B737 - 300/400/500 A1, B2 ATA 27 Flight Controls

AMIKON Training Manual
Boeing 7 37-3OO 4OO1500A I , B2 I
ATA27
ATA 27, FLIGHT CONTROL {. Purpose
Theflightcontrols provide maneuvering control about lateral, the longitudinal, vertical and axes.They alsoprovide increased for takeoff landing wellas increasei lift and as aerooynimic oragbothin flighi andon the ground. 2. SystemDescription
Flight controls divided threemajor are into groups: A. Primary Ftight Controls Primary flightcontrols consisting theailerons, of elevators, rudder. and B. Secondary Flight Controls Secondary flightcontrols consisting ofthe spoilers, trailing edgeflaps. Leading edgedevices the and stabilizer. C. Warning Systems Two warningsystems associated the flightcontrot are with system: - Stall warning provides warning the pilots a to whentheairplane approaches stallcondition. a - Takeoff warningprovides auralwarning the pilotwhencertain an to flightcontrols not in lhe correct are position takeoff. for
Issue 1. Effective date: 10 Febru"tl-20ot
FoR Tm
Page 1
Boeing 737 -3OO4OO1500A I, 82 I
ATA 27
FL I6I{T COf,ITROLS
PRI FIAR Y SYSTFFIs
SECOHOAf,Y SY STEiltS
N hIAR I 116 SYSTTHS
AILERON
sPOILER/ SPEED BRAKE
STALL LIARNIN6
ELEVATOR
TAKEOT F hIARHNG I
RUDDER
LEAD I T'16 EDCEFLAF AFID $LAT
I HOR TOT-ITAL STABILIUER
Flight Gontrols System
Issue 1. Effective date: 10 February 2OOS.
FOR TRAINING ONLY
Page 2
B o e i n g7 3 7 - 3 O O4 O O1 5 0 0A l , 8 2 I
ATA 27
FlightControlsDescription 1. General Component Locations
Theailerons, attached with balance tabs,are mounted outboard theoutboard of flapsbehind rear the sparof eachwing. Theelevators, attached with balance tabs,are mounted the aftsection the horizontal on of stabilizer. A single, conventional rudder, without tab,is mounted theaftsideof the vertical a on stabilizer. Fivespoilerpanelsare located the uppersurface eachwing.Theyare numbered on of from left to right,0 thru9. Theflightspoilers 3, 6 and7, areoutboard eachengine. 2, of Giound spoilers 1, g and9 aie 0, outboard theflightspoilers, ground of and spoilers and5 are inboard eachengine. 4 of Liftdevicesconsist two pairsof triple of slotted trailing edgeflaps, threepairsof leading edgeslatsand two pairsof leading edgeflaps.Trailing edgeflapsare mounted tracksattached i-helowersurface on to of each wing,oneset inboard eachengine, theothersetoutboard. of and Threeleading edgeslatsare installed outboard theengine two leading of and edgeflapsareinstalled inboard the-engine the of on foruardsurfaceof eachwing. The adjustable horizontal stabilizer located the rearof the fuselage is at belowthe vertical stabilizer. 2. General Subsystem Features
Theflightcontrolsurfaces constructed advanced are of composite materials metal,as required or to incorporate latestadvances technology. the in 3. Interfaces
A stallwarning system provided alertthe pilots an approaching condition. warning is to of stall The is accomplished applying by vibrations bothpilot's to control corumns. Thetakeoff warning system installed provide aural is to an warning the pilotwhentakeoff attempted to is with any of the following flightcontrols in the properposition takeofi not for - Speedbrakes - Horizontal Stabilizer - Trailing EdgeFlaps or - Leading EdgeFlaps. 4. General Operation
Theailerons, elevators rudder and control airplane the around longitudinal, the lateral vertical and axes respectiv.ely. Normal operation theseprimary of flightcontrols hydrzulic is power supplied Systems by A and B. either hydraulic system operating alonecanprovide effective control the primary of fiighicontrots. Alternate operation all hydraulic with power is by manual lost control theailerons etevators. for and panels balance Balance and tabsassist moving ailerons elevators in the and against aerodynamic the loadsin flight. Alternate operation the rudderis by standby of powerto a separate hydraulic actuator. Thereare no tabs panels or balance installed the rudder. rudder no manual on The has reversion capability, Thespoilers divided twogroups, are into flight spoilers ground and spoilers. Ground spoilers function onlyas ground speed brakes. flightspoilers The function speedbrakes, as bothin flightandon the ground, operate theailerons rollconlrol higher rates. and with for at roll
Issue 1. Effective date: 10 Februarv 2005.
FOR TRAINING ONLY
Page 3
Boeing 7 37 -3OO4OO 500 AI, 82 I I
ATA 27
powered System withno back-up. Theoutboard flightspoilers, and7, are hydraulically 2 by B The by A inboard flightspoilers all of theground and spoilers powered System withno back-up. are by torque tubedrivesystem. Boththe inboard outboard and trailing edgeflapsareoperated a single Normal operation by a hydraulic flap is motor supplied fromSystem An electric B. molorcandrivethe power notavailable. sametorque tubesystem whenhydraulic is The leading by System as a programmed B function edgeflapsandslatsare normally operated hydraulic position. devices, retract of trailing edgeflap During normal system B operation flapsaretwo-position the andextend, the slatsarethree-position and devices, retract, extend fullextend. and hydraulic system. During Alternate operation the leading of edgeflapsandslatsis by the standby standby operation leadingedgeflapsmoveonlyto the extendposition the and the slatsmoveonlyto full extend. standby The system cannot usedto retract leading be the edgedevices. Themoveable horizontal is to the around lateral the axis. stabilizer the pitchtrimdevice control airplane motor an autopilot motor. Thestabilizer operated manual wheels, mainelectric is by trim a or electric 5. Maintenance Practices
WARNING: PREVENT TO INJURY EQUIPMENT DAMAGE DURING INTERNAL PERSONNEL OR LEAKAGE CHECKS, KEEPPERSONNEL EQUIPMENT AND CLEAR HYDMULICCOMPONENTS OF THATCANMOVE.
Issue 1. Effective date: 10 February 2005.
FOR TRAINING
ONLY
Page 4
Boei
737-3OO40O A I 1500 r, 82
ATA 27
RUDDER ELEVATOR TAB ELEVATOR
AI LEftON AILEROT-J SALANCE TAB GROUHSFOILER$ D FLIG'{T SFOILERS OUTSOAftD FLAP SLATS
STAETLTZgR GROUHD SPOILER
tsHshlil EXTENDEO )
INBOARD FLAP G R O U HS P O I L E R D FLIGHT SPffILEft$ GROUND SPOIITR
I-IASII'iG EDCI FLAFS ( SHOI.JI'J EXTEI'IDEP }
STALL TIIARNIHC MOTOR 12, PLACES) RUDDER PEDALS
FLTSHTCONTROL StJITCtltS
COilITROLCOLUI{N (2 PLATE$)
COHTROL STAND
Flight ControlsDescription
lssue 1. Effective date: 10 February 2005.
FOR TRAINING
ONLY
Page 5
Boeing 7 37 -3OO4OO 500 A I, 82 I I
ATA 27
AileronSystem ,|. Purpose
provides lateral control aboutthe longitudinal axis. trim system airplane The aileron aileron control and 2. SystemDescription
are by withbalance on eachwing.Theailerons positioned tab Theaileron system consists oneaileron of power wall by control unitslocated lhe forward of the mainwheel on cables thataredriven two hydraulic by of a actuated rotation either well.Control inputs thesepower to control unitsarethrough cablesystem control wheel, electric an aileron system theautopilot. trim or
f , A P T A I H ' S g OH T R OLT ,IH EE L
rIR$T OFFICER'S CONTROL t',FiEEL

A ILE R ON TR ITdIC ON TR OLS t.TI H E S TC (ON C ON TR C IL TA fi ID ) S TO RH AILERON
AILgRON CONTBOL A$ADRANT
----({--5
AILEROItl BIJS DRUFIS AILEROI,I POhtER CONTHOI.IJf\IITS C E N TE R IN C S P fl II/G AND TRII'I f4EC}IAilIISIII A ILE R C IH TR IFI ACTUATOR
AILERON bflHc AUADftAIdT
AUTOPILOT A C TU A TOR S
ALAI,JCITAS
A IL fNOI{
Aileron System
lssue 1. Effective date: 10 Februarv 2005.
FOR TRAINING
ONLY
Page 6
Boeing 737 -3OO 40O1500A I, 82 I
ATA 27
AileronControlSystem 1. General Component Locations
The two controlwheelsare interconnected bus cablesattached the baseof eachcontrolcolumnin by to the lowernosecomoartment. Theaileron cables, driven thecaptain's by control drum,runaftthrough leftoutboard the section the of floorbeams a quadrant to assembly above leftmainwheel lhe well.Thequadrant assembly torque tube, centering spring power andtrimmechanism, electric actuator, trim aileron unitsandaileron control bus drumsare located the leftfonrvard of the mainwheel on wall well. The spoilercablesrun aft fromthe first officer's control drumthrough rightoutboard the sectionof the floorbeams a quadrant to assembly above rightmainwheel the well.Thespoiler quadrant control torque tube,aileron spring cartridge spoiler and mixer located the rightfoMardwallof the mainwheel are on well. 2. General Subsystem Features
The baseof the firstofficer's controlcolumnis equipped witha transfer mechanism lost motion and device whichallows normal control wheelmotion be transmitted to through leftaileron the cables only.lf jamsthe aileron a malfunction occurs which control system, lateral control accomplished positioning is by theflightspoilers through rightspoiler the cables controlled thefirstofficer's from control wheel. 3. System Interfaces
Theflightspoilers assist aileron the system maintaining in lateral control. Normal inputs the aileron to system, above preset a amount control of wheelmovement, cause proportionate a movement theflight of panels. spoiler 4. General Operation
Theailerons maybe actuated either hydraulically mechanically. or Normal operation withbothSystems is pressure. A and B hydraulic Rotation either of control wheeldrives leftaileron the quadrant cables rotates aileron and the assembly. Thiscauses inputrodsto actuate power individual andB hydraulic A control units. Movement the of powercontrolunitsoperales cablesystemthat positions ailerons the the and the springcartridge which quadrant drives spoiler the control assembly inputs the spoiler and to mixer. Thespoiler mixerlinkage moves cables operate flightspoilers. rightspoiler the that the The cables complete follow to the the up firstofficer's controldrumthrough lostmotiondevice.In the eventof a total hydraulic the failure,lateral control maintained is manually through cables the directly theailerons. to Control forces minimized are by aileron balance tabsandbalance oanels.
FOR TRAINING ONLY
Page 7
Boeing 73T -3OO 400/ 500 At I
, 82
ATA27
AILERON CONTROL BUS (? DfiUr-I PLAcFs)
ACBA ACBB AILEROI-I COilITROL RUt't D AA AB
SPOILENCONTROL AUADR.AHT TRANSFER ilECHANISf,I AIUD LOST FIOTIOf{ DEVICE SPOILfiR csiltTROLDAUr,l AB ABSE SFOILER
CABLE TEN$ION sPRIHG (2 FLACES)
AILERON FIIXER cotfTR0L qUAORAHT
f LI6IIT SPCILEftS {2 PLACES)
AI LEROIIA l P ACTUATOR
0RUtrrs
AILFROIII FOIdER COHTNOLUt'IITS
ASSA AILEROII SFRIilG trtINC C * R T R I D G E AILEROtit AUADRAHT AILER0I'IBUS (2 PLACES}
AILEROIII TfrIFt illECHAfrtISFl EALAilCE TAB (2 PLACE$) AILEROH (Z PLACE$)
tsALANCE PAilIFt (E FLACES}
Aileron Control System
I s s u e 1 . Effective date: 10 Februr.y -o-
FOR TRAINING OJILY-
Page B
Boeing 7 37 -3OO4OO1500A | , 82 I
ATA 27
AileronPowerControlUnits l. Purpose
power power Twoidentical control unitsare installed provide to hydraulic fromSystem andSystem to A B ooerate ailerons. the 2. Location
Thepower control unitsare mounted the leftforward of the maingearwheelwell.System on wall A pressure the lowerunit.System to the upperunit. supplies hydraulic to B 3. PhysicalDescription Features /
Thepower control incorporatesmainactuator, bypass unit a a valve, filteranda maincontrol a valve operated a dualinput by crank. Control normally the primary is by slidewiththe secondary slideavailable in caseof failureof the primary- inputrod provides An actuation the controlvalvefrom the control of sysrem. 4. Control
quadrant Rotation either of control wheeloperates leftcables rotate aileron the to the conlrol assembly torquetube.Two inpulrodsare operated the torquetubeto actuate inputcrankson bothpower by the control unils. 5. Operation
The powercontrolunit pistonrod endsare fixedto structure the housing connected a shaftthat is and to pressure ported drives output drums bus andthespring cartridge. Whenthe hydraulic is inside, the housing strokes the piston on and positions ailerons. the Movement the power of control returns unit the power inputcrankto neutral whichcloses maincontrol the valveandstopsaileron movemenl. Either powering control is capable hydraulically unit of bothailerons. Thebypass valvecloses wheninputpressure dropsbelow 645t 75 PSl.Inputpressure blocked is from reaching control the valve. Bothactuator chambers interconnectedprovide runaround fluid are to a for during aileron movement external by sources. Mechanical stopson the housing allowtheexternal cranks drivethe power to control manually the unit on piston response aileron power available. in to control system inputs whenno hydraulic is 6. Maintenance Practices
power Thepower control units interchangeable eachotherandwiththeelevator are with control units.
FOR TRAINING ONLY
Page 9
Boeing 7 37 -3OO4OO1500A l, 82 I
ATA 27
r'tANil h'HEfLi'IELt
TCALL TORhIARD AILEROH CONTROL f,UADRANT CONTROL SUADRANT SHAfT tJFPtR Il'tPUT RO} CRAFII{
$YSTET'I A I T E R O N B COI"JTROL UNIT P0t-IHR AILEROI\I SPRING CARTRIDGE AILER0f-t BUS DnUils SY$TE!{ AILERON A CONTROL UNIT POT.IER
UPPER IFIPUT ROD
!{AIH ACTUATOR
PTE$SURE PORT
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SECOI'IDARY 5i.IDE
PNIFIAfiY $LISE FIAIN fOf{TRflL VALVE
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IIECHAHICAL STOPS
RfT[JRII
Aileron Power Gontrol Units
FOR TRAINING
ONLY
Page 10
Boeing 737 -3OO l4OO 5 0 0 A t . B 2
ATA 27
AileronTrim Actuator 1. Purpose
Theaileron actuator trim electrically operates ailerons control the and wheels adjust ailerons a to the to trimmed condition. 2. Location
The aileron actuator located trim is nearthe leftforward of the mainwheel wall well,adjacent the to centering spring mechanism, 3. PhysicalDescription Features /
Theaileron actuator a 'l15VoltsAC single trim is phase, reversible motor. The motoris equipped with limitswitches, mechanical stopsat the strokeends,and a braketo limitover-coast. actuator The arm is connected the rollerarm supportin the centering to springmechanism. extends retracts reposition lt or to theailerons. 4. Power
power actuator Electric for operation 115Volts fromtransfer 1 through circuit is Ac bus a breaker p-6. on 5. Control
Twoaileron switches theaislestandcontrol trim on actuator operation. switches The mustbe operated simullaneously. 6. Operation
Aileron is onlyavailable trim whenat leastonehydraulic system operable. is operation the aileron of trim switches drivesthe actuator armto alterthe position the rollerarm and centering of springsupport. the repositioned centering rollercausesthe centering cam to rotateto a newneutralp6siiion. This causesan inputto the powercontrolunitsthatchanges aileronneutral. Ten unitseitherdirection ailerontrim is of available movethe aileron up or down. to 15. 7. Monitor
An aileron indicator trim decalis located thetopof eachcontrol on column.
Issue 1. Bffective date: 1O February 2005.
FOR TRAINING
ONLY
Page 1 1
Boeing 737 -3OO 40O 500 Al, 82 I I
ATA 27
AILEflOH
t,It{G
LEFTWT;;
Dor'*i tdtr}l rffilIi
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GROIJHOIT*fi COHTA{TS LEFT t'tlHG DOttN
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AILEROI,I TRIII t0f'lTn0L
coitTRoL COHTACTS
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AILEROIII TfiIII
ACTUATOR
rt
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CA.'{ ROLLEft ARlt
AItFRSII ?RIf" ACTUATOR ROLLER ARiI AIIID CtlTFRIt* S P f l I H g SUPFONT AII"ERSN COHTROL O U A D R A h IS H A F T T
Aileron Trim Actuator
FOR TRAINING ONLY
Page 12
Boeing 7 37 -3OO4OO1500A I, 82 I
ATA 27
AutopilotActuator 1. Purpose
provide Two independent hydraulic autopilot actuators autopilot inputto the rollcontrol system. 2. Location
The autopilot actuators locatedon a supDort are bracketmounted the leftforwardwallof the main on gearwheel well. 3. PhysicalDescription Features /
Eachautopilot actuator consists a filter, solenoid unit of two valves, pressure a regulator relief and valve, piston, detent pistons a linear an electro hydraulic transfer valve, mainacluator a two and transducer. 4. Power
Theleftautopilot actuator powered hydraulic is by System the rightby hydraulic B, A. System Either actuator, selected, be usedfor single as may operation bothmaybe selected dual or for channel channel ooeration. 5. Control
The outputcranksof the autopilot actuators linkedtogether are and connected the upperpowercontrol to quadrant unitcrankon theaileron assembly shaft. Output fromeither autopilot actuator drives the quadrant assembly resulting an input bothpower in to control units. 6. Operation
pressure filtered delivered solenoid Hydraulic is and to valveNo 1.Whenthe respective channel roll is pressure solenoid engaged, solenoid valveNo 1 opens anddelivers valveNo 2 andthetransfer valve. to Electric signals fromtheautopilot operate transfer valve control mainpiston. to the the Aftera delay,to allowthe mainpistonto moveto the curent position the aileroncontrolsystem, of pressure, piston. solenoid 2 opens No anddelivers regulated the pressure regulator, the detent by to pistons Thesedetent clamp output the crankso thatmovement the mainpiston transmitted the of is to pressure takeovermanual output crank. Thepilotcanoverride detent this and control. power available, detent pistons retracted Whentheautopilot disengaged no hydraulic is or is the are and theconnecting linkage freeto move. is 7. Monitor
The pressure is switch partof theautopilot interlocks. autopilot The cannot remain with engage engaged pressure. low detentregulator The linear transducer sends -follow-up a signal backto theautopilot. 8. Maintenance Practices
Theautopilot actuators interchangeable eachotherandwiththe elevator are with autopilot actuators. Theautopilot actuator crankarmcontains output shearpins(notshown) allowa jammed that actuator to be overridden pilotforce. by
FOR TRAINING ONLY
P age 13
AMIKON Training
Manual
Boeing 737 -30O 4OO 500 Al, 82 I I
ATA 27
sYsrfiil A AUTOTILOT ACTUATOR

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A{'TOPILOT ACTUATOB DETFlST sOLEF}OIO $OLENOID U
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OETENT cOnTR0L CRIFICE E}I6AGE SOLEI,iOID 1

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AUTOFILOT TRAilgTER VfitVF
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Autopilot Actuator
FOR TRAINING ONLY
Page 14
B o e i n g7 3 7 - 3 O O4 O O1 5 0 0A l , 8 2 I
ATA 27
FlightControlsHydraulic Module t. Purpose
Twoflightcontrols hydraulic modules provided control are to power theaileron, hydraulic for rudder, elevator flightspoiler and control systems. 2. Location
TheSystem flightconkols A module located the lowerleftoutboard is in corner the mainwheelwell of forward wall.The System module in thesameposition the rightside. B is on 3. PhysicalDescription Features /
Eachhydraulic module a manifold is assembly containing spoiler a shutoff valve, flightcontrols shutoff valve, pressure low warning switch a compensator and cartridge. compensatoicartridge The maintains returnfluidfrom the aileron,rudderand elevator powercontrolunitsafterhydraulic systemshutdown. Thisfluidcompensates volume for changes thehydraulic dueto temperature in fluid change minor or fluidlossandgustdamping. 4. Control
The flightcontrols shutoffvalvesare.28VoltsDC motoroperated shutoffvalvescontrolled the by respective and B) flightcontrolswitches the forwardoverhead (A on panel.Spoiler shutoffvilves are 2g VoltsDC motoroperated valvescontrolled the respective and B) spoileiswitches that panel. by (A on 5. Operation
All of thesevalvesare normally pressure the respective opento provide to flightcontrols. Eachvalvecan be actualed electrically manually remove or lo pressure system from specitic-flight contrors. 6. Monitor
Eachvalve's manual override leveralsofunctions a mechanical as position indicator. is the only This position indication the spoiler for shutoff valves. A lowpressure switch,downstream the flightcontrolshutoffvalves, connected an amberlow of is to pressure beneath respective light the control switch. respective illuminates lowpressure The light for at the switch. 7. MaintenancePractices
TheA andB flightcontrols hydraulic modules interchanqeable. are
FOR TRAINING ONLY
Page 15
Boeing 737 -3OO4OO1500A1, B2 I
ATA 27
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Flight GontrolsHydraulicModule
FOR TRAINING
ONLY
Page 16
Boeing 7 37 -3OO4OO1500A I, B2 I
ATA 27
Spoilerand SpeedBrakeSystemIntroduction 1. Purpose
panels installed supplement ailerons lateral increased to the for control to provide and drag Spoiler are lift brakes. andreduced whenusedas soeed 2. SystemDescription
powered panels installed eachwing.Theyare numbered fromleftto right spoiler are on Fivehydraulically are for identification, 0 thru4 on the leftwingand5 thru9 on the rightwing.Theflightspoilers 2, 3, 6, and spoilers. 7. Theremaining areground six
6ROUND SPOILERS
FLIGI{T SPCIILERS
FTIGHT SFOILERS
Spoiler and Speed Brake System Introduction
FOR TRAINING ONLY
Page 17
Boeing 7 37 -3OO4OO1500A I, B2 I
ATA 27
Spoilerand SpeedBrakeSystem 1. General Component Locations
panels Twoflightspoiler withtheirhydraulic actuators control and linkages located are outboard the of panels, engine eachwing.Theground on spoiler hydraulic actuators control and linkages located are bothoutboard theflightspoilers inboard the engine eachwing.Components of and of on usedfor flight spoileroperation lateralcontrolare thosepreviously for described the aileronsystem. for A speedbrakeleveron the leftsideof the control standactuates controlassembly the lowernose a in panels speedbrakes. compa(ment operate the spoiler to all as Cables aftto thespoiler run mixerand ratiochanger the rightmaingearwheelwellwhere ground in the spoiler control valveandground spoiler bypassvalveare alsolocated. 2. General Subsystem Features
panels positioned any position Flight spoiler are to between - 40' by individual 0 hydraulic actuators controlled cables by fromthe ratiochanger. inboard The (3 flightspoilers and6) are powered by hydraulic System Outboard A. (2 flightspoilers and7) arepowered hydraulic by System Ground B. panels two position spoiler are devices: downor fullup.Outboard full ground spoilers positioned are by onehydraulic actuator eachandthe inboards twoactuators by each.All ground spoilers powered are by hydraulic System through control A a valve anda bypass valve. 3. System Interfaces
Flight spoilers supplement ailerons lateral the for control. aileron An system inputthrough leftbody the ') cables, previously as described, starttheflightspoilers on the up aileron will up wingat 11"(r1 equivalent control wheelrotation. 4. GeneralOperation
Flight spoilers function speedbrakes as bothin flight andon the ground addition theirrolein the in to lateral control system. Ground spoilers function as ground only speed brakes. Speed brakeoperation is controlled manually the speedbrakeleveror automatically means an electric by by of actuator drives that the forwardcontrolassembly.
FOR TRAINING ONLY
Page 18
Boeing 737 -3OO 40O 500 AI, 82 I I
ATA 27
GROUHD SPOILER$ FLIGHT SPOILIRS
GROUHD SPSTLERS GROUNO POILfR S COiJ:TRSLVALVE ,'4" SYSTEI,l
FLIGHT SFOILERS 6ROt,ltD SFOILEI$
$PEED SRAKE LEVER GRO{Jf{D SPOgLER BYP,{SS VALUE SPEE} BNAKE RAT]S (HAI{GFN
SPSILEN OUABRnfiT
Spoiler and Speed Brake System
FOR TRAINING
ONLY
Page 19
B o e i n g7 3 7 - 3 O O l 4 O O l 5 0A l , B 2 0
ATA2T
Speed Brake LeverActuator 1. Purpose
Thespeedbrakeleverelectric actuator installed automatically is to actuate ground the speedbrakes to aid braking during landing the roll. 2. Location
The speedbrakeleveractuator connected is between structure the lowernosecomDartment a in and support bracket the no-back on brakemechanism. 3. PhysicalDescription Features /
Theactuator consists a 28 VoltsDCelectric of gearing, displacement nonjamming motor, a rod, mechanical stopsandadjustable switches. limitswitches bench limit The are adjusted limittne strore tb at the extended position. gearingprevents and retracted The actuator motiondue to externalloads.
Issue 1. Effectivedate: 1o February2005.
ron tneilltuc
orvl,v
Page 20
Boeing 737 -3OO4OO 500 Al, 82 I I
ATA 27
5F.FDERAKE f,OHTKOL LEVR I-ITTIHG ARI,I SPEED SRTI(E TAXEOFf $*NNING S|'IITCH S651 CAtrl FOLL0L/ER THRUST HEVfRSER CAFI
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Speed Brake Lever Actuator
lssue 1. Effective date: 1O February 2005.
FOR TRAINING
ONLY
Page 21
Boeing 7 37 -3OO4OO1500A I , 82 I
ATA 2T
AutomaticGroundSpeedBrakeLeverActuator 1. Power
power activate speedbrakeleveractuator 28 VoltsDCfrombusNo 2 through circuit Electrical lo the is a breaker P-6. on 2. Control
Whenthe speedbrakeleveris in the downdetentno electrical poweris provided the leveractuator to electrical circuit. Movingthe leverto the ARMEDposition actuates 5-276,by a cam attached the forwardquadrant, to and supplies electricpowerto the system. Afterlanding with boththrottles poweris appliedto the retarded, raisesideof the actuator motor whenthewheels spinup above knots. ground 60 A signal fromairground sensing provide sameresult theabsence thewheelspeed wlll the in of signal.powercan also be provided the controlcircuitwhenthe thrustreverseleversare movedto Electrical to reverseby activating RTOswitch5-650.Duringthe takeoffroll poweris appliedto the actuator motor onlywhenwheelspeedis above knots. 60 3. Input/ Output
Theprimary input theelectrical to circuit theautospeed in brakemodule willpower speed that the brake leveractuator raisethe leverafterarmingis fromthe antiskid to system. wheelspeedabove60 knots A signalis required from onewheelof eachof thesepairs;left inboard rightoutboard or and left outboard or rightinboard. Thealternate inputto raisethe leveris fromthe Ell,landing gearlogicshelf. Boththeair sensing relay andtheground sensing relaymustbe energized theground to mode. Thisalternate signal removei4 is seconds afterground sensed. is The inputto removea raisesignaland energize lowersideof the actuator the motoris from switches that are activated advancing by eitherthrotfle. Outputof the autospeedbrakemoduleis to the raiseor lowercontacts the leveractuator of motor. 4. Operation
fhe pilotpositions speedbrakeleverto ARM priorto landing automatic the for speedbrakeoperation. Thisresets and K7,theair-ground K6 relays inside autospeed the brakemodule. Afterlanding, wheel speedsignals fromthe antiskid systemor air-ground sensingcausesthe actuator drivethe leverto the to UP position. spoiler panels All respond speedbrakeleverposition. to Theair-ground signal timesout4 seconds afterground sensed. is The speedbrakesare lowered and the actuatoris resetby the pilotadvancing eitherthrotfle afterrollout. Duringthe takeoffroll the speedbrakeleveris in the downdetent.If the pilotselectsreverse thrust,a cam pushes leveroutof the downdetenl the andactivates 5-650.Theactuator raisethe soeed will brakes wheelspeedis above knots. if 60 5. Monitor
Fourbluelights thefrontof the autospeedbrakemodule connected thefourwheelsoeed on are to (K1 relays through K4).The lights illuminate whenever respective the relayis energized.
FoR TRAINING olvl,y
Page 22
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Boeing 737 -3OO4OO 500 AI, 82 I I
ATA 27
Automatic Ground Speed Brake Indication 1. Purpose
speedbrakecontrolsystemfor electrical The speedbrakeindicating systemmonitors automatic the failures. 2. Location
panel, Two indicator lights located the pilot's are on instrument P1. inside autospeed brakemodule installed the E3 rackin the on The lights controlled circuits are by the Electronic Equipment Compartment. 3. PhysicalDescription Features /
ground no speed A greenSPEED BRAKE ARMED lightilluminates indicate faultsin theautomatic to brakeelectrical system. failure detected. is TheamberSPEED BRAKE NOTARMliohtilluminates DO whenan electrical
AI{8ER LI6HT ITONII IF:
SPEEDHfiAKE LEVER IN ARI'IED P O S I T I O I {O R EIT H ERT H R U S T LEVER IN REVERSE Af{D 1, T O T A LA I.IT ISK ID F F O R O I HO P E R A T IVE
*oR*
7,. SFEEDBRAHELEVERACTUATOft ^ HOT I}I LOI*ER POSITION -oR3, SPSEDBftAKEELECTftICAL CIfiCUIT IqAI-F U}ICT ION
CftEEHARFTED LIGI|T r'01{r'trf r SPEEUBRAKELEVER IU ARI'IED POSITIO}I OR EIThITRTHRUST LEVER If{ REVER5E AFJD 1 . AT LEAST ONE ( TFIBOAED OR OUTBOARS} AI{TISKID CHAIIHEL ON AHD OFERATIVE -AllDZ. SPEEDBRAKELEVEfrACTUATOR II{ LOI{ERPOSITIOI{ *Afi05, $FEED g&AKE ELETTRTTAL C I R C U I TR E A D Y O T O F RAT E
Automatic Ground Speed Brake Indication

FOR TRAINING ONLY Page 24
Boeing 7 37 -3OO4OO 500 A I , 82 I I
ATA 27
AutomaticGroundSpeedBrakeOperation 1. Operation
power the control Electrical for circuit inside autospeed the brakemodule 28 VoltsDCfrombusNo 2 is through autospeedbrakecircuit the breaker. lights powered The are fromthe samecircuit breaker through R87,auxiliary master relay. dim 2. Gontrol
position. The indicating system activated is whenthe speed brake leveris moved theARMED to Inputs to the indicating system fromthe lower are contact ofthe speed leveractuator, brake anliskid failure system monitoring the autospeedbrake and control circuitry. Output to thegreenor amberlightas is appropriate. lights interlocked thatonlyonelightcanbe illuminated a giventime. The are so at 3. NormalSequence
ThegreenSPEED BRAKE ARMED lightilluminates whenever speedbrakeleveris moved armed, the to at leastoneantiskid is channel on andoperative, noneof the monitored and electrical failures exist. TheamberSPEED BRAKE NOTARMlightilluminates DO whenever speed the brakeleveris moved to armed andat leastoneof thefollowing conditions present: are Speedbrakeleveractuator notfully retracted the speedbrakelowerposition. is to Bothantiskid channels either or inoDerative off power thedistribution (BUS) Electrical in Mostlikely the normally system. at opencontacts K-1and Kof lrounOavaitaUte thedistribution (BUS) in system. Mostlikely the normally at opencontacts K-2and Kof Pilotresponse an amber to lightis to return speed the brakelever thedowndetent to and manually operate speedbrakes the afterlanding.
FOR TRAINING ONLY
Page 25
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ATA 27
Spoilerand SpeedBrakeSystemOperation 1. ControlSequence
panels divided twogroups: Thespoiler are into - Flight Spoilers Numbers and7, outboard. 2 - Numbers and6, inboard. 3 - Ground SpoilersNumbers 1,4, 5,8 and9. 0, Flight spoilers operate two modes: in - Lateral Control aileron assist backuD or - SpeedBrakes bothin flightandon theground panels hydraulically Ground spoilers operate onlyas ground speed brakes Spoiler are operated: - Outboard Flight Spoilers System B - Inboard - System Flight Spoilers A - Ground A Spoilers System 2. Subsystem Sequence
Flight spoilers the in fromeither wheel assist ailerons maintaining airplane lateral control. input An control power results an input hydraulic in to control unitsviathe leftcable system. power The control unitsmove At oneaileron andtheotherdown. rates rollin excess 10"control up of of wheeltheflightspoilers are signaled movein the samedirection theaileron thatwing. to as on lf the leftcablesystem jammed, firstofficer wouldinput is the through rightcables the andmaintain lateral control withtheflightspoilers. Flight spoilers usedas speed are brakes flight. in Control by manual is of lever operation thespeedbrake through cables the spoiler to mixer andratiochanger. Flight spoilers bothwingsrisewhenoperated on as speedbrakes. 3. NormalSequence
Ground speed brake operation normally is accomplished automatically an electric by actuator driving the panels in speedbrake lever. Thepilotarmsthissystem flight rise in and,afterlanding, of the spoiler all resoonse levermovement. to 4. Backup
Thespeedbrakeleveris manually operated afterlanding whenspeedbrakes required the are and automatic system notoperable. is
Issue ]. Effective date: 10 February 2005.
FOR TRAINING ONLY
Page 27
Boeing 737 -3OO4OO1500A l, B2 I
ATA 27
TO RI6}iT AILIRON
GROUND SPOILER CONTTSL VALVf "\
r$-I6HT 5POILEfi5 2, 1, 6,
GR0UlilS SPOILERS 0r \,4, 518rv
SPEEDBRAKE LTVER GflOUND $POILER BYPA$S VALVfr
RATIO CHAN6ER
SPOII-ER EUAORANT
TO LFFT AILERON SPEgDHRAKE AiT OUADRAT'IT $PEEDBRAKE LEVEHACTUATOR $PIEDBRAKE COf{TRSL FSRI{ARD fiIJAFRANT/NO BACK BRAKE
FOR TRAINING ONLY
Page 28
Boeing 7 37 -3OO 40O1500A I, 82 I
ATA 27
TrailingEdgeFlaps 1. Purpose
by and lift takeoff landing increasing additional during to is edgeflapsystem installed provide Thehailing of the camber thewing. 2. System DescriPtion
and flaps of consists two setsof triple-slotted on eachwing,oneset inboard edgeflapsystem Thetrailing aftflapthatare of Eachsetconsists a foreflap,a midflapandan of onesetoutboard the engine. and nest The toiorm slotswhenextended. sections together fairwiththewing separated mechanically whenretracted.
LFFT il'lcIllE
FOREF LAF !IIDFLAP AFTFLAP OUTBSARD TLAP INSOARD rLAP
TrailingEdge Flaps
FOR TRAINING ONLY
Page 29
B o e i n g7 3 7 - 3 O O O O 1 5 0 0A L , 8 2 l4
ATA 27
TrailingEdgeFlapSystem 1. GeneralComponent Locations
Theflapcontrol leveris on the pilots control stand. Theflapcontrol andflap power unit unitare in the maingearwheelwell.A position transmilter mounted eachwingrearspai andthe indicator in the is on is flightcompartment. 2. GeneralSubsystemFeatures
Eachflap assembly travelson two flap tracks.The torquetube drivesystemoperates transmission two assemblies attached the midflao. to 3. System Interfaces
Leading edgeflapsandslatson eachwingoperate conjunction thetrailing in with edgeflapsto provide increased lift. 4. GeneralOperation
Normal operalion the trailing of edgeflapsis system hydraulic B power controlled theflaplever. by Alternate operation by an electricmotorcontrolled two switches the overheld paner. is by on LIFBCABLE FLAP
c0f{Tn0L LEVgA
LIFA CA$LE
FLAP POSITION
FLAP TORAUEPOHTR TUBE U H I T
rLAF POSITIOf{ TRAI*SilITTER CONTROL
rLAP
Ut'lIT
OUTSOARD TRAILING ED6EFLAP
TfrAHSHITTSR
rLAP
TRANSFTi ION SS
(TYP}
INACIAHD TRAIT IHG FLAPS ESGT OUTBOAAb TRA I }IE IL EDfiE FLAF CIUTBOARD FLAP TRATK FAIRIIIIfiS {TYP}
FOR TRAINING ONLY
Page 30
Boeing 737 -3OO 4O01500Al, 82 I
ATA 27
FlapGontrolUnit 1. Purpose
Theflapcontrol is installed contain flapcontrol unit valves associated mechanical to the and linkages that regulate hydraulic operation theflaps. of 2. Location
Theflapcontrol is mounted the right unit on wheel wellceiling neartheaft bulkhead. 3. PhysicalDescription Features /
Theflapcontrol incorporates mechanical unit the linkage operates that boththetrailing edgeflapcontrol valveandthe leading edgeflapcontrol valve. These valves mounted the control are on unit,as wellas a cableoperated follow-up drumthat operates threecams.Sevencam operated electricswitches are mounted the forwardsideof the controlunit. on 4. Control
Normal hydraulic control the trailing fromtheflapcontrol of edgeflapsis by cables lever thatoperate the inputlinkage thetrailing to edgeflapcontrol valve. flapcontrol A cabletension switch located is below the floor,neartheflapcontrol quadrant. cabin unit Tension theflapcontrol on cables causes spring the loaded cablesupport lever holda target to neara reedswitch. cablebreak A allows spring pullthe the to targetawayand activate switch. the This causes flap bypassvalveto moveto the bypassposition the andprevents hydraulic operation theflappower of unit. 5. Operation
Thetrailing edgeflapsarenormally hydraulically Rotation thecontrol leveractuates flap operated. of the control linkage unit through cables. Thispositions trailing valve portSystem the the edgecontrol to B pressure the flap hydraulic hydraulic to motor.The hydraulic motorpowersthe torquetube drivesystem positions to position flaps. the Hydraulic motor operation cables thatrotate follow-up the drumon the control unit. Thefollow-up drumpositions threecams. Onecamreturns trailing the edgecontrol valve to position. second positions leading nullandstopstheflapsat thedesired The cam the edgecontrol valve and the thirdactuates resoective the electric switches. Actual trailing edgeflapposition monitored seven is by camoperated switches theflapcontrol on unit actuated thefollow-up by system. Theseinclude warning alternate drivelimitswitches, takeoff a switch, a landing warning switch, leading a edgeindication switch, machtrimswitch, a stallwarning a and switch. Individual switch operation be discussed will whenthespecific circuit covered. is
FOR TRAINING
ONLY
P age 31
Boeing 737 -3OO 4OO 500 A7, B2 I I
ATA 27
FUU
LIFA fAFhE
RfED s$ITeil TARGET I'IAGNETIg
SUFPORT T R A T L T N G D G E F L A F C O I I T R O L A S L E T E N S I O I I IS U I T C H C F A-A
IA
bIFB CIBLS FSLLOTJ*UPS}iAFT
UFT TASLE S584 FLAP5 10*0ESREE ITC}I ST

CAII ROLLER
follfit*-LtP lRutt
I{FfA CASLE
se45 fLAps up
LTIIIT SIdITTH $656 STALL riARilIIIG SIdITCH 5246 F!-APS
SEtLf RA&IK UFFE STELE

TE FLAP CO.TITROL VALVE
LIiIIT $IITT{H SOHI{ 5130 TAI{ESFF bTARNIHG SIdITSTI
CAfi NOLLTR LA}IDII{G IJAftITIING $brITclt
iItCTI TTIil $IJlTCH sa9o Tt FLAP foNTRoL
fLAP LOAD LIIIITER SOLEIiIOIO VALVE

LE FLAP VALVE COf'ITROL
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Flap Control Unit
FOR TRAINING ONLY
Page 32
B o e i n g7 3 7 - 3 O O l 4 O O 1 5 0 0 , B 2 AI
ATA27
Flap PowerUnit l. Purpose
Theflappower transfers unit mechanical fromtheflaphydraulic energy motor alternate or driveeleclric motor thetrailing to edgeflapdrivesystem. 2. Location
Theflappower unitis mounted thecenter theaftwallof the maingearwheel in of well. 3. PhysicalDescription Features /
Theflappower unitis an aluminum housing containing gearing the necessary drivethe output to shaft andthefollow-up system. flaphydraulic The motor andthealternate driveelectric motor mounted are on the power unit. 4. Operation
power During normal system flap gear operation, fromthe hydraulic motoris transmitted through pinion a gearsplined theoutput power to a reduction to During alternate shaft. flap driveoperation, fromthe pinion gearto thesamereduction electric motoris transmitted gear.Thereduction gear through second a flaptorque drives the tubedrivethrough output the shaft. Bothmotors operate samewormgearandwormwheelto drivethefollow-up the drumwhichis connected cables theflapcontrol follow-up by to unit drum. CAUTION: FORGROUND OPERATION, ALTTERNATE THE FLAPDRIVE UNITlS LIMITED 10 TO MINUTES OPERATIONS 25 MINUTES AND OFF.
FOR TRAINING ONLY
Page 33
AMIKON Training
Manual
Boeing 7 37 -3OO4OO1500A l, B2 I
ATA 27
UilIIT BULKI{ilAA TIfLL
FCIt_Loht CABLES
ETECTRIC iloT0n POTCER UNIT
Flap Power Unit
FOR TRAINING ONLY
Page 34
Boeing 737 -3OO4OO I /500 A I, 82
ATA 27
PRIORITY VALVE
F L O hL I T 4 I T E R I tdFACABLE
Fr{D e#t
HT FB CABLE
FA ICF CABLE
rNBo
HYDRAULIC rLAP ALTENNATE DfiIVE .||IOTOR DRIVE FIOTOR
TOf,OUE TUBF
FLAPP0httR UI'IIT
TT, FLAP COi{TROLVALVE
TE FLAP ilYPASS VALVE

FLAP IONTROL LEVER
FtAP tOfiD LIT{ITER SOLEIIOID VALVE LE FLAP COilTflOL VALVE

TLAP CONTROL
F0t-10il ue
CAI'I FOLLOTCER
PIVOT
UNIT RH ITI.OAFT BULKHEAF fLoH LIFIITTR

S Y SB P R E S S U R E PRIOfiITY VALVT F0LL0I, UP DRI.JII FLAF LOADLI!{ITER SOLEHOIS \JAI.VE
SYSB RETURN
COHTROL CASE DftAII{TO VALVE $YSB RETURN
PASSVALV
T OL E T T TE FLAFS
* ALTERHATE FLAP DftIVE ELECTRIC f'IOTOR
HYDRAULI C iloToft
r*o .-1/. T0 RIGHT TE FLAFS
PCIhIET UHIT
Flap HydraulicDrive System
FOR TRAINING
ONLY
Page 35
Boeing 7 37 -3OO 4OO1500A l, 82 I
ATA 27
Flap Load Limiter 1. Purpose
protects trailing Theflap loadlimiter system the edgeflapsagainst excessive loads. air 2. Location
A solenoid operated secondary valveslideis incorporated thetrailing in edgeflapcontrol valve. The solenoid mounted thevalve. is on 3. PhysicalDescription Features /
The loadlimiter system consists a solenoid of valve, flapleveractuated unitswitches, ARINC two 40 an receiver, a FLAPLOADRELIEF and lightwhichis on the rightsideof the center panel(P2). instrument TheARINCreceiver contained two printed is on circuit cardsinside E-11logicshelf. the Airspeed is provided theARINCreceiver to fromtheAir DataComputer System. Theflapleveractuated switches located are inside control the standon the rightsidebeneath flap the quadrant. The switches cam operated are whenthe leveris movedto the 40 detent. The systemcan be testedby usinga test switchand greenindicator lightin the electrical/electronic equipment compartment.
FOR TRAINING ONLY
Page 36
Boeing 737-3OOl4OOl500 AI,82
ATA 27
FLAP4S UNIT
shfxTcHgs
rLAP LEVERCAil
T R A I L I I I GE D 6 E ILAF CONTROL \IALVT
ruT'
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rttrrsrt* vAlvt s Ir* rtsr ! ltrlvtttl
Rl{ I'ttG tdtl AT'T BUTKHD (RET}
$OLENIOD VAL\IE
Ft'f0ft\
STABILIZTR TRITII}JHEEL
AFr FLAPCQHTR0L T iJPnH,F lNI {0RNER tq*S RH hIHEEL hjf,t_I
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COFIPARTf{ENT LIGHT AND ( S h , I T C HR E F ) LOADLII'IITER TESTLIGHT LOADLIF.IITER TE$T SttITCtl
*m*"'@"6'
*.IF ,$Ar4*Sp.l,[P]JI!jl
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Flap Load Limiter
FOR TRAINING ONLY
Page 37
Boeing 7 37 -3OO 40O1500A I, 82 I
ATA 27
Flap LoadLimiterGircuit 'l. Power
28 VoltsDCfrombus2 through FLAPLOADLIMITER a circuit breaker P-6powers ARINC429 on an RackLightPanel receiver inside E-11 Landing the GearLogicShelf. Thetestswitch the Equipment on provides armpower test fromthe samesource whenR277indicates theground. on 2. Control
Theflaploadlimiter retracts trailing the edgeflapsfrom40 to 30 units when system automatically return 40 units to whencalibrated calibrated airspeed 162knotsor greater. flapsautomatically is The poweris airspeed dropsto 156knotsor below. Thisloadlimiter system functions whenhydraulic only available thetrailing to edgeflaps. 3. InpuUOutput
(ADC) fromtheAir DataComputer TheARINC 429receiver reads digital the wordfor calibrated airspeed andoutputs electric an signal theflapleverswitches. to 4. Operation
Theoutput fromtheARINC 429 receiver energizes solenoid whenbothflaphandle the only switches are in the40 unitposition. 5. Maintenance Practices
Systemoperation be checkedby positioning flapsto 40 unitswith bothelectricand hydraulic can the power Perform ADCSELF-TEST, -momentarily available. an by toggling TEST/ HISTORY the switch to the TESTposition. causes This as check thedisplay of digits. validselftest A "88"to display an integrity replaces "88"display, the aftertwo seconds, an "AA"andinitiates air speed with an output theARINC to 429for 60 seconds returning a normal During lastten seconds ofthe before to operating condition. the place switch theTESTposition testoutputs, rightdigital Theoperator may to the display flash. will the momentarily havethetestoutputs to remain another seconds. output for An fromtheARINC receiver 60 occursonlywhenthe LoadLimiter is Test Switchis alsopressed and held.Systemoperation verified whentheflapsretract 30 units. failures detected inputsignals to lf are within ADCor withthe sensors the the information be displayed a faultcode"FX",with"X" beinga numeric will as valueof 1 to 8. Thiswill preventsuccessful is completion a flapsloadlimiter of test untilthe problem corrected. Flaps unitswitches verified the lowposition, theflapleverselected any position 40 less are in with to than40 units, pressing loadlimiter switch the E i E Compartment. greenlighton the in The by the test Equipment RackLightPanel illuminatesbothswitches low. if are
lssue 1. Effective date: 1O February 2005.
FOR TRAINING
ONLY
Page 38
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ATA27
TrailingEdgeFlapBypassValve 1. Purpose
portsto Thetrailing valveinterconnects flaphydraulic motorpressure return and edgeflap bypass the prevent fromoperating drivesystem. it during operation theflapalternate of 2. Location
Thevalveis mounted theaft wallin the rightmaingearwheelwell. on 3. PhysicalDescription Features /
The flap bypassvalveis a motor-operatedtwo position valvecontaining threeportsfromwhich hydraulic linesextend theflapcontrol valve motor. to andtheflaphydraulic 4. Power
The valveis operated 28 VoltsDCfrom bus No 1. by 5. Control
Thevalveis normally lt by controlled thealternate armswitch. is alsocontrolled theflap by flap positioning valvemanually asymmetry shutoff relay. position A indicator manual and leverallows the whenelectric oower removed. is 6. Operation
Movingthe alternate flapsarm switchto ARMapplieselectricpowerto position valveto bypass. the The downlinefrom the flap controlvalveis blocked motorportsare connected together and the flap hydraulic fluidcirculation within motor. flapsarmswitch OFFmoves the to allow the Returning alternate the to bypassvalveto normaland restores hydraulic operation the flap system. of The flap asymmetry shutoffrelayis energized movethe valveto bypassand stopflap operation the to by hydraulic motor whenleftandrightwingflapmovement notsymmetrical, cable is or tension thecontrol to valveis lost.
FOR TRAINING ONLY
Page 40
ATA 27
FLAPCONTRSL CABTE LEVER FLAF CONTROL LSVER CABLE TENSION ShJITCI-I
(BACKhIALLRtrCHT ['lltC]
VAL.V-E. I.F f,.I-AP H.YFA$$
(CENTERLINE BACK I,IALL 0t Lt/U)
RI6HT I.J1t{ A F T C E I L I N G( R E F }
uNrT fr.aP, F$NTRor
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R1A5FLAP A$YHilHTRY SHUTOF F ftELAY(U3-A)
TO ASYM!'IETRY r[ ST L I fi [iT {-:-------------o

l-L_Jrr
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BypAss I
?EVAC I
V52 TE TLAPtsYFA$S VALVE
Ii:r_t_**l P6 PilL
N 5 4 F L A PP O $ I T I O N IHNI CATSR IOIIPARATOR
(Pz*e) si{ITcH
$816 FLAPCONTROT LEVER Tf;.N$ION SI.'trTIH CABI-E AFT FLAPAUADRANT
T r a i l i n gEdge Flap Bypass Valve
FOR TRAINING ONLY
Page 4 1
Boeing 737 -3OO4OO 500 AI, B2 I I
ATA 27
FlapAlternateDriveUnit 1. Purpose
Theflapalternate driveunituseselectrical power drivetheflapsystem a failure to prevents if normal hydraulic operation theflapsystem. of 2. Location
Thealternate driveunitis mounted theflappower on unitlocated the aftwallin the maingearwheel on well. 3. PhysicalDescription Features /
A I 15 VoltsAC moloranda gearbox the primary are alternate driveunitcomponents. gearbox The incorporatesdouble planetary a gear reduction lrainanda disconnect overload and clutch. outDut The shaftdrives sametorque the tubethatis normally driven the hydraulic by motor. The ringgearof the first planetis fixedto the motorhousing. The inputplanetsyslemcarriergearsrotate around inputsungear,cut on the motordriveshaft. an Theoutput gearis attached thtinput sun to planet gears. system carrier Rotation theoutput geardrives second of sun planet the system carrier gearsattached the outputshaft.The outputringgear is- a floating to gear heldfixedby a cableassembly during motor operation. twoterminals the cable The on assembly heldby a spring are mechanism consisting a sensing of spring, return spring, a spring and collar. Since normal the spiingloadon the cableis not sufficient preventrotation the outputringgear,a mechanism provided accomplish to of is to thatfunction. It consists a yoke,energizing bellcrank, of pin, anda solenoid. armof the bellcrankis attached One to the solenoid theenergizing is inserted a holein theotherarmof the bellcrank. and pin into Theopposite end of the energizing is attached the yoke.The endsof the yokeare attached the cable pin to to terminals. 4. Control
Operation the alternate of drivemotoris controlled actuation the alternate by of flapsarm switchto ARM and toggling controlswitch. the 5. Operation
The solenoid energized rectified power is by ac simultaneously application power the motor. with of to Energizing solenoid the causes bellcrank drivethe yoke,compressing return the to the springs and increasing cabletension. Thislocks output the ringgear,allowing motor drivethe output the to shaft. lf binding occurs thegeartrain, in damage the unitis prevented the loadsensing to by spring compressing relieve to tension the cable, in allowing output the ringgearto slip. Whentheflapsystem beingdriven the hydraulic is by motor, output the shaftis rotating. Sincethe alternate solenoid de-energized, cables notunder unit is the are tension the outpul and ringgearis allowed rotatewith the carriergears.This prevents to transmission motionto the electriCmotor of shaft. During alternate operation thereis no asymmetry protection.
FOR TRAINING ONLY
Page 42
Boeing 737 -3OO4OO 500 Al, 82 I I
MA 27
ERNfrT FLAPS
trlLG lCflEELtitELL AFT BIJLK}ITAD {CE},ITER}
t-040 sEfislt'tfi SFRXHS
SOLfiilIOI0
-/
*1?
I
Y0tffi PIH EIIERGITIT16 ,gEtLCRAIIK RTTUftflSFRIIIG LOAB

SFRIHG ST}TSIHG
n0ToB
RI}I6 6EAR
OUTPT,}T SHAFT
RIN6 fiEAR
INPUT PLAHETARY ASSEH#LY GEAR

Cf,BLE A55EHBLY
FtA}If;TAHY OUTPUT AS5EFIBtY GEAR
Flap AlternateDrive Unit
FOR TRAINING
ONLY
Page 43
Boeing 7 37 -3OO4OO1500A I , 82 I
ATA 27
Components TrailingEdgeFlapPositionIndicating 1. Purpose
provide position indicating visible indication the angular of of Thetrailing edgeflapposition components thetrailing edgeflaps. 2. Location
panelin theflightcompartment. instrument lt Theflapposition indicator mounted thecenter is on flap tubein eachwing. receives signals fromtwo position transmitters mounted theoutboard torque on The lefttransmitter between numbers andtwotransmission is the one assemblies the rightis and between numbers the seven andeightassemblies. 3. PhysicalDescription Features /
The Eachposition consists a synchro{ype of transmitter mounted a gearbox. on transmitter assembly gearboxis drivenby the outboard torquetubesand in turndrivesthe transmitter flap mounted the on gearbox housing. Eachtransmitter of synchros; outputs flap position one to consists threeindependent indication, another thestallwarning to system, thethirdto theautopilot. and 4. Power
The position indicating systemis drivenby 28 VoltsAC powerfromthe No 2 transferbus. 5. Operation
During operation, flap rotation theoutboard of torque tubedrives flapposition the transmitter synchros through gearbox. lransmitter the The synchros sendelectrical signals thedualindicator to synchros to position leftwingandright wingtrailing edgeflaps. movethe hvoneedles reflect angular and the of 6. Maintenance Practices
indicating the Afterreplacement a flapposition of transmitter theflapposition test system, stallwarning indicator, system, and the interface withthe FlightControl Computer. Replacement a transmitter, of or gearboxrequires test of the asymmetry a checking circuit.
FOR TRAINING ONLY
Page 44
ATA 27
F L A PP S S I T I O N I N DC A T O R l
F L A FP O S I T I O N TRANStr'IITTER GEANBOX
FhtD {3
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q_E*R, SF48 !-IING . h'IHG OPFOSITE LEFTI.IIN6sI{OU$I f,IGTJT
FZ CEHTER PANEL
Components TrailingEdge Flap PositionIndicating
FOR TRAINING ONLY
Page 45
B o e i n g7 3 7 - 3 O O O O1 5 0 0A l , 8 2 l4
A T A2 7
ControlCircuit FlapAsymmetry 1. Operation ControlSequence /
The flap asymmetry controlsystemstopshydraulic operation the trailingedgeflapswhena specified of between position theflapson the leftwingandthoseon the rightwing. the of difference exists relaymounted the on indicator conirols flapasymmetry the A comparator switch inside flapposition the on compartment. asymmetry panelis mounted An test backof the E3-2rackin the electronic equipment of the forwardstanchion the E3 rack. indicator comparator with the Thesystem consists thetwoflapposition of transmitters, dualposition valve. Thetestpanelconsists an of the shutoff relay, andthetrailing edgeflapbypass swilch, asymmetry electric circuit, asymmetry switch, a greentestlight. an test and During operation, flap a functions during only hydraulic operation theflaps. of Theasymmetry system by difference position in between left and rightwingtrailingedgeflapsis detected the flap position the pointers amount comparator the indicating system. Whenthetwo indicator separate a predetermined by power theasymmetry relay. Theenergized relay drives trailing the switch closes andapplies to shutoff motor. edgeflap bypassvalveto bypassand stopsthe hydraulic protection controlcircuits. test A An Asymmetry Test Panelis provided checkout the asymmetric for of test the switch greenflapasymmetry lightareusedin performing checkout. and sensing capability. Actuation the test of The test switchenables testingof the left or rightasymmetry indicator the on to switch TESTLEFT-UP TESTRIGHT-DN to or causes pointers theflapposition indicating thevalve that separate, bypass the valveto moveto bypass thegreenlightto illuminate and position. hasbeenpositioned the bypass to
FOR TRAINING ONLY
Page 46
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Boeing 7 37 -3OO 4OO 00 A | , 82 I 15
ATA 27
TrailingEdgeFlapOperation 1. Operation ControlSequence /
Thetrailing edgeflapsystem consists an inboard an outboard of and assembly eachwingthatare on eachcomposed threemechanically of linked segments which extend sepirateto forma triple-slot and for addedlift.A hydraulic motordrivesall trailing-edge flapsby meansof a torquetubedrivesystem connected two_ball to bearingdrivescrewson eachflap assembly. This moiorhas an automatic shutoff featurein caseof eitherflap asymmetry cabletensionloss.An electricmotorservesis a or backupfor trailing edgeflapextension retraction. and Thenormalcruiseposition the flapsis retracted of withthe trailing edgeflapsnestedtogether form a to continu_o-us surface.Flapsare extended takeoffand landing incriase the effectivjwing area. for to Tckeoff positions flap provide high.lift relatively drag. and low iandingflapsproduce'hiln tidanonign dragwhichaidsin deceleration to.low approach speeds. flaploadlimiter A protlctsthe trailing system edgeflapsfrom excessive loadsby automatically air retracting flapsfromtd fullyext;nded landing position whena predetermined airspeed exceeded. is Wheniirspeed is reduced flafs auromatically the returnto the fullyextended position.
FLAF C0l'lTR0L LEVEH IJFA CASI-E
hIFBCAELH FLAP PO.T{ER FLAP c0f$TR0L UNIT
FLAPFSSITISIiI TRANSfiTI TT[R
UilIIT
OUTBOARD TRAIL IN6 EBGEFLAF
fLAP POSITIOT* TEAliISFIITTER FLAF THA''ISF[I SSION (TYF} IftIBCIARD TRAIL I{S I ES6[ FLAFS OUTEOARD FLAF TRACKTATNIIIIGS OUTBSARD TTYP} TNAIL IilS ED6E FLAP
Trailing Edge Flap Operation
Issue 1. Effective date: l0 February 2005.
FOR TRAINING ONLY
Page 48
Boeing 737 -3OO4OO 500 AI, 82 I I
ATA 27
FlapAlternate DriveSystemCircuit 1. BackupOperation
A flap alternate power.Two driveunitoperates flapselectrically the whenrequired instead hydraulic of switches the operate system; alternate the flapsarmswitch thealternate and flapscontrol on switch the pilots panel. foruardoverhead Actuating alternate the flapsarmswitch ARMsupplies VoltsDC to 28 power the control positions bypass to switch andsimultaneously the valve BYPASS. hydraulic to The motoris disengaged portof the control because bothlinesat themotor connected the same are to valve. Moving control the switch or downenergizes respective up the relay whenthe applicable switch limit is closed. The motor powered 115VoltsAC through relaycontacts the limitswitch is by the until opensor the controlswitchis retumed OFF. to Whenthe control switch placed is downto extend trailing the edgeflapselectrically, leading the edge standby shutoff valverelayis energized. valveopens pressure The andstandby hydraulic system extends leading the edgeflapsandslats.
FOR TRAINING
ONLY
Page 49
Boeing 7 37 -3OO4OO 500 Al, 82 I I
ATA 27
|I
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Rl23 FI.APASYilNETRY RELAY STIUTOFF { E3-?}
r::*j
VALVE TE FLAF BYPASS I'ILG |dl* AFT BIJLKHEAD
TE ALT TLAF DRIVE HOTOR
I
It
TE fLAP S0lrl'l LIfiIT 5UITCH s246
l__*58 UF RELAY ( J4)
oi
Dt{ UP
ALTTFil*Tf fLAPS CONTSOL st'lITf,H
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TE fLAP UP LIT'IIT SUITCT 5245
e8v sr sc Bus
t*0. I fLAP SIIUTOFF VALVS
l-*J
R5? RILAY DOLJN t J4) ALTERI{ATE FLAFS ARfiI ShlITCH
Fi-AF ALTFAHTTE DftIVE I+OTOR
t
I
-Jl
L E f L A P STAN}BY I SHUTOfF V^LUERIY I LE FLAP STA}IDBY F DRIVE SIIUTOf VALIJE .IIOOULE STAHSBY IIL }II/ AFT BULKHEAD
L-**p5-5
Flap AlternateDrive System Gircuit
FOR TRAINING ONLY
Page 50
ATA 27
LeadingEdgeFlapsand Slats l. Purpose
Highliftleading are with edgeflapsto allowairplane edgedevices usedin combination thetrailing fromshortrunways. useof leading The edgedevices allows change wingcamber a in which operalion greatly increases lift. 2. / SystemDescription Features
Threeleading and edgeslatsare installed outboard the engine two leading of edgeflapsareinstalled inboard the engine eachwing.Theflapsandslatsarenumbered fromleftto rightas depicted of on on thegraphic. Normal operation the leading of edgedevices by hydraulic is system Control witha control B. is valve on theflapcontrol positioned thefollow-up unit by cables fromtheflappower unit.
FLAPS 34
SLATS
csf,lTR0L
UALVE
-t
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POhIEF UHIT
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Y-,
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LeadingEdge Flapsand Slats
FOR TRAINING ONLY
P age 51
AI Boeing 7 37 -3O0 4OO 5OO , B2 I I
ATA 27
LeadingEdgeFlaPand Slat SYstem '1. Locations ComPonent General
twoHydraulic of on edgeflapsareinstalled. eachwing,inboard the engine' leading Two Krueger-type with each spar on usedto erienJ inO retracteachflap,are mounted the wingfront actuators, oosition flap. to iod end connected the respective Hydraulic.three-position of on edgeslatsare rnstalled eachwing,outboard the engine. Threeleading the rod end on are usedto extendand retracteachS|at, mounted the wingfrontsparwith actuators, slat. to connected the respective well' in are components located the maingearwheel Control 2, Features Subsystem General
edge The flapsare hingedto the leading retractand extend. devices, edgeflapsare two position Leading and is storedon rotates of io rii"g;rJ ire retracteo the underside the wing.A foldingnosesection "itn" of the underJide the wingwhenthe flap is retracted' extendTheslats and.full (intermediate). extend devices,.retract, edgeslatsarethreeposition Leading whichrideon rollersin the to Theyare atiached tracks as function the wing l"aoingJJG *hen retracted. edgeto extend. wingleading 3. Sy$temlnterfaces
of baseduponposition the trailing is edgedevices programmed of and Extension retraction the leading by controlled the trailing edgeilapsand slats.is opei"lioi ot [n" leading fl"p"- No6al hydraulic "o-g; n"b torro*-upsystemoperating controlvalveon the flap controlunit' a "06" OPeration General 4.
Normalhydrau|icoperationofthe|eadingedgedevicesis.bySystemB.SystemBpressuretothe system' edgeflap follow-up by d"uic", is controlled the flap levlr Oyway of the trailing "Og" whenthe trailingedgeflapsare retractedThe leading The leadingedgeflapsand slatsare retracted whenlheT' E' flapsmove pbsition, extend, ilats to theirintermediate unO-in" edgeflapsmoveto 5 "*t"no whentheT. E. flapsmovebetween and 10'This o between and 1. Theslatsgo to ruilextend on is movement reversed retraction. system standby hydraulic is edgedevices by the standby of operation the leading hydraulic Alternate flap bv shutoffvalve,controlled the alternate inrougna baiingiOge devices is slpprieO extended Jevijes are then movedto theirmaximum ";;;ft;;";; on it'" eS panet. fhe feaiing eOge .iritrt'"i position. edgeslatsfromthe intermediate the extend leading that is An autoslatsystem provided willautomatically provide stall airplane condition,lo during.an operatei. position. autostatsystem fne to fullextend unit transfer also B. system A power by ii lift. additional Autosfatoperation alio powered hydraulic pressure- low, is pumpoutput wirenthe rightengine slaioperation, B provides system pr"r"ur", io, 1' "uto trailing areat positions 2' o( 5' edgeflaps and [n" no"" gLut is oflthe ground, tne
I"s"" 1. Effective date: 10 February 2005'
FOR TRAINING ONLY
Page 52
ATA 27
FLAP CONTR.OL I.EUER
f LAF 3
FLAP 1*
FLAP Z FLAF 1 F L A P A C T U A T O R( T Y P } S L A T A C T U A T O RT T Y F SLAT 3 SI.AT ? SLAT 1 LEADING EDGE STANBY 5HUTOTFVALV
LEA'ING EDGE FI-AP AI{O SLAT COT.ITROL VALV
ACTUATOR
EXTENOTD
FOSITIOH
lnffr tt^3 a$t B&l
ST4IIDBY BYI lrml Iffr^lrrr* .l

ffi
RETRACTED PgS IT XO.H
lLa.l
ITltlltt J
LE FLAF
il$ffi]
:mffi'
tffi]
sPal|.ri
:@
P3-3
LeadingEdge Flap and Slat System
FOR TRAINING ONLY
Page 53
AMIKON Training
Manual
Boeing 737 -3OO4OO 500 Al, B2 I I
ATA 27
LeadingEdgeSlatActuator 1. Purpose
power mechanical thatpositions eachleading Hydraulic actuators convert available hydraulic to energy position; retract, extend, fullextend. or edgeslatto the desired 2. Location
Eachactuator mounted is between wingfrontsparandthe center eachslat. the of 3. PhysicalDescription Features /
valves, internal mechanical locking mechanism, Eachactuator housing contains identical two blocking an valves function sameas that and androdassembly. blocking The the an outerpiston, an innerpiston portsin the actuator for for External housing provided a are described the leadingedgeflap actuator. lines,and a standby systempressure line. retractpressure line,two extendpressure 4. Power
power provided system thesameas for the leading In a Hydraulic is by B edgeflapactuator. addition, power pressure the slatactuators, for normal transfer provides unit hydraulic to whencommanded, either operation, autoslatoperation. or system 5. Gontrol
for The The blocking valves function sameas thatdescribed the leading the edgeflapactuator. slat position an internal mechanical A springJoaded lock. locking actuator maintained the retract is in by pressure piston mustbe holdslocksegments between innerpiston a locking the and stud.External appliedto compress lockpistonagainstspringforce,whichallowsthe locksegments retractand a to unlock actuator. the 6. Operation
pressure B valveandis applied the retract to sideof the System hydraulic opens system the blocking piston.PortsCl (extend) and C2 (fullextend) opento returnat the controlvalve,throughthe blockinc are valve. Whentrailing edgecontrol valveis positioned to edgeflapsmovebetween and 1 unit,the leading 0 provide pressure portC1. Pressure directed the lockpiston the innerpiston. actuator at is and The to unlocks the inneroiston and extends slatto the intermediate the Dosition. pressure directed Whentrailing is fromthe control valve, edgeflapsmovebetween and 10units, 5 portC2,to theouterpiston. carries innerpiston it extends slatto fullextend. through lt the as the B Pressure fromthe power transfer unit, whenactuated, applied is through system ports. the pressure applied thespring valveto During standby system operation, is to sideof the system blocking closeit. Thestandby blocking valveis opened pressure applied and is simultaneouslyboththe inner to pressure andouterpiston. slatmoves fullextend. The Standby cannot operate slatto either the the to retractor extendoositions. 7. Monitor
A reedswitch inside slatactuator sends retract notretracted a or signal the indicating to system. A the magnet attached the locking mechanism heldawayfromtheswitch is whenthe actuator locked is to retracted. whichchanges the Whenthe actuator unlocks, magnet moved proximity the switch the is in of signal.
FOR TRAINING ONLY
Page 54
Boeing 737 -3OO4OO 500 AL, B2 I I
ATA 27
''B"IPTU C 1 F O R T( E X T E N D ) STAt{}BY SYSTEIIT sYsTEtit PftCSSURE gLOEKIil6 STAI+SBY POftT CE PORT PRESsURE FOfT VATVE ( F U L LE X T E H D }
r-
*rt*-l
sLocKrNG i vlLV I
gHolct{
PRES$URE TO RETRACT ( LOCKED ) I Loc{ING $TUD r L0CKING gEGtitEHT LOCI(II.IG FISTOH 'l'!AGt'lET
LOCK SI{ITCH
INiIE* PI5TON
(Loct(tD ) SLATLSEH SIdITCX collHtc?ofi UP PARTIALLY

EXTEIIDED FRESSURE POf;T
OUTER PISTOiI
$YSTEITI "8"/PTU
ACTUATOR
E$,SF,, LF.4prr$G $L&r In,4YsL (0UT80ARD iJAcELt Sr t)
Lil0lt'rs Ep6$ s[yICES COITTROL VATVE

STAI'IDHY SYSTEI{ PRESSURE POf,T
c1 FONT (EXTEI.ID) c2 FORT(FUIL TXTEND)
FULIY EXTEHbEO sH0tiH PRESSURE APPLIED (UNLSCI(ED)

LOCKING
p:$T0r{ frAGtt[T
IIINER PISTOFI
(ur*tocKED ) Leading Edge Slat Actuator
FISTOI{ OUTER
FOR TRAINING ONLY
Page 55
Boeing 7 37 -3OO 4OO1500A | , 82 I
ATA 27
Auto Slat ControlValve 1. Purpose
Theautoslatcontrol valveprovides means extending slatsfromthe extend fullextend the of the to position, provide to additional whenhighangleof attack experienced. lift is 2. Location
Theautoslatcontrol valveis located theaft endof the rightramairductbay. in 3. PhysicalDescription Features /
The auto slat controlvalveis dividedintotwo sections, eachcontaining valves.One valveis solenoid two operated controlled oneof twostallmanagement and by (SMC). computers Actuation thissolenoid of pressure operate secondhydraulic valveopensportswhichapplyhydraulic to the actuated valve. pressure Actuation the second of valveportshydraulic fromthe slatextend to thefullextend line line. 4. Control
Controlof one sectionof the autoslat controlvalveis by a signalfrom stallmanagement computer 1 No andtheothersection by stallmanagement is computer 2. No 5. Operation
Theautoslatcontrol valveis normally closed and hasno effect normal on operation the leading of edge slats. Whenthe airplane in the air,the stallmanagement is computers actuate solenoid will the valves the if airplane approaches stall. a Theopensolenoid valves directpressure openthe pressure to operated pressure thefullextend valves whichdirectintermediate extend into line.lf the slatsareat the position, willmoveto fullextend remain intermediate they and thereuntilthe autoslatcomputer signal ceases. slatswillthenretract the intermediate The to oosition. 6. BITE
Operation eachset of valveswithinthe autoslat controlvalvecan be checked test circuitry the of by in respective management stall computer. solenoid The valves be actuated theground can on by positioning respective the greater system alphavaneup to a position then19.8'.In conjunction with positioning alpha the vane,the "Ground" sensing button the E-11 mustbe depressed, test on hydraulic System pressure B available leading and edgedevices trailing and edgeflapsmustbe positioned between 5 units. 1to
Issue 1. Bffective date: 10 Februarv 2005.
FoR TRAINING ONLY
Page 56
4 a
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ATA27
(SMC) Computer Stall Management 1. Purpose
Twostallmanagement the valve, whenrequired. computers installed, actuate autoslatcontrol are to of and Eachstallmanagement computer combines function an autoslatchannel stallwarning the No stall system, SMCNo 2 system. SMCNo 1 controls autoslatchannel 1 andthe Captain's warning warning controls autoslatchannel 2 andthe FirstOfficer's No stall system. 2. Location
Thestallmanagement computers mounted row 1 of the E1 electronic are on shelfin the electronic equipment compartment. 3. PhysicalDescription Features /
Eachstallmanagement computer contains circuitry operation theautoslatcontrol the for of valve, failure monitoring, selftest.An amberalphanumeric and display (6) pushbuttons thefaceof each and on provide computer usedfor conducting tests, are self tesUfailure indications conduct and BITE(builtin{es equipment).
FOR TRAINING ONLY
Page 58
Boeing 737 -3OO4OO1500 B 1 I
ATA 27
T1*1 STIELF EIE C0FlPARTillEf'lT
"EITE CIt*IOFF IIIENU YES/llO I on I
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Computer(SMG) Stall Management
FOR TRAINING
ONLY
Page 59
Boeing 7 37 -3OO4OO1500B 1 I
ATA 27
Auto Slat Channel SMC of 1. Power
bus 1,and28 computer is powered 115VoltsAC and28 VoltsDCfromstandby 1 by Stallmanagement VoltsDCfrommainbus1. Stallmanagement computer is powered 115VoltsAC and28 VoltsDC 2 by fromelectronic 2, and28 VoltsDCfrommainbus2. bus 2. Input/ Output
1 Computer inputs are: R321 nosegearground senserelay(E-1 1) , gearground (E-1 ) 1 R277 main senserelay , Stallmanagement Computer 2 Leftalphavane(input stallwarning to channel) noseandmaingearground sense Computer inputs similar. 2 are Differences include R344and R343, relays, stallmanagement computer , andrightalphavane. 1 solenoid valves the autoslat in Outputs fromthe autoslatchannels theSMC's to the respective of are panel, SMC1 withitsassociated inputs control valveandto theautoslatfail lighton theoverhead P5. is andoutputs designated is channel andSMC2 withits associated 1 inpuls andoutputs designated channel Either 2. channel independently activate autoslatsystem. can the 3. Operation
Eachautoslatchannel the SMCwillsignal respective its solenoid energize to whenexcessive angleof of is 1 inhibited when: attack detected thatchannel notinhibited. is and Channels and2 arc independently (mainandnosesquat) channel invalid. is Failures generate an the airplane on the ground is the that invalid signal are: - Power power. low:AC, DCor internal - ValveCoilOoen. - Comouter Failure. Angleof attack input fromthe respective to alphavaneis compared a trippointset in thecomputer. Whenthetrippointis exceeded thechannel notinhibited, output and is an signal the autoslatcontrol to valvecausesthe slatsto extendfrom intermediate full extend. to 4. Monitoring
performs constant Theautoslatchannel, the respective management monitoring of stall computer, a performs automatic routine. Eachautoslatchannel an system eachlanding. test An automatic of theautoslatsystem normally The when test is conducted eachlanding. testis initiated warning thetrailing edgeflapsaremoved 15 units to withtheairplane theair.Actuation the landing in of switch, S138,on theflapcontrol unit,in flight, causes eachautoslatchannel energize respective to its position. control valvecoil.Theslatsare notaffected sincetheyarealready thefullextend at System failures be transmitted andstored thefaultmonitoring computer. will to in section the stallmanagement of whenthe bitetest Thefaults thenbe displayed, thealphanumeric will in window frontof the computer, on is initiated.
FOR TRAINING ONLY
Page 60
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ATA 27
Stall Management ComputerBITEOperation l. SMCBITEControlPanel
The BITECONTROL PANEL contains 2-eight character, alphanumeric, amber displays, usedfor BITE ground tesVoption selection result and reporting. Below displays six pushbuttons to isolate the are used / faults in-flight andto conduct maintenance checks. TheON/ OFFpushbutton activates BITEpanelif it is inactive deactivates panelif it is active. the and the TheON/ OFFbutton alsoresetthe SMCif it hadpreviously will beenlocked WhentheSMCBITE up. CONTROL PANEL inactive, the pushbuttons inactive is all are except ON i OFFbutton. the The MENUpushbutton displays mainmenu. the Therearesix mainmenuitemsprogrammed the into SMC.Themenuitemsare: "PRESENT FAULTS",'SELF TEST',FLTHISTORY", "GRDTEST', "SYSTEM CONFIG', "CLRAND RE-SET". and Depressing MENUpushbutton the interrupts active any testmodeandreturns the mostrecently to selected levelmenu. The MENU option the nexthigher of pushbutton be inactive whena top levelmenuoption displayed whenthe SMCBITE shall is or is CONTROL PANEL inactive. The UP and DOWN arrowpushbuttons usedto sequence are through various the menuitems options. / lf the UP pushbutton pressed is whena listitem(noquestion mark) menuoption displayed, or is the previous item/option be displayed. shall lf the pushbutton helddepressed, is items options / shallbe displayed consecutively approximately at 4 pushbutton released thefirstitem/option displayed, whichtimethe items second / until is or is at 'BEGINNING LIST'message displayed. OF is lf the DOWNpushbutton pressed is whena listitem(noquestion mark) menuoption displayed, or is the nextitemoption shallbe displayed. the pushbutton helddepressed, lf is ilems/options be displayed shall consecutively approximatelyitems second at 4 / untilpushbutton released the lastitem/ option is or is displayed, whichtimethe'ENDOF LIST"message displayed. at is (function) response a TheYESpushbutton instructs SMCto perform particular menuoption the a in to (indicated a question menuoption by mark). The"YES"pushbutton inactive is whenthe SMCBITE CONTROL PANEL inactive. is lf the NO pushbutton depressed response a particular (indicated a question is in to menuoption by performed, the nextmenuoption mark), thatmenuoption shallnot be and shallbe displayed. the lf pushbutton helddepressed, is menuoptions shallbe displayed consecutively approximatelyoptions at 4 / second untilbutton released the lastmenuoption displayed. NO pushbutton be is or is The shall inactive whenthe SMCBITECONTROL PANEL inactive. is 2. BITEOperation (FLIGHT BITEoperation divided two categories: into is AUTOMATIC TESTING/MONITORING (GROUND OPERATION) MANUAL and INITIATED TESTING/MONITORING OPERATION). Automatic operation consists a POWER TEST,CONTINUOUS of UP MONITORING TEST,endof FLIGHT ANALYSIS TEST, Manually initiated operation consists a MENUDRIVEN of TESTselection, SELFTEST,A FAULT A DISPLAY. A. Power Testing Up (1) Air Mode(warmstart)
Issue 1. Effective date: 10 Februarv 2OO5. FOR TRAINING ONLY Page 62
Loelng 7 37 -3OO4OO1500B 1 I
ATA 27
Anytime.there a power is interrupt, flight, SMCwillcontinue in the monitoring sameparameters the it was receiving theseparameters not change, if did whenpoweris restored. lf the sMC senses anyof the parameters changed, willclearthememory start that has it and receiving/testing paramerers. new (2) Ground Mode(Cotd Start) TheSMCwillclearthememory startreceiving/testing parameters and new during initial power or any up timethereis a powertransfer powerinterrupt. or To conduct BITEcheck either a on SMC,the engines mustnotbe running, is for SMc No 1, the left that (No 1) engine < 15% andthe right(No2) engine < 50 %. ForsM6'Noz, tne rightengrne < NT N2 N1 15 7oand the left engineN2 < 50 o/o. Another condition be ableto conduct to < effe is airsp-eeO60 kts with flapsup. Oneor bothof theseconditions mustaccompany testrequest a input either to SMCto initiate BITE a test.
Issue 1. Effectivedate: 1O Februarv 2005.
FOR TRAINING ONLY
Page 63
Boeing 737 -3OO 4OOl50O B 1 I
ATA 27
Auto Slat Failure Warning l. Purpose
Autoslatfailure warning provided either bothstallmanagement is by or computers notify crew to the wheneither bothautoslatchannels invalid wheneither bothstatic or are or or alohavanes fail. 2. Location
An amber"AUTOSLAT FAILLIGHT" theflightcontrol on module, P5-3,is controlled relays by inside the module. 3. PhysicalDescription Features /
Signals fromthe stallmanagement operate validrelays andone alphavanevalidrelay. computers two Certain indications onlyilluminate faillightwhenthe master caution recall relayis energized. can the 4. Control
"AUTOSLAT Theamber FAILLIGHT" illuminates, accompanied bothmaster by caution lights andthe "FLTCONT" annunciator when: - Bothchannels invalid (lightilluminates or are automatically) - Onechannel invalid is accompanied master by caution recall. Failures generate invalid that an signal are: - Computer Failure - ValveCoilOpen -Powerlow:AC, DC or internal power. - Alphavanefailure 5. Operation
Grounds energize twovalidrelays provided the stallmanagement that the are by computers, whenvalio. Thisposition respective the relaycontacts opencircuit autoslatfail light. invalid to the An channel causes that computer remove relaygroundand de-energize respective to the the relay."AUTOSLAT FAIL power LIGHT" hasa directpathto ground validrelaycontacts thefail in onlythrough bothchannel condition. channel One invalid illuminate lightonlywhenmaster will the caution recall depressed. is
FOR TRAINING ONLY
Page 64
Boeing 7 37 -3OO 4 O O 5 0 0 B 2 + A 1 I
TS ||{ASTER CAUTIOI'I A N D A H N U N C I A T OtR
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P O V S R H F A D A N E I .{ P 5 )
FAI*EL (F5)
ANNU}I{IATCIR FOR RECAI.I-
Auto Slat FailureWarning
FOR TRAINING ONLY
Page 65
Boeing 7 37 -3OO 4OO1500B2+A 1 I
ATA 27
LeadingEdgeFlap PositionSensors 1. Purpose
provide signal operate position Leading edgeflapposition sensors a to flap indicators. 2. Location
(retract extend) mounted wingleading Two proximity aboveeach sensors and are on edgestructure, flap. A retract is hinges eachflap. actuator mounted oneof the moveable on of An extend is actuator mounted oneof the linkassemblies operate on that eachflapnosefairing. 3. PhysicalDescription Features /
Eachproximity sensor operates switch the leading a in edgeflapandslatindicating module, M229. The sensors controlled the proximity lackthereof individual are by or to actuators. Proximity sensor of and actuator occurswhenthe flap is in that position, extendor retract. Lackof proximity indicates flap is the not in thatposition. threepossible positions retract, The flap are extend, in transit. or
FOR TRAINING ONLY
Page 66
B o e i n g7 3 7 - 3 O O O O1 5 0 0B 2 + A 1 l4
ATA 27
LE FLAP PROXIHITY SENSORS
EXTEND PROXIFIITY SEFI$CIR EXTEND ACTUATOR
RETRACT FROXIHITY $El-150R
RETRACT ACTUATOR
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LeadingEdge Flap PositionSensors
FOR TRAINING ONLY
Page 67
Boeing 7 37 -3OO 4OO1500 B2+A 1 I
ATA 27
Slat PositionSensors 1. Purpose
Slatposition sensors report position the leading slat to edgedevice indicating system. 2. Location
A reedswitchfor indication retractposition locatedin the rod end of eachhydraulic of is actuator. proximity Twoextend sensors mounted leading are on edgestructure adjacent theforward of one to end of the auxiliary tracks eachslat.A single for actuator attached theextension roller is to arm attach bolt. 3. PhysicalDescription Feature /
The retractswitchwas previously described underthe slat actuator. Eachextend sensor operates switch the leading a in edgeflapandslatindicating module M229. They are proximity devices that operate exactlyas described the leading for edgeflap sensors.Fourpossible slatpositions retract, are intermediate extend, extend, in transit. full or 4. Operation
position. Thereedswitch inside hydraulic the actuator monitors slatin andoutof the retract the Whenthe position, auxiliary slat movesto the intermediate the trackrollermovesthe actuatorintoproximity the of position, roller aft sensor. Whenthe slatmoves thefullextend to the carries actuator the awavfromthe aft sensorand into proximity withthe forwardmounted sensor.
FOR TRAINING ONLY
Page 68
B oei
7 3 7- 3 O O 4 O O 5 9 6$ ! + A 1 I 1
ATA27
AfTUATOR TTARGET) ILIAR Y AUX SLAT TRACK

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(SLAT5 ? A}ID 5) CYLII.ID*ICAL9TYLE $HO.HilI (SLATs 1 f3'426 STYLE- Sl+lttAR LSTATION RECTAHGULAR
Slat Position Sensors
FOR TRAINING ONLY
Page 69
Boeing 7 37 -3OO 4OOl50O B2+A 1 I
ATA 27
LeadingEdgeDeviceIndication ,|. Purpose
provides The leading indication system visual indication the position eachleading of of edge edgedevice flapandslat. 2. Location
Individual for are on module the aft in amberandgreenlights eachdevice located the annunciator panel. lights, amber andonegreen, located the pilots' are on overhead Two master annunciator one center instrument Danel. is The leading edgeflapandslatindicating module, M229, mounted Row2 of the E3 rackin the on compartment. electronic equipment 3. / PhysicalDescription Feature
Theleading edgeflapandslatindicating module contains switching logiccardsthatcontrol the and the panel P5 contains amber lights. annunciator The on one transit lightandonegreenextend lightfor each leading edgeflapandslat,as wellas onegreen extend full lightfor eachslat.Theselights controlled are position for device. Onlyone lightcan be illuminated eachdevice a for at by the switches eachindividual given panel controlled all of the leading lights the pilots' on center are by time.Themaster annunciator position edgeflapposition switches theflapcontrol or by on unit edgedevice sensors twotrailing and illuminate the same either stallmanagement computer. circuit biased thatbothlights The is so cannot at time. 4. Power
The M229moduleis powered 28 VoltsDCfrom bus No 1. The lightsare powered 28 VoltsDC by by frommaster are dim.All of the lights dimmable. 5. Operation
The All lights extinguished are whenthe leading edgeflapsandslatsareretracted. master amberlight, LE FLAPS TMNSIT, illuminates whenthetrailing edgeflapsmovebetween and 1. The individual 0 panelilluminate the respective position. amberlights theannunciator on as device leaves retract the position, individual As eachdevice reaches extend and the the amberlightextinguishes thegreenlight pilots' panelswitch whenall illuminates. master The annunciator lights the on center fromamber green to position thetrailing indicate up andnot> 10 units. not devices at the extend are and edgeflapswitches Whenthetrailing edgeflapsmovebetween and 10 unitsthe master 5 amberlighton P-2illuminates. The position. individual individual leaves extend The amberlights P-5illuminate eachdevice on as the amber lights extinguish greenlights and illuminate eachslatreaches extend. as full The master amberlight remains illuminated all slatsareal fullextend thetrailing until and edgeflapsswitches indicate unitsor 10 greater notup.Thentheamberlightextinguishes thegreen, FLAPS LE EXTlightilluminates. and and panelis illuminated disagreement Themaster amberlighton the pilotscenter for between trailing edge flapposition the position any leading and of edgeflapor slat. The lights function reverse retraction. in on 6. Monitor
Autoslatoperation the slatsfromextend fullextend backcanonlybe monitored the on of to and overhead annunciator flight. in Either stallmanagement computer signals andslatcomparator flap logic
FOR TRAINING ONLY
Page 70
Boeing 7 37 -3OO4OO 500 B2+A1 I I
ATA 27
greenlightwhenit is commanding slals the to holdoffthe master amberlightandholdon the master fromextend fullextend. to Thissignal remains until13seconds afterthe autoslatcommand ceases position. amberlightinhibit an auto whichis sufficient for theslatsto retract theextend to This by time positioned 10 whentrailing edgeflapsareretracted, at slatcommanded electrical signal doesnotoccur unitsor more, whenanyleading or edgedevice locked is up. Thecircuit fromthestallmanagement computers wiredthrough is bothmaingearand nosegearair/ ground sensing relaycontrols. contacts openon theground, The are allowing lights the pilots' the on panel function normallv. center to
FOR TRAINING ONLY
Page 7 1
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ATA 27
LeadingEdgeFlapsand SlatsOperation l. / Operation ControlSequence
pressure direct the actuators Normal operation the leading of edgedevices by System Retract is B. is to pressure through leading and bothextend fullextend and is a edgedevices valve. control Control the of extend and retract sequence by thetrailing is edgeflapsystem. pressure Alternate extension the leading of edgedevices by standby is system through leading the edge standby driveshutoff valve. Control withthe alternate master is flap switch thealternate control and flap pressure onlyposition flapsto extend slatsto fullexlend. switch. Standby can the and 2. Major/ Subsystem Sequence
An autoslat systemis installed automatically to extendthe slatsfrom intermediate extendto full extendat highangles attack. Autoslatcontrol by a dualchannel is of autoslatcontrol valve. power A transfer unit pressure autoslatoperation pressure supplies hydraulic for whenthe system engine B driven output is low,the airplane in the airwiththetrailing is edgeflapsat position 1,2, or 5, andauloslatsare commanded. 3. NormalSequence
SystemB pressure delivered is directly the retractportof all leading to edgedeviceactuators. With the trailingedgeflapsretracted, bothextendportsare opento returnthrough leadingedgedevices the positions control valve. thetrailing As edgeflapsmovebetween and 1 unit, flapfollow-up 0 the system thecontrol valve portpressure drives leading to that the edgeflapsto extend theslatsto extend and position). (intermediate Pressure alsosupplied bothsolenoid is to valves the autoslatcontrol in valve. positions control As thetrailing edgeflapsmovebetween and '10units, flapfollow-up 5 the system the valveto portpressure through closedautoslat conlrolvalveto drivethe slatsto full extend. the This is sequence reversed duringthe retraction cycle. Theslatsareat intermediate extend oressure available theautoslatcontrol and is valvesolenoids at whenthetrailing edge"flaps at position 2, or 5 units. are 1, is Whentheairplane offtheground and experiences excessive angleof attack, stallmanagement the computers signal solenoids open. the to Pressure applied is through autoslatcontrol to valve fullyextend slats. Afterthe condition to the is corrected, solenoid the de-energizes thevalves and closeandthe slatreturns the intermediate to position. Power transfer pressure accomplish extension/retraction as wellas autoslat unit will the cycle pumpis notoperating. operation whenthesystem engine B driven 4. BackupOperation
Alternate pressure extension the leading of edgedevices by standby is through leading the edgestandby driveshutoff valve. During normal operation shutoff the valveis heldclosed 28 VoltsDC. by pumpandarmsthecontrol Positioning alternate the flapsmaster switch ARMstarts standby to the switch.Whenthe controlswitchis movedto DOWNthe leading edgeshutoffvalverelayis energized. power Electric pressure applied the leading opens shutoff the valve and hydraulic is to edgeflapextend portsandslatfullextend ports. 1.5GPMflow-meter a hydraulic rated 280cu.in.are A and fuse at installed thestandby in extend line.Thefusecloses hydraulic whenvolumetric flow andblocks capacity is exceeded. fuseautomatically The resets a deltapressure 5 PSl. at of The leading edgeshutoff valveis heldopenby a holding is circuit the relay to afterthecontrol switch released fromdown. Themaster mustbe returned OFFto close shutoff valve. switch to the
Issue 1. Effective date: 15 September 2004.
FOR TRAINING
ONLY
Page 73
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AMIKON Training
Manual
B o e i n g7 3 7 - 3 O O O O1 5 0 0B 2 + A 1 l4
ATA 27
Horizontal Trim ControlSystem Stabilizer 1. Purpose
provides longitudinal of theairplane varying angle trim by the Thehorizontal slabilizer control trim system of attackof the horizontal stabilizer. 2. SystemDescription
The horizontal consists a leftandrightsection of attached a center to section. The stabilizer assembly jackscrew jackscrew operated The is center section connected a is to assembly drives stabilizer. that the (mainelectric autopilot) manually cables. cablesystem The by either two electric of actuators or or by alsooperates position trim indicators, adjacent thetrimwheels the control to on stand, provide to continuous indication stabilizer of oosition.
JACKSC*Etd bIITH 8ALLHUT & GIARE0X ACTU*TORS
POSITISN IFIDICATOft NilD lqAilUAL IONTNOL !{HCHAitr$il
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HorizontalStabilizerTrim Gontrol System
Issue 1. Effective date: 15 September 2OO4.
FOR TRAINING ONLY
Page 75
Boeing 7 37 -3OO 4O0l5O0 B2+A1 I
ATA 27
Stabilizer GontrolSystem 1. General Gomponent Locations
jackscrew, drum,and bothelectric The stabilizer aft actuators locatedin a compartment are forwardof the stabilizer. forward A cabledrumassembly a column and switching module located the lower are in nosecompartment. Manual wheels, trim mainelectric switches, position trim and indicators eachpilot for are located theflightcompartment. in 2. General Subsystem Features
Themaximum The oosition travellimitof thestabilizer 17 units. is indication scaleis calibrated 0 to from position. provides maximum 3 unitsairplane 17 units with3 unitsthe neutral This a of nosedown(AND) and 14 unitsairplane noseup (ANU)trim. stabilizer The mustbe positioned within greenbandon the the oosition indicator takeoff thetakeoff for or warnino hornwillsound. 3. System lnterfaces
A speed trimsystem incorporated the autopilot is in system. autopilot The commands autopilot the servc motor trimthe stabilizer, to whenrequired, compensate unstable to for flightconditions experienced during lowspeed, the highthrust conditions takeoff. at Thissystem be covered autoflight. will in Thestabilizer connected theelevator is to control linkage through neutral shiftrods. Whenever the stabilizer moved is from3 to 17 unitstheelevators gradually moved are up. 4. General Operation
The horizontal is stabilizer operated threewaysandin thisorderof priority: - Manual trimwheels the control on stand. - MainElectric thumbswitches bothcontrol on wheels. - Autopilot pitchchannel speed or trimsystem. Normal stabilizer operation electrical either autopilot mainelectric is by the or actuator driving the jackscrew Manual through gearbox. a control accomplished driving aft cabledrumon the i; by the jackscrew gearbox The through cables. manual system remains engaged all timesandis thusbackat drivenby the two electricactuators. This ensurescorrectindication the position on indicator. Manual system operation disengage electric will both actuators. prevents electric Thecolumn module switching the actuators frommoving stabilizer a direction the in opposite pilotcontrol to column movement the column been,moved predetermined if has a amount. A column override switch available bypass column is to the switching module. Cutoutswitches removeall electricoowerfromeitheractuator. can
FOR TRAINING ONLY
Page 76
Boeing 7 37 -3OO4OO1500B2+A1 I
ATA 27
NOSEDH NOSEUP
}IAtrN ELECTRIC 4 i TRIl,l DilI NSSE SttlIT$f N0st UP

I
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STASILIITR FICD DRUI|I
STABILZIR I AFT DRUFI
ELEVATOR IIq TR CENTERIf'IG fIEL UIIIIT
StabilizerControl System
Issue 1. Effectivedate: 15 September2004.
FOR TRAINING ONLY
Page 77
Boeing 7 37 -3OO4OO1500B2+A 1 I
ATA 27
STAA IRIM
APL NOSE noilN 0
Ll cf <rl t
TR 8,"
STAB. TRIilI INDICATOR FLEXIELI CABLE
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L0l{Ef, FIIJD N05 COHPARTfiTNT ACIESS DOOR OPEI'IING
StabilizerForward Control Mechanism
FOR TRAINING ONLY
Page 78
ATA 27
SATETYROD JACKSCRETd
ACCESS THROI.IGH $,HCTTOH ACCISS 48 Afrl0BLObJ0UT D0oR
r4ATf{ EIE{TRIC ACTUATOR
fiEARBOX AUTOFILOT sEftv0 l,toT0[
LOICEf, GI I'IBAL
GEARBOX IABLE DRUII
StabilizerJackscrewand GearboxAssembly
FOR TRAINING
ONLY
Page 79
AMIKON Training
Manual
Boeing 7 37 -3OO 4OO 500 B2+A1 I I
ATA 27
Stabilizer Jackscrew and GearboxDiagram l. Gontrol
to aerodynamic loads on andan auxiliary brake assembly worktogether prevent A primary brake system Whenthe from rotating jackscrew the whenthe controlsystemis not beingoperated. the stabilizer jackscrew gearbox, primary by air by the brakeis unlocked the increased shaftis driven thejackscrew by ring. loadandthe auxiliary brakeis unlocked a brakeunlock 2. Operation
clutches. motor andtwo magnetic directional Mainelectric inputis supplied through unidirectional an inputgearthrough torque a Directional from clutch thetrimservo to driveis transmitted theselected jackscrew. clutch protection the The drivegeardrives limiter. Thisis usedto provide against overloading and lower the of clutch member the spring-loaded the drivegearshaftthrough engagement the upper The drivegear powers jackscrew the throughthe brakeunlockgear.Sincethe lower clutchmember. gearshaft, drumrotates operate position the to the clutch member splined the cabledrumanddrive is to indicators trimwheels. and motor. When Autopilot drivegearas is usedby the mainelectric servomotorinputis to the sameclutch is whichprevents the the mainelectric system selected, autopilot is an interlock circuit actuated possibility two driveinputs the samedrivemechanism to of the and fromthetrimwheels member camdownagainst spring to Manual input causes lowerclutch the gear.This effectively disconnects bothelectricactuators. disconnects shaftfromthe clutchdrive the
FOR TRAINING ONLY
Page B0
ATA 27
CLUTTH f{AGNETIf ASSEFIBLY
IDLIR GEAR
I4AIN ETECTRC tr TRIIq Irt0T0R
AIJXILIARY SRAKS S A F g T Y ASSET'IBLY R0il JACKSCftE!'
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AS$tftsLY
DUAL FRING S lifAStltRS DISKPAK DRIVE CEAR CLUTCiI DRIVT GEAR ERAKE ASSEI{BLY
PAhIL RATCHET
TRAN$TIR GEAR TORflUE LII{ITER TRI}I SERVO INFUT GEAR
PRITIARY BRAKES AUTOPiLOT Tf,II{ SERVO INPUTGEAR
LOt.IER CLUT{H ilIEilIBTR
UFPER CLUTCH !,IEIitBTR
$PRIHG CLIJTCI.I
CAI'T Ai}N RELEASE AS$EI'IBLY ROLLER (/+ PLACES) CABLEDRUf{ RATCHT RIIIG UNLOCK RING ROLLEI UNLOCK T4 PLACES}
PAttL (4 PLACES}
JACKSCREId
A1IX I ABYFIAKE IL VIEH) {TOP
StabilizerJackscrewand GearboxDiagram
FOR TRAINING ONLY
Page81
Boeing 7 37 -3OO4OO1500B2+A I I
ATA 27
Stabilizer Trim Limit Switches 1. Purpose
leading Fourstabilizer limitswitches the up anddowntravel the horizontal trim limit of stabilizer edge during either mainelectric autopilot or operation. 2. Location
The four cam ooerated microswitches mounted a verticalrow on brackets are in attached structure to at the leftof thejackscrew attachfitting.Two stabilizer takeoffwarning switches included this rowto are in makea totalof sixswitches. 3. Features
All switches operated the samecamwhichis mounted a support are by by tubeto the horizontal jackscrew fitting. stabilizer center section attach 4. Operation
Thecammoves withthestabilizer actuate limitswitches theopenposition the desired at to lhe to powerto the respective stabilizer travellimits.Opening a switchremoves of actuator terminate to stabilizer travel. Takeoff warning will warning. switch operation be discussed under takeoff
FOR TRAINING ONLY
Page 82
Boeing 737 -3OO4OO1500B2+A 1 I
ATA 27
cArl
(st'fohjilAT AIRPLANE TRIFILII'IIT) t{0$E DOtlN
ICARHING TAKEOFF
LII4IT SlIITCH
s546
AUTOPILOT STABILI?ER AND SERVO LII{TT SHITCH LIFIIT ACT{..IATOR ELECTRIC (FLAPsNOTUP) STABILIZER LECTRI E s145 ACTUATON LIFIIT (FLAPSUP} 5844 TAKECIFF I.IARNING LIITIT ShIITCI.I
sl5e
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STABILIZER AUTOPLOT I S E R V OI H I T ShIITCH L s144 STABILIZERLECTHIC E LII'tIT $lillTCH ACTUATSR
s115
StabilizerTrim Limit Switches
FOR TRAINING
ONLY
Page 83
ATA 27
ColumnSwitchingModule l. Purpose
Thecolumn switching module stopspowered stabilizer wheneither trim control column moved the is in direction opposing stabilizer input. the trim 2. Location
Themodule located the lowernosecompartment the rightsidebeneath firstofficer's is in on the oosition. 3. PhysicalDescription Feature /
The columnswitching modulecontains set of cam-operated a switches and two relays.Whencontrol column motion opposes airplane direction, switches trim the de-energize trimaciuator the clutches and the trim controlrelayinterrupts powerto the mainelectricstabilizer actuator. trim The relaysin the column switching module allowthetrimto continue whencontrol column inputis the sameas trim direction. A mechanical linkage operate switches connected thetorque to the is to tubethatinterconnects the elevator quadrants. shearout lever theinputshaftprevents jammed A on a column switching module fromjamming control the cotumn.
FOR TRAINING ONLY
Page 84
Boeing 7 37 -3OO4OOl5O0 B2+A1 I
ATA 27
ACCESS TI.IROUGH FCIRICARD t-Ol'lER N0S[ C0FIPART,I'IENT
STABTRI!T hJHEEL H.ANDLE (STOI.,ABLE)
F I O N $S T A B TNIH hIH[Et {TYP) ( COfrlTR0L STAiID)
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STB FhIDSTAB TRIPI GEAR ASSEIIIELY STA
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r,'11201 coLrlf4H
SIdITCHI!'lG i{oDULE TORAUE TUBH COl'ITfitrSTAND AFT} T
Column SwitchingModule
lssue 1. Effective date: 15 September 2004.
FOR TRAINING
ONLY
Page 85
ATA 27
0 UNITS AIRPLAI'IES t-l0SF F0t'ltlSTOP
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HSSg$OT.IN .75 AUTCIFILOT LIIIIT AI'IDFIAIFI SOhIN HOSH LIIIIT (fLAP$ I{OTUP) $TAB TRII'IT.O. t*AftN:N6 1 UNTTUFFf;R I'IAII'I NOSE }OTJII 2.5 UNTT$ LITIIIT(FLAFSUP} 3 . 0 U N I T SN I U T R A L
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NOS t UP
737-300StabilizerTrim Units
lssue 1. Effective date: 15 September 2OO4.
FOR TRAINING ONLY
Page 86
ATA 27
Stabilizer Trim MainElectricActuator 1. / Operation ControlSequence
400 motor by three-phase, Thestabilizer mainelectric actuator a two speed is operated 115Volts, trim power power 28 VoltsDCfrombus2, provided eitherpilots by fromtransfer 2. Control bus is Hz AC module a cutout and switch control to lhe wheelswitches parallel, in through column a switching control determines motor speed. lt relayanddirectional clutches. Trailing edgeflapposition speed change change relayis whentheflapsareretracted. Whentheflapsare notup the speed operates lowspeed at is whena completed circuit provided to the to Thisis accomplished energized switch motor highspeed. whentheflapsareextended. in actuator, the 5245flapsup switch, via to the relay, the mainelectric position energize stabtrimsafety power applied the switch normal in to Control is through cutout the limit for via actuator switch airplane relay and,if theflapsarenotup,the nosedownclutch thestabilizer power change de-energizes speed the nosedown(AND) withflapsnotup. lf theflapsareup,control for via actuator switch ANDwithflapsup. limit relayandpowers nosedownclutch the stabilizer the 2. NormalSequence
pilotactuates control power applied thecircuit is to through the his wheel switches, control Wheneither clutch energized is through the column switching module cutout and switch. selected The directional sequence relay. The limit Thestabtrimcontrol relayis energized through phase the respective swilch. at by in direction the speeddetermined motoris drivenby ac powerto movethe stabilizer the selected position. limitswitch whenthe preset travel limitis andstops stabilizer movement flap The opens reached. OF ON DO MAINELECTRIC ACTUATOR DUTYCYCLE 2 MINUTES AND13 GAUTION: NOTEXCEED MINUTES OFF. 3. BackupOperation
is Thestabilizer operated is manually the pilots'trim by wheels whenelectric operation notpossible. power provide pathfor electric between control the Theswitches inside column the switching module a is range. Whenthe column switches the mainelectric and actuator whenthe control column in the neutral openthiselectrical circuit the in is out range, switches the module in control column moved of the neutral actuators to Relays anolher of switches set allow the direction opposite column of movement. and movement. ooerate stabilizer thesamedirection column the in as provides pathfor electric a A switch theaft portion theaislestand, on of whenpositioned OVERRIDE, to power bypass column in The can operated both to the switching module. stabilizer thenbe electrically position. directions regardless column of powerto operateboththe motor A cutoutswitch(5272)on the controlstandprovides pathfor electrical a is is whenthe switch andthe selected directional clutch whenin NORMAL. oower interruoted This oositioned CUTOUT. to
Issue 1. Effective date: 15 Seotember 2004.
FOR TRAIMNG ONLY
Paee 87
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Boeing 7 37 -3OO4OOl50O B2+A1 I
ATA 27
ElevatorSystem 1. Purpose
provides primary pitchcontrol lateral axis. about airplane the Theelevator system 2. SystemDescription
The stabilizer sections. elevators Twoelevators hinged theaft endof the leftandrighthorizontal are to powered two independent control column inputs the or hydraulic systems response either in to are by to failure, manual a reversion modeallows elevators be driven the autopilot. the eventof dualhydraulic In panels a balance on eachelevator system. Threebalance and tab directly through mechanical a control particularly Artificial movement, during manual reversion mode. reduce loadsto assist air elevator column. hydraulic is provided the control feel at
ELEVATOR
Elevator System
FOR TRAINING
ONLY
Page 89
B o e i n g7 3 7 - 3 O O O O 1 5 0 0B 2 + A 1 l4
A T A2 T
ElevatorControl System 1. General Component Locations
Forward controlcomponents the elevator of systemare locatedbeneath controlcolumnsin the lower the nosecompartment. Cablerunsconnect themto theaft control components located inside tailcone. the 2. General Subsystem Features
The two forwardelevator controlquadrants connected a torquetubewhichprovides same are by the input fromeither control column. quadrants Theseinputs provided cable are to mounted the lower on (input) torque tubeinside empennage. parallel the Two power hydraulic control unitsdrivethe upper (output) torquetube to whichthe elevators attached. feel actuator are A mounted the feel and on centering connected the lower unit to torque tubereceives pressure hydraulic froman elevator feel computer provides and artificial on the control feel columns. 3. System Interfaces
The elevators commanded moveby operation the stabilizer are to of throughneutralshiftrodsthat connect two systems. the The machtrimsystem commands elevators moveat excessive the to machnumbers. Thisis accomplished an actuator by mounted topofthe feelandcentering on unit. 4. General Operation
The elevators be movedby four different can inputs: - Pilotcommand - Autooilot - Machtrim - Neutral shift Normal operation the elevators hydraulic, of is using system andsystem to independent A B power controlunits.Oneoperating hydraulic systemis sufficient powerthe elevators. to Manualreversion provisions incorporated the eventbothhydraulic are in systems inoperative. are Maximum elevator travelis limited the actuator by stroke. Windgustprotection provided hydraulic is by damping.
FOR TRAINING ONLY
Page 90
ATA 27
$TA1 1 5 6 A I T gULKHEAN S E EVITId BELOLI THEL

COI.IPI.JTER
ELEVATOR TTA It{ECHANI $t'l
01'lER C0l'lTR0L UNITS
CCIHTNilL
c0tur{N
AIJTOFILOT ACTUATOHS
lrActf TRltit ACTUATOR TORSUE TUBI OUTPI"JT
FEEL AHD HLFVATOR CEHTEHIFIC UilNT ELEVAT0fl PCIl'fEfr IJNIT COI'ITTOL ( TYFICAL) I.IYDHAIJLIf, E t FF ACTI"JATOR IIIPUTToRqilf TUBE ATT HLfVATOR flUAilRAilITS COHTROL
ffi ra*
Elevator Gontrol System
FOR TRAINING ONLY
Page 9 1
Boeing 7 37 -3OO 4OO 500 82 +A 1 I I
ATA 27
LHIT ELEVATOR
^\li
LM
SYSTEIIIA
P0ICERCO,NTROL UHIT
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Nr--g ACTUATSft A
ElevatorPower Control Unit
FOR TRAINING
ONLY
Page 92
ATA 27
Elevator FeelGomputer 1. Purpose
pressure theelevator Theelevator computer feel A B supplies control system andsystem hydraulic led to feelcontrol unit.
2. Location
Thecomputer mounled structure the compartment of the rearpressure is in bulkhead, the right on aft to jackscrew of the stabilizer assembly. 3. PhysicalDescription Feature /
The computer a dualunit,the housing is divided accommodate to identical components system and for A for system Internal B. components eachsystem for include q-diaphragm, balance a force valve, relief valveanda stabilizer in actuated cam.A feeldifferential oressure switch installed the housino. is
P I T O TT U B E s
AfT PRESSURE B.ULKIIEAD (ftEr ) STAB tI TER I ATTACH f ITTIN6
ACCESS
sEc 48
Af,tD8L
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FTEL COEFUTER
( ti *\* i ">5F*
evator Feel Computer
FOR TRAINING ONLY
Page 93
AMIKON Training
Manual
Boeing 7 37 -3O0 4OO1500B2+A 1 I
A T A2 7
Elevator FeelComputer Schematic 1. Input/ Output
pitot A system pressures, pressure, B Inputs thefeelcomputer hydraulic to are system andhydraulic pressure, a slabilizer position input. Pitotpressures directed eachsystem are to static and mechanical pitot The fromthefeelcomputer twocontrolled are fromindividual tubeson thevertical stabilizer. outputs pressures a dualfeelactuator unit. hydraulic to mounted thefeelandcentering Thetwooutput on pressures notadditive. highest thetwocomputed pressures be reacted are The of will against. Feelforcesincrease airsoeed as increases. 2. Operation
position. pressures the computer controlled pitotpressure stabilizer and Pitot Thetwo output from are by pressure displacing forcebalance pressure the valve. acting upontheq-diaphragm meters hydraulic by pressure the system As pitotpressure increases, forcebalance the valvewill be actuated increase to to position Changes stabilizer in rotates the untilthe droopspring andstabilizer actuated camis contacted. protection camand repositions droop spring. relief A valveprovides against stabilizer actuated the in excessive Dressure the feel svstem. 3. Monitor
pressure The Thefeel differential switchmonitors bothcomputer outputpressures. switchcloseswhena difference 25 per centbetween of systemA and systemB outputpressure detected. is The elevator feel panel illuminate differential warning lighton theforward overhead, P-5, will whenthisdifference exists andthetrailing edgeflapsarefullyretracted.
FOR TRAINING ONLY
Page 94
Boeing 7 37 -3OO 4OO1500 B2+A 1 I
ATA 27
HgUTRAt S I { I F TR S D { 2 )
FI'AIH TRTIT ACTUATOR
STAEILIZEN
EE}ITER IIt6 IAll

CENTERI I.16 SFftIH6 ELEVATOR fTEL A}ID CEHTEN G lH UI.IIT
'ttriltIIilt|iltlilIilII
FEFL
ACTI,}ATSB SYSTEI{ A NETilNfi
SYSTEfrE RgTUf,}I
FITOT FORT
D=
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OOf SPftIHG L-**
IllASTER DITTAHD TE5T
STAEIL ZE* I ACTUATgD cAll RELIEf V.*LVE fORCE BALiHCE VALVE

FFEL COI{PUTER
pOnrl PRESSuRE I P0RT lsYsrElr R6TURN

ffi
PftAS5UAE DI Tf ERTTITIAL
sl{ITCtl TE TLAPS
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FOBIfTHD CGITTf,OL flTJAURAITT
TEEL SITFEREHTIAL }IARNIHq LTSIIT - P5 {OiITf,OL CABLES E8 TE fLAPS HOT UP
IIAfH TRIiI SlJrTCft - 5e90 HAIH *HFEL tIELL
iOI{TROL CA.SLESEA
prvor srnucrunAL
ElevatorFeel ComputerSchematic
FOR TRAINING ONLY
Page 95
ATA 27
SYSTEIII B
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Hydrauliclsolation Valves
FOR TRAINING ONLY
Page 96
Boeing 737 -3OO4OOl50O B2+A 1 I
ATA 27
StallWarning 1. Purpose
A dual,microprocessor based, digital stallwarning system provided alertthe pilots an impending is to of stallcondition. 2. SystemDescription
Stall warning accomplished two independent is by computers activating shaker motors apply that vibrations theirrespective to control columns. Eachsystem consists an angleof airflow of sensor, flap position transmitter, management stall computer, control and column shaker.
F L A FF O S I T I O N TRANSI'{ITTERS
STALL I',ARHIIJG TE$T IIODULE
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FOR TRAINING ONLY
Page 97
Boeing 7 37 -3OO4OO1500 B2+A1 I
ATA 27
StallWarningSystem 1. General Component Locations
in Stallwarning system number consists a digital one of computer installed the electronic equipment bay, The normal anda control column shaker clamped theforward to faceof the captain's control column. stall pointis derived on warning trigger fromthe inputs fromthe leftangleof airflow sensor, thefuselage and flapposition transmitter. warning Stall system exterior below captain's window, the right the side (not include independent an computer the electronic in number components shown thegraphic) two on equipment a shaker bay, mounted thefirstofficer's on column, rightangleof airflow the sensor, the and leftflap position transmitter. 2. Features
Eachstallmanagement computer independently activates respective its control column stickshaker based a normal on stallwarning schedule, leading a edgeasymmetry warning stall schedule, high a floorstallwarning thrust stallwarning schedule, a speed or schedule. transmitter. Normalstallwarningusesinputsfromthe angleof airflowsensorand flap position Highthrust Asymmetry warning activated the LE FLAP stall is by TMNSIT amberlightcircuit. stall warning calculated inputs and Speed is from fromthe digital datacomputer N1 and N2 fromengines. air floorstallwarning usesairspeed flapposition. and 3. System Interfaces
Rightmaingearairlground inhibits warning Thisground inhibit sensing stall operation theground. on greater signal overridden airspeed is by than160knots. 4. General Operation
Theangleof airflow sensor inputs airplane angleof attack its respective management to stall computer. Trailing flap position input the computer is froma flapposition transmitter. Whenthe airplane in is edge to predetermined the air mode, airspeed above160knots, is of angleof attack and or combinations airplane flapposition cause computer activate control the to the column shakers warnthe pilotof an impending to stall. all extended positions, trippointcanbe lowered either At flap by asymmetry highthrust or stall the warning, whichever greater. is floorstallwarning to the Speed causes computer actuate control the column shakers independently theotherthreemodes operation. stickshaker operated from of The is by whichever warning gives earliest the warning an impending of stall. that
Issue 1. Bffective date: 15 September 2OO4.
FOR TRAINING ONLY
Page 98
B o e i n g7 3 7 - 3 O O O O1 5 0 0B 2 + A 1 l4
ATA 27
CONTROL COLUF1N $}TAKER
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LEADiNG EDGE SLAT A$Yf-1}1TRY tE TLAF A|iIO SLAT IHDICATIN6 IIIOSULE
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Stall Warning System
FOR TRAINING ONLY
Page 99
ATA 27
Angleof Airflow Sensor 1. Purpose
Angleof airflow provide signal, theirrespective management sensors a to stall computer, represents that airplane angleof attack. 2. Location
Thesensor vanes located theoutside are on ofthe fuselage below captain's firstofficer's the and side windows, respectively. 3. Features
Eachangleof airflow sensor consists an aerodynamic of vane, whichpositions threeidentical synchros, one of whichinputsto the respective stallmanagement computer. counterbalanced The vaneis free to rotate35' + 5' in eitherdirection whenin-flight assumea position and parallel the airflowpassing will to overit. A heater installed eachvaneto provide is in anti-icing. leftvaneis heated 115 VoltsAC whenever The by the left pitotheat(A) switch,is placedon andthe rightvaneis heatedwhenthe rightpitotheat(B) switch is olaced on. 4. MaintenancePractices
GAUTION: ENSURE PITOTHEATER SWITCHES ARE OFFANDSENSOR VANElS COOL. CAUTION: NOTAPPLY DO ANY FORCE SENSOR TO VANE. Remove eightmounting screws surrounding sensor disconnect electrical the and the connector to removethe angleof airflowsensor.The sidewall pilot'sseat musl be removed alongside respective the to gainaccessto the electrical connector. GAUTION: EXERCISE CARETO AVOID DAMAGING VANEDURTNG REMOVAL. Afterinstallation a newsensorperform stallwarningsystemperformance (AMM27-32-00), of the test the angfeof airflowsensortest (AMM22-11-238) the leading and edgeautoslat systemtest (AMM27-8300).
FOR TRAINING ONLY
pase 100
ATA 27
OF AIJGLE AIR FL0rd5EN50R TYFICAL HFT L O RR I G H T
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Angle of Airflow Sensor (Left)
FOR TRAINING ONLY
Page 101
AMIKON Training
Manual
A T A2 7
FlapPositionTransmitter 1. Purpose
provides inputto oneof thestallmanagement Eachflap position transmitter an computers. input This signal thenusedto modify angleof airflow is the input normal to stallwarning. amount asymmetry The of or highthrustbiasis alsodependent uponflapposition. flapposition This inputis alsousedto determine the reference airspeed speed for floorstallwarning. 2. Location
Theflap position transmitters mounted theflapdrivetrainbetween transmission are in the assemblies on eachoutboard flap. 3. Features
Stallmanagement computer number receives input one an fromthe right flapposition transmitter. The leftflap position transmitter inputsto computer two.
rLAP POSITIOI{ (TYP} TRANSf{ITTEf,
I N t s# S t * o D
REAR sPf,N Flap Position Transmitter
FOR TRAINING ONLY
Page 102
Boeing 7 37 -3OO 4OO1500 B2+A 1 I
ATA 27
GontrolColumnShaker L Purpose
Eachcontrol column shaker applies vibrations the respective to control column whenenergized a by signal fromthe associated management stall computer. 2. Location
Oneshaker clamped theforward is to faceof eachcontrol column. 3. PhysicalDescription
Theunitconsists a motor of anda coaxially-mounted weighted assembly. ring 4. Operation
Energizing dc motor the rotates out-of-balance assembly. resulting the ring The vibrations applied are to the control column provide required to the shaking action.
COHTftOL
c0l-uMr'l
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CONTROL COLUIiN $I{AKER
CAOINFLOOR
GontrolColumn Shaker
FOR TRAINING ONLY
Page 103
Boeing 737 -3OO l4OO 1566B!+A1
ATA 27
Gomputer Stall Management 1. Purpose
sensors fromthesystem on based inputs a calculates stallwarning computer Eachstallmanagement is computer stickshakermotor.The stallmanagement the to an-output energize respective and provides system' part an integral of thewind-shear 2. Location
bay equipment on the E1-1shelf. in are computers inslalled the electronic Twostallmanagement 3. PhysicalDescription
necessary and 280 microprocessor all the cjrcuitry a contains ZILOG computer Eachstallmanagement or edgeslatasymmetry leading for schedule either bias a to compute noimalstallwarning, the normal floorstallwarning. speed and warning, compute highthrust 4. Power
No by is computer powered 28 volts DC and 115VoltsAc; computer 1 fromthe Eachstallmanagement power bus2' No bus standby andcomputer 2 fromelectronics 5. lnput, Output
flap position opposite angleof airflowsensors, inputsfrom respective receives Eachcomputer edgeflapandslatindicating the leading indicators, speed engine digital datacomputers, air transmitters, shaker and is output to the captain's firstofficer's Siallwarning relays. sensing and module, aiii ground respectively. motor, systemAirplane warning to information thewind-shear also computer provides Eachstallmanagement shakerangleof attack(stallwarningtrip point)is stick angleof attack,fiap angle,and the computed warning' wind-shear whichcalculates proximity computer to oulput theground unit inertialreference (lRU).This inputis used an alsoreceives inputfromthe respective Eachcomputer (EADI) electronic on indicators direction attitude pitchlimitfor display theelectronic on of for compuiation this airplanes inputhasno equipped On airplanes. non-EFIS (EFIS) equipped system flightinstrument for function the IRUis onlymonitored validity. and from speedreferences the stall computed alsoreceive on tapedisplays the EFISsystem speed Optional warning computer. 6. Self-Test
on switch theaft in by on is system tested theground pressing, turn,eachself-test Thestallwarning stickshakermotor.The of by self{est is indicated operation the respective panel.-Successful overhead of test of in theflightcompartment an unsuccessful is non-operation thestickshaker onlyindication selfBITEtest.Theflightcompartment computer by accomplished a manual Troubleshootingiis moior. is if is motor operation suspended a testswitch lefton for morethan20 in testis inhibited the iir. Shaker cannotbe the operating motor.Anotherself-test a to seconds prevent failedswitchfrom constantly is until oerformed the switch released. MIP tO DEVICE CfET AMM20-40-12, tOI SENSITIVE DISCHARGE ELECTROSTATIC CAUTION: grounding requirements.
FOR TRAINING ONLY
Page 104
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ATA 27
StallWarningOperation L ControlSequence
Eachstickshaker motoris independently energized in-flight its stallmanagement by computer, when either stallwarning modetrippointis exceeded. stickshaker be operated the onethatwould The will by givethe earliest warning an impending of stall. Operation thestickshaker inhibited theground. of is on Normal stallwarning output is whenthe angleof airflow flapsetting and schedule exceeded. is Leading edgeasymmetry, FLAPS L.E. TMNSIT amberlighton P2 illuminated, lowers NORMAL the trip pointby an amount depends flapposition, that on except whenflapsareretracted. stallmanagement The computer delays asymmetry the signal 8 seconds prevent for to nuisance warnings whilethe leading edgedevices in transit. are A highthrust stallwarning biasthe normal will stallwarning schedule an amount by determined the by thrust theengine thespeedof the airplane of and itself. Thislowers normal the stallwarning schedule point, stickshaker because lowspeed at withhighthrust airplane a pitchup tendency may the has and stallmorequickly, thestickshaker started so is earlier withthisbiasinputfromthe highthrust stall warning. highthrust For stallwarning work,N1 mustbe greater to than65 %. Highthrust biaswillbe inhibited whentheopposite engine is below %, trailing N2 75 edgeflapsare retracted, the N1 signal or is invalid. normal The stallwarning point(stick trip shaker) lowered thegreater the asymmetry is by of or the highthrust stallbias. Speedfloorstallwarning operates independently the otherthreewarnings. will activate stick of lt the shaker whenever airplane the airspeed a particular position at (1-40) flap fallsbelow reference a airspeed for thatflapposition. Failure either asymmetry highthrust of the or modes doesnotaffect either normal speed the or floor mooes. Failure the normalmodedoesnot effectthe soeedfloormooe. of Failure the normal speed of and floormodes inhibits control the column shaker. All of thestallwarning modes become operational whenthe maingearair/ground sensors indicate or AIR whenairspeed greater is than160knots. Whenthe maingearsensor indicates GROUND airspeed or is lessthan60 knots, modes inhibited. all are
FOR TRAINING ONLY
Page 106
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Manual
Boeing 7 37 -3O0 4O0 500 B2+A 1 I I
ATA 27
TakeoffWarning System 1. Purpose
is Thetakeoff warning system installed provide auralwarning the pilotwhentakeoff attempted is to an to position. withcertain flightcontrols in the proper not 2. SystemDescription
An intermittent auralwarning sound theflightcompartment will in whenthe airplane on theground, is is horizontal stabilizer, trailing edgeflaps,leading either throttle advanced, the speed and brakelever, position. edgeflaps,or parking brakeleverare notin thetakeoff
Takeoff Warning System
FOR TRAINING
ONLY
Page 108
Boeing 737 -3OO4OOl5O0 B2+A1 I
ATA 27
TakeoffWarning 1. General Component Locations
Thespeedbraketakeoff warning switch mounted is inside pilots the control stand, directly beneath the speedbrakeleverdowndetent. The trailingedgeflap takeoffwarning switchis mounted the flap controlunit.Two stabilizer on takeoff jackscrew. warning switches mounted the aft wallof the stabilizer are on accesscompartment, of the left proximity Relays energized theextend by switches numbers and4 leading of 1 edgeflapsareon the backof the E-3 rack,row 2. Thrust leveradvance switches inside control are the stand, adjacent thethrust to levercabledrum. Air ground sensing control gearlogicshelfin the lowernosecompartment. and circuits in the landing are The warninghorn is located forwardof the control standon the firstofficer's side. 2. GeneralSubsystemFeatures
The properposition the flightcontrols takeoffare: of for - SpeedBrakeLever- Downdetent - StabilizerGreenRange - Trailing EdgeFlaps 5 unitsthrough units. 15 - Leading EdgeFlaps Extend 3. General Operation
Theintermittent warning aural hornwillsound anyof theflightcontrols if mentioned above notin the are proper position whentheairplane on theground either is and is throttle advanced. horncutout The switch position boththrottles willnotcancel horn. the Theflightcontrol muslbe placed the proper in or retarded to silence horn. the
FOR TRAINING
ONLY
Page 109
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ATA 27
TakeoffWarningSchematic 1. Sequence Operation
gearlights circuit breaker to to by Transistor mustbe powered conduct 28 VoltsDCfromthe landing Q1, activated right by warning system. Either transistor conducting the squatrelay, or armthetakeoff Q2 maingearair-ground sensing, the air modewillbiasoffQ1. in will is withthe airplane theground on Either thrustlever switch advanced biasoffQ2.Thecircuit armed Hornpower a ground is seeking circuit leveradvanced whichallows to conduct. andeither thrust Q1 parking parallel. switches opencircuit All and brake switches arranged in are through flightcontrol the position. of thefollowing wouldclosethe respective Any conditions whenflightcontrols in the proper are switch andcause hornto sound: the - Soeedbrakelever- movedout of the downdetent. - Stabilizeroutof greenrange. - Trailing EdgeFlaps positioned than1 unitor morethan15 units. less - Leading EdgeFlaps1 or 4 - notextend. - Parking Brake Set.
FOR TRAINING ONLY
Page 111
ATA 27
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TakeoffWarning Schematic
FOR TRAINING
ONLY
Page lI2
ATA 27
LeadingEdgeTakeoff WarningTest Schematic L Functional Test
positioning flight levers, the Thetakeoff warning system tested theground advancing thrust is on by the position, thenselectively to to in and moving flightcontrol be tested an improper the controls thetakeoff position the horn position. intermittent willsound. backto thetakeoff and The horn Movetheflightcontrol tested; however, two The takeoff warning switches easily are willsilence. speedbrake andstabilizer edgeand leading of of leading edgetestswitches addedbecause the intenelationshipthetrailing are of to are on stanchion the E3 rack,adjacent row 1. edgeflaps.Thesetestswitches mounted theforward left to The 3 position leading test can either or rightto openthe circuit edgewarning switch be positioned green thatrelay, andcause hornto sound the and respective the respective extend sensor, de-energize placed to light The leading edgewarning override switch test annunciator to extinguish. 2 position provides ground energize edgeextend relays. lllumination bothgreen of OVERRIDE a to bothleading position theycannot annunciator lights confirms though leading that the edgeflapsarenotin thetakeoff position, hornsounding caused the is by Withthetrailing edgeflapsnotin thetakeoff sound warning. the warning switch. thetrailing edgeflaptakeoff
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Page 1 13
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Boeing 7 37 -3OO4OOl5O0 B2+A1 I
ATA 27
Rudder 1. Purpose
provides conlrol the airplane yaw The rudder of around vertical the axis. 2. SystemDescription
A single; conventional rudder without is powered a mainpower tab by control supplied hydraulic unit by power provides power. A systems and B. A separate control supplied thestandby unit by system backup Any oneof thethreehydraulic systems provide will effective rudder control. power The control unitsare pedals. actuated cables by operated fromeither captains firstofficers the or rudder Rudder is trim accomplished operating trimcontrol by a switch theaislestand on thatinputs the power to control units viaan electric actuator mounted thefeelandcenterino on mechanism.
*UDDAR
NUDDER AFT [CIilTRSL ffUAONAHT
STAIIDBY ftUODER ACTUATOR RUDSER P0tdf;R uf{rT
FEEL AND CENTERI}T6 IlECHAN ISilI TRIf'I RUDNER c0i-tTn0tsrJITcH TRITT NUDSER ACTUATOR
RIJDFER PfNAL$
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CABLES UDSfR CONTROL
Rudder
FOR TRAINING
ONLY
P age 1 15
-3oo 40olsOO B2+A 1 I Eg4qg737 RudderSystem
ATA 27
1.
General Component Locations
The rudderis mounted the aft sideof the verticalstabilizer. power on The controlunitsand aft control components instaledinsidethe verticar are stabirizer, forwardof the rudder. Therudder system operated is fromtheflightcompartment either rudder by the pedals the rudder or trim switch. 2. General Subsystem Features
tYgo"l is operated hydraulic by poweronly.Thereis no manuat reversion capability. l!9 Normal operation with bothsystemA and systemB appliedto the mainpower is controlunit.The standby system can be applied through standby the power whenit is selected. r*" tnunt*o hydrautic unit No systems can powerthe rudderat a giventime. wind gustprotection the rudder hydraulic for is damping. Maximum rudder travelis limited actuator by pistonstroke. 3. System Interfaces
The rudderis alsocontrolled the yaw dampersystemto prevent by dutchroll.This systemoperates through systemB hydraulic the controlsectiohof tire mainpowercontrolunit.The yawdampersysrem operates independently the rudd_er of controlsystemand doesnot resultin feedback the rudder at pedals. yawdamper The system be covered theautoflightblock instruction will in of 4. General Operation
controlof.the rudder by either of rudder is set pedals. Theyoperate forward quadrant assemblies which movecablesto rotatea torqugtubethat drivesinputcontrolrodsto the por"i.ontroi ,nits and to the and centering mechanism. pressurized The powercontrolunitwill then actuate, deftecting the ix:::;.""' Ruddertrim is accomplished rotating switchon the aislestand.This by a operates electricactuator an thatdrivesthe rudderfeel and centering mechanism rotatethe torquetu'ue to ano actuiL the inputrods. The pressurized powercontrolunitdeflects ruOdei. the
Issue 1. Effective date: 15 Septemb,er 2bbA.
FOR TRAINING ONLY
Page 1 16
Boeing 7 37 -3O0 4OO1500B2+A 1 I
ATA 27
EXTERIIAL sufirf ll'lG LEVIR

STf,HOgY ACTUATOR
INPUTLIHK AI{D FEEL ROD TRITi{ I..IFIIT CRAt'lK CHIIITERI}IG OUTPT,IT : C0f-ITROL ROD IFIPUTC*AI{K RUDDTRPOtirER UFIIT INPUTROD TOfiqUE TUBE FEEL AHD CEilTTFRIHG UI*IT
RUDilER TRII{ ACTUATOR
r|d| #
Rudder System
FOR TRAINING
ONLY
Page 1 17
Boeing 7 37 -3OO4OOl50O B2+A 1 I
ATA 27
MainRudderPowerControlUnit l. Purpose
power pedalinput, The mainrudder rightor leftwhenactuated rudder by control moves rudder unit the rudder inputandprovides windgustsnubbing whentheairplane parked. is triminput, yawdamper or 2. Location
Theunitis located thevertical The bodyis fixedto fin structure the piston in fin. and headto the rudder. 3. PhysicalDescription
The mainpower control is a single unit tandem actuator two pistons a single with on rod.The unit contains separate for the two hydraulic two bypassvalves,and a dual control two chambers systems, valveoperated an internal inputcrankthatis by inputcrank. The internal crankis operated an external by driven an external by summing leverconnected the inputrodfromthetorque to tube. Yawdamper components incorporated the mainpower in unitinclude solenoid a operated shutoff valve, piston, a ratesensor. a transfer valve, yawdamper a actuating and 4. Power
Normal A operation the mainpower of control is by bothhydraulic unit systems and B. Either system acting alone provide rudder will full control. 5. Control
powerfrom an operating Hydraulic systemopensa bypassvalveand is delivered the controlvalve. to Whena systemis off the bypassvalveis spring-loaded bypass.Bothsidesof the pistonare connected to to eitherlinefromthe controlvalveto prevent hydraulic lock. a 5. Operation
pedals rudder causes torque Input fromthe rudder or trim the tubeto drivean inputrodthatpositions the power unitinputcrankthrough external the summing lever. Theexternal crankactuates internal the crank pressure onesideof the actuating pistons. to position control the valve whichportshydraulic The to piston strokes position rudder. external to the The summing leveris carried the piston return by to the position. external crankto neutral stopthe rudder thedesired and at Theamount control of valvemovement alsogoverned yawdamper is by input. Pilotinputandyaw damper inputaresummed algebraically thesumming levers connected the primary secondary to and by controlvalves.Pressure fromthe transfer valvedrivesthe yawdamperactuator position control to the valve the summing via levers. Yawdamper limited 3' leftor rightrudder is to movement.
FOR TRAINING
ONLY
Page 118
ATA 27
TAI* DAI.IPER ATTI.IATON
5EEOI{bAflY SUIitilIIHG TQIIIPf NSATOR $Vffi SFRIII
c0frpEt*sATofi
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CAGIII 5PR TTTE
YAII OAilPEfl siluToFf VALUE FNIilA*Y V,1Lll
r O U E R T t r C AT I H L
5EIAHDARY VALV
TO RUDDEF
A sYsTfrf- o f F B sYsTElt * oil BYPAS$ VALVE
SYSTf,TiF IIIPUT
FOUER UHIT
SYSTEFIA IHPUT RIJDOE* HT}I6E LIH
sxTgRt*AL sultllIt{G rEvef;
Main RudderPowerControl Unit
FOR TRAINING
ONLY
Page 1 19
ATA 27
RudderTrim System 1. Purpose
provides means positioning rudder directional of the airplane. The rudder trimsystem a of the for trim 2. Location
The ruddertrim actuator mounted is between vertical structure the caseof the rudderfeel and fin and centering mechanism. Therudder trimcontrol switch andrudder trimindicator installed theaft section the oilot's are on of control stand. 3. PhysicalDescription Features /
The ruddertrim actuator consists an acmescrewdriverram,coupled a motor-brake position of to and (RVDT) sensor through gearreduction, limitswitches a and enclosed an aluminum by housing. The motordriveis controlled the rudder switch by activation an internal switch. by trim or of limit
RUODER TRI'i{ ACTUTTOR RUODER FETL A}IO C E N T E R I I IU N I T G
RUODER TRIII INDICATOR
RUDPER TRIII ( cofrJTRoL sblITcH) COHTAOL STAIIID
RudderTrim System
FOR TRAINING ONLY
P a ge 120
AMIKON Tt.itl-g_l4ett.1
Boeing 737-3OOl4OOl50O B2+A1
ATA27
RudderTrim 1. Power
Therudder actuator trim motoris powered 115VoltsAC fromtransfer 1. The rudder by bus trim indicating system powered 28 Volts fromtransfer 1. is by AC bus 2. Gontrol
Operation the rudder switch of trim actuates pairof contacts. power applied a Control is through the uppersetof contacts theappropriate of limitswitches the motor and set to andbrakeandto ground through lowercontacts. electromagnetic prevents the The brake actuator overrun internal and mechanical prevenl stops overtravelin caseof limitswitch malfunction. 3. Operation
Trimcommands fromthe trim switchcausethe actuator extendor retractwhichrotates feel and to the centering mechanism. drives power inputrodsto position rudder a newneutral This the unit the to if poweris available. pedals positioned a newneutral hydraulic The are position to corresponding rudder to position. 4. Monitor
Therudder trimindicator driven is electrically a transmitter thetrimactuator. indicator by in The is graduated unitsleftandrightto display 16"maximum andrightrudder 17 the left movement thetrim by system. Eachunitrepresents approximately of rudder 1' trim. Theindication by a pointer a black is on tapethatrollsleftor rightto indicate unitsof trim.Lossof the power the indicator to causes lapeto rollthe pointer scale the rightandan amber the off to OFFto appear the leftof the indicator. at
FOR TRAINING ONLY
Page 121
Boeing 737 -3OO l4OO 1500B2+A1
ATA 27
l5
'ro
RUTDET I{I IN 5 5 0
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t$
A
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sv
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nl&l{T rltru DO|IH
TRIf'I PE AILEROTII/RUDDER c0lrlTR0Ll,lo0ul-f;
'rflllr*;
fl
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il
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zEV AC XFRzu$ 1
TRIII RUDOER INDTCATOR 1 1 5 VA C xFR BUS1-*--TRtrI{ RUDOER coitTR0L P6-? CIRCUIT BREAKER FANEI-
TRII'I H,UODER It{DICATOR (P8)
I a
I -?
POSITION TRA$ISDUCfR
col'lTH0t* CONTACTS
r,rosE i_.
GROUHCIIHG
I I
cotfTAcTs
RUDDER TRIfI ACTI'ATOR I,11125
TRII'1 !{1126 RUDSER IIOSULE CONTROL
RudderTrim
FOR TRAINING ONLY
Page 122
Boeing 737 -3OO4OOl5O0 B2+A1 I
ATA 27
StandbyRudderShutoffValve L Purpose
pressure thestandby actuator. Thestandby rudder shutoff valvecontrols hydraulic to 2. Location
Thevalveis mounted the standby in module the aftwallof themaingearwheel on well. 3. PhysicalDescription
Thevalveis an electrically operated spoolandsleeve contained a cartridge fits intoa cavity the in that in moloraction intolinear standby module. electric The motoris splined a camwhichconverts to rotary in spoolaction the sleeve. 4. Power
Thevalveis electrically operated 28 VoltsDC supplied the battery by by bus. 5. Control
Operation the standby rudder shutoff valve electrically by either Flight is the Control or B switches A on of panel. Thevalveis closed whenbothswitches ON or OFF.Moving are either STBYRUD to theoverhead power openthevalveandallowstandby pressure the standby rudder applies to to actuator. Thevalve whenever pressure detected either low is at flightcontrol low canalsobe opened automatically pressure the edgeflapsarenotup,andtheairplane either theair or on theground is in switch, trailing withwheelspeedabove60 knots.lf the standby systemautomatically starts,the standby ruddershutoff valveautomatically opens. 6. Monitor
Thevalveis equipped a manual with lever indicator. leveris at position when The 1 override andposition position valve the when thevalveis closed andposition whenopen. 2 Thislevercan be usedto manually electrical ooweris off.
Issu e 1. E f f ec t iv e d a te : 1 5 Se p te mb e r 2 0 0 4 .
FOR TRAINING
ONLY
Page 123
Boeing 737 -3OO4OO1500 B2+A1 I
ATA 27
TIHEEL l'fELL
EDGE LEADIf'lG STANDBY DRIVE SHUTOTF VALVE
$JS.llpBY ,,BUnSER ,acruAT0R $fturotr VAL:/H
OUERRIDE I'IAI{UAL AI'IDPOSITIOilI I-EVER IHD ICATOR
SYSTEt'l STANTSY I{ODULE
I'lAIN AFT BULKIIEAD tIELL I'IHEEL
Standby Rudder Shutoff Valve
FOR TRAINING ONLY
Page 124

B737 - 300/400/500 A1, B2 ATA 27 Flight Controls

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B737 - 300/400/500 A1, B2 ATA 27 Flight Controls

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AMIKON Training Manual

Boeing 7 37-3OO 4OO1500A I , B2 I

ATA 27, FLIGHT CONTROL {. Purpose

Issue 1. Effective date: 10 Febru"tl-20ot

AMIKON Training Manual

Boeing 737 -3OO4OO1500A I, 82 I

PRI FIAR Y SYSTFFIs

N hIAR I 116 SYSTTHS

sPOILER/ SPEED BRAKE

LEAD I T'16 EDCEFLAF AFID $LAT

I HOR TOT-ITAL STABILIUER

Flight Gontrols System

Issue 1. Effective date: 10 February 2OOS.

FOR TRAINING ONLY

AMIKON Training Manual

FlightControlsDescription 1. General Component Locations

Issue 1. Effective date: 10 Februarv 2005.

FOR TRAINING ONLY

AMIKON Training Manual

Boeing 7 37 -3OO4OO 500 AI, 82 I I

Issue 1. Effective date: 10 February 2005.

AMIKON Training Manual

RUDDER ELEVATOR TAB ELEVATOR

STAETLTZgR GROUHD SPOILER

INBOARD FLAP G R O U HS P O I L E R D FLIGHT SPffILEft$ GROUND SPOIITR

I-IASII'iG EDCI FLAFS ( SHOI.JI'J EXTEI'IDEP }

STALL TIIARNIHC MOTOR 12, PLACES) RUDDER PEDALS

lssue 1. Effective date: 10 February 2005.

AMIKON Training Manual

Boeing 7 37 -3OO4OO 500 A I, 82 I I

AileronSystem ,|. Purpose

f , A P T A I H ' S g OH T R OLT ,IH EE L

rIR$T OFFICER'S CONTROL t',FiEEL

AILgRON CONTBOL A$ADRANT

AILERON bflHc AUADftAIdT

lssue 1. Effective date: 10 Februarv 2005.

AMIKON Training Manual

Boeing 737 -3OO 40O1500A I, 82 I

AileronControlSystem 1. General Component Locations

lssue 1. Effective date: 10 February 2005.

FOR TRAINING ONLY

AMIKON Training Manual

Boeing 73T -3OO 400/ 500 At I

AILERON CONTROL BUS (? DfiUr-I PLAcFs)

ACBA ACBB AILEROI-I COilITROL RUt't D AA AB

CABLE TEN$ION sPRIHG (2 FLACES)

AILERON FIIXER cotfTR0L qUAORAHT

f LI6IIT SPCILEftS {2 PLACES)

ASSA AILEROII SFRIilG trtINC C * R T R I D G E AILEROtit AUADRAHT AILER0I'IBUS (2 PLACES}

AILEROIII TfrIFt illECHAfrtISFl EALAilCE TAB (2 PLACE$) AILEROH (Z PLACE$)

tsALANCE PAilIFt (E FLACES}

Aileron Control System

I s s u e 1 . Effective date: 10 Februr.y -o-

FOR TRAINING OJILY-

AMIKON Training Manual

Issue 1. Effective date: 10 February 2005.

FOR TRAINING ONLY

AMIKON Training Manual

UPPER IFIPUT ROD

f ILTER BYPAs$ VALUT

AUAL INFUT CRANKS

Aileron Power Gontrol Units

Issue 1. Effective date: 10 February 2005.

AMIKON Training Manual

Boeing 737 -3OO l4OO 5 0 0 A t . B 2

AileronTrim Actuator 1. Purpose

An aileron indicator trim decalis located thetopof eachcontrol on column.