Training Manual B 737-300/400/500: ATA 27 Flight Controls

Training Manual
B 737-300/400/500
ATA 27
Flight Controls
ATA 104 Level 3
Lufthansa
Technical Training GmbH For Training Purposes Only
Book No: B737-3 27 L3 E Lufthansa Base  Lufthansa
For training purpose and internal use only.
Copyright by Lufthansa Technical Training GmbH.
All rights reserved. No parts of this training
manual may be sold or reproduced in any form
without permission of:
Lufthansa Technical Training GmbH
Lufthansa Base Frankfurt

D-60546 Frankfurt/Main
Tel. +49 69 / 696 41 78
Fax +49 69 / 696 63 84
Lufthansa Base Hamburg

Weg beim Jäger 193
D-22335 Hamburg
Tel. +49 40 / 5070 24 13
Fax +49 40 / 5070 47 46
B737-3 27 L3 E
TABLE OF CONTENTS
ATA 27 FLIGHT CONTROL . . . . . . . . . . . . . . . . . . . 1 SPOILER CONTROL QUADRANT ASSEMBLY . . . . . . . . . . . . . . . . . . 58
SPOILER MIXER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
27-00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 SPOILER RATIO CHANGER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
FLIGHT CONTROL SYSTEM INTRODUCTION . . . . . . . . . . . . . . . . . . 2 FLIGHT SPOILER CONTROL QUADRANTS . . . . . . . . . . . . . . . . . . . . 66
FLIGHT CONTROL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 FLIGHT SPOILER ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
PANEL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 SPOILER SHUTOFF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
PANEL DESCRIPTION (CONT.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 GROUND SPOILER CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . 72
PANEL DESCRIPTION (CONT.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 GROUND SPOILER IINTERLOCK VALVE . . . . . . . . . . . . . . . . . . . . . . . 74
PANEL DESCRIPTION (CONT.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 OUTBOARD GROUND SPOILER ACTUATOR . . . . . . . . . . . . . . . . . . . 76
PANEL DESCRIPTION (CONT.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 INBOARD GROUND SPOILER ACTUATOR . . . . . . . . . . . . . . . . . . . . . 78
FLIGHT CONTROL HYDRAULIC MODULE . . . . . . . . . . . . . . . . . . . . . . 16 SPEED BRAKE LEVER ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
FLIGHT CONTROLS HYDRAULIC SHUTOFF VALVES . . . . . . . . . . . 18 SPEED BRAKE ARMING SWITCH (S 276) . . . . . . . . . . . . . . . . . . . . . . 80
FLIGHT CONTROLS LOW PRESSURE INDICATION . . . . . . . . . . . . . 20 RTO SWITCH (S 650) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
27-10 AILERON AND TAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 AUTOMATIC SPEED BRAKE LEVER ACTUATOR . . . . . . . . . . . . . . . 84
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 AUTOMATIC SPEED BRAKE INDICATION . . . . . . . . . . . . . . . . . . . . . . 86
AILERON CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 AUTOMATIC GROUND SPEED BRAKE OPERATION . . . . . . . . . . . . 88
LATERAL CONTROL SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . 26 27-20 RUDDER & TAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
LEFT CONTROL COLUMN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
RIGHT CONTROL COLUMN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 RUDDER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
AILERON CONTROL WHEEL DRUM ASSEMBLY . . . . . . . . . . . . . . . . 30 RUDDER SYSTEM PRESSURE REDUCER . . . . . . . . . . . . . . . . . . . . . 94
AILERON TRANSFER MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 RUDDER PEDAL ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
AILERON POWER CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 AFT RUDDER CONTROL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . 100
AILERON BUS DRUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 MAIN RUDDER POWER CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . 102
AILERON ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 RUDDER FEEL AND CENTERING MECHANISM . . . . . . . . . . . . . . . . 104
BALANCE PANELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 RUDDER TRIM CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
AILERON CENTERING AND TRIM MECHANISM . . . . . . . . . . . . . . . . 42 RUDDER TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
AILERON TRIM ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 STANDBY RUDDER ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
AILERON AUTOPILOT ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 STANDBY RUDDER SHUTOFF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . 112
AILERON AUTOPILOT ACTUATOR (CONT.) . . . . . . . . . . . . . . . . . . . . 48 RUDDER HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
27-60 SPOILER AND SPEED BRAKE SYSTEM . . . . . . . . . . . . . . 50 27-30 ELEVATOR & TAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 ELEVATOR SYSTEM INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 116
SPOILER AND SPEED BRAKE SYSTEM OPERATION . . . . . . . . . . . 52 ELEVATOR CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
SPEED BRAKE CONTROL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 ELEVATOR FORWARD CONTROL QUADRANTS . . . . . . . . . . . . . . . . 120
SPEED BRAKE LEVER NO-BACK BRAKE . . . . . . . . . . . . . . . . . . . . . . 56 INPUT TORQUE TUBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
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ELEVATOR POWER CONTROL UNITS . . . . . . . . . . . . . . . . . . . . . . . . . 122 FLAP LOAD LIMITER (CONFIG 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184
OUTPUT TORQUE TUBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124 FLAP TRANSMISSION INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 186
ELEVATOR TAB CONTROL MECHANISM . . . . . . . . . . . . . . . . . . . . . . 126 OUTBOARD MID FLAP DRIVE MECHANISM . . . . . . . . . . . . . . . . . . . . 190
ELEVATOR BALANCE PANELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128 OUTBOARD FORE FLAP DRIVE MECHANISM . . . . . . . . . . . . . . . . . . 192
ELEVATOR FEEL COMPUTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130 OUTBOARD FLAP FAIRING DRIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194
ELEVATOR FEEL COMPUTER SCHEMATIC . . . . . . . . . . . . . . . . . . . . 132 OUTBOARD AFT FLAP DRIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 196
ELEVATOR FEEL AND CENTERING UNIT . . . . . . . . . . . . . . . . . . . . . . 134 INBOARD MID FLAP DRIVE MECHANISM . . . . . . . . . . . . . . . . . . . . . . 198
ELEVATOR HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136 INBOARD AFT FLAP DRIVE MECHANISM . . . . . . . . . . . . . . . . . . . . . . 200
HYDRAULIC ISOLATION VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138 INBOARD AFT FLAP CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
27-32 STALL WARNING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . 140 EXHAUST GATES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
STALL WARNING INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140 TRAILING EDGE BYPASS VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144 TRAILING EDGE BYPASS VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
OUTPUT SIGNALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146 ALTERNATE FLAP DRIVE UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
ADJUSTMENT /TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148 TRAILING EDGE FLAP POSITION INDICATING . . . . . . . . . . . . . . . . . 214
OPERATIONAL TEST (CONFIDENCE TEST) . . . . . . . . . . . . . . . . . . . . 148 FLAP ASYMMETRY CONTROL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . 216
BITE TEST OF DSWC (CONFIG 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 T. E. FLAP SYSTEM HYDRAULIC OPERATION . . . . . . . . . . . . . . . . . 218
BITE TEST OF SMC (CONFIG 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152 FLAP ALTERNATE DRIVE SYSTEM CIRCUIT . . . . . . . . . . . . . . . . . . . 220
27-40 HORIZONTAL STABILIZER . . . . . . . . . . . . . . . . . . . . . . . . . . . 154 27-80 LIFT AUGMENTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
TRIM CONTROL SYSTEM INTRODUCTION . . . . . . . . . . . . . . . . . . . . 154 LEADING EDGE FLAP AND SLATS INTRODUCTION . . . . . . . . . . . . 222
STABILIZER TRIM CONTROL SCHEMATIC . . . . . . . . . . . . . . . . . . . . . 156 LEADING EDGE FLAP SLAT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 224
STABILIZER FORWARD CONTROL MECHANISM . . . . . . . . . . . . . . . 158 LEADING EDGE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
COLUMN SWITCHING MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158 LEADING EDGE FLAP AND SLAT CONTROL VALVE . . . . . . . . . . . . 228
STABILIZER JACKSCREW AND GEARBOX ASSEMBLY . . . . . . . . . 160 LEADING EDGE STANDBY DRIVE SHUTOFF VALVE . . . . . . . . . . . . 228
STABILIZER JACKSCREW AND GEARBOX DIAGRAM . . . . . . . . . . . 164 LEADING EDGE FLAP ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230
STABILIZER TRIM LIMIT SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . 166 LEADING EDGE ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232
MAIN ELECTRIC ACTUATOR OPERATION . . . . . . . . . . . . . . . . . . . . . 168 LEADING EDGE FLAP MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . . . 234
LEADING EDGE SLAT MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . . . 236
27-50 FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
SLAT AUXILIARY TRACK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 238
TRAILING EDGE FLAPS INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . 170
SLAT MAIN TRACK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240
FLAP LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172
LEADING EDGE FLAPS AND SLAT OPERATION . . . . . . . . . . . . . . . . 242
FLAP CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174
AUTOSLAT COMPUTER (CONFIG 1) . . . . . . . . . . . . . . . . . . . . . . . . . . 244
FLAP POWER UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176
AUTOSLAT CONTROL VALVE (CONFIG 2) . . . . . . . . . . . . . . . . . . . . . 246
FLAP HYDRAULIC DRIVE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178
AUTOSLAT COMPUTER (CONFIG 1) . . . . . . . . . . . . . . . . . . . . . . . . . . 248
FLAP LOAD LIMITER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180
AUTOSLAT COMPUTER SYSTEM (CONFIG 1) . . . . . . . . . . . . . . . . . . 250
FLAP LOAD LIMITER (CONFIG. 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182
AUTOSLAT COMPUTER FRONT PANEL (CONFIG 1) . . . . . . . . . . . . 252
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AUTOSLAT FAILURE WARNING (CONFIG 1) . . . . . . . . . . . . . . . . . . . 254
AUTOSLAT SYSTEM (CONFIG. 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 256
AUTOSLAT CONTROL VALVE (CONFIG 2) . . . . . . . . . . . . . . . . . . . . . 258
STALL MANAGEMENT COMPUTER (SMC) (CONFIG 2) . . . . . . . . . . 260
AUTOSLAT CHANNEL OF SMC (CONFIG 2) . . . . . . . . . . . . . . . . . . . . 262
AUTOSLAT FAILURE WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 264
LEADING EDGE DEVICE INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . 266
LEADING EDGE FLAP POSITION SENSORS . . . . . . . . . . . . . . . . . . . 268
SLAT POSITION SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 270
THE STALL WARNING SWITCH (S 856) . . . . . . . . . . . . . . . . . . . . . . . . 272
THE FLAP 10_ SWITCH (S 584) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 272
LE FLAP / SLAT POS. INDIC. MODULE (CONFIG 1) . . . . . . . . . . . . . 274
LE FLAP / SLAT POS. INDIC. MODULE (CONFIG 2) . . . . . . . . . . . . . 276
31-20 INDEPENDENT INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . 278
TAKEOFF WARNING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 278
TAKEOFF WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280
TAKEOFF WARNING SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 282
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TABLE OF FIGURES
Figure 1 Flight Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 36 Ground Spoiler Control Valve . . . . . . . . . . . . . . . . . . . . . . 73
Figure 2 Flight Control General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Figure 37 Ground Spoiler Interlock Valve . . . . . . . . . . . . . . . . . . . . . 75
Figure 3 Flight Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 38 Outboard Ground Spoiler Actuator . . . . . . . . . . . . . . . . . . 77
Figure 4 Center Controlstand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 39 Inboard Spoiler Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Figure 5 Center Control Stand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Figure 40 Speed Brake Lever Actuator . . . . . . . . . . . . . . . . . . . . . . . 81
Figure 6 Center Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 41 RTO Switch Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Figure 7 Aft Overhead Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 42 Automatic Speed Brake System . . . . . . . . . . . . . . . . . . . . 85
Figure 8 Flight Control Hydraulic Modules . . . . . . . . . . . . . . . . . . . . 17 Figure 43 Automatic Speed Brake Indication . . . . . . . . . . . . . . . . . . 87
Figure 9 Flight Controls Hydraulic Shutoff Valves . . . . . . . . . . . . . . 19 Figure 44 Automatic Speed Brake Circuit . . . . . . . . . . . . . . . . . . . . . 89
Figure 10 Flight Contros Low Pressure Indication . . . . . . . . . . . . . . 21 Figure 45 Rudder & Tab Introduction . . . . . . . . . . . . . . . . . . . . . . . . . 91
Figure 11 Aileron Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Figure 46 Rudder Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Figure 12 Roll Control System Schematic . . . . . . . . . . . . . . . . . . . . 25 Figure 47 Rudder Pressure Reducer . . . . . . . . . . . . . . . . . . . . . . . . . 95
Figure 13 Lateral Control System Operation . . . . . . . . . . . . . . . . . . 27 Figure 48 Rudder Pressure Reducer Circuit . . . . . . . . . . . . . . . . . . . 97
Figure 14 Right and Left Control Column . . . . . . . . . . . . . . . . . . . . . 29 Figure 49 Rudder Pedal Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Figure 15 Aileron Control Whell Drum Assembly . . . . . . . . . . . . . . . 31 Figure 50 Aft Rudder Control Components . . . . . . . . . . . . . . . . . . . 101
Figure 16 Transfer Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Figure 51 Main Rudder Power Unit . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 17 Aileron Power Control Unit . . . . . . . . . . . . . . . . . . . . . . . . 35 Figure 52 Rudder Feel and Centering Mechanism . . . . . . . . . . . . . 105
Figure 18 Aileron Power Control Units (System A and B) . . . . . . . 37 Figure 53 Rudder Trim System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Figure 19 Aileron Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Figure 54 Rudder Trim Electrical Schematic . . . . . . . . . . . . . . . . . . 109
Figure 20 Balance Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Figure 55 Standby Rudder Actuator . . . . . . . . . . . . . . . . . . . . . . . . . 111
Figure 21 Aileron Centering and Trim Mechanism . . . . . . . . . . . . . 43 Figure 56 Standby Rudder Shutoff Valve . . . . . . . . . . . . . . . . . . . . . 113
Figure 22 Aileron Trim Control System . . . . . . . . . . . . . . . . . . . . . . . 45 Figure 57 Rudder Hydraulic Schematic . . . . . . . . . . . . . . . . . . . . . . . 115
Figure 23 Auto Pilot Actuator Location . . . . . . . . . . . . . . . . . . . . . . . 47 Figure 58 Elevator and Tab System Introduction . . . . . . . . . . . . . . . 117
Figure 24 Autopilot Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Figure 59 Elevator Control System . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Figure 25 Spoiler Panel Identification . . . . . . . . . . . . . . . . . . . . . . . . 51 Figure 60 Elevator Forward Control Quadrants . . . . . . . . . . . . . . . . 121
Figure 26 Spoiler & Speed Brake System . . . . . . . . . . . . . . . . . . . . 53 Figure 61 Elevator Input Torque Tube and Power Control Units . . 123
Figure 27 Speed Brake Control Lever . . . . . . . . . . . . . . . . . . . . . . . . 55 Figure 62 Elevator Output Torque Tube . . . . . . . . . . . . . . . . . . . . . . 125
Figure 28 Speed Brake Lever Brake . . . . . . . . . . . . . . . . . . . . . . . . . 57 Figure 63 Elevator Tab Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Figure 29 Spoiler Control Quadrant and Spoiler Mixer . . . . . . . . . . 59 Figure 64 Elevator Balance Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Figure 30 Spoiler Mixer Control Schematic . . . . . . . . . . . . . . . . . . . 61 Figure 65 Elevator Feel Computer Location . . . . . . . . . . . . . . . . . . . 131
Figure 31 Spoiler Deflection Schematic . . . . . . . . . . . . . . . . . . . . . . 63 Figure 66 Elevator Feel Computer Schematic . . . . . . . . . . . . . . . . . 133
Figure 32 Spoiler Mixer Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . 65 Figure 67 Elevator Feel and Centering Unit . . . . . . . . . . . . . . . . . . . 135
Figure 33 Flight Spoiler Control Quadrants . . . . . . . . . . . . . . . . . . . 67 Figure 68 Elevator Hydraulic Schematic . . . . . . . . . . . . . . . . . . . . . . 137
Figure 34 Flight Spoiler Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 Figure 69 Hydraulic Isolation Valves . . . . . . . . . . . . . . . . . . . . . . . . . 139
Figure 35 Flight Spoiler Hydraulic System . . . . . . . . . . . . . . . . . . . . 71 Figure 70 Stall Warning Introduction . . . . . . . . . . . . . . . . . . . . . . . . . 141
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TABLE OF FIGURES
Figure 71 Stall Warning Component Location . . . . . . . . . . . . . . . . . 143 Figure 106 Alternate Flap Drive Unit . . . . . . . . . . . . . . . . . . . . . . . . . 213
Figure 72 Stall Warning System Block Diagram . . . . . . . . . . . . . . . 145 Figure 107 Trailing Edge Position Indication Component Location 215
Figure 73 Output Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147 Figure 108 Flap Pos. Indicat. and Asym. Control Circuit . . . . . . . . 217
Figure 74 Operational Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149 Figure 109 Trailing Edge Flap System Hydraulic Operation . . . . . 219
Figure 75 BITE Test (config. 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151 Figure 110 Flap Alternate Drive System Circuit . . . . . . . . . . . . . . . . 221
Figure 76 BITE Test (config. 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153 Figure 111 Leading Edge Flaps and Slat Introduction . . . . . . . . . . . 223
Figure 77 Stabilizer Trim Control System Location . . . . . . . . . . . . . 155 Figure 112 Leading Edge Devices Component Location . . . . . . . . 225
Figure 78 Stabilizer System Schematic . . . . . . . . . . . . . . . . . . . . . . . 157 Figure 113 Leading Edge Device Basic System Schematic . . . . . 227
Figure 79 Stabilizer Forward Control Mechanism . . . . . . . . . . . . . . 159 Figure 114 Leading Edge Slat and Falp Component Location . . . 229
Figure 80 Stabilizer Jackscrew and Gearbox Assembly (config. 1) 161 Figure 115 Leading Edge Flap Actuator . . . . . . . . . . . . . . . . . . . . . . 231
Figure 81 Stabilizer Jackscrew and Gearbox Assembly (config. 2) 163 Figure 116 Leading Edge Slat Actuator . . . . . . . . . . . . . . . . . . . . . . . 233
Figure 82 Stabilizer Jackscrew and Gearbox . . . . . . . . . . . . . . . . . . 165 Figure 117 Leading Edge Flap Mechanism . . . . . . . . . . . . . . . . . . . 235
Figure 83 Stabilizer Trim Switches Location . . . . . . . . . . . . . . . . . . . 167 Figure 118 Leading Edge Slat Mechanism . . . . . . . . . . . . . . . . . . . . 237
Figure 84 Stabilizer Trim Control Circuit . . . . . . . . . . . . . . . . . . . . . . 169 Figure 119 Slat Auxiliary Track and Detent Arm . . . . . . . . . . . . . . . 239
Figure 85 Trailing Edge Flap System . . . . . . . . . . . . . . . . . . . . . . . . . 171 Figure 120 Slat Main Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241
Figure 86 Flap Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173 Figure 121 Leading Edge Flap and Slat Operation . . . . . . . . . . . . . 243
Figure 87 Flap Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175 Figure 122 Auto Slat System Schematic (config. 1) . . . . . . . . . . . . 245
Figure 88 Flap Power Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177 Figure 123 Auto Slat Control Valve (config. 1) . . . . . . . . . . . . . . . . . 247
Figure 89 Flap Hydraulic Drive Schematic . . . . . . . . . . . . . . . . . . . . 179 Figure 124 Auto Slat Computer (config. 1) . . . . . . . . . . . . . . . . . . . . 249
Figure 90 Flap Load Limiter Component Location . . . . . . . . . . . . . . 181 Figure 125 Auto Slat Schematic (config 1.) . . . . . . . . . . . . . . . . . . . 251
Figure 91 Flap Load Limiter System Circuit (config. 1) . . . . . . . . . . 183 Figure 126 Autoslat Computer Front Panel (config 1.) . . . . . . . . . . 253
Figure 92 Flap Load Limiter System Circuit (config. 2) . . . . . . . . . . 185 Figure 127 Autoslat Failure Warning (config. 1) . . . . . . . . . . . . . . . . 255
Figure 93 Flap Transmission Schematic . . . . . . . . . . . . . . . . . . . . . . 187 Figure 128 Autoslat System Schematic (config. 2) . . . . . . . . . . . . . 257
Figure 94 Flap Transmission Assembly . . . . . . . . . . . . . . . . . . . . . . 189 Figure 129 Auto Slat Control Valve (config. 2) . . . . . . . . . . . . . . . . . 259
Figure 95 Outboard Mid Flap Drive Mechanism . . . . . . . . . . . . . . . 191 Figure 130 STALL MANAGEMENT COMPUTER (CONFIG. 2) . . 261
Figure 96 Outboard Fore Flap Drive Mechanism . . . . . . . . . . . . . . 193 Figure 131 Autoslat Channel of SMC (config. 2) . . . . . . . . . . . . . . . 263
Figure 97 Outboard Flap Fairing Drive . . . . . . . . . . . . . . . . . . . . . . . 195 Figure 132 Autoslat Warning (config. 2) . . . . . . . . . . . . . . . . . . . . . . 265
Figure 98 Outboard Aft Flap Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . 197 Figure 133 Leading Edge Device Indicating . . . . . . . . . . . . . . . . . . . 267
Figure 99 Inboard Mid Flap Drive Mechanism . . . . . . . . . . . . . . . . . 199 Figure 134 Leasing Edge Position Sensors . . . . . . . . . . . . . . . . . . . 269
Figure 100 Inboard Aft Flap Drive Mechanism . . . . . . . . . . . . . . . . . 201 Figure 135 Slat Position Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . 271
Figure 101 Inboard Aft Flap Drive Mechanism . . . . . . . . . . . . . . . . . 203 Figure 136 Trailing Edge Control Unit Switch Location . . . . . . . . . . 273
Figure 102 Inboard Aft Flap Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . 205 Figure 137 LE Flap/Slat Pos.. Ind. Module M229 (config 1) . . . . . 275
Figure 103 Exhaust Gates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207 Figure 138 LE Flap / Slat Pos. Ind. Module M229 (config 2) . . . . . 277
Figure 104 Trailing Edge Bypass Valve Location . . . . . . . . . . . . . . . 209 Figure 139 Takeoff Warning System . . . . . . . . . . . . . . . . . . . . . . . . . 279
Figure 105 Trailing Edge Bypass Valve Circuit . . . . . . . . . . . . . . . . 211 Figure 140 Takeoff Warning Component Location . . . . . . . . . . . . . . 281
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B737-3 27 L3 E
TABLE OF FIGURES
Figure 141 Takeoff Warning Schematic . . . . . . . . . . . . . . . . . . . . . . . 283
FRA US/T Sep 2002

Page vi
Lufthansa Technical Training
FLIGHT CONTROL B737-300/-400/-500
ATA 27 FLIGHT CONTROL

For Training Purposes Only
HAM US/E sp Oct. 96 Page: 1

Flight Controls B737-300/-400/-500
General
27-00
27-00 GENERAL
FLIGHT CONTROL SYSTEM INTRODUCTION
Purpose
The flight controls provide maneuvering control about the lateral, longitudinal,
and vertical axes. They also provide increased lift for takeoff and landing as
well as increased aerodynamic drag both in flight and on the ground.
System Description
Flight controls are divided into three major groups:
Primary Flight Controls

Primary flight controls consisting of the ailerons, elevators, and rudder.
Secondary Flight Controls

Secondary flight controls consisting of the spoilers, trailing edge flaps, leading
edge devices, and the stabilizer.
Warning Systems
Two warning systems are associated with the flight control system:
S Stall warning provides a warning to the pilots when the airplane approaches
a stall condition.
S Takeoff warning provides an aural warning to the pilot when certain flight
controls are not in the correct position for takeoff.

General
27-00
FLIGHT CONTROLS
PRIMARY SYSTEMS SECONDARY SYSTEMS WARNING SYSTEMS
AILERON STALL WARNING
LEADING EDGE FLAP

SPOILER/SPEED BRAKE
AND SLAT
ELEVATOR TAKEOFF WARNING

TRAILING EDGE FLAP HORIZONTAL STABILIZER
RUDDER
Figure 1 Flight Control System

General
27-00
FLIGHT CONTROL DESCRIPTION General Operation

The ailerons, elevators and rudder control the airplane around the longitudinal,
General Component Locations lateral and vertical axes respectively. Normal operation of these primary flight
The ailerons with attached balance tabs are mounted outboard of the outboard controls is hydraulic power supplied by Systems A and B. Either hydraulic sys-
flaps behind the rear spar of each wing. tem operating alone can provide effective control of the primary flight controls.
The elevators with attached balance tabs are mounted on the aft section of the Alternate operation with all hydraulic power lost is by manual control for the
horizontal stabilizer. ailerons and elevators. Balance panels and balance tabs assist in moving the
ailerons and elevators against the aerodynamic loads in flight.
A single conventional rudder without a tab is mounted on the aft side of the ver-
tical stabilizer. Alternate operation of the rudder is by standby hydraulic power to a separate
actuator. There are no tabs or balance panels installed on the rudder. The rud-
Five spoiler panels are located on the upper surface of each wing. They are der has no manual reversion capability.
numbered from left to right, 0 thru 9. The flight spoilers, 2, 3, 6, and 7, are out-
board of each engine. Ground spoilers 0, 1, 8, and 9 are outboard of the flight The spoilers are divided into two groups, flight spoilers and ground spoilers.
spoilers and ground spoilers 4 and 5 are inboard of each engine. Ground spoilers function only as ground speedbrakes. The flight spoilers func-
tion as speedbrakes, both in flight and on the ground, and operate with the aile-
Lift devices consist of two pairs of triple slotted trailing edge flaps, three pairs of rons for roll control at higher roll rates.
leading edge slats and two pairs of leading edge flaps. Trailing edge flaps are
mounted on tracks attached to the lower surface of each wing, one set inboard The outboard flight spoilers, 2 and 7, are hydraulically powered by System B
of each engine and the other set outboard. Three leading edge slats are with no back-up. The inboard flight spoilers and all of the ground spoilers are
installed outboard of the engine and and two leading edge flaps are installed powered by System A with no back-up.
inboard of the engine on the forward surface of each wing. Both the inboard and outboard trailing edge flaps are operated by a single
The adjustable horizontal stabilizer is located at the rear of the fuselage below torque tube drive system. Normal flap operation is by a hydraulic motor sup-
the vertical stabilizer. each wing, one set inboard of each engine and the other plied from System B. An electric motor can drive the same torque tube system
set outboard. when hydraulic power is not available.
The leading edge flaps and slats are normally operated by hydraulic System B
General Subsystem Features as a programmed function of trailing edge flap position. During normal B sys-
The flight control surfaces are constructed of advanced composite materials or tem operation the flaps are two-position devices, retract and extend, and the
metal, as required to incorporate the latest advances in technology. slats are three-position devices, retract, extend and full extend.
Alternate operation of the leading edge flaps and slats is by the standby hy-
Interfaces
draulic system. During standby operation the leading edge flaps move only to
A stall warning system is provided to alert the pilots of an approaching stall
the extend position and the slats move only to full extend. The standby system
condition. The warning is accomplished by applying vibrations to both pilot’s cannot be used to retract the leading edge devices.
control columns.
The moveable horizontal stabilizer is the pitch trim device to control the air-
The takeoff warning system is installed to provide an aural warning to the pilot plane around the lateral axis. The stabilizer is operated by manual trim wheels,
when takeoff is attempted with any of the following flight controls not in the a main electric motor or an autopilot electric motor.
proper position for takeoff:
Speedbrakes, Horizontal Stabilizer, Trailing Edge Flaps or Leading Edge Flaps.

General
27-00
RUDDER
AILERON ELEVATOR
TAB
ELEVATOR
AILERON BALANCE TAB
GROUND SPOILERS
9
8 FLIGHT SPOILERS
STABILIZER
7 6 OUTBOARD
FLAP
GROUND
SLATS
SPOILER
(SHOWN
INBOARD FLAP
EXTENDED)
5 GROUND SPOILER
FLIGHT SPOILERS
4
GROUND SPOILER
3 2
1 0
LEADING EDGE FLAPS

(SHOWN EXTENDED)
FROM LEFT TO SLATS from left to right, 1 to 6
RIGHT, 1 TO 4
Figure 2 Flight Control General

General
27-00
PANEL DESCRIPTION
1 Flight Control Switch 5 Alternate Flap Position Switch
OFF - Corresponding hydraulic system pressure ailerons, elevators and Functions only when alternate flaps master switch is in ARM position.
rudder shutoff.
DOWN (Momentary) - Extends leading edge devices fully using standby
STDBY RUD (either switch) - Corresponding hydraulic system pressure hydraulic system. When held in DOWN, electrically extends trailing edge
to ailerons, elevators and rudder is shutoff. Turns on standby pump, flaps.
opens standby rudder shutoff valve and pressurizes standby rudder
UP - Electrically retracts trailing edge flaps.
power control unit.
Note: Drive motor will cut off when either limit is reached.
ON (guarded position) - Normal operation.
Provided B-hydraulic is available and switch was not moved to DOWN
2 Flight Control Low Pressure Lights (amber) before, TE flaps will retract electrically and LE devices will retract hy-
draulically upon positioning switch to UP.
ON - Indicates low pressure of corresponding hydraulic system to aile-
rons, elevator and rudder. MASTER CAUTION light and FLT CONT an- 6 Elevator Feel Differential Pressure Light
nunciator illuminate. Deactivated when corresponding flight control
(amber)
switch is positioned to STDBY RUD and the standby rudder shutoff valve
is open. Armed only when the trailing edge flaps are up.
On airplanes with the rudder pressure reducer installed, the A system ON - Indicates excessive differential pressure in the elevator feel com-
indicates a failure of the pressure reducer to switch back to full system puter.
pressure when commanded.
NOTE: THE A SYSTEM LIGHT WILL REMAIN ILLUMINATED FOR
7 Auto Slat Fail Light (amber)
APPROX. 5 SEC AFTER HYDRAULIC SYSTEM IS ACTIVATED. ON - Indicates failure of both autosalat computers
3 Flight Spoiler Switch
(For maintenance purpose only)

A - Controls inboard flight spoilers shutoff valve.

B - Controls outboard flight spoilers shutoff valve.
4 Alternate Flap Master Switch
ARM - Closes trailing edge flap bypass valve, turns on standby pump,
arms alternate flaps position switch and arms standby hydraulic LOW
PRESSURE light.
OFF - (guarded position) - Normal operation
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General
27-00
FLT CONTROL
STANDBY
A B HYD
FLIGHT CONTROL PANEL HYDRAULIC PUMP
LOW SWITCHES
A ON B ON QUANTITY
OFF 1 1 OFF LOW
PRESSURE
STDBY STDBY
RUD RUD
ALTERNATE FLAPS
ARM
LOW LOW UP
PRESSURE PRESSURE 4
OFF
SPOILER OFF
A B DOWN
2
5
OVERHEAD
3 3 PANEL
ON ON
FEEL DIFF
PRESS 6
OFF OFF
SPEED TRIM
FAIL
MACH TRIM
YAW DAMPER FAIL
YAW AUTO SLAT BRIGHT
DAMPER FAIL
7 CLOCK
FIRE MASTER
WARN CAUTION
ON MAP
BELL CUTOUT PUSH TO RESET
FLT CONT ELEC
OFF IRS APU
FUEL OVHT/DET
FLIGHT CONTROL PANEL P5-8 LEFT LIGHT SHIELD FLT CONT FAULT LIGHT
Figure 3 Flight Control Panel

HAM US/E
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General
27-00
PANEL DESCRIPTION (CONT.)

8 Speed Brake Lever 13 Stabilizer Trim Autopilot Cutout Switch
DOWN (detent) - All flight and ground spoiler panels are in faired posi- Cutout - Removes autopilot servo power to stabilizer drive.
tion.
ARMED - Automatic speed brake system armed. All flight and ground 14 Stabilizer Trim Main Electric Cutout Switch
spoiler panels extend upon touchdown ( speed brake lever moves to UP
position). Cutout - Removes power from stabilizer main electric trim motor.
FLIGHT DETENT - All flight spoilers extended to their maximum posi-
tion for flight use. 15 Flap Lever
UP - All flight and ground spoilers are extended to their maximum posi-
Selects position of flap control valve directing hydraulic pressure for flap
tion for ground use.
drive unit. Position of leading edge devices is determined by selected
NOTE: All spoiler panels retract on the ground if either throttle is ad- trailing edge flap position. At flap lever position 40, the flap load relief
vanced for takeoff (speed brake lever moves to DOWN posi- system is armed. This causes automatic flap redaction to flap position 30
tion). or prevents flap extension to flap position 40 in the event of excessive
All spoiler panels extend if takeoff is rejected and the reverse airspeed. The flap lever remains in position 40.
thrust levers are positioned for reverse thrust (speed brake le-
ver moves to UP position). 16 Flap Gates
9 Stabilizer Trnim Handle Prevents inadvertent flap lever movement beyond:

Provided for manual operation of the stabilizer. Overrides any other sta- S Position 1 - to check flap position for one engine inoperative go-
bilizer trim inputs. Handle should be folded inside stab trim wheel for nor- around.
mal operation. Rotates when stabilizer is in motion. S Position 15 - to check flap position for normal go-around.
10 Stabilizer Trim Wheel

11 Stabilizer Trim Indicator
Indicates units of airplane trim on the adjacent scale.
12 Stabilizer green Band Range
Corresponds to allowable range of trim settings for takeoff.

NOTE: SPECIMEN ONLY. ACTUAL GREEN BAND RANGE MAY DIF-
FER FROM DRAWING.
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General
27-00
THRUST
INCREASE
DOWN
16
10 ARMED FLAP
INCREASE
UP
THRUST
0
11 S
T FLAP
15
A
1 2 2 N
APL FLIGHT
NOSE D
DETENT
DOWN 5
0 0
CG-% MAC
TAKE-OFF
CG-% MAC
10 20 30
TAKE-OFF
30 2010
12 5
10
5
UP
10 15 10
15
25 15
APL
NOSE
UP
30
STAB
TRIM
40
MAIN AUTO-
PARKING FLAP ELEC PILOT
BRAKE NORMAL
PULL DOWN
CUTOUT
1 2
A/T A/T
DISENGAGE DISENGAGE
14 13
Figure 4 Center Controlstand

HAM US/E
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General
27-00
17 Rudder Trim Off Flag (amber)
indicates loss of electrical power for rudder trim indicator.
18 Rudder Trim Indicator
Indicates units of rudder trim
19 Rudder Trim Control
Electrically trims the rudder in the desired direction. (Springloaded to

neutral position)
20 Aileron Trim Switches
Movement of both switches repositions the aileron neutral control posi-

tion. (Springloaded to neutral position)
21 Stabilizer Trim Cutout Override Switch
Override - Bypasses the control column actuated stabilizer trim cutout

switches to restore power to the electric trim.
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General
27-00
18
17
20 19
21
Figure 5 Center Control Stand

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General
27-00

22 Flap Position Indicator
Indicates position of left and right outboard trailing edge flaps and pro-
vides trailing edge flaps asymmetry protection circuit.
23 Flap Load Relief Light (amber)
Indicates activation of flap load relief system.
24 LE Flap Extended Light (green)
ON - All leading edge flaps extended and all leading edge slats in inter-
mediate position (Flap positions1, 2, and 5) or, all leading edge devices
fully extended (Flap positions 10 through 40).
25 LE Flaps Transit Light (amber)
ON - Any leading edge device in transit, or not in programmed position

with respect to trailing edge flaps.
Note: Light is inhibited during autoslat operation in flight.
26 Speed Brake Armed Light (green)
Light deactivated with speed brake lever in DOWN position.

ON - Indicates valid speed brake system inputs.
27 Speed Brake Do Not Arm Light (amber)
Light deactivated with speed brake lever in DOWN position.

On - Indicates invalid signals or test inputs to automatic speed brake
system.
28 Speed Brake Test Switches
NOTE: IF INSTALLED MAINTENANCE TEST ONLY
HAM
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General
27-00
28
23
22
25 24
26
27
Figure 6 Center Panel

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General
27-00
29 Leading Edge Light Devices Annunciator Panel
Indicates position of individual leading edge flaps and slats.

Lights out - Corresponding leading edge device retracted.
30 Leading Edge Devices Transit Light (amber)
On - Corresponding leading edge device in transit.
31 Leading Edge Devices Extended Light (green)
On - Corresponding leading edge slat in intermediate position.
32 Leading Edge Devices Full Extended Light (green)
On - Corresponding leading edge device fully extended.
33 Leading Edge Light Devices Annunciator Panel Test Switch
Press - Tests all annunciator panel lights.

NOTE: LIGHT IS INHIBITED DURING AUTO SLAT OPERATION IN
FLIGHT.
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General
27-00
30
31
32
29
33
Figure 7 Aft Overhead Panel

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GENERAL
27-00
FLIGHT CONTROL HYDRAULIC MODULE

Purpose
Two flight controls hydraulic modules are provided to control hydraulic power
for the aileron, rudder, elevator and flight spoiler control systems.
Location
The System A flight controls module is located in the lower left outboard corner
of the main wheel well forward wall. The System B module is in the same posi-
tion on the right side.
Physical Description/Features
Each hydraulic module is a manifold assembly containing a spoiler shutoff
valve, flight controls shutoff valve, low pressure warning switch and a compen-
sator cartridge. The compensator cartridge maintains return fluid from the aile-
ron, rudder and elevator power control units after hydraulic system shutdown.
This fluid compensates for volume changes in the hydraulic fluid due to temper-
ature change or minor fluid loss.
Control
The flight controls shutoff valves are 28 volt dc motor operated shutoff valves
controlled by the respective (A and B) flight control switches on the forward
overhead panel. Spoiler shutoff valves are 28 volt dc motor operated valves
controlled by the respective (A and B) spoiler stitches on that panel.
Operation
All of these valves are normally open to provide pressure to the respective
flight controls. Each valve can be actuated electrically or manually to remove
system pressure from specific flight controls.
Monitor
Each valve’s manual override lever also functions as a mechanical position in-
dicator. This is the only position indication for the spoiler shutoff valves.
A low pressure switch, downstream of the flight control shutoff valves, is con-
nected to an amber low pressure light beneath the respective control switch.
The respective light illuminates for low pressure at the switch.
Maintenance Practices
The A and B flight controls hydraulic modules are interchangeable.

GENERAL
27-00
FLT CONTROL STANDBY

A B HYD
LOW
QUANTITY
STDBY STDBY
RUD RUD LOW
PRESSURE
OFF 1 2 OFF
A ON B ON
ALTERNATE FLAPS
OFF
LOW LOW UP
PRESSURE PRESSURE
OFF
SPOILER
A B ARM DOWN
OFF OFF P P
3 4 FEEL DIFF
PRESS
ON ON
SPEED TRIM R R
FAIL
MACH TRIM
YAW DAMPER FAIL
YAW AUTO SLAT
DAMPER FAIL
OFF
AILERON AILERON
ON ”A” SYSTEM POWER POWER ”B” SYSTEM
PRESSURE UNIT ”A” UNIT ”B” PRESSURE
TO
3 1 2 4 TO
P5 PILOTS OVHD PANEL INBOARD OUTBOARD
SPOILERS SPOILERS
M M M M
PS PS
TO RUDDER
AND
ELEVATOR
POWER UNITS
TO ”A” TO ”B”
SYSTEM MODULAR UNIT MODULAR UNIT
SYSTEM
RETURN RETURN
Figure 8 Flight Control Hydraulic Modules

GENERAL
27-00
FLIGHT CONTROLS HYDRAULIC SHUTOFF VALVES

Location
The flight controls shutoff valves are located on the right side of the respective
(A and B) flight controls hydraulic modules.
The flight controls shutoff valve is a spool valve mounted in a cavity in the hy-
draulic module and attached by four bolts. An electric motor is attached to the
valve by four bolts. It is splined to a cam which converts rotary motor action to
linear spool travel.
Power
Each flight controls shutoff valve is controlled electrically by 28 volts dc thru
either flight controls valves circuit breaker. Either dc bus number one or num-
ber two can power both valves.
Control
The valves are electrically controlled independently by either the flight control A
or flight control B switch on the forward overhead panel.
Each valve can also be manually controlled by the manual override lever on the
valve.
Operation
Both flight controls shutoff valve switches are normally guarded ON. 28 volts dc
is applied to the open windings and the valves open allowing hydraulic pressure
to the aileron, rudder, and elevator systems. When the switch is moved to OFF,
the valve closes and pressure is removed.
The flight controls shutoff valves and spoiler shutoff valves are interchange-
able.
The valve and motor can be replaced as a unit or the motor can be replaced
separately.

GENERAL
27-00
SPOILER
SHUTOFF FLIGHT CONTROL
VALVE SHUTOFF
VALVE
Figure 9 Flight Controls Hydraulic Shutoff Valves

GENERAL
27-00
FLIGHT CONTROLS LOW PRESSURE INDICATION

Purpose
The flight controls low pressure indicating system provides an amber light in-
dication of low pressure to the aileron, rudder and elevator systems.
Location
Low pressure switches are screwed into the respective flight controls hydraulic
modules for Systems A and B.
The amber indicator lights are located directly beneath the respective (A and B)
flight controls switches on the forward overhead panel, P5-3.
Separate indicating systems for hydraulic systems A and B consist of a pres-
sure switch downstream of the flight controls shutoff valve connected to an am-
ber light on the overhead panel through the ON and OFF positions of the re-
spective flight controls switch.
Power
Electric power for the indicating systems is dc supplied by Master Dim.
Control
The low pressure light is connected to the pressure switch only when the flight
control switch is in the ON or OFF position. When the switch is in the STBY
RUD position, the light is operated by a valve position relay controlled by the
position of the standby rudder shutoff valve.
Operation
When system pressure is available downstream of the flight controls shutoff
valve, the pressure switch is held open. When pressure falls below a preset
value, the switch closes and provides a ground to the light through the flight
controls switch on the overhead panel.
Monitor
Illumination of the low pressure light is accompanied by Master Caution and the
FLT CONT annunciator.

GENERAL
27-00
Figure 10 Flight Contros Low Pressure Indication

FLIGHT CONTROLS B737-300/-400/-500
AILERON AND TAB
27-10
27-10 AILERON AND TAB

INTRODUCTION
Purpose
The aileron and aileron trim control system provides airplane lateral control
about the longitudinal axis.
System Description
The aileron system consists of one aileron with balance tab on each wing. The
ailerons are positioned by cables that are driven by two hydraulic power control
units located on the forward wall of the main wheel well. Control inputs to these
power control units are through a cable system actuated by rotation of either
control wheel, an electric aileron trim system or the autopilot.

AILERON AND TAB
27-10
CAPTAIN’S CONTROL WHEEL

CONTROL FIRST OFFICER’S
CONTROL WHEEL
WHEEL
DRUM
AILERON TRIM CONTROL SWITCHES
CABLE
AB
CABLE ACBA
AILERON CONTROL QUADRANT
CABLE ACBB
CABLE ABSB
CABLE
AA
CABLE ABSA
AILERON CONTROL LINKAGE
AILERON POWER
CONTROL UNIT
(MAIN WHEEL WELL)
CABLE ARTIFICIAL FEEL,

CENTERING AND
ABSA
TRIM MECHANISM
AILERON WING CABLE AILERON TRIM

QUADRANT ABSB ACTUATOR
AILERON
BALANCE TAB
AILERON
Figure 11 Aileron Control System
AILERON AND TAB
27-10
AILERON CONTROL SYSTEM

General Component Locations System Interfaces
The two control wheels are interconnected by cables attached to the base of The flight spoilers assist the aileron system in maintaining lateral control. Nor-
each control column in the lower nose compartment. The left and right aileron mal inputs to the aileron system, above a preset amount of control wheel
cables are driven by control drums at the base of each column. movement, cause a proportionate movement of the flight spoiler panels.
The left and right aileron cables run aft through the outboard section of the floor
General Operation
beam to quadrant assemblies above the main wheel well. Quadrant assembly
torque tubes project into the wheel well. The aileron control quadrant assembly, The ailerons may be actuated either hydraulically or mechanically. Normal op-
centering spring and trim mechanism, electric trim actuator, aileron power units eration is with both Systems A and B hydraulic pressure.
and aileron control bus drums are located on the left forward wall of the main Rotation of either control wheel drives the left aileron cables and rotates the
wheel well. aileron quadrant assembly. This causes input rods to actuate individual A and
The spoiler control quadrant assembly, aileron spring cartridge and spoiler B hydraulic power control units. Movement of the power control units operates
mixer are located on the right forward wall of the main wheel well. the cable system that positions the ailerons and the spring cartridge which
drives the spoiler control quadrant assembly and inputs to the spoiler mixer.
General Subsystem Features The spoiler mixer linkage moves the cables that operate the flight spoilers.
The base of the first officer’s control column is equipped with a transfer mecha-
nism. The transfer mechanism allows normal control wheel motion to be trans-
mitted through the left aileron cables only. If a malfunction occurs which jams
the aileron control system, lateral control is accomplished by positioning the
flight spoilers through the right aileron cables controlled from the first officer’s
control wheel.

AILERON AND TAB
27-10
SPEED TRANSFER
BRAKE
MECHANISM
HANDLE
SPOILER CONTROL
DRUM FLIGHT
SPOILER AILERON BUS
SPOILER CONTROL SYSTEM CABLES
AILERON QUADRANT
CONTROL
WHEEL
DRUM
AILERON CONTROL
QUADRANT
SPOILER
AILERON MIXER
TRIM AILERON
ACTUATOR AILERON
SPRING
FLIGHT AILERON BALANCE
CARTRIDGE
SPOILER TAB
AILERON POWER
CONTROL UNITS
ARTIFICIAL FEEL
CENTERING AND TRIM

MECHANISM
CABLE AILERON
BALANCE
SLACK
TAKEUP TAB
AILERON AILERON
WING
QUADRANT
Figure 12 Roll Control System Schematic

Aileron & Tab
27-10
LATERAL CONTROL SYSTEM OPERATION

Control Sequence Backup Operation
Rotation of either control wheel causes rotation of both aileron control bus A failure in the aileron control system that jams the left cable system prevents
drums. The captain’s bus drum drives the aileron control drum to tension the an input to the power control units. In this case the first officer could maintain
left body cables. The cables actuate the left quadrant which rotates the aileron lateral control by positioning the flight spoilers. He would rotate his control
control quadrant assembly and drives the input rods to both hydraulic power wheel until the crank on his column contacted the lugs on the right control
control units. The input rods displace the external cranks on the power control drum.
units. These cranks position internal control valves to port hydraulic pressure to The spring in the transfer mechanism would be overridden by continued input
the actuators. to tension the right body cables. Rotation of he right quadrant assembly would
Rotation of the left quadrant assembly also rotates the cam against the spring- input to the spoiler mixer/ratio changer to move the spoilers.
loaded roller inside the trim and centering mechanism. This provides the artifi- A failure in the spoiler control system that jams the right cables would still allow
cial feel forces at the control wheel. the captain to input to the power control units by overcoming the spring in the
The power control units respond to hydraulic pressure and stroke on their pis- transfer mechanism.
ton rods. This action rotates the output bus drums and positions the ailerons
through cables: up on the wing in the direction of roll and down on the opposite
wing. The external crank and control valve are returned to null by actuator re-
sponse.
At the same time the spring rod is driven by a crank and rotates the right quad-
rant assembly in the direction opposite to that which the left had moved. The
right cables are tensioned and a spoiler input rod drives the spoiler mixer/ratio
changer linkage. At higher rates of roll, the flight spoilers on the up aileron wing
are signalled to move up, and those on the opposite wing are signalled to move
down.
Rotation of the first officer’s bus drum offsets the crank on the right column
within the gap space (12° L and R) of the lost motion device.
Rotation of the first officer’s control drum recenters the lost motion device. If no
hydraulic pressure is available the power control unit external crank would con-
tact the stops on the housing and allow the pilot to manually drive the unit on
the piston. The result would be the same as if hydraulic power was operating
the system.

Aileron & Tab
27-10
Figure 13 Lateral Control System Operation

Aileron & Tab
27-10
RIGHT CONTROL COLUMN

LEFT CONTROL COLUMN
Purpose
Purpose
The right control column is installed to provide the first officer a means of con-
The left control column is installed to provide the captain a means of controlling trolling airplane roll and pitch.
airplane roll and pitch.
Location
Location
The right control column projects through the floor of the flight compartment. A
The left control column projects thru the floor of the flight compartment. The transfer mechanism which includes the cable drums and the lost motion device
cable drums, force transducer and force limiter are in the lower nose compart- are in the lower nose compartment.
ment.
Physical Description/features
The first officer’s control wheel is mounted at the top of the right column. It is
The captain’s control wheel is mounted at the top of the left control column. It is interchangeable with the captain’s control wheel if the previously discussed
interchangeable with the first officer’s control wheel as long as the stabilizer changes are made.
trim switches and autopilot release are maintained on the outboard horn.
A shaft through the control column is connected to the aileron transfer mecha-
A shaft through the control column is connected to the aileron control wheel nism by a blade type universal joint. Bus cables connect the left and right aile-
drum assembly by a blade type universal joint. Bus cables connect the left and ron control bus drums.
right aileron control bus drums.
A lost motion device provides the connection between the bus drum and spoiler
A CWS roll force transducer provides the connection between the bus drum control drum.
and aileron control drum. The left body cables run between the aileron control
drum and the aileron control quadrant assembly. The force transducer will be Control
covered in detail in chapter 22. Lateral control is accomplished by rotating the control wheel either left or right
Mounted at the bottom of the drum assembly is an aileron force limiter. The which rotates a shaft in the column through an angle gear. The shaft rotates
force limiter will be covered in detail in chapter 22. the bus drum through a blade type universal joint. The lost motion device pre-
vents this motion being transmitted to the spoiler control drum during normal
Control hydraulic or mechanical operation.
Lateral control is accomplished by rotating the control wheel either left or right Input to the aileron system is transmitted through the bus control cables to the
which rotates a shaft in the column through an angle gear. The shaft rotates left bus drum and left body cable system to the power control units. The lost
the bus drum through a blade type universal joint. This motion is transmitted to
motion device is returned to neutral by the follow-up action from the movement
the control drum through the force transducer and the cables are actuated to of the power control units driving the right body cables through the spring car-
input to the power control units. tridge.
If a malfunction occurs which jams the aileron control cables the first officer can
maintain lateral control with the flight spoilers by engaging the lost motion de-
vice after 12_ left or right control wheel movement.

Aileron & Tab
27-10
FIRST OFFICERS AILERON CONTROL

CONTROL COLUMN BUS DRUM
CAPTAINS AILERON
WHEEL CONTROL WHEEL
CABLE ACBA CABLE AB

TO FIRST
OFFICER’S
CAPTAINS
CONTROL CONTROL
COLUMN COLUMN
BUS DRUM
CABLE
SHIELDS
CWS
ROLL FORCE
TRANSDUCER CABLE AA
LOST MOTION
CABLES DEVICE AILERON
TO POWER CONTROL
CONTROL UNIT DRUM
CABLE ACBB
AILERON
FORCE LIMITER AILERON CONTROL FWD
BUS DRUM
2 CABLE AB
CONTROL COLUMN - ROLL
AILERON CONTROL
DRUM
2 AIRPLANES WITH MECHANICAL AILERON FORCE LIMITER CABLE AA
Figure 14 Right and Left Control Column

Aileron & Tab
27-10
AILERON CONTROL WHEEL DRUM ASSEMBLY

Purpose
The aileron control wheel drum assembly provides the drive connection be-
tween both control wheels and the aileron (left) input cables.
Location
The drum assembly is located at the base of the captain’s column, within the
lower nose compartment.
The drum assembly consists of a bus drum, control drum, crank and force
transducer.
The bus drum and crank are mounted on the shaft and directly driven by shaft
rotation. The control drum is bearing mounted and not directly driven by shaft
rotation.
The force transducer provides the connection between the drum assembly
shaft driven crank and the aileron control drum.
Control
The CWS force transducer is an electrical device that supplies control wheel
steering signals to the autopilot roll control channels which are proportional to
pilot control wheel force when the autopilot is engaged. The rod end of the
force transducer is attached to the crank and the housing is attached to an arm
that is part of the control drum casting. Rotation of either control wheel either
compresses or extends the transducer through the crank and generates the
electric signal. The CWS force transducer will be covered in detail in Chapter
22, Autoflight.
Operation
During normal, non-autopilot operation, rotation of either control wheel causes

simultaneous rotation of both the bus drum and crank. Motion of the crank is
transmitted to the control drum through the force transducer and drives the ai-
leron input cables.
Mechanical stops are installed to ensure control input should the force trans-
ducer attach points fail.

Aileron & Tab
27-10
WHEEL
TO FIRST
OFFICER’S
CONTROL
COLUMN
BUS DRUM
CWS
ROLL FORCE
TRANSDUCER
CABLES
TO POWER
CONTROL UNIT
AILERON
FORCE LIMITER
2
CONTROL COLUMN - ROLL
2 AIRPLANES WITH MECHANICAL AILERON FORCE LIMITER
Figure 15 Aileron Control Whell Drum Assembly

Aileron & Tab
27-10
AILERON TRANSFER MECHANISM

Purpose
The transfer mechanism is installed to provide separation between the cap-
tain’s (left) and first officer’s (right) cable systems so that, if either side is
jammed, lateral control can be maintained by the operational system.
Location
The transfer mechanism is located at the base of the first officer’s column.
The transfer mechanism is composed of a lost motion device, consisting of a
crank and lugs, and a torsion spring that is preloaded inside a spring con-
tainer. The aileron control bus drum is attached to the upper half of the spring
container and the spoiler control drum is attached to the lower half.
Operation
In normal operation, motion is transmitted between the first officer’s column
shaft and bus drum through the preloaded torsion spring.
If a malfunction occurs, jamming either the aileron or spoiler control system,
the other system can be operated independently. In this case, the captain or
the first officer, depending on the jammed system, will have to overcome the
spring preload in the transfer mechanism and operate the other system to
maintain lateral control.
If the aileron cables are jammed, the first officer will exert a force to overcome
the spring preload and operate the spoilers. The first officer must turn his con-
trol wheel 12° before the lost motion device begins driving the spoiler control
drum.
If the spoiler cables are jammed, the captain will exert a force to overcome the
spring preload and operate the ailerons through the left cable system.

Aileron & Tab
27-10
AILERON CONTROL
BUS DRUM
TRANSFER
MECHANISM
SPOILER CONTROL
DRUM
TORSION
SPRING
SPRING
CONTAINERS
LOST MOTION
PICK-UP LUG DEVICE PICK-UP
INBD
AFT
Figure 16 Transfer Mechanism

Aileron & Tab
27-10
AILERON POWER CONTROL UNIT The power control units are interchangeable with each other and with the ele-
vator power control units.
Purpose
Two identical power control units are installed to provide hydraulic power from
System A and System B to operate the ailerons.
Location
The power control units are mounted on the left forward wall of the main gear
wheel well. System A supplies hydraulic pressure to the lower unit, System B
to the upper unit.
The power control unit incorporates a main actuator, a bypass valve, a filter
and a main control valve operated by a dual input crank. Control is normally by
the primary slide with the secondary slide available in case of failure of the pri-
mary. An input rod provides actuation of the control valve from the control sys-
tem.
Control
Rotation of either control wheel operates the left cables to rotate the aileron
control quadrant assembly torque tube. Two input rods are operated by the
torque tube to actuate the input cranks on both power control units.
Operation
The power control unit piston rod ends are fixed to structure and the housing is
connected to a shaft that drives output bus drums and the spring cartridge.
when the hydraulic pressure is ported inside, the housing strokes on the piston
and positions the ailerons. Movement of the power control unit returns the input
crank to neutral which closes the main control valve and stops aileron move-
ment.
The bypass valve closes when input pressure drops below 645 "75 psi. Input
pressure is blocked from reaching the control valve. Both actuator chambers
are interconnected to provide a runaround for fluid during aileron movement by
external sources.
Either power control unit is capable of hydraulically powering both ailerons.
Mechanical stops on the housing allow the external cranks to drive the power
control unit manually on the piston in response to aileron control system inputs
when no hydraulic power is available.

Aileron & Tab
27-10
Figure 17 Aileron Power Control Unit

Aileron & Tab
27-10
AILERON BUS DRUM

Purpose
Two aileron bus drums transmit the motion from the hydraulic power control
units to the ailerons by means of cables.
Location
The bus drums are located on the forward wall of the main gear wheel well.
Each aileron bus drum is mounted on an individual crankshaft. The power con-
trol unit housings are connected to the respective output cranks that drive their
shafts. Cables from the upper bus drum run out to the right wing aileron and
from the lower drum to the left wing aileron. Three shear bolts between each
bus drum and its output shaft protect the system against one jammed aileron
preventing response of the other one.
Control
Both bus drums are joined by a fork and lug that permits simultaneous opera-
tion of both ailerons from one power control unit. Should either power control
unit jam, however, all aileron response will be stopped because of this fork and
lug arrangement.
Operation
Movement of the power control units rotate their respective bus drums through
the output cranks. This rotation positions one aileron up and the other down.

Aileron & Tab
27-10
AILERON
BUS
DRUMS
Figure 18 Aileron Power Control Units (System A and B)

Aileron & Tab
27-10
AILERON ASSEMBLY
Purpose
One aileron is installed on each wing to provide airplane lateral control.
The aileron assembly consists of the aileron, balance tab, and a balance panel.
The aileron front spar is connected to wing structure by four hinge fittings. The
nose of the aileron is connected to a balance panel in aileron bay number
three. The tab is connected to the aileron rear spar by four hinge fittings.
Control
Cables connect the respective output bus drum in the wheel well with the aile-
ron cable quadrant forward of each aileron. Aileron movement is controlled by
a pushrod between the aileron and the cable quadrant. Balance tab movement
is controlled by dual tab control rods that pass through the aileron and connect
the tab to a support fitting mounted on the wing rear spar.
Operation
Response to a roll command results in quadrant rotation that moves the aileron
up on the wing in the direction of roll. The opposite aileron moves down. Bal-
ance tab movement is opposite to the aileron1 down when the aileron moves
up and vice versa.
The aileron and tab are independently balanced. The balance tab is balanced
by weights attached to the lower surface of the balance panel. The correct
number of weights is stamped on a data plate attached to each tab.
Both the balance panel and the balance tab can be replaced without rebalanc-
ing the aileron.
Rigging of the ailerons is accomplished by aligning a target on the aileron with

another on the adjacent trailing edge rib. Maximum allowable travel is mea-
sured in inches between these targets.

Aileron & Tab
27-10
Figure 19 Aileron Assembly

Aileron & Tab
27-10
BALANCE PANELS
Purpose
An aileron balance panel is installed on each aileron assembly to reduce the
force required to position the aileron in flight.
Location
The balance panel is located in the number three aileron bay.
The aft end of the balance panel is attached to the aileron nose by a continu-
ous hinge. The forward end is attached to wing structure through an idler hinge
to provide articulation of movement. Seals are connected to the hinge assem-
blies and along both sides of the balance panel creating two separate cham-
bers. The upper chamber is vented to the airstream over the upper wing and
the lower chamber to the airstream over the lower wing.
Operation
When there is no lateral input, pressure forces are developed across the bal-
ance panel that maintain the aileron in neutral. When the aileron is deflected,
the change in differential pressure drives the balance panel in the opposite
direction of control surface movement.
Differential pressures are also developed at the tail of the aileron by balance
tab movement. Movement of the balance panel and tab provide an assist to the
power source deflecting the aileron. These forces are always applied but are
particularly useful during manual control.

Aileron & Tab
27-10
NEUTRAL
DEFLECTED
Figure 20 Balance Panel

Aileron & Tab
27-10
AILERON CENTERING AND TRIM MECHANISM

Purpose
The aileron centering spring and trim mechanism provides aileron control sys-
tem centering, trim and artificial feel.
Location
This mechanism is located near the base of the aileron quadrant assembly be-
tween the two power control unit input rod cranks. The quadrant assembly is
attached to the left forward wall of the main gear wheel well.
The aileron centering spring mechanism consists of a cam, roller arm support
and two springs. The centering cam is bolted to the control quadrant shaft. A
cam roller is mounted on the roller arm which is mounted on the support. Two
springs are connected between the roller arm and the support to provide the
force necessary to hold the roller against the cam, thus providing aileron con-
trol system centering and artificial feel.
An aileron trim electric actuator is connected between a fixed bracket and the
roller arm support.
Operation
Centering springs hold the roller against the center of the cam until a control
wheel input is made. The cam rotates with the quadrant shaft when an input is
made driving the roller up the inclined cam. This stretches the springs and pro-
vides artificial feel at the control wheel.
Trim input drives the roller arm up the inclined cam. The springs hold the cam
centered, thus backdriving the quadrant assembly. This will cause an input to
the power control units and, through the cables, to the control wheel.

Aileron & Tab
27-10
PRESSURE
AILERON DECK
CONTROL
QUADRANT
CONTROL
QUADRANT
SHAFT
AILERON AILERON
BUS TRIM
DRUMS ACTUATOR
ACTUATOR
ARM
AILERON ROLLER
TRIM ARM
ACTUATOR INPUT
ROD
CENTERING
CENTERING ACTUATOR SPRING
SPRING ATTACH (2 LOCATIONS)
TRIM
(2 LOCATIONS) POINT
MECHANISM
TRIM
SEE A ROLLER
SUPPORT
AILERON CONTROL
CAM
QUADRANT SHAFT
Figure 21 Aileron Centering and Trim Mechanism

Aileron & Tab
27-10
AILERON TRIM ACTUATOR

Purpose
The aileron trim actuator electrically operates the ailerons and control wheels to
adjust the ailerons to a neutral or trimmed (wings level) condition.
Location
The aileron trim actuator is located near the left forward wall of the main wheel
well, adjacent to the centering spring mechanism.
The aileron trim actuator is a 115 volt ac single phase, reversible motor. The
motor is equipped with limit switches, mechanical stops at the stroke ends, and
a brake to limit overcast. The actuator arm is connected to the roller arm sup-
port in the centering spring mechanism. It extends or retracts to position the
ailerons.
Power
Electric power for actuator operation is 115 volts ac from Transfer Bus Number
One through a circuit breaker on P-6.
Control
Two aileron trim switches on the aft end of the control stand control actuator
operation. The switches must be operated simultaneously.
Operation
Aileron trim is only available when at least one hydraulic system is operable.
Operation of the aileron trim switches drives the actuator arm to alter the posi-
tion of the centering spring mechanism. This causes an input to the power con-
trol units that changes aileron neutral. Ten units either direction of aileron trim is
available to move the aileron 15° up or down.
Monitor
An aileron trim indicator is located on the top of each control column.

Aileron & Tab
27-10
FWD
AILERON PCU
INPUT TORQUE
TUBE
CAM ROLLER
ARM CAM HUB
CENTERING
CAM
ROLLER ARM AND

CENTERING SPRING
SUPPORT
AILERON TRIM
ACTUATOR, M1124
L WING
L WING DN
DN
115V AC
XFR BUS 1 L WING
C786 R WING
AILERON DN
DN
TRIM CONTROL
P6-2 CIRCUIT BREAKER R WING

PANEL DN
R WING
M1126 AILERON/ AILERON DN
RUDDER TRIM
CONTROL M1124 AILERON TRIM
(P8-43) ACTUATOR
LEFT RIGHT
WING WING
DOWN DOWN
Figure 22 Aileron Trim Control System

Aileron & Tab
27-10
AILERON AUTOPILOT ACTUATOR

Purpose
Two independent hydraulic autopilot actuators provide autopilot input to the roll
control system.
Location
The autopilot actuators are located on a support bracket mounted on the left
forward wall of the main gear wheel well.
Power
The left autopilot actuator is powered by hydraulic System B, the right by hy-
draulic System A.
Either actuator, as selected, may be used for single channel operation or both
may be selected for dual channel operation.
Control
The output cranks of the autopilot actuators are linked together and connected
to the upper power control unit crank on the aileron quadrant assembly shaft.
Output from either autopilot actuator drives the quadrant assembly resulting in
an input to both power control units.
The autopilot actuators are interchangeable with each other and with the eleva-
tor autopilot actuators.
The autopilot actuator output crank arm contains shear pins (not shown) that
allow a jammed actuator to be overridden by pilot force.

Aileron & Tab
27-10
TRANSFER PRESSURE
VALVE SWITCH
ROD ASSEMBLY
A/P ACTUATOR B SEE A
A/P ACTUATOR A
LEVER ASSEMBLY
LEVER
ASSEMBLY PRESSURE SWITCH
AND ANGLE ADAPTER
ROD ASSEMBLY
ACTUATOR
POSITION
SENSOR
(LVDT)
SHEAR RIVETS A
(4 PLACES)
PCU INPUT
LEVER
Figure 23 Auto Pilot Actuator Location

Aileron & Tab
27-10
AILERON AUTOPILOT ACTUATOR (CONT.)

Each autopilot actuator unit consists of a filter, two solenoid valves, a pressure
regulator and relief valve, an electrohydraulic transfer valve, a main actuator
piston, two detent pistons and a linear transducer.
Power
The left autopilot actuator is powered by hydraulic System B, the right by hy-
draulic System A.
Either actuator, as selected, may be used for single channel operation or both
may be selected for dual channel operation.
Control
The output cranks of the autopilot actuators are linked together and connected
to the upper power control unit crank on the aileron quadrant assembly shaft.
Output from either autopilot actuator drives the quadrant assembly resulting in
an input to both power control units.
Operation
Hydraulic pressure is filtered and delivered to solenoid valve number 1. When
the respective roll channel is engaged, solenoid valve 1 opens and delivers
pressure to solenoid valve number 2 and the transfer valve. Electric signals
from the autopilot operate the transfer valve to control the main piston.
After a delay, to allow the main piston to move to the current position of the
aileron control system, solenoid number 2 opens and delivers pressure, regu-
lated by the pressure regulator, to the detent piston. These detent pistons
clamp the output crank so that movement of the main piston is transmitted to
the output crank. The pilot can override this detent pressure and take over
manual control.
Monitor
The pressure switch is part of the auto pilot engage interlocks. The autopilot
cannot remain engaged with low detent regulator pressure.
The linear transducer sends a follow-up signal to the autopilot.

Aileron & Tab
27-10
DETENT ARM
SOLENOID SOLENOID
AUTOPILOT
TRANSFER FILTER FILTER
VALVE
DETENT
CONTROL
ENGAGE ORIFICE
PRESSURE
PORT
RATE
LIMITING
A/P JET ORIFICES
SIGNAL PIPE RETURN
INPUT PORT
CONTROL
SPOOL
PRESSURE
REGULATOR
AIL HYD & RELIEF
PRESSURE VALVE
SWITCH
ACTUATOR
POSITION
SENSOR
(LVDT)
DETENT
PISTONS
DETENT EXTERNAL INTERNAL
SPRINGS OUTPUT CRANK OUTPUT CRANK
Figure 24 Autopilot Actuator
SPOILER, DRAG DEVICES AND
VARIABLE AERODYNAMIC FAIRINGS 27-60
27-60 SPOILER AND SPEED BRAKE

SYSTEM
INTRODUCTION
Purpose
Spoiler panels are installed to supplement the ailerons for lateral control and to
provide increased drag and reduced lift when used as speedbrakes.
System Description
Five hydraulically powered spoiler panels are installed on each wing. They are
numbered from left to right for identification,
- 0 thru 4 on the left wing and
- 5 thru 9 on the right wing.
The fight spoilers are
- 2, 3, 6, and 7.
- The remaining six are ground spoilers.
Hydraulic Source
The Ground Spoilers are supplied by the
- Hydraulic System A (can be used on Ground only).
Flight Spoiler are supplied by:
- Inboard Flight Spoilers (3 and 6) Hydraulic System A
- Outboard Flight Spoilers (2 and 7) Hydr. System B

GROUND GROUND
SPOILERS SPOILERS
0 1 4 5 8 9
2 3 6 7
FLIGHT FLIGHT
SPOILERS SPOILERS
Figure 25 Spoiler Panel Identification

SPOILER AND SPEED BRAKE SYSTEM OPERATION

Control Sequence Backup
The spoiler panels are divided into two groups: The speed brake lever is manually operated after landing when speed brakes
Flight Spoilers are required and the automatic system is not operable.
- Numbers 2 and 7, outboard.
- Numbers 3 and 6, inboard.
Ground Spoilers
- Numbers 0, 1, 4, 5, 8 and 9.
Flight spoilers operate in two modes:
- Lateral Control - aileron assist or backup
- Speed Brakes - both in flight and on the ground
Ground spoilers operate only as ground speed brakes
Spoiler panels are hydraulically operated:
- Outboard Flight Spoilers - System B
- Inboard Flight Spoilers - System A
- Ground Spoilers - System A
Subsystem Sequence
Flight spoilers assist the ailerons in maintaining airplane lateral control. An in-
put from either control wheel results in an input to hydraulic power control units
via the left cable system. The power control units move one aileron up and the
other down. At rates of roll in excess of 10° control wheel the flight spoilers are
signal led to move in the same direction as the aileron on that wing.
If the left cable system is jammed, the first officer would input through the right
cables and maintain lateral control with the flight spoilers.

Flight spoilers are used as speed brakes in flight. Control is by manual opera-
tion of the speed brake lever through cables to the spoiler mixer and ratio
changer. Flight spoilers on both wings rise when operated as speed brakes.
Normal Sequence
Ground speed brake operation is normally accomplished automatically by an
electric actuator driving the speed brake lever. The pilot arms this system in
flight and, after landing, all of the spoiler panels rise in response to lever move-
ment.

Figure 26 Spoiler & Speed Brake System

SPEED BRAKE CONTROL LEVER

Purpose
The speed brake lever provides the pilot with control over speedbrake opera-
tion.
Location
The speed brake lever is located on the left side of the control stand in the
flight compartment. The forward control assembly is located in the lower nose
compartment.
The speedbake lever is connected to a forward control assembly by a set of
control rods. The forward assembly consists of a cable quadrant connected to
the lever linkage through a no-back brake. An electric actuator is mounted be-
tween structure and the forward control assembly.
Control
The speedbrakes are controlled manually by rotation of the lever which oper-
ates the cables attached to the forward cable quadrant. The speedbrakes are
also controlled automatically by the electric actuator driving both the cable
quadrant and the lever. A speed brake arming switch is actuated by a cam on
the quadrant to arm the electric actuator for automatic operation.
Operation
The speedbrake lever is held in a detent in the control stand by a compression
spring when positioned to the full down position. The lever must be lifted clear
of the detent and rotated to operate the speed brakes.
A cam is incorporated in the thrust reverser drum assembly which will lift the
speed brake lever out of the down detent whenever thrust reverse is selected.
A refused takeoff switch is actuated when this happens to arm the electric ac-
tuator. Ground speedbrakes will automatically deploy if the airplane is on the
ground with wheelspeed above 60 knots.
Monitor
speed brake takeoff warning switch inside the control stand sends a signal to
the takeoff aural warning system whenever the speedbrake is moved out of the
down detent.

SPEED BRAKE
SEE A CONTROL LEVER
SPEED BRAKE LEVER

TAKEOFF WARN. SWITCH
CONTROL
CABIN FLOOR
SPEED BRAKE
LEVER BRAKE
MOUNTING
SCREWS
SPEED BRAKE
SPEED BRAKE LEVER ACTUATOR
FORWARD DRUM
FWD INBD
SPEED BRAKE
ARMING SWITCH,
S276
Figure 27 Speed Brake Control Lever

SPEED BRAKE LEVER NO-BACK BRAKE

Purpose
The speed brake lever no-back brake prevents the lever from being reposi-
tioned by vibration or cable feedback.
Location
The no-back brake is part of the speed brake forward control assembly,
mounted on the ceiling of the lower nose Compartment.
The no-back brake consists of an input arm, a shoe assembly, a drive arm, a
brake quadrant, a shaft and a support bracket. The lower control rod from the
speed brake lever is attached to the input lever. The speed brake lever electric
actuator is attached to the support bracket which is bearing mounted on the
shaft. The outboard end of the shaft is splined for attachment of the speed
brake forward drum.
Control
Four pins in the shoe assembly are spring-loaded against the quadrant. The
shoe assembly is mounted on a pivot pin through the drive arm. The drive arm
is fixed to the shaft and rotates with the shaft and drum. The brake quadrant
aid support bracket are held from rotating by the electric actuator. A rotational
force applied to the forward drum is transmitted to the shoe assembly through
the pivot pin. This force on the shoe assembly results in a locking action by two
diagonally opposed locking pins.
Operation
Motion of the input arm caused by rotation of the speed brake lever causes
striker bolts to unload the pins in the shoe assembly, unlocking the brake. This
allows the drive arm to rotate the shaft. When lever rotation is stopped, the
compression spring returns the shoe pins to the locked position.
Operation of the electric actuator rotates the support bracket and quadrant as-
sembly. The pins remain locked to the quadrant and the motion is transmitted
through the shoe assembly to the drive arm causing the shaft to rotate. The
speedbrake lever is also driven through the input arm. A force at the speed
brake lever will unlock the shoe assembly and override the electric actuator.

CONTROL ROD
DRIVE ARM
SPEED
INPUT BRAKE LEVER
ARM ACTUATOR
SPEED BRAKE LEVER BRAKE SCHEMATIC
SHOE
ASSEMBLY
SHOE PIN (4) SHAFT
SHOE PIVOT PIN

ALLOY STEEL SUPPORT
FRICTION BRACKET
QUADRANT
SPEED BRAKE LEVER BRAKE
Figure 28 Speed Brake Lever Brake

SPOILER CONTROL QUADRANT ASSEMBLY

Purpose
The spoiler control quadrant assembly provides the lateral control system input
to the flight spoilers.
Location
The spoiler control quadrant is located in the pressurized area above the right
main gear wheel well. The shaft projects into the wheel well, near the forward
wall.
The assembly consists of a spoiler control quadrant attached to the first offi-
cer’s (right cables) and a shaft containing two cranks.
Control
A spring cartridge is connected between the upper aileron bus drum shaft and
the input crank at the base of the spoiler control quadrant shaft.
A ratio changer input rod is connected between the output crank near the top of
the quadrant shaft and the spoiler mixer and ratio changer.
The spoiler system is isolated from the aileron system by four shear rivets at
the attach point between the spring cartridge and the control quadrant shaft
input crank.
Operation
When the aileron power control units drive the bus drums to position the aile-
rons, rotation of the upper bus drum shaft rotates the input crank on the spoiler
quadrant shaft through the spring cartridge. This drives the ratio changer input
crank to operate the spoiler mixer linkage. The linkage rotates cable quadrants
mounted on the ratio changer to signal the flight spoilers to move up on one
wing and down on the other.

CABLES TO
TRANSFER
MECHANISM
WHEEL WELL
FORWARD
BULKHEAD
SPOILER
CONTROL
QUADRANT
GROUND SPOILER
RATIO CONTROL VALVE
CHANGER
SPOILER INPUT ROD
FWD RATIO
CHANGER
SEE A SPOILER MIXER
WHEEL WELL
CEILING
SHEAR RIVETS
(4 PLACES)
SPOILER OUTPUT
QUADRANTS
AILERON SPRING
CARTRIDGE
AILERON BUS
DRUMS
Figure 29 Spoiler Control Quadrant and Spoiler Mixer

SPOILER MIXER
Purpose Operation
The spoiler mixer combines lateral input from the aileron system with speed Counterclockwise rotation of the speedbrake input quadrant operates the link-
brake Iever position to allow the flight spoilers to augment lateral control when age in the mixer to cause an UP signal at both output quadrants. Clockwise
simultaneously being used as speedbrakes. rotation causes a DOWN signal at both quadrants. In either case the linkage
also positions the ground spoiler control valve. The no-back device prevents
Location quadrant movement in either direction unless actuated by an input from the
The spoiler mixer is mounted on the spoiler ratio changer located on the for- speedbrake lever.
ward bulkhead of the right wheel well. Inputs from the aileron system through the ratio changer rotate the mixer cam.
Clockwise rotation of the cam drives the lower part of the linkage to provide an
UP signal to the left output quadrant and a DOWN signal to the right output
The spoiler mixer housing is fastened to the ratio changer by four bolts and quadrant. Counterclockwise cam rotation reverses the signals to the output
four splined shafts which mate with the ratio changer. These shafts are speed- quadrants.
brake input, aileron input, left spoiler output and right spoiler output. An addi-
tional shaft on the mixer provides the speed brake signal to the ground spoiler Maintenance Practices
control valve. Sealed bearings are used in all linkages, so the housing contains no oil. The
The housing of the spoiler mixer contains an aileron cam and related levers spoiler mixer may be removed from the airplane without disturbing the rigging
and links. of the cables or linkage.
Input/Output
Two separate inputs operate the spoiler mixer linkage. Aileron system input
from the right quadrant assembly controls the spoiler mixer cam through the
ratio changer. Input from the speedbrake lever is by cables from the forward
quadrant to the speed brake quadrant mounted on the ratio changer.
A no-back device is added to the speedbrake input quadrant to ensure that
spoiler authority for lateral control is maintained if speed brake cable failure
occurs.

CPT. NORMAL F/O SPEED

CONTROL CONTROL
BRAKE
WHEEL WHEEL
LEVER
ALTERNATE
AILERON spring cartridge

PCU’S
RATIO
CHANGER
SPOILER MIXER >31_ SPEED

BRAKE
ASYMMETRICAL SYMMETRICAL LEVER
GROUND
OR SPOILER
CONTROL
VALVE
GROUND
AIR/GRD SIGNAL SPOILER

INTERLOCK
VALVE
MIN.1,5”
FLIGHT RIGHT
GROUND
MAIN
SPOILER LANDING SPOILER
GEAR
2, 3, 6 AND 7 0, 1, 4, 5, 8 AND 9
Figure 30 Spoiler Mixer Control Schematic

THIS PAGE INTENTIONALLY LEFT BLANK


SPEED BRAKE LEVER DOWN
SPEED BRAKE LEVER IN-

TERMEDIATE
SPEED BRAKE LEVER UP

Figure 31 Spoiler Deflection Schematic

SPOILER RATIO CHANGER

Purpose
The ratio changer varies the magnitude of the output to the spoiler mixer for a
given magnitude of input from the aileron system, depending on speed brake
lever setting. The output decreases as speed brakes are raised.
RATIO CHANGER
INPUT ROD RIGHT SPOILER
Location OUTPUT QUADRANT
The spoiler ratio changer is mounted on the forward bulkhead of the right wheel RIGGING PIN HOLE
well. WSA
SPEED BRAKE
INPUT QUADRANT
LEFT SPOILER WSB
The ratio changer case supports spoiler output quadrants and a speedbrake OUTPUT QUADRANT
quadrant. A ratio changer input rod from the spoiler control quadrant connects
to a bell crank mounted on the ratio changer case. Two rollers engaged in a
WSA
slot in the bellcrank are connected to a lever and a link. The lever is connected
to a crank that drives the spoiler mixer cam. The link is connected through a
lever and two part link to the speedbrake quadrant.
RIGGING PIN HOLE
Operation
Rotation of the speed brake quadrant moves the rollers in the bellcrank. Mov- WSB
ing the speed brake quadrant to raise the spoilers will cause the rollers to move
toward the bell crank pivot. This will cause a decrease in the magnitude of the
ratio changer output for a given input.

PIVOT POINT
STRUCTURE PIVOT
SHAFT
RATIO CHANGER
INPUT ROD AILERON SPRING CABLES
CARTRIDGE SBA = SPEED BRAKES UP
BELL CRANK
SBB = SPEED BRAKES DOWN
WSA = SPOILERS UP
WSB = SPOILERS DOWN
ROLLERS
TWO PART LINK SPOILER CONTROL
QUADRANT
AILERON
BUS DRUM
SBA LEVER
SPEED BRAKE
INPUT QUADRANT RIGGING
PIN HOLE
SBB TO GROUND SPOILER
CONTROL VALVE
UP UP
WSA WSA
RIGGING
PIN HOLE
LEFT SPOILER
OUTPUT QUADRANT
RIGHT SPOILER
OUTPUT QUADRANT
WSB WSB
UP UP
RIGGING AILERON
PIN HOLE CAM
Figure 32 Spoiler Mixer Schematic

FLIGHT SPOILER CONTROL QUADRANTS

Purpose
The spoiler control quadrants operate the flight spoiler hydraulic actuators in
response to cable inputs from the spoiler mixer linkage.
Location
One control quadrant for each flight spoiler is bracket mounted on the hydraulic
actuator support fitting on the rear wing spar.
Two cables from the ratio changer output quadrants are attached to each
spoiler actuator quadrant. Each quadrant pivots on two sealed bearings to drive
a crank connected to it by two shear rivets. The crank is connected to the ad-
justable input arm by an input link.
Operation
Commands from the spoiler mixer and ratio changer are transmitted to the ac-
tuator quadrant by cables. Rotation of the quadrant operates the input arm to
port hydraulic pressure inside the actuator and position the spoiler panel.
Spoiler pickup, that amount of pilots control wheel rotation when the spoilers
start moving up, is set by adjusting a hex head adjusting bolt on the input arm.
It is set at 11_ control wheel rotation.
Clearance between spoiler and trailing edge flap is adjusted at the rod end.

FLIGHT SPOILER
SPOILER TO
FLAP CLEARANCE
+0.10
0.03 INCH
-0.00
1
RUB STRIP
1 MEASURE THE CLEARANCE BETWEEN

THE RUB STRIP AND THE MIDFLAP
AT THE NEAREST POINT
CHECKNUT
LOCKING
KEY
ACTUATOR
PISTON ROD LINK
ACTUATOR
CHECKNUT
ADJUSTMENT
SCREW
INPUT ARM
ACTUATOR
PISTON ROD
ACTUATOR
INPUT ARM
Figure 33 Flight Spoiler Control Quadrants

FLIGHT SPOILER ACTUATOR

Purpose
A flight spoiler hydraulic actuator is installed to position each of the flight spoil-
ers.
Location
Each actuator is trunnion mounted to a support fitting on the rear wing spar
beneath each spoiler panel.
Each of the identical actuators includes a cylinder, actuator rod and piston,
control valve, filter, relief check valve, blow-down check valve, extension check
and thermal relief valve, snubber check valve and overtravel pistons. Hydraulic
pressure and return lines are connected to the actuator through trunnion fit-
tings. The piston rod end of the actuator is attached to the spoiler.
Control
With hydraulic pressure turned off, the over travel pistons are relaxed prevent-
ing the input lever from transmitting motion to the control valve thru the internal
crank. Springs reseat the extension check and thermal relief valve, trapping
hydraulic pressure on the actuator, to prevent spoiler float. Excess pressure on
the down side of the piston will open the thermal relief valve and relieve this
pressure. When hydraulic pressure is applied, the overtravel pistons are pres-
surized to clamp the internal crank. This allows rotation of the external input
lever to position the main control valve. The extension check and thermal relief
valve is also pressurized open.
Operation
With the spoilers retracted and the piston in the full down position, an up signal
to the control valve allows hydraulic fluid to flow to the base of the cylinder and
through the snubber check valve to the piston. The piston is extended to posi-
tion the spoiler panel up.
The snubber check valve prevents a hydraulic lock when the piston is in the full
down position.
The blow-down check valve in the pressure line allows the spoilers to blow
down at critical speeds.

THERMOSTAT BLOW-DOWN
FILTER
VALVE CHECK VALVE
RELIEF CHECK VALVE
EXTENSION CHECK AND

>> THERMAL RELIEF VALVE
CONTROL
VALVE
SPOILER UP
OVERTRAVEL
PISTONS
ACTUATOR
SNUBBER ROD AND
RETURN CYLINDER CHECK VALVE PISTON
PRESSURE
PORT PORT
INPUT LEVER (EXTERNAL)
RETRACT EXTEND
Figure 34 Flight Spoiler Actuator

HAM US/E
HAM US/E sp
SPOILER SHUTOFF VALVE

Purpose Operation
Spoiler shutoff values are installed in the flight controls hydraulic module to Both spoiler shutoff valve switches are normally guarded ON. The 28 volts dc
control hydraulic power to the flight spoiler actuators. is applied to the open windings of the valve, opening it to pass hydraulic pres-
sure to the flight spoiler actuators system A to 3 and 6 and system B to 2 and
Location 7. Moving the switch OFF applies power to the close windings to drive the
Spoiler shutoff valves are located on the left side of each flight controls hydrau- valve closed and remove hydraulic pressure from the respective actuators.
lic module at the left (A system) and right (B system) outboard sides of the
main wheel well forward wall. Monitor
There are no indicator lights associated with the flight spoiler shutoff valves.
Physical Description/Features Valve position can be monitored by the position lever. Valve ON (OPEN) is
The spoiler shutoff valve is identical to the flight controls shutoff valve. It is a position 1 and valve OFF (CLOSED) is position 2.
spool valve mounted in a cavity in the flight controls hydraulic module, attached
by four bolts with an electric motor attached to the valve by four bolts. The mo- Maintenance Practices
tor is splined to a cam which converts rotary motor action to linear spool travel. Spoiler shutoff valves and flight controls shutoff valves are interchangeable.
The valve is equipped with a manual override lever and position indicator. The valve and motor can be replaced as a unit or the motor can be replaced
separately.
Power
The spoiler shutoff valves are powered electrically by 28 volts dc from bus 2
through a single circuit breaker on P6.
Control
The valves are independently controlled electrically by either the spoiler A or
spoiler B switch on the forward overhead panel. Either valve can also be con-
trolled manually by the manual override lever.
HAM US/E sp Oct 96 Page: 70

FLT CONTROL STANDBY

A B HYD
LOW
QUANTITY
A ON B ON
LOW
PRESSURE
OFF OFF
STDBY STDBY
RUD RUD
ALTERNATE FLAPS
ARM
LOW LOW UP
PRESSURE PRESSURE
OFF
SPOILER
DOWN
A B OFF
FLIGHT SPOILER
ACTUATOR (TYPICAL)
ON 2 1 ON
FEEL DIFF
PRESS
OFF OFF
SPEED TRIM
FAIL 1
MACH TRIM
YAW DAMPER FAIL
YAW AUTO SLAT
DAMPER FAIL
2
OFF
ON
HYDRAULIC HYDRAULIC
SYSTEM”A” SYSTEM”B”
PRESS RET RET PRESS
SPOILER
SHUTOFF FLIGHT CONTROLS

VALVE SHUTOFF VALVE
5 6 5 6
3 7 3 7
4 2 4 2
Figure 35 Flight Spoiler Hydraulic System

GROUND SPOILER CONTROL VALVE

Purpose
A ground spoiler control valve is installed to control hydraulic pressure to the
ground spoiler actuators.
Location
The valve is bolted to a bracket on the outboard side of the right main gear
wheel well forward wall.
The valve consists of a piston and sleeve assembly enclosed in a valve body
that has five external ports connected to drilled passages in the sleeve. A lever
which pivots about a lug on the valve body is connected to the piston. The op-
posite end of the lever is connected by a pushrod to a crank on the spoiler
mixer.
Control
Moving the speedbrake control lever in the flight compartment rotates the
speedbrake input quadrant on the spoiler mixer. This operates the spoiler mixer
linkage to transmit motion through the crank and pushrod to the control valve.
Operation
When the speed brake control lever is in the DOWN position, the valve ports
hydraulic pressure directly to the down ports of the ground spoiler actuators. As
the control lever begins to move aft, the valve moves through a neutral position
where the pressure port is blocked and all other ports are connected to return.
As the speed brake [ever is moved further aft, the control valve supplies pres-
sure to a ground spoiler bypass valve in the line to the up ports of the ground
spoiler actuators. The actuator down ports are connected to return through the
control valve.

GROUND SPOILER
ACTUATOR LINKAGE
TO GROUND
SPOILERS NO. 8
AND 9
TO GROUND
SPOILERS NO. 0,
1 AND 4
GROUND SPOILER NO. 5
GROUND UP
SPOILER
DOWN TO SYSTEM A
ACTUATOR
RETURN
FROM SYSTEM
A PRESSURE
RIGHT GROUND SPOILER

LANDING CONTROL VALVE
GEAR FLEXIBLE
DRIVE ROD
SPOILER
MIXER
RATIO CHANGER
GROUND
SPOILER
INTERLOCK
VALVE SBB
CONTROL
UPPER
SPEED BRAKE CABLES
TORSION LINK
INPUT QUADRANT SBA
FWD TO FORWARD
DRUM MECHANISM
Figure 36 Ground Spoiler Control Valve

GROUND SPOILER IINTERLOCK VALVE

Purpose
The ground spoiler interlock valve is provided to limit the use of ground spoilers
to ground operation.
Location
The valve is secured to a bracket on the aft side of the rear wing spar above
the right main gear trunnion.
The valve consists of a three port housing with passages for hydraulic fluid and
a valve slide. The slide is actuated by a bellcrank that is connected by a tele-
flex cable to the upper torsion link.
Control
The ground spoiler interlock valve is controlled through the teleflex cable by
extension and compression of the right main gear shock strut.
Operation
With the landing gear retracted the shock strut inner cylinder is fully extended.
The position of the upper torsion link closes the bypass valve and blocks pres-
sure from reaching the ground spoiler actuator up ports. With the landing gear
extended, the valve continues to block hydraulic pressure until the right main
gear shock strut is compressed by contacting the ground. As the inner cylinder
is compressed, the upper torsion link moves the teleflex cable to open the by-
pass valve and connect the ground spoiler control valve to the up port of the
actuators.
Adjustment and test of the ground spoiler bypass valve must be accomplished
with the airplane jacked so that the right main gear shock strut is fully extended

GROUND
SPOILER
ACTUATOR
SPOILER SPOILER SPOILER SPOILER SPOILER SPOILER

NO. 0 NO. 1 NO. 4 NO. 5 NO. 8 NO. 9
LANDING GEAR
GROUND SPOILER SAFETY SENSOR
1 3 ACTUATORS
CONTROL VALVE 2
5 4 GROUND SPOILER
SEE A 3
1 2 INTERLOCK VALVE
SYSTEM A PRESSURE
FWD
SEE B
SYSTEM A RETURN
INTERLOCK
VALVE CABLE
5 4 5 4
INTERLOCK
3 3 1 3 1 3 VALVE
YOKE
1 2 1 2 2 2
HYDRAULIC
LINE
SPOILERS DOWN SPOILERS UP OLEO COMPRESSED OLEO EXTENDED HYDRAULIC
TUBES
GROUND SPOILER CONTROL VALVE GROUND SPOILER INTERLOCK VALVE
B GROUND SPOILER
A B INTERLOCK VALVE
Figure 37 Ground Spoiler Interlock Valve

OUTBOARD GROUND SPOILER ACTUATOR

Purpose
One ground spoiler actuator is installed to position each outboard ground
spoiler panel.
Location
The actuator housing is connected to a support on the rear wing spar and the
piston rod end is connected to the spoiler panel.
Each actuator contains an internal mechanical lock which locks the actuator in
the retract position. A spring maintains this lock when hydraulic pressure is re-
moved.
The bearing mounted actuator housings and swivel joints in the hydraulic lines
allow the actuators to rotate as the spoilers are positioned.
Operation
With the piston retracted, locking keys are springloaded to the locked position.
Directing extend hydraulic pressure to the actuator compresses the locking pis-
ton against the spring and allows the keys to move inward. This unlocks the
piston and allows it to extend. The spoiler panel extends to 60° from the down
position.
Outboard ground spoiler panel travel is limited by the stroke of the hydraulic
actuator. There are no mechanical stops.

ACTUATOR PISTON SPOILER TO

ROD END GROUND FLAP CLEARANCE
SPOILER +0.10
SEE A 0.03 INCH
-0.00
1
RUB
FLAP
STRIP
LOCKING KEY
RETRACT PORT PISTON AND

TAPERED ROD ASSEMBLY
LOCKING
PISTON
LOCKING KEY
EXTEND PORT
LOCKING SPRING
1 MEASURE THE CLEARANCE BETWEEN THE RUB STRIP

AND THE MIDFLAP AT THE CENTER OF SPOILER PANEL
Figure 38 Outboard Ground Spoiler Actuator

INBOARD GROUND SPOILER ACTUATOR

Purpose
Two identical actuators and actuator linkages are used to position each inboard
ground spoiler.
Location
Each actuator housing is connected to a support on the rear wing spar and the
piston is attached to the linkage.
Each actuator contains an internal mechanical lock, similar to that described for
the outboard actuators, that locks the actuator in the extend position (spoiler
down).
The actuator linkage consists of an idler crank and push rod.
Operation
When up hydraulic pressure is directed to the actuator the mechanical lock is
released, allowing the piston rod to retract. This rotates the idler crank and
drives the push rod to raise the spoiler panel. The spoiler panel rises to 60°
above the down position.
Maximum extension is limited by the stroke of the hydraulic actuator. There are
no mechanical stops.

IDLER
CRANK GROUND
PUSHROD SPOILER
GROUND
SPOILER
ACTUATOR FLAP
RUB STRIP
TAPERED
LOCKING
EXTEND PORT
PISTON
PISTON AND
LOCKING SPRING
LOCKING KEY ROD ASSEMBLY
RETRACT PORT
1 SPOILERS NO. 4 AND 5

SPOILER TO FLAP CLEARANCE
Figure 39 Inboard Spoiler Actuator

SPEED BRAKE LEVER ACTUATOR

Purpose
The speed brake lever electric actuator is installed to automatically actuate the
ground speed brakes to aid braking during the landing roll.
Location
The speed brake lever actuator is connected between structure in the lower
nose compartment and a support bracket on the no-back brake mechanism.
The actuator consists of a 28 volt dc electric motor, gearing, a displacement
rod, nonjamming mechanical stops and adjustable limit switches. The limit
switches are bench adjusted to limit the stroke at the extended and retracted
position. The gearing prevents actuator motion due to external loads.
SPEED BRAKE ARMING SWITCH (S 276)

The speed brake arming switch (S 276)
- is mounted on the left ceiling area, in the lower nose compartment.
- is operated by the movement of the speed brake lever (armed)
- switches electrical power to the automatic speed brake system.
- is a signal to terminate (disarm) the autobrake operation, when it’s ac-
tive, if the speed brake lever was restowed to the down detent position.

SPEED BRAKE DOWN

INDICATOR DETENT
PLATE
SEE B
ARMED
B
SPEED BRAKE
CONTROL LEVER
SEE A
CONTROL
CABIN FLOOR
FLIGHT
A DETENT
SPEED BRAKE
FORWARD DRUM
ROLLER UP
ACTUATOR SPEED BRAKE
LEVER ACTUATOR
A
ARMED A
FWD INBD B
DETENT MOUNTING
SCREWS
CAM ROLLER
LEVER ARM
CAM CAM SPEED BRAKE

ARMING SWITCH,
S276
FLIGHT
DETENT FORWARD A-A
DRUM
QUADRANT
Figure 40 Speed Brake Lever Actuator

RTO SWITCH (S 650)

The RTO (rejected takeoff) - Switch (S 650)
- is located on the left side of the control stand.
- will be switched by movement of the thrust revers levers (48_ ) into the
reverse position.
- energizes the RTO - Relay (electronic compartment) to supply the auto-
matic speed brake control module.

SPEED
LOCATION E+E COMPARTMENT BRAKE
LEVER
E 3-2 RTO - RELAY ENGINE NO. 1
THRUST DRUM
CAM FOLLOWER
RTO SWITCH
ENGINE NO. 2
SPEED BRAKE
SEE A THRUST DRUM
INDICATOR
CAM FOLLOWER
PLATE
SWITCH SPEED BRAKE

ACTUATING DOWN DETENT
ARM
SPEED BRAKE
LEVER LIFTING
ARM
LIFTING
TAB
RTO
ACTUATION
SHAFT
(SPLINED)
THRUST DRUM FWD

CABLE GUARDS
Figure 41 RTO Switch Location

AUTOMATIC SPEED BRAKE LEVER ACTUATOR

Power Operation
Electrical power to activate the speed brake lever actuator is 28 volts dc from The pilot positions the speed brake lever to ARM prior to landing for automatic
Bus number 2 through a circuit breaker on P-6. speed brake operation. This resets K6 and K7, the air/ground relays inside the
auto speed brake module. After landing, wheelspeed signals from the antiskid
Control system or air/ground sensing causes the actuator to drive the lever to the UP
When the speed brake lever is in the down detent no electrical power is pro- position. All spoiler panels respond to speed brake lever position.
vided to the lever actuator electrical circuit. The air/ground signal times out 4 seconds after ground is sensed.
Moving the lever to the ARMED position actuates S-276, by a cam attached to The speed brakes are lowered and the actuator is reset by the pilot advancing
the forward quadrant, and supplies electric power to the system. After landing either throttle after rollout.
with both throttles retarded, power is applied to the raise side of the actuator
During the takeoff roll the speed brake lever is in the down detent. If the pilot
motor when the wheels spin up above 60 knots. A ground signal from air
selects reverse thrust, a cam pushes the lever out of the down detent and acti-
/ground sensing will provide the same result in the absence of the wheelspeed
vates S-650. The actuator will raise the speed brakes if wheelspeed is above
signal.
60 knots.
Electrical power can also be provided to the control circuit when the thrust re-
verse levers are moved to reverse by activating RTO switch S-650. During the Monitor
takeoff roll power is applied to the actuator motor only when wheelspeed is four blue lights on the front of the auto speed brake module are connected to
above 60 knots. the four wheel speed relays (K1 through K4). The lights illuminate whenever
the respective relay is energized.
Input/Output
The primary input to the electrical circuit in the auto speed brake module that
will power the speed brake lever actuator to raise the lever after arming is from
the anti skid system. A wheelspeed above 60 knots signal is required from one
wheel of each of these pairs; left inboard or right outboard and left outboard or
right inboard.
The alternate input to raise the lever is from the E11, landing gear logic shelf.
Both the air sensing relay and the ground sensing relay must be energized to
the ground mode. This alternate signal is removed 4 seconds after ground is
sensed.
The input to remove a raise signal and energize the lower side of the actuator
motor is from switches that are activated by advancing either throttle or de-
pressing test pushbutton 3.
Output of the auto speed brake module is to the raise or lower contacts of the
lever actuator motor.

Figure 42 Automatic Speed Brake System

AUTOMATIC SPEED BRAKE INDICATION

Purpose
The speed brake indicating system monitors the automatic speed brake control
system for electrical failures.
Location
Two indicator lights are located on the center instrument panel, P2.
The lights are controlled by circuits inside the auto speed brake module
installed on the E3 rack in the Electronic Equipment Compartment. Three indi-
cating system test switches are installed on the center instrument panel, P2.
A green SPEED BRAKE ARMED light illuminates to indicate no faults in the
automatic ground speed brake electrical system.
- No speed brake test button pushed
- and
- At least one (inboard or outboard) antiskid channel ON and operative
- and
- Speed brake lever actuator in lower position
- and
- Speed brake electrical circuitry ready to operate.
The amber SPEED BRAKE DO NOT ARM light illuminates when an electrical
failure is detected.
- Any speed brake test button pushed
- or
- Total antiskid OFF or inoperative
- or
- Speed brake lever actuator not in lower position
- or
- Speed brake electrical circuit malfunction.

SPEED BRAKE
ARMED
(g)
SPEED BRAKE
DO NOT ARM
(a)
Figure 43 Automatic Speed Brake Indication

AUTOMATIC GROUND SPEED BRAKE OPERATION

Operation
Electrical power for the control circuit inside the auto speed brake module is 28 Pilot response to an amber light is to return the speed brake lever to the down
volts dc from bus 2 through the auto speed brake circuit breaker. The lights are detent and manually operate the speed brakes after landing. Operation of the
powered from the same circuit breaker through R87, auxiliary master dim relay. indicating system can be tested using the three pushbuttons on the center
panel. The speed brake lever must be moved to armed and a green light illumi-
Control nated to conduct the test. Proper light response to depressing one of the push-
The indicating system is activated when the speed brake lever is moved to the buttons is green light extinguishes and amber light illuminate’. Release the
ARMED position. Inputs to the indicating system are from the lower contact of pushbutton and the lights return to normal.
the speed brake lever actuator, antiskid system failure monitoring and the auto Test switch 1 simulates a short to power failure of a wheel speed relay (K1 or
speed brake control circuitry. Output is to the green or amber light as appropri- K3).
ate. The lights are interlocked so that only one light can be illuminated at a
Test switch 2 simulates a short to ground failure of a wheelspeed relay (K2 or
given time.
K4).
Normal Sequence Test switch 3 simulates a throttle advanced and applies power on the BUS.
The green SPEED BRAKE ARMED light illuminates whenever the speed brake
lever is moved to armed, at least one anti skid channel is on and operative, and
none of the monitored electrical failures exist.
The amber SPEED BRAKE DO NOT ARM light illuminates whenever the
speed brake lever is moved to armed and at least one of the following condi-
tions are present:
- Speed brake lever actuator is not fully retracted to the speed brake lower
position.
- Both anti skid channels either off or inoperative
- Electrical power in the distribution (BUS) system. Most likely at the nor-
mally open contacts of K-1 and K-3.
- Ground available in the distribution (BUS) system. Most likely at the nor-
mally open contacts of K-2 and K-4.

ÇÇÇÇÇÇÇ
ÇÇÇÇÇÇÇ
ÇÇÇÇÇÇÇ
ÇÇÇÇÇÇÇ
ÇÇÇÇÇÇÇ
ÇÇÇÇÇÇÇ
ÇÇÇÇÇÇÇÇÇÇ
LIGHT CIRCUIT
Figure 44 Automatic Speed Brake Circuit
RUDDER & TAB
27-20
27-20 RUDDER & TAB

INTRODUCTION
Purpose
The rudder provides yaw control of the airplane around the vertical axis.
System Description
A single conventional rudder without tab is powered by a main power control
unit supplied by hydraulic systems A and B. A separate power control unit sup-
plied by the standby system provides backup power. Any one of the three hy-
draulic systems will provide effective rudder control. The power·control units
are actuated by cables operated from either the captains or first officers rudder
pedals. Rudder trim is accomplished by operating a trim control switch on the
aisle stand that inputs to the power control units via an electric actuator
mounted on the feel and centering mechanism.

RUDDER & TAB
27-20
TORQUE
TUBE
RUDDER FEEL AND

CENTERING UNIT
RUDDER AFT
CONTROL
QUADRANT
SEE A
CONTROL
STAND
RUDDER TRIM
KNOB
Figure 45 Rudder & Tab Introduction

RUDDER & TAB
27-20
RUDDER SYSTEM
General Component Locations
The rudder is mounted on the aft side of the vertical stabilizer. The power con-
trol units and aft control components are installed inside the vertical stabilizer,
forward of the rudder.
The rudder system is operated from the flight compartment by either the rudder
pedals or the rudder trim switch.
General Subsystem Features
The rudder is operated by hydraulic power only. There is no manual reversion
capability. Normal operation is with both system A and system B applied to the
main power control unit. The standby system can be applied through the
standby power unit when it is selected. No more than two hydraulic systems
can power the rudder at a giver time.
Wind gust protection for the rudder is hydraulic dampening. Maximum rudder
travel is limited by actuator piston stroke.
System Interfaces
The rudder is also controlled by the yaw damper system to prevent dutch roll.
This system operates through the system B hydraulic control section of the
main power control unit. The yaw damper system operates independently of
the rudder control system and does not result in feedback at the rudder pedals.
The yaw damper system will be covered in the autoflight block of instruction.
General Operation
Control of the rudder is by either set of rudder pedals. They operate forward
quadrant assemblies which move cables to rotate a torque tube that drives in-
put control rods to the power control units and to the rudder feel and centering
mechanism. The pressurized power control unit will then actuate, deflecting the
rudder.
Rudder trim is accomplished by rotating a switch on the aisle stand. This oper-
ates an electric actuator that drives the rudder feel and centering mechanism to
rotate the torque tube and actuate the input rods. The pressurized power con-
trol unit deflects the rudder.
HAM US/E May 97 Page: 92

RUDDER & TAB
27-20
RUDDER
STANDBY RUDDER ACTUATOR
STANDBY RUDDER
SEE B ACTUATOR
RUDDER STANDBY INPUT ROD
RUDDER AFT POWER UNIT
CONTROL
QUADRANT
FEEL AND CENTERING EXTERNAL

MECHANISM SUMMING LEVER
TRIM AND
RUDDER
TRIM ACTUATOR FEEL ROD
RIG PIN
INPUT LINK
INPUT CRANK
RUDDER POWER UNIT
INPUT ROD
RA RB
RUDDER CONTROL TORQUE TUBE
CABLES CONTROL ROD
LOWER CRANK
(BELL CRANK)
FEEL AND CENTERING

MECHANISM CRANK
FEEL AND CENTERING
MECHANISM
FWD
RUDDER TRIM
ACTUATOR
RB RUDDER AFT
CONTROL QUADRANT B
RA
Figure 46 Rudder Control System

HAM US/E May 97 Page: 93
RUDDER & TAB
27-20
RUDDER SYSTEM PRESSURE REDUCER

General
To lessen the effects of large rudder deflections, a hydraulic rudder pressure
reducer in the A hydraulic system supply line to the main rudder PCU is
installed.
This will reduce available rudder authority by approx. 20 percent during those
phases of flight when large rudder deflections are not required. This reduced
authority will enhance safety by reducing the airplane’s reaction to full rudder
inputs and allow the ailerons and spoilers to be more effective in counteracting
an excessive rudder input.
Together with the rudder pressure reducer, a new yaw damper coupler is
installed, too. Failure of the new yaw damper coupler results in the yaw damper
coupler to disengage.
Physical Description
The rudder pressure reducer is connected to the A system hydraulic line up-
stream of the main rudder PCU.
Hydraulic pressure to the rudder is reduced to 1000 psi when the airplane
climbs above 1.000 ft AGL (CM1 RA). Hydraulic pressure returns to normal
when
- the airplane descends through 700 ft AGL, or
- lf B hydraulic system depressurizes, or
- whenever the N1 difference between the left and right engine exceeds
45 percent.
If the rudder pressure reducer valve falls to switch back to the full pressure
mode, the FLT CONTROL LOW PRESSURE light will illuminate. To reduce
nuisance annunciations, a 5 second delay is incorporated before the yaw

damper coupler will sense to illuminate or extinguish the light.
HAM US/E sp Aug 00 Page: 94

RUDDER & TAB
27-20
STA
1104
FWD
NORMAL
POSITION
HIGH PRESSURE
POSITION
Figure 47 Rudder Pressure Reducer
RUDDER & TAB
27-20


RUDDER & TAB
27-20
Figure 48 Rudder Pressure Reducer Circuit

RUDDER & TAB
27-20
RUDDER PEDAL ASSEMBLY

Purpose
The captain and first officer are each provided with a pair of rudder pedals used
for controlling the airplane about the vertical axis.
Location
The rudder pedals are located below the captain’s and first officer’s instrument
panels. Rudder pedal support and quadrant assemblies are in the lower nose
compartment.
Each pair of pedals consist of right and left pedals mounted on a shaft. The
pedal shaft is attached to the upper end of the pedal arm assembly. The lower
end of the pedal arm assembly is mounted on a support shaft attached to
structure below the floor.
Fore and aft movement of the pedals is transmitted by two pushrods to a jack-
shaft yoke. The rotary motion of the yoke is passed to the forward quadrant by
means of the jackshaft. Both sets of control pedals respond equally because
they are bussed together by means of a pushrod connecting the two jackshaft
assemblies.
Control
Each set of rudder pedals can be adjusted independently by means of a rudder
pedal adjust knob located on the instrument panel, forward of the control
wheel. The knob must be pulled aft to permit crank rotation.
Rotation of the crank operates a flexshaft to drive a jackscrew which moves the
yoke fore and aft. Rudder pedal adjustment crank and crank handle stops are
installed to prevent the rudder pedal adjustment screw from being backdriven
by heavy foot pressure applied simultaneously to both rudder pedals.
HAM US/E sp May 97 Page: 98

RUDDER & TAB
27-20
RUDDER
STANDBY RUDDER
ACTUATOR
RUDDER
RUDDER AFT POWER UNIT
CONTROL
QUADRANT
AFT RIGGING
FORWARD
FEEL AND CENTERING RUDDER PEDAL RIGGING PIN HOLE
MECHANISM ADJUSTMENT
PIN HOLE FORWARD
RUDDER CRANK
TRIM ACTUATOR QUADRANT
BUSROD
(TO FIRST
RUDDER PEDAL OFFICER’S
ADJUSTMENT PEDALS)
SHAFT
RA RB
RUDDER CONTROL CAPTAIN’S
CABLES RUDDER
SEE A PEDALS
PUSHROD TO NOSE
WHEEL STEERING
BRAKE PUSHROD
(TYPICAL)
RIGGING PIN HOLE

(R-1 ON CAPTAIN’S PEDAL ARM,
R-2 ON FIRST OFFICER’S PEDAL ARM)
Figure 49 Rudder Pedal Assembly

RUDDER & TAB
27-20
AFT RUDDER CONTROL COMPONENTS

Purpose
Aft rudder control components transmit rudder pedal input to the hydraulic
power control units.
Location
The aft rudder control components are mounted in the vertical stabilizer for-
ward of the power control units.
The aft control components consist of a cable quadrant and a torque tube that
provides a dual load path for rudder control linkage inputs. These cranks are
bolted to the tube. The lower crank is connected to the input rod from the aft
control quadrant and to the feel and centering mechanism. The center crank is
connected to the main rudder power control unit input linkage. The upper crank
is connected to the standby power control unit input linkage.
Operation
Rudder pedal input through cables actuates the aft control quadrant which ro-
tates the torque tube via an input rod. This results in a simultaneous input to
the main power control unit, standby power control unit, and the feel and cen-
tering unit. Rudder trim is input through the feel an centering unit which rotates
the torque tube. Trim inputs to both power control units simultaneous with driv-
ing the aft control quadrant to position the rudder pedals.

RUDDER & TAB
27-20
STANDBY POWER
INPUT ROD
SEE A
UPPER CRANK
TORQUE TUBE
TRIM AND FEEL ROD
CENTER CRANK
AFT QUADRANT
RUDDER POWER
CONTROL UNIT
INPUT ROD
LOWER CRANK
(BELL CRANK)
QUADRANT INPUT
ROD
CABLE RB
A
CABLE RA
Figure 50 Aft Rudder Control Components

RUDDER & TAB
27-20
MAIN RUDDER POWER CONTROL UNIT

Purpose Operation
The main rudder power control unit moves the rudder right or left when actu- Input from the rudder pedals or rudder trim causes the torque tube to drive an
ated by rudder pedal input, rudder trim input, or yaw damper input and provides input rod that positions the power unit input crank through the external sum-
wind gust snubbing when the airplane is parked. ming lever. The external crank actuates the internal crank to position the con-
trol valve which ports hydraulic pressure to one side of the actuating pistons.
Location The piston strokes to position the rudder. The external summing lever is carried
The unit is located in the vertical fin, The body is fixed to fin structure and the by the piston to return the external crank to neutral and stop the rudder at the
piston head to the rudder. desired position.
The amount of control valve movement is also governed by yaw damper input.
Pilot input and yaw damper input are summed algebraically by the summing
The main power control unit is a single tandem actuator with two pistons on a levers connected to the primary and secondary control valves. Pressure from
single rod. The unit contains two separate chambers for the two hydraulic sys- the transfer valve drives the yaw damper actuator to position the control valve
tems, two bypass valves, and a dual control valve operated by an internal input via the summing levers. Yaw damper is limited to 3_ left or right rudder move-
crank. The internal crank is operated by an external input crank that is driven ment.
by an external summing lever connected to the input rod from the torque tube.
Yaw damper components incorporated in the main power unit include a sole-
noid operated shutoff valve, a transfer valve, a yaw damper actuating piston,
and a rate sensor.
Power
Normal operation of the main power control unit is by both hydraulic systems A
and B. Either system acting alone will provide full rudder control.
Control
Hydraulic power from an operating system opens a bypass valve and is deliv-
ered to the control valve. When a system is off the bypass valve is spring-
loaded to bypass. Both sides of the piston are connected to either line from the
control valve to prevent a hydraulic lock.

RUDDER & TAB
27-20
TRANSFER
VALVE CAGING YAW DAMPER
SPRING SHUTOFF VALVE
PRIMARY
VALVE
SECONDARY
VALVE
PB
ELECTRICAL P
CONNECTOR
TANDEM
C C ACTUATOR
RB
R
YAW DAMPER
POSITION
TRANSMITTER BYPASS
VALVE
COMPENSATOR
SPRING
SECONDARY
SUMMING
LEVER
COMPENSATOR
YAW DAMPER
ACTUATOR
PRIMARY
SUMMING
LEVER
RA PA
INPUT INTERNAL THERMOSTATIC
SHAFT INPUT VALVE OR PLUG
CRANK (OPTIONAL)(2 PLACES)
Figure 51 Main Rudder Power Unit

RUDDER & TAB
27-20
RUDDER FEEL AND CENTERING MECHANISM

Purpose
The rudder feel and centering mechanism provides artificial feel to the rudder
pedals, centers the rudder, and transmits trim inputs to the aft control compo-
nents.
Location
The eel and centering unit is located below the rudder power unit in the vertical
fin.
The feel and centering unit consists of a support shaft, a feel and centering
crank, two frames, an arm and roller, a spring assembly, and a cam. The sup-
port shaft is bearing mounted on structure. The feet and centering crank is
fixed tc the support shaft and is connected through the trim·and feel rod to the
lower crank on the torque tube. The two frames are bearing mounted on the
support shaft. The arm and roller and the spring assembly attach to and rotate
with the two frames. The cam is fixed to and rotates with the support shaft. The
rudder trim actuator is connected to the forward side of the two frames.
Operation
When the rudder pedals are displaced, the torque tube rotates causing offset of
the trim and feel rod and, in turn, rotation of the feel and centering crank, the
support shaft, and the cam. As the cam rotates, the arm and roller are dis-
placed out of the detent position to compress the spring assembly and provide
artificial feel.
Rudder trim input through the rudder trim actuator rotates the two frames with
the arm and roller and spring assembly. The force of the spring assembly holds
the arm and roller in the cam detent and causes the cam to rotate. Rotation of
the cam causes subsequent motion of the support shaft, the feel and centering
crank, the trim and feel rod, the lower crank, and the torque tube. This causes
input to the rudder power unit to position the rudder and, at the same time, the
lower crank causes input to the rudder control system to position the rudder
pedals.

RUDDER & TAB
27-20
RUDDER PEDAL (TYP) CONTROL ROD
AFT
QUADRANT
PILOT’S
INPUT
FORWARD
QUADRANT
BUS ROD
FEEL AND
TRIM ACTUATOR CENTERING
UNIT
TORQUE TUBE LOWER CRANK

(BELL CRANK)
FIN STRUCTURE
Figure 52 Rudder Feel and Centering Mechanism
RUDDER & TAB
27-20
RUDDER TRIM CONTROL SYSTEM

RUDDER TRIM
Purpose INDICATOR
The rudder trim system provides a means of positioning the rudder for direc-
tional trim of the airplane.
Location
The rudder trim actuator is mounted between vertical fin structure and the case
of the rudder feel and centering mechanism.
The rudder trim control switch and rudder trim indicator are installed on the aft
section of the pilot’s control stand.
Physical Description / Features
RUDDER TRIM
The rudder trim actuator consists of an acme screw driver ram, coupled to a KNOB
motor-brake and position sensor (RVDT) through a gear reduction, and limit
switches enclosed by an aluminum housing. The motor drive is controlled by
the rudder trim switch or by activation of an internal limit switch. CONTROL
RUDDER TRIM STAND
Monitor INDICATOR
The rudder trim indicator is driven electrically by a rotary variable differential
transformer (RVDT) in the actuator. It is graduated up to 17 units left and right
to display up to the 16° maximum left and right rudder movement by the trim
system. Loss of power to the indicator causes a black tape to cover the pointer RUDDER TRIM
15 10 5 0 5 10 15
and an off flag to appear at the left of the dial.
The Rudder Trim Indicator LEFT RIGHT
- indicates the position of the RVDT of the actuator AILERON
S in units of trim. NOSE NOSE
LEFT RIGHT
- may be adjusted to the rudder’s neutral position by use of an adjustment
R
screw located at the rear of the indicator module. U
LEFT RIGHT D
Maintenance advice: WING WING D
Rudder trim should only be used when the rudder PCU is supplied hydraulically DOWN DOWN E
R
and the indicators’ electrical power supplied.
RUDDER TRIM
KNOB

RUDDER & TAB
27-20
CONTROL ROD
FWD
TORQUE TUBE FEEL AND

CENTERING CRANK
RIGGING
PIN HOLE
RUDDER TRIM
ACTUATOR
FEEL AND
CENTERING
UNIT
ARM AND
ROLLER
CENTERING
CAM ROLLER ARM
SPRING SHAFT
CRANK
RUDDER CONTROL
INPUT FROM QUADRANT
CAM ROLLER FIN

RUDDER
TRIM ACTUATOR
M1125 RUDDER TRIM

ACTUATOR TORQUE
TUBE
FWD
Figure 53 Rudder Trim System

RUDDER & TAB
27-20
RUDDER TRIM
Power
The rudder trim actuator motor is powered by 115 volts ac from transfer bus.
The rudder trim indicating system is powered by 28 volts ac from transfer bus
1.
Control
Operation of the rudder trim switch actuates a pair of contacts. Control power
is applied through the upper set of contacts and the appropriate set of limit
switches to the motor and brake and to ground through the lower contacts. The
electromagnetic brake prevents actuator overrun and internal mechanical stops
prevent overtravel in case of limit switch malfunction.
Operation
Trim commands from the trim switch cause the actuator to extend or retract
which rotates the feel and centering mechanism. This drives the power unit
input rods to position the rudder to a new neutral if hydraulic power is available.
The pedals are positioned to a new neutral position corresponding to rudder
position.
Monitor
The rudder trim indicator is driven electrically by a rotary variable differential
transformer (RVDT) in the actuator. It is graduated up to 17 units left and right
to display up to the 16° maximum left and right rudder movement by the trim
system. Loss of power to the indicator causes a black tape to cover the pointer
and an off flag to appear at the left of the dial.

RUDDER & TAB
27-20
RUDDER TRIM
15 10 5 0 5 10 15
LEFT RIGHT
NOSE NOSE
AILERON LEFT RIGHT
LEFT RIGHT
WING WING
DOWN DOWN
M159 RUDDER TRIM

INDICATOR
28V AC (P8)
XFR BUS 1 C788
RUDDER TRIM
INDICATOR
115V AC
XFR BUS 1
C787
RUDDER TRIM
CONTROL
NOSE NOSE
P6-2 CIRCUIT BREAKER PANEL
LEFT RIGHT
M1126 AILERON AND

RUDDER TRIM
CONTROL MODULE (P8)
M1125 RUDDER TRIM

ACTUATOR
Figure 54 Rudder Trim Electrical Schematic

RUDDER & TAB
27-20

Purpose
The standby rudder actuator provides standby hydraulic pressure to operate
the rudder when either system A, system B, or both are not available.
Location
The standby rudder actuator is located above the main power control unit in the
vertical fin.
The actuator consists of a bypass valve, control valve, and the actuating cylin-
der. The piston rod is attached to fin structure and the opposite end of the ac-
tuator housing is attached to the rudder.
Power
The standby actuator is not normally powered. When selected by the A or B
flight control switches or automatic operation, the actuator is powered through
the standby rudder shutoff valve. At least one side of the main power control
unit is not powered when the standby actuator is powered. No more than two
hydraulic systems can be used to operate the rudder.
Control
Inputs form the rudder pedals or trim actuator are simultaneous to the main
power control unit and to the standby actuator. The bypass valve is in the by-
pass position when standby pressure is not available. This connects both pis-
ton chambers to the same port of the control valve to prevent a hydraulic lock.
Operation
When standby rudder operation is activated, standby pressure opens the by-
pass valve and connects the actuator chambers to separate control valve
ports. Control inputs, operating the external crank, position the control valve to
apply pressure in one chamber and open the other to return. The actuator
housing strokes on the piston to position the rudder and null the control valve.

RUDDER & TAB
27-20
INPUT CRANK SHAFT
STANDBY
ACTUATOR
CONTROL VALVE R
SEE A
BYPASS VALVE
(PRESSURE ON P
CONDITION)
RUDDER FIN
ATTACH ATTACH
POINT POINT
B
FIN STRUCTURE
INPUT CRANK
STANDBY ACTUATOR
SEE B
TORQUE
TUBE
INPUT ROD
INDEX MARKS
INPUT CRANK FWD
RUDDER
Figure 55 Standby Rudder Actuator

HAM US/E
HAM US/E sp
sp May 97Jul 98 Page: 111
RUDDER & TAB
27-20
STANDBY RUDDER SHUTOFF VALVE

Purpose
The standby rudder shutoff valve controls hydraulic pressure to the standby
actuator.
Location
The valve is mounted in the standby module on the aft wall of the main gear
wheel well.
The valve is an electrically operated spool and sleeve contained in a cartridge
that fits into a cavity in the standby module. The electric motor is splined to a
cam which converts rotary motor action into linear spool action in the sleeve.
Power
The valve is electrically operated by 28 volts dc supplied by the battery bus.
Control
Operation of the standby rudder shutoff valve electrically is by either the Flight
Control A or B switches on the overhead panel. The valve is closed when both
switches are ON or OFF. Moving either to STBY RUD applies power to open
the valve and allow standby pressure to the standby rudder actuator.
The valve can also be opened automatically whenever low pressure is detected
at either flight control low pressure switch, the trailing edge flags are not up,
and the airplane is either in the air or on the ground with wheelspeed above 60
knots.
Monitor
The valve is equipped with a manual override lever and position indicator. The
lever is at position 1 when the valve is closed and position 2 when open. This
lever can be used to manually position the valve when electrical power is off.

RUDDER & TAB
27-20
LEADING EDGE
STANDBY
DRIVE SHUTOFF
SHUTOFF VALVE VALVE
STANDBY RUDDER
ACTUATOR
SHUTOFF VALVE
STANDBY SYSTEM
MODULAR UNIT
AFT BULKHEAD MAIN

WHEEL WELL
Figure 56 Standby Rudder Shutoff Valve

RUDDER & TAB
27-20
RUDDER HYDRAULIC SYSTEM

Operation/Control Sequence
Control inputs to the rudder hydraulic power units are from either pilot’s rudder
pedals or the trim control switch. Any input causes rotation of a torque tube in
the vertical fin that results in simultaneous input to both the main and standby
hydraulic power units. The pressurized power units deflect the rudder up to a
maximum of 26° in either direction, 16° by trim.
Normal Sequence
Normal operation of the rudder is by hydraulic systems A and B applied to the
dual tandem piston in the main power unit through shutoff valves in the respec-
tive flight control modules. These valves are controlled by the applicable flight
control (A and B) switches on the pilot’s overhead panel. The switches are nor-
mally guarded ON. When positioned OFF the respective valve closes, blocking
system pressure to the aileron, elevator, and rudder. One system can move the
rudder full travel but at approximately half the normal rate.
Manually operated isolation valves can selectively isolate the rudder from either
primary hydraulic system for test purposes.
Backup Sequence
Either or both primary hydraulic systems can be replaced by the standby power
unit, pressurized by the standby hydraulic system through the standby rudder
shutoff valve. This valve is operated by positioning either flight control switch (A
or B) to STBY RUD. This closes the respective flight control shutoff valve so
that no more than two systems operate the rudder at the same time.
The standby rudder shutoff valve is automatically opened and the standby
pump is started to pressurize the standby actuator whenever either primary
flight control low pressure switch is low, the trailing edge flaps are not up, and
the airplane is either in the air or on the ground with wheelspeed above 60
knots.

RUDDER & TAB
27-20
STANDBY
MODULAR
RUDDER PACKAGE
STANDBY
POWER
UNIT M
TO
ELEVATOR
SYSTEM
TO STANDBY
RESERVOIR
FROM P P CHECK VALVE

PS STANDBY A B (NOT ON ALL
RUDDER STANDBY SYSTEM SCHEMATIC
PUMP AIRPLANES)
R R
FLT CONTROL STANDBY A B HYDRAULIC FUSE
A B HYD
RUDDER (NOT ON ALL
LOW
QUANTITY
POWER AIRPLANES)
STDBY STDBY
RUD RUD LOW
PRESSURE UNIT
OFF OFF ”A” SYSTEM ”B” SYSTEM
PRESSURE PRESSURE
A ON B ON
ALTERNATE FLAPS TO TO
OFF INBOARD OUTBOARD
LOW LOW UP SPOILERS SPOILERS
PRESSURE PRESSURE
OFF
SPOILER M M PS PS M M
A B ARM DOWN TO TO
AILERON AILERON
POWER POWER
OFF OFF UNIT ”A” UNIT ”B”
FEEL DIFF
PRESS
ON ON
SPEED TRIM
FAIL HYDRAULIC ISOLATION
MACH TRIM SHUTOFF VALVES
YAW DAMPER FAIL ”A” SYSTEM ”B” SYSTEM
MODULE
YAW AUTO SLAT
DAMPER FAIL MODULAR MODULAR
PACKAGE PACKAGE
OFF FROM
FROM
ON AILERON AILERON
TO ”A” POWER COMPENSATOR
SYSTEM COMPENSATOR POWER
UNIT ”A” UNIT ”B” TO ”B”
PILOTS’ OVERHEAD PANEL RETURN SYSTEM
RETURN
Figure 57 Rudder Hydraulic Schematic

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27-30
27-30 ELEVATOR & TAB

ELEVATOR SYSTEM INTRODUCTION
Purpose
The elevator system provides primary pitch control about the airplane lateral
axis.
System Description
Two elevators are hinged to the aft end of the left and right horizontal stabilizer
sections. The elevators are powered by two independent hydraulic systems in
response to either control column inputs or the autopilot. In the event of dual
hydraulic failure, a manual reversion mode allows the elevators to be driven
directly through a mechanical control system.
Three balance panels and a balance tab on each elevator reduce air loads to
assist elevator movement, particularly during manual reversion mode. Artificial
hydraulic feel is provided at the control column.

ELEVATOR & TAB
27-30
Figure 58 Elevator and Tab System Introduction

FLIGHT COPNTROLS B737-300/-400/-500
ELEVATOR & TAB
27-30
ELEVATOR CONTROL SYSTEM

General Component Locations General Operation
Forward control components of the elevator system are located beneath the The elevators can be moved by four different inputs:
control columns in the lower nose compartment. Cable runs connect them to - Pilot command
the aft control components located inside the tail cone.
- Autopilot
General Subsystem Features - Mach trim
The two forward elevator control quadrants are connected by a torque tube - Neutral shift
which provides the same input from either control column. These inputs are Normal operation of the elevators is hydraulic, using system A and system B to
provided to cable quadrants mounted on the lower (input) torque tube inside independent power control units. One operating hydraulic system is sufficient to
the empennage. Two parallel hydraulic power control units drive the upper (out- power the elevators. Manual reversion provisions are incorporated in the event
put) torque tube to which the elevators are attached. A feel actuator mounted both hydraulic systems are inoperative.
on the feel and centering unit connected to the lower torque tube receives hy-
Maximum elevator travel is limited by the actuator stroke. Wind gust protection
draulic pressure from an elevator feel computer and provides artificial feel on
is provided by hydraulic dampening.
the control columns.
System Interfaces
The elevators are commanded to move by operation of the stabilizer through
neutral shift rods that connect the two systems.
Whenever the stabilizer is moved from 3 to 17 units the elevators are gradually
moved up.
The mach trim system commands the elevators to move at excessive mach
numbers. This is accomplished by an actuator mounted on top of the feel and
centering unit.
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ELEVATOR & TAB
27-30
AUTOPILOT OUTPUT
B ACTUATOR TORQUE TUBE
SEE A ELEVATOR TAB
ELEVATOR NEUTRAL
SHIFT SENSOR
EA
EB MACH TRIM
ACTUATOR
AUTOPILOT
A ACTUATOR
ELEVATOR
ELEVATOR
A PCU
ELEVATOR FEEL
AND CENTERING UNIT
STABILIZER ELEVATOR
POSITION SENSOR B PCU
INPUT TORQUE TUBE

ELEVATOR FORWARD
CONTROL QUADRANT ELEVATOR AFT

CONTROL QUADRANTS
FWD
ELEVATOR
A
POSITION SENSOR
Figure 59 Elevator Control System

ELEVATOR & TAB
27-30
ELEVATOR FORWARD CONTROL QUADRANTS

Purpose
The elevator forward control quadrants are installed to transmit pilot input from
the control columns to the aft elevator control components through cables.
Location
The forward quadrants are suspended from the column connecting torque tube,
adjacent to the bottom of each control column, in the lower nose compartment.
Physical Description/Feature
The elevator forward control quadrants are aluminum alloy forgings. A control
column balance weight is attached to each quadrant. The elevator control
cables are located in grooves along the lower surface of the quadrants. Each
cable is secured at the quadrant. Elevator up cables (EB) run directly aft. Ele-
vator down cables (EA) start forward, run through turnaround pulleys and pro-
ceed aft.
A pitch force transducer is installed in each forward control quadrant. Trans-
ducer operation will be covered in Chapter 22, Auto Flight.
Operation
Forward and aft motion of either control column is transmitted to the torque
tube through mating face splines. This actuates the forward quadrants, ten-
sions the cables, and operates the aft control components to drive the eleva-
tors.

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27-30
MICROPHONE SWITCH
MEMORY
DEVICE AUTOPILOT
DISENGAGE
CONTROL SWITCH
WHEEL
STABILIZER TRIM
CONTROL SWITCH
CAPTAIN’S
CONTROL
COLUMN STALL WARNING
CONTROL COLUMN
SHAKER
WIRE
HARNESS
FIRST OFFICER’S
CABIN FLOOR CONTROL COLUMN
DUST COVER
ELEVATOR FORWARD
CONTROL QUADRANT
QUADRANT
TORQUE TUBE
ELEVATOR FORWARD
CONTROL QUADRANT
WEIGHT BLOCKS CONTROL CABLE EA
CONTROL CABLE EB
AUTOPILOT
PITCH
TRANSDUCER
Figure 60 Elevator Forward Control Quadrants

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27-30
ELEVATOR POWER CONTROL UNITS

INPUT TORQUE TUBE
Purpose
Purpose
Two elevator power control units provide actuation of the elevators in response
The elevator control input torque tube transmits inputs from the pilots, autopilot, to inputs from the control columns, autopilot actuators, mach trim, or neutral
mach trim, or neutral shift to the hydraulic power control units. It also transmits shift.
the reaction from the feel and centering unit to the control columns.
Location
Location
The control units are mounted vertically in the empennage above the aft eleva-
The input torque tube is the lower of the two torque tubes in the empennage. tor control quadrant torque tube.
Physical Description/Feature Physical Description/Feature
Elevator aft control quadrants, consisting of four individual segments, are The upper mounting terminals of the housing attach to lugs on the output
mounted on the input torque tube. The two upper segments are connected to torque tube which is directly linked by pushrods to each elevator. The piston
the elevator up cables (EB) and the lower segments to the elevator down rod is attached to structure. Elevator power control units are identical to the
cables (EA). Cranks on the input torque tube provide input to the hydraulic aileron power control units.
power control unit and the feel and centering mechanism.
Power
Operation
The two control units operate independently from separate hydraulic systems,
Pilot input through the cables to the aft quadrants or autopilot actuator inputs the left unit from hydraulic system A pressure and the right unit from hydraulic
rotate the input torque tube. This provides a simultaneous input to both hydrau- system B pressure.
lic rower control unit and to the feel and centering unit. The power control units
stroke on their pistons to position the elevators and the feel and centering unit Operation
provides artificial feel at the column. Forward or aft movement of the control columns rotates the input torque tube
Neutral shift or mach trim input rotates the entire feel and centering unit. This and actuates the power control unit input crank. This displaces the main control
rotates the input torque tube resulting in an input to the hydraulic actuators and valve slide and directs hydraulic pressure to the main actuator piston. The
back through the cables to both control columns. power control unit body extends or retracts and positions the elevator. Move-
ment of the power control unit returns the input crank to neutral and closes the
main control valve, which stops the elevator at the desired position.
The summed output of the two autopilot actuators is applied to a crank on the
input torque tube. This causes an input to the power control units as previously
described for a pilot input.

ELEVATOR & TAB
27-30
OUTPUT
TORQUE
FLEXIBLE TUBE
HYDRAULIC
LINES
POWER
CONTROL
UNIT
INPUT
SEE A POWER
CRANK
CONTROL UPPER
UNIT MOUNTING
BOLT CLEVIS
SEE B
ELECTRICAL SLEEVE
CONNECTOR
LOWER MOUNTING
INPUT ROD
BOLT
INPUT TORQUE TUBE
MOUNTING
BRACKET
FWD
FWD RIG PIN B

E-5
Figure 61 Elevator Input Torque Tube and Power Control Units

ELEVATOR & TAB
27-30
OUTPUT TORQUE TUBE

Purpose
The elevator output torque assembly is provided to transmit the motion of the
power control units to the elevators.
Location
The output torque tube is the upper of the two torque tubes mounted in the em-
pennage.
The elevator power control units are at!ached to an output torque tube. This is
a dual torque tube system, with the inner torque tube made up of two half
tubes. The two half tubes are bolted to the outer tube at the middle, therefore,
input from either or both power control units will always result in an equal out-
put to both elevators during normal operating function.
The secondary pickup provides for a redundant output to the elevator if an in-
ner torque tube should break.

ELEVATOR & TAB
27-30
Figure 62 Elevator Output Torque Tube

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27-30
ELEVATOR TAB CONTROL MECHANISM

Purpose
A tab control mechanism is installed for each elevator to position the tab in the
direction opposite to elevator movement.
Location
The mechanisms are located inside the horizontal stabilizer elevator balance
bays, aft of the stabilizer rear spar.
Each tab control mechanism consists of a pushrod and bellcrank assembly.
The bellcrank is attached at the forward end to the inside upper surface struc-
ture of the stabilizer and hinged to the elevator front spar. Pushrods inside the
elevator connect the crank and tab.
Control
The elevator tab functions as a balance tab at all times. Elevator movement
causes the pushrods to drive the tab in the opposite direction by an amount in
proportion to elevator travel.
Material
Tab control rods are made either from aluminum or titanium. However, each
pair of tab control rod has to consist of the same material.

ELEVATOR & TAB
27-30
SEE 1
Figure 63 Elevator Tab Control

ELEVATOR & TAB
27-30
ELEVATOR BALANCE PANELS

The Balance Panels (3)
- are mounted between the structure of the Elevators and the structure of
the stabilizer.
- are used during manual reversion
- are accessible through a panel.
- carry the Balance Weights for the tab balancing.

ELEVATOR & TAB
27-30
IDLER
HINGE
SEAL ELEVATOR NOSE
IDLER HINGE STABILIZER
TRAILING
EDGE RIB SEE A
BULB SEAL
STABILIZER
SUPPORT BEAM
BALANCE PANEL
FLAT SEAL
ELEVATOR (REF)
AFT MOUNTING
BOLTS
HINGE SEAL
FORWARD MOUNTING
BOLTS
STABILIZER ACCESS
FWD INBD PANEL (REF) ELEVATOR
STABILIZER
NOSE
REAR SPAR
VENT GAP
A
IDLER
HINGE
ELEVATOR TAB
ADJUST WEIGHTS
BALANCE HINGE (INSTALLED IN ELEVATOR
BALANCE WEIGHT SEAL NOSE IN BALANCE BAY NO. 2
HINGE PANEL
SEAL AS REQUIRED
Figure 64 Elevator Balance Panel

ELEVATOR & TAB
27-30
ELEVATOR FEEL COMPUTER

Purpose
The elevator feel computer supplies controlled system A and system B hydrau-
lic pressure to the elevator feel control unit.
Location
The computer is mounted on structure in the compartment aft of the rear pres-
sure bulkhead, to the right of the stabilizer jackscrew assembly.
The computer is a dual unit, the housing divided to accommodate identical
components for system A and for system B. Internal components for each sys-
tem include a q-diaphragm, force balance valve, relief valve and a stabilizer
actuated cam. A feel differential pressure switch is installed in the housing.

ELEVATOR & TAB
27-30
FEEL
PITOT COMPUTER
PROBE
STABILIZER INPUT
PITOT
LINE
FEEL COMPUTER
SEE A
DRAIN DRAIN LINE

PLUG
PITOT
LINE
FWD
A
Figure 65 Elevator Feel Computer Location

ELEVATOR & TAB
27-30
ELEVATOR FEEL COMPUTER SCHEMATIC

Input/Output
Inputs to the feel computer are hydraulic system A and hydraulic system B
pressures, pitot pressure, static pressure, and a stabilizer position mechanical
input. Pitot pressures are directed to each system from individual pitot tubes on
the vertical stabilizer. The outputs from the feel computer are two controlled
hydraulic pressures to a dual feel actuator mounted on the feel and centering
unit. The two output pressures are not additive. The highest of the two com-
puted pressures will be reacted against.
Feel forces increase as airspeed increases.
Operation
The two output pressures from the computer are controlled by pitot pressure
and stabilizer position. Pitot pressure acting upon the q-diaphragm meters hy-
draulic pressure by displacing the force balance valve. As pitot pressure in-
creases, the force balance valve will be actuated to increase pressure to the
system until the droop spring and stabilizer actuated cam is contacted.
Changes in stabilizer position rotates the stabilizer actuated cam and reposi-
tions the droop spring. A relief valve provides protection against excessive
pressure in the feel system.
Monitor
The feel differential pressure switch monitors both computer output pressures.
The switch closes when a difference of 25 per cent between system A and sys-
tem B output pressure is detected. The elevator feel differential warning light on
the forward overhead, P5, panel will illuminate when this difference exists and
the trailing edge flaps are fully retracted.
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ELEVATOR & TAB
27-30
NEUTRAL SHIFT MACH TRIM

MECHANISM ACTUATOR
CENTERING
LINKAGE
STABILIZER
CENTERING
CAM
ELEVATOR
FEEL AND
CENTERING
UNIT
SYSTEM B RETURN SYSTEM A

RETURN DUAL FEEL
ACTUATOR
PITOT PORT
STATIC PORT
Q DIAPHRAM
DROOP SPRING
from Flight Control Module STABILIZER
PRESSURE PORT ACTUATED
SYSTEM B
RETURN PORT CAM
RELIEF VALVE
FORCE BALANCE
VALVE
FEEL COMPUTER
PRESSURE PORT
SYSTEM A
CONTROL RETURN PORT
COLUMN 2
PRESSURE
DIFFERENTIAL
A
TE FLAPS SWITCH
2 UP
A
FORWARD 2
1 MACH TRIM SWITCH 2 CONTROL MACH TRIM 1
MUST SENSE TRAILING FEEL DIFFERENTIAL
QUADRANT SWITCH 2
EDGE FLAPS FULL UP WARNING LIGHT - P5 TE FLAPS
MAIN WHEEL
FOR GROUND TO BE NOT UP
WELL
AVAILABLE CONTROL CABLES EB
2 MASTER DIM AND TEST AFT CONTROL

QUADRANT
STRUCTURAL PIVOT
CONTROL CABLES EA
Figure 66 Elevator Feel Computer Schematic

ELEVATOR & TAB
27-30
ELEVATOR FEEL AND CENTERING UNIT

Purpose
The elevator feel and centering unit provides artificial feel to the pilot and cen-
tering for the elevator control system.
Location
The feel and centering unit is mounted to structure between the input and out-
put torque tubes in the empennage.

The unit consists of a centering cam and roller assembly, centering linkage,
and an externally mounted dual feel actuator. The feel actuator receives hy-
draulic inputs from the feel computer that act on pistons within separate cham-
bers of the free-floating actuator case. A rod from one piston attaches to the
feel and centering unit case. A rod from opposing piston attaches to the center-
ing cam and roller assembly by means of a linkage.
Operation
Control column input rotates the cam against the spring-loaded roller. This
causes a reaction through the centering linkage against the highest pressure at
the feel actuator. The reaction force is felt at the control column. The feel and
centering unit neutral position changes as stabilizer attitude varies. Changes in
stabilizer attitude are transmitted through the neutral shift mechanism to rotate
the feel and centering unit about the lateral axis. The cam follows the roller
causing an input to the power control units and the control columns.
A mach trim actuator is mounted on top of the feel and centering unit. The ac-
tuator rod is linked to the horizontal stabilizer through the neutral shift mecha-
nism and functions as part of the neutral shift mechanism except when the
mach trim system is operating. Mach trim command signals position the actua-
tor output rod. This rotates the case of the feel and centering unit and inputs to
the elevator system.
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ELEVATOR & TAB
27-30
AUTOPILOT
B ACTUATOR
OUTPUT
TORQUE
TUBE
NEUTRAL
SHIFT
SENSOR
MACH TRIM
ACTUATOR
AUTOPILOT
A ACTUATOR
ELEVATOR
A PCU
FEEL AND
CENTERING UNIT
ELEVATOR
STABILIZER
B PCU
POSITION SENSOR
INPUT TORQUE TUBE
AFT CONTROL QUADRANTS
FWD
RIG PIN E-5
Figure 67 Elevator Feel and Centering Unit

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27-30
ELEVATOR HYDRAULIC SYSTEM

Normal Operation
The elevators are normally operated by system A and system B hydraulic
power. Hydraulic pressure to the power control units, feel computer, and auto-
pilot actuators is applied through the flight control shutoff valves in tee main
gear wheel well. These valves are electrically operated by their respective
switches on the overhead panel. The power control units position the elevators.
Elevator feel forces are provided by the dual feel actuator mounted on the feel
and centering unit. The actuator is provided pressure controlled by airspeed,
modified by stabilizer position. One hydraulic system is capable of sustaining
normal elevator control.
Backup Operation
A manual reversion mode allows full elevator control by mechanical means with
both hydraulic systems off.

ELEVATOR & TAB
27-30
ELEVATOR DUAL
FEEL ACTUATOR
DIFFERENTIAL
PRESSURE SWITCH
FEEL COMPUTER
TO RUDDER TO RUDDER
POWER UNIT POWER UNIT
P P
R R
”A” SYSTEM ELEVATOR POWER ”B” SYSTEM

PRESSURE CONTROL UNITS PRESSURE
TO TO
INBOARD OUTBOARD
SPOILERS SPOILERS
M M PS 1 PS M M
TO TO
AILERON AILERON
POWER POWER
UNIT ”A” UNIT ”B”
HYDRAULIC
ISOLATION
VALVES
FROM FROM
AILERON AILERON
TO ”A” POWER POWER TO ”B”
SYSTEM UNIT ”A” UNIT ”B” SYSTEM
RETURN RETURN
Figure 68 Elevator Hydraulic Schematic

ELEVATOR & TAB
27-30
HYDRAULIC ISOLATION VALVES

Purpose
Manually operated isolation valves provide a means of isolating the elevator
power control units, the elevator feel computer, and the rudder power unit for
ground leakage and flow tests.
Location
A modular assembly consisting of six hydraulic isolation valves is mounted on
the right side of the fuselage, inside the stabilizer compartment, aft of the rear
pressure bulkhead.
An isolation valve is installed in each of the system A and system B hydraulic
lines to the feel computer, the elevator power unit and tab actuator, and the
rudder power unit. A placard adjacent to each valve identifies the system ef-
fected. A cover plate which is bolted in place maintains the valves in the open
position.
Operation
The cover plate must be removed to close one or more of the valves. The
cover plate cannot be installed unless all the valves are open. The valves must
be open and cover plate installed for flight.

ELEVATOR & TAB
27-30
ISOLATION VALVES
MODULE
LOCKING
BAR
ELEVATOR N0. 6
TAIL COMPARTMENT RIGHT PCU and A/P
SYSTEM B RUDDER N0. 5

and YAW DAMPER
FEEL COMPUTER N0. 4
ELEVATOR N0. 3
LEFT PCU and A/P
SYSTEM A RUDDER N0. 2

FEEL COMPUTER N0. 1
VALVES
(POSITIONED
OPEN)
FWD
Figure 69 Hydraulic Isolation Valves

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27-32
27-32 STALL WARNING SYSTEM

STALL WARNING INTRODUCTION
GENERAL
Two stall warning systems alert the pilots of an approaching stall condition.
The warning is accomplished by vibrating the pilots’ control columns. This
warning is also used if airspeed falls too low.
Each stall warning system operates independently and includes an angle of
airflow sensor, a flap position transmitter, a digital stall warning computer, a
self-test switch, and a control column shaker.
The angle of airflow (AOA) sensor detects the airplane angle of attack and the
flap position transmitter senses the position of the trailing edge flaps.
These signals are passed to the stall warning computer along with information
about airplane flight status. At predetermined combinations of flap position and
airplane angle of attack, the computer outputs a stall warning signal to activate
the control column shaker.
The point at which the warning occurs is also influenced by:
S engine speed,
S airspeed, and any
S asymmetry between leading edge position and the flap selection.
The stall warning computers provide information to the ground proximity warn-
ing computer for wind shear warning, to the Electronic Flight Instrument Sys-
tem (EFIS) for pitch limit and speed tape display functions, and to the digital
flight data acquisition unit (DFDA MRU).
Two different types of Stall Warning Computers are listed in the AMM:
S CONFIG 1 : DSWC (Digital Stall Warning Computer), operating in the older

types of aircrafts,
S CONFIG 2 : SMC (Stall Management Computer), operating in the newer
types of aircrafts.
Both types are identical in their stall warning calculation, but the CONFIG 2
additional contains the Autoslat-Function, so there is no need for a separate
Autoslat Computer.
The SMC is able to operate as a DSWC but not vice versa.
HAM US/F Bo May 97 Page: 140

ELEVATOR & TAB
27-32
Stall Warning Test Module
AOA Sensor left
N1
EADI
N2
Stall Management
Stall Warning Comp. #1 Computer #1
Flap Position XMTR right
Figure 70 Stall Warning Introduction

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27-32


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27-32
D
Figure 71 Stall Warning Component Location

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27-32
GENERAL DESCRIPTION
Inputs
The following signals are linked to the stall warning computers:
S Angle of attack from the on-side AOA Sensor,
S Flap position from the off-side Flap Position Transmitter,
S N1 revolution from the on-side N1 Indicator,
S N2 revolution from the off-side N2 Indicator.
S Air/GND Relays,
S Takeoff/Go Around from thrust levers
S Asymmetry signal from Leading Edge Indication Module,
S ADC,
S IRS and
S FMC
Outputs
Several different airplane flight conditions can cause the stall warning computer
to activate the control column shaker. The shaker will be activated by which-
ever condition gives the earliest warning of an approaching stall.
The stall warning computers also provide information to the
S GPWS, ground proximity warning computer for wind shear warning,
S Electronic Flight Instrument System (EFIS) for pitch limit and speed tape
display functions,
S and to the digital flight data acquisition unit (DFDA MRU).
Test
An Operational Test may be started from the overhead panel separately for
each System.

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27-32
STAL STALL
L
WARNING / MANAGEMENT
COMPUTER COMPUTER
left AOA
STAL
L
WARNING /
STALL
MANAGEMENT
left N1 Ind.
COMPUTER
#1
right N2 Ind.
right Flap Pos. XMTR

STALL WARNING
ASYM MODE
to System #2
LE FLAPS LE FLAPS
TRANSIT EXT A
A from System #2
Figure 72 Stall Warning System Block Diagram

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27-32
OUTPUT SIGNALS
In addition to activating the control column shaker, the stall warning computer
provides information to other airplane flight systems.
Ground Proximity Warning

The stall warning computer transmits angle of attack and flap position data to
the ground proximity warning computer (GPWC) to assist the GPWC in com-
puting a wind shear warning.
Pitch Limit
An airplane pitch limit is calculated by the stall warning computer from data re-
ceived from the IRU, the DADC, and the AOA sensor. This pitch limit informa-
tion is transmitted to the EFIS where it is displayed on the pilots’ electronic atti-
tude director indicators.
Speed Tape
Information for the speed tape display of the electronic attitude director indica-
tor (EADI) is computed in the stall warning computer from data received from
the IRU, the DADC, the FMC, the flap position transmitter, and the AOA sen-
sor. The control column shaker activation speed and minimum operating air-
speed are included in the speed tape display.
The speed tape display is activated when connectors D8489P and D8489J on
the E2-3 electronics shelf are connected.
Digital Flight Data Acquisition Unit

Information from the stall warning computer is transmitted to the digital flight
data acquisition unit so that it may be recorded.

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Figure 73 Output Signals

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27-32
ADJUSTMENT /TEST
Additional to the normal ‘‘Operational Test‘‘ (activating from the cockpit) and the
‘‘BITE Test‘‘ (activating at the computer), the AMM contains the following se-
quences:
CONFIG 1
S System Performance Test
S Landing Gear Relay Test
S Asymmetry Mode Test
S High Thrust Mode Test
S Speed Floor Test
S Speed Tape and Pitch Limit Test.
CONFIG 2
S SMC Discrete Input Test
S SMC ARINC Input Test
S SMC 1 AOA Sensor Input Test
S SMC 2 AOA Sensor Input Test
S SMC Flap Position Input Test
S SMC Engine Tachometer Inputs Test
S SMC to EFIS Interface Test
S SMC Asymmetry Mode Test.
OPERATIONAL TEST (CONFIDENCE TEST)

Test in short form:
S Push and hold the STALL WARNING TEST No.1 (2) switch on the stall
warning test module (P5 overhead panel).
S Make sure that captain‘s (first officer‘s) control column shaker operates.
S Release the switch.
S Make sure that the shaker stops.
ADVICE:
Some important checks for the AOA-Sensor will be found in chapter 27-32-11
/601 (Inspection /Check) of the AMM .

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27-32
SENSORS
STALL WARNING AC CONFIG 1
STALL WARNING DC
STALL WARNING
ASYM MODE
LEADING EDGE
MODULE
DSWC
CONFIG 2
SENSORS
SMC
SNSR EXC AC
(open)
SMC
CMPTR DC
STALL WARNING
ASYM MODE
LEADING EDGE
MODULE
AUTO SLAT DC
SMC
Figure 74 Operational Test

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27-32
BITE TEST OF DSWC (CONFIG 1)

Preparation for the Test
S Open CB’s for
- AUTOSLAT System,
- STALL WARN ASYM MODE
S Put a value for gross weight in the FMC.
BITE Test
S Erase the stall warning computer fault memory:
- Push and hold the START BITE switch on the front of stall warning com-
puter.
- Make sure that all lights on the computer come on for 2 to 4 seconds.
- Look to see if one or more lights stay on after 4 seconds.
NOTE: IF A LIGHT STAYS ON AFTER 4 SECONDS, THE COM-
PUTER MEMORY HOLDS A FAILURE FOR THE FUNC-
TION. THE LIGHT WILL GO OFF AFTER APPROXI-
MATELY 25 SECONDS.
- When one or more lights starts to flash after 10 to 20 seconds, release
the START BITE switch. The memory is now clear.
S Do a BITE test for stall warning computer:
- Push and hold the START BITE switch on the front of stall warning com-
puter.
- Make sure that all lights on the computer come on for 2 to 4 seconds.
- Release the START BITE switch.
- Look to see if one or more lights stays on after 4 seconds.
NOTE: IF A LIGHT STAYS ON AFTER 4 SECONDS, THE COM-

PUTER MEMORY HOLDS A REAL-TIME FAILURE FOR
THE FUNCTION.

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27-32
DSWC
Figure 75 BITE Test (config. 1)
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27-32
BITE TEST OF SMC (CONFIG 2)

General
You will use the buttons on the front of the stall management computer (SMC) - If the entry passes, the display will show SYS OK. Push the menu button
to do a BITE test and to monitor the inputs to the SMC’s. to access the options of the main menu. These are the main menu op-
The SMC will allow entry into BITE only when one or more of these conditions tions:
exist: A. PRESENT FAULTS ?
- Engines OFF (N1 < 15%, N2 < 50%). - PRESENT FAULTS provides the continuous updated (real time) status
- Airspeed < 60 knots AND flaps fully retracted. of interface signals.
B. SELF TEST ?
BITE Control and Display
- The SELF TEST option run a test of the SMC LRU itself.
S The maintenance control panel on the front of the SMC has two 8-character During the test, the display shows TEST IN PROGRESS, followed by
displays and 6 buttons for fault isolation and for checks during ground main- either SMC LRU OK or SMC LRU FAIL. For a failed test , after SMC
tenance. LRU FAIL shows momentarily, nn FAULT shows, then DISP FAULT ?
- The ON/OFF button activates and deactivates the BITE feature. All but- shows. If you answer YES to DISP FAULTS ? the display shows a list of
tons on the SMC are normally inactive until the ON/OFF button is faults internal to the SMC.
pushed to activate BITE. C. FAULT HISTORY ?
- The MENU button displays the current menu at any point in BITE. - FAULT HISTORY shows any faults detected by SMC during the previous
- The up and down button errors are used to sequence through the items flight leg.
under each menu. D. GROUND TEST ?
- If a button is held down, approximately 4 items/options per second will - GROUND TEST allows testing and trouble shooting of system inputs on
be shown in sequence. the ground. System inputs are listed under one of three menu options :
- The up-sequence ends by releasing the button or at the end of the menu S DISCRETE INPUTS ?
with display showing BEGIN OF LIST or END OF LIST.
S ARINC TEST ?
- The YES and NO buttons are pushed to answer a menu option.
S SENSOR TEST ?
- If the NO button is held down, options will be shown in sequence at
E. SYSTEM CONFIG ?
approximately 4 options per second.
S The SYSTEM CONFIG option gives information on the airplane

S To enter BITE, push the ON/OFF button. A BITE entry test will automatically
model and airplane configuration for which the SMC is currently pro-
be performed by the SMC.
grammed.
- If the entry test fails, the display will show TEST FAIL momentarily, follo-
F. CLR AND RETEST ?
wed by nn FAULTS, where nn is the number of faults detected during the
entry test. - The CLEAR AND RETEST option allows the operator to clear any two-
flight transition faults in the SMC RAM.
- The display will show the first fault. Other faults (if they exist) will be
shown as the down button is pushed repeatedly.

ELEVATOR & TAB
27-32
BUTTON ON SMC ON/

MAINTENANCE OFF
CONTROL PANEL
DISPLAY ON SMC TEST IN BITE INSTRUCTIONS
MAINTENANCE
CONTROL PANEL PROGRESS
TEST PASS TEST FAIL
SYSTEM TEST
OK FAIL SMC MAINTENANCE
CONTROL PANEL
TO TEST FAIL
MENU
PRESENT
FAULTS?
YES TO PRESENT FAULTS MENU
NO
SELF
TEST?
YES TO SELF TEST MENU
ON/
MENU
OFF
NO
FAULT YES NO
HISTORY?
YES TO FAULT HISTORY MENU
NO
GROUND
TEST?
YES TO GROUND TEST MENU
STALL MANAGEMENT
COMPUTER
NO
PART NO. 65-52822
SYSTEM
YES TO SYSTEM CONFIG MENU
CONFIG?
SERIAL NO.
BOEING
NO
CLR AND
RETEST?
YES TO CLR AND RETEST MENU
NO
____ TO EXIT FROM ANY POINT IN
NOTE:
SMC BITE, PRESS THE
ON/OFF BUTTON.
Figure 76 BITE Test (config. 2)

HORIZONTAL STABILIZER
27-40
27-40 HORIZONTAL STABILIZER

TRIM CONTROL SYSTEM INTRODUCTION
Purpose
The horizontal stabilizer trim control system provides longitudinal trim of the
airplane by varying the angle of attack of the horizontal stabilizer.
System Description
The horizontal stabilizer assembly consists of a left and right section attached
to a center section. The center section is connected to a jackscrew assembly
that drives the stabilizer. The jackscrew is operated by either of two electric
actuators (main electric or autopilot) or manually by cables. The cable system
also operates trim position indicators, adjacent to the trim wheels on the control
stand, to provide continuous indication of Stabilizer position.

The stabilizer jackscrew, aft drum, and both electric actuators are located in a
compartment forward of the stabilizer. A forward cable drum assembly and a
column switching module are located in the lower nose compartment. Manual
trim wheels, main electric trim switches, and position indicators for each pilot
are located in the flight compartment.
The maximum travel limit of the stabilizer is 17 units. The position indication
scale is calibrated from 0 to 17 units with 3 units the neutral position. This pro-
vides a maximum of 3 units airplane nose down and 14 units airplane nose up
trim. The stabilizer must be positioned within the green band on the position
indicator for takeoff or the takeoff warning horn will sound.
System interfaces
A speed trim system is incorporated in the autopilot system. The autopilot com-
mands the autopilot servo motor to trim the stabilizer, when required, to com-
pensate for unstable flight conditions experienced during the low speed, high
thrust conditions at takeoff. This system will be covered in autoflight.
The stabilizer is connected to the elevator control linkage through neutral shift
rods. Whenever the stabilizer is moved from 3 to 17 units the elevators are
gradually moved up.

27-40
JACKSCREW WITH
BALLNUT
GEARBOX AND
ACTUATORS
HORIZONTAL
STABILIZER
POSITION INDICATOR AND

MANUAL CONTROL MECHANISM
Figure 77 Stabilizer Trim Control System Location

27-40
STABILIZER TRIM CONTROL SCHEMATIC

General Operation
The horizontal stabilizer is operated three ways and in this order of priority:
- Manual - trim wheels on the control stand.
- Main Electric - thumb switches on both control wheels.
- Autopilot - pitch channel or speed trim system.
Normal stabilizer operation is electrical by either the autopilot, main electric ac-
tuator or on aircrafts with primary stabilizer trim actuator by the primary actua-
tor driving the jackscrew through a gearbox. Manual control is accomplished by
driving the aft cable drum on the jackscrew gearbox through cables. The
manual system remains engaged at all times and is thus back-driven by the
two electric actuators. This ensures correct indication on the position indicator.
Manual system operation will disengage both electric actuators.
Normal electric trimming of the stabilizer is done at one of two rates as con-
trolled by flap position. Trim rate with flaps retracted is 1/3 the trim rate with
flaps extended. The autopilot actuator also trims at one of two rates as con-
trolled by flap position. High speed autopilot rate is equal to the normal electric
low speed rate. The low speed autopilot rate is 1/2 the rate of the high speed
autopilot rate.
The column switching module prevents the electric actuators from moving the
stabilizer in a direction opposite to pilot control column movement if the column
has been moved a predetermined amount. A column override switch is avail-
able to bypass the column switching module.
Cutout switches can remove all electric power from either actuator.
CAUTION: IN THE EVENT OF SIMULTANEOUS ACTUATION OF THE
TRIM CONTROL SWITCHES FOR OPPOSITE DIRECTIONS
OF TRIM, THE SWITCHING WILL CAUSE BOTH ELECTRO-

MAGNETIC CLUTCHES TO ENGAGE AND RESULT IN MO-
TOR STALL WHICH MAY DAMAGE THE MOTOR DUE TO
OVERHEATING.

27-40
Figure 78 Stabilizer System Schematic

27-40
STABILIZER FORWARD CONTROL MECHANISM COLUMN SWITCHING MODULE

Purpose Purpose
The stabilizer forward control mechanism provides the means of manual con- The column switching module provides the capability to stop electric operation
trol for the stabilizer in the event of electrical malfunction. of the stabilizer when the control column is moved in the direction opposing
stabilizer movement.
Location
The forward control mechanism extends from a stabilizer trim wheel on each Location
side of the control stand to a forward trim mechanism in the lower nose The module is located in the lower nose compartment on the right side beneath
compartment. the first officer’s position.
Physical Description/Feature Physical Description / Feature
The stabilizer trim wheels and a sprocket are splined to a control wheel shaft The column switching module contains relays and switches that are in the sta-
that extends through the control stand. Rotation of the stabilizer trim wheels bilizer trim electric circuits between both the main electric actuator and the au-
transmits motion to the forward trim mechanism sprocket by a chain assembly. topilot actuator and their respective control components. A mechanical linkage
The forward trim mechanism sprocket drives the forward cable drum which is to operate the switches is connected to the torque tube that interconnects both
connected by cables to an aft cable drum on the stabilizer jackscrew and gear- elevator quadrants.
box assembly.
Operation
Manual control is accomplished by rotating either trim wheel on the control
stand. Operation of the forward control mechanism drives the jackscrew and
gearbox assembly via the cables to position the stabilizer. During electrical op-
eration of the stabilizer the jackscrew and gearbox assembly drives the forward
control mechanism, through the cables, to provide stabilizer position indication
and rotate the trim wheels.
Monitor
A stabilizer position indicator provides continuous indication of stabilizer trim.
Operation of the forward control mechanism drives a jackshaft through a flex-
ible cable and transmits motion to a linkage that positions the indicator. A scale
on the control stand is calibrated in units of trim and has an area outlined to
indicate the proper takeoff stabilizer range, referred to as the GREEN RANGE.
The forward cable drum assembly is mounted in a housing which is attached to
structure by one horizontal and two vertical suspension points. Turnbuckles at
these suspension points can be adjusted to align the forward mechanism and
obtain proper chain and cable tension.

27-40
STABILIZER TRIM
COLUMN ACTUATED CONTROL SWITCH
CUTOUT SWITCH
OVERRIDE
(CONTROL STAND)
CONTROL COLUMN STABILIZER
ÉÉÉÉÉÉÉ
TRIM
ÉÉÉÉÉÉÉ
STABILIZER STABILIZER TRIM
STAB TRIM TRIM WHEEL CONTROL SWITCH
ÉÉÉÉÉÉÉ
CAB DOOR
APL
ÉÉÉÉÉÉÉ
OVERRIDE STABILIZER NOSE
POSITION DOWN
ÉÉÉÉÉÉÉ
CAB DOOR INDICATOR
UNLOCKED 0
ÉÉÉÉÉÉÉ
TAKE-OFF
A
NORM
30 20 10
CG-% MAC
5
ELEVATOR
TORQUE TUBE
(COLUMN SWITCHING MODULE)
10
COLUMN ACTUATED
CUTOUT SWITCH
CHAIN 15
ASSEMBLY APL
NOSE
INDICATOR FLEXIBLE SHAFT UP
AFT SUPPORT LINK
STB CABLE 1
STA CABLE 1
FORWARD
FORWARD CABLE DRUM
SUPPORT
LINK
1 APPROXIMATLEY 4-1/2 WRAPS FORWARD TRIM
OF STB CABLE FROM TOP OF MECHANISM
DRUM AND 28-1/2 WRAPS OF SPROCKET
STA CABLE FROM BOTTOM OF
FORWARD TRIM
DRUM WITH STABILIZER
MECHANISM
POSITIONED AT FULL AIRPLANE TURNBUCKLE GEAR HOUSING
NOSEDOWN
Figure 79 Stabilizer Forward Control Mechanism

27-40
STABILIZER JACKSCREW AND GEARBOX ASSEMBLY

Purpose
The stabilizer jackscrew and gearbox assembly positions the stabilizer by con-
verting electric actuator, autopilot actuator, or cable drum rotary motion to linear
motion.
Location
This assembly is located in a compartment, aft of the rear pressure bulkhead,
that is accessible through a door on the lower left side of the fuselage.
The stabilizer jackscrew and gearbox assembly consists of a ball nut and jack-
screw, a gimbal assembly, a cable drum, and a gearbox consisting of gearing
and brakes. The gearbox is connected to a bulkhead in the fuselage by a lower
gimbal which allows fore and aft angular motion as the stabilizer is positioned.
An upper gimbal connects the ball nut to the stabilizer front spar fitting. A
safety rod is installed in the jackscrew shaft to support the stabilizer in the
event of jackscrew failure.
Power
Two electric actuator are mounted on the assembly and drive the gearbox
through output shafts. Both are two speed, three phase, 115 volt ac motors.
Normal operation is the main electric actuator controlled by the pilot’s control
wheel switches. Autopilot control of the stabilizer is through the autopilot actua-
tor.

27-40
SAFETY ROD
JACKSCREW
BALLNUT
STABILIZER
STRUCTURE
GREASE
FITTING
LOWER STOP
(UPPER STOP NOT
SHOWN BUT EQUIVALENT)
ELECTRIC UPPER GIMBAL
ACTUATOR GEARBOX
(NORMAL) UMBRELLA ASSEMBLY
COVER PLATE
AUTOPILOT
ACTUATOR
LOWER
GIMBAL
STB CABLE
STA CABLE
FWD
GEARBOX
CABLE DRUM
Figure 80 Stabilizer Jackscrew and Gearbox Assembly (config. 1)

27-40


27-40
SAFETY ROD
JACKSCREW
BALL NUT
STABILIZER
STRUCTURE
UPPER GIMBAL
PRIMARY
STABILIZER GREASE FITTING
TRIM ACTUATOR LOWER STOP
GEARBOX (UPPER STOP NOT SHOWN
BUT EQUIVALENT)
UMBRELLA ASSEMBLY
COVER PLATE
LOWER
GIMBAL
ACTUATOR
COVER
STB CABLE
FWD
STA CABLE GEARBOX

CABLE DRUM
Figure 81 Stabilizer Jackscrew and Gearbox Assembly (config. 2)
27-40
STABILIZER JACKSCREW AND GEARBOX DIAGRAM

Control
The primary brake system in the stabilizer trim gearbox prevents any aerody-
namic loads on the stabilizer from rotating the jackscrew when the control sys-
tem is not being operated. When the jackscrew shaft is driven by the jackscrew
gearbox in a direction which increases the airloads on the stabilizer, a brake
plate rotates through a ratchet producing a clicking sound in the assembly.
The auxiliary brake system is provided in case of primary brake system failure.
When the jackscrew is turned by the jackscrew gearbox, the auxiliary brake
system is released through a gear driven by the gearbox. If the primary brake
system fails, the jackscrew shaft rotation applies the auxiliary brake to prevent
any additional shaft rotation.
Operation
When the main electric actuator is energized, a uni-directional motor drives the
trim input servo gear in the direction of the engaged magnetic clutch. The
clutch drive gear drives the drive gear shaft through the engagement of the up-
per clutch member and the spring-loaded lower clutch member. The drive gear
powers the jackscrew through the brake unlock gear. Because the lower clutch
member is splined to the cable drum, the drum rotates to operate the position
indicator and trim wheels.
The autopilot motor operates in the same manner described for the main elec-
tric actuator through the autopilot trim servo input gear.
Manual input from the trim wheels causes the lower clutch member to cam
down against the spring and disconnects the shaft from the clutch drive gear.
This effectively disconnects both electric actuators.

27-40
ELECTRO
MAGNETIC
CLUTCH
JACKSCREW
AUXILIARY
SAFETY BRAKE
MOTOR
ROD ASSEMBLY
SEE A
BRAKE
UNLOCK
GEAR
RATCHET
DRIVE
PAWL
GEAR
CLUTCH
DRIVE
REDUCTION
GEAR
GEAR
PRIMARY
BRAKES
TORQUE
LIMITER
AUTOPILOT
CLUTCH
TRIM SERVO
UPPER CLUTCH INPUT GEAR
SHOE
TRIM SERVO MEMBER
BRAKE ARM INPUT GEAR
LOWER CLUTCH
BRAKE MEMBER
UNLOCK
GEAR RELEASE CAM AND
ROLLER ASSEMBLY
(4 PLACES)
JACKSCREW
CLUTCH SPRING
A
BRAKE DRUM
CABLE DRUM
Figure 82 Stabilizer Jackscrew and Gearbox

27-40
STABILIZER TRIM LIMIT SWITCHES

Purpose
Four stabilizer trim limit switches limit the up and down travel of the horizontal
stabilizer leading edge during either main electric or autopilot operation.
Location
The four cam operated microswitches are mounted in a vertical row on brack-
ets attached to structure at the left of the jackscrew attach fitting.
Two stabilizer takeoff warning switches are included in this row to make a total
of six switches.
Features
All switches are operated by the same cam which is mounted by a support tube
to the horizontal stabilizer center section jackscrew attach fitting.
Operation
The cam moves with the stabilizer to actuate the limit switches to the open
position at the desired stabilizer travel limits.
Opening of a switch removes power to the respective actuator to terminate sta-
bilizer travel.
Main electric nose down travel is limited by one of two limit switches as se-
lected by flap position.
Takeoff warning switch operation will be discussed under takeoff warning.

27-40
STAB TAKEOFF WARNING

SWITCH (S546)
(REF 31-26-24)
STAB AUTOPILOT AND

ELEC ACTUATOR LIMIT
SWITCH (S145)
STAB ELEC ACTUATOR

LIMIT SWITCH (S844)
SWITCH
LIMIT SWITCHES MOUNTING
(AIRPLANE NOSE DOWN) BRACKETS
CAM
LIMIT SWITCHES
STAB TAKEOFF
(AIRPLANE NOSE UP) WARNING
SWITCH (S132)
(REF 31-26-24)
FWD
STAB ELEC ACTUATOR STAB AUTOPILOT LIMIT
LIMIT SWITCH (S115) SWITCH (S144)
Figure 83 Stabilizer Trim Switches Location

27-40
MAIN ELECTRIC ACTUATOR OPERATION

Operation Normal Sequence
Normal control and operation of stabilizer trim is accomplished with electrical When either pilot actuates his control wheel switches, control power is applied
power. Control power for the relays, the electromagnetic clutches is 28-volts to the circuit through the column switching module and cutout switch. The se-
dc. The actuating power for the stabilizer trim motor is 115-volt, three-phase lected directional clutch is energized through the respective limit switch. The
ac. stab trim control relay is energized through the phase sequence relay. The mo-
When the three-phase power source has the correct phase sequence, assur- tor is driven by ac power to move the stabilizer in the selected direction at the
ing correct direction of motor rotation, the phase sequence relay contacts will speed determined by flap position. The limit switch opens and stops stabilizer
be closed. The clutch and relay control circuits are ready for normal electrical movement when the preset travel limit is reached.
operation only when the main electric trim cutout switch is at the NORMAL
position.
CAUTION: CAUTION: DO NOT EXCEED MAIN ELECTRIC ACTUATOR
With power supplied and the trim cutout switch at the NORMAL position, the DUTY CYCLE OF 2 MINUTES ON AND 13 MINUTES OFF.
stabilizer safety relay coil will be supplied 28-volt dc power to hold the contacts
closed. This will allow the trim control relay to control switching power directly Backup Operation
to the motor for normal operation. The stabilizer is operated manually by the pilots’ trim wheels when electric op-
The actuation of either trim control switch will switch control power to energize eration is not possible. The cutout switch is actuated to CUTOUT to remove
the trim control relay and the appropriate electromagnetic clutch. electric power from the circuit and prevent motor operation, when required.
This action connects three-phase power to the motor, which rotates in one The switches inside the module provide a path for electric power between the
direction only, and engages the clutch which controls the direction of actuator two actuators and their control components when the control column is in the
drive. With the electrical trim motor actuating the jackscrew, the trim wheels will neutral range. When the control column is moved out of the neutral range,
be turned and the trim indicators positioned through the manual system as the switches in the module open the electrical circuit to both actuators in the direc-
manual system is driven from the cable drum on the jackscrew gearbox. tion opposite of column movement. Relays and another set of switches allow
The trim actuator will continue to drive the jackscrew in the direction selected the actuators to operate the stabilizer in the same direction as column move-
until the trim control switch is released, the limit switch is actuated, or the cut- ment.
out switch is positioned to CUTOUT. Limit switch actuation interrupts power to A switch on the control stand, when positioned to OVERRIDE, provides a path
the clutch which disengages the motor. The motor will not be de-energized by for electric power to bypass the column switching module. The stabilizer can
limit switch actuation. then be electrically operated in both directions regardless of column position.
The trim wheel rotation will stop and trim position indicator will show that the
trim action has stopped at the extreme end of travel. Release of trim control
switch will cause the control relay to drop out, interrupting motor power. Switch-
ing trim cutout switch to the CUTOUT position disconnects all normal control
circuits, shorts all relay and clutch solenoids to ground, and de-energizes the
safety relay to open the trim motor power circuit.

27-40
115V AC LOW SPEED
HI
SPEED
STAB TRIM
ACTUATOR STAB TRIM
SAFETY SPEED
RELAY R66 CHANGE
STAB TRIM RELAY
PHASE SEQ CONTROL
RELAY R63 RELAY R64
28V DC
STAB TRIM
CONTROL STABILIZER TRIM SHIELD
NOSE UP
NOT UP
STAB ELEC ACT NOSE UP
LIMIT APL NOSE UP CLUTCH
S115
NOSE DN
NORMAL
STAB TRIM SW S135
COLUMN OVERRIDE SWITCH S847
RIGHT WHEEL COLUMN NOT DOWN
COLUMN STAB ELEC ACT
AFT LIMIT APL NOSE DOWN
FLAPS UP NOSE DN
NOSE UP CLUTCH
S844
NOT DOWN
STAB ELEC ACT
APL NOSE UP
S145
CUTOUT
NOSE DN
STAB TRIM CUTOUT FLAPS UP STAB TRIM ACTUATOR M222
STAB TRIM SW S134 SWITCH S272 RELAY R335
LEFT WHEEL COLUMN COLUMN
CONTROL STAND
FWD
COLUMN ACTUATED CUTOUT SWITCH M1201 FLAPS NOT UP

S245
1
1 AIRPLANES WITH FLAPS UP RELAY FLAPS NOT

UP S245
2 ALL EXCEPT 1
2
Figure 84 Stabilizer Trim Control Circuit

FLAPS
27-50
27-50 FLAPS
TRAILING EDGE FLAPS INTRODUCTION
Purpose System Interfaces
The trailing edge flap system is installed to provide additional lift during takeoff Leading edge flaps and slats on each wing operate in conjunction with the trail-
and landing by increasing the camber of the wing. ing edge flaps to provide increased lift.
System Description General Operation

The trailing edge flap system consists of an inboard and an outboard assembly Normal operation of the trailing edge flaps is system B hydraulic power control
on each wing that are each composed of three mechanically linked segments led by the flap lever. Alternate operation is by an electric motor controlled by
which extend and separate to form a triple for added lift. A hydraulic motor two switches on the overhead pane!.
drives all trailing-edge flaps by means of a torque-tube drive system con-
nected to two ball bearing drive screws on each flap assembly. This motor has
an automatic shutoff feature in case of either flap asymmetry or cable tension
loss. An electric motor serves as a backup for trailing edge flap extension and
retraction.
The normal cruise position of the flaps is retracted with the trailing edge flaps
nested together to form a continuous surface. Flaps are extended for takeoff
and landing to increase the effective wing area. Takeoff flap positions provide
high lift and relatively low drag. Landing flaps produce high lift and high drag
which aids in deceleration to low approach speeds. A flap load limiter system
protects the trailing edge flaps from excessive airloads by automatically retract-
ing flaps from the fully extended landing position when a predetermined air-
speed is exceeded. When airspeed is reduced the flaps automatically return to
the fully extended position.
The flap control lever is on the pilots’ control stand. The flap control unit and
flap power unit are in the main gear wheel well. A position transmitter is
mounted on each wing rear spar and the indicator is in the flight compartment.

Each flap assembly travels on two flap tracks. The torque tube drive system
operates two transmission assemblies attached to the mid flap.

FLAPS
27-50
FLAP CONTROL
LEVER
WFB CABLE
RIGHT ANGLE
GEARBOX
FLAP CONTROL
UNIT
WFA CABLE
ANGLE GEARBOX
FLAP POSITION
TRANSMITTER
INBOARD
TRAILING
EDGE FLAP
OUTBOARD FLAP
TRACK FAIRINGS
OUTBOARD
TRAILING
EDGE FLAP
FLAP POWER
UNIT
Figure 85 Trailing Edge Flap System

FLAPS
27-50
FLAP LEVER
Purpose
The flap control lever provides the pilots a means of regulating the position of
the trailing edge flaps using hydraulic power.
Location
The flap control lever is located on the upper right side of the control stand.
The lever assembly consists of a spring loaded telescoping handle that rotates
a cable drum around a shaft in the control stand. The lever rotates around a
quadrant which has detents at the flap positions, graduated in units. The lever
is spring-loaded to lock in each detent.
Operation
Lifting the lever releases the lock and allows rotation. The quadrant contains
gates at the 1 and 15 unit detents which prevent inadvertent lever movement
past these detent positions.
S Position 1 to check flap position for one engine inoperative go-around
S Position 15 - to check flap position for normal go - around.
The lever must be lowered into the detent and passed under the gate before
further rotation can occur.
The flap control lever rotates the cable drum to actuate cables which position a
flap control quadrant above the right wheel well.

FLAPS
27-50
FLAP CONTROL LEVER
FLAP QUADRANT
CONTROL STAND
FWD
Figure 86 Flap Lever

FLAPS
27-50
FLAP CONTROL UNIT

Purpose Monitor
The flap control unit is installed to contain the flap control valves and Actual trailing edge flap position is monitored by seven cam operated switches
associated mechanical linkages that regulate hydraulic operation of the flaps. on the flap control unit actuated by the follow-up system. These include alter-
nate drive limit switches, a takeoff warning switch, a landing warning switch,
Location leading edge indication switch, a mach trim switch, and a stall warning switch.
The flap control unit is mounted on the right wheel well ceiling near the aft bulk- Individual switch operation will be discussed when the specific circuit is cov-
head. ered.
The flap control unit incorporates the mechanical linkage that operates both the
trailing edge flap control valve and the leading edge flap control valve. These
valves are mounted on the control unit, as well as a cable operated follow-up
drum that operates three cams. Seven cam operated electric switches are
mounted on the forward side of the control unit.
Control
Normal hydraulic control of the trailing edge flaps is by cables from the flap
control lever that operate the input linkage to the trailing edge flap control
valve. A flap control cable tension switch is located below the cabin floor, near
the flap control unit quadrant. Tension on the flap control cables causes the
spring loaded cable support lever to hold a target near a reed switch. A cable
break allows the spring to pull the target away and activate the switch. This
closes the flap bypass valve and prevents hydraulic operation of the flap power
unit.
Operation
The trailing edge flaps are normally hydraulically operated. Rotation of the con-
trol lever actuates the flap control unit linkage through the cables. This posi-
tions the trailing edge control valve to port System B hydraulic pressure to the
flap hydraulic motor. The hydraulic motor powers the torque tub’ drive system
to position the flaps. Hydraulic motor operation positions cables that rotate the
follow-up drum on the control unit. The follow-up drum positions three cams.
One cam returns the trailing edge control valve to null and stops the flaps at
the desired position. The second cam positions the leading edge control valve
and the third actuates the respective electric switches.

FLAPS
27-50
FLAP CONTROL CABLE TENSION

QUADRANT SWITCH
SEE A
INPUT SHAFT
FOLLOW-UP SHAFT
FOLLOW-UP DRUM
FLAP 10-DEGREE
WFFA CABLE
SWITCH S584
BELLCRANK
CAM ROLLER WFFB CABLE
FLAPS UP LIMIT TE FLAP

SWITCH S245 CONTROL VALVE
STALL WARNING S856
FLAPS DOWN LIMIT

CAM
SWITCH S246
ROLLER FLAP LOAD LIMITER
TAKEOFF WARNING SOLENOID VALVE
MACH TRIM
SWITCH S130 LANDING SWITCH S290
WARNING LE FLAP
SWITCH TE FLAP CONTROL CONTROL VALVE
S138 VALVE LINK
SWITCH
SENSED BAR
SUPPORT
(MAGNET)
SPRING
A
LEVER
SUPPORT
Figure 87 Flap Control Unit

FLAPS
27-50
FLAP POWER UNIT

Purpose
The flap power unit transfers mechanical energy from the flap hydraulic motor
or alternate drive electric motor to the trailing edge flap drive system.
Location
The flap power unit is mounted in the center of the aft wall of the main gear
wheel well.
The flap power unit is an aluminum housing containing the gearing necessary
to drive the output shaft and the follow-up system. The flap hydraulic motor
and the alternate drive electric motor are mounted on the power unit.
Operation
During normal flap system operation, power from the hydraulic motor is trans-
mitted through a pinion gear to a reduction gear splined to the output shaft.
During flap alternate drive operation, power from the electric motor is trans-
mitted through a second pinion gear to the same reduction gear. The reduction
gear drives the flap torque tube drive through the output shaft.
Both motors operate the same worm gear and worm wheel to drive the fol-
low-up drum which is connected by cables to the flap control unit follow-up
drum.
CAUTION: DURING GROUND OPERATION, DO NOT OPERATE THE
FLAP ALTERNATE DRIVE UNIT MORE THAN 4 MINUTES
OPERATION AND 25 MINUTES OFF. YOU CAN CAUSE
DAMAGE TO THE FLAP ALTERNATE DRIVE UNIT.
HAM
HAM US/E
US/E sp
FLAPS
27-50
HYDRAULIC MOTOR
SEE A SHAFT
SHAFT RETAINER
FLAP
POWER
UNIT
FWD
A
ALTERNATE ELECTRIC
DRIVE UNIT
Figure 88 Flap Power Unit

FLAPS
27-50
Normal Sequence
FLAP HYDRAULIC DRIVE SYSTEM The trailing edge flaps are normally operated by hydraulic power. When the flap
control lever is rotated, cables displace the flap control unit linkage.
Purpose
This positions the trailing edge flap control valve to port pressurized fluid from
A reversible hydraulic motor attached to the flap power unit drives the flap sys- hydraulic system B to the flap hydraulic motor. The motor drives the flaps
tem during normal operation. through a torque tube drive and transmission assemblies.
Location As the flaps move, cables from a follow-up drum on the power unit rotate a
The hydraulic motor drive shaft mates with the power unit input shaft. It is on follow-up mechanism on the control unit. A cam in the follow-up mechanism
the aft wall of the main gear wheel well. returns the control valve slide so that it nulls and stops the flow of hydraulic
fluid when the desired flap position is reached.
Physical Description/Features The operating speed of the trailing edge flaps is controlled by a flow limiting
The nine cylinder piston-type motor converts hydraulic pressure to mechanical valve installed in the pressure line to the flap control valve.
energy. Two hydraulic lines from the flap control valve connect to inlet ports on A priority valve stops fluid flow to the hydraulic motor when B system demand
the motor. A case drain line connecting the motor to the hydraulic fluid return causes pressure to drop below 2400 psi at the valve. A motor operated bypass
system through a check valve allows lubrication of the motor. valve in the hydraulic lines between the control valve and the flap power unit
controls operation of the hydraulic motor.
Power
The normal position of the bypass valve directs pressure thru one line to the
The hydraulic motor is powered by System B, available at the control valve,
motor and opens the other line to return. This allows the motor to run when the
through a priority valve and a flow limiter. The flow limiter controls the speed of
control valve is actuated.
flap movement by regulating fluid flow to the motor at 9.0 to 10.5 gpm.
The priority valve stops fluid flow to the flap hydraulic motor when B system
demand causes a pressure drop below 2400 psi at the valve. This would most
likely occur when the landing gear was retracted after takeoff with the left en-
gine hydraulic pump inoperative.
Control
Hydraulic pressure to the motor is controlled by the position of the trailing edge
flaps control valve and the flap bypass valve.
Operation
Movement of the flap control lever tensions the cables and drives the control
unit input linkage to position the control valve. System B pressure is then ap-
plied through the normally open bypass valve to one port of the hydraulic mo-
tor. The pistons are actuated to rotate the output shaft and drive the power unit.
Rotation of the follow-up drum by power unit operation drives the follow-up
drum on the control unit to actuate the linkage and return the control valve to
null.

FLAPS
27-50
FOLLOW UP
CAM FOLLOWER
Figure 89 Flap Hydraulic Drive Schematic

FLAPS
27-50
FLAP LOAD LIMITER

Purpose
The flap load limiter system protects the trailing edge flaps against excessive
airloads
Location
A solenoid operated secondary valve slide is incorporated in the trailing edge
flap control valve. The solenoid is mounted on the valve.
The load limiter system consists of the solenoid valve, two flap lever actuated
40 unit switches and two airspeed switches (or two printed circuit boards com-
prising an ARINC 429 receiver and power supply). The airspeed switches are
installed in the lower nose compartment on the right side. Input to the airspeed
switches is from the auxiliary pitot static probes on the left and right sides of
the fuselage adjacent to the flight compartment.
The system can be tested by using a three position test switch and green indi-
cator light in the Electrical/Electronic Equipment Compartment.

FLAPS
27-50
FLAP LEVER
40 UNIT SWITCHES (2)
Figure 90 Flap Load Limiter Component Location

FLAPS
27-50
FLAP LOAD LIMITER (CONFIG. 1)

Control
The load limiter system automatically retracts the flaps from 40 to 30 units
when airspeed exceeds a range of 152 to 162 knots. Power is applied to the
load limiter solenoid valve thru two separate airspeed switches and two 40 unit
flap lever switches. The load limiter system operates only when hydraulic
power is available.
Operation
The flap 40 unit switches are actuated by a cam when the flap control lever is
moved to the 40 unit position. Electric power is 28 volts dc from bus 2. When
the airspeed switches senses an airspeed in excess of a range of 152 to 162
knots, the hydraulic solenoid valve attached to the trailing edge flap control
valve is energized. Energizing the solenoid valve positions the trailing edge flap
control valve to the 30-unit position, allowing pressurized fluid to flow to the
hydraulic motor. As airspeed decreases to below a range of 147 to 157 knots,
the solenoid valve is de-energized, the control valve is positioned to the
40-unit position, and the flaps extend to 40 units. The flap load relief light
comes on when the flap load limiter system is operating the flaps.
BITE
A three position FLAP LOAD LIMITER test switch and a green test light are
located on a panel mounted on the inboard forward stanchion of the E2 rack.
The switch is powered through the ground position of the R277 air/ground
sense relay contact.
Moving the switch to SYSTEM TEST energizes the solenoid through the flap
lever 40 unit switches. The flaps are observed to move from 40 units to 30
units.
Moving the switch to SWITCH TEST checks the airspeed switches in the low
position. Electric power is applied through the low position of the airspeed
switches and the flap lever switches not in the 40 unit position and turns on the
green light.
HAM US/E sp Jul 97 Page: 182

FLAPS
27-50
28V DC BUS 2 AIRSPEED 160 KT MASTER

DIM
A A
FLAP
FLAP LOAD
LOAD RELIEF
RELIEF LIGHT
P2 CENTER INSTRUMENT
P6-2
FLAP LOAD LIMIT PANEL L814
AIRSPEED SWITCH S560
AIRSPEED 160 KT
AIR
FLAP LOAD RELIEF LIGHT
SW TEST RELAY R161
GND (KEYWAY)
M338 LANDING GEAR MOD FLAP LOAD LIMIT

AIRSPEED SWITCH S562
DC FLAP LOAD LIMITER
SOLENOID VALVE V94
NC NC
FLAP LOAD
C C
LIMITER G DC
NO NO
TEST SW FLAP FLAP
HANDLE HANDLE LOAD LIMITER
SYS TEST
40 S564 40 S566 TEST LT L558
AIRPLANES WITH AIRSPEED SWITCHES
Figure 91 Flap Load Limiter System Circuit (config. 1)

FLAPS
27-50
FLAP LOAD LIMITER (CONFIG 2)

Control
The load limiter system automatically retracts the flaps from 40 to 30 units
when airspeed exceeds a range of 152 to 162 knots. Power is applied to the
load limiter solenoid valve thru two separate ARINC 429 receiver switch cards
and two 40 unit flap lever switches. The load limiter system operates only when
hydraulic power is available.
Operation
The flap 40 unit switches are actuated by a cam when the flap control lever is
moved to the 40 unit position. Electric power is 28 volts dc from bus 2.
When the airspeed function in excess of a range of 152 to 162 knots was
derived (via ADC no.1), the hydraulic solenoid valve attached to the trailing
edge flap control valve is energized. Energizing the solenoid valve positions
the trailing edge flap control valve to the 30-unit position, allowing pressurized
fluid to flow to the hydraulic motor.
As airspeed decreases to below a range of 147 to 157 knots, the solenoid
valve is de-energized, the control valve is positioned to the 40-unit position,
and the flaps extend to 40 units. The flap load relief light comes on when the
flap load limiter system is operating the flaps.
BITE
A FLAP LOAD LIMITER test pushbutton and a green test light are located on a
panel mounted on the inboard forward stanchion of the E2 rack. The pushbut-
ton is powered through the ground position of the R277 air/ground sense relay
contact.
Pressing the switch, together with a airspeed signal provided by the ADC no.1
(when respective test switch was selected on the front of the ADC) energizes
the solenoid through the selected flap lever 40 unit switches. The flaps are ob-
served to move from 40 units to 30 units.

FLAPS
27-50
28V DC BUS 2
PC BOARD MASTER
(POWER SUPPLY DIM
FOR ARINC A A
FLAP 429
LOAD RELIEF RECEIVER) FLAP LOAD
RELIEF LIGHT
P6-2 M1452 P2 CENTER INSTRUMENT
PANEL L814
PC BOARD
(ARINC
429
RECEIVER)
AIR
GND M1453
E11 LANDING GEAR LOGIC SHELF DC FLAP LOAD LIMITER

R277 GND SENSING
SQUAT RELAY SOLENOID VALVE V94
NO
FLAP LOAD
LIMITER
NC NC
TEST SW C C
NC G DC
NO NO
SYS TEST FLAP FLAP
HANDLE HANDLE LOAD LIMITER
40 S564 40 S566 TEST LT L558
AIRPLANES WITH ARINC 429 RECEIVER
Figure 92 Flap Load Limiter System Circuit (config. 2)

FLAPS
27-50
FLAP TRANSMISSION INSTALLATION

Purpose
The flap transmission assembly converts flap torque tube rotation into linear
motion to extend or retract the trailing edge flaps.
Location
The transmission assemblies are mounted on the flap tracks just aft of the
landing gear support beam and the wing rear spar.
The flap drive system contains eight transmission assemblies, numbered from
left to right, 1 through 8. Each transmission assembly is enclosed in a flap track
fairing and consists of a transmission gearbox, a universal joint, and a ball nut
and jack screw actuator.
Each transmission gearbox incorporates a torque limiter; two springs wound
together, bevel gears and input and output shafts inside a housing. If a flap
jams, excessive torque on the screw actuator will cause the springs to expand
and bind against the housing. Excessive torque is absorbed by the torque lim-
iter until the flap hydraulic motor stalls. The torque limiter operates in either
direction of flap travel.
The inboard transmission assembly on each flap incorporates a no-back fric-
tion brake. At extended flap positions, this brake prevents flap retraction due to
airloads. The brake disengages when the jackscrew is operated.
Operation
The actuator consists of a jackscrew and a recirculating ball bearing nut. The
jackscrew is connected to the transmission gearbox by a universal joint which
allows angular deflection of the jackscrew during flap operation. The ball bear-
ing nut is attached to the mid flap through a gimbal assembly. During flap op-
eration, torque tube drive rotation is transmitted through the transmission gear-
box to the jackscrew. The ball bearing nut is restrained from turning and travels
fore and aft on the rotating screw to extend and retract the flaps.

FLAPS
27-50
FWD
INBD
NO-BACK BRAKE
TORQUE LIMITERS (inboard gearboxes only)
(each transmission)
ANGLE GEARBOX ANGLE GEARBOX
NO. 3 NO. 4 NO. 5 NO. 6
NO. 2 NO. 7
FLAP POWER UNIT

GEARBOX
NO. 1 INBD INBD NO. 8
MIDFLAP MIDFLAP
RIGHT ANGLE GEARBOX RIGHT FLAP

RIGHT ANGLE GEARBOX
(REVERSE TURNIG DIRECTION)
TRANSMISSION ASSEMBLY
(8 PLACES)
OUTBOARD MIDFLAP
OUTBOARD MIDFLAP
Figure 93 Flap Transmission Schematic

FLAPS
27-50


FLAPS
27-50
SEE A
TORQUE TUBE
UNIVERSAL JOINT
OUTBOARD mid flap
FLAP TRACK
TORQUE LIMITER HOUSING
TRANSMISSION GEARBOX A
BALL NUT AND
SCREW ACTUATOR
FWD
INBD
Figure 94 Flap Transmission Assembly

FLAPS
27-50
OUTBOARD MID FLAP DRIVE MECHANISM

Purpose
The mid flap drive mechanism positions each flap section by positioning the
mid flap.
Two flap tracks, curved forged steel beams mounted on the lower surface of
the wing, are installed for each flap segment. The flap is supported by flap car-
riages attached to the mid flap that travel on these tracks. Rollers on each car-
riage assembly support the flap on the track and side load rollers provide lat-
eral alignment.
A preload spring unit is mounted on the mid flap to simulate flight loads on the
flap assembly when the flaps are retracted on the ground.
Operation
The three flap sections nest together with the flaps retracted. A sequencing
carriage attached to the foreflap has a toggle set in a detent in the carriage.
When the jackscrews drive the mid flap out of retract, the carriage rolls aft on
the track. The foreflap is carried aft by the sequencing carriage during the first
segment of flap extension.

FLAPS
27-50
Figure 95 Outboard Mid Flap Drive Mechanism

FLAPS
27-50
OUTBOARD FORE FLAP DRIVE MECHANISM

Purpose
The foreflap drive mechanism is installed to separate the foreflap from the mid
flap during extension.
Three curved support beams extend through the foreflap lower surface and
connect to three foreflap tracks. The tracks ride on roller bearing mounted to
mid flap structure.
Operation
As the mid flap extends the foreflap toggle assemblies ride on the mid flap car-
riages until a position corresponding to 8 units. At this point, aft movement of
the toggle assembly is stopped by a lug protruding from the upper surface of
the track. The forward roller bearing on the toggle assembly drops in a detent
on the track, locking the foreflap into position. The mid flap continues to roll
away on the foreflap tracks.

FLAPS
27-50
Figure 96 Outboard Fore Flap Drive Mechanism

FLAPS
27-50
OUTBOARD FLAP FAIRING DRIVE

Purpose
The outboard flap fairing drive positions the hinged section of the flap track fair-
ing to maintain a clearance between the flap and fairing as the flap changes
position.
The outboard flap track fairings consist of a fixed section and an aft moveable
section that rotates about a hinge. The drive mechanism consists of a fairing
support arm with rollers that ride in two fairing cam tracks.
Operation
Motion of the mid flap move the fairing support arm rollers in the cam track,
causing the aft fairing to pivot.

FLAPS
27-50
Figure 97 Outboard Flap Fairing Drive

FLAPS
27-50
OUTBOARD AFT FLAP DRIVE

Purpose
The outboard aft flap drive separates the aft flap from the mid flap based on
mid flap position.
A bellcrank is mounted on and pivots about the fairing support arm. A pushrod
connects one end of the bellcrank to the aft flap. A roller on the other end rides
in a cam track in the center of the fairing.
Operation
As the fairing pivots in response to carriage movement on the track, the bell-
crank cam arm repositions the bellcrank. This moves the aft flap pushrod to
actuate the aft flap for its initial movement. When the mid flap approaches full
travel, the bellcrank and pushrod move the aft flap again, increasing the slot
between it and the mid flap.

FLAPS
27-50
OUTBOARD OUTBOARD
FOREFLAP MIDFLAP
FOREFLAP
FLAP TRACK
SEQUENCING
FORWARD
CARRIAGE
FAIRING FOREFLAP
MIDFLAP TRACK
OUTBOARD INBOARD FLAP
OUTBOARD TRACK FAIRING
TRACK FAIRING AFTFLAP
SEE A
MIDFLAP CARRIAGE
MIDFLAP
FLAP TRACK AFTFLAP PUSHROD

FAIRING SUPPORT ARM
BELLCRANK
AFTFLAP
BELLCRANK
CAM TRACK
A
FAIRING
CAM TRACK
FLAP TRACK
AFT FAIRING
Figure 98 Outboard Aft Flap Drive

FLAPS
27-50
INBOARD MID FLAP DRIVE MECHANISM

Purpose
The inboard mid flap drive mechanism positions each of the three flap sections
by positioning the midflap.
The mid flap is supported by two flap carriages which ride on main flap tracks.
A tubular support at each end of the mid flap attach it to the carriage. Another
tubular support at each end of the fore flap attach it to the toggle assembly. A
cam track in which the forflap toggle assembly rides is attached to the carriage.
Operation
The operation of the inboard mid flap drive mechanism is the same as that de-
scribed for the outboard flap. One difference in the mechanism is that the main
carriage cam continues aft by riding on rollers attached to the fore flap toggle
assembly.

FLAPS
27-50
Figure 99 Inboard Mid Flap Drive Mechanism

FLAPS
27-50
INBOARD AFT FLAP DRIVE MECHANISM

Purpose
The inboard aft flap drive mechanism separates the aft flap from the midflap as
programmed by mid flap position.
Location
The inboard aft flap drive mechanism is located at the inboard side of the flap
and inside the mid flap.
The aft flap drive mechanism consists of a cable drum with cam slot, a bell-
crank with cam follower, a slave bellcrank, two pushrods, an actuating mecha-
nism boom, an actuating cable support fitting and connecting cables. The
boom, which pivots about a bracket on the inboard flap track, is not structurally
attached to the mid flap. The cable support fitting is mounted on the inboard
midflap carriage. A cable mounted at each end of the boom passes over the
cable support fitting and attaches to the cable drum inside the midflap. A cam
follower on the inboard bellcrank rides in the cable drum cam slot. The slave
bellcrank is connected to the inboard bellcrank by two cables. Both bellcranks
are connected to the aft flap by pushrods.
Operation
The boom rotates down as the midflap moves in the extend direction and vice
versa. The aft flap drive mechanism is actuated by the change in relative posi-
tion between the boom and the cable support fitting. The bellcranks provide aft
flap motion through the pushrods. The aft flap makes two distinct movements,
near the beginning and at the end of mid flap travel.

FLAPS
27-50
FWD
INBOARD AFT FLAP

DRIVE MECHANISM INBD
MIDFLAP
AFTFLAP CARRIAGE
ACTUATING
CABLES
AFTFLAP
SLAVE INBOARD ACTUATING
INBOARD ACTUATING CABLE
BELLCRANK BELLCRANK CABLE DRUM CAM SLOT CABLES
BOOM ROLLER SUPPORT FITTING
AFTFLAP
AFTFLAP CAM FOLLOWER ACTUATING
CABLE
ACTUATING
INBOARD AFTFLAP CLUTCH
CABLES
INBOARD
AFTFLAP AFTFLAP
PUSHROD
AFTFLAP AFTFLAP
ACTUATING
PUSHROD MECHANISM
EXHAUST GATE BOOM
Figure 100 Inboard Aft Flap Drive Mechanism

FLAPS
27-50


FLAPS
27-50
FLAPS UP FLAPS 40 UNITS
Figure 101 Inboard Aft Flap Drive Mechanism

FLAPS
27-50
INBOARD AFT FLAP CLUTCH

Purpose
A clutch is installed in the master bellcrank assembly to stop aft flap retraction
when a foreign object is lodged between the midflap trailing edge and the aft
flap leading edge.
Location
Clutch discs are installed between the bellcrank and the cam arm containing
the cam roller, inside the mid flap.
The clutch assembly contains a cam arm clutch disc, a bellcrank clutch disc
and bellcrank springs and attach fittings.
Operation
If a force greater than 300 pounds is imposed on the bellcrank arm during flap
retraction the springs will be overcome and the clutch discs will disengage. The
cam follower will still operate but no motion will be transmitted to the bellcrank
assembly.
The clutch mechanism will automatically reset when the flaps are extended to
40 units. Aft flap track mechanical stops will hold the aft flap as the cam fol-
lower rotates to the correct position.

FLAPS
27-50
Figure 102 Inboard Aft Flap Clutch

FLAPS
27-50
EXHAUST GATES
Purpose
Exhaust gates are installed to provide an aerodynamic surface that can be ro-
tated out of the path of the engine plume at high flap settings.
Location
An exhaust gate is hinged to the inboard end of each outboard mid flap and to
the outboard end of each inboard mid flap.
There is an exhaust gate actuation mechanism installed on the inboard end of
the outboard mid flap.
On some airplanes the exhaust gate actuation mechanism consists of two
pushrods and a mechanism assembly. The mechanism assembly is attached to
the mid flap at the front and rear spars. The forward pushrod that is attached to
the foreflap, moves the forward part of the mechanism. When the forward part
of the mechanism moves past a certain position, it moves the aft part of the
mechanism. As the aft part of the mechanism moves, it moves the aft pushrod
which moves the exhaust gate.
On other airplanes the exhaust gate actuation mechanism consists of three
pushrods, a link, a mechanism housing, a bellcrank, and a cam. The housing
assembly is attached to the mid flap between the front and rear spars. The for-
ward pushrod that is attached to the fore flap, moves the link that is attached to
the cam through the center pushrod. As the cam turns past a certain position, a
follower on the bellcrank moves the bellcrank and the aft pushrod moves the
exhaust gate.
Operation
A pushrod attached to the fore flap actuates the link. The link is attached to the
cam through a second pushrod. As the cam rotates, a follower on the bellcrank
moves the bellcrank causing the attached pushrod to actuate the exhaust gate.
As the mid flap and fore flap separate between the 25 and 40 unit flap posi-
tions, the mechanism progressively opens the exhaust gate. The exhaust gate
is raised to a maximum of 30 degrees at the 40 unit flap position.

FLAPS
27-50
EXHAUST GATE
ACTUATION MECHANISM
MIDFLAP EXHAUST GATE
A
EXHAUST GATE PUSHROD
FOREFLAP
CAM
BOLT
FLAP-UP
BOLT SHEAR RIVET MIDSPAR CUTOUT RIG PIN HOLE
FOREFLAP PUSHROD
INBD MIDFLAP
EXHAUST
AIRPLANES WITH TWO PUSHRODS GATE
ACTUATING
MECHANISM PUSHROD
BOLT
PUSHROD
SHEAR RIVET
FOREFLAP MIDFLAP
INBD
AIRPLANES WITH THREE PUSHRODS
A-A
Figure 103 Exhaust Gates

FLAPS
27-50
TRAILING EDGE BYPASS VALVE

Purpose
The trailing edge flap bypass valve interconnects the flap hydraulic motor pres-
sure and return ports to prevent it from operating during operation of the flap
alternate drive system.
Location
The valve is mounted on the aft wall in the right main gear wheel well.
The flap bypass valve is a motor-operated two position valve containing three
ports from which hydraulic lines extend to the flap control valve and the flap
hydraulic motor.
Power
The valve is operated by 28 volts dc from bus number 1.
Control
The valve is normally controlled by the alternate flap arm switch. It is also con-
trolled by the flap asymmetry shutoff relay. A position indicator and manual le-
ver allows positioning the valve manually when electric power is removed.

FLAPS
27-50
SEE A
FLAP ALTERNATE
DRIVE UNIT
LANDING WARNING
SWITCH S138
MACH TRIM
SWITCH S290
WFFB CABLE
FLAP 10-
DEGREE TORQUE
WFFA CABLE
SWITCH TUBE
S584
FLAP POWER
TE FLAP UNIT
BYPASS VALVE
TE FLAP
CONTROL VALVE
FLAP LOAD LIMITER

SOLENOID VALVE A
FLAPS UP FLAP CONTROL UNIT
LIMIT
LE FLAP
SWITCH
CONTROL VALVE
S245
TAKEOFF WARNING
FLAPS DOWN SWITCH S130
LIMIT SWITCH STALL
S246 WARNING
S856
Figure 104 Trailing Edge Bypass Valve Location

FLAPS
27-50
TRAILING EDGE BYPASS VALVE

Operation
Moving the alternate flaps arm switch to ARM applies electric power to position
the valve to bypass. The down line from the flap control valve is blocked and
the flap hydraulic motor ports are connected together to allow fluid circulation
within the motor. Returning the alternate flaps arm switch to OFF moves the
bypass valve to normal and restores hydraulic operation of the flap system.
The flap asymmetry shutoff relay is energized to move the valve to bypass and
stop flap operation by the hydraulic motor when left and right wing flap move-
ment is not symmetrical, or cable tension to the control valve is lost.

FLAPS
27-50
S1 ALT FLAP
MASTER ARM
FLAP SWITCH
SHUTOFF ARMED
VALVE NORMAL
28V DC
OFF
FLAP
POS IND
BYPASS
R123 FLAP V52 TE FLAPS BYPASS VALVE
ASYMMETRY
28V AC
SHUTOFF
TRANSFER
RELAY
BUS NO. 2
SENSED BAR
S54 FLAP
P6 PNL POSITION (MAGNET)
INDICATOR
COMPARATOR
SWITCH
S816 WFA FLAP
CONTROL CABLE
TENSION SWITCH
Figure 105 Trailing Edge Bypass Valve Circuit

FLAPS
27-50
ALTERNATE FLAP DRIVE UNIT

Purpose Operation
The flap alternate drive unit uses electrical power to drive the flap system if a The solenoid is energized by rectified ac power simultaneously with application
failure prevents normal hydraulic operation of the flap system. of power to the motor. Energizing the solenoid causes the bellcrank to drive the
yoke, compressing the return springs and increasing cable tension. This locks
Location the output ring gear, allowing the motor to drive the output shaft.
The alternate drive unit is mounted on the flap power unit located on the aft If binding occurs in the gear train, damage to the unit is prevented by the load
wail in the main gear wheel well. sensing spring compressing to relieve tension in the cable, allowing the output
ring gear to slip.
When the·flap system is being driven by the hydraulic motor, the output shaft is
A 115 volt ac motor and a gearbox are the primary alternate drive unit compo-
rotating. Since the alternate unit solenoid is de-energized, the cables are not·
nents. The gearbox incorporates a double planetary reduction gear train and a
under tension and the output ring gear is allowed to rotate with the carrier
disconnect and overload clutch. The output shaft drives the same torque tube
gears. This prevents transmission of motion to the electric motor shaft.
that is normally driven by the hydraulic motor.
The ring gear of the first planet is fixed to the motor housing. The input planet
system carrier gears rotate around an input sun gear, cut on the motor drive
shaft. The output sun gear is attached to the input planet system carrier gears.
Rotation of the output sun gear drives the second planet system carrier gears
attached to the output shaft. The output ring gear is a floating gear held fixed
by a cable assembly during motor operation. The two terminals on the cable
assembly are held by a spring mechanism consisting of a sensing spring, re-
turn spring, and a spring collar. Since the normal spring load on the cable is not
sufficient to prevent rotation of the output ring gear, a mechanism is provided to
accomplish that function.
It consists of a yoke, energizing pin, bellcrank, and a solenoid. One arm of the
bellcrank is attached to the solenoid and the energizing pin is inserted into a
hole in the other arm of the bellcrank. The opposite end of the energizing pin is
attached to the yoke. The ends of the yoke are attached to the cable terminals.
Control
Operation of the alternate drive motor is controlled by actuation of the alternate
flaps arm switch to ARM and toggling the control switch.

FLAPS
27-50
LOAD SENSING
SOLENOID
SPRING
CABLE
TERMINAL
RETURN
SPRING
YOKE
ENERGIZING PIN MOTOR
RETURN SPRING
BELLCRANK
RING GEAR
LOAD
SENSING
SPRING INPUT PLANETARY
GEAR ASSEMBLY
OUTPUT SHAFT
RING GEAR CABLE ASSEMBLY
OUTPUT PLANETARY
GEAR ASSEMBLY
Figure 106 Alternate Flap Drive Unit

FLAPS
27-50
TRAILING EDGE FLAP POSITION INDICATING

Purpose
The trailing edge flap position indicating components provide visible indication
of the angular position of the trailing edge flaps.
Location
The flap position indicator is mounted on the center instrument panel in the
flight compartment. It receives signals from two position transmitters mounded
on the outboard flap torque tube in each wing. The left transmitter is between
the numbers one and two transmission assemblies and the right is between the
numbers seven and eight assemblies.
Each position transmitter assembly consists of a synchro-type transmitter
mounted on a gearbox. The gearbox is driven by the outboard flap torque tubes
and in turn drives the transmitter mounted on the gearbox housing. A dual syn-
chro-type indicator registers the flap position in units.
Power
The position indicating system is driven by 28 volts ac power from the number
2 transfer bus.
Operation
During flap operation, rotation of the outboard torque tube drives the flap posi-
tion transmitter synchros through the gearbox. The transmitter synchros send
electrical signals to the dual indicator synchros to move the two needles and
reflect the angular position of left wing and right wing trailing edge flaps.

FLAPS
27-50
SEE A
2
5 SEE B
1
10
UP 15
FLAPS
25
30
40
NOTE: BLACK INDICATOR DIAL WITH WHITE
MARKINGS REVERSED FOR CLARITY
POSITION INDICATOR SEE B
A
FLAP POSITION
B
TRANSMITTER
FWD INBD
OUTBOARD FLAP
TORQUE TUBE
LEFT WING SHOWN-RIGHT WING OPPOSITE

GEARBOX
Figure 107 Trailing Edge Position Indication Component Location

HAM US/E
HAM US/E sp
sp Jul 97 JUL 98 Page: 215
FLAPS
27-50
FLAP ASYMMETRY CONTROL CIRCUIT

The flap asymmetry control system stops hydraulic operation of the trailing
edge flaps when a specified difference exists between the position of the flaps
on the left wing and those on the right wing.
A comparator switch inside the flap position indicator controls the flap asym-
metry relay mounted on the back of the E3-2 rack in the electronic equipment
compartment. An asymmetry test panel is mounted on the forward stanchion of
the E3 rack.
The system consists of the two flap position transmitters, the dual position indi-
cator with comparator switch, the asymmetry shutoff relay, and the trailing edge
flap bypass valve. The test panel consists of an electric circuit, an asymmetry
test switch, and a green test light.
The asymmetry system functions only during hydraulic operation of the flaps.
During flap operation, a difference in position between the left and right wing
trailing edge flaps is detected by the flap position indicating system. When the
two indicator pointers separate by a predetermined amount the comparator
switch closes and applies power to the asymmetry shutoff relay. The energized
relay drives the trailing edge flap bypass valve to bypass and stops the hydrau-
lic motor.
The test panel is provided for self test of the asymmetry protection system. Ac-
tuation of the switch to TEST LEFT or TEST RIGHT causes the pointers on the
flap position indicator to separate, the bypass valve to move to bypass, and the
green light to illuminate. The green light illuminates whenever the flap bypass
valve is in the bypass position.

FLAPS
27-50
28V AC TO CONTROL PANEL

TRANSFER LIGHTING CIRCUIT
BUS NO.2
TE FLAP
POSITION IND
P6-2
RIGHT
RIGHT FLAP POS

TRANSMITTER
TEST
LEFT-UP
FLAP POSITION
NORM
FLAP
COMPARATOR
TEST SWITCH
ASYMMETRY
RIGHT-
TEST SW
DN
LEFT
LEFT FLAP POS

TRANSMITTER
FLAP POSITION INDICATOR
28V DC FLAP ASYMMETRY

BATTERY TEST LIGHT
BUS 3 TO ASYMMETRY
1 SHUTOFF RELAY
DIM & TEST TO FLAP 2
BYPASS (E3-2)
CONTROL
VALVE
P6-3 ELECTRONIC EQUIPMENT RACK E3
Figure 108 Flap Pos. Indicat. and Asym. Control Circuit

FLAPS
27-50
T. E. FLAP SYSTEM HYDRAULIC OPERATION

Normal Sequence
The trailing edge flaps are normally operated by hydraulic power. When the flap
control lever is rotated, cables displace the flap control unit linkage. This posi-
tions the trailing edge flap control valve to port pressurized fluid from hydraulic
system B to the flap hydraulic motor. The motor drives the flaps through a
torque tube drive and transmission assemblies. As the flaps move, cables from
a follow-up drum on the power unit rotate a follow-up mechanism on the con-
trol unit. A cam in the follow-up mechanism returns the control valve slide so
that it nulls and stops the flow of hydraulic fluid when the desired flap position is
reached.
The operating speed of the trailing edge flaps is controlled by a flow limiting
valve installed in the pressure line to the flap control valve. A priority valve
stops fluid flow to the hydraulic motor when B system demand causes pressure
to drop below 2400 psi at the valve. A motor operated bypass valve in the hy-
draulic lines between the control valve and the flap power unit controls opera-
tion of the hydraulic motor. The normal position of the bypass valve directs
pressure thru one line to the motor and opens the other line to return. This al-
lows the motor to run when the control valve is actuated.

FLAPS
27-50
NORMAL
BY-
28V DC PASS
OFF
DC BUS NO.1 FLAP ASYMMETRY
SHUTOFF RELAY
FLAP
VALVES ARMED
ALTERNATE
SYSTEM B
FLAPS ARM PRIORITY
PRESSURE
SWITCH VALVE
BY-
PASS NORM TE FLAP
CONTROL
VALVE
SYSTEM B
RETURN
TE BYPASS
VALVE
FLAP
PRESSURE POWER CONDITION:
UNIT FLAPS EXTENDING
RETURN
Figure 109 Trailing Edge Flap System Hydraulic Operation

FLAPS
27-50
FLAP ALTERNATE DRIVE SYSTEM CIRCUIT

Backup Operation
A flap alternate drive unit operates the flaps electrically when required instead
of hydraulic power. Two switches operate the system; the alternate flaps arm
switch and the alternate flaps control switch on the pilots’ forward overhead
panel. Actuating the alternate flaps arm switch to ARM supplies 28 volt dc
power to the control switch and simultaneously positions the bypass valve to
BYPASS. The hydraulic motor is disengaged because both lines at the motor
are connected to the same port of the control valve. Moving the control switch
up or down energizes the respective relay when the applicable limit switch is
closed. The motor is powered by 115 volts ac through the relay contacts until
the limit switch opens or the control switch is returned to OFF.
When the control switch is placed down to extend the trailing edge flaps electri-
cally, the leading edge standby shutoff valve relay is energized. The valve
opens and standby hydraulic system pressure extends the leading edge flaps
and slats.

FLAPS
27-50
CABLE TENSION SWITCH

NORMAL
OR FLAP ASYMMETRY
BYPASS
FLAP ASYMMETRY
115V AC SHUTOFF RELAY TE FLAP BYPASS VALVE
NO. 2 (E3-2)
TRANSFER
BUS
TE ALT FLAP TE FLAP DOWN

DRIVE MOTOR LIMIT SWITCH
S246
P6
UP RELAY
(J4) R58
DN
UP
To ALTERNATE TE FLAP UP
STBY FLAP LIMIT SWITCH
CONTROL S245
PUMP SWITCH S2
UP
OFF
DOWN
28V DC FLAP ALTERNATE

DC BUS NO. 1 OFF DRIVE MOTOR
ARM DOWN
FLAP VALVES RELAY
ALTERNATE
(J4) R57
P6
FLAP ARM OPEN
SWITCH
CLOSE
LE FLAP STANDBY
SHUTOFF VALVE RELAY K3 LE FLAP STANDBY
DRIVE SHUTOFF VALVE
FLIGHT CONTROLS MODULE (P5-3)
Figure 110 Flap Alternate Drive System Circuit

LIFT AUGMENTING
27-80
27-80 LIFT AUGMENTING

LEADING EDGE FLAP AND SLATS INTRODUCTION
Purpose
High lift leading edge devices are used in combination with the trailing edge
flaps to allow airplane operation from short runways. The use of leading edge
devices allows a change in wing camber which greatly increases lift.
System Description/Features
Three leading edge slats are installed outboard of the engine and two leading
edge flaps are installed inboard of the engine on each wing.
The flaps and slats are numbered from left to right as depicted on the graphic.
Normal operation of the leading edge devices is by hydraulic system B. Control
is with a control valve on the flap control unit positioned by the follow-up cables
from the flap power unit.

LIFT AUGMENTING
27-80
Figure 111 Leading Edge Flaps and Slat Introduction

LIFT AUGMENTING
27-80
LEADING EDGE FLAP SLAT SYSTEM

General Component Locations General Operation
Two Krueger-type leading edge flaps are installed on each wing, inboard of the Normal hydraulic operation of the leading edge devices is by system B, con-
engine. Hydraulic two-position actuators, used to extend and retract each flap, trolled by the flap lever.
are mounted on the wing front spar with each rod end connected to the respec- The leading edge flaps and slats are retracted when the flap lever is at 0. The
tive flap. leading edge flaps go to full extend and the slats to their intermediate position,
Three leading edge slats are installed on each wing, outboard of the engine. extend, when the flaps move between 0 and 1. The slats go to full extend when
Hydraulic three-position actuators, used to extend and retract each slat, are the flaps move between 5 and 10. This movement is reversed on retraction.
mounted on the wing front spar with the rod end connected to the respective Alternate operation is by the standby hydraulic system through a leading edge
slat. device shutoff valve, controlled by the alternate flap control switches. THe lead-
Control components are located in the main gear wheel well. ing edge devices can only be extended, with no intermediate positioning of the
slats, during alternate flap operation.
An autoslat system is installed that will automatically extend the leading edge
Leading edge flaps are two position devices, retract and extend. The flaps are slats from the intermediate to full extend position, if required, to provide addi-
hinged to the leading edge of the wing and are retracted to the underside of the tional lift. Autoslat operation is normally accomplished by system B hydraulic
wing. A folding nose section rotates and is stored on the underside of the wing power. A power transfer unit provides hydraulic power for autoslat operation
when the flap is retracted. when the right engine pump output pressure is low, the nose gear is off the
Leading edge slats are three position devices, retract, extend (intermediate) ground, and the trailing edge flaps are at positions 1, 2, or 5.
and full extend. The slats function as the wing leading edge when retracted.
They are attached to tracks which ride on rollers in the wing leading edge to
extend.
System Interfaces
Extension and retraction of the leading edge devices is programmed based
upon position of the trailing edge flaps. Normal hydraulic operation of the lead-
ing edge flaps and slats is controlled by the trailing edge flap follow-up system
operating a control valve on the flap control unit.

LIFT AUGMENTING
27-80
FLAP
CONTROL
LEVER
SLAT 6
SLAT 5
FLAP 3 SLAT 4
FLAP 4
FLAP 2
FLAP 1
FLAP ACTUATOR
(TYP)
SLAT ACTUATOR
(TYP)
SLAT 3
SLAT 2
HYDRAULIC
SLAT 1 FUSE
FLOW LIMITING
VALVE
LEADING EDGE FLAP AND
LEADING EDGE STANDBY SLAT CONTROL VALVE
DRIVE SHUTOFF VALVE
Figure 112 Leading Edge Devices Component Location

LIFT AUGMENTING
27-80
LEADING EDGE OPERATION

General Operation
Normal hydraulic operation of the leading edge devices is by system B, con-
trolled by the flap lever.
The leading edge flaps and slats are retracted when the flap lever is at 0. The
leading edge flaps go to full extend and the slats to their intermediate position,
extend, when the flaps move between 0 and 1. The slats go to full extend when
the flaps move between 5 and 10. This movement is reversed on retraction.
Alternate operation is by the standby hydraulic system through a leading edge
device shutoff valve, controlled by the alternate flap control switches. THe lead-
ing edge devices can only be extended, with no intermediate positioning of the
slats, during alternate flap operation.
An autoslat system is installed that will automatically extend the leading edge
slats from the intermediate to full extend position, if required, to provide addi-
tional lift. Autoslat operation is normally accomplished by system B hydraulic
power. A power transfer unit provides hydraulic power for autoslat operation
when the right engine pump output pressure is low, the nose gear is off the
ground, and the trailing edge flaps are at positions 1, 2, or 5.

LIFT AUGMENTING
27-80
Figure 113 Leading Edge Device Basic System Schematic

LIFT AUGMENTING
27-80
LEADING EDGE FLAP AND SLAT CONTROL VALVE LEADING EDGE STANDBY DRIVE SHUTOFF VALVE
Purpose Purpose
A three-position control valve regulates operation of the leading edge flaps and The leading edge standby drive shutoff valve is provided to control alternate
slats. operation of the leading edge flaps and slats.
Location Location
The control valve is mounted on the trailing edge flap follow-up mechanism The shutoff valve is on the right side of the standby hydraulic module which is
located in the right wheel well. mounted on the main wheel well aft wall, above the keel beam.
Physical Description/Feature Physical Description/Feature

The valve consists of a sliding piston enclosed in a valve housing. Drilled pas- The shutoff valve is a 28 volt dc, two-position valve in the standby pressure
sages are provided in the valve housing for a pressure port, a return port, and line to the leading edge flap and slat actuators.
two cylinder ports. A pushrod connects the control valve to the trailing edge
flap follow-up mechanism. Control
With the trailing edge flaps retracted, the control valve slide blocks pressure to The shutoff valve is normally closed. It opens and allows standby pressure to
the leading edge flap and slat actuator extend ports. extend the flaps and fully extend the slats when the alternate flap master
switch is at ARM and the alternate flap control switch is moved DOWN.
When the trailing edge flaps extend to the 1- to 5-unit position, pressurized
fluid is ported through one of the cylinder ports to extend the leading edge flaps
and to extend the leading edge slats to the intermediate position.
When the trailing edge flaps reach the 10-unit position, pressurized fluid is
ported through both control valve cylinder ports to fully extend all leading edge
slats.

LIFT AUGMENTING
27-80
STANDBY RUDDER
ACTUATOR SHUTOFF
VALVE
LEADING EDGE
STANDBY DRIVE
SHUTOFF VALVE
WHEEL WELL
AFT BULKHEAD
HYDRAULIC
FUSE
LEADING EDGE FLAP
FLOW LIMITING
AND SLAT CONTROL VALVE
B VALVE
LEADING EDGE FLAP AND
LEADING EDGE STANDBY SLAT CONTROL VALVE
DRIVE SHUTOFF VALVE
SEE A
SEE B
TRAILING EDGE FLAP

CONTROL VALVE
FLAP
CONTROL
FWD INBD
UNIT
Figure 114 Leading Edge Slat and Falp Component Location

LIFT AUGMENTING
27-80
LEADING EDGE FLAP ACTUATOR

Purpose Operation
Hydraulic actuators convert available hydraulic power to mechanical energy Hydraulic pressure from system B opens the system blocking valve and is ap-
that positions each leading edge slat to the desired position; retract, extend, or plied to the retract side of the piston. The extend side of the piston is con-
full extend. nected to the control valve through the open blocking valve. When the trailing
Hydraulic actuators convert available hydraulic power to mechanical energy edge flaps move between 0 and 1 unit, pressure is ported through the control
that extends or retracts each leading edge flap. valve to the extend side of the piston. Extend pressure working on a larger di-
ameter piston overcomes retract pressure and drives the actuator full stroke.
Location When the control valve is closed by the flaps returning to nearly full up, pres-
Each actuator is mounted with self-aligning bearings between the wing front sure from the extend side of the piston is ported to return. The leading edge
spar and a fitting on the leading edge flap. flap will then retract due to hydraulic pressure on the retract side of the piston.
Standby pressure, when selected, is applied to the spring side of the system
blocking valve and closes it. The standby blocking valve is opened which ports
Each actuator housing contains two identical blocking valve and a piston and standby pressure to the extend side of the piston applies and drives it full
rod assembly. stroke to the extend position.
The blocking valves will hydraulically lock the actuator piston in position, if hy-
draulic pressure drops below 2000 psi. Upon pressure loss, a compression
spring moves the valve slide to lock pressure in the actuator. Separate blocking
valves are used for the standby system and for pressure from the control valve.
External ports in the actuator housing are provided for a retract pressure line,
an extend pressure line, and a standby pressure line.
Control
Hydraulic pressure control at the actuator is by the blocking valves. When one
blocking valve is open the other is closed to prevent fluid transfer between sys-
tems.

LIFT AUGMENTING
27-80
EXTEND
PRESSURE
FROM
STANDBY SYSTEM B CONTROL
PRESSURE PRESSURE VALVE
FILTER
STANDBY SYSTEM
BLOCKING VALVE
SYSTEM B
BLOCKING
VALVE
VENT
SYSTEM B PRESSURE
STANDBY PRESSURE
EXTEND PRESSURE
Figure 115 Leading Edge Flap Actuator

LIFT AUGMENTING
27-80
LEADING EDGE ACTUATOR

Purpose Operation
Hydraulic actuators convert available hydraulic power to mechanical energy System B hydraulic pressure opens the system blocking valve and is applied to
that positions each leading edge slat to the desired position; retract, extend, or the retract side of the piston. Ports C1 and C2 are open to return at the control
full extend. valve, through the blocking valve.
When trailing edge flaps move between 0 and 1 unit, the leading edge control
Location
valve is positioned to provide pressure at port C1. Pressure is directed to the
Each actuator is mounted between the wing front spar and the center of each lock piston and the inner piston. The actuator unlocks and the inner piston ex-
slat. tends the slat to the intermediate position.
Physical Description/Features When trailing edge flaps move between 5 and 10 units, pressure is directed
from the control valve, through port C2, to the outer piston. It carries the inner
Each actuator housing contains two identical blocking valves, an internal me-
piston as it extends the slat to full extend.
chanical locking mechanism, an outer piston, and an inner piston and rod as-
sembly. The blocking valves function the same as that described for the leading Pressure from the power transfer unit, when actuated, is applied through the
edge flap actuator. External ports in the actuator housing are provided for a system B ports.
retract pressure line, two extend pressure lines, and a standby system pres- During standby system operation, pressure is applied to the spring side of the
sure line. system blocking valve to close it. The standby blocking valve is opened and
pressure is applied simultaneously to both the inner and outer piston. The slat
Power moves to full extend. Standby pressure cannot operate the slat to either the
Hydraulic power is the same as that described for the leading edge flap actua- retract or extend positions.
tor. In addition, a power transfer unit provides hydraulic pressure to the slat ac-
tuators when the right engine driven pump output pressure is low, trailing edge Monitor
flaps are at positions 1, 2, 5, or 10, and the nose gear squat switch senses air. A reed switch inside the slat actuator sends a retract or not retracted signal to
the indicating system. A magnet attached to the locking mechanism is held
Control away from the switch when the actuator is locked retracted. When the actuator
The blocking valves function the same as that described for the leading edge unlocks, the magnet is moved in proximity of the switch which changes the sig-
flap actuator. The slat actuator is maintained in the retract position by an internal.
nal mechanical lock. A spring-loaded locking piston holds lock segments be-
tween the inner piston and a locking stud. External pressure must be applied to
compress a lock piston against spring force, which allows the lock segments to
retract and unlock the actuator.

LIFT AUGMENTING
27-80
SYSTEM B
STANDBY SYSTEM B PRESSURE FROM
PRESSURE PRESSURE CONTROL VALVE
C1 PORT C2 PORT
STANDBY
SYSTEM
BLOCKING FILTER
VALVE
SYSTEM B
BLOCKING
VALVE
VENT LOCKING LOCKING SEGMENTS

STUD LOCKING PISTON
POSITION
SWITCH
INNER PISTON
SYSTEM B PRESSURE OUTER PISTON

PISTON SHOWN EXTENDING
INTERMEDIATE PRESSURE
FULL EXTEND PRESSURE
STANDBY PRESSURE
Figure 116 Leading Edge Slat Actuator

LIFT AUGMENTING
27-80
LEADING EDGE FLAP MECHANISM

Purpose
A mechanism is provided to properly position each leading edge flap.
Location
The mechanism is connected between the underside of wing structure and the
flap.
Flaps 1 and 4 each have three gooseneck hinges and flaps 2 and 3 have five
gooseneck hinges attached to fittings in the leading edge of the wing. A fitting
is also provided on each flap to connect it to the hydraulic actuator.
Two spring-loaded seal doors, one hinged to the flap and the other to wing
structure, are installed on the outboard end of flaps 1 and 4. These doors are
opened by the thrust reverser sleeve moving aft.
A hinged fairing is installed on the trailing edge of flaps 1 and 4 and two fairings
are installed on the trailing edge of flaps 2 and 3. A single linkage operates the
fairing on flaps 1 and 4 and three linkages operate the two fairings on flaps 2
and 3. Each linkage consists of a link assembly between wing structure and a
crank with a pushrod attached between the crank and the hinged fairing.
Operation
The actuator extends to drive the flap around the hinges. The hinged fairing is
rotated into the airstream by the linkage. During retraction as the flap rotates
around the hinges, the link assembly rotates the crank clockwise. This pulls the
rod up and rotates the fairing counterclockwise to stow in the wing leading
edge.

LIFT AUGMENTING
27-80
LEADING EDGE
FLAP ACTUATOR
HINGE
HINGE
LEADING EDGE
FLAP
UPPER FLAP
SPRING SPRING LINK ROD
KRUEGER
LEVER SEAL
SEAL
INBD LINK CAM ROLLER INBD
SEAL DOOR
LOWER FLAP
NOSE ROD
FLAP
NOSE
Figure 117 Leading Edge Flap Mechanism

LIFT AUGMENTING
27-80
LEADING EDGE SLAT MECHANISM

Purpose
The leading edge slat mechanism is provided to position the slat as required.
Location
The slat and associated mechanism are located at the leading edge of each
wing, outboard of the engine.
Each slat is guided by two main tracks and two auxiliary tracks, which ride on
rollers in the wing leading edge. A third auxiliary track is installed at the out-
board end of slats 1 and 6. A three-position hydraulic actuator is attached at
the center of each leading edge slat.
A void between the slat inner and outer skins provide a path for thermal anti-ic-
ing. Anti-icing ducts installed in the wing leading edge connect with hot air sup-
ply lines through a telescoping duct.

LIFT AUGMENTING
27-80
UPSTOP
(4 LOCATIONS
EACH SLAT)
SLAT 1
SEE A
DOWNSTOP AUXILIARY TRACK SLAT 2
FOLLOWER BEARING
SLAT 3
LEADING EDGE
SLAT ACTUATOR
UPSTOP
LEADING SLAT 5
EDGE SLAT UPSTOP SLAT 4 SLAT 6
AUXILIARY SLAT
TRACK ARM ANTI-ICING
(INSTALLED THIS DUCT DOOR
LOCATION ON SLATS
1 AND 6 ONLY)
MAIN SLAT
MAIN SLAT TRACK
TRACK
AUXILIARY SLAT
TRACK (SLAT UPSTOP
OUTBD
NO. 1 SHOWN)
FWD THERMAL ANTI-ICING

TELESCOPE DUCT
AUXILIARY SLAT
A TRACK ARM
Figure 118 Leading Edge Slat Mechanism

LIFT AUGMENTING
27-80
SLAT AUXILIARY TRACK

Purpose
Auxiliary tracks are installed to provide a means of stabilizing the slat at the
intermediate position.
Location
Auxiliary tracks are mounted on the wing front spar, aft of the slat.
An auxiliary track extension arm is attached to the slat. When the slat is
moved, a roller on the extension arm rides in a cam track in the auxiliary track.
Structural stops on the main track at the retracted and fully extended positions
prevent the roller from bottoming out in the cam track. The slat is stabilized in
the intermediate position by the roller contacting a detent arm, that is preloaded
by a torsion rod attached to the front spar adjacent to the auxiliary track.

LIFT AUGMENTING
27-80
TORSION
ROD ARM
TORSION ROD
FRONT SPAR
TOP AFT
AUXILIARY TRACK
SUPPORT BOLT
TRUNNION
TORSION ROD
BOLT
AFT AUXILIARY
TRACK SUPPORT
DETENT ARM
AUXILIARY
TRACK
DOWNSTOP
Figure 119 Slat Auxiliary Track and Detent Arm

LIFT AUGMENTING
27-80
SLAT MAIN TRACK

Purpose
The main tracks attached to each slat act as guide units and contain the adjust-
able mechanical stops which limit full extend travel.
Location
The main tracks are attached to the stat and mounted in the wing leading edge
aft of the slat.
The main tracks are guided during slat movement by rollers mounted in the
wing leading edge.
A downstop mounted on the aft end of each main track engages an adjustable
downstop on structure to limit slat extension. Upstops consist of four adjustable
stop bolts in the fixed leading edge that contact stop fittings on the slat when
retracted.

LIFT AUGMENTING
27-80
ROLLERS
FIXED LEADING EDGE
MAIN TRACK COVER PLATE

ADJUSTMENT BOLTS FRONT
SPAR
SLAT
DOWNSTOP
(AIRPLANES WITHOUT THE
THREE-W AY ADJUSTABLE
DISTANCE FROM THE SLAT LOWER
TRAILING EDGE TO THE FIXED DOWNSTOPS)
LEADING EDGE PANEL
DISTANCE FROM THE SEE F
MAIN TRACK COVER
PLATE TO THE BOTTOM FRONT
SURFACE OF THE LEADING SPAR
EDGE
SLAT SHOWN RETRACTED
DOWNSTOP
(AIRPLANES WITH THE
THREE-W AY ADJUSTABLE
F DOWNSTOPS)
Figure 120 Slat Main Track

LIFT AUGMENTING
27-80
LEADING EDGE FLAPS AND SLAT OPERATION

Normal operation of the leading edge devices is by System B. Retract pressure The slats are at intermediate extend and pressure is available at the autoslat
is direct to the actuators and both extend and full extend pressure is through a control valve solenoids when the trailing edge flaps are at position 1, 2, or 5
leading edge devices control valve. Control of the extend and retract sequence units. When the airplane is off the ground and experiences excessive angle of
is by the trailing edge flap system. attack, the autoslat computers signal the solenoids to open. Pressure is applied
Alternate extension of the leading edge devices is by standby system pressure through to autoslat control valve to fully extend the slats. After the condition is
through the leading edge standby drive shutoff valve. Control is with the alter- corrected, the solenoid de-energizes and the valves close and the slat returns
nate flap master switch and the alternate flap control switch. Standby pressure to the intermediate position. Power transfer unit pressure will accomplish the
can only position the flaps to extend and slats to full extend. extension/retraction cycle as well as autoslat operation when the system B en-
gine driven pump is not operating.
Major/Subsystem Sequence
Backup Operation
An autoslat system is installed to automatically extend the slats from intermedi-
ate extend to full extend at high angles of attack. Autoslat control is by a dual Alternate extension of the leading edge devices is by standby pressure through
channel autoslat control valve. A power transfer unit supplies hydraulic pres- the leading edge standby drive shutoff valve. During normal operation the shut-
sure for autoslat operation when the system B engine driven output pressure is off valve is held closed by 28 volts dc.
low and the airplane is in the air with the trailing edge flaps at position 1, 2, or Positioning the alternate flaps master switch to ARM starts the standby pump
5. and arms the control switch. When the control switch is moved to DOWN the
leading edge shutoff valve relay is energized. Electric power opens the shutoff
Normal Sequence valve and hydraulic pressure is applied to the leading edge flap extend ports
System B pressure is delivered directly to the retract port of all leading edge and slat full extend ports. A 1.5 gpm flow limiter and a hydraulic fuse rated at
device actuators. With the trailing edge flaps retracted, both extend ports are 280 cu. in. is installed in the standby extend line. The fuse closes and blocks
open to return through the leading edge devices control valve. As the trailing hydraulic flow when volumetric capacity is exceeded. The fuse automatically
edge flaps move between 0 and 1 unit, the flap follow-up system positions the resets at a delta pressure of 5 psi.
control valve to port pressure that drives the leading edge flaps to full extend The leading edge shutoff valve is held open by a holding circuit to the relay af-
and the slats to extend. Pressure is also supplied to both solenoid valves in the ter the control switch is released from down. The master switch must be re-
autoslat control valve. turned to OFF to close the shutoff valve.
As the trailing edge flaps move between 5 and 10 units, the flap follow-up sys-
tem positions the control valve to port pressure through the closed autoslat
control valve to drive the slats to full extend. This sequence is reversed during
the retraction cycle.

LIFT AUGMENTING
27-80
Figure 121 Leading Edge Flap and Slat Operation

LIFT AUGMENTING
27-81
AUTOSLAT COMPUTER (CONFIG 1)

Power Monitoring
Autoslat computer 1 is powered by 28 volts ac from transfer bus 1 and 28 volts Each autoslat channel performs two separate monitoring routines on takeoff,
dc from bus 1. static alpha compare and dynamic alpha compare, and one monitoring routine
Autoslat computer 2 is powered by 28 volts ac fro; transfer bus 2 and 28 volts in flight.
dc from bus 2. Static alpha compare begins when the airplane is on the ground, at least one
Computer 1 inputs are: thrust lever is advanced, and wheelspeed is above 60 knots. The vane angle is
compared to 0 +3°. If the vane is out of tolerance and the opposite vane is in
- Left outboard wheel speed relay (M980) > 60 knots tolerance, the channel is invalid, inhibited, and a signal is sent to the failure
- Left alpha vane - angle of attack monitoring circuit. The test ends when either the nose or main gear squat
- R321, nose gear ground sense relay (E-11) switch indicates air mode. (This static alpha compare function is not available
- R277, main gear ground sense relay (E-11) an all computers)
- S814 and S815, engine thrust lever advance switches Dynamic alpha compare begins when the main gear squat switch is in the air
mode and wheelspeed is greater than 60 knots. The left and right vane signals
- Autoslat Computer 2 are compared to be within 3_ of each other. If disagreement exists with both
- S740, Trailing Edge Flaps 2° position switch. (not used) systems valid, the higher and lower vanes signal the respective failure monitor-
Computer 2 inputs are similar. Differences include the right outboard wheel ing circuit, but both channels remain valid and operational. This test ends when
speed relay, the right alpha vane, R344 and R343, nose and main gear ground the wheels are braked on gear retraction.
sense relays, and autoslat computer 1.
In Flight Monitoring
Outputs of the autoslat computers are to the respective solenoid valves in the An automatic test of the autoslat system is normally conducted each flight. The
autoslat control valve and to the autoslat fail light on the overhead panel, P5. test is initiated when the trailing edge flaps are moved to 15 units with the air-
Autoslat computer 1 with its associated inputs and outputs is designated chan- plane in the air. Actuation of the landing warning switch, S138, on the flap con-
nel 1 and autoslat computer 2 with its associated inputs and outputs is desig- trol unit, in flight, causes each autoslat computer to energize its respective con-
nated channel 2. Either channel independently can activate the autoslat sys- trol valve coil.
tem. The slats are not affected since they are already at the full extend position.
Operation System failures will be reported to the autoslat indication system and latched.
Each autoslat computer will signal its related solenoid to energize when exces-
sive angle of attack is detected and that channel is not inhibited. Channels 1
and 2 are independently inhibited when:
- the airplane is on the ground (main and nose squat)
- the channel is invalid.
Angle of attack input from the respective alpha vane is compared to a trip point
set in the computer. When the trip point is exceeded and the channel is not in-
hibited, an output signal to the autoslat control valve causes the slats to extend
from intermediate to full extend.

LIFT AUGMENTING
27-81
AUTOSLAT
FAIL
P5-3
Figure 122 Auto Slat System Schematic (config. 1)

LIFT AUGMENTING
27-81
AUTOSLAT CONTROL VALVE (CONFIG 2)

Purpose BITE
The autoslat control valve provides the means of extending the slats from the Operation of each set of valves within the autoslat control valve can be
intermediate to full extend position, to provide additional lift when high angle of checked by test circuitry in the respective stall management computer.
attack is experienced. The solenoid valves can be actuated on the ground:
Location - by positioning the respective system alpha vane up to a position greater
then 19.8_.
The autoslat control valve is located in the aft end of the right ram air duct bay.
- In conjunction with positioning the alpha vane, the GROUND sensing
Physical Description/Features test button on the E-11 must be depressed,
The autoslat control valve is divided into two sections, each containing two - hydraulic system B pressure available
valves. One valve is solenoid operated and controlled by one of two stall man- - and leading edge devices and trailing edge flaps must be positioned be-
agement computers (SMC). Actuation of this solenoid valve opens ports which tween 1 to 15 units.
apply hydraulic pressure to operate the second hydraulic actuated valve. Ac-
tuation of the second valve ports hydraulic pressure from the slat extend line to
the full extend line.
Control
Control of one section of the autoslat control valve is by a signal from stall
management computer number 1 and the other section is by stall management
computer number 2.
Operation
The autoslat control valve is normally closed and has no effect on normal op-
eration of the leading edge slats.
When the airplane is in the air, the stall management computers will actuate
the solenoid valves if the airplane approaches a stall. The open solenoid valves
direct pressure to open the pressure operated valves which direct intermediate
extend pressure into the full extend line. If the slats are at the intermediate
position, they will move to full extend and remain there until the autoslat com-
puter signal ceases. The slats will then retract to the intermediate position.

LIFT AUGMENTING
27-81
HYDRAULIC SYSTEM B HYDRAULIC SYSTEM A

MODULAR UNIT 7 MODULAR UNIT
29-00-02 A RETURN 29-00-01
4 MODULE 6
29-00-02 29-00-01
B SYS RETURN GND SERV SYSTEM B
MODULE A 29-00-02 RESERVOIR 29-00-01
29-00-02 GND SERV
S R
POWER TRANSFER
UNIT
B SYSTEM B SYSTEM
INTERMEDIATE PRESSURIZED DEPRESSURIZED
FULL EXTENSION PTU CONTROL VALVE
EXTENSION HYD HYD (STA 678, LBL 12.9, WL 154)
PUMP MOTOR
(MAIN GEAR WHEEL

WELL ON KEEL BEAM)
LEADING EDGE DEVICES

CONTROL VALVE
C2
C1
27-83-01
D3188 D3184B
1 26 H
VALVE OUT
2 24 C
M1222 AUTOSLAT COMPUTER 1

(E1-1)
INTERMEDIATE EXTENSION
27-83-02
FULL EXTENSION D3190 D3186B

1 26 H
VALVE OUT
2 24 C
M1223 AUTOSLAT COMPUTER 2

(E1-1)
V132 AUTOSLAT CONTROL VALVE (STA 652, RBL 47) 1
1 ACTUATION OF EITHER AUTOSLAT VALVE WHEN LEADING EDGE IS FULL UP WILL PRODUCE NO SLAT MOTION
ACTUATION OF EITHER AUTOSLAT VALVE WHEN LEADING EDGE IS MID UP WILL CAUSE SLATS TO GO FULL
ACTUATION OF EITHER AUTOSLAT VALVE WHEN LEADING EDGE IS FULL EXT WILL PRODUCE NO FURTHER MOTION
Figure 123 Auto Slat Control Valve (config. 1)

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27-81
AUTOSLAT COMPUTER (CONFIG 1)
Purpose
Two autoslat computers are installed to actuate the autoslat control valve,
when required.
Location
The autoslat computers are mounted on row 1 of the E1 electronic shelf in the
electronic equipment compartment.
Each autoslat computer contains the circuitry for operation of the autoslat con-
trol valve, failure monitoring, and self test. Light indicators and pushbuttons on
the face of each computer are used for self test and failure monitoring.

LIFT AUGMENTING
27-81
VANE
1
ILLUMINATES IF VANE ASSOCIATED
WITH THIS CHANNEL WAS NOT
130 JUST PRIOR TO LIFT OFF
COMPARE
HIGH ILLUMINATES IF VANE ASSOCIATED
LOW WITH THIS CHANNEL WAS
HIGHER AT LIFT OFF THAN
OPPOSITE VANE
BAC27DEX5478
SELF
AUTOSLAT COMPUTER NUMBER 2 -MONITOR-
ILLUMINATES FOR
SEE A RESET
COMPUTER FAILURE,
AUTOSLAT COMPUTER NUMBER 1 VALVE COIL OPEN,
OR SUCCESSFUL TEST
SEE A
AUTOSLAT COMPUTER NUMBER 1 PWR AUTO

(NUMBER 2 IS IDENTICAL) OK EXT
AUTOSLAT
COMPUTER
A P/N 65-52818-
H LEG
S/N TEST
C LEG
COIL
A
A-A
1 NOT ON ALL AIRPLANES
A
Figure 124 Auto Slat Computer (config. 1)

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27-81
AUTOSLAT COMPUTER SYSTEM (CONFIG 1)

Power Monitoring
Autoslat computer 1 is powered by 28 volts ac from transfer bus 1 and 28 volts Each autoslat channel performs two separate monitoring routines on takeoff,
dc from bus 1. Autoslat computer 2 is powered by 28 volts ac fro; transfer bus static alpha compare and dynamic alpha compare, and one monitoring routine
2 and 28 volts dc from bus 2. in flight. Static alpha compare begins when the airplane is on the ground, at
Computer 1 inputs are: least one thrust lever is advanced, and wheelspeed is above 60 knots. The
vane angle is compared to 0 +3°. If the vane is out of tolerance and the oppo-
- Left outboard wheel speed relay (M980) > 60 knots site vane is in tolerance, the channel is invalid, inhibited, and a signal is sent to
- Left alpha vane - angle of attack the failure monitoring circuit. The test ends when either the nose or main gear
- R321, nose gear ground sense relay (E-11) squat switch indicates air mode.
- R277, main gear ground sense relay (E-11) Dynamic alpha compare begins when the main gear squat switch is in the air
- S814 and S815, engine thrust lever advance switches mode and wheelspeed is greater than 60 knots. The left and right vane signals
are compared to be within 3_ of each other. If disagreement exists with both
- Autoslat Computer 2 systems valid, the higher and lower vanes signal the respective failure monitor-
- S740, Trailing Edge Flaps 2° position switch. (not used) ing circuit, but both channels remain valid and operational. This test ends when
Computer 2 inputs are similar. Differences include the right outboard wheel the wheels are braked on gear retraction.
speed relay, the right alpha vane, R344 and R343, nose and main gear ground
In Flight Monitoring
sense relays, and autoslat computer 1.
An automatic test of the autoslat system is normally conducted each flight. The
Outputs of the autoslat computers are to the respective solenoid valves in the test is initiated when the trailing edge flaps are moved to 15 units with the air-
autoslat control valve and to the autoslat fail light on the overhead panel, P5. plane in the air. Actuation of the landing warning switch, S138, on the flap con-
Autoslat computer 1 with its associated inputs and outputs is designated chan- trol unit, in flight, causes each autoslat computer to energize its respective con-
nel 1 and autoslat computer 2 with its associated inputs and outputs is desig- trol valve coil. The slats are not affected since they are already at the full
nated channel 2. Either channel independently can activate the autoslat sys- extend position. System failures will be reported to the autoslat indication sys-
tem. tem and latched.
Operation
Each autoslat computer will signal its related solenoid to energize when exces-
sive angle of attack is detected and that channel is not inhibited. Channels 1
and 2 are independently inhibited when:

from intermediate to full extend.

LIFT AUGMENTING
27-81
LE FLAPS
TRANSIT
LIGHT
LE FLAPS
AIR
GND EXT
R375 NOSE R282 MAIN M229 LE FLAPS LIGHT
COMPARE
SENSING GEAR AIR VALID IN AND SLATS
SENSING INDICATION MODULE P2-2 PILOTS’
ASC 1 CENTER PANEL
(E3-2)
POWER OK
COMPARE IN
MASTER
M1223 AUTOSLAT CAUTION
COMPUTER 2 AUTOSLAT
LIGHT
GND GND FAIL
LIGHT FLT CONT
R321 NOSE R277 MAIN
GEAR GND GEAR GND LIGHT
SENSING SENSING P5-3 FLIGHT
CONTROL MODULE P7 PILOTS’
E11 LANDING GEAR LOGIC SHELF LIGHTSHIELD
AUTOSLAT COMPUTER 2
EXTEND OUTPUT
RETURN
L.O. >60KTS
M980 AUTO SPEEDBRAKE
MODULE
E3-2 ELEC SHELF
28V DC BUS 1
AUTOSLAT 1 DC
28V AC XFER BUS

AUTOSLAT 1 AC
P6-2 CIRCUIT BREAKER PANEL
CX
T433 LEFT AOA SENSOR FULL EXT

OUTPUT V132 AUTOSLAT VALVE
M1222
AUTOSLAT INTERMEDIATE EXT
FLAPS >10
COMPUTER 1 OUTPUT INT FULL
S138 LANDING GEAR
WARNING SW (R WHEEL WELL) E1-1 ELEC SHELF LE DEVICES CONTROL TO LE SLAT
NOTE: AUTOSLAT COMPUTER 1 SHOWN VALVE (REF 27-81-00) ACTUATORS
(A12604)
Figure 125 Auto Slat Schematic (config 1.)

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27-81
AUTOSLAT COMPUTER FRONT PANEL (CONFIG 1)

Five amber and one green light on the front of each autoslat computer assist
fault isolation.
- DS1 - illuminates and latches if static alpha compare fails.
- DS2 - illuminates and latches if vane was higher than 3° from opposite
vane during dynamic alpha compare. Opposite channel must have been
valid when disagreement detected.
- DS3 - illuminates and latches when high light is illuminated on opposite
computer.
- DS4 - illuminates and latches for computer failure, open valve coil, or
successful test.
- DS5 - illuminates when power is good. Extinguishes when ac, dc, or in-
ternal power is low.
- DS6 - illuminates when the autoslat computer is signalling the solenoid
to energize.
Latched lights are cleared by depressing the reset pushbutton, S1, with the
condition no longer present.
BITE
Two pushbuttons, S2 and S3, are provided to check the hot and cold leg sig-
nals to the solenoid valve coil. Faults must not be present to conduct this test.
Press and hold S2 for one second.
- D54 amber light illuminates
- Clear D54 by pressing S1 reset switch.
- Repeat for S3.
These pushbuttons can also be used to exercise the autoslat system. Press
both S2 and S3 and hold
- NO RESPONSE
Press “GRND sensing” test switch on front of E-11.
- D56 illuminates and slats move from mid-extend to full if positioned at
mid-extend and hydraulic power is available.

LIFT AUGMENTING
27-81
DS1 DS 1 A
DS2
A COMPARE
HIGH ILLUMINATES IF VANE ASSOCIATED

DS3
LOW WITH THIS CHANNEL WAS
HIGHER AT LIFT OFF THAN
A OPPOSITE VANE
DS4 BAC27DEX5478
A
SELF
-MONIT OR-
ILLUMINATES FOR S1
RESET
COMPUTER FAILURE,
VALVE COIL OPEN,
DS5
OR SUCCESSFUL TEST
G A
PWR AUTO
OK EXT
DS6
AUTOSLAT
COMPUTER
S2
P/N 65-52818-
H LEG
S/N TEST
C LEG S3
COIL
Figure 126 Autoslat Computer Front Panel (config 1.)

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27-81
AUTOSLAT FAILURE WARNING (CONFIG 1)

Purpose Operation
Autoslat failure warning is provided to notify the crew when either or both auto- Grounds that energize the three valid relays are provided by the autoslat com-
slat channels are invalid or when disagreement exists during the dynamic alpha puters, when valid. This positions the respective relay contacts to open circuit
compare test. the autoslat fail light. An invalid channel causes that computer to remove the
relay ground and de-energize the respective relay. Autoslat fail light power has
Location a direct path to ground only through· both channel valid relay contacts in the fail
An amber autoslat fail light on the flight control module, P5-3, is controlled by condition. One channel invalid will illuminate the light only when master caution
relays inside the module. recall is depressed.
The dynamic alpha compare disagreement signal from both computers is inter-
locked to cause the compare relay to de-energize. Master caution recall must
Signals from the autoslat computers operate two valid relays and one compare be depressed to illuminate the autoslat fail light for vane disagreement.
valid relay. Certain indications can only illuminate the fail light when the master
caution relay is energized.
Control
The amber autoslat fail light illuminates, accompanied by master caution and
the flight control annunciator when:
- Both channels are invalid.
- One channel is invalid and master caution is recalled.
- Dynamic alpha compare disagreement followed by master caution recall.
Failures that generate an invalid signal are:
- Computer Failure
- Valve Coil Open
- Power low;-ac, dc, or internal power.
- Static Alpha Compare failure

LIFT AUGMENTING
27-81
FLT CONTROL STANDBY

A B HYD
LOW
QUANTITY
A
STDBY STDBY
RUD RUD LOW
PRESSURE
A
OFF OFF
A ON B ON
ALTERNATE FLAPS
OFF
LOW LOW UP
PRESSURE PRESSURE
A A
OFF
SPOILER
A B DOWN
ARM
OFF OFF
FEEL DIFF
PRESS
ON ON A
SPEED TRIM
FAIL
A
MACH TRIM
YAW DAMPER FAIL
A
YAW AUTO SLAT
DAMPER FAIL
A A
OFF
ON
P5 OVERHEAD PANEL
R A
FIRE MASTER
WARN CAUTION
FLT CONT ELEC
IRS APU
FUEL OVHT/DET
P7 PANEL, LEFT GLARESHIELD
Figure 127 Autoslat Failure Warning (config. 1)

HAMUS/T
HAM US/E sp
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27-80
AUTOSLAT SYSTEM (CONFIG. 2)

Purpose
Two stall management computers are installed, to actuate the autoslat control Computer 2 inputs are similar. Differences include the right outboard wheel
valve, when required. Each stall management computer combines the function speed relay, the right alpha vane, R344 and R343, nose and main gear ground
of an autoslat channel and stall warning system. sense relays, and stall management computer 1.
SMC No. 1 controls autoslat channel No. 1 and the Captain’s stall warning sys- Outputs of the stall management computers are to the respective solenoid
tem, SMC No. 2 controls autoslat channel No. 2 and the First Officer’s stall valves in the autoslat control valve and to the autoslat fail light on the overhead
warning system. panel, P5.
Location Stall management computer 1 with its associated inputs and outputs is desig-
The stall management computers are mounted on row 1 of the E1 electronic nated channel 1 and stall management computer 2 with its associated inputs
shelf in the electronic equipment compartment. and outputs is designated channel 2. Either channel independently can activate
the autoslat system.
Operation
Each stall management computer contains the circuitry for operation of the au-
toslat control valve, failure monitoring, and self test. An amber alphanumeric Each stall management computer will signal its related solenoid to energize
display and (6) pushbuttons on the face of each computer are used for con- when excessive angle of attack is detected and that channel is not inhibited.
ducting self tests, provide test/failure indications and conduct BITE (built-in-test Channels 1 and 2 are independently inhibited when:
equipment). - the airplane is on the ground (main and nose squat)
Power supply
Stall management computer 1 is powered by 28 volts ac from transfer bus 1
and 28 volts dc from bus 1.
Stall management computer 2 is powered by 28 volts ac from transfer bus 2 from intermediate to full extend.
and 28 volts dc from bus 2.
Computer 1 inputs are: In Flight Monitoring
- Left outboard wheel speed relay (M980) > 60 knots An automatic test of the autoslat system is normally conducted each flight. The
test is initiated when the trailing edge flaps are moved to 15 units with the air-
- Left alpha vane - angle of attack plane in the air. Actuation of the landing warning switch, S138, on the flap con-
- Left Trailing Edge Flap position transmitter trol unit, in flight, causes each stall management computer to energize its re-
- R321, nose gear ground sense relay (E-11) spective control valve coil.
- R277, main gear ground sense relay (E-11) The slats are not affected since they are already at the full extend position.
- S814 and S815, engine thrust lever advance switches System failures will be reported to the autoslat indication system and latched.
- Stall Management Computer 2

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27-80
Figure 128 Autoslat System Schematic (config. 2)

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27-80
AUTOSLAT CONTROL VALVE (CONFIG 2)

Purpose BITE
The autoslat control valve provides the means of extending the slats from the Operation of each set of valves within the autoslat control valve can be
intermediate to full extend position, to provide additional lift when high angle of checked by test circuitry in the respective stall management computer.
attack is experienced. The solenoid valves can be actuated on the ground:
Location - by positioning the respective system alpha vane up to a position greater
then 19.8_.
The autoslat control valve is located in the aft end of the right ram air duct bay.
- In conjunction with positioning the alpha vane, the GROUND sensing
Physical Description/Features test button on the E-11 must be depressed,
The autoslat control valve is divided into two sections, each containing two - hydraulic system B pressure available
valves. One valve is solenoid operated and controlled by one of two stall man- - and leading edge devices and trailing edge flaps must be positioned be-
agement computers (SMC). Actuation of this solenoid valve opens ports which tween 1 to 15 units.
apply hydraulic pressure to operate the second hydraulic actuated valve. Ac-
tuation of the second valve ports hydraulic pressure from the slat extend line to
the full extend line.
Control
Control of one section of the autoslat control valve is by a signal from stall
management computer number 1 and the other section is by stall management
computer number 2.
Operation
The autoslat control valve is normally closed and has no effect on normal op-
eration of the leading edge slats.
When the airplane is in the air, the stall management computers will actuate
the solenoid valves if the airplane approaches a stall. The open solenoid valves
direct pressure to open the pressure operated valves which direct intermediate
extend pressure into the full extend line. If the slats are at the intermediate
position, they will move to full extend and remain there until the autoslat com-
puter signal ceases. The slats will then retract to the intermediate position.

LIFT AUGMENTING
27-80
HYDRAULIC SYSTEM B HYDRAULIC SYSTEM A

MODULAR UNIT 7 MODULAR UNIT
29-00-02 A RETURN 29-00-01
4 MODULE 6
29-00-02 29-00-01
B SYS RETURN GND SERV SYSTEM B
MODULE A 29-00-02 RESERVOIR 29-00-01
29-00-02 GND SERV
S R
POWER TRANSFER
UNIT
B SYSTEM B SYSTEM
INTERMEDIATE PRESSURIZED DEPRESSURIZED
FULL EXTENSION PTU CONTROL VALVE
EXTENSION HYD HYD (STA 678, LBL 12.9, WL 154)
PUMP MOTOR
(MAIN GEAR WHEEL

WELL ON KEEL BEAM)
LEADING EDGE DEVICES

CONTROL VALVE
C2
C1
27-83-01
D3188 D3184B
1 26 H
VALVE OUT
2 24 C
STALL MANAGEMENT
COMPUTER 1
(E1-1)
A
INTERMEDIATE EXTENSION
27-83-02
FULL EXTENSION D3190 D3186B

1 26 H
VALVE OUT
2 24 C
STALL MANAGEMENT
COMPUTER 2
(E1-1)
V132 AUTOSLAT CONTROL VALVE (STA 652, RBL 47) 1
1 ACTUATION OF EITHER AUTOSLAT VALVE WHEN LEADING EDGE IS FULL UP WILL PRODUCE NO SLAT MOTION
ACTUATION OF EITHER AUTOSLAT VALVE WHEN LEADING EDGE IS MID UP WILL CAUSE SLATS TO GO FULL
ACTUATION OF EITHER AUTOSLAT VALVE WHEN LEADING EDGE IS FULL EXT WILL PRODUCE NO FURTHER MOTION
Figure 129 Auto Slat Control Valve (config. 2)

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27-80
STALL MANAGEMENT COMPUTER (SMC) (CONFIG 2)

Purpose DOWN Scroll Button
Two stall management computers are installed, to actuate the autoslat control - controls the menu or listing.
valve, when required. Each stall management computer combines the function
while the button is kept depressed, the listing is indicated in a sequence
of an autoslat channel and stall warning system. SMC No. 1 controls autoslat
(four list points / a second). At the end of the list the display shows ”END
channel No. 1 and the Captain’s stall warning system, SMC No. 2 controls au-
OF LIST”.
toslat channel No. 2 and the First Officer’s stall warning system.
YES Button
Location
- confirms the respective menu option.
The stall management computers are mounted on row 1 of the E1 electronic
shelf in the electronic equipment compartment. NO Button
Physical Description/Features - confirms the respective menu option.
Each stall management computer contains the circuitry for operation of the au- while the button is kept depressed, the listing is indicated in a sequence
toslat control valve, failure monitoring, and self test. An amber alphanumeric (four list points / a second). At the end of the list the display shows ”END
display and (6) pushbuttons on the face of each computer are used for con- OF LIST”.
ducting self tests, provide test/failure indications and conduct BITE (built-in-test If the YES or NO Buttons are pressed when it is not necessary within a system
equipment). test (e.g. menu or listing), it will be displayed
Character Display ”BUTTON INACTIVE”
- indicates the respective menu steps (together with question mark) or the
respective lists within a menu step.
BITE Test / ON/OFF Button

- activates or deactivates the BITE function and the push buttons of the
SMC.
MENU Button
- indicates on the display the chosen step out of the menu at any time of
the BITE. Pushing the button terminates a running system test and re-
turns to the next higher menu step.
UP Scroll Button
- controls the menu or listing.
while the button is kept depressed, the listing is indicated in a sequence
(four list points / a second). At the beginning of the list the display shows
”BEGIN OF LIST”.

LIFT AUGMENTING
27-80
BITE INSTRUCTIONS
SMC MAINTENANCE
CONTROL PANEL
MAIN EQUIPMENT
CENTER DISPLAY
SEE A
ON/
MENU
ANGLE OF OFF
AIRFLOW SENSOR
YES NO
STALL MANAGEMENT
COMPUTER
SEE B
STALL MANAGEMENT
COMPUTER
PART NO. 65-52822
SERIAL NO.
BOEING
A B
FWD
Figure 130 STALL MANAGEMENT COMPUTER (CONFIG. 2)

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27-80
AUTOSLAT CHANNEL OF SMC (CONFIG 2)

Power Monitoring
Stall management computer 1 is powered by 115 volts ac and 28 volts dc from The autoslat channel, of the respective stall management computer, performs a
standby bus 1, and 28 volts dc from main bus 1. Stall management computer 2 constant monitoring routine. Each autoslat channel performs an automatic sys-
is powered by 115 volts ac and 28 volts dc from electronic bus 2, and 28 volts tem test each landing.
dc from main bus 2. An automatic test of the autoslat system is normally conducted each landing.
The test is initiated when the trailing edge flaps are moved to 15 units with the
Input/Output
airplane in the air. Actuation of the landing warning switch, S138, on the flap
Computer 1 inputs are: control unit, in flight, causes each autoslat channel to energize its respective
- R321, nose gear ground sense relay (E-11) control valve coil. The slats are not affected since they are already at the full
- R277, main gear ground sense relay (E-11) extend position. System failures will be transmitted to and stored in the fault
monitoring section of the stall management computer. The faults will then be
- Stall management Computer 2
displayed, in the alphanumeric window on front of the computer, when the bite
- Left alpha vane (input to stall warning channel) test is initiated.
Computer 2 inputs are similar. Differences include R344 and R343, nose and
main gear ground sense relays, stall management Computer 1, and right alpha
vane.
Outputs from the autoslat channels of the SMC’s are to the respective solenoid
valves in the autoslat control valve and to the autoslat fail light on the overhead
panel, P5. SMC 1 with its associated inputs and outputs is designated channel
1 and SMC 2 with its associated inputs and outputs is designated channel 2.
Either channel independently can activate the autoslat system.
Operation
Each autoslat channel of the SMC will signal its respective solenoid to energize
when excessive angle of attack is detected and that channel is not inhibited.
Channels 1 and 2 are independently inhibited when:
- the channel is Invalid.

set in the Computer. When the trip point is exceeded and the channel is not
inhibited, an output signal to the autoslat control valve causes the slats to ex-
tend from intermediate to full extend.

LIFT AUGMENTING
27-80
LE FLAPS
115V AC TRANSIT
STBY BUS LIGHT
SMC 1 SNSR
T352 AUTO
EXC AC LE FLAPS
TRANSFORMER
EXT
28V DC LIGHT
M229 LE FLAPS
STBY BUS AND SLATS
SMC 1 INDICATION MODULE P2-2 PILOTS’
CMPTR DC CENTER PANEL
P18-2 CIRCUIT
BREAKER PANEL MASTER
CAUTION
28V DC AUTOSLAT
LIGHT
BUS 1 FAIL
AUTOSLAT LIGHT
FLT CONT
1 DC
LIGHT
P6-1 CIRCUIT P5-3 FLIGHT
BREAKER PANEL CONTROL MODULE P7 PILOTS’
LIGHTSHIELD
SMC 2
CX AUTOSLAT EXTEND
OUTPUT
RETURN
T433 LEFT
AOA SENSOR
CX
T428 RIGHT FLAP

POSITION XMTR
GND
AIR
R276 AIR R277 GND
SENSING SENSING
FULL EXT
OUTPUT V132 AUTOSLAT VALVE
GND M1506 STALL INTERMEDIATE EXT

R375 NOSE MANAGEMENT OUTPUT INT FULL
SENSING COMPUTER 1
NOTE: SMC 1 SHOWN
____
LE DEVICES TO LE SLAT
E11 LANDING GEAR SMC 2 SIMILAR
LOGIC SHELF E1-1 ELEC SHELF CONTROL VALVE ACTUATORS
Figure 131 Autoslat Channel of SMC (config. 2)

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27-80
AUTOSLAT FAILURE WARNING

Purpose Operation
Autoslat failure warning is provided to notify the crew when either or both auto- Grounds that energize the three valid relays are provided by the stall manage-
slat channels are invalid or when disagreement exists during each static alpha ment Computers, when valid. This positions the respective relay contacts to
vane test. open circuit the autoslat fail light. An invalid channel causes that Computer to
remove the relay ground and de-energize the respective relay. AUTOSLAT
Location FAIL LIGHT power has a direct path to ground only through both channel valid
An amber AUTOSLAT FAIL LIGHT on the flight control module, P5-3, is con- relay contacts in the fail condition. One channel invalid will illuminate the light
trolled by relays inside the module. only when master caution recall is depressed.
The static alpha vane(s) inop signal from each vane’s respective computer is
interlocked to cause the relay to de-energize. Master caution recall must be
Signals from the stall management Computers operate two valid relays and depressed to illuminate the AUTOSLAT FAIL LIGHT for vane(s) failure.
one alpha vane valid relay. Certain indications can only illuminate the fail light
when the master caution recall relay is energized.
Control
The amber AUTOSLAT FALL LIGHT illuminates, accompanied by both master
caution lights and the FLT CONT annunciator when:
- Both channels are invalid (light illuminates automatically).
or
- One channel is invalid accompanied by master caution recall.
or
- Static alpha vane(s) inop accompanied by master caution recall.
Failures that generate an invalid signal are:
- Computer Failure
- Valve Coil Open
- Power low;-ac, dc, or internal power.

LIFT AUGMENTING
27-80
FLT CONTROL STANDBY

A B HYD
LOW
QUANTITY
A
STDBY STDBY
RUD RUD LOW
PRESSURE
A
OFF OFF
A ON B ON
ALTERNATE FLAPS
OFF
LOW LOW UP
PRESSURE PRESSURE
A A
OFF
SPOILER
A B DOWN
ARM
OFF OFF
FEEL DIFF
PRESS
A
ON ON
SPEED TRIM
FAIL
A
MACH TRIM
YAW DAMPER FAIL
A
YAW AUTO SLAT
DAMPER FAIL
A A
OFF
ON
P5 OVERHEAD PANEL
R A
FIRE MASTER
WARN CAUTION
FLT CONT ELEC
IRS APU
FUEL OVHT/DET
P7 PANEL, LEFT GLARESHIELD
Figure 132 Autoslat Warning (config. 2)

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LEADING EDGE DEVICE INDICATION

Purpose
The leading edge device indication system provides visual indication of the When the trailing edge flaps move between 5 and 10 units, the slats leave the
position of each leading edge flap and slat. extend position which illuminates the individual slat amber lights. The first slat
in transit illuminates the master amber light. The individual amber lights extin-
Location guish and green lights illuminate as each slat reaches full extend. The master
Individual amber and green lights for each device are located on the annuncia- amber light remains illuminated until all slats are at full extend and the trailing
tor module in the aft overhead panel. Two master annunciator lights, one am- edge flaps switches indicate 10 units or greater and not up. Then the amber
ber and one green, are located on the captain’s instrument panel. light extinguishes and the green, LE FLAPS EXT light illuminates.
The leading edge flap and slat indicating module, M229, is mounted on Row 2 The master amber light on the captain’s panel is illuminated for disagreement
of the E3 rack in the electronic equipment compartment. between trailing edge flap position and the position of any leading edge flap or
slat.
The lights function in reverse on retraction.
The leading edge flap and slat indicating module contains the switching and
logic cards that control the lights. The annunciator panel on P5 contains one Monitor
amber transit light and one green extend light for each leading edge flap and Autoslat operation of the slats from extend to full extend and back can only be
slat, as well as one green full extend light for each slat. These lights are con- monitored on the overhead annunciator in flight. Either autoslat computer sig-
trolled by the position switches for each individual device. Only one light can be nals flap and slat comparator logic to hold off the master amber light and hold
illuminated for each device at a given time. The master annunciator lights on on the master green light when it is commanding the slats from extend to full
the captain’s panel are controlled by all of the leading edge device position sen- extend. This signal remains until 13 seconds after the autoslat command
sors and two trailing edge flap position switches on the flap control unit or by ceases which is sufficient time for the slats to retract to the intermediate posi-
either autoslat computer. The circuit is biased so that both lights cannot illumi- tion.
nate at the same time.
The circuit from the autoslat computers is wired through both main gear and
Power nose gear air/ground sensing relay controls. The contacts are open on the
ground, allowing the lights on the captain’s panel to function normally.
The M229 module is powered by 28 volts dc from bus 1. The lights are pow-
ered by 28 volts dc from master dim. All of the lights are dimmable.
Operation
All lights are extinguished when the leading edge flaps and slats are retracted.
The individual amber lights on the annunciator panel illuminate as the respec-
tive device leaves the retract position. The master amber light, LE FLAPS
TRANSIT, illuminates when the first device leaves retract.
As each device reaches the extend position, the individual amber light extin-
guishes and the green light illuminates. The master annunciator lights on the
captains panel switch from amber to green when all devices are at the extend
position and the trailing edge flap switches indicate not up and not ≥10 units.

LIFT AUGMENTING
27-80
LE DEVICES ANNUNCIATOR PANEL (Aft Overhead Panel) POSITION INDICATOR
LE DEVICES LE FLAPS LE FLAPS

TRANSIT FLAPS TRANSIT
TRANSIT EXTEND
A 1 4 A
EXT A 2 3 A EXT
G A A
FULL A G FULL (below Flap Position Indicator
G A G
EXT
G A A EXT at Pilot’s Center Panel)
G G G
1 G G 6
2 G G 5
3 G G 4
G G
SLATS SLATS
TEST
FLAPS 10-DEGREE
SWITCH, S584
UNLOCK LOCK SWITCH

(ACTUATOR)
FLAP CONTROL
UNIT FOLOW UP EXTEND
> < 10_ TE FLAPS SLAT EXTEND
PROX. SENSOR
FULL EXTEND SLAT FULL EXTEND
STALL WARNING PROX. SENSOR
SWITCH, S856 TE FLAPS UP/ NOT UP

LE SLAT SENSORS
INBD
1 (INHIBIT IN AIR)
RETRACT LE FLAP RETRACT

PROX. SENSOR
FLAP / SLAT POSITION

INDICATION MODULE M 229 (E 3-2) EXTEND LE FLAP EXTEND
PROX. SENSOR
LE FLAP SENSORS
AUTOSLAT OR STALL MANAGMENT
COMPUTER NO.1 OR 2 1 WITH AUTOSLAT SIGNAL IN AIR CENTER PANEL
LIGHTS WILL NOT CHANGE FROM GREEN TO AMBER.
Figure 133 Leading Edge Device Indicating

LIFT AUGMENTING
27-80
LEADING EDGE FLAP POSITION SENSORS

Purpose
Leading edge flap position sensors provide a signal to operate flap position in-
dicators.
Location
Two proximity sensors, retract and extend, are mounted on wing leading edge
structure, above each flap.
A retract actuator is mounted on one of the moveable hinges of each flap.
An extend actuator is mounted on one of the link assemblies that operate each
flap nose fairing.
Each proximity sensor operates a switch in the leading edge flap and slat indi-
cating module, M229. The sensors are controlled by the proximity or lack
thereof to individual actuators. Proximity of sensor and actuator occurs when
the flap is in that position, extend or retract. Lack of proximity indicates the flap
is not in that position. The three possible flap positions are retract, extend, or in
transit.

LIFT AUGMENTING
27-80
KRUEGER FLAP
EXTEND SENSOR
KRUEGER FLAP ACTUATION BAR

RETRACT SENSOR (FLAP EXTEND)
ACTUATION BAR UPPER FLAP

(FLAP RETRACT) NOSE ROD
KRUEGER FLAP
(SHOWN EXTENDED)
Figure 134 Leasing Edge Position Sensors

LIFT AUGMENTING
27-80
SLAT POSITION SENSORS

Purpose
Slat position sensors report slat position to the leading edge device indicating
system.
Location
A reed switch for indication of retract position is located in the rod end of each
hydraulic actuator. (config. 1)
Since the read switch within the actuator was not reliable Boeing modified the
position. A new reed switch is installed on the leading edge and the magnet is
installed on the slat. (config 2)
Two extend proximity sensors are mounted on leading edge structure adjacent
to the forward end of one of the auxiliary tracks for each slat. A single actuator
is attached to the extension arm roller attach bolt.
The retract switch was previously described under the slat actuator.
Each extend sensor operates a switch in the leading edge flap and slat indicat-
ing module M229. They are proximity devices that operate exactly as described
for the leading edge flap sensors. Four possible slat positions are retract, inter-
mediate extend, full extend, or in transit.
Operation
The reed switch inside the hydraulic actuator monitors the slat in and out of the
retract position. When the slat moves to the intermediate position, the auxiliary
track roller moves the actuator into proximity of the aft sensor. When the slat
moves to the full extend position, the roller carries the actuator away from the
aft sensor and into proximity with the forward mounted sensor.

LIFT AUGMENTING
27-80
PROXIMITY AUXILIARY
SENSOR SLAT TRACK
SEE G
LOCKNUT
FULL EXTEND FWD

F FWD
(GREEN LIGHT)
MAGNET SLEEVE PROXIMITY SENSOR
SEAT
MAGNET
LOCK INDICATOR EXTEND

SPRING ASSEMBLY (GREEN LIGHT)
(SWITCH) PROXIMITY SENSOR
SLEEVE SWITCH LEAD SLAT

RETRACTED
ROD END KEY

INNER SLEEVE
OUTER SLEEVE
GROUND
WIRE CONNECTOR PLUG
NOTE: SLAT ACTUATOR LOCK SWITCH (CONFIG 1)

IS LOCATED WITHIN THE
ROD.ASSEMBLY OF THE
SLAT ACTUATOR
REED SWITCH (config 2) FWD
MAGNET
Figure 135 Slat Position Sensors

LIFT AUGMENTING
27-80
THE STALL WARNING SWITCH (S 856)

Purpose
The switch transmits the trailing edge flap position, trailing edge position UP or
NOT UP, to the Flap / Slat Indication Module M229 to control the amber transit
light.
Location
The switch is located at the Flap Control Unit in the main wheel well compart-
ment on the flap control unit follow up drum.
THE FLAP 10_ SWITCH (S 584)

Purpose
The switch transmits the trailing edge flap position, more or less than 10_ ex-
tended, to the Flap / Slat Indication Module M229 to control the amber transit
light.
Location
The switch is located at the Flap Control Unit in the main wheel well compart-
ment on the flap control unit follow up drum.

LIFT AUGMENTING
27-80
FLAP FLAPS 10-DEGREE

CONTROL SWITCH, S584
UNIT
SEE A
RETAINING
NUTS
SWITCH
COVER
SEE B
ROLLER GUIDE
(EXAMPLE)
FWD INBD
INBD
B
A STALL WARNING
SWITCH, S856
Figure 136 Trailing Edge Control Unit Switch Location

LIFT AUGMENTING
27-80
LE FLAP / SLAT POS. INDIC. MODULE (CONFIG 1)

Purpose
The Module (M229) controls the function of the Leading Edge Flap/Slat Indica-
tion System.
Location
The Module (M229) is installed in the E + E Compartment (E 3-2).
The Module M229 receives signals from the following sensors / switches:
- 2 Sensors LE Flap Position
- 3 Sensors LE Slat Position
- 2 TE Flap Position Switches at the Flap Control Unit
- Autoslat signal (A/S Computer or Stall Management Computer) via AIR/
GRD Relays from Nose and Main Gear.

LIFT AUGMENTING
27-80
LE DEVICES
ANNUNCIATOR
LE FLAP AND PANEL
SLAT POSITION
INDICATOR
LE FLAP AND
SLAT POSITION
INDICATION
MODULE
SEE A
Figure 137 LE Flap/Slat Pos.. Ind. Module M229 (config 1)

LIFT AUGMENTING
27-80
LE FLAP / SLAT POS. INDIC. MODULE (CONFIG 2)

Purpose
The LE Flap / Slat Position Indication Module (M 229) - FSIM controls the func-
tion of the Leading Edge Flap/Slat Indication System.
Location
The LE Flap / Slat Position Indication Module (M 229) - FSIM -is located in the
E + E Compartment (E 3-2).
The LE Flap / Slat Position Indication Module (M 229) - FSIM receives signals
from the following sensors/switches:
- 2 Sensors LE Flap Position
- 3 Sensors LE Slat Position
- 2 TE Flap Position Switches at the Flap Control Unit
- Autoslat signal (A/S Computer or Stall Management Computer) via AIR/
GRD Relays from Nose and Main Gear.
BITE
The LE Flap / Slat Position Indication Module (M 229) - FSIM contains the fol-
lowing BITE features:
- non volatile memory of the past faults
- a readout of the gaps between the sensors and targets.

LIFT AUGMENTING
27-80
LE DEVICES
ANNUNCIATOR
LE FLAP AND PANEL
SLAT POSITION
INDICATOR
LE FLAP/SLAT INDICATION MODULE

BOEING P/N 85-52807
S/N
MOD. LEVEL: A B C D E F G H I J K
OTHER FUNCTIONS ?
YES
PROX SENSORS ?
YES AND SCROLL
ON
LE FLAP AND
MENU
OFF SLAT POSITION
INDICATION
MODULE
YES NO
SEE A
Figure 138 LE Flap / Slat Pos. Ind. Module M229 (config 2)

INDICATION / RECORDING SYSTEMS B737-300/-400/-500
INDEPENDENT INSTRUMENTS
31-20
31-20 INDEPENDENT INSTRUMENTS

TAKEOFF WARNING SYSTEM
Purpose
The takeoff warning System is installed to provide an aural warning to the
pilot when takeoff is attempted with certain flight controls not in the proper
position.
System Description
An intermittent aural warning will sound in the flight compartment when the
airplane is on the ground, either throttle is advanced, and the speed brake le-
ver, horizontal stabilizer, trailing edge flaps, or leading edge flaps are not
in the takeoff position.

31-20
Figure 139 Takeoff Warning System

31-20
TAKEOFF WARNING
Purpose
The takeoff warning system warns the pilot if L.E. or T.E. flaps, stabilizer, and
speedbrake handle are not in their respective takeoff position or the parking
brake is set prior to takeoff.

The speed brake takeoff warning switch is mounted inside the pilots control
stand, directly beneath the speed brake lever down detent.
The trailing edge flap takeoff warning switch is mounted on the flap control unit.
Two stabilizer takeoff warning switches are mounted on the aft wall of the stabi-
lizer access compartment, left of the jackscrew. Relays energized by the ex-
tend proximity switches of numbers t and 4 leading edge flaps are on the back
of the E-3 rack, row 2.
Thrust lever advance switches are inside the control stand, adjacent to the
thrust lever cable drum. Air-ground sensing and control circuits are in the land-
ing gear logic shelf in the lower nose compartment.
The parking brake lever switch closes the park and squat relay in the E11 shelf
with airplane on ground. Contacts in the park and squat relay close to provide
ground to takeoff warning circuit.
The warning horn is located forward of the control stand on the first officer‘s
side.

The proper configuration of the flight controls for takeoff are:
- Speed Brake Lever - Down detent
- Stabilizer - Green Range
- Trailing Edge Flaps - 1 unit through 15 units.

- Leading Edge Flaps - Extend
- Parking Brake Released
General Operation
If either thrust lever is advanced to the takeoff thrust range, an intermittent
warning horn in the control cabin will sound if either the L.E. or T.E. flaps or
stabilizer are not in the takeoff range, parking brake is not released, or the
speedbrake handle is not stowed. The horn can only be silenced by correcting
the configuration or retarding the thrust lever.

31-20
Figure 140 Takeoff Warning Component Location

31-20
TAKEOFF WARNING SCHEMATIC

Operation
The flight controls warning switches are parallel-wired. In series with these Park and Squad Relay (R 274):
switches are an air/ground sensing circuit. S The park and squad relay is energized when the parking brake is set
The air/ground safety sensor deactivates the takeoff warning circuit when the S The park and squad relay is installed in the landing gear logic unit module.
airplane is airborne (weight off the landing gear). The air/ground sensing and
S The relay (R274) is controlled by the parking brake switch S100 which is
control circuits are in the landing gear logic unit module.
actuated by the parking brake linkage.
Flap Takeoff Warning Switch:
S The flap takeoff warning switch is installed on the flap control valve fol-
low-up mechanism. It is actuated by a cam on the control valve follow-up
drum shaft when the flaps are outside the takeoff range.
Leading edge flap warn relays:
S The leading edge flap warn relays are installed on the E3-2 electrical shelf.
One relay is used with leading edge flap No. 1 and the other relay is used
with leading edge flap No. 4.
S The relays are controlled by circuits in the leading edge flaps and slats posi-
tion indication module located on the E3-2 shelf.
S The relays are de-energized when the leading edge flaps are outside the
takeoff range as controlled by proximity switches in the leading edge flap
assemblies.
Stabilizer Takeoff Warning Switches:
S The two stabilizer takeoff warning switches are installed in the stabilizer ac-
tuator compartment and are actuated by cams on the stabilizer center sec-
tion leading edge structure.
S The upper switch actuates when the stabilizer is outside the takeoff (green
band) range in the leading edge up (APL NOSE DN) direction.
S The lower switch actuates when the stabilizer is outside the takeoff (green
band) range in the leading edge down (APL NOSE UP) direction.
Speed Brake Takeoff Warning Switch:
S The speed brake takeoff warning switch is installed on the upper forward
portion of the control stand.
S The switch is actuated when the speed brake control lever is lifted out of the
down and locked detent.
FRA US/T br 8 Apr 03 Page: 282

31-20
SPEED BRAKE SW
(CLOSED WHEN
GRD = 0
NOT DOWN)
28V DC
GATE
T.E. FLAP TAKEOFF WARN SW
(CLOSED WHEN FLAPS
NOT IN TAKEOFF RANGE) AURAL WARN
L.G. SAFETY SW LANDING GEAR BATT BUS
GND SENSORS LOGIC SHELF
ADV
UPR STAB TRIM SW
(CLOSED WHEN STAB ENG 1 T/O
VOLTAGE REG 17V DC
NOT IN GREEN BAND) WARN SW
RET 28V DC TO PWR AMPL
ADV
ENG 2 T/O
LWR STAB TRIM SW WARN SW
(CLOSED WHEN STAB
NOT IN GREEN BAND) RET MULTI- HORN
DRIVER
PILOT’S CONTROL VIBRATOR OSC
STAND 2/SEC
R 274 PARK AND

SQUAD RELAY
ENERG. WHEN
PARK BARKE IS SET MODULE A2
TO L.E. FLAP
EXTEND LIGHT
PWR AMPL
L.E. FLAP
POS IND
CLOSED WHEN
FLAP EXTENDED
28V DC SPEAKER
L.E. FLAP AND SLAT
(P6)
POS IND UNIT
AURAL WARNING DEVICES BOX (M315)
Figure 141 Takeoff Warning Schematic

HAM
FRA US/T br SpG 8 Apr
Sep03
2002 Page: 283
31-20


31-20
28 V BAT. BUS
ONE OR BOTH THRUST LEVER ADVANCED

AIRCRAFT ON GROUND
PARK BRAKE SET

SPEEDBRAKE LEVER NOT IN DOWN DETEND
TE-FLAPS <1 OR >15 UNITS
LE-FLAP NO. 1 NOT EXTENDED
LE-FLAP NO. 4 NOT EXTENDED
STABILIZER >6.3 AIRPLANE NOSE UP
STABILIZER <1.0 AIRPLANE NOSE DOWN
Figure 142 Takeoff Warning Logic


Training Manual B 737-300/400/500: ATA 27 Flight Controls

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Training Manual B 737-300/400/500: ATA 27 Flight Controls

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Training Manual

ATA 104 Level 3

Lufthansa Technical Training GmbH

Lufthansa Base Frankfurt

Lufthansa Base Hamburg

FRA US/T Sep 2002

FRA US/T Sep 2002

FRA US/T Sep 2002

FRA US/T Sep 2002

FRA US/T Sep 2002

FRA US/T Sep 2002

ATA 27 FLIGHT CONTROL

HAM US/E sp Oct. 96 Page: 1

Primary Flight Controls

Secondary Flight Controls

HAM US/E sp Oct. 96 Page: 2

PRIMARY SYSTEMS SECONDARY SYSTEMS WARNING SYSTEMS

AILERON STALL WARNING

LEADING EDGE FLAP

ELEVATOR TAKEOFF WARNING

TRAILING EDGE FLAP HORIZONTAL STABILIZER

Figure 1 Flight Control System

FLIGHT CONTROL DESCRIPTION General Operation

HAM US/E sp Oct. 96 Page: 4

AILERON BALANCE TAB

LEADING EDGE FLAPS

Figure 2 Flight Control General

3 Flight Spoiler Switch

(For maintenance purpose only)

A - Controls inboard flight spoilers shutoff valve.

4 Alternate Flap Master Switch

Figure 3 Flight Control Panel

PANEL DESCRIPTION (CONT.)

9 Stabilizer Trnim Handle Prevents inadvertent flap lever movement beyond:

10 Stabilizer Trim Wheel

11 Stabilizer Trim Indicator

Indicates units of airplane trim on the adjacent scale.

12 Stabilizer green Band Range

Corresponds to allowable range of trim settings for takeoff.

Figure 4 Center Controlstand

PANEL DESCRIPTION (CONT.)

17 Rudder Trim Off Flag (amber)

indicates loss of electrical power for rudder trim indicator.

18 Rudder Trim Indicator

Indicates units of rudder trim

19 Rudder Trim Control

Electrically trims the rudder in the desired direction. (Springloaded to

20 Aileron Trim Switches

Movement of both switches repositions the aileron neutral control posi-

21 Stabilizer Trim Cutout Override Switch

Override - Bypasses the control column actuated stabilizer trim cutout

Figure 5 Center Control Stand

PANEL DESCRIPTION (CONT.)

23 Flap Load Relief Light (amber)

Indicates activation of flap load relief system.

24 LE Flap Extended Light (green)

25 LE Flaps Transit Light (amber)

ON - Any leading edge device in transit, or not in programmed position

26 Speed Brake Armed Light (green)

Light deactivated with speed brake lever in DOWN position.

27 Speed Brake Do Not Arm Light (amber)

Light deactivated with speed brake lever in DOWN position.

28 Speed Brake Test Switches