets
Location the piston retract.
The flight spoiler actuators attach to the rear spar of The extension check and relief valve releases high
the wing below each flight spoiler. To get access, pressure fluid caused by thermal expansion.
extend the TE flaps.
The input crank on each flight spoiler actuator is set
Physical Description for a down-rig. When the control wheel turns 11
degrees, the input crank moves the control valve to
The flight spoiler actuator has these components: start the movement of the piston. When control wheel
movement is less than 11 degrees, the control valve
- Input crank continuously sends pressure to the retract side of the
- Control valve piston.
- Filter
- Extension check and relief valve Flight spoiler actuators 3 and 6 receive hydraulic
- Piston. power from system A.
27-61-CC
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737-300/400/500 TRAINING MANUAL
ADJUSTMENT
BOLT
SPOILER
SPOILER
ACTUATOR INPUT
ARM ACTUATOR
FWD
LINK EXTENSION CHECK AND
SPOILER
ACTUATOR RELIEF VALVE
CONTROL
QUADRANT VALVE
FILTER
SPOILER UP
27-61-CC-009 Rev 1 09/09/1998
SPOILER DOWN
PISTON
PRESSURE RETURN
PORT PORT INPUT CRANK
(SHOWN WITH CONTROL
WHEEL AT 11 DEG)
RETRACT EXTEND
27-61-CC
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737-300/400/500 TRAINING MANUAL
FLIGHT SPOILER CONTROL SYSTEM -- FLIGHT SPOILERS
Purpose Training Information Point
The flight spoilers help control the roll of the When you rig the spoilers, keep a small gap between the
airplane. spoiler and the TE flap.
Functional Description
27-61-CC
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737-300/400/500 TRAINING MANUAL
FLIGHT
4 SPOILERS
3
2
1
SPOILER 0
SPOILER PANEL
SPOILER UP
SPOILER DOWN
27-61-CC-011 Rev 1 09/09/1998
FWD
27-61-CC
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737-300/400/500 TRAINING MANUAL
FLIGHT SPOILER CONTROL SYSTEM -- FUNCTIONAL DESCRIPTION
THIS PAGE INTENTIONALLY LEFT BLANK
27-61-CC-013 Rev 1 09/09/1998
27-61-CC
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737-300/400/500 TRAINING MANUAL
FLIGHT SPOILER CONTROL SYSTEM -- FUNCTIONAL DESCRIPTION
General When the pilot turns the control wheel counter-
clockwise, the left flight spoilers move the same as
The pilot uses the control wheels and speedbrake lever for the right flight spoilers.
to manually move the flight spoilers. The autopilot
automatically controls them. There is no manual reversion for the spoilers.
Two spring mechanisms isolate the aileron system from Functional Description - One Control Wheel Cannot Move
the flight spoilers. They are the transfer mechanism
and the aileron spring cartridge. If one control wheel can not move, the related cable
side does not move.
Functional Description - Roll Control
If the right control wheel can not move, the spoiler
When the control wheels move, the AA and AB left body control quadrant can not move. When the pilot moves the
cables move and control the aileron PCUs. The PCU moves left control wheel, the aileron spring cartridge
the body quadrant, which moves the AA and AB left and compresses or extends. This prevents flight spoiler
right aileron wing cables. movement.
The aileron spring cartridge connects the body quadrant If the left control wheel can not move, the crew can
to the spoiler control quadrant. The spoiler control only use the right control wheel. The AA and AB right
quadrant supplies the control wheel inputs to the body cables do not move until 12 degrees of control
spoiler ratio changer and mixer. The spoiler ratio wheel movement. The aileron spring cartridge compresses
changer moves the WSA and WSB spoiler wing cables. The or extends and lets the AA and AB right body cables
spoiler wing cables move the flight spoiler quadrants move the spoiler control quadrant. The spoiler mixer
and give an input to the flight spoiler actuators. moves the WSA and WSB spoiler wing cables, and the
flight spoilers start to move.
When the pilot turns the control wheel clockwise, the
27-61-CC-013 Rev 1 09/09/1998
flight spoilers on the right wing start to move up. Functional Description - Speedbrake Control
When the control wheel turns more, the flight spoilers
on the right wing move more. The flight spoilers on the When the pilot moves the speedbrake lever, the SBA and
right wing move to their maximum positions when the SBB speedbrake lever cables move a quadrant in the
control wheel moves more than 87 degrees. spoiler ratio changer. The spoiler ratio changer moves
the WSA and WSB spoiler wing cables. The flight
spoilers start to move up after 5 degrees of speedbrake
27-61-CC
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737-300/400/500 TRAINING MANUAL
FLIGHT SPOILER CONTROL SYSTEM -- FUNCTIONAL DESCRIPTION
lever movement. The flight spoilers on each wing move
symmetrically.
27-61-CC
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737-300/400/500 TRAINING MANUAL
7
6
GROUND SPOILER
CONTROL VALVE
WSA
SPOILER
WSB RATIO
CHANGER
SPOILER CONTROL SPOILER
QUADRANT MIXER
3
WSB 2
SPEEDBRAKE AB
LEVER
AA
CONTROL FLIGHT
WHEEL WSA SPOILER
ACTUATOR
AILERON
SPRING FLIGHT SPOILER
CARTRIDGE ACTUATOR QUADRANT
TRANSFER
MECHANISM SBB BODY
QUADRANT
SBA
27-61-CC-013 Rev 1 09/09/1998
ACBB
AB
ACBA
AILERON PCU
AA
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737-300/400/500 TRAINING MANUAL
SPPEDBRAKE CONTROL SYSTEM -- INTRODUCTION
Purpose inbd - inboard
kts - knots
The speedbrake control system decreases lift and LI - left inboard
increases drag during landing and refused takeoff.
MLG - main landing gear
The ground spoilers are the most outboard and the most PCU - power control unit
inboard spoiler on each wing. prox - proximity
REF - reference
Speedbrake Control REV - reverser
RO - right outboard
During speedbrake control the spoilers on the two wings
RTO - refused takeoff
move symmetrically.
R/A - radio altitude
The pilots manually give commands for speedbrake sect - section
control with a speedbrake lever on the control stand. SNSR - sensor
The autopilot does not control the speedbrake function. spdbk - speedbrake
sw - switch
Auto Speedbrake Control
sys - system
The auto speedbrake function supplies automatic TE - trailing edge
extension or retraction of all the spoilers during TD - time delay
landing or refused takeoff. v - volts
ww - wheel well
Abbreviations and Acronyms
dc - direct current
FCC - flight control computer
ft - feet
fwd - forward
FWD - forward
gnd - ground
27-62-CC
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737-300/400/500 TRAINING MANUAL
AILERON
FLIGHT
SPOILERS
(6 AND 7)
GROUND
SPOILERS
(5, 8, AND 9)
FLIGHT
SPOILERS
(2 AND 3) AILERON
GROUND
27-62-CC-016 Rev 1 09/09/1998
SPOILERS
(0, 1, AND 4)
LONGITUDINAL
AXIS
27-62-CC
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737-300/400/500 TRAINING MANUAL
SPEEDBRAKE CONTROL SYSTEM -- GENERAL DESCRIPTION - 1
THIS PAGE INTENTIONALLY LEFT BLANK
27-62-CC-001 Rev 1 10/19/2000
27-62-CC
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737-300/400/500 TRAINING MANUAL
SPEEDBRAKE CONTROL SYSTEM -- GENERAL DESCRIPTION - 1
General - Speedbrake takeoff warning switch
- Ground spoiler bypass valve proximity sensors.
The pilot uses the speedbrake lever to manually move
the ground spoilers. The auto speedbrake actuator The speedbrake takeoff warning switch sends lever
automatically controls them. The ground spoilers only position data to the landing gear logic shelf. The
move when the speedbrake lever moves while the airplane logic shelf uses this data for takeoff warning. See the
is on the ground. takeoff warning system section for more information
(ATA 27-09).
Manual Operation
The two ground spoiler bypass valve proximity sensors
The flight crew uses the speedbrake lever to move the are used for air/ground indication and control. See the
ground spoilers up. The speedbrake lever gives air/ground system section for more information (ATA 32-
mechanical input through the speedbrake forward drum 09).
and lever brake to the spoiler mixer and ratio changer.
The spoiler mixer mechanically moves the ground spoiler Automatic Operation
control valve. The ground spoiler control valve sends
hydraulic system A pressure to the ground spoiler The auto speedbrake module controls the automatic
bypass valve. A cable from the right main landing gear operation of the speedbrakes. The auto speedbrake
torsion links moves the ground spoiler bypass valve module uses data from these sources:
when the airplane is on the ground. The ground spoiler
bypass valve then sends hydraulic power to the ground - Speedbrake arming switch
spoiler actuators, which move all the ground spoilers. - Speedbrake refused takeoff switch
There is one actuator for each outboard ground spoiler - Antiskid/autobrake control unit (ACU)
and two actuators for each inboard ground spoiler. - Air/ground relays (2)
- Autothrottle switches (2).
There is no manual reversion for the ground spoilers.
27-62-CC-001 Rev 1 10/19/2000
27-62-CC
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737-300/400/500 TRAINING MANUAL
SPEEDBRAKE CONTROL SYSTEM -- GENERAL DESCRIPTION - 1
operation. This causes all the ground spoilers to move
up.
Indications
27-62-CC
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737-300/400/500 TRAINING MANUAL
AUTO SPEEDBRAKE
ACTUATOR
GROUND SPOILER
BYPASS VALVE
SPEEDBRAKE PROXIMITY
REFUSED TAKEOFF RIGHT MAIN LANDING SENSOR (2)
(RTO) SWITCH GEAR TORSION LINKS
SPEEDBRAKE LEVER
SPEED BRAKE
SPEEDBRAKE DO NOT ARM
ARMING SWITCH a
SPEEDBRAKE - AIR/GRD
TAKEOFF WARNING - TAKEOFF WARN
SWITCH GROUND SPOILERS (6)
LANDING GEAR LOGIC SHELF (E11)
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737-300/400/500 TRAINING MANUAL
SPEEDBRAKE CONTROL SYSTEM -- GENERAL DESCRIPTION - 2
General Ground Spoiler Bypass Valve
These are the components of the speedbrake control A push/pull cable moves the ground spoiler bypass valve
system: when the airplane is on the ground. When the bypass
valve moves, it permits hydraulic system A pressure to
- Speedbrake lever go from the ground spoiler control valve to the ground
- Auto speedbrake actuator spoiler actuators.
- Ground spoiler control valve
- Ground spoiler bypass valve Ground Spoiler Actuators
- Ground spoiler actuators.
The ground spoiler actuators use hydraulic system A
Speedbrake Lever pressure to move the ground spoilers.
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737-300/400/500 TRAINING MANUAL
GROUND
SPOILERS
GROUND
SPOILER
GROUND SPOILER
CONTROL VALVE
GROUND
SPOILER
FLIGHT
SPOILERS
GROUND
PUSH/PULL SPOILERS
CABLE
GROUND SPOILER
BYPASS VALVE SPOILER
SPEEDBRAKE MIXER
LEVER GROUND
SPOILER
RATIO SPOILER
CHANGER ACTUATOR
27-62-CC-002 Rev 1 09/09/1998
AUTO SPEEDBRAKE
ACTUATOR SPEEDBRAKE
LEVER
CABLES
FWD
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737-300/400/500 TRAINING MANUAL
SPEEDBRAKE CONTROL SYSTEM -- CONTROLS AND INDICATIONS
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737-300/400/500 TRAINING MANUAL
SPEEDBRAKE CONTROL SYSTEM -- CONTROLS AND INDICATIONS
General - Ground spoilers 0, 1, 8, and 9 move to 40 degrees.
These are the speedbrake controls and indications in When the speedbrake lever is at the FLIGHT detent (35
the flight compartment: degrees):
29 - 60
shows the maximum position of the lever. toward 26
35 FLIGHT 26 60
Full movement of the speedbrake lever is 48 degrees UP (no
from the down detent to the up position. The friction 48 60 60
detent)
force on the speedbrake lever is 20 - 28 lbs.
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737-300/400/500 TRAINING MANUAL
SPEEDBRAKE CONTROL SYSTEM -- CONTROLS AND INDICATIONS
Indications
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737-300/400/500 TRAINING MANUAL
SPEED BRAKE
ARMED LIGHT SPEED BRAKE
SPEED BRAKE ARMED
g
P1 DOWN
ARMED
SPEEDBRAKE
LEVER
DOWN
INCREASE
THRUST
ARMED
FLAP
UP
0
STAB
TRIM 1 STAB
TRIM FLIGHT
FLIGHT
DETENT
1 2 2 DETENT
5
UP
10
15
27-62-CC-005 Rev 1 02/07/2002
25
HORN
30 UP
CUTOUT 40
FLAP
PARKING DOWN
BRAKE
PULL
1 2 SPEEDBRAKE
CONTROL STAND LEVER PLACARD
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737-300/400/500 TRAINING MANUAL
SPEEDBRAKE CONTROL SYSTEM -- COMPONENT LOCATION - 1
General Electronic Equipment Compartment
The components of the speedbrake control system are in These components are in the electronic equipment
these areas: compartment:
Flight Compartment
- Speedbrake lever
- Speedbrake takeoff warning switch
- Speedbrake refused takeoff (RTO) switch.
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737-300/400/500 TRAINING MANUAL
DS 1
R
OUTBD
DS 3
L
INBD
DS 4
RT
INBD
DS 2
L
OUTBD
P/N 65-
S/N
ENGINE 2
SWITCH
MODULE
AUTO SPEEDBRAKE
MODULE (E3-2)
SPEEDBRAKE
FLIGHT LEVER SPEEDBRAKE
COMPARTMENT TAKEOFF
FLOOR WARNING
ENGINE 1 SWITCH
SWITCH
MODULE
AUTOTHROTTLE MECHANISMS
SPEEDBRAKE
SPEEDBRAKE RTO SWITCH
27-62-CC-017 Rev 1 01/14/2002
LEVER POSITION
SENSOR
SPEEDBRAKE AUTO
CONTROL STAND LEVER POSITION SPEEDBRAKE
SWITCH AND FWD ACTUATOR
SPEEDBRAKE
ARMING SWITCH FORWARD COMPONENTS
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737-300/400/500 TRAINING MANUAL
SPEEDBRAKE CONTROL SYSTEM -- COMPONENT LOCATION - 2
General
- Flight compartment
- Forward equipment compartment
- Nose landing gear wheel well
- Electronic equipment compartment
- Main landing gear wheel well
- Wings.
- Speedbrake cables
- Spoiler mixer and spoiler ratio changer (ref)
- Ground spoiler control valve.
Wing Components
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737-300/400/500 TRAINING MANUAL
INBOARD
GROUND
SPOILER OUTBOARD
GROUND
SPOILERS
SPEEDBRAKE
CABLES GROUND SPOILER
CONTROL VALVE
OUTBOARD GROUND
SPOILER ACTUATOR
(LOOKING FORWARD)
FWD
MLG WHEEL WELL
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737-300/400/500 TRAINING MANUAL
SPEEDBRAKE CONTROL SYSTEM -- SPEEDBRAKE LEVER
Purpose speedbrake lever is full up (48 degrees), the flight
spoilers move 40 degrees.
The pilots use the speedbrake lever to move the
spoilers. All the spoilers move up when the airplane is This table shows the position of the flight spoilers
on the ground, and only the flight spoilers move up and the ground spoilers at some of the speedbrake lever
when the airplane is in the air. positions. All positions show in degrees.
Location
Speedbrake Ground
The speedbrake lever is on the control stand. Flight Spoiler
Lever Detent Spoiler
Position
Angle Position
Physical Description
0 DOWN 0 0
The speedbrake lever has detents at these positions: 4 ARMED 0 0
5 - 8 - start to move 0
- Down between 0 and
31 - 60
- Armed 40
- Flight detent. 36 FLIGHT 26 60
48 UP (no detent) 40 60
A placard adjacent to the speedbrake lever shows the
position of the lever. The up position on the placard
shows the maximum position of the lever.
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737-300/400/500 TRAINING MANUAL
SPEED BRAKE
ARMED LIGHT SPEED BRAKE
SPEED BRAKE ARMED
g
DOWN
DO NOT ARM LIGHT SPEED BRAKE
DO NOT ARM
a
P1 ARMED
SPEEDBRAKE
LEVER
FLIGHT
DETENT
UP
27-62-CC-003 Rev 1 08/27/1999
SPEEDBRAKE
LEVER
PLACARD
CONTROL STAND
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737-300/400/500 TRAINING MANUAL
SPEEDBRAKE CONTROL SYSTEM -- FORWARD COMPONENTS
THIS PAGE INTENTIONALLY LEFT BLANK
27-62-CC-004 Rev 1 09/09/1998
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737-300/400/500 TRAINING MANUAL
SPEEDBRAKE CONTROL SYSTEM -- FORWARD COMPONENTS
Purpose Speedbrake Lever Brake
The speedbrake lever brake causes speedbrake lever The lever brake receives inputs from the speedbrake
movement to go to the forward drum. It also supplies a lever and the auto speedbrake actuator. The lever brake
friction force to the speedbrake lever to prevent uses these inputs to move the forward drum.
accidental movement of the speedbrake lever.
The lever brake has a no-back brake assembly. This
The speedbrake forward drum connects the speedbrake permits movement of the auto speedbrake actuator to
lever to the speedbrake lever cables. The speedbrake cause a backdrive of the speedbrake lever but prevents
forward drum also has a cam that operates the movement of the speedbrake actuator from the speedbrake
speedbrake arming switch. The switch operates the auto lever. It also lets the pilot do an override of the
speedbrake function. position of the auto speedbrake actuator.
The auto speedbrake actuator moves the speedbrake lever Speedbrake Forward Drum
to operate the ground spoilers during landings and
refused takeoffs. The speedbrake forward drum receives inputs from the
lever brake and operates these components:
Location
- Speedbrake lever cables
These components are below the flight compartment - Speedbrake arming switch
floor: - Speedbrake lever position sensor.
- Speedbrake lever brake The speedbrake forward drum also has a detent cam. The
- Speedbrake forward drum detent cam has the arm detent and the flight detent for
- Speedbrake arming switch the speedbrake lever.
- Speedbrake lever position sensor
27-62-CC-004 Rev 1 09/09/1998
- Auto speedbrake actuator. The speedbrake lever cables supply inputs to the
spoiler ratio changer.
To get access, go through the forward equipment
compartment access door. Speedbrake Arming Switch
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737-300/400/500 TRAINING MANUAL
SPEEDBRAKE CONTROL SYSTEM -- FORWARD COMPONENTS
operation. This switch operates when the speedbrake
lever moves from the DOWN detent to the ARM detent.
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737-300/400/500 TRAINING MANUAL
SPEEDBRAKE LEVER
FLIGHT
COMPARTMENT
FLOOR CONTROL
ROD
LEVER
BRAKE
CONTROL STAND
AUTO
CONTROL SPEEDBRAKE
ROD ACTUATOR
FWD
ARM
DETENT
SPEEDBRAKE
FLIGHT ARMING SWITCH
DETENT
27-62-CC-004 Rev 1 09/09/1998
SPEEDBRAKE
SPEEDBRAKE LEVER POSITION
FORWARD DRUM SENSOR
AUTO
SPEEDBRAKE SPEEDBRAKE
LEVER POSITION ACTUATOR
SENSOR SHAFT
SPEEDBRAKE LEVER
FWD CABLES TO SPOILER
RATIO CHANGER FWD
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737-300/400/500 TRAINING MANUAL
SPEEDBRAKE CONTROL SYSTEM -- SPEEDBRAKE RTO AND TAKEOFF WARNING SWITCHES
Purpose See the takeoff warning section for more information
about takeoff warning (ATA 27-09).
The speedbrake RTO switch sends a signal to the auto
speedbrake module. This operates the auto speedbrake
function during refused takeoffs.
Location
Physical Description
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737-300/400/500 TRAINING MANUAL
THRUST
SPEEDBRAKE REVERSER
LEVER LEVERS
FWD TAKEOFF
WARNING
SWITCH SPEEDBRAKE LEVER
TAB LIFTING TAB
SPEEDBRAKE
TAKEOFF
WARNING
SWITCH
LIFTING ARM
CAM FOLLOWER
THRUST
REVERSER
CAM
27-62-CC-006 Rev 1 07/25/2000
SPEEDBRAKE
RTO SWITCH THRUST
REVERSER
DRUM
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737-300/400/500 TRAINING MANUAL
SPEEDBRAKE CONTROL SYSTEM -- ENGINE THROTTLE SWITCHES
Purpose
Location
Physical Description
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737-300/400/500 TRAINING MANUAL
ENGINE 2
SWITCH
MODULE
(M1640)
FLOOR BEAM
(STA 360)
ENGINE 2
THROTTLE
CABLES
27-62-CC-007 Rev 1 09/09/1998
FWD
ENGINE 1
SWITCH
ENGINE 1 MODULE
THROTTLE (M1639)
CABLES
AUTOTHROTTLE MECHANISMS
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737-300/400/500 TRAINING MANUAL
SPEEDBRAKE CONTROL SYSTEM -- AUTO SPEEDBRAKE MODULE
Purpose the main landing gear wheels turn faster than 60 knots,
and the speedbrake arming switch or the speedbrake
The auto speedbrake module controls the auto speedbrake refused takeoff switch closes. There is one light for
function. each wheel.
Location Two of the lights (DS3 and DS4) also come on for four
seconds after the airplane goes from in the air to on
The auto speedbrake module is on the E3-2 rack in the the ground.
electronic equipment compartment.
Interfaces
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737-300/400/500 TRAINING MANUAL
WHEEL SPIN-UP
LIGHTS (4)
DS 1
R
AUTO OUTBD
SPEEDBRAKE
MODULE DS 3
L
ANTISKID INBD
CONTROL
DS 4
UNIT (REF) RT
INBD
AUTO
DS 2 SPEEDBRAKE
L ACTUATOR
OUTBD
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737-300/400/500 TRAINING MANUAL
SPEEDBRAKE CONTROL SYSTEM -- SPEEDBRAKE CABLE SYSTEM
Purpose
Location
Physical Description
Functional Description
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737-300/400/500 TRAINING MANUAL
SPEEDBRAKE
CABLES
(SBA & SBB)
SPEEDBRAKE
LEVER
FLIGHT
DECK FLOOR
FWD
MLG WHEEL WELL
SPEEDBRAKE
FORWARD
27-62-CC-019 Rev 1 02/07/2002
DRUM
SPEEDBRAKE
CABLES
(SBA & SBB) FWD
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737-300/400/500 TRAINING MANUAL
SPEEDBRAKE CONTROL SYSTEM -- GROUND SPOILER CONTROL VALVE
Purpose
Location
Physical Description
You may use the rigging tool to connect and adjust the
control rod, but it is not necessary.
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737-300/400/500 TRAINING MANUAL
RIGGING
TOOL
CONTROL
ROD FWD
SPOILER MIXER AND CONTROL
RATIO CHANGER ROD
FWD
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737-300/400/500 TRAINING MANUAL
SPEEDBRAKE CONTROL SYSTEM -- GROUND SPOILER BYPASS VALVE
Purpose Training Information Point
The ground spoiler bypass valve lets the ground You can rig the ground spoiler bypass valve with the
spoilers operate only when the airplane is on the airplane weight on the wheels or with the airplane on
ground. jacks.
Location
Physical Description
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737-300/400/500 TRAINING MANUAL
PUSH-PULL
CABLE
AIR SAFETY
SENSOR (REF)
FWD
PUSH-PULL
CABLE
GROUND SAFETY
SENSOR (REF)
27-62-CC-010 Rev 1 09/09/1998
FWD
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737-300/400/500 TRAINING MANUAL
SPEEDBRAKE CONTROL SYSTEM -- GROUND SPOILER ACTUATORS
Purpose When the outboard ground spoiler actuator receives
extend pressure, the pressure causes the locking piston
The ground spoiler actuators use hydraulic power to to compress the spring. This permits the locking keys
move the ground spoilers. to move in. This unlocks the piston assembly and
permits it to extend.
Location
When the inboard ground spoiler actuator receives
There are two ground spoiler actuators for each inboard extend pressure, the pressure causes the locking piston
ground spoiler and one ground spoiler actuator for each to compress the spring. This permits the locking keys
outboard ground spoiler. to move in. This unlocks the piston assembly and
permits it to retract. The inboard ground spoiler
The ground spoiler actuators attach to the rear spar of actuator operates the inboard ground spoiler through an
the wing below each ground spoiler. To get access, idler crank and pushrod.
raise the spoiler panels and extend the TE flaps.
Functional Description
- Piston assembly
- Locking piston
- Locking keys
- Spring.
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737-300/400/500 TRAINING MANUAL
INBOARD OUTBOARD
GROUND GROUND
SPOILER SPOILERS
SPOILER PANEL
FWD
FWD
INBOARD
GROUND INBOARD
SPOILER GROUND
ACTUATORS SPOILER
OUTBOARD GROUND
SPOILER ACTUATOR
IDLER
CRANK EXTEND RETRACT
LOCKING LOCKING
PISTON KEY FWD
PUSHROD PISTON
ASSEMBLY
RETRACT EXTEND
27-62-CC-011 Rev 1 09/09/1998
INBOARD LOCKING
GROUND KEY
SPOILER
ACTUATOR
PISTON LOCKING
INBOARD GROUND SPOILER ACTUATOR ASSEMBLY PISTON OUTBOARD GROUND SPOILER ACTUATOR
SPEEDBRAKE CONTROL SYSTEM - GROUND SPOILER ACTUATORS
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737-300/400/500 TRAINING MANUAL
SPEEDBRAKE CONTROL SYSTEM -- GROUND SPOILERS
Purpose When you do maintenance around the spoilers, obey this
warning:
The ground spoilers reduce lift and increase drag of
the airplane during landing and refused takeoffs. WARNING: DO NOT PUT A PART OF YOUR BODY BETWEEN THE
SPOILER AND THE WING UNLESS YOU REMOVE THE
Location HYDRAULIC POWER. THE SPOILERS CAN CAUSE INJURY
TO PERSONS.
There are three ground spoilers on each wing. The
ground spoilers are at the fixed trailing edge of the
wings. On each wing, there is one ground spoiler
inboard of the engine strut and two ground spoilers
just inboard of the aileron.
Physical Description
Functional Description
When you rig the spoilers, keep a small gap between the
spoiler and the TE flap.
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737-300/400/500 TRAINING MANUAL
GROUND
SPOILER 4 GROUND
SPOILER 1
GROUND
SPOILER 0
SPOILER PANE
(SHOWN UP)
27-62-CC-012 Rev 1 09/09/1998
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737-300/400/500 TRAINING MANUAL
SPEEDBRAKE CONTROL SYSTEM -- FUNCTIONAL DESCRIPTION - AUTO SPEEDBRAKE
THIS PAGE INTENTIONALLY LEFT BLANK
27-62-CC-013 Rev 1 09/09/1998
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737-300/400/500 TRAINING MANUAL
SPEEDBRAKE CONTROL SYSTEM -- FUNCTIONAL DESCRIPTION - AUTO SPEEDBRAKE
General The auto speedbrake actuator does not retract when you
move the speedbrake lever to the down position.
The auto speedbrake module and the auto speedbrake
relays control the automatic operation of the Refused Takeoffs (RTO)
speedbrakes. The auto speedbrake module and the auto
speedbrake relays use data from these sources: During an RTO when the pilot moves at least one of the
thrust reverser levers, the speedbrake refused takeoff
- Speedbrake arming switch switch closes. This lets the auto speedbrake actuator
- Speedbrake refused takeoff switch extend fully. This gives a command for all spoilers to
- Engine switch modules move up.
- Antiskid control unit
- Air/ground relays. The auto speedbrake actuator retracts if one or the
other thrust lever is more than the idle position.
Landing
Indications
During landing the auto speedbrake operates when all
these conditions occur: The auto speedbrake module controls the amber
SPEEDBRAKE DO NOT ARM light and the green SPEEDBRAKE
- The main landing gear is on the ground, or the main ARMED light.
landing gear wheels do a spin-up
- The speedbrake lever is in the armed position The SPEEDBRAKE DO NOT ARM light comes on when the
- Left and right thrust levers are at idle. automatic operation of the speedbrake system does not
arm correctly. This occurs when the speedbrake lever is
Before the pilots make a landing, they arm the in the ARMED detent, or a thrust lever is in reverse,
speedbrake lever. During the flare or at touchdown the and one of the these occurs:
pilots move the two thrust levers to idle. Immediately
27-62-CC-013 Rev 1 09/09/1998
after touchdown the auto speedbrake actuator fully - Antiskid system not in operation
extends the speedbrake lever. This gives a command for - Auto speedbrake actuator not retracted
all spoilers to move up. - Disagreement between the wheel spin speeds and
air/ground signals
The auto speedbrake actuator retracts if one or the - Internal faults in the auto speedbrake module.
other thrust lever is more than the idle position.
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737-300/400/500 TRAINING MANUAL
SPEEDBRAKE CONTROL SYSTEM -- FUNCTIONAL DESCRIPTION - AUTO SPEEDBRAKE
The SPEEDBRAKE ARMED light comes on when the automatic
operation of the speedbrake system arms. This occurs
when the speedbrake lever is in the ARMED detent, or a
thrust lever is in reverse, and all of these occur:
Two of the lights (DS3 and DS4) also come on for four
seconds after the airplane goes from in the air to on
the ground.
27-62-CC-013 Rev 1 09/09/1998
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737-300/400/500 TRAINING MANUAL
28V DC
BUS 2 DS 1
DS 2
L
ARM AUTOBRAKE OUTBD RAISE
DISARM AUTO
S276 SPEEDBRAKE SPEEDBRAKE
ARMING SWITCH RETRACT ACTUATOR
ADVANCED
LEFT AND RIGHT THRUST IDLE
AND
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737-300/400/500 TRAINING MANUAL
SPEEDBRAKE CONTROL SYSTEM -- FUNCTIONAL DESCRIPTION - HYDRAULIC
General When the speedbrake lever moves, the spoiler ratio
changer also operates the flight spoilers. See the
The pilots use the speedbrake lever to operate the flight spoiler control section for more information
ground spoilers. The auto speedbrake module (ATA 27-61).
automatically operates all the spoilers on the ground.
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737-300/400/500 TRAINING MANUAL
SPOILER DOWN
SPOILER UP
SPEEDBRAKE AUTO
LEVER SPEEDBRAKE
ACTUATOR GROUND SPOILER
CONTROL VALVE
AIR
GROUND
GROUND SPOILER
BYPASS VALVE
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737-300/400/500 TRAINING MANUAL
ELEVATOR AND TAB CONTROL SYSTEM -- INTRODUCTION
Purpose S/B - speedbrake
SOV - shutoff valve
The elevators control the pitch attitude of the stab - stabilizer
airplane around the lateral axis.
sec - section
Location TE - trailing edge
vlv - valve
The elevators are on the trailing edge of the xfer - transfer
horizontal stabilizer.
Pitch control
A/P - autopilot
A/S - airspeed
C/W - control wheel
27-31-CC-001 Rev 1 09/09/1998
cntl - control
FCC - flight control computer
gnd - ground
LE - leading edge
MLG - main landing gear
NLG - nose landing gear
PCU - power control unit
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737-300/400/500 TRAINING MANUAL
ELEVATOR (2)
LATERAL
AXIS
HORIZONTAL
STABILIZER
27-31-CC-001 Rev 1 09/09/1998
PITCH
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737-300/400/500 TRAINING MANUAL
ELEVATOR AND TAB CONTROL SYSTEM -- GENERAL DESCRIPTION - 1
General it gives a mechanical input to the elevator PCUs. See
the horizontal stabilizer trim control section for more
The pilot controls the elevators manually. The information about the elevator neutral shift functional
autopilot system controls them automatically. description.
The pilot moves the control column forward or aft to Pitot tubes give pitot pressure to the feel computer.
control the pitch attitude of the airplane. The control The feel computer increases metered pressure to the
column gives mechanical input to the elevator power dual feel actuator in the feel and centering unit. The
control unit (PCU) through cables and linkages. The feel force increases as the airspeed increases.
elevator PCU uses hydraulic pressure to mechanically
move the elevator through the output torque tube. Elevator Tab
Autopilot Operation The elevator tab balances the elevator. As the elevator
moves, the tab moves in a direction that is opposite to
When you engage the autopilot, the autopilot system the elevator movement.
gives a mechanical input to the elevator PCU. See the
digital flight control system section for more
information.
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737-300/400/500 TRAINING MANUAL
CONTROL
COLUMN (2)
FCC (2)
AUTOPILOT
ACTUATOR (2) ELEVATOR
TAB (2)
FEEL AND
CENTERING ELEVATOR ELEVATOR (2)
UNIT PCU (2)
ELEVATOR
STABILIZER FEEL
COMPUTER
27-31-CC-002 Rev 1 07/11/2000
LEGEND
ELECTRICAL
MECHANICAL HYDRAULIC PITOT HYDRAULIC
HYDRAULIC SYSTEM A TUBE (2) SYSTEM B
PNEUMATIC
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737-300/400/500 TRAINING MANUAL
ELEVATOR AND TAB CONTROL SYSTEM -- GENERAL DESCRIPTION - 2
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737-300/400/500 TRAINING MANUAL
ELEVATOR AND TAB CONTROL SYSTEM -- GENERAL DESCRIPTION - 2
General Elevator Control Cables
These are the components of the elevator and tab The elevator left and right body control cables EA and
control system: EB move the elevator aft control quadrant, which
provides an input to the elevator input torque tube.
- Control columns (2)
- Elevator forward control quadrants (2) Elevator Input Torque Tube
- EA and EB; left and right body cables
- Elevator aft control quadrants (2) Pilot and flight control computer inputs move the
- Elevator input torque tube elevator input torque tube. The elevator input torque
- Elevator power control units (2) tube moves the elevator PCU input rods.
- Elevator output torque tube
- Elevators (2) Elevator Power Control Units
- Elevator feel computer
- Elevator feel and centering unit The two elevator power control units (PCUs) move the
- Balance panels (6) and tabs (2) elevator output torque tube. The PCU rod end is fixed
- Neutral shift rods (2). and the housing moves the elevator output torque tube.
Input from the input torque tube is transmitted through
Control Columns input rods to the PCUs.
The control columns move the elevator forward quadrant Elevator Output Torque Tube
and the elevator control cables.
The output torque tube moves the elevators through the
If a jam occurs in one column, a breakout mechanism elevator control rods.
allows elevator input by the other column.
Elevators
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ELEVATOR AND TAB CONTROL SYSTEM -- GENERAL DESCRIPTION - 2
Elevator Feel Computer Elevator Neutral Shift - Stabilizer Input
The elevator feel computer controls hydraulic pressure The stabilizer moves two elevator neutral shift rods.
to the elevator dual feel actuator. The feel computer The neutral shift rods provide an input to the
gets inputs from the horizontal stabilizer, pitot elevators through the mach trim actuator, the feel and
tubes, and hydraulic system A and B. centering unit, and the elevator input torque tube to
the PCUs. When the elevator input torque tube moves, it
Elevator Feel and Centering Unit also backdrives the control cables which move the
control columns to their new neutral position.
Feel force is provided by the feel and centering unit
and the dual feel actuator. Inputs to the feel and
centering unit are provided by the stabilizer, the
flight control computers, and elevator feel computer.
The stabilizer inputs go through the elevator neutral
shift rods. The flight control computer inputs go
through the mach trim actuator. The elevator feel
computer inputs go through the dual feel actuator. The
dual feel actuator adds a variable feel force to the
spring force in the feel and centering unit.
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737-300/400/500 TRAINING MANUAL
ELEVATOR OUTPUT
TORQUE TUBE
ELEVATOR
PCU
ELEVATOR
CONTROL ROD
ELEVATOR PCU
HORIZONTAL INPUT ROD
STABILIZER
ELEVATOR
ELEVATOR
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AUTOPILOT
ACTUATOR
INPUT
ELEVATOR INPUT
TORQUE TUBE
ELEVATOR ELEVATOR AFT
ELEVATOR FORWARD CONTROL CABLES CONTROL QUADRANT
CONTROL QUADRANT
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737-300/400/500 TRAINING MANUAL
ELEVATOR AND TAB CONTROL SYSTEM -- CONTROLS AND INDICATIONS
General
Controls
Indications
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737-300/400/500 TRAINING MANUAL
FEEL DIFF
PRESS LIGHT
OFF OFF
FEEL DIFF
PRESS
a
ON ON SPEED TRIM
FAIL
a
MACH TRIM
YAW DAMPER FAIL a
OFF
ON
CONTROL COLUMN
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737-300/400/500 TRAINING MANUAL
ELEVATOR AND TAB CONTROL SYSTEM -- COMPONENT LOCATION
General - Elevator input torque tube
- Elevator PCUs (2)
The elevator components are in these six locations: - Elevator output torque tube
- Elevator feel and centering unit.
- Flight compartment
- Forward equipment compartment Vertical Stabilizer Components
- Empennage
- Vertical stabilizer The feel system pitot tubes are in the vertical
- Stabilizer jackscrew compartment stabilizer.
- Horizontal stabilizer.
Stabilizer Jackscrew Compartment Components
Flight Compartment Components
The elevator feel computer is in the stabilizer
These are the elevator components in the flight jackscrew compartment.
compartment:
Horizontal Stabilizer Components
- Control columns (2)
- FEEL DIFF PRESS light on the P5 forward overhead These are the elevator components on the horizontal
panel (not shown). stabilizer:
Empennage Components
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737-300/400/500 TRAINING MANUAL
FWD
ELEVATOR
ELEVATOR OUTPUT TORQUE
CONTROL TUBE
CABLES
PITOT
TUBE (2)
FWD ELEVATOR
FEEL FWD
COMPUTER
CONTROL
COLUMN (2)
ELEVATOR
PCU (2)
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ELEVATOR FEEL
AND CENTERING
ELEVATOR UNIT
FORWARD CONTROL
QUADRANT (2)
ELEVATOR
ELEVATOR ELEVATOR INPUT TORQUE
FWD TUBE
BALANCE AFT CONTROL
WEIGHT (2) QUADRANT (2)
ELEVATOR AND TAB CONTROL SYSTEM - COMPONENT LOCATION
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ELEVATOR AND TAB CONTROL SYSTEM -- CONTROL COLUMN AND ELEVATOR FORWARD CONTROL QUADRANT
Purpose Functional Description
Each pilot uses a control column for pitch control The control columns move the forward input torque tube.
through the elevator forward control quadrants. This moves the elevator forward control quadrants and
the cables to control the elevator position.
Location
The column balance weights balance out the weight of
The two control columns are in the flight compartment. the upper part of the control column. This prevents
The elevator forward control quadrants are under the elevator input from the weight of the control column
flight compartment. when the pilot does not make a control input.
Physical Description
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737-300/400/500 TRAINING MANUAL
ELEVATOR
CONTROL
CABLES
ELEVATOR
CONTROL
COLUMN (2)
FLIGHT
COMPARTMENT
FLOOR (REF)
FORWARD INPUT
TORQUE TUBE
FWD
EA
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EB
ELEVATOR AND TAB CONTROL SYSTEM - CONTROL COLUMN AND ELEVATOR FORWARD CONTROL QUADRANT
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737-300/400/500 TRAINING MANUAL
ELEVATOR AND TAB CONTROL SYSTEM -- ELEVATOR CABLE SYSTEM
Purpose
Location
Physical Description
Functional Description
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737-300/400/500 TRAINING MANUAL
EB EA ELEVATOR
EA EB PCU (2)
ELEVATOR FWD
CONTROL
CABLES
AFT ELEVATOR
CONTROL QUADRANT (2)
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TORQUE TUBE
FWD
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ELEVATOR AND TAB CONTROL SYSTEM -- ELEVATOR INPUT TORQUE TUBE
Purpose When the elevator aft control quadrants move, they move
the elevator input torque tube. This moves the elevator
The elevator input torque tube transmits elevator PCU input cranks.
inputs to the elevator PCUs.
Location
Physical Description
Functional Description
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737-300/400/500 TRAINING MANUAL
ELEVATOR
NEUTRAL SHIFT
RODS
ELEVATOR
PCU (2)
MACH TRIM
ACTUATOR
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ELEVATOR AND TAB CONTROL SYSTEM -- ELEVATOR POWER CONTROL UNIT
Purpose pressure to the actuator. This causes the housing to
move and changes the output torque tube position.
The elevator power control units (PCUs) use hydraulic
power to move the elevators. The lower input crank connects to the primary slide and
the upper input crank connects to the secondary slide.
Location A linkage inside the PCU connects the two input cranks.
Movement of the primary slide supplies one half the
The two elevator PCUs are on the empennage wall. The total flow rate, the movement of the secondary slide
right PCU gets system B pressure and the left PCU gets supplies the other half. The primary slide moves to its
system A pressure. full effective stroke before the secondary crank starts
moving the secondary slide.
Physical Description
If the primary slide becomes disconnected from the
The elevator PCU has these parts: primary input crank, the secondary input crank operates
the actuator as a backup.
- Movable housing connected to the output torque
tube During a manual reversion, a spring moves the bypass
- Fixed piston connected to structure. valve to the bypass position and connects the two sides
of the actuator. This prevents a hydraulic lock
The elevator PCU housing contains these components: condition. The pilot then gives an input to the
elevators through the mechanical stops after one degree
- Main Actuator of control column movement.
- Filter
- Bypass valve Training Information Point
- Main Control valve
- Primary and a secondary input cranks The two elevator PCUs are identical and interchangeable
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- External mechanical stops (2). with each other and with the aileron PCUs.
Functional Description
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ELEVATOR OUTPUT
TORQUE TUBE
ACTUATOR
PRESSURE
ELEVATOR PORT
PCU (2)
FILTER
BYPASS
VALVE
ELEVATOR SECONDARY
INPUT TORQUE SECONDARY INPUT
TUBE SLIDE CRANK
EXTERNAL
CONTROL MECHANICAL
VALVE STOPS
RETURN
ELEVATOR PCU SCHEMATIC
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ELEVATOR AND TAB CONTROL SYSTEM -- ELEVATOR OUTPUT TORQUE TUBE
Purpose
Location
Physical Description
Functional Description
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737-300/400/500 TRAINING MANUAL
ELEVATOR OUTPUT
TORQUE TUBE
ELEVATOR
CONTROL ROD
(2) ELEVATOR
(2)
ELEVATOR
PCU
FWD
ELEVATOR OUTER
TORQUE TUBE
ELEVATOR PCU
INPUT (2) INNER TORQUE TUBE
ELEVATOR
BUS CRANK (2)
ELEVATOR
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CONTROL ROD
(2)
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ELEVATOR AND TAB CONTROL SYSTEM -- ELEVATOR FEEL AND CENTERING UNIT
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ELEVATOR AND TAB CONTROL SYSTEM -- ELEVATOR FEEL AND CENTERING UNIT
Purpose Functional Description
The elevator feel and centering unit gives variable The centering springs hold the roller in the center of
feel force to the pilot. It also moves the control the cam. When the control column moves, the cam turns
column to a neutral position when there is no input. with the shaft and moves the roller up on the cam. This
extends the springs and supplies a feel force to the
Location pilot.
The elevator feel and centering unit attaches to When the pilot releases the control column, the spring
structure on the empennage. force causes the roller to move to the cam detent. The
system moves to the neutral position.
Physical Description
Functional Description - Dual Feel Actuator
The elevator feel and centering unit has these
components: At high airspeeds, the elevator feel computer increases
the metered pressure to the dual feel actuator. The
- Housing system A and system B metered pressures are not equal.
- Centering spring (2) This moves the housing of the dual feel actuator to the
- Centering cam end of travel.
- Roller
- Centering linkage When the centering cam turns, the centering linkage
- Dual feel actuator. pulls against the highest of the two computed
pressures. This adds an adjustable extra feel force to
The mach trim actuator attaches on the top of the the feel and centering spring.
housing.
Autopilot Operation - Mach Trim
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ELEVATOR AND TAB CONTROL SYSTEM -- ELEVATOR FEEL AND CENTERING UNIT
See the digital flight control system section for more
information about the mach trim actuator operation.(AMM
PART I 22-11)
Stabilizer Trim
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737-300/400/500 TRAINING MANUAL
HORIZONTAL
STABILIZER
CONTROL ELEVATOR
COLUMN (2) PCU (2) ELEVATOR (2)
CENTERING
LINKAGE
ROLLER
FWD
HOUSING
ROLLER
ARM CENTERING
CAM
CENTERING
MACH TRIM SPRING (2)
ACTUATOR
DUAL FEEL
NEUTRAL SYSTEM B RETURN SYSTEM A ACTUATOR
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ELEVATOR AND TAB CONTROL SYSTEM - ELEVATOR FEEL AND CENTERING UNIT
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ELEVATOR AND TAB CONTROL SYSTEM -- ELEVATOR FEEL COMPUTER
Purpose
Location
Physical Description
Functional Description
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737-300/400/500 TRAINING MANUAL
PITOT TUBES
AFT PRESSURE
BULKHEAD
STABILIZER
INPUT ROD
FWD
FWD
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ELEVATOR AND TAB CONTROL SYSTEM -- ELEVATOR FEEL COMPUTER - FUNCTIONAL DESCRIPTION
General and system B, pitot pressure, and stabilizer mechanical
inputs.
The elevator feel computer receives pitot pressure,
hydraulic pressure, and mechanical inputs. The elevator Hydraulic pressure from the system A and B flight
feel computer sends metered hydraulic pressure output control modules goes to the pressure ports.
to the dual feel actuator on the elevator feel and
centering unit. As the airspeed increases, pitot pressure goes through
the pitot port and pushes on the Q diaphragm. The Q
Physical Description diaphragm pushes and moves the relief valve. This
movement is in proportion to the airspeed. When the
The elevator feel computer has these components: relief valve moves, it pushes the force balance valve.
The force balance valve controls hydraulic pressure
- Stabilizer actuated cam (2) that goes to the dual feel actuator. As the airspeed
- Q diaphragm (2) increases, the feel force increases.
- Droop spring (2)
- Relief valve (2) The stabilizer-operated cam position has an effect on
- Force balance valve (2) the range that the Q diaphragm can move because of the
- Differential pressure switch. pitot pressure. As the stabilizer moves from 0 to 17
units of trim, the cam turns. This sets a limit on the
The elevator feel computer has these ports: increase in feel force because of increased airspeed.
If the stabilizer input to the elevator feel computer
- Pneumatic pitot port (2) disconnects, the spring moves the cam to the maximum
- Pneumatic static port (2) feel pressure position.
- Hydraulic pressure port (2)
- Hydraulic return port (2) Monitor
- Hydraulic computed pressure port (2).
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737-300/400/500 TRAINING MANUAL
SYSTEM B SYSTEM A
METERED METERED STATIC PORT (2)
PRESSURE PRESSURE
DROOP SPRING
STABILIZER-
OPERATED CAM:
17 UNITS TRIM
0 UNITS TRIM
RELIEF
VALVE
STABILIZER
FORCE
BALANCE
VALVE
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SYSTEM B SYSTEM A
FLIGHT CONTROL FLIGHT CONTROL
MODULE MODULE FLAPS UP
28V DC
DIFF > 25%
INDICATOR
MASTER DIM FEEL DIFF DIFFERENTIAL NOT UP
SECT 4 PRESS a PRESSURE SW
MACH TRIM SW
P6 CB PANEL (P5) (FLAP CONTROL UNIT)
ELEVATOR AND TAB CONTROL SYSTEM - ELEVATOR FEEL COMPUTER - FUNCTIONAL DESCRIPTION
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ELEVATOR AND TAB CONTROL SYSTEM -- ELEVATOR AND TAB
Purpose elevator tab in a direction opposite to the elevator
movement.
The elevators control the pitch attitude of the
airplane around the lateral axis. Elevator travel has a limit set by the stroke of the
elevator power control units. The stabilizer neutral
Location position is three units of trim. When the stabilizer is
neutral, and there is no FCC input to the mach trim
The elevators attach to the rear spar of the horizontal actuator, the elevator has a down-rig of four degrees
stabilizer. from the stabilizer chord line. From this position the
elevator can move 23.5 degrees up and 18.6 degrees
Physical Description down.
- Elevator
- Elevator balance panels (3)
- Elevator balance weights
- Elevator tab rods
- Elevator tab.
Functional Description
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737-300/400/500 TRAINING MANUAL
TAB
PUSHROD (2) ELEVATOR
CONTROL ROD
HORIZONTAL
STABILIZER
ELEVATOR OUTPUT
TAB TORQUE
TUBE
ELEVATOR
FWD
ELEVATOR
ELEVATOR TAB
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FWD
ELEVATOR ELEVATOR
BALANCE BALANCE
WEIGHTS PANEL (3)
ELEVATOR AND ELEVATOR TAB
ELEVATOR AND TAB CONTROL SYSTEM - ELEVATOR AND TAB
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ELEVATOR AND TAB CONTROL SYSTEM -- ELEVATOR BALANCE PANEL
Purpose
Location
Physical Description
Functional Description
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737-300/400/500 TRAINING MANUAL
BALANCE
BALANCE PANEL BALANCE PANEL ELEVATOR ADJUST
PANEL WEIGHTS HINGE (AFT) WEIGHTS (AS NECESSARY)
VENT GAP
HORIZONTAL ELEVATOR
STABILIZER
REAR SPAR
IDLER
HINGE
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737-300/400/500 TRAINING MANUAL
ELEVATOR AND TAB CONTROL SYSTEM -- ELEVATOR TAB CONTROL MECHANISM
Purpose Functional Description
The elevator tab control mechanism gives tab-assisted The elevator tab operates in the balance mode at all
elevator movement when the elevators operate. This times. As the elevator moves, the tab moves in a
helps the pilot move the elevators during manual direction that is opposite to the direction of elevator
reversion when there is no hydraulic power. movement. The aerodynamic forces on the tab help with
elevator movement.
Location
NOTE: If the elevator tab control rods are adjusted, a
The elevator tab control mechanism is between the power off flight test is required.
stabilizer aft spar and elevator forward spar. The
elevator tab rods are in the elevator and attach to the
tab.
Physical Description
- Crank mechanism
- Pushrods (2).
skin panel. The forward end of the two tab control rods
attaches to the crank. The aft end of the tab control
rods attaches to the mast fitting on the tab.
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737-300/400/500 TRAINING MANUAL
HORIZONTAL
STABILIZER
ELEVATOR TAB
CONTROL MECHANISM
FWD
TAB
ELEVATOR TAB PUSHROD
(2) ELEVATOR
MAST FITTING CONTROL
MAST COVER ROD
FITTING
ELEVATOR BALANCE
TAB ROD (2)
ELEVATOR
TAB
ELEVATOR
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OUTPUT
TORQUE
TUBE
ELEVATOR FWD
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737-300/400/500 TRAINING MANUAL
ELEVATOR AND TAB CONTROL SYSTEM -- FUNCTIONAL DESCRIPTION
General Autopilot - Elevator
The pilots manually control the position of the The DFCS uses the autopilot actuators to give a
elevators with forward and aft movement of the control mechanical input to the elevator input torque tube. The
columns. output from the input torque tube to the elevator PCUs
is the same as in the manual operation. During
The stabilizer mechanically controls the position of autopilot operation, the autopilot actuator input also
the elevators during stabilizer neutral shift. backdrives the control columns to the DFCS commanded
position.
The autopilot controls the position of the elevators
when it is engaged. See the DFCS section for more information about the
autopilot system.
The digital flight control system (DFCS) controls the
elevators during FCC-controlled neutral shift. Elevator Neutral Shift - Stabilizer Input
Manual Operation - Elevator When the stabilizer moves, it moves the two elevator
neutral shift rods. The neutral shift rods provide an
The pilots use the control column to operate the input to the elevators through the mach trim actuator,
elevator for pitch control. When the control column the feel and centering unit, and the elevator input
moves, it moves the elevator forward quadrant and the torque tube to the PCUs. When the elevator input torque
elevator control cables. The control cables move the tube moves, it also backdrives the control cables which
elevator aft control quadrant. This provides an input move the control columns to the new neutral position.
to the elevator input torque tube. Feel force is
provided by the feel and centering unit and dual feel Elevator Tab Control
actuator. The elevator input torque tube moves the
elevator PCU input rods. The input rods provide inputs The elevator tab is a balance tab. Elevator movement
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to the PCUs. The PCU rod end is fixed and the housing causes pushrods to move the tab in the opposite
moves the elevator output torque tube. The output direction by an amount proportional to elevator travel.
torque tube moves the elevators through the control
rods.
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737-300/400/500 TRAINING MANUAL
ELEVATOR OUTPUT
TORQUE TUBE
ELEVATOR
PCU
ELEVATOR
CONTROL ROD
ELEVATOR PCU
HORIZONTAL INPUT ROD
STABILIZER
ELEVATOR
ELEVATOR
NEUTRAL
SHIFT RODS
ELEVATOR
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AUTOPILOT
ACTUATOR
INPUT
ELEVATOR INPUT
TORQUE TUBE
ELEVATOR ELEVATOR AFT
ELEVATOR FORWARD CONTROL CABLES CONTROL QUADRANT
CONTROL QUADRANT
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737-300/400/500 TRAINING MANUAL
HORIZONTAL STABILIZER TRIM CONTROL SYSTEM -- INTRODUCTION
Purpose PCU - power control unit
S/B - speedbrake
The horizontal stabilizer controls the pitch trim of SOV - shutoff valve
the airplane around the lateral axis.
stab - stabilizer
Location sec - section
TE - trailing edge
The horizontal stabilizer is on the aft section of the vlv - valve
fuselage. xfer - transfer
Trim Control
A/P - autopilot
A/S - airspeed
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737-300/400/500 TRAINING MANUAL
LATERAL
AXIS
HORIZONTAL
STABILIZER
27-41-CC-001 Rev 1 09/09/1998
PITCH
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737-300/400/500 TRAINING MANUAL
HORIZONTAL STABILIZER TRIM CONTROL SYSTEM -- GENERAL DESCRIPTION - 1
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737-300/400/500 TRAINING MANUAL
HORIZONTAL STABILIZER TRIM CONTROL SYSTEM -- GENERAL DESCRIPTION - 1
General Autopilot Operation
The pilots control the horizontal stabilizer manually The flight control computers (FCCs) give electric input
by the stabilizer trim wheels or electrically by the to the stabilizer trim actuator. During autopilot
stabilizer trim switches. The digital flight control operation the stabilizer trim actuator operates the
system (DFCS) controls the stabilizer automatically. same as during manual electric operation but at a
decreased speed.
Manual Operation - Stabilizer Trim Wheels
See the digital flight control system section for more
The pilots use the stabilizer trim wheels on the information on the stabilizer autopilot operation and
control stand to manually move the forward and aft the FCCs (ATA 22-11).
cable drums. The aft cable drum moves the gearbox and
jackscrew. When the jackscrew moves, the horizontal Column Switching Module
stabilizer moves. The stabilizer also gives a
mechanical input to the elevator through the neutral The column switching module stops the stabilizer trim
shift rods. Movement of the manual trim wheels also when the pilot moves the control column in a direction
moves the stabilizer indicator pointer. opposite to the trim direction.
The pilots operate two stabilizer trim switches for The pilots use the stabilizer trim override switch on
main electric trim control. The switches are on the the aisle stand to do a bypass of the column switching
outboard side of each control wheel. The switches module if there is a failure.
control electric input to the stabilizer trim actuator.
When the trim actuator operates, it moves the Stabilizer Trim Cutout Switches
stabilizer gearbox. When the stabilizer gearbox moves,
27-41-CC-002 Rev 1 08/16/2000
it moves the stabilizer jackscrew, which moves the The pilots use the stabilizer trim cutout switches on
horizontal stabilizer. The gearbox also does a back- the control stand to stop the main electric and
drive of the stabilizer aft and forward cable drums. autopilot runaway trim inputs to the stabilizer trim
Movement of the forward cable drum moves the manual actuator.
trim wheels and stabilizer indicator pointer. Limit
switches control the main electric and autopilot
movement of the stabilizer.
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737-300/400/500 TRAINING MANUAL
HORIZONTAL STABILIZER TRIM CONTROL SYSTEM -- GENERAL DESCRIPTION - 1
Flaps Up Switch
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737-300/400/500 TRAINING MANUAL
NORMAL
CUT
OUT
STABILIZER
TRIM SWITCHES FLAPS UP
SWITCH
STABILIZER
TRIM LIMIT
SWITCH (6)
STABILIZER
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737-300/400/500 TRAINING MANUAL
HORIZONTAL STABILIZER TRIM CONTROL SYSTEM -- GENERAL DESCRIPTION - 2
THIS PAGE INTENTIONALLY LEFT BLANK
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HORIZONTAL STABILIZER TRIM CONTROL SYSTEM -- GENERAL DESCRIPTION - 2
General actuator if there is an uncommanded motion or runaway
of the trim actuator.
These are the components of the horizontal stabilizer
trim control system: Stabilizer Column Switching Module
- Stabilizer trim control switches (4) During electric trim operation if the pilot gives an
- Stabilizer trim wheels (2) opposite direction to elevator control input, the
- Stabilizer column cutout switch column switching module makes the stabilizer electric
- Stabilizer forward cable drum trim stop. If the column switching module has a
- Stabilizer trim control cables failure, the stabilizer trim override switch lets you
- Stabilizer aft cable drum operate the stabilizer trim control switches.
- Stabilizer gearbox, jackscrew, and electric trim
actuator Stabilizer Forward Control Cable Drum
- Stabilizer
- Stabilizer trim limit switches (6) The forward cable drum moves the cables connected to
- Stabilizer trim override switch. the aft cable drum.
The pilots operate the stabilizer trim control switches The stabilizer trim control cables connect the forward
for main electric pitch trim control. This gives control cable drum and aft cable drum together. Input
electric input to the stabilizer trim actuator. from the electric trim operation moves the aft cable
drum, which causes a back-drive of the forward control
Stabilizer Trim Wheels cable drum through the trim control cables. Manual
input from the stabilizer trim wheels moves the aft
The pilots use the stabilizer trim wheels for manual cable drum through the forward control cable drum and
27-41-CC-013 Rev 1 03/30/2000
pitch trim control. The stabilizer trim wheels move a trim control cables.
chain that turns the forward cable drum.
Stabilizer Aft Cable Drum
Stabilizer Trim Cutout Switches
The aft cable drum input moves the gearbox, jackscrew,
Pilots use the main electric or autopilot stabilizer stabilizer, and forward control cable drum.
trim cutout switches to stop the stabilizer trim
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HORIZONTAL STABILIZER TRIM CONTROL SYSTEM -- GENERAL DESCRIPTION - 2
Stabilizer Gearbox, Jackscrew, and Electric Trim
Actuator
Stabilizer
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737-300/400/500 TRAINING MANUAL
HORIZONTAL
STABILIZER
HORIZONTAL
STABILIZER
STABILIZER
TRIM STABILIZER TRIM
INDICATOR (2) CONTROL SWITCH (TYP)
NOT SHOWN
STABILIZER
TRIM WHEEL (2)
COLUMN ELECTRIC JACKSCREW
SWITCHING STAB TRIM
MODULE ACTUATOR
27-41-CC-013 Rev 1 03/30/2000
STABILIZER TRIM
FORWARD CONTROL CABLES
CABLE DRUM
HORIZONTAL STABILIZER TRIM CONTROL SYSTEM - GENERAL DESCRIPTION - 2
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HORIZONTAL STABILIZER TRIM CONTROL SYSTEM -- CONTROLS AND INDICATIONS
General Indications
These are the stabilizer controls and indications in The stabilizer trim indicators show stabilizer electric
the flight compartment: trim position. They are on the control stand inboard of
the trim wheels.
- Stabilizer trim switches (4)
- Stabilizer trim wheels (2)
- Stabilizer trim cutout switches (2)
- Stabilizer trim override switch
- Stabilizer trim indicators (2).
Controls
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STABILIZER TRIM
SWITCHES
(2 EACH WHEEL)
APL
NOSE
DOWN
0
CG-% MAC
TAKE-OFF
10 20 30
5
10
15
APL
NOSE
CONTROL WHEEL UP
STAB TRIM
INDICATOR (2)
STAB TRIM
MAIN NORMAL AUTO
ELECT PILOT
STABILIZER
TRIM
WHEELS (2)
CUT
OUT
STABILIZER TRIM
CUTOUT SWITCHES
27-41-CC-014 Rev 1 11/27/2001
OVERRIDE
CAB DOOR
UNLOCKED
STAB TRIM a
OVERRIDE NORMAL
SWITCH
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HORIZONTAL STABILIZER TRIM CONTROL SYSTEM -- COMPONENT LOCATION
General - Stabilizer trim actuator
- Aft cable drum
The horizontal stabilizer trim control system - Jackscrew
components are in these areas: - Stabilizer ball nut and jackscrew gearbox
- Stabilizer trim limit switches
- Flight compartment - Horizontal stabilizer.
- Forward equipment compartment
- Tail.
Tail Components
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STABILIZER
TRIM CONTROL
SWITCH
(TYP) STABILIZER LIMIT
SWITCHES
APL
NOSE
DOWN
0 JACKSCREW
CG-% MAC
TAKE-OFF
10 20 30
5
10
STAB TRIM
15 ACTUATOR
APL
NOSE GEARBOX
UP
FWD
STABILIZER STAB TRIM
TRIM WHEEL (2) MAIN NORMAL AUTO
ELECT PILOT
HORIZONTAL STABILIZER
COMPONENTS - AFT
CUT
OUT
STABILIZER TRIM
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CUTOUT SWITCHES
OVERRIDE
CAB DOOR
UNLOCKED
a
NORMAL
STABILIZER FORWARD
CONTROL MECHANISM STAB TRIM OVERRIDE SWITCH
HORIZONTAL STABILIZER TRIM CONTROL SYSTEM - COMPONENT LOCATION
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HORIZONTAL STABILIZER TRIM CONTROL SYSTEM -- FORWARD CONTROL MECHANISM
Purpose Indication
The pilot uses the stabilizer forward control mechanism When the forward control mechanism moves, it moves a
for manual input. jackshaft through a flexible cable that transmits
motion to a linkage. The linkage moves the indicator
Location needle.
The trim wheels and the sprocket have splines and are
on a control wheel shaft.
Functional Description
When the pilot turns the trim wheels, this moves the
sprocket and chain and causes movement of the forward
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STABILIZER TRIM
WHEEL (2)
INDICATOR APL
NEEDLE (2) NOSE
DOWN
0
CG-% MAC
TAKE-OFF
10 20 30
STABILIZER TRIM
5
WHEEL SHAFT
INDICATOR
LINKAGE 10
15
APL
NOSE
UP
FORWARD
CABLE DRUM
STAB TRIM
INDICATOR (2)
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ADJUSTABLE TURNBUCKLES
AT HORIZONTAL AND VERTICAL
SUSPENSION POINTS (4)
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HORIZONTAL STABILIZER TRIM CONTROL SYSTEM -- CUTOUT SWITCHES
Purpose Stabilizer Trim Override Switch
The stabilizer trim cutout switches and the column The stabilizer trim override switch does a bypass of
switching module disable stabilizer electric trim. The the column switching module. The pilot uses this switch
stabilizer trim override switch lets you do a bypass of to operate the electric trim if the column switching
the column switching module. module has a failure.
Location
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737-300/400/500 TRAINING MANUAL
STAB TRIM
MAIN NORMAL AUTO
ELECT PILOT
CUT
OUT
STABILIZER TRIM
CUTOUT SWITCHES
COLUMN
SWITCHING
MODULE
OVERRIDE
CAB DOOR
UNLOCKED
a
NORMAL
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HORIZONTAL STABILIZER TRIM CONTROL SYSTEM -- STABILIZER CABLE SYSTEM
Purpose drum. When the aft cable drum moves, it gives an input
to the stabilizer forward drum and chain.
The stabilizer cables transmit the pilot force to the
forward and aft cable drums.
Location
Physical Description
Functional Description
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STABILIZER TRIM
WHEEL (2)
STB HORIZONTAL
STABILIZER
STA
JACK SCREW
STB
STA
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FORWARD
CABLE DRUM AFT
CABLE DRUM
STB
STA
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HORIZONTAL STABILIZER TRIM CONTROL SYSTEM -- AFT COMPONENTS
Purpose Functional Description - Input
The horizontal stabilizer trim control system The pilot or autopilot controls the stabilizer trim
components in the aft section of the airplane move the actuator. The pilot also controls the aft cable drum
leading edge of the stabilizer position with the stabilizer trim wheels. This is the
priority for control of the stabilizer:
Location
- Manual
The horizontal stabilizer components are in section 48 - Electric
aft of the rear pressure bulkhead. - Autopilot.
The stabilizer trim actuator is a multi-speed dc motor. override of the stabilizer trim actuator input.
It receives commands from the stab trim control switch
or the autopilot.
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SAFETY ROD
UPPER
GIMBAL
JACKSCREW
HORIZONTAL
STABILIZER STAB TRIM GEARBOX
ACTUATOR
ACCESS THROUGH
SECTION 48 ACCESS
AND BLOWOUT DOOR
LOWER
GIMBAL
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STABILIZER MANUAL
TRIM WHEEL CABLES
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HORIZONTAL STABILIZER TRIM CONTROL SYSTEM -- STABILIZER TRIM LIMIT SWITCHES
Purpose - S132 - Nose up takeoff warning switch, operates at
6.3 units
The stabilizer trim limit switches limit the range of - S115 - Nose down electric limit switch, operates
horizontal stabilizer motion. There are different at 12.5 units
limits for manual, autopilot, and for flaps up and - S144 - Nose up autopilot limit switch, operates at
flaps down. The takeoff warning switches tell the pilot 14 units.
of incorrect stabilizer position at takeoff.
NOTE: The stabilizer trim limit switches are
Location adjustable.
Physical Description
Functional Description
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HORIZONTAL
STABILIZER
TAKEOFF WARNING
(S546)
AUTOPILOT AND MAIN
ELECTRICAL LIMIT
(FLAPS NOT UP)
(S145)
FLAPS UP
ELECTRICAL
LIMIT
(S844)
TAKEOFF
WARNING
(S132)
(S115)
AUTOPILOT
LIMIT
(S144)
FWD
ACTUATING CAM
HORIZONTAL STABILIZER TRIM CONTROL SYSTEM - STABILIZER TRIM LIMIT SWITCHES
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HORIZONTAL STABILIZER TRIM CONTROL SYSTEM -- FUNCTIONAL DESCRIPTION - ELECTRIC TRIM
General High speed trim moves the stabilizer at 0.6 units per
second.
The stabilizer trim actuator gets 115v ac, three-phase,
400 Hz. Power comes from transfer bus 2. Control power Stabilizer Trim Cut Out Switch
is 28v dc from bus 2.
If there is a stabilizer runaway condition, the pilots
Normal Sequence can use the stabilizer trim cut out switch (S272) to
stop power to the electric motor.
The pilots operate the switches on one or the other
control wheel. This sends control power to energize the Cut Out - Elevator Column Input
stab trim control relay R64 and the stab trim safety
relay R66. Three-phase ac power goes to the motor. When the pilot moves the elevator column out of the
neutral range, switches in the column cutout switch
The phase sequence relay R63 monitors for correct phase open in a direction opposite to column movement. Relays
of the 115v ac and permits control power to energize and one other set of switches let the actuator operate
the control relay. the stabilizer in the same direction as the column
movement.
The range of stabilizer trim has a limit in the two
directions by the stabilizer trim limit switches. The pilot uses the stab trim override switch to do a
bypass of the column cutout switch if the cutout switch
Trim Speed Change has a failure.
When the flaps are up, the switch is open, and low
speed trim is engaged. Low speed trim moves the
stabilizer at 0.2 units per second. When the flaps are
not up, the switch closes and sends a signal to the
stabilizer trim actuator to engage high speed trim.
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737-300/400/500 TRAINING MANUAL
115V AC
XFR BUS 2
NOT DOWN
NOSE DN
K4
S134 CAPT STAB MAIN
TRIM SWITCH CUTOUT TRIM
S145 STAB
R850 STAB NOSE DOWN
STAB TRIM TRIM INTERLOCK
COLUMN FWD CUTOUT SWITCH LIMIT SW
RELAY APL NOSE DN
COLUMN CUTOUT SWITCH (P10)
HORIZONTAL STABILIZER TRIM CONTROL SYSTEM - FUNCTIONAL DESCRIPTION - ELECTRIC TRIM
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HORIZONTAL STABILIZER TRIM CONTROL SYSTEM -- STABILIZER
Purpose
Location
Physical Description
Functional Description
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737-300/400/500 TRAINING MANUAL
HORIZONTAL AIRPLANE
STABILIZER CENTER LINE
HORIZONTAL
STABILIZER
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HORIZONTAL STABILIZER
HINGE CENTER LINE
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HORIZONTAL STABILIZER TRIM CONTROL SYSTEM -- FUNCTIONAL DESCRIPTION
Manual Operation - Stabilizer Trim Switches mach trim actuator moves because of the neutral shift
rod input, it operates as a link and turns the elevator
The pilots operate the stabilizer trim control switches feel and centering unit housing. This makes a new
for main electric pitch trim control. The switches are neutral position for the elevators.
on the outboard side of each control wheel. This gives
electric input to the stabilizer trim actuator. The Each rod also gives protection in two directions (push
motor operates and turns the gearbox and stabilizer or pull) if there is jam between the stabilizer and the
jackscrew. The stabilizer has pivot attachments at each elevator feel and centering unit. The pilot must supply
rear spar. A ball nut attached to the front spar moves 180 pounds more force to extend or compress the springs
the stabilizer to a maximum of 4.2 degrees leading edge in the rods. The breakout force of each rod is 90
up and 12.9 degrees leading edge down. pounds.
During electric trim operation if the pilot gives an See the elevator and tab control system section for
opposite direction control column input, the column more information on the elevator operation (ATA 27-31).
cutout switches stop the stabilizer electric trim.
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737-300/400/500 TRAINING MANUAL
HORIZONTAL
STABILIZER
ELEVATOR
HORIZONTAL
STABILIZER
STABILIZER TRIM
CONTROL SWITCH MACH TRIM
(TYP) ACTUATOR
STABILIZER
TRIM WHEEL (2)
COLUMN ELECTRIC
SWITCHING JACKSCREW
STAB TRIM
MODULE ACTUATOR ELEVATOR
NEUTRAL
AFT CABLE
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SHIFT RODS
DRUM GEARBOX
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737-300/400/500 TRAINING MANUAL
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- INTRODUCTION
Purpose
Location
Yaw control
vlv - valve
soln - solenoid
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737-300/400/500 TRAINING MANUAL
VERTICAL
STABILIZER
RUDDER
YAW
27-21-CC-001 Rev 1 09/09/1998
VERTICAL
AXIS
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737-300/400/500 TRAINING MANUAL
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- GENERAL DESCRIPTION - 1
General Yaw Damper System
The pilot uses the rudder pedals or the rudder trim The yaw damper keeps the airplane stable around the
control knob to control the rudder. The yaw damper vertical axis. When the yaw damper system engages, it
system automatically controls the rudder. gives input to the main PCU. During normal operation
the yaw damper coupler (YDC) supplies commands, and the
Manual Operation - Rudder Pedals integrated flight systems accessory unit supplies an
engage signal to the main rudder PCU. There is no yaw
The flight crew uses the rudder pedals to control the damper operation during manual reversion.
rudder through these components:
See the yaw damper system section for more information
- Forward quadrants (ATA 22-23).
- Control cables
- Aft quadrant and output rod Rudder Pressure Reducer
- Feel and centering unit
- Main rudder PCU. The rudder pressure reducer (RPR) decreases hydraulic
system A pressure to the main PCU during flight and
Movement of the feel and centering unit also gives a gives full system A pressure during takeoff and
backdrive of the rudder pedals through the rudder landing.
control system.
See the rudder pressure reducer section for more
Manual Operation - Rudder Trim information (ATA 27-21).
The rudder trim control knob and the trim actuator let Rudder Pressure Limiter
the flight crew remove unwanted rudder pedal forces.
When the pilot moves the rudder trim control knob on The rudder pressure limiter (RPL) decreases hydraulic
27-21-CC-002 Rev 1 09/09/1998
the aisle stand, the control sends a signal to the system B pressure in the main PCU during flight and
rudder trim actuator. The rudder trim actuator moves gives full system B pressure during takeoff and
the feel and centering unit. This also causes a landing.
backdrive of the rudder pedals. This movement gives an
input to the rudder PCU. Rudder PCU movement See the main rudder PCU section for more information
mechanically moves the rudder. (ATA 27-21).
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737-300/400/500 TRAINING MANUAL
STANDBY PCU
RUDDER PEDALS AND
FORWARD QUADRANTS RUDDER FEEL AND
CENTERING UNIT
MAIN PCU
RUDDER TRIM
15 10 5 0 5 10 15
RUDDER TRIM
LEFT
AILERON
RIGHT
ACTUATOR
NOSE
LEFT
R
NOSE
RIGHT RUDDER
U
D
LEFT RIGHT D
WING WING E
DOWN DOWN R
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RUDDER AND RUDDER TRIM CONTROL SYSTEM -- GENERAL DESCRIPTION - 2
General Rudder Feel and Centering Unit
These are the components of the rudder control system: The feel and centering unit gives feel forces to the
rudder pedals.
- Rudder pedals (4) and forward quadrants (2)
- Left and right rudder control cables, RA and RB During electric trim operation the pilots move the
- Rudder aft control quadrant rudder trim control on the aisle stand, which sends a
- Rudder feel and centering unit signal to the rudder trim actuator. The rudder trim
- Main rudder power control unit actuator moves the rudder feel and centering unit. This
- Standby rudder power control unit moves the rudder torque tube and the main and standby
- Rudder. rudder PCU input rods. This causes a backdrive of the
rudder pedals to the new commanded position. The trim
Rudder Pedals and Forward Quadrants actuator movement also makes a new neutral position for
the feel and centering unit.
The rudder pedals move the forward control rods and bus
rods, which move the rudder forward quadrants. Main Rudder Power Control Unit
Rudder Control Cables The main rudder PCU piston moves and controls the
rudder position.
The rudder forward quadrants move the RA and RB rudder
cables. The cables move the rudder aft control Standby Rudder Power Control Unit
quadrant.
When the standby rudder system operates, the standby
Rudder Aft Control Quadrant rudder PCU piston moves and controls the rudder
position.
The aft control quadrant moves the rudder quadrant
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737-300/400/500 TRAINING MANUAL
RUDDER
RA
RB RUDDER
RUDDER FORWARD CONTROL
CONTROL QUADRANT (2) CABLES
RUDDER
27-21-CC-016 Rev 1 08/27/1999
PEDAL (4)
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737-300/400/500 TRAINING MANUAL
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- CONTROLS AND INDICATIONS
General
Controls
Indications
electronic panel.
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737-300/400/500 TRAINING MANUAL
RUDDER
PEDALS PEDAL
ADJUSTMENT
CRANK (2)
RUDDER PEDALS
RUDDER TRIM
15 10 5 0 5 10 15
RUDDER
POSITION
LEFT RIGHT
INDICATOR
AILERON
27-21-CC-017 Rev 1 11/27/2001
NOSE NOSE
LEFT R RIGHT
U
D RUDDER TRIM
LEFT RIGHT D CONTROL
WING WING E
R
DOWN DOWN
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737-300/400/500 TRAINING MANUAL
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- COMPONENT LOCATION
General Vertical Stabilizer
The rudder components are in these locations: The vertical stabilizer has these rudder components:
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737-300/400/500 TRAINING MANUAL
VERTICAL RUDDER
STABILIZER
STANDBY
RUDDER
RUDDER PCU
RUDDER
AFT QUADRANT MAIN
RUDDER
PCU
RUDDER
FEEL AND
CENTERING
UNIT
RUDDER
TORQUE
TUBE
PRESSURE REDUCER FWD
RUDDER BYPASS VALVE
PEDALS RUDDER TRIM
ACTUATOR
RUDDER
RUDDER AFT
FORWARD CONTROL QUADRANT
ROD (4)
RUDDER
FORWARD RUDDER TRIM
27-21-CC-003 Rev 1 07/25/2000
15 10 5 0 5 10 15
RUDDER
FWD BUS ROD AILERON/RUDDER
TRIM PANEL (P8)
RUDDER AND RUDDER TRIM CONTROL SYSTEM - COMPONENT LOCATION
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737-300/400/500 TRAINING MANUAL
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- RUDDER PEDALS AND FORWARD QUADRANTS
Purpose bus rod and makes the other pair of pedals move
equally.
The pilots use the rudder pedals to command a yaw
control through the rudder forward quadrants. You can adjust the rudder pedals to fit your body size.
When you move the crank, the crank moves the yoke. This
Location moves your pair of pedals, but will not affect the
other pair of pedals.
The rudder pedals are in the flight compartment. The
rudder pedal support and forward quadrant assemblies
are in the forward equipment compartment.
Physical Description
- Pedals (2)
- Pedal arm (2)
- Pushrods (2)
- Yoke
- Jackshaft
- Forward quadrant
- Bus rod
- Adjustment crank
- Adjustment flexshaft
- Pedal adjustment nut.
27-21-CC-004 Rev 1 09/09/1998
Functional Description
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737-300/400/500 TRAINING MANUAL
RUDDER
PEDAL
ADJUSTMENT
CRANK (2)
RUDDER
PEDAL (4)
PEDAL RUDDER
ARM (4) FORWARD
QUADRANT (2)
PUSHROD (4)
27-21-CC-004 Rev 1 09/09/1998
FWD
YOKE (2)
RUDDER
FLEXSHAFT (2) BUS ROD CABLES
JACKSHAFT
ASSEMBLY (2)
RUDDER AND RUDDER TRIM CONTROL SYSTEM - RUDDER PEDALS AND FORWARD QUADRANTS
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737-300/400/500 TRAINING MANUAL
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- RUDDER CABLE SYSTEM
Purpose
Location
Physical Description
Functional Description
torque tube moves the main and standby rudder PCU input
rods. Each PCU rod end moves and controls the rudder
position.
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737-300/400/500 TRAINING MANUAL
RUDDER
RUDDER
STANDBY
RUDDER PCU
INPUT ROD
RUDDER
TORQUE
TUBE
RUDDER RUDDER
AFT QUADRANT MAIN PCU
INPUT RODS
RUDDER FWD
PEDAL (4)
(RB)
RUDDER
CABLES (RA)
27-21-CC-018 Rev 1 01/07/2002
RUDDER
FORWARD
QUADRANT (2)
(RA)
(RB)
RB = RUDDER RIGHT CABLES
RA = RUDDER LEFT CABLES
RUDDER AND RUDDER TRIM CONTROL SYSTEM - RUDDER CABLE SYSTEM
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RUDDER AND RUDDER TRIM CONTROL SYSTEM -- AFT COMPONENTS
Purpose input lever disconnect. If there is a jam in the PCU
input path, pilot rudder pedal input continues to turn
The aft rudder control components transmit rudder pedal the torque tube and move the spring loaded roller out
input to the hydraulic power control units. of the cam. A minimum of 18 pounds of pedal force is
necessary to operate the override assembly for breakout
Location during a jam. The pilot uses the rudder pedals to move
the rudder back to neutral for rudder deflection caused
The aft rudder control components are in the vertical by a single PCU rate jam. The overrides can operate
stabilizer forward of the hydraulic PCUs. during high cycle use and go back to the original
position after movement.
Physical Description
Functional Description
When the rudder cables move, they move the aft control
quadrant. This moves the quadrant output rod and the
torque tube and cranks. When the rudder control torque
tube turns, it moves the input rods to the main PCU and
to the standby PCU. It also turns the feel and
27-21-CC-005 Rev 1 09/09/1998
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737-300/400/500 TRAINING MANUAL
VERTICAL FWD
STABILIZER
RUDDER
CAM SPRING
ROLLER
STANDBY
RUDDER PCU
INPUT ROD
TORQUE
TUBE
OVERRIDE ASSEMBLY - BOTTOM VIEW
(TURNED 90 DEGREES)
OVERRIDE
ASSEMBLY (3)
CRANK (5)
RUDDER RUDDER
CABLES QUADRANT
OUTPUT ROD FWD
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737-300/400/500 TRAINING MANUAL
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- RUDDER FEEL AND CENTERING UNIT
Purpose switches, mechanical stops at the stroke ends, and a
brake to put a limit on overcoast.
The rudder feel and centering unit gives artificial
feel to the rudder pedals, puts the input to the PCU at Functional Description
center, and transmits trim inputs to the aft control
components. The centering springs hold the roller in the center of
the cam. When the rudder pedals move, the cam turns
Location with the shaft and moves the roller up on the cam. This
compresses the springs and supplies feel force to the
The rudder feel and centering unit is in the vertical pilot.
stabilizer on the bottom of the torque tube.
When the pilots release the rudder pedals, the spring
Physical Description force causes the roller to move to the cam detent. The
system is now at the neutral trim position.
The rudder feel and centering unit has these
components: During trim operation the electrical trim actuator
piston moves the frame. The springs keep the roller in
- Support shaft the center of the cam, and thus the shaft and crank
- Crank cause a backdrive of the torque tube. This gives an
- Frame input to the rudder PCUs to move the rudder. It also
- Spring (2) moves the rudder pedals and supplies rudder trim
- Cam indication on the P8 control stand.
- Roller
- Roller arm.
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737-300/400/500 TRAINING MANUAL
CENTERING
SPRING (2)
FRAME FWD
CAM
ROLLER
TRIM TRIM
ACTUATOR ACTUATOR
27-21-CC-006 Rev 1 09/09/1998
RUDDER FEEL AND CENTERING UNIT - VIEW FROM TOP RUDDER FEEL AND CENTERING UNIT
RUDDER AND RUDDER TRIM CONTROL SYSTEM - RUDDER FEEL AND CENTERING UNIT
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737-300/400/500 TRAINING MANUAL
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- RUDDER TRIM ACTUATOR
Purpose If there is an electric failure to the trim indication,
an OFF flag shows. When the rudder trim indicator has a
The rudder trim control operates the electrical trim failure, the trim function stays available.
actuator. The trim actuator changes the neutral
position of the rudder and the rudder pedals. Training Information Point
Physical Description
Functional Description
The pilot controls the rudder trim with the rudder trim
control. The switches control the rudder trim actuator.
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737-300/400/500 TRAINING MANUAL
RUDDER TRIM
15 10 5 0 5 10 15
LEFT RIGHT
AILERON
NOSE NOSE
LEFT RIGHT
R
U
RUDDER TRIM
LEFT RIGHT
D
D INDICATOR
WING
DOWN
WING
DOWN
E
R (P8)
28V AC
XFR BUS 1
AILERON/RUDDER RUDDER TRIM
TRIM PANEL (P8) INDICATOR POSITION
TRANSDUCER
115V AC
XFR BUS 1
RUDDER TRIM CONTROL
CONTROL CONTACTS
P6 CB PANEL
NOSE NOSE
LEFT RIGHT
AILERON/RUDDER
TRIM PANEL (P8)
27-21-CC-011 Rev 1 09/09/1998
FWD
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737-300/400/500 TRAINING MANUAL
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- PRESSURE REDUCER BYPASS VALVE
Purpose You can move the lever to the high pressure position
when it is straight with the valve body. In this
The pressure reducer (RPR) bypass valve decreases the position the RPR bypass valve is always at the high
system A hydraulic pressure available to the main pressure position. This position permits dispatch of
rudder PCU for some flight requirements. some conditions.
Location
Physical Description
- Inlet filter
- Solenoid operated valve
- Pressure reducer valve
- Pressure transducer
- Manual Lever.
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737-300/400/500 TRAINING MANUAL
MANUAL LEVER
(NORMAL POSITION)
PRESSURE
REDUCER
VALVE
PRESSURE
TRANSDUCER
27-21-CC-014 Rev 1 03/18/1999
FWD
INLET FILTER
(NOT SHOWN)
SOLENOID
VALVE
RUDDER AND RUDDER TRIM CONTROL SYSTEM - PRESSURE REDUCER BYPASS VALVE
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737-300/400/500 TRAINING MANUAL
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- PRESSURE REDUCER BYPASS VALVE - FUNCTIONAL
Purpose - More than 25% difference between N1 on engine 1 and
engine 2
The pressure reducer (RPR) bypass valve decreases the - FLT CONTROL B LOW PRESSURE light is on.
system A hydraulic pressure available to the main
rudder PCU for some flight requirements. System A low pressure is used for the rudder PCU for
all other flight conditions. When the YDC senses low
Functional Description system A pressure, and there is a full pressure
command, the FCM system A low pressure light comes on.
The yaw damper coupler (YDC) controls and monitors the
hydraulic A pressure to the rudder PCU. This function The BITE test for the RPR bypass valve is in the yaw
has no effect on yaw damper operation. The YDC uses the damper section. See the yaw damper system section for
radar altimeter and N1 engine RPM to control the more information (ATA 22-23).
solenoid valve of the RPR bypass valve. The YDC sends
the same command to control the rudder pressure limiter
(RPL) solenoid valve on the main rudder PCU.
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737-300/400/500 TRAINING MANUAL
>1000 FT ON TAKEOFF
>700 FT ON DESCENT
DECREASED INLET
PRESSURE FILTER
PRESSURE
TRANSDUCER
27-21-CC-015 Rev 1 09/05/1999
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737-300/400/500 TRAINING MANUAL
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- MAIN RUDDER POWER CONTROL UNIT
Purpose move the input cranks to do a null of the input valves.
This stops the PCU movement at the correct position.
The main rudder power control unit (PCU) uses hydraulic
power to move the rudder. The yaw damper solenoid valve sends pressure to the yaw
damper EHSV when the yaw damper system is in operation.
Location The yaw damper EHSV sends pressure to move the yaw
damper actuator.
The main rudder PCU is above the rudder feel and
centering unit in the vertical stabilizer. To get When the rudder pressure limiter (RPL) solenoid valve
access to the PCU, remove the panel on the left side of operates, it sends pressure to the rudder pressure
the vertical fin. limiter relief valve.
Physical Description The force fight monitor (FFM) finds opposite pressure
on the A and B sides of the tandem actuator. The FFM
The PCU has these parts: output pressurizes the standby PCU.
Functional Description
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737-300/400/500 TRAINING MANUAL
INPUT ROD B
FORCE FIGHT MONITOR (FFM)
(VIEW LOOKING FROM THE LEFT)
PCU SUPPORT
BRACKET
27-21-CC-007 Rev 1 07/11/2000
INPUT
CRANK (2)
TORQUE TUBE
INPUT SUMMING
FWD ROD (2) LEVER (2)
(VIEW LOOKING DOWN)
RUDDER AND RUDDER TRIM CONTROL SYSTEM - MAIN RUDDER POWER CONTROL UNIT
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737-300/400/500 TRAINING MANUAL
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- MAIN RUDDER PCU - FORCE FIGHT MONITOR
THIS PAGE INTENTIONALLY LEFT BLANK
27-21-CC-020 Rev 1 09/09/1998
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737-300/400/500 TRAINING MANUAL
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- MAIN RUDDER PCU - FORCE FIGHT MONITOR
Purpose Pressure transducers measure the operation pressures of
system A and system B actuator pistons. There is one
The force fight monitor (FFM) finds opposite pressure pressure transducer for each cylinder port.
between the A and B sides of the main rudder PCU tandem
actuator. The FFM output pressurizes the standby rudder Comparators find the differential pressure between the
PCU. This makes sure there is continued rudder main rudder PCU cylinder ports C1 and C2 and cylinder
operation for failures in the main rudder PCU. ports C3 and C4. There is one comparator for system A
and one for system B. There is also one comparator for
The STBY RUD ON light on the flight control panel comes delta-delta pressure.
on during operation of the standby rudder by the FFM.
The differential pressure of C1 and C2 is compared to
See the standby hydraulic system indication section for the differential pressure of C3 and C4. This total
more information about the STBY RUD ON light operation value is the delta-delta pressure. Delta-delta pressure
(ATA 29-30). is the sum of the algebraic equation (C1 - C2) - (C3 -
C4).
Location
When the delta-delta pressure is more than 3150 psi for
The FFM is part of the main rudder PCU. more than 5 seconds, the FFM latches a circuit and
gives a ground for the K1 auto standby relay in the P5-
The FFM is not an LRU. 3 flight control panel. The FFM stays latched until its
power supply is off.
Physical Description
A conditioned delta-delta pressure signal gives an
The FFM has these components: interface to do tests at the FFM maintenance test
connector on the E3-5 rack.
- Pressure transducers (4)
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737-300/400/500 TRAINING MANUAL
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- MAIN RUDDER PCU - FORCE FIGHT MONITOR
If there is a failure or jam in the control input to the
main PCU, the two hydraulic pressures can go to the two
pistons in opposition to each other. This makes one
piston pressurized to extend while the other piston
pressurizes to retract. This causes a force fight that
the FFM switch finds when the difference between the
two differential pressures across the pistons is more
than 3150 psid for more than 5 seconds.
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737-300/400/500 TRAINING MANUAL
28V DC
BUS 2 FORCE FIGHT MONITOR
(FFM)
FORCE
FIGHT
MON
P6-2 CB PANEL
1
K1 AUTO STBY
RELAY (P5-3) 5S
THRESHOLD,
P SIGNAL TIME DELAY AND
CONDITIONING LATCH CIRCUIT
MAINT TEST
CONN (E3-5) COMPARATOR (3)
SYS A SYS B
27-21-CC-020 Rev 1 03/18/1999
C4 C3 C2 C1
RUDDER
LEGEND
HYDRAULIC
ELECTRICAL TANDEM ACTUATOR 1 SET & LATCH IF
P DELTA-DELTA P >3150 PSI
PRESSURE MAIN RUDDER PCU FOR 5 SECS
RUDDER AND RUDDER TRIM CONTROL SYSTEM - MAIN RUDDER PCU - FORCE FIGHT MONITOR
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737-300/400/500 TRAINING MANUAL
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- MAIN RUDDER PCU - FUNCTIONAL DESCRIPTION
THIS PAGE INTENTIONALLY LEFT BLANK
27-21-CC-019 Rev 1 09/09/1998
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737-300/400/500 TRAINING MANUAL
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- MAIN RUDDER PCU - FUNCTIONAL DESCRIPTION
Physical Description hydraulic lock, and lets the other hydraulic system
with pressure move the actuator. This also gives gust
The PCU housing contains: dampening on the ground.
- Tandem actuator The PCU has a force fight monitor (FFM) that finds
- Bypass valve (2) opposite pressure on the A and B sides of the tandem
- Control valve (2) actuator. The FFM output pressurizes the standby PCU.
- Inlet filter (2)
- Yaw damper actuator See the main rudder PCU force fight monitor section for
- Yaw damper LVDT more information about the FFM (ATA 27-21).
- Yaw damper solenoid valve
- Yaw damper EHSV Rudder Authority Limiter
- Load limiter cross-port relief valve
- Load limiter solenoid valve The rudder authority limiter function puts a limit on
- Cross-port relief valve (2) rudder authority during cruise flight. It gives full
- Force fight monitor (FFM). system pressure for takeoff, landing, and some failure
conditions. Control of rudder pressure is by a rudder
Functional Description pressure reducer (RPR) bypass valve in the tail
compartment and a rudder pressure load limiter (RPL)
When each hydraulic system pressure is on, hydraulic cross-port relief valve that is a part of the main PCU.
pressure moves each bypass valve to the normal The yaw damper coupler (YDC) operates a solenoid valve
position. Pressure from system A goes to control valve to control the RPR bypass valve and a solenoid valve to
A, and pressure from system B goes to control valve B. control the RPL valve.
When the pilot gives an input to the rudder system, the
control valves move and send pressure to the tandem When the load limiter solenoid valve energizes from YDC
actuator. This moves the PCU piston and the rudder. command, it sends pressure to the lock pistons in the
27-21-CC-019 Rev 1 09/09/1998
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737-300/400/500 TRAINING MANUAL
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- MAIN RUDDER PCU - FUNCTIONAL DESCRIPTION
the A side of the tandem actuator to approximately 1800 See the yaw damper system section for more information
psi. (ATA 22-23).
Yaw Damper
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737-300/400/500 TRAINING MANUAL
YAW DAMPER
LVDT
YAW DAMPER YAW DAMPER
ACTUATOR EHSV
YAW DAMPER
INTERNAL SOLENOID
SUMMING LEVER
S
SYSTEM
A CONTROL CONTROL
VALVE A VALVE B SYSTEM
B
PRESSURE INTERNAL
REDUCER SUMMING LVR INLET
BYPASS FILTER
VALVE (RPR) BYPASS
VALVES INLET
CHECK
INLET VALVE
FILTER
INLET
CHECK RUDDER
VALVE TANDEM C4 C3 C2 C1
ACTUATOR
S
LOAD LIMITER
SOLENOID
CROSS-PORT
27-21-CC-019 Rev 1 03/18/1999
RELIEF VALVES
RUDDER AND RUDDER TRIM CONTROL SYSTEM - MAIN RUDDER PCU - FUNCTIONAL DESCRIPTION
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737-300/400/500 TRAINING MANUAL
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- STANDBY RUDDER POWER CONTROL UNIT
Purpose - Airplane is in the air or wheel speed is more than
60 knots
The standby rudder power control unit (PCU) uses - TE flaps are not up
alternate hydraulic power to move the rudder. - Rudder pressure reducer (RPR) has a failure to low
pressure
Location - The force fight monitor (FFM) in the main rudder
PCU (MPCU) finds force fight in the MPCU
The standby rudder PCU is above the main rudder PCU in - System A or system B flight control switches are
the vertical stabilizer. ON.
Physical Description When the pilot moves the rudder pedals, the rudder
input rod moves. This moves the input crank and control
The standby rudder PCU has these parts: valve slide. This causes the PCU housing to move the
rudder. As the PCU housing moves, the input crank moves
- Housing connected to the rudder to the null position. This stops the PCU movement at
- Piston connected to structure the correct rudder position.
- Input crank.
Functional Description
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737-300/400/500 TRAINING MANUAL
PCU SUPPORT
BRACKET TO
VERTICAL
STABILIZER
PCU
PISTON
TORQUE
TUBE
RUDDER
FWD INPUT
27-21-CC-008 Rev 1 07/11/2000
ROD
INDEX
MARKS
INPUT
CRANK
RUDDER AND RUDDER TRIM CONTROL SYSTEM - STANDBY RUDDER POWER CONTROL UNIT
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737-300/400/500 TRAINING MANUAL
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- STANDBY RUDDER PCU - FUNCTIONAL DESCRIPTION
General
When the pilot moves the rudder pedals, the input crank
moves. This sets the control valve to apply pressure to
one piston chamber and open the other to return. The
standby rudder PCU housing moves the rudder. When the
housing moves, the control valve goes back to the
neutral position.
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737-300/400/500 TRAINING MANUAL
STANDBY
RESERVOIR
STANDBY
EMDP
STANDBY
RUDDER
SHUTOFF
VALVE
PILOT
INPUT
CONTROL
VALVE
BYPASS VALVE
27-21-CC-013 Rev 1 09/09/1998
RUDDER
RUDDER AND RUDDER TRIM CONTROL SYSTEM - STANDBY RUDDER PCU - FUNCTIONAL DESCRIPTION
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737-300/400/500 TRAINING MANUAL
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- RUDDER
Purpose
Location
Physical Description
Functional Description
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737-300/400/500 TRAINING MANUAL
VERTICAL
STABILIZER
RUDDER
27-21-CC-009 Rev 1 09/09/1998
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737-300/400/500 TRAINING MANUAL
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- FUNCTIONAL DESCRIPTION
General
Physical Description
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737-300/400/500 TRAINING MANUAL
RUDDER
RUDDER
RUDDER FORWARD CONTROL
CONTROL QUADRANT (2) CABLES
RUDDER
27-21-CC-010 Rev 1 09/09/1998
PEDAL (4)
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737-300/400/500 TRAINING MANUAL
TE FLAP SYSTEM -- INTRODUCTION
Purpose LE - leading edge
lvr - lever
The trailing edge (TE) flaps increase the wing area and MLG - main landing gear
the wing camber. This increases lift to make the
NWW - nose wheel well
takeoff and landing performance of the airplane better.
NVM - non-volatile memory
General PCU - power control unit
PDU - power drive unit
Two triple-slotted flaps on each wing extend during rly - relay
takeoff to increase lift. This permits slower speeds sect - section
for airplane rotation during takeoff. During cruise the
SMC - stall management computer
TE flaps fully retract. During landing the TE flaps
fully extend to increase lift and increase drag to snsr - sensor
permit slower speeds at touchdown. sw - switch
TE - trailing edge
During the normal operation of the TE flaps the TE vlv - valve
flaps are mechanically controlled and hydraulically xmtr - transmitter
operated. During the alternate operation the TE flaps
WW - wheel well
are electrically controlled and electrically operated.
alt - alternate
cntl - control
gnd - ground
GPM - gallons per minute
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737-300/400/500 TRAINING MANUAL
TE FLAP SYSTEM
TE FLAPS
TE FLAP
NORMAL OPERATION
- FLAP LOAD RELIEF
- ASYMMETRY
TE FLAPS
TE FLAP
ALTERNATE OPERATION
TE FLAP
POSITION INDICATING SYSTEM
CRUISE
27-51-CC-001 Rev 1 09/09/1998
TAKEOFF
LANDING
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737-300/400/500 TRAINING MANUAL
TE FLAP SYSTEM -- GENERAL DESCRIPTION - 1
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27-51-CC-002 Rev 1 09/09/1998
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737-300/400/500 TRAINING MANUAL
TE FLAP SYSTEM -- GENERAL DESCRIPTION - 1
General TE flaps. The PDU supplies a mechanical feedback to the
flap control valve as the flap drive system moves.
For normal operation of the TE flaps the flap lever
makes the command to the flaps, and hydraulic power The flap PDU also supplies a mechanical input to the
moves them. If hydraulic power is not available, you leading edge slat and flap control valve and the flap
can manually select alternate operation. During limit switches in the flap control unit.
alternate operation the alternate flaps switches make
the command to the flaps, and electrical power moves See the LE flap and slat control section for more
them. information on the slat control valve (ATA 27-81).
Normal Operation If air speed is more than a limit, the flap load relief
function sends a command to the solenoid valve on the
Hydraulic system B power goes through a priority valve flap control valve to retract the TE flaps. The flap
and a flow limiter to the flap control unit. The load relief function uses data from these components:
priority valve gives priority of hydraulic system B
power to the LE devices over the TE flaps. The flow - Flap 40-unit switches
limiter puts a limit on the speed of movement of the TE - Air/ground system
flaps. - Air data computer.
During normal operation the flap lever makes the The flap position transmitters send signals to the flap
commands to the TE flaps to move. The flap lever moves position indicator in the flight compartment. The flap
a cable system that supplies a mechanical input to a position transmitter also sends signals to the stall
flap control valve in the flap control unit. The cable management computers and the flight control computers.
tension switch sends a signal to move the bypass valve
to the bypass position if the flap control cables are The flap position indicator uses signals from the flap
broken or not connected. The bypass valve removes position transmitters to monitor the alignment of the
27-51-CC-002 Rev 1 09/09/1998
hydraulic power to the flap PDU, and the TE flaps stop TE flaps. If the TE flaps do not stay in alignment, the
movement. indicator moves the bypass valve to the bypass
position.
The flap control valve sends system B hydraulic power
through the bypass valve to the flap power drive unit
(PDU). The PDU moves the flap drive system to move the
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737-300/400/500 TRAINING MANUAL
TE FLAP SYSTEM -- GENERAL DESCRIPTION - 1
Alternate Operation
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737-300/400/500 TRAINING MANUAL
ALTERNATE FLAPS
OFF
HYDRAULIC PRIORITY
UP SYSTEM B VALVE
ALTERNATE
OFF FLAP RELAYS
ARM DOWN FLOW
LIMITER
FLAP POSITION
TRANSMITTERS (2)
FLAP LEVER FLAP LOAD
40-UNIT LIMITER
SWITCHES (2) FUNCTION
FLAP POSITION TE FLAPS
INDICATOR (P2)
27-51-CC-002 Rev 1 09/09/1998
AIR/GROUND STALL
SYSTEM MANAGEMENT
COMPUTERS
MECHANICAL
CONNECTION FLIGHT
AIR DATA
COMPUTER CONTROL
HYDRAULIC COMPUTERS
CONNECTION
TE FLAP SYSTEM - GENERAL DESCRIPTION - 1
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737-300/400/500 TRAINING MANUAL
TE FLAP SYSTEM -- GENERAL DESCRIPTION - 2
General Torque Tubes
These are the components of the TE flap drive system: There are eight torque tubes on each wing. The torque
tubes transmit power from the flap power drive unit to
- Flap control unit the transmissions.
- Flap power drive unit
- Torque tubes Angle Gearboxes
- Angle gearboxes
- Transmissions There are two angle gearboxes on each wing. The angle
- Ballscrews gearboxes connect torque tubes that are at different
- Gimbals. angles to each other.
The flap drive system on the left wing is the same as Transmissions, Ballscrews, and Gimbals
the flap drive system on the right wing. Many of the
components are interchangeable. There are two transmissions, ballscrews, and gimbals
for each flap surface. They receive power from the
Flap Control Unit torque tubes to move the flap surfaces.
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737-300/400/500 TRAINING MANUAL
TORQUE TUBES
FLAP
CONTROL
UNIT
CONTROL
CABLES
ANGLE
GEARBOX
TRANSMISSION,
BALLSCREW, AND FLAP POWER OUTBOARD FLAP
GIMBAL DRIVE UNIT
EXHAUST INBOARD FLAP
GATES
INBOARD FLAP
27-51-CC-026 Rev 1 09/09/1998
MID FLAP
(4)
OUTBOARD FLAP
AFT FLAP
(4)
TE FLAP SYSTEM - GENERAL DESCRIPTION - 2
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737-300/400/500 TRAINING MANUAL
TE FLAP SYSTEM -- CONTROLS AND INDICATIONS
General
- TE flap lever
- TE flap lever position detent plate
- Alternate flaps arm switch
- Alternate flaps control switch
- TE flaps position indicator.
Controls
Indications
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737-300/400/500 TRAINING MANUAL
A ON B ON
RUD ON
ALTERNATE FLAPS
ALTERNATE FLAPS
OFF ARM SWITCH
LOW a LOW a UP ALTERNATE FLAPS
PRESSURE PRESSURE
OFF
CONTROL SWITCH
SPOILER ARM
A B DOWN
OFF OFF
FEEL a
DIFF PRESS
ON ON SPEED TRIM
FAIL
a
MACH TRIM
YAW DAMPER FAIL a
OFF
2 5 ON
1
10 FLIGHT CONTROLS PANEL (P5)
UP 15
25
FLAPS
30
40
FLAP
LEVER
POSITION
DETENT
PLATE
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737-300/400/500 TRAINING MANUAL
TE FLAP SYSTEM -- COMPONENT LOCATION - 1
General
- Flight compartment
- Electronic equipment compartment
- Main landing gear (MLG) wheel well
- Wing.
- Flap lever
- Flap lever 40-unit switches (2)
- Alternate flaps arm switch
- Alternate flaps control switch
- Flap position indicator.
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737-300/400/500 TRAINING MANUAL
OFF OFF
FEEL a
DIFF PRESS
ON ON SPEED TRIM
FAIL
a
MACH TRIM
YAW DAMPER FAIL a
2 5
1
10
UP 15
25
FLAPS
30
40
FLAP POSITION
CONTROL STAND INDICATOR
TE FLAP SYSTEM - COMPONENT LOCATION - 1
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737-300/400/500 TRAINING MANUAL
TE FLAP SYSTEM -- COMPONENT LOCATION - 2
General
Wing Components
- Torque tubes
- Gearboxes
- Transmission assemblies
- TE flap drive mechanisms
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- TE flaps
- TE flap fairings.
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737-300/400/500 TRAINING MANUAL
TRANSMISSION ASSEMBLIES
AND DRIVE MECHANISMS
ANGLE
GEARBOX
TORQUE
TUBE
FLAP POWER
DRIVE UNIT
FWD PRIORITY (PDU)
VALVE
FLOW
LIMITER
TE FLAPS
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TE FLAP
BYPASS FWD
FLAP
CONTROL VALVE
UNIT FOLLOW-UP
CABLES
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737-300/400/500 TRAINING MANUAL
TE FLAP SYSTEM -- FLAP LEVER AND POSITION SWITCHES
Purpose - 2
- 5
The flap lever controls the position of the TE flaps - 10
and LE devices. You use the flap lever during the - 15
normal operation of the TE flaps. During the alternate - 25
operation you do not use the flap lever. - 30
- 40.
The flap lever 40-unit switches monitor flap lever
position for the flap load relief function. Gates at detents 1 and 15 help the flight crew identify
these positions during go-arounds.
Location
The flap lever 40-unit switches operate when the flap
The flap lever is on the right side of the control lever moves to the 40 unit position.
stand. The flap lever 40-unit switches are below the
flap lever in the control stand. To get access to the Operation
flap lever 40-unit switches, remove the stabilizer trim
indicator panel and cover. To move the flap lever to a new position, you must lift
the flap lever so the index pin moves out of the
Physical Description detent.
The flap lever has an index pin that holds the flap
lever in detents in the detent plate. The detent plate
has these detent positions:
- 0
- 1
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737-300/400/500 TRAINING MANUAL
FWD
CONTROL STAND
FLAP LEVER
40-UNIT
FLAP SWITCHES
LEVER (2) FLAP LEVER
INDEX GATE
PIN
GATE
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FWD
FWD
DETENT
PLATE
TE FLAP SYSTEM - FLAP LEVER AND POSITION SWITCHES
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TE FLAP SYSTEM -- FLAP CONTROL QUADRANT, CABLE TENSION SWITCH
Purpose tension switch. The switch sends a signal to operate
the bypass valve to the bypass position. This removes
The flap control quadrant transmits pilot inputs from hydraulic pressure to the trailing edge flaps and the
the flap lever to the flap control unit. flaps stop moving.
Location
Physical Description
Functional Description
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737-300/400/500 TRAINING MANUAL
CONTROL
CABLE CABLES
PULLEY
LEVER FLAP
CONTROL
TARGET QUADRANT
CABLE
TENSION
SWITCH
FLAP
CONTROL SWITCH
QUADRANT FWD
BRACKET
CABLE
TENSION
SPRING SWITCH
(S816)
CONTROL
CABLES CONTROL
CABLES
INPUT ROD
CABLE TENSION
SWITCH
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TARGET
SPRING
FWD CABLE FWD
FLAP CONTROL UNIT PULLEY
(MAIN LANDING GEAR WHEEL WELL) LEVER
TE FLAP SYSTEM - FLAP CONTROL QUADRANT, CABLE TENSION SWITCH
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TE FLAP SYSTEM -- FLAP PRIORITY VALVE AND FLOW LIMITER
Purpose operate the TE flaps then monitor the system B
hydraulic pressure and the speed of movement of the TE
The TE flap priority valve and the flow limiter control flaps.
the flow of hydraulic fluid to the TE flap hydraulic
components. The priority valve gives priority of system
B hydraulic power to the LE devices verses the TE
flaps. The flow limiter puts a limit on the speed of
movement of the TE flaps.
Location
Physical Description
Functional Description
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737-300/400/500 TRAINING MANUAL
PRIORITY VALVE
FLOW LIMITER
FLAP POWER
DRIVE UNIT
BYPASS
VALVE
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737-300/400/500 TRAINING MANUAL
TE FLAP SYSTEM -- FLAP CONTROL UNIT
THIS PAGE INTENTIONALLY LEFT BLANK
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737-300/400/500 TRAINING MANUAL
TE FLAP SYSTEM -- FLAP CONTROL UNIT
Purpose PDU. The flap load relief solenoid is on the TE flap
control valve. When this solenoid energizes, the TE
The flap control unit receives mechanical inputs from flaps retract from the flaps 40 to the flaps 30
the pilots and sends hydraulic power to the flap PDU position.
and the slat actuators. The flap control unit also
causes the TE flaps to retract during load relief These are the seven TE flap position switches:
operation.
- Flaps 10-degree switch (S584)
Location - Flaps up switch (S245)
- Stall warning switch (S856)
The flap control unit is in the MLG wheel well on the - Flap down switch (S246)
right side of the ceiling near the aft bulkhead. - Takeoff warning switch (S130)
- Flap landing warning switch (S138)
Physical Description - Mach trim switch (S290).
The flap control unit has these components: TE Flap Position Switches Interfaces
- Input rod The flaps 10-degree switch (S584) operates at the 10-
- Summing lever unit position and has an interface with the leading
- TE flap control valve link edge flap and slat indication system.
- TE flap control valve
- LE flap control valve link The flaps up switch (S245) operates at the up position
- LE flap control valve and has interfaces with these components/systems:
- Follow-up drum
- Cam rollers - Alternate TE flap system to put a limit on the
- Flap position switches. position of the TE flaps during alternate
27-51-CC-008 Rev 1 09/09/1998
operation
See the leading edge (LE) flap and slat control system - Stabilizer system for stab trim speed control
section for more information on the LE flap control - Passenger cabin signs control.
valve and the LE flap control valve link (ATA 27-81).
The stall warning switch (S856) operates at the up
The TE flap control valve receives mechanical and position and has an interface with the leading edge
electrical inputs and sends hydraulic power to the flap flap and slat indication system.
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737-300/400/500 TRAINING MANUAL
TE FLAP SYSTEM -- FLAP CONTROL UNIT
The TE flap down switch (S246) operates at the 40-unit to move to the neutral position. This removes the
position and has an interface with the alternate TE hydraulic power to the TE flap PDU.
flap system to put a limit on the position of the TE
flaps during alternate operation. A second cam roller operates the TE flap position
switches.
The takeoff warning switch (S130) operates at the 15-
unit position and has an interface with the landing The third cam roller causes the LE flap control valve
gear indication and warning system. link to move, which moves the LE flap control valve.
The flap landing warning switch (S138) operates at the Training Information Point
10-unit position and has interfaces with these
components/systems: If there is too much internal leakage in the TE flap
control valve, you can repair it to decrease the
- Landing gear indication and warning leakage. It is not necessary to remove the TE flap
- Autoslat system control valve to do this repair.
- PTU system to enable the automatic operation.
Install the rig pin during adjustment of the flap
The mach trim switch (S290) operates at the up position control unit. Remove the cover on the bottom of the
and has interfaces with the autopilot system and the flap control unit to install the rig pin.
elevator feel differential pressure indication.
CAUTION: DO NOT INSTALL THE RIG PIN IN THE FLAP CONTROL
Functional Description UNIT WITH THE HYDRAULIC SYSTEM PRESSURIZED.
YOU CAN CAUSE DAMAGE TO THE FLAP CONTROL UNIT
The flap lever moves the flap control quadrant, which
moves the input rod and summing lever. The summing
lever moves the TE flap control valve, which sends
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737-300/400/500 TRAINING MANUAL
FLAP CONTROL
QUADRANT
FLAP FWD
CONTROL FWD CONTROL
CABLES UNIT
FLAPS COVER
10-DEGREE INPUT ROD
FLAP LOAD
SWITCH RELIEF
(S584) SUMMING LEVER SOLENOID
FOLLOW-UP
TE FLAP CABLES
UP SWITCH
(S245)
STALL TE FLAP RIG PIN
WARNING CONTROL
SWITCH
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VALVE
(S856)
CONNECTION TO
TE FLAP LE FLAP/SLAT
DOWN SWITCH CONTROL VALVE
(S246) FLAP LOAD
RELIEF SOLENOID
TAKEOFF CONNECTION TO
WARNING FLAP LANDING MACH TRIM TE FLAP
SWITCH WARNING SWITCH SWITCH LE FLAP/SLAT
CONTROL VALVE CONTROL VALVE
(S130) (S138) (S290)
TE FLAP SYSTEM - FLAP CONTROL UNIT
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737-300/400/500 TRAINING MANUAL
TE FLAP SYSTEM -- TE FLAP BYPASS VALVE
Purpose hydraulic lock, and lets alternate flaps operation
backdrive the hydraulic motor.
The TE flap bypass valve prevents the hydraulic
operation of the TE flaps during these conditions: Training Information Point
- Alternate flap operation (arm switch in arm When you deactivate the TE flap system, you must
position) disconnect the electrical connector and install a lock
- TE flaps asymmetry on the flap bypass valve. This lock holds the manual
- TE flaps control cables broken or disconnected. override lever in the bypass position.
Location
Physical Description
Functional Description
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737-300/400/500 TRAINING MANUAL
MANUAL
OVERRIDE
FWD LEVER
FWD
TE FLAP BYPASS VALVE
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737-300/400/500 TRAINING MANUAL
TE FLAP SYSTEM -- FLAP POWER DRIVE UNIT
THIS PAGE INTENTIONALLY LEFT BLANK
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737-300/400/500 TRAINING MANUAL
TE FLAP SYSTEM -- FLAP POWER DRIVE UNIT
Purpose lubricates the hydraulic motor. A check valve attaches
to the case drain hydraulic port.
The TE flap power drive unit (PDU) uses hydraulic or
electric power to turn the TE flap torque tubes and the The electric motor is a three-phase, 400 Hz, 115v ac
follow-up cables. motor with these components:
Location - Clutch
- Solenoid
The flap PDU is on the aft bulkhead of the MLG wheel - Overload mechanism.
well.
During hydraulic operation of the TE flaps the clutch
Physical Description disengages. This helps prevent damage to the electric
motor. When the electric motor receives electric power,
The flap PDU has these components: the solenoid engages the clutch. This lets the electric
motor turn the PDU gears.
- Gearbox
- Hydraulic motor The overload mechanism in the electric motor disengages
- Electric motor the clutch if a jam occurs in the PDU gearbox or the
- 3/8-inch manual drive connection. flap torque tubes.
The gearbox connects power from the hydraulic and Training Information Point
electric motors to the flap torque tubes. As the torque
tubes turn, the gearbox moves the follow-up cables that When you operate the TE flaps on the ground with the
attach to the flap control unit. The gearbox is oil- alternate operation, obey this caution.
filled.
CAUTION: FOR GROUND OPERATIONS, DO NOT OPERATE THE FLAP
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There is a 3/8-inch manual drive connection on the flap ELECTRIC MOTOR FOR MORE THAN 4 MINUTES ON AND
PDU that lets you manually move the TE flaps. Remove 25 MINUTES OFF. YOU CAN CAUSE DAMAGE TO THE
the manual drive cover to get access to the manual ELECTRIC MOTOR.
drive input shaft.
When you operate the TE flaps with the manual drive
The hydraulic motor is a reversible, nine cylinder connection, obey these cautions.
piston-type motor. Case drain hydraulic fluid
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737-300/400/500 TRAINING MANUAL
TE FLAP SYSTEM -- FLAP POWER DRIVE UNIT
CAUTION: DO NOT TURN THE MANUAL DRIVE WITH MORE THAN
350 POUND-INCHES TORQUE OR FASTER THAN 1000
RPM. YOU CAN CAUSE DAMAGE TO THE POSITION
SENSOR GEARBOX AND THE TORQUE TUBES.
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737-300/400/500 TRAINING MANUAL
FOLLOW
UP CABLES
FOLLOW
UP CABLES
FWD
FLAP
CONTROL
UNIT
ELECTRIC
MOTOR
HYDRAULIC
MOTOR
TORQUE
TUBE
(TYP)
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GEARBOX
FWD
ELECTRICAL
CONNECTOR
FLAP POWER DRIVE UNIT
TE FLAP SYSTEM - FLAP POWER DRIVE UNIT
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737-300/400/500 TRAINING MANUAL
TE FLAP SYSTEM -- ANGLE GEARBOXES
Purpose
Location
Physical Description
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737-300/400/500 TRAINING MANUAL
TORQUE
TUBE
TORQUE TUBE
COUPLING
SLEEVE
(TYP)
TORQUE TUBE
COUPLING
SLEEVE
(TYP)
ACCESS
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COVER
TORQUE
LANDING TUBE
GEAR BEAM ACCESS
COVER FWD
FWD
FLAP ANGLE GEARBOX RIGHT ANGLE GEARBOX
(LEFT SHOWN, RIGHT OPPOSITE) (LEFT SHOWN, RIGHT OPPOSITE)
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737-300/400/500 TRAINING MANUAL
TE FLAP SYSTEM -- FLAP TRANSMISSIONS, BALLSCREWS, AND GIMBALS
Purpose Each transmission contains oil and weighs approximately
45 lb (20 kg).
Each TE flap transmission transmits the power from the
torque tubes to the universal joint and ballscrew. When Ballscrews
the ballscrew moves, the gimbal moves. This causes the
TE flap to move. The transmission turns the ballscrew through the
universal joint. The ballscrew has a ballscrew nut
Location which connects to the gimbal. As the ballscrew turns,
the ballscrew nut moves the gimbal.
There are eight TE flap transmissions, two for each TE
flap. There is one ballscrew and gimbal for each The ballscrew has stops at both ends. The ballscrew nut
transmission. The transmissions are on the rear spar of does not touch the stops during the usual operation of
the wing. Access to the transmissions, ballscrews, and the TE flaps. The ballscrew nut is lubricated with
gimbals is through the TE flap fairings or through the grease.
MLG wheel well.
Gimbal
Transmissions
The gimbal moves the TE flap surface. The gimbal
Each transmission has a torque brake that prevents connects to the ballscrew nut and moves as the
excessive loads on the ballscrew if the flap does not ballscrew turns.
move freely. The torque brake is a ball ramp type brake
with a torque trip indicator. If the TE flap does not
move freely, the torque brake stops the movement of the
torque tubes. This causes the hydraulic motor to stall.
The torque brake operates in either direction of flap
movement. The trip indicator must be manually reset if
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it activates.
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737-300/400/500 TRAINING MANUAL
8
7
TRANSMISSION ASSEMBLIES 6
AND DRIVE MECHANISMS
5
ANGLE
GEARBOX
4
TORQUE
TUBE 3
2 FWD
WING
1 STRUCTURE
TORQUE
TUBE
UNIVERSAL
JOINT
TE FLAPS
BALLNUT AND
GIMBAL ASSEMBLY
MIDFLAP
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FLAP
TRACK TORQUE
LIMITER TRANSMISSION
HOUSING GEARBOX
FWD
JACKSCREW
TE FLAP SYSTEM - FLAP TRANSMISSIONS, BALLSCREWS, AND GIMBALS
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737-300/400/500 TRAINING MANUAL
TE FLAP SYSTEM -- FLAP DRIVE MECHANISMS AND FAIRINGS
Purpose There is only a small difference in the flap drive
mechanisms for the inboard flaps.
Each flap drive mechanism transmits power from the
transmission, ballscrew, and gimbal to move the TE The strut assembly and support arm move the flap
flap. The flap fairings are a cover for the drive fairing.
mechanisms and decrease aerodynamic drag.
Flap Fairings
Location
The fairings have these components:
There are two drive mechanisms for each TE flap. There
are three flap fairings on the bottom of each wing. - Forward section
- Aft section
Two of the flap drive mechanisms are in the MLG wheel - Tailcone
well. To get access to the flap drive mechanisms on the - Cam track (2).
wings, extend the TE flaps or remove the flap fairings.
The forward section attaches to the bottom of the wing.
Flap Drive Mechanisms The aft section turns around a pivot bolt with control
by a linkage. The tailcone attaches to the aft section.
During extension, the ballscrew moves the carriage
assembly along the main flap track. The rollers in the As the carriage assembly moves aft, the support arm
carriage stay in the main flap track. These are the moves the track follower roller on the cam tracks. This
components that connect to the carriage and move as the turns the aft section of the fairing down as the flaps
carriage moves: extend.
- Fairing strut assembly (outboard flaps only) There is an access panel on some of the flap fairings
- Fairing support arm (outboard flaps only). to help you remove the fairing.
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737-300/400/500 TRAINING MANUAL
FOREFLAP
FWD FOREFLAP
TRACK
CARRIAGE MIDFLAP
ASSEMBLY
MAIN
CARRIAGE
CAM
CARRIAGE
ROLLER FWD
FOREFLAP
ROLLERS TOGGLE
FLAP STOP
TRAILING EDGE FLAPS TRACK
(LEFT WING)
INBOARD MIDFLAP DRIVE MECHANISM
SPOILER MIDFLAP
FOREFLAP (REF) AFTFLAP
STRUT CAM
SEQUENCE SPOILER ASSEMBLY TRACK
CARRIAGE (REF) (2) (2)
MIDFLAP
AFTFLAP
DEFLECTOR
SPRING
FOREFLAP
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FLAP
TRACK CARRIAGE SUPPORT TRACK FLAP FLAP
CARRIAGE FWD ASSEMBLY ARM (2) FOLLOWER TRACK TRACK
ASSEMBLY ROLLER (2) FAIRING
FWD
OUTBOARD MIDFLAP DRIVE MECHANISM OUTBOARD FLAP FAIRING DRIVE
TE FLAP SYSTEM - FLAP DRIVE MECHANISMS AND FAIRINGS
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737-300/400/500 TRAINING MANUAL
TE FLAP SYSTEM -- FOREFLAP DRIVE MECHANISMS
Purpose
Location
Physical Description
- Foreflap track
- Foreflap rollers
- Sequence carriage.
Functional Description
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737-300/400/500 TRAINING MANUAL
FOREFLAP FOREFLAP
TRACK
SEQUENCE
CARRIAGE
CARRIAGE
ASSEMBLY
TRAILING EDGE FLAPS MIDFLAP
(LEFT WING) SEQUENCE
DETENT
TOGGLE FWD
FOREFLAP STOP
ROLLERS FLAP
FOREFLAP TRACK
SEQUENCE FOREFLAP
CARRIAGE TRACK MIDFLAP
AFTFLAP
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FLAP
TRACK CARRIAGE SEQUENCE TOGGLE
ASSEMBLY DETENT STOP FWD
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737-300/400/500 TRAINING MANUAL
TE FLAP SYSTEM -- INBOARD AFT FLAP DRIVE MECHANISM
Purpose along the flap track, one boom cable is pulled from the
midflap, the other goes into the midflap.
The inboard aftflap drive mechanism makes the inboard
aftflap move apart from the midflap during flap The movement of the boom cables turns the cable drum
extension. inside the midflap. A cam roller moves in the cam slot
in the cable drum. This turns the inboard bell crank.
Location As the inboard bell crank turns, it pushes on the
inboard aftflap pushrod which moves the aftflap apart
The inboard aftflap drive mechanism is in the wing to from the midflap.
body fairing, aft of the main landing gear wheel well,
and inside the midflap. To get access to some of the The inboard bell crank also operates slave cables that
components, remove panels on the midflap. turn a slave bell crank. As the slave bell crank turns,
it pushes on the outboard aftflap pushrod which moves
Physical Description the aftflap apart from the midflap.
The inboard aftflap drive mechanism has these parts: A clutch assembly on the inboard bell crank stops the
retraction of the aftflap if an unwanted object is
- Boom caught between the midflap and aftflap.
- Boom cables (2)
- Cable drum
- Cam roller
- Clutch assembly
- Inboard bell crank
- Slave cables (2)
- Slave bell crank
- Aftflap pushrods (2).
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Functional Description
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737-300/400/500 TRAINING MANUAL
FLAP
TRACK
CARRIAGE BOOM
FWD ASSEMBLY CABLES
BOOM
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737-300/400/500 TRAINING MANUAL
TE FLAP SYSTEM -- OUTBOARD AFT FLAP DRIVE MECHANISM
Purpose Two aftflap tracks help to support the aftflap. The
tracks move in rollers in the midflap.
The outboard aftflap drive mechanism makes the outboard
aftflap move apart from the midflap during flap
extension.
Location
Physical Description
- Pushrod
- Bell crank
- Bellcrank roller
- Aftflap cam track
- Aftflap tracks (2)
- Aftflap rollers.
Functional Description
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737-300/400/500 TRAINING MANUAL
SPOILER
(REF)
PUSHROD MIDFLAP
AFTFLAP
FOREFLAP
AFTFLAP
TRACK
AFTFLAP
ROLLER
BELL CRANK
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737-300/400/500 TRAINING MANUAL
TE FLAP SYSTEM -- EXHAUST GATES
Purpose
Location
Physical Description
Functional Description
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737-300/400/500 TRAINING MANUAL
MIDFLAP FOREFLAP
STRUCTURE CAM CONNECTION
CAM FOREFLAP
CONNECTION
FWD
MIDFLAP
STRUCTURE
EXHAUST
EXHAUST BELLCRANK GATE
GATE
PUSHROD FWD
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BELLCRANK
EXHAUST GATE MECHANISM
(INBOARD FLAP)
EXHAUST
GATE
FWD
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TE FLAP SYSTEM -- FUNCTIONAL DESCRIPTION - HYDRAULIC
General This causes the control valve to send hydraulic power
to the retract side of the hydraulic motor.
These are the TE flap hydraulic components that are
LRUs: The hydraulic power from the flap control unit goes to
the flap bypass valve. This valve removes hydraulic
- Flap priority valve power to the hydraulic motor during non-normal
- Flap flow limiter operations. When the bypass valve is in the normal
- Flap control valve position, it lets hydraulic power from the flap control
- Flap load relief solenoid valve valve go to the TE flap hydraulic motor.
- Flap bypass valve
- Flap hydraulic motor. When the bypass valve moves to the bypass position, it
connects the hydraulic lines on the two sides of the
Functional Description hydraulic motor to each other. This does these:
Hydraulic fluid from system B flows through the flap - Stops operation of the hydraulic motor
priority valve. This valve decreases the hydraulic flow - Prevents a hydraulic lock
to 0.7 gpm to the TE flap components if system B - Lets alternate flaps operation backdrive the
pressure decreases less than 2400 psi. This gives hydraulic motor.
priority of system B hydraulic power to the LE devices
verses the TE flaps. The hydraulic motor is a reversible motor that moves
the TE flap drive system to move the TE flaps. The TE
The flow limiter puts a limit on the flow of hydraulic flap drive system moves the follow-up cables, which
fluid to 14 gpm. This controls the speed of movement of move the summing lever. When the TE flaps move to the
the TE flaps. correct position, the main spool of the control valve
moves to the center position. The control valve then
The flap control unit has a control valve and a flap stops the hydraulic power to the hydraulic motor.
27-51-CC-020 Rev 1 08/16/2000
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737-300/400/500 TRAINING MANUAL
HYDRAULIC SYSTEM B
PRIORITY
VALVE
FLOW
LIMITER
FLAP
SUMMING LEVER CONTROL
VALVE
FLAP LEVER CABLES MAIN
SPOOL SLEEVE
SOLENOID
FOLLOW-UP
CABLES
HYDRAULIC M
MOTOR
27-51-CC-020 Rev 1 08/16/2000
TE FLAP BYPASS
DRIVE SYSTEM VALVE
(NORMAL)
CASE DRAIN
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737-300/400/500 TRAINING MANUAL
TE FLAP SYSTEM -- FUNCTIONAL DESCRIPTION - HYDRAULIC BYPASS
General A test switch does a test of the left and right needles
in the TE flap position indicator. It also operates the
The bypass valve prevents the TE flap hydraulic motor bypass valve.
operation (shutdown) during these conditions:
When the bypass valve moves to the bypass position, it
- Alternate flap operation sends power to a green asymmetry test light, and the
- TE flap asymmetry light comes on. You can do a press-to-test of the test
- TE flap control cable broken or disconnected. light.
When the bypass valve is in the normal position, it TE Flap Control Cable Broken Or Disconnected
lets hydraulic power from the TE flap control valve go
to the TE flap hydraulic motor. When the bypass valve The cable tension switch sends a ground to the flap
moves to the bypass position, it stops the hydraulic asymmetry shutoff relay if the flap control cables are
flow to the hydraulic motor. broken or disconnected. The relay sends power to move
the bypass valve to the bypass position.
Alternate Flap Operation
TE Flap Asymmetry
27-51-CC-022 Rev 1 08/27/1999
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737-300/400/500 TRAINING MANUAL
OFF NORMAL
28V DC
BUS 1
FLIGHT CONTROL
FLAP SHUTOFF ARM
VALVE BYPASS
ALTN FLAPS
ARM SW (P5)
TE FLAP BYPASS
28V DC VALVE
XFR BUS 1
FLAP POSITION
INDICATION
R123 FLAP
ASYMMETRY
SHUTOFF
NO TENSION RELAY (E3-2)
NORMAL
CABLE
28V DC TENSION SWITCH
BUS 1 G
MASTER DIM AND ASYMMETRY
TEST CONTROL TEST
ASYMMETRY LIGHT
P6 CB PANEL
27-51-CC-022 Rev 1 09/09/1998
NORMAL
ASYMMETRY
SWITCH TEST LEFT-UP
TEST
TEST RIGHT-DN
FLAP POSITION ASYMMETRY TEST SWITCH
INDICATOR AND LIGHT (E3) FWD
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737-300/400/500 TRAINING MANUAL
TE FLAP SYSTEM -- FUNCTIONAL DESCRIPTION - FLAP LOAD RELIEF
General The flap lever must be in the 40 unit position, and
hydraulic system B pressure must be on. Hold the flap
The flap load relief function prevents damage to the load limiter test switch in the SYS position while you
flaps and their support structures from large do a BITE check on the air data computer 1. During this
aerodynamic forces because of airspeeds that are too test the TE flaps move from position 40 to 30.
high.
Flap Lever 40 Unit Switches
Flap load relief puts a limit on the positions of the
TE flaps as a function of airspeed. Flap load relief You can do a test of the flap lever 40 unit switches
operates only during normal operation of the TE flaps. when the airplane is on the ground. Use the flap load
limiter test switch on the E2 rack.
Functional Description
The flap lever must be in a position other than 40
The load relief solenoid energizes when the flap lever units.
is at the 40 unit position, and the airspeed increases
to more than 162 knots. This causes the TE flaps to Move the switch to the SW position. The green load
retract to the 30 position. limiter test light adjacent to the switch comes on if
the flap lever 40 unit switches operate correctly.
The load relief solenoid deenergizes when the pilot
moves the flap lever to the 30 unit position, or the
airspeed decreases to less than 156 knots.
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737-300/400/500 TRAINING MANUAL
AIR
COMPARTMENT
LIGHT
GND SYS/SW
R277 GND SENSING S568 FLAP
RELAY (E11) LOAD LIMITER
TEST SWITCH
COMPARTMENT
TEST LOAD LIMITER LIGHT SWITCH
TEST SW AND LT
27-51-CC-023 Rev 1 09/08/1999
G FLAP LOAD
S568 AND L558 LIMITER
TEST SWITCH
L558 FLAP FLAP LOAD
TEST LOAD LIMITER LIMITER
TEST LIGHT TEST LIGHT
E2 RACK FWD
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737-300/400/500 TRAINING MANUAL
TE FLAP SYSTEM -- ALTERNATE FLAPS SWITCHES
THIS PAGE INTENTIONALLY LEFT BLANK
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737-300/400/500 TRAINING MANUAL
TE FLAP SYSTEM -- ALTERNATE FLAPS SWITCHES
Purpose position, it goes back to the OFF position when you
release it.
The two alternate flaps switches control the TE flaps
and LE devices during the alternate operation. These The alternate flaps control switch operates only when
are the alternate flaps switches: the alternate flaps arm switch is in the arm position.
The control switch controls the direction of movement
- Alternate flaps arm switch of the TE flaps and LE devices.
- Alternate flaps control switch.
During alternate operation when there is system B
Location hydraulic power, move the flap lever to the position
that you will move the flaps to. This makes sure there
The alternate flaps switches are on the flight control is no movement of the flaps when alternate operation
panel on the P5 overhead panel. stops.
Physical Description When the alternate flaps arm switch is in the arm
position, this occurs:
The alternate flaps arm switch is a two-position,
guarded, toggle switch. The positions are the ARM - TE flap bypass valve moves to the bypass position
position and the OFF position. When the guard is - Standby electric motor driven pump (EMDP) starts
closed, the switch is in the OFF position. - Electrical power goes to the alternate flaps
control switch.
The alternate flaps control switch is a three-position
toggle switch with these positions: Extend
- DOWN. standby EMDP to fully extend. You can not stop the
extension of the LE devices unless you move the
Functional Description alternate flaps arm switch to the OFF position.
When you put the alternate flaps control switch in the When you hold the control switch in the DOWN position,
UP position, it stays. When you put it in the DOWN the TE flaps use electric power to extend. To stop the
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737-300/400/500 TRAINING MANUAL
TE FLAP SYSTEM -- ALTERNATE FLAPS SWITCHES
extension of the TE flaps, move the control switch to See the standby hydraulic system section for more
the OFF position. information on the standby EMDP (ATA 29-22).
Retract
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737-300/400/500 TRAINING MANUAL
OFF OFF
FEEL a
DIFF PRESS
ON ON SPEED TRIM
FAIL
a
MACH TRIM
YAW DAMPER FAIL a
AUTO SLAT
27-51-CC-012 Rev 1 09/09/1998
YAW
DAMPER a FAIL a
OFF
ON
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737-300/400/500 TRAINING MANUAL
TE FLAP SYSTEM -- FUNCTIONAL DESCRIPTION - ALTERNATE OPERATION
General A time of 2 minutes and 20 seconds is necessary for the
TE flaps to fully extend during the alternate
During the alternate operation the alternate flaps operation.
switches control the TE flap electric motor and flap
bypass valve. Retract
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737-300/400/500 TRAINING MANUAL
DOWN
115V AC
XFER BUS 2 S246 FLAP
DOWN SW (FLAP
CNTL UNIT)
FLIGHT CONTROL
ALTN TE FLAP TO TE FLAP
DRIVE BYPASS VALVE R58 ALT TE
FLAP UP
RELAY (J4)
TE FLAP
ELECTRIC
(MLG WW)
UP
OFF OFF
UP
28V DC DOWN
BUS 1
FLIGHT CONTROL
FLAP SHUTOFF ARM
27-51-CC-024 Rev 1 09/09/1998
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737-300/400/500 TRAINING MANUAL
TE FLAP SYSTEM -- OPERATION
THIS PAGE INTENTIONALLY LEFT BLANK
27-51-CC-021 Rev 1 09/09/1998
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737-300/400/500 TRAINING MANUAL
TE FLAP SYSTEM -- OPERATION
Normal Operation Alternate Operation
You use the flap lever to operate the TE flaps during You use the alternate flaps switches to operate the TE
normal operation. For normal operation system B flaps during alternate operation. The alternate
hydraulic power is necessary. operation uses electric power as an alternative to
hydraulic power.
The TE flaps move to nine different positions. The flap
position indicator in the flight compartment shows the When you move the alternate flaps arm switch to the ARM
position of the TE flaps. position, these occur:
During normal operation of the TE flaps the LE devices - TE flap bypass valve moves to the bypass position
move also. - Standby hydraulic pump starts
- Electrical power goes to the alternate flaps
Flap load relief is available during normal operation. control switch.
If the airspeed increases to more than the flap placard
limit for the flap position, the flaps automatically The alternate flaps control switch operates only when
retract from flaps 40 to flaps 30. The flap position you move the arm switch to the ARM position. When you
indicator shows the actual position of the TE flaps. move and hold the control switch in the DOWN position,
the TE flaps and LE devices extend. To stop the
If the TE flaps do not stay in alignment or if the extension of the TE flaps, move the control switch to
control cable is broken or disconnected, the TE flaps the OFF position. To stop the extension of the LE
stop automatically. If this occurs, you can not operate devices, move the arm switch to the OFF position.
the TE flaps again until the airplane makes a landing,
and you correct the problem. The flap position During alternate operation the TE flaps can extend to
indicator gives you indication that the TE flaps are the 40 unit position. A time of 2 minutes and 20
out of alignment. seconds is necessary for the TE flaps to fully extend
27-51-CC-021 Rev 1 09/09/1998
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737-300/400/500 TRAINING MANUAL
TE FLAP SYSTEM -- OPERATION
To retract the TE flaps, move the control switch to the WARNING: MAKE SURE THE POSITION OF THE TE FLAPS AGREES
UP position. The control switch has a detent at the UP WITH THE POSITION OF THE FLAP CONTROL LEVER.
position. It is not necessary to hold the switch in the WHEN YOU SUPPLY HYDRAULIC POWER, THE FLAPS AND
UP position. There are limit switches in the flap SLATS WILL MOVE AUTOMATICALLY TO THE POSITION
control unit that stop the flaps at the up and down OF THE FLAP CONTROL LEVER. THIS CAN CAUSE
limits. You cannot use the alternate operation to INJURY TO PERSONS AND DAMAGE TO EQUIPMENT.
retract the LE devices.
When you move the arm switch from the ARM position to
the OFF position, alternate operation stops and normal
operation becomes active.
When you move the arm switch from the ARM position to
27-51-CC-021 Rev 1 09/09/1998
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737-300/400/500 TRAINING MANUAL
FLAPS
25 OFF OFF STBY a
30 RUD ON
40 A ON B ON
ALTERNATE FLAPS
FLAP POSITION ALTERNATE FLAPS
INDICATOR (P2) OFF ARM SWITCH
(SHOWN WITH THE
LOW a LOW a UP
TE FLAPS AT 10) ALTERNATE FLAPS
PRESSURE PRESSURE
OFF CONTROL SWITCH
SPOILER ARM
A B DOWN
OFF OFF
FEEL a
DIFF PRESS
ON ON SPEED TRIM
FAIL
a
MACH TRIM
YAW DAMPER FAIL a
OFF
ON
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737-300/400/500 TRAINING MANUAL
TE FLAP SYSTEM -- POSITION INDICATING SYSTEM - INTRODUCTION
Purpose
ac - alternating current
alt - alternate
AMM - aircraft maintenance manual
CB - circuit breaker
FCC - flight control computer
hz - Hertz
IND - indicator
LE - leading edge
POS - position
sect - section
snsr - sensor
SNSR - sensor
sw - switch
TE - trailing edge
v - volts
27-58-CC-005 Rev 1 09/09/1998
XFR - transfer
xmtr - transmitter
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737-300/400/500 TRAINING MANUAL
TE FLAP SYSTEM
TE FLAPS
TE FLAP
NORMAL OPERATION
TE FLAPS - FLAP LOAD RELIEF
- ASYMMETRY
TE FLAP
ALTERNATE OPERATION
TE FLAP
CRUISE POSITION INDICATING SYSTEM
27-58-CC-005 Rev 1 09/09/1998
TAKEOFF
LANDING
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737-300/400/500 TRAINING MANUAL
TE FLAP SYSTEM -- POSITION INDICATING SYSTEM - GENERAL DESCRIPTION
General
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737-300/400/500 TRAINING MANUAL
FLAP POSITION
INDICATOR (P2)
FLAP POSITION
TRANSMITTERS (2)
STALL MANAGEMENT
COMPUTER (2)
27-58-CC-001 Rev 1 09/09/1998
FLIGHT CONTROL
COMPUTER (2)
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737-300/400/500 TRAINING MANUAL
TE FLAP SYSTEM -- POSITION INDICATING SYSTEM - FLAP POSITION TRANSMITTER
Purpose
Location
Physical Description
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737-300/400/500 TRAINING MANUAL
TORQUE
TUBE
27-58-CC-002 Rev 1 09/09/1998
ELECTRICAL FWD
CONNECTOR
WING REAR SPAR
(LEFT SHOWN - RIGHT OPPOSITE)
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737-300/400/500 TRAINING MANUAL
TE FLAP SYSTEM -- POSITION INDICATING SYSTEM - FLAP POSITION INDICATOR
Purpose
Location
Physical Description
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737-300/400/500 TRAINING MANUAL
LEFT
NEEDLE
2 5
1 10
UP 15
25
FLAPS
27-58-CC-003 Rev 1 09/09/1998
40 30
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737-300/400/500 TRAINING MANUAL
TE FLAP SYSTEM -- POSITION INDICATING SYSTEM - FUNCTIONAL DESCRIPTION
Functional Description When the bypass valve moves to the bypass position, it
gives power to green asymmetry test light, and the
There are two flap position transmitters, and each has light comes on.
three internal synchros. The synchros have interfaces
with these components:
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737-300/400/500 TRAINING MANUAL
TO ASYMMETRY
FCC-A SHUTOFF VALVE
RELAY (E3-2)
SMC 2
LEFT
NEEDLE
28V AC
XFR BUS 2
TE FLAP
POSITION L FLAP POS XMTR
IND TEST
RIGHT-UP
P6 CB PANEL
NORMAL ASYM
FCC-B SW
TEST
LEFT-UP
XFMR
SMC 1
27-58-CC-004 Rev 1 09/09/1998
RIGHT
S602 FLAP ASYMMETRY NEEDLE
TEST SWITCH
R FLAP POS XMTR E3 RACK FLAP POSITION
INDICATOR (P2)
TE FLAP SYSTEM - POSITION INDICATING SYSTEM - FUNCTIONAL DESCRIPTION
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT CONTROL SYSTEM -- INTRODUCTION
Purpose Abbreviations and Acronyms
The leading edge (LE) flaps and slats increase the wing alt - alternate
area and the wing camber. This increases lift to BITE - built in test equipment
improve the takeoff and landing performance of the cntl - control
airplane.
EMDP - electric motor-driven pump
General ext - extend
gnd - ground
The LE devices include two Krueger flaps and three GPM - gallons per minute
slats on the leading edge of each wing. During cruise, inbd - inboard
these surfaces fully retract. These surfaces extend ind - indication
during takeoff to increase lift which permits slower
LE - leading edge
speeds for airplane rotation. During landing, the LE
slats fully extend to increase lift and permit slower MLG - main landing gear
speeds for landing. PDU - power drive unit
prox - proximity
During normal operation, the LE flaps and slats are PTU - power transfer unit
mechanically controlled. During alternate operation, sec - second(s)
the LE flaps and slats are electrically controlled.
sect - section
There is position indication in the flight deck for all SMC - stall management computer
the LE devices during normal operation and alternate SOV - shutoff valve
operation. stdby - standby
TE - trailing edge
You can do tests of the LE flap and slat position T/R - thrust reverser
27-81-CC-001 Rev 1 02/11/1999
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737-300/400/500 TRAINING MANUAL
UP
LE SLATS
LE FLAPS
EXTEND
FULL EXTEND
LE SLATS
NORMAL OPERATION
27-81-CC-001 Rev 1 02/11/1999
- LE POSITION IND
- AUTOSLAT
ALTERNATE OPERATION
LE FLAPS - LE POSITION IND
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT CONTROL SYSTEM -- GENERAL DESCRIPTION
General If the airplane gets near a stall condition, the stall
management computers (SMCs) send signals to the
The LE flaps and slats use hydraulic power to move. For autoslat control valve. The autoslat control valve
the normal operation, hydraulic system B supplies sends hydraulic power to the LE slat actuators to
hydraulic power. The commands for the LE flaps and extend the LE slats.
slats come from the TE flap system. During the
alternate operation, the standby hydraulic system See the leading edge autoslat system section for more
supplies hydraulic power. The commands come from the information on the autoslat valve.
alternate flaps switches.
See the stall warning system section for more
Normal Operation information on the SMCs.
The TE flap system sends inputs to the LE flap and slat See the trailing edge flap system section for more
control valve during normal operation. The flap lever information on the TE flap system.
moves a cable system that supplies a mechanical input
to the TE flap system. As the TE flaps move, feedback Alternate Operation
from the TE flap system moves the LE flap and slat
control valve. The LE flap and slat control valve is in During the alternate operation, the alternate flaps
the TE flap control unit. switches send a signal to the LE standby shutoff valve
and to the standby hydraulic system. The LE standby
The LE flap and slat control valve gets pressure from shutoff valve sends hydraulic power to the LE flap and
hydraulic system B. The LE flap and slat control valve slat actuators to extend the LE flaps and slats.
sends hydraulic power through the autoslat control Hydraulic power from the LE standby shutoff valve has a
valve to the LE flap and slat actuators. These higher priority than the hydraulic power from the LE
actuators move the LE flaps and slats. flap and slat control valve.
27-81-CC-002 Rev 1 04/12/1999
The LE flap and slat proximity sensors and position During the alternate operation, the LE flaps and slats
switches send signals to the leading edge flap and slat cannot retract.
indicating module. The module sends this data to the LE
devices annunciator panel and the LE flaps lights in
the flight compartment.
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737-300/400/500 TRAINING MANUAL
ALTERNATE FLAPS
STANDBY
HYDRAULIC
OFF SYSTEM
UP HYDRAULIC POWER TRANSFER
SYSTEM B UNIT SYSTEM
OFF
LE STANDBY
ARM DOWN SHUTOFF VALVE
LE DEVICES
FLAPS
27-81-CC-002 Rev 1 09/05/1999
TRANSIT TRANSIT
1 4
2 3
EXT EXT LE FLAPS LE FLAPS
FULL FULL TRANSIT a EXT g
EXT EXT
CENTER INSTRUMENT
LEGEND: 1
2 5
6
PANEL (P2)
3 4
ELECTRICAL
SLATS SLATS
MECHANICAL TEST
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT CONTROL SYSTEM -- CONTROLS AND INDICATIONS
THIS PAGE INTENTIONALLY LEFT BLANK
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT CONTROL SYSTEM -- CONTROLS AND INDICATIONS
General Move the ALTERNATE FLAPS arm switch to the ARM position
to start the standby hydraulic system EMDP.
These are the controls in the flight compartment:
Move the ALTERNATE FLAPS control switch to the down
- TE flap lever position momentarily to open the leading edge flaps and
- ALTERNATE FLAPS ARM switch slats shutoff valve in the standby system module.
- ALTERNATE FLAPS control switch.
See the flight controls multiple use systems/units
These are the indications in the flight compartment: system section for more information about the flight
control panel (ATA 27-09).
- Flight control panel
- SPEED BRAKE DO NOT ARM light See the standby hydraulic system section for more
- SPEED BRAKE ARMED light information about standby hydraulic system controls and
- LE FLAPS TRANSIT light indication on the flight control panel (ATA 29-21).
- LE FLAPS EXT light
- Leading edge (LE) devices annunciator panel. Indications
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT CONTROL SYSTEM -- CONTROLS AND INDICATIONS
- TE flaps disagreement during alternate flaps
operation until the TE flaps are at the 10
position.
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737-300/400/500 TRAINING MANUAL
FLAP
SPEED BRAKE LEVER
27-81-CC-018 Rev 1 08/21/1998
CAPT INSTRUMENT
PANEL (P1)
CONTROL STAND
LE FLAP AND SLAT CONTROL SYSTEM - CONTROLS AND INDICATIONS
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT CONTROL SYSTEM -- COMPONENT LOCATION - 1
General
- Flight compartment
- Main landing gear (MLG) wheel well
- Wing.
27-81-CC
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737-300/400/500 TRAINING MANUAL
MIC SEL
HF
L VHF R INOP INOP SERV
INT
FLT
INT
PA
TRIP DATE R E
E V
P E
E RECORDING TIMEN
RT MASKS B A REMAINING
V R T
T
0 0 7 0 3 1
IC BOOM
MACH
FLIGHT RECORDER AIRSPEED
WARNING
TEST
TEST NORMAL NO 1 NO 2
SERVICE
INTERPHONE OFF
a
OFF
STALL WARNING
HTR OFF
THRUST REVERSER
CREW PASS OXYGEN OFF
ON a NORMAL
TRANSIT LE DEVICES OXYGEN
FLAPS a TRANSIT ENG 1 ENG 2
a 1 4 a NORMAL NORMAL
EXT a 2 3 a g EXT TEST
FULL g g a a a g FULL 10
EXT g a a g g EXT
g g 5 15 ON
1 g g g 6
2 g 5 OVERRIDE
3 g g g 4
SLATS SLATS 0 20
ISOLATION OXY PRESS PASS OXY
VALVE PS1 X 100 ON
a
TEST
DOME WHITE
DIM
T T
IO OFF LEFT RIGHT IO
N GEAR GEAR N
D L D L
E O BRIGHT E O
X C X C
K K
AFT OVERHEAD
PANEL (P5)
LE DEVICES
FLAPS
TRANSIT TRANSIT
1 4
2 3
EXT EXT
FULL FULL
EXT EXT
1 6
2 5
3 4
SLATS SLATS
TEST
27-81-CC-003 Rev 1 02/23/1999
LE FLAPS LE FLAPS
TRANSIT a EXT g
CENTER INSTRUMENT PANEL (P2)
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT CONTROL SYSTEM -- COMPONENT LOCATION - 2
MLG Wheel Well Components
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737-300/400/500 TRAINING MANUAL
FWD
LE EXTEND
FUSE
LE FLAP AND SLAT
FWD CONTROL VALVE
STANDBY LE STANDBY
SYSTEM SHUTOFF VALVE
HYDRAULIC
RESERVOIR
(REF)
LE STANDBY
FUSE MLG WHEEL WELL CEILING
FLOW
LIMITING
VALVE
27-81-CC-004 Rev 1 02/23/1999
FWD
FWD
MLG WHEEL WELL KEEL BEAM STANDBY SYSTEM MODULE
LE FLAP AND SLAT CONTROL SYSTEM - COMPONENT LOCATION - 2
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT CONTROL SYSTEM -- COMPONENT LOCATION - 3
Wing Components
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737-300/400/500 TRAINING MANUAL
ACTUATOR
AUXILIARY
TRACK LE FLAPS
MAIN TRACK (UNDER WING)
LE SLATS
27-81-CC-019 Rev 1 02/23/1999
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT CONTROL SYSTEM -- LE FLAP AND SLAT CONTROL VALVE
Purpose Training Information Point
The TE flap power drive unit (PDU) gives mechanical If the alignment of the LE flaps and slats is not
inputs to the LE flap and slat control valve. The LE correct, you can adjust the LE flap and slat control
flap and slat control valve sends hydraulic power to valve. Install the rig pin during adjustment of the LE
the LE flap and slat actuators. flap and slat control valve. Remove the cover on the
bottom of the flap control unit to install the rig pin.
Location
CAUTION: DO NOT INSTALL THE RIG PIN IN THE FLAP CONTROL
The LE flap and slat control valve is on the TE flap UNIT WITH THE HYDRAULIC SYSTEM PRESSURIZED.
control unit in the MLG wheel well. The TE flap control YOU CAN CAUSE DAMAGE TO THE FLAP CONTROL UNIT.
unit is on the right side of the aft bulkhead near the
ceiling.
Physical Description
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737-300/400/500 TRAINING MANUAL
FLAP
CONTROL
FLAP CONTROL UNIT
QUADRANT
COVER
CONTROL
CABLES
INPUT ROD
FWD
SUMMING LEVER
FOLLOW-UP
CABLES
RIG PIN
TE FLAP
CONNECTION TO
CONTROL
27-81-CC-005 Rev 1 02/23/1999
LE FLAP/SLAT
VALVE CONTROL VALVE
FLAP LOAD
RELIEF SOLENOID
FWD CONNECTION TO
LE FLAP/SLAT TE FLAP
FLAP CONTROL UNIT CONTROL VALVE CONTROL VALVE
(WHEEL WELL CEILING REMOVED FOR CLARITY)
LE FLAP AND SLAT CONTROL SYSTEM - LE FLAP AND SLAT CONTROL VALVE
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT CONTROL SYSTEM -- FLOW LIMITING VALVE AND HYDRAULIC FUSES
Purpose
Location
Physical Description
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737-300/400/500 TRAINING MANUAL
LE EXTEND
FUSE
STANDBY
SYSTEM
HYDRAULIC
RESERVOIR
(REF)
LE RETRACT
LE STANDBY FUSE
FUSE
FLOW
LIMITING
VALVE
27-81-CC-006 Rev 1 02/23/1999
FWD
MLG WHEEL WELL CEILING
FWD
LE FLAP AND SLAT CONTROL SYSTEM - FLOW LIMITING VALVE AND HYDRAULIC FUSES
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT CONTROL SYSTEM -- STANDBY SHUTOFF VALVE
Purpose Training Information Point
The LE standby shutoff valve supplies hydraulic power When you release pressure from the LE flap and slat
to the LE flap and slat actuators during alternate components, obey this warning:
operation.
WARNING: MAKE SURE YOU INSTALL THE LOCK ASSEMBLY ON THE
Location LE STANDBY SHUTOFF VALVE TO PREVENT THE
ACCIDENTAL STANDBY SYSTEM OPERATION OF THE LE
The LE standby shutoff valve is on the standby system FLAPS AND SLATS. THE LE FLAPS AND SLATS CAN
module in the MLG wheel well. MOVE QUICKLY. THIS CAN CAUSE INJURY TO PERSONS
OR DAMAGE TO EQUIPMENT.
Physical Description
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737-300/400/500 TRAINING MANUAL
POSITION
LEVER FWD
KEEL BEAM
(TYP)
FWD
STANDBY SYSTEM MODULE
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT CONTROL SYSTEM -- LE FLAP ACTUATORS
Purpose WARNING: MAKE SURE TO INSTALL THE LE FLAP LOCKS TO
PREVENT ACCIDENTAL OPERATION OF THE LE FLAPS.
The LE flap actuators use hydraulic power to move the THE LE FLAPS CAN MOVE QUICKLY. THIS CAN CAUSE
LE flaps. INJURY TO PERSONS AND DAMAGE TO EQUIPMENT.
Location
Physical Description
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737-300/400/500 TRAINING MANUAL
LE FLAP
ACTUATOR
FWD
LE FLAP
27-81-CC-008 Rev 1 02/23/1999
RETRACT FWD
EXTEND
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT CONTROL SYSTEM -- LE FLAP ACTUATORS - FUNCTIONAL DESCRIPTION
General The actuator is a differential area piston. When the
pressure is the same on both sides of the piston, the
The LE flap actuators use hydraulic power. Hydraulic piston extends. The restrictors help the piston move
system B or the standby hydraulic system move the LE smoothly.
flaps.
During retraction in normal operation, the actuator
During normal operation, the LE flap actuators use receives retract pressure only. This opens the system
hydraulic power from system B. The LE flap actuators blocking valve, which sends pressure to the retract
receive extend pressure from the LE flap and slat side of the piston. This causes the piston to retract.
control valve. The LE flap actuators receive retract
pressure directly from system B. If the hydraulic system B pressure is less than 2000
psi, the blocking valves hydraulically lock the piston.
During alternate operation, the LE flap actuators use This prevents piston movement during hydraulic system
hydraulic power from the standby system to extend the failures.
LE flaps. The LE flaps do not retract during the
alternate operation. During alternate operation, the standby hydraulic
system supplies extend pressure to the LE flap
The LE flap actuators have two positions, retract and actuators. This causes both blocking valves to move.
extend. This stops the hydraulic power from the system B to the
piston. Instead, both sides of the piston receives
Functional Description hydraulic power from the standby system. This causes
the piston to extend.
Each LE flap actuator has these components:
- Piston
- Two blocking valves
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- Two restrictors.
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737-300/400/500 TRAINING MANUAL
EXTEND RETRACT
(HYD SYS B) (HYD SYS B)
SYSTEM
BLOCKING VALVE
EXTEND
(STANDBY SYS)
PISTON
RESTRICTOR
STANDBY
BLOCKING VALVE
27-81-CC-009 Rev 1 02/23/1999
LE FLAP ACTUATOR
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT CONTROL SYSTEM -- LE SLAT ACTUATORS
Purpose WARNING: MAKE SURE TO INSTALL THE LE SLAT LOCKS TO
PREVENT ACCIDENTAL OPERATION OF THE LE SLATS.
The LE slat actuators use hydraulic power to move the THE LE SLATS CAN MOVE QUICKLY. THIS CAN CAUSE
LE slats. INJURY TO PERSONS AND DAMAGE TO EQUIPMENT.
Location
Physical Description
- Retract
- Extend
- Full extend.
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737-300/400/500 TRAINING MANUAL
LE SLAT
LE SLAT
ACTUATOR
RETRACT
EXTEND
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FULL
EXTEND
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT CONTROL SYSTEM -- LE SLAT ACTUATORS - FUNCTIONAL DESCRIPTION
THIS PAGE INTENTIONALLY LEFT BLANK
27-81-CC-011 Rev 1 02/23/1999
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT CONTROL SYSTEM -- LE SLAT ACTUATORS - FUNCTIONAL DESCRIPTION
General - Lock stud
- Lock segment.
The LE slat actuators use hydraulic power from either
the hydraulic system B or the standby hydraulic system During normal operation, hydraulic system B supplies
to move the LE slats. hydraulic pressure to the actuator. This causes the
system blocking valve to open, which lets pressure go
During normal operation, hydraulic system B supplies to the retract side of the inner and outer pistons.
hydraulic power to the LE slat actuators. The LE flap This causes the actuator to retract. When the actuator
and slat control valve supplies extend pressure to the fully retracts, the lock segments turn to the position
LE slat actuators. Hydraulic system B supplies retract shown in the graphic. Because the lock stud does not
pressure to the LE slat actuators. move, the lock segments prevent extension of the inner
piston.
During alternate operation, the standby system supplies
hydraulic power to the LE slat actuators to fully The LE flap and slat control valve supplies extend
extend the LE slats. The LE slats do not retract during pressure to the actuator to move the actuator to the
the alternate operation. extend position. This causes pressure to go through the
lock stud to the lock piston. The lock piston extends
The LE slat actuators have these three positions: and releases the lock segments. This lets the inner
piston move.
- Retract
- Extend Pressure also goes around the lock stud to the extend
- Full extend. side of the inner piston. Because the inner piston is a
differential area piston, the piston extends. The
Functional Description restrictors help the piston move smoothly.
Each LE slat actuator has these components: The LE flap and slat control valve supplies full extend
27-81-CC-011 Rev 1 02/23/1999
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT CONTROL SYSTEM -- LE SLAT ACTUATORS - FUNCTIONAL DESCRIPTION
During retraction in the normal operation, the LE flap
and slat control valve stops the full extend pressure
first. This causes the outer piston to retract first.
Then, the LE flap and slat control valve stops the
extend pressure. This causes the inner piston to
retract. Springs cause the lock piston to retract, and
this engages the lock segments.
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737-300/400/500 TRAINING MANUAL
RETRACT
STANDBY
(FULL EXTEND) EXTEND
FULL EXTEND
RESTRICTOR
STANDBY
BLOCKING
VALVE
SYSTEM
RELIEF BLOCKING
VALVE VALVE
OUTER
PISTON
INNER
PISTON
27-81-CC-011 Rev 1 02/23/1999
LOCK PISTON
LOCK LOCK INSPECTION
LE SLAT ACTUATOR SEGMENT PISTON HOLE
LOCK STUD
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT CONTROL SYSTEM -- LE SLAT ACTUATOR POSITIONS
General
- Retract
- Extend
- Full extend.
Retract
Extend
Full Extend
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737-300/400/500 TRAINING MANUAL
RETRACT
EXTEND
SYSTEM B
PRESSURE FULL
(RETRACT) EXTEND
INNER LOCK
EXTEND PISTON
PRESSURE PISTON
27-81-CC-012 Rev 1 02/23/1999
FULL EXTEND
PRESSURE OUTER
PISTON
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT CONTROL SYSTEM -- MAIN AND AUXILIARY TRACKS
Purpose When the LE slat moves, a roller in the auxiliary arm
moves in the auxiliary track. When the LE slat moves to
The main and auxiliary tracks help hold the LE slats in the extend position, the roller moves the detent arm
three positions. These tracks cause the LE slats to down, then stops in the cam of the detent arm. The
move to the correct positions when the LE slat torsion rod keeps the roller in the cam. This keeps the
actuators move. LE slat in the extend position.
Location When the LE slat moves from the extend position to the
full extend or retract positions, the force from the
The tracks attach to the LE slats. To get access to the slat actuator causes the slat to move. This causes the
tracks, extend the LE slats and remove the access roller in the auxiliary arm to move the detent arm
panels under the wing. down, and the LE slat continues to move.
Main Track
Auxiliary Track
- Auxiliary arm
- Detent arm
- Torsion rod.
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737-300/400/500 TRAINING MANUAL
LE SLAT
LE SLAT
FWD
ROLLER MAIN DOWNSTOP
TRACK
TORSION
ROD
AUXILIARY
AUXILIARY TRACK
TRACK
DETENT
ARM
27-81-CC-013 Rev 1 02/23/1999
AUXILIARY
ARM
FWD
DETENT
ARM
LE FLAP AND SLAT CONTROL SYSTEM - MAIN AND AUXILIARY TRACKS
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT CONTROL SYSTEM -- LE FLAPS AND LE SLATS
THIS PAGE INTENTIONALLY LEFT BLANK
27-81-CC-014 Rev 1 02/23/1999
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT CONTROL SYSTEM -- LE FLAPS AND LE SLATS
Purpose - Retract
- Extend
The LE flaps and slats increase the lift of the wing - Full extend.
during takeoff and landing. They retract during cruise.
The LE slats are at the retract position when the flap
Location lever is in the 0 detent. The LE slats are at the extend
position when the flap lever is in the 1, 2, or 5
The LE flaps are below the leading edge of the wings, detents. The LE slats are at the full extend position
between the fuselage and the engines. The LE slats are when the flap lever is in the 10, 15, 25, 30, or 40
on the leading edge of the wings, outboard of the detents.
engines.
Training Information Point
Physical Description
It is not necessary to use a spreader bar to lift the LE
The LE flaps and slats are made of aluminum skins and slats.
ribs.
The table below describes the conditions where the LE
The dimensions of each LE flap are 65 inches by 12 flaps or slats hit the engine fan cowls, thrust
inches (1.7 m by 0.3 m). The LE flaps are not reversers, or thrust reverser C duct cowls.
interchangeable.
The dimensions of each LE slat are 117 inches by 18 Item Condition Result
inches (3.0 m by 0.5 m). The LE slats are not
Inbd fan cowl Open LE flaps hit at extend
interchangeable.
Otbd fan cowl Open No contact with LE slats
Functional Description LE flaps slide on deflector
27-81-CC-014 Rev 1 02/23/1999
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT CONTROL SYSTEM -- LE FLAPS AND LE SLATS
CAUTION: MAKE SURE THE INBOARD FAN DUCT COWL AND THE
THRUST REVERSERS ARE CLOSED OR REMOVED BEFORE
YOU EXTEND THE LE FLAPS AND SLATS. THERE IS
NOT SUFFICIENT CLEARANCE FOR THE LE FLAPS AND
SLATS TO EXTEND IF THE INBOARD FAN DUCT COWL
AND THE THRUST REVERSERS ARE IN THE OPEN
(MAINTENANCE) POSITION. THIS CAN CAUSE DAMAGE
TO EQUIPMENT.
27-81-CC-014 Rev 1 02/23/1999
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737-300/400/500 TRAINING MANUAL
FWD
LE SLAT
LE FLAP
FWD
RETRACT
LE FLAP RETRACT
(UNDER WING) EXTEND
LE SLAT EXTEND
ENGINE LE SLATS
FAN COWLS (2)
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT CONTROL SYSTEM -- OPERATION
Normal Operation First move the alternate flaps arm switch to the arm
position. This starts the standby hydraulic pump and
During normal operation, use the flap lever to operate opens the LE flap standby shutoff valve. Then move the
the LE flaps and slats. For normal operation, system B alternate flaps control switch to the down position.
hydraulic power is necessary. This lets the LE flaps move to the extend position, and
the LE slats move to the full extend position.
The LE flaps move to two positions, and the LE slats
move to three positions. The LE devices annunciator During alternate operation, the LE flaps and slats can
panel in the flight compartment shows the position of not retract. To retract the LE flaps and slat, you must
the LE flaps and slats. The LE FLAPS TRANSIT light and use the normal operation.
the LE FLAPS EXT light show the condition of the LE
flaps and slats. Operation Times
During normal operation of the LE flaps and slats, the The table below shows the time necessary for the LE
TE flaps move. flaps and slats to move in the normal and alternate
operation. The times are for operation with normal
If the airplane is near a stall condition, the autoslat loads. There are small differences in the times for no
function causes the LE slats to move from the extend load operation.
position to the full extend position. If this function
is not available, the AUTOSLAT FAIL light shows on the
flight controls panel. Operation condition LE flaps LE slats
Normal - up to extend 7 sec 8 sec
See the leading edge autoslat system section for more
information on the autoslat function. Normal - extend to full extend N/A 3.0 sec
Normal - full extend to extend N/A 4.8 sec
Alternate Operation Normal - extend to up 7.5 sec 7.8 sec
27-81-CC-015 Rev 1 02/23/1999
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737-300/400/500 TRAINING MANUAL
FLAP LEVER
OFF OFF
FEEL a
DIFF PRESS
ON ON SPEED TRIM
FAIL
a
AUTOSLAT
MACH TRIM
LE FLAPS LE FLAPS YAW DAMPER FAIL a
FAIL LIGHT
LE DEVICES TRANSIT a EXT g
FLAPS YAW AUTO SLAT
TRANSIT TRANSIT
1
2 3
4 CENTER INSTRUMENT DAMPER a FAIL a
EXT EXT PANEL (P2)
27-81-CC-015 Rev 1 02/23/1999
FULL FULL
EXT EXT OFF
1 6
2
3 4
5 ON
SLATS SLATS
TEST
FLIGHT CONTROL PANEL (P5)
LE DEVICES ANNUNCIATOR PANEL (P5)
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT CONTROL SYSTEM -- FUNCTIONAL DESCRIPTION - HYDRAULIC
THIS PAGE INTENTIONALLY LEFT BLANK
27-81-CC-016 Rev 1 02/23/1999
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT CONTROL SYSTEM -- FUNCTIONAL DESCRIPTION - HYDRAULIC
General Hydraulic pressure goes to the LE flap and slat control
valve. The LE flap and slat control valve sends extend
These are the LE flap and slat hydraulic components pressure to the LE flap and slat actuators. This causes
that are LRUs: the LE flaps and slats to move to the extend position.
- Flow limiting valve When you move the flap lever to the 10, 15, 25, 30, or
- Hydraulic fuses 40 positions, the TE flap PDU follow-up cables move the
- LE flap and slat control valve LE flap and slat control valve to the full extend
- LE flap actuators position. The LE flap and slat control valve sends full
- LE slat actuators. extend pressure through the autoslat valve to the LE
slat actuators only. This causes the LE slats to move
Normal Operation to the full extend position.
During normal operation, the LE flap and slat actuators If the airplane is near a stall condition, the autoslat
use power from hydraulic system B. The flap priority valve sends full extend pressure to the LE slat
valve decreases the flow of hydraulic fluid to the TE actuators. This causes the LE slats to move from the
flap components if the system B pressure is low. This extend position to the full extend position.
gives priority of system B hydraulic power to the LE
flaps and slats over the TE flaps. See the leading edge autoslat system section for more
information on the autoslat operation.
Hydraulic system B power goes to the retract port of
all the LE flap and slat actuators. If the LE flap and PTU Operation
slat control valve is in the retract position, the LE
flap and slat actuators retract. If there is low pressure from the system B EDP, the
power transfer unit (PTU) can supply hydraulic power
The LE flap and slat control valve uses mechanical for the autoslat operation. The PTU operates when all
27-81-CC-016 Rev 1 02/23/1999
inputs from the TE flap PDU follow-up cables. These of these conditions occur:
cables move when the TE flaps move. When you move the
flap lever to the 1, 2, or 5 positions, movement of the - Airplane is in the air
TE flaps causes the cables to move. This causes the - TE flaps are between 0 and 15
cables to move the LE flap and slat control valve to - System B EDP hydraulic pressure is low.
the extend position.
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT CONTROL SYSTEM -- FUNCTIONAL DESCRIPTION - HYDRAULIC
See the standby hydraulic system section for more
information on the PTU.
Alternate Operation
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737-300/400/500 TRAINING MANUAL
STANDBY
HYDRAULIC POWER TRANSFER HYDRAULIC
SYSTEM B UNIT (PTU) SYSTEM
LE STANDBY
SHUTOFF VALVE
HYDRAULIC
FUSE
FLAP PRIORITY FLOW
VALVE LIMITING
VALVE
TE FLAP PRESSURE
SYSTEM RELIEF STANDBY
VALVE
RETRACT
TE FLAP PDU
FOLLOW-UP EXTEND
CABLES
LE FLAP ACTUATOR
(TYPICAL)
AUTOSLAT
VALVE RETRACT
EXTEND FULL
RETRACT EXTEND EXTEND
FULL EXTEND
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT CONTROL SYSTEM -- FUNCTIONAL DESCRIPTION - ALTERNATE
General The LE standby shutoff valve relay latches. When the
alternate flaps control switch moves to the off
During alternate operation, the alternate flaps position, the relay stays energized. This relay
switches control the operation of the LE flap and slat deenergizes when the alternate flaps arm switch moves
actuators. to the off position. When you move the alternate flaps
arm switch to the off position, the standby EMDP stops,
Arm and the LE standby shutoff valve closes.
When you move the alternate flaps arm switch to the arm When you move the alternate flaps arm switch to the OFF
position, electrical power becomes available to the position, the alternate operation stops. This permits
alternate flaps control switch. The arm switch supplies the normal operation. If hydraulic system B has
signals to the standby hydraulic system to operate the pressure, the LE flaps and slats retract.
standby hydraulic electric motor driven pump (EMDP).
Retract
Extend
During alternate operation, the LE flaps and slats can
When you move the alternate flaps control switch to the not retract. You must use the normal operation to
down position, the LE standby shutoff valve relay retract the surfaces.
energizes. This sends a signal to the LE standby
shutoff valve. The LE standby shutoff valve opens.
extend position.
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737-300/400/500 TRAINING MANUAL
UP CLOSE
OFF OFF
28V DC DOWN
BUS 1
FLIGHT CONTROL
FLAP SHUTOFF OPEN
VALVES
ALT FLAPS LE FLAPS AND
CONTROL SW LE STANDBY
P6 CB PANEL DR. SOV RELAY SLATS SHUTOFF VALVE
(K3) (STANDBY SYS MODULE)
TO STANDBY TO PTU
HYDRAULIC SYSTEM
ARM
ALT FLAPS
27-81-CC-017 Rev 1 09/05/1999
ARM SW
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT POSITION INDICATING SYSTEM -- INTRODUCTION
Purpose PTU - power transfer unit
sec - second(s)
The leading edge (LE) flaps and slats position sect - section
indicating system controls the LE devices annunciator
SOV - shutoff valve
panel, the LE FLAPS TRANSIT light and the LE FLAPS EXT
light. stdby - standby
TE - trailing edge
General T/R - thrust reverser
vlv - valve
There is position indication in the flight compartment WW - wheel well.
for all the LE devices during normal operation and
alternate operation.
alt - alternate
BITE - built-in test equipment
cntl - control
EMDP - electric motor-driven pump
ext - extend
27-88-CC-013 Rev 1 02/11/1999
27-88-CC
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737-300/400/500 TRAINING MANUAL
UP
LE SLATS
LE FLAPS
EXTEND
FULL EXTEND
LE SLATS
NORMAL OPERATION
27-88-CC-013 Rev 1 02/11/1999
- LE POSITION IND
ALTERNATE OPERATION
LE FLAPS - LE POSITION IND
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT POSITION INDICATING SYSTEM -- GENERAL DESCRIPTION
General
Interfaces
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737-300/400/500 TRAINING MANUAL
LE DEVICES
LE FLAP/SLAT INDICATION MODULE FLAPS
TRANSIT TRANSIT
P/N 65-52807-73 1 4
S/N 2 3
EXT EXT
MOD LEVEL A B C D E F G H J K FULL FULL
EXT EXT
INSTRUCTIONS:
- PUSH ON/OFF TO
1 6
START OR END 2 5
BITE DISPLAY.
3 4
- PUSH YES OR NO
TO REPLY TO SLATS SLATS
QUESTION(?).
TEST
- PUSH TO MOVE
DOWN IN LIST.
- PUSH MENU TO
RETURN TO
MENU ON
PREVIOUS MENU.
OFF
BITE MAIN MENU:
CAUTION
THIS ASSEMBLY
CONTAINS
FDAU
ELECTROSTATIC
SENSITIVE
DEVICES
27-88-CC-001 Rev 1 09/05/1999
SMC (2)
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT POSITION INDICATING SYSTEM -- FLAP/SLAT INDICATION MODULE (FSIM)
Purpose
Location
General Description
Physical Description
indicating system.
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737-300/400/500 TRAINING MANUAL
INSTRUCTIONS:
- PUSH ON/OFF TO
START OR END
BITE DISPLAY.
- PUSH YES OR NO
TO REPLY TO
QUESTION(?).
- PUSH TO MOVE
DOWN IN LIST.
- PUSH TO MOVE
UP IN LIST.
- PUSH MENU TO
RETURN TO
MENU ON
PREVIOUS MENU.
OFF
BITE MAIN MENU:
EXISTING FAULTS-
SHOWS EXISTING YES NO
FAULTS.
FAULT HISTORY-
SHOWS PAST
FAULTS BY FLIGHT
LEG.
OTHER FUNCTIONS-
SHOWS OTHER
FUNCTIONS.
CAUTION
THIS ASSEMBLY
CONTAINS
ELECTROSTATIC
SENSITIVE
ELECTRONIC EQUIPMENT COMPARTMENT DEVICES
27-88-CC-008 Rev 1 02/11/1999
LE FLAP AND SLAT POSITION INDICATING SYSTEM - FLAP/SLAT INDICATION MODULE (FSIM)
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT POSITION INDICATING SYSTEM -- LE FLAP PROXIMITY SENSORS
Purpose Training Information Point
The LE flap proximity sensors send LE flap position The LE flap proximity sensors are interchangeable with
data to the leading flap/slat indication module. The each other and with some of the LE slat inboard and
module uses this data for position indication. outboard sensors.
There are eight LE flap proximity sensors, two for each You can use the module BITE to see the target gap
LE flap. To get access to the LE flap proximity information for each sensor.
sensors, extend the LE flaps.
Functional Description
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737-300/400/500 TRAINING MANUAL
WING
LEADING
EDGE
STRUCTURE
EXTEND
PROXIMITY
SENSOR
RETRACT EXTEND
PROXIMITY TARGET
SENSOR
FLAP
HINGE
FLAP NOSE
LINKAGE
RETRACT
TARGET
INBOARD
LEADING
27-88-CC-002 Rev 1 02/23/1999
EDGE FLAP
FLAP
NOSE
FWD
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT POSITION INDICATING SYSTEM -- LE SLAT PROXIMITY SENSORS AND SWITCHES
Purpose of the targets to the sensors. As the LE slats move,
the targets move with them and the impedance of the
The LE slat proximity sensors and switches send LE slat proximity sensors change.
position data to the leading edge flap/slat indication
module. The module uses this data for position The module detects a target-near condition when a
indication. target is directly in front of the sensor. When no part
of a target is in front of the sensor, the module
Location detects a target-far condition.
There are 12 proximity sensors and 6 retract switches Training Information Point
for the LE slats. Each slat has these one each of these
sensors and switches: You can use the module BITE to see the target gap
information for each sensor.
- Retract switch
- Extend switch
- Full extend switch.
Functional Description
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737-300/400/500 TRAINING MANUAL
WING LEADING
EDGE STRUCTURE
SLAT INBOARD
AUXILIARY ARM
AUXILIARY ARM
TARGET TRACK
EXTEND
PROXIMITY
INBOARD FULL EXTEND SENSOR
AUXILIARY PROXIMITY
TRACK SENSOR
LE SLAT
OUTBOARD
AUXILIARY
TRACK SLAT POSITION SENSORS AND SWITCH
(VIEW LOOKING DOWN)
EXTEND
WING LEADING PROXIMITY
EDGE STRUCTURE SENSOR
RETRACT
SWITCH
MAGNET
FWD
27-88-CC-006 Rev 1 03/25/1999
LE SLAT
FULL EXTEND
PROXIMITY SLAT POSITION SENSORS AND SWITCH
SENSOR (VIEW LOOKING OUTBOARD)
LE FLAP AND SLAT POSITION INDICATING SYSTEM - LE SLAT PROXIMITY SENSORS AND SWITCHES
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT POSITION INDICATING SYSTEM -- LE DEVICES ANNUNCIATOR PANEL
Purpose LE slats are in the full extend position, the full
extend lights show.
The LE devices annunciator panel shows the position of
all the LE flaps and slats independently. There is a test switch on the LE devices annunciator
panel. When you push this switch, all the lights show.
Location
Physical Description
- Transit (amber)
- Extend (green)
- Full extend (green).
Functional Description
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737-300/400/500 TRAINING MANUAL
MIC SEL
HF SERV FLT
L VHF R INOP INOP PA
INT INT
TRIP DATE R E
E V
P E
E RECORDING TIME
N
RT MASKS B A REMAINING
V R T T
0 0 7 0 3 1
IC BOOM
MACH
FLIGHT RECORDER AIRSPEED
WARNING
TEST
TEST NORMAL NO 1 NO 2
SERVICE
INTERPHONE OFF
a
OFF
STALL WARNING
HTR OFF
THRUST REVERSER
CREW PASS OXYGEN OFF
ON OXYGEN a NORMAL
TRANSIT LE DEVICES
FLAPS a TRANSIT ENG 1 ENG 2
a 1 4 a NORMAL NORMAL
EXT a 2 3 a g EXT TEST
FULL g g a a a g FULL 10
EXT g a a g g EXT
g g 5 15 ON
1 g g g 6
2 g g 5 OVERRIDE
3 g g 4
SLATS SLATS 0 20
ISOLATION OXY PRESS PASS OXY
VALVE PS1 X 100 ON
a
TEST
DOME WHITE
DIM
T T
IO OFF LEFT RIGHT IO
N GEAR GEAR N
D L D L
E O BRIGHT E O
X C X C
K K
TRANSIT LIGHT
LE DEVICES
FLAPS
TRANSIT TRANSIT
1 4
2 3
EXT EXT
FULL FULL
EXTEND LIGHT EXT EXT
1 6
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SLATS SLATS
TEST
TEST SWITCH
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT POSITION INDICATING SYSTEM -- FUNCTIONAL DESCRIPTION - 1
LE Flap Position Indication
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737-300/400/500 TRAINING MANUAL
RETRACT
SENSOR
HINGE ARM
S
RETRACT TARGET
(BEHIND SENSOR)
LE FLAP
FWD
FIXED LEADING HINGE ARM
EDGE OF WING
TARGET
S S
LE FLAP
S S
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT POSITION INDICATING SYSTEM -- FUNCTIONAL DESCRIPTION - 2
LE Slat Position Indication Slat Failures
There are 12 LE slat proximity sensors and 6 retract The leading edge flap/slat indication module uses the
switches. proximity sensor and retract switch data to find if a
slat did not move to the correct position. If the
For the LE slats, there are two proximity sensors and position of one LE flap or slat is not in the same
one retract switch for each slat. These sensors are the position as the other surfaces, the module commands the
extend sensor and the full extend sensor. Each of these LE FLAPS TRANSIT light to show.
sensors share a single target. The retract switch has a
magnet for a target.
Retract
Extend
Full Extend
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737-300/400/500 TRAINING MANUAL
LE SLAT
MAGNET FIXED LEADING
EDGE OF WING
S S S
S S S
FULL EXTEND
RETRACT S SENSOR S S
SWITCH
EXTEND
SENSOR
TARGET INBOARD
AUXILIARY
ARM
LE SLAT RETRACT POSITION LE SLAT EXTEND POSITION LE SLAT FULL EXTEND POSITION
FWD
27-88-CC-007 Rev 1 02/23/1999
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT POSITION INDICATING SYSTEM -- FUNCTIONAL DESCRIPTION - 3
THIS PAGE INTENTIONALLY LEFT BLANK
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT POSITION INDICATING SYSTEM -- FUNCTIONAL DESCRIPTION - 3
Functional Description LE Devices Annunciator Panel
There are 26 LE flap and slat proximity sensors and These are the lights on the LE devices annunciator
switches that send data to the leading edge flap/slat panel:
indication module. The module uses this data for
position indication on the LE devices annunciator - TRANSIT (amber)
panel. - EXT (green)
- FULL EXT (green).
LE FLAPS EXT Light
If an LE flap or slat is not in the correct position,
The LE FLAPS EXT light shows when all of the LE flaps one of these indications shows on the LE devices
and slats are in an extend or full extend position. annunciator panel:
or 5, the LE flaps and slats must be at the extend extend position, the extend light shows, and the
position. When the TE flaps are at 10 or more, the LE transit light goes off. When all the LE flaps and slats
flaps must be at the extend position and the LE slats are in the extend position, the LE FLAPS TRANSIT light
must be at the full extend position. If an LE flap or goes off, and the LE FLAPS EXT light shows.
slat is not in the correct position, the LE FLAPS
TRANSIT light shows. When the TE flaps move from 5 to 10, the LE FLAPS EXT
light goes off, and the LE FLAPS TRANSIT light shows.
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT POSITION INDICATING SYSTEM -- FUNCTIONAL DESCRIPTION - 3
When each LE slat moves, the transit light for each
surface shows, and the extend light goes off. When each
LE slat is in the full extend position, the full extend
light shows, and the transit light goes off. When all
the LE slats are in the full extend position, the LE
FLAPS TRANSIT light goes off, and the LE FLAPS EXT
light shows.
Autoslat Operation
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737-300/400/500 TRAINING MANUAL
28V DC
BUS 1
FLAP POSITION
INDICATION LE
P6 CB PANEL
LE DEVICES
FLAPS
TRANSIT TRANSIT
1 4
2 3
EXT EXT
FULL FULL
LE PROXIMITY SENSORS EXT EXT
AND SWITCHES (26) LE FLAPS EXT 1 6
2 5
LIGHT LOGIC 3 4
SLATS SLATS
ALL FLAPS & SLATS TEST
TE FLAPS 10 IN EXTEND OR FULL
OR GREATER EXTEND POSITION LE DEVICES ANNUNCIATOR PANEL (P5)
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT POSITION INDICATING SYSTEM -- TRAINING INFORMATION POINT - FSIM BITE
General FAULT HISTORY?
The leading edge flap/slat indication module can help The FAULT HISTORY selection shows past faults by flight
you find and isolate a failure in the LE flap and slat leg. This fault data is in the non-volatile memory
position indicating system. Front panel BITE on the (NVM) in the module.
module gives you an interface with the BITE functions
in the module. OTHER FUNCTNS?
The module has a 6-switch BITE panel. These are the The OTHER FUNCTNS selection lets you do these
functions of each switch: functions:
- EXISTING FAULTS
- FAULT HISTORY
27-88-CC-009 Rev 1 02/23/1999
- OTHER FUNCTNS.
EXISTING FAULTS?
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737-300/400/500 TRAINING MANUAL
SHOWS OTHER
FUNCTIONS.
LE FLAP/SLAT INDICATION
MODULE (E3-2)
LE FLAP AND SLAT POSITION INDICATING SYSTEM - TRAINING INFORMATION POINT - FSIM BITE
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT POSITION INDICATING SYSTEM -- TRAINING INFORMATION POINT - EXISTING FAULTS
Existing Faults LATCHED shows for latched faults. Corrective action is
necessary to remove latched faults.
The existing faults test shows existing faults and does
a check of the interfaces to the leading edge flap/slat HARD shows for faults found during continuous
indication module. monitoring or during a module BITE test that were
active for two seconds or more.
To do the existing faults test, do these steps:
INTRMTNT shows for any fault that was active for less
- Go to the main menu than two seconds.
- Use the up or down arrow switches until you see
EXISTING FAULTS in the BITE display Shop Details
- Push the YES switch.
SHOP DETAILS? shows this data as applicable:
When you make the module BITE display go on, the first
message you see is EXISTING FAULTS. - Fault isolation location
- Proximity sensor to target gap at the time of the
During this test the lights for the LE devices in the fault
flight compartment show for approximately five seconds. - Module connector and pin data for the component
with the failure.
If the test passes, the display shows NO FAULTS. If the
test fails, the display shows a fault message. You can These are the fault isolation locations:
use the switches on the BITE panel to see more data
about the fault message. You can also see if there are - EXTERNAL
other fault messages. - INTERNAL
- NOT ISOLATED.
Fault Details
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737-300/400/500 TRAINING MANUAL
T O P O F T O P O F
L I S T L I S T
E X I S T I N G TEST T O P O F
YES
RUNS (FAULT 1) L I S T
F A U L T S ?
F A U L T F A U L T M E S S A G E
YES
H I S T O R Y ? D E T A I L S ? N O . X X X
O T H E R T O P O F
F U N C T N S ? (FAULT N) (TYPE) L I S T
E N D O F F A U L T S H O P (SHOP
YES YES
L I S T D E T A I L S ? D E T A I L S ? DETAIL 1)
E N D O F E N D O F (SHOP
27-88-CC-010 Rev 1 02/11/1999
L I S T L I S T DETAIL N)
E N D O F
L I S T
LE FLAP AND SLAT POSITION INDICATING SYSTEM - TRAINING INFORMATION POINT - EXISTING FAULTS
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT POSITION INDICATING SYSTEM -- TRAINING INFORMATION POINT - FAULT HISTORY
Fault History
The data for FAULT DETAILS and SHOP DETAILS is the same
as for the existing faults test.
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737-300/400/500 TRAINING MANUAL
T O P O F T O P O F T O P O F
L I S T L I S T L I S T
E X I S T I N G L E F L / S L T O P O F
F A U L T S ?
YES (FAULT 1) L I S T
C Y C 0 ?
F A U L T L E F L / S L F A U L T M E S S A G E
YES YES YES
H I S T O R Y ? C Y C N ? D E T A I L S ? N O . X X X
O T H E R E N D O F T O P O F
(FAULT N) (TYPE)
F U N C T N S ? L I S T L I S T
E N D O F F A U L T S H O P (SHOP
YES YES
L I S T D E T A I L S ? D E T A I L S ? DETAIL 1)
E N D O F E N D O F (SHOP
27-88-CC-011 Rev 1 02/23/1999
L I S T L I S T DETAIL N)
E N D O F
L I S T
LE FLAP AND SLAT POSITION INDICATING SYSTEM - TRAINING INFORMATION POINT - FAULT HISTORY
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737-300/400/500 TRAINING MANUAL
LE FLAP AND SLAT POSITION INDICATING SYSTEM -- TRAINING INFORMATION POINT - OTHER FUNCTIONS
Other Functions DISPLAY TEST
These are the other functions in the leading edge The DISPLAY TEST shows the BITE display characters in
flap/slat indication module BITE: sequence. This test is not interactive. When the test
is complete, the BITE display shows DISPLAY TEST again.
- PROX SENSOR
- SYSTEM CONFIG
- DISPLAY TEST.
- GAP NEAR
27-88-CC-012 Rev 1 02/11/1999
- MARGINAL
- GAP FAR.
GAP NEAR shows when the gap is less than a limit. GAP
FAR shows when the gap is more than a limit. MARGINAL
shows when the gap is between a GAP NEAR condition and
a GAP FAR condition.
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737-300/400/500 TRAINING MANUAL
T O P O F T O P O F
L I S T L I S T
E X I S T I N G P R O X TO LIST OF
YES PROXIMITY
F A U L T S ? S E N S O R ? SENSORS
O T H E R D I S P L A Y
YES YES START THE TEST
F U N C T N S ? T E S T
E N D O F E N D O F
L I S T L I S T
27-88-CC-012 Rev 1 02/11/1999
BITE
DISPLAY
CHARACTERS
LE FLAP AND SLAT POSITION INDICATING SYSTEM - TRAINING INFORMATION POINT - OTHER FUNCTIONS
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737-300/400/500 TRAINING MANUAL
LE AUTOSLAT SYSTEM -- INTRODUCTION
Purpose T/R - thrust reverser
vlv - valve
During the normal operation if the airplane comes near WW - wheel well.
a stall condition, the autoslat function fully extends
the LE slats. This helps prevent a stall.
General
prox - proximity
sec - second(s)
sect - section
SMC - stall management computer
SOV - shutoff valve
stdby - standby
TE - trailing edge
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737-300/400/500 TRAINING MANUAL
UP
LE SLATS
LE FLAPS
EXTEND
FULL EXTEND
LE SLATS
NORMAL OPERATION
27-83-CC-004 Rev 1 09/26/2000
- AUTOSLAT
LE FLAPS
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737-300/400/500 TRAINING MANUAL
LE AUTOSLAT SYSTEM -- GENERAL DESCRIPTION
General
Interfaces
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737-300/400/500 TRAINING MANUAL
STALL AUTOSLAT
MANAGEMENT LE SLAT
CONTROL
COMPUTERS ACTUATORS (6)
VALVE
(2)
LOW a LOW a UP
PRESSURE PRESSURE
OFF
SPOILER ARM
A B DOWN
OFF OFF
FEEL a
DIFF PRESS
ON ON
27-83-CC-001 Rev 1 02/23/1999
SPEED TRIM
FAIL
a
MACH TRIM
YAW DAMPER FAIL a
OFF
AUTO SLAT
ON FAIL a
FLIGHT CONTROLS PANEL
(P5)
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737-300/400/500 TRAINING MANUAL
LE AUTOSLAT SYSTEM -- AUTOSLAT CONTROL VALVE
Purpose Autoslat Operation
The autoslat control valve causes the LE slats to move The autoslat operation occurs when all of these
from extend to full extend if the airplane gets near a conditions occur:
stall condition. This valve supplies pressure to the
full extend port on the LE slat actuators. - Flap lever at 1, 2, or 5
- Airplane gets near a stall condition
Location - Alternate operation is not active.
The autoslat control valve is on the right side of the When all of these conditions occur, the SMCs energize
fuselage, just forward of the MLG wheel well. Remove the two solenoids. The solenoid valves send extend
the access panel to get access. pressure to the pressure-operated valves. This lets
either pressure-operated valve send extend pressure to
Physical Description the full extend port on the LE slat actuators. If one
valve, solenoid, or SMC has a failure, the pressure
The autoslat control valve has two solenoid valves and still goes to the actuators.
two valves that operate by pressure. The solenoids are
line replaceable units (LRUs).
Functional Description
Normal Operation
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737-300/400/500 TRAINING MANUAL
TO LE FLAP AND
WING-TO-BODY SLAT ACTUATORS
FAIRING FULL EXTEND PORT
EXTEND
FWD EXTEND
AUTOSLAT
CONTROL
VALVE
27-83-CC-002 Rev 1 02/23/1999
SOLENOID-
OPERATED
VALVE PRESSURE-OPERATED
VALVE
AUTOSLAT CONTROL VALVE
FWD TO LE SLAT ACTUATORS
FULL EXTEND PORT
LE AUTOSLAT SYSTEM - AUTOSLAT CONTROL VALVE
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737-300/400/500 TRAINING MANUAL
LE AUTOSLAT SYSTEM -- FUNCTIONAL DESCRIPTION
Functional Description If the autoslat function is not available in one SMC,
the other SMC can continue to operate the autoslat
The stall management computers energize the solenoids function. To see indication of this condition, push the
in the autoslat control valve if all of these master caution recall switch. This causes the autoslat
conditions are true: fail light to show. If you push the master caution
reset switch, the autoslat fail light goes off.
- Autoslat function available
- Airplane in the air A test of the autoslat signal is done during each
- Angle-of-attack more than a limit. flight. Each time the TE flaps move from 10 to 15, the
SMCs energize the solenoids in the autoslat control
The autoslat function is available if the angle-of- valve. If the autoslat function is not available in the
attack data is valid, and there are no failures in the two SMCs, the autoslat fail light comes on.
SMC or the autoslat valve. The angle-of-attack data
comes from the angle of airflow sensor. Training Information Point
The airplane in-the-air data comes from two ground During a manual test of the autoslat system, these are
sense relays. some of the steps you must do:
See the navigation chapter for more information on the - Do an air mode simulation
angle of airflow sensor. - Use hydraulic system B power to extend the LE slats
- Manually move the AOA vanes.
See the air/ground system section for more information
on the ground sense relays. When you move the AOA vanes, obey this warning.
Indications WARNING: MAKE SURE THE AOA SENSORS ARE COOL BEFORE YOU
TOUCH THEM. THE AOA SENSORS CAN BE
27-83-CC-003 Rev 1 02/23/1999
When the autoslat function becomes active, the SMCs SUFFICIENTLY HOT TO BURN YOU.
send a signal to the leading edge indicating module.
The module uses this data to inhibit the LE FLAPS
TRANSIT light during autoslat extension of the LE slats
in the air. During ground tests of the autoslat system,
the LE FLAPS TRANSIT light comes on and the LE FLAPS
EXT light goes out.
27-83-CC
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737-300/400/500 TRAINING MANUAL
28V DC
BUS 1
AUTOSLAT
DC 1 STALL MANAGEMENT
SOLENOID 1
COMPUTER 1
28V DC
BUS 2
AUTOSLAT
DC 2 SOLENOID 2
P6 CB PANEL
AUTOSLAT CONTROL
VALVE
AUTO SLAT
ANGLE OF AIRFLOW FAIL a
SENSORS (2)
STALL MANAGEMENT FLIGHT CONTROLS
COMPUTER 2 PANEL (P5)
GROUND SENSE
RELAYS (2)
MASTER
TE FLAPS LANDING FLT CONT ELEC
27-83-CC-003 Rev 1 02/23/1999
CAUTION
WARNING SWITCH LEADING EDGE PUSH TO RESET IRS
FUEL
APU
OVHT/DET
FLAP AND SLAT
INDICATING MODULE
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737-300/400/500 TRAINING MANUAL
STALL WARNING SYSTEM -- INTRODUCTION
General L - left
LE - leading edge
The stall warning system gives an indication to the MCP - mode control panel
crew when the airplane is near a stall. It shakes the
MMO - mach maximum operating
control columns.
No - number
Abbreviations and Acronyms norm - normal
PLI - pitch limit indication
ac - alternating current POS - position
ADIRS - air data inertial reference system PSEU - proximity switch electronics unit
ADIRU - air data inertial reference unit R - right
ADR - air data reference sec - second
ARINC - aeronautical radio incorporated SMYD - stall management yaw damper
asym - asymmetry SWS - stall warning system
ATR - austin trumbull radio TAI - thermal anti-ice
BITE - built-in Test equipment TOGA - takeoff/go-around
CAA - civil aviation authority v - volt
CDS - common display system Vcas - computed airspeed
com - common VMO - velocity maximum operating
CPC - cabin pressure controller Vsf - speed floor velocity
dc - direct current warn - warning
DEU - display electronics unit WTRIS - wheel-to-rudder interconnect system
FCC - flight control computer
27-32-CC-001 Rev 1 07/25/2000
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737-300/400/500 TRAINING MANUAL
27-32-CC-001 Rev 1 07/25/2000
27-32-CC
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737-300/400/500 TRAINING MANUAL
SWS -- GENERAL DESCRIPTION
General
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737-300/400/500 TRAINING MANUAL
STATIC
STALL WARNING TEST SENSITIVE
NO.1 NO.2 "BITE INSTRUCTIONS"
ON/OFF: Start or stop Bite
MENU : To display menu
YES/NO: In response to
question (?)
STALL WARNING TEST PANEL (P5) OR : Toscroll through
menu or results
ON
MENU
OFF
YES NO
ANGLE-OF-ATTACK
SENSOR (2)
CONTROL COLUMN
SHAKER (2)
STALL MANAGEMENT
COMPUTER
ENGINE N1 INDICATOR (2) P/N 65-52822-XX
ENGINE N2 INDICATOR (2) S/N X XXXXXXX XXXX
DIGITAL AIR DATA COMPUTER (2) XXXXXXXXXXX
MOD
LE FLAP AND SLAT INDICATING MODULE
27-32-CC-002 Rev 1 07/11/2000
XXXX X X X XX X XX
AIR/GROUND SIGNALS
FLAP POSITION TRANSMITTER (2)
STALL MANAGEMENT
COMPUTER (2)
SWS - GENERAL DESCRIPTION
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737-300/400/500 TRAINING MANUAL
SWS -- COMPONENT LOCATION
General
- Flight compartment
- Electronic equipment compartment.
Flight Compartment
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737-300/400/500 TRAINING MANUAL
STALL WARNING
TEST PANEL
E1-1 SHELF
- STALL MANAGEMENT
COMPUTER 1
- STALL MANAGEMENT
27-32-CC-003 Rev 1 09/09/1998
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737-300/400/500 TRAINING MANUAL
SWS -- CONTROL COLUMN SHAKER
Purpose
Location
Physical Description
Functional Description
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737-300/400/500 TRAINING MANUAL
CONTROL COLUMN
SHAKER MOTOR
UNBALANCED
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RING
ELECTRICAL
CONNECTOR
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SWS -- STALL WARNING TEST PANEL
Purpose
Location
Physical Description
Functional Description
When you push the test switch, the stall warning system
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SWS -- FUNCTIONAL DESCRIPTION
General Speed Floor Stall Warning
The SMCs have two calculations for stall warning. Each The speed floor stall warning uses TE flap position
of the calculations can cause an SMC to send a stall data and airspeed data. If the airspeed is too low for
warning signal to a column shaker. These calculations a TE flap position, the SMCs send a stall warning
are the normal stall warning and the speed floor stall signal to the column shakers.
warning.
- Angle-of-attack
- TE flap position
- LE flap and slat asymmetry
- Engine speed
- Airspeed.
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AIR/GROUND
AIR MODE
AIR MODE CALCULATION
AIRSPEED
SMC 1
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F/O CONTROL
COLUMN SHAKER
SMC 2
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SWS -- TRAINING INFORMATION POINT - SMC BITE
General lists TOP OF LIST and END OF LIST show for a second when
you move to the top or bottom of the list.
The stall management computer (SMC) has these BITE
functions: The SMC does a system test and shows TEST IN PROGRESS
when you push the ON/OFF switch. SYSTEM OK shows if no
- Continuous monitor faults are found. TEST FAIL shows if faults are found.
- BITE tests. Use the down arrow switch to see the number of faults
and to go through the list of faults.
Continuous Monitor
To operate BITE, the airplane must have the flaps up
Continuous monitors test the SMC for correct operation. and an airspeed less than 60 knots or the on-side
The fault history keeps fault data that occurred in the engine N1 <15% and the off-side engine N1 <50%.
past. Some faults stop SMC operation.
Main Menu
BITE Tests
These are the BITE main menu selections:
BITE tests have these functions:
- PRESENT FAULTS
- Do a system test - SELF TEST
- Check SMC operation after replacement - FAULTS HISTORY
- Show that all functions are in specifications - GROUND TEST
- Help fault isolation. - SYSTEM CONFIG
- CLR AND RE-TEST.
Six push-button switches and a two-row 8-character
display are on the front of the SMC for BITE tests. Push the YES switch to go in one of these menu
selections.
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BITE Operation
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STATIC
SENSITIVE
"BITE INSTRUCTIONS"
ON/OFF:Start or stop Bite A
MENU : To display menu
YES/NO: In response to
question (?)
OR :To scroll through ON P R E S E N T
menu or results
OFF F A U L T S ?
S E L F
T E S T I N T E S T ?
P R O G R E S S
ON
MENU F A U L T
OFF
H I S T O R Y ?
YES NO S Y S T E M T E S T
O K F A I L
G R O U N D
T E S T ?
STALL MANAGEMENT N N
COMPUTER MENU
F A U L T S
P/N 65-52822-XX S Y S T E M
S/N X XXX XX XX XXX X
C O N F I G ?
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XXXXXXX XXXX
MOD A TO LIST
X X X X X X X XX X X X
OF FAULTS
C L R A N D
R E - T E S T ?
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FLIGHT CONTROLS -- MULTIPLE USE SYSTEMS/UNITS - TAKEOFF WARNING SYSTEM - INTRODUCTION
General
bat - battery
CB - circuit breaker
deg - degree
eng - engine
gnd - ground
LE - leading edge
spd brk - speed brake
stab - stabilizer
sw - switch
TE - trailing edge
TO - takeoff
warn - warning
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LE FLAPS (1 & 4)
NOT EXTENDED
INTERMITTENT
HORN
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FLIGHT CONTROLS -- MULTIPLE USE SYSTEMS/UNITS - TAKEOFF WARNING SYSTEM - FUNCTIONAL
General Description
On the Ground
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28V DC
BAT BUS
AURAL WRN
AIR
AIR/GND
RELAY &
LIGHTS GND
P6-3 CB PANEL R282 AIR SENSE
RELAY (E11)
ON GROUND
> 30 DEG ONE OR BOTH THRUST
LE FLAPS
EXTENDED LEVERS ADVANCED
S130 FLAP
CONTROL UNIT < 1.0
S546 STAB
NOSE UP > 6.3 TRIM LIMIT SW
NOSE UP
S132 STAB LANDING GEAR LOGIC SHELF (E-11)
TRIM LIMIT SW
FLIGHT CONTROLS - MULTIPLE USE SYSTEMS/UNITS - TAKEOFF WARNING SYSTEM - FUNCTIONAL DESCRIPTION
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FLIGHT CONTROLS -- MULTIPLE USE SYSTEMS/UNITS - LE TAKEOFF WARNING TEST - INTRODUCTION
General
Location
Physical Description
- Normal
- Override.
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LE DEVICES
FLAPS
TRANSIT TRANSIT
1 4
2 3
EXT EXT
FULL FULL
EXT EXT
1 6
2 5
3 4
SLATS SLATS
TEST
S784
L LE TEST
NORMAL
R LE TEST
S785
OVERRIDE
TEST
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FLIGHT CONTROLS -- MULTIPLE USE SYSTEMS/UNITS - LE TAKEOFF WARNING TEST - FUNCTIONAL
General When the flap lever is in the takeoff position, 28v dc
from BUS 1 goes through the normally positioned LE
To do the takeoff warning system on the ground, advance warning test switch to the FSIM. If the LE flap/slat
the thrust levers, put the flight controls to the indication logic is false, the FSIM removes the ground
takeoff position, and selectively move the flight and de-energizes both LE flap extend relays. When the
control to be tested to an improper position. This relays are de-energized, a ground is removed and opens
turns on the aural warning intermittent horn. Movement the circuit to turn off the green annunciator light.
of the flight control back to the takeoff position The relays also close the circuit to the landing gear
turns off the horn. logic shelf to cause the LE 1 and 4 circuit to make the
takeoff warning horn intermittently.
Functional Description
These monitoring functions can operate on the ground.
For the LE takeoff warning system test, there are four
leading edge flap sensors that interface with the LE LE Warning Test Switch
flap/slat indication module (FSIM). The number in the
name of each sensor relates to the leading edge flap Movement of the LE warning test switch to either the
mechanism that the sensor is connected to. left or right position de-energizes the relay, opens
the circuit, and turns off the annunciator light. De-
The FSIM uses LE flaps 1 and 4 extend and retract energizing the relay also causes the landing gear logic
sensor data to monitor the alignment of the lE flaps. self to sound the takeoff warning horn.
When the flap lever is in the UP position, 28V DC power LE Warning Override Test Switch
from BUS 1 goes through the normally positioned LE
warning test switch to the FSIM. If the LE flap/slat Movement of the LE warning override test switch to
indication logic is true, a ground from the FSIM OVERRIDE position provides an alternate ground to
energizes the LE flap extend relay R238 or R239. When energize both LE flap 1 & 4 extend relays. Both green
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the relay is energized, a ground is completes the annunciator lights confirms that the LE flaps cannot
circuit to turn on the green annunciator light. The sound the warning horn even though the LE flaps are not
relay also opens the circuit to the landing gear logic in the takeoff position.
shelf and inhibits the LE flap 1 and 4 circuit from
operating the takeoff warning system. If the trailing edge flaps are not in the takeoff
position, the takeoff warning sound is caused by the
trailing edge flap takeoff warning switch.
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LE DEVICES
FLAPS
TRANSIT TRANSIT
1 4
2 3
28/16V DC MASTER FLT CONT ELEC EXT EXT
CAUTION FULL
(MD&T) PUSH TO RESET
IRS APU
FULL
EXT EXT
FUEL OVHT/DET 1 6
MASTER DIM 2
3 4
5
TAKEOFF
WARNING
S168 FLAP 1
RETRACT SENSOR
LE FLAP/SLAT L LE TEST R238 LE FLAP
INDICATION NORMAL 1 EXTEND (E3-2)
S169 FLAP 1 LOGIC R LE TEST
EXTEND SENSOR
S784 LE WARNING
TEST SWITCH TAKEOFF
WARNING
S174 FLAP 4
RETRACT SENSOR
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