ABNORMAL/EMERGENCY BOEING SE
PROCEDURES
RUNAWAY AND MANUAL STABILIZER
Runaway Stabilizer
Simultaneously oppose the runaway
with the control column by maintain-
ing the existing pitch attitude and
stop the runaway by placing stabil-
izer trim and autopilot trim cutout
switches to CUTOUT. If the pilot
should fail to place the trim cutout
switches to CUTOUT in an expeditious
manner, as the runaway progresses,
the stab trim brake should engage if
pitch attitude is maintained. If
this fails, grab and hold the manual
trim wheel. If the pilot recognizes
a runaway stabilizer, he should imme-
diately place the stabilizer trim
cutout switches to CUTOUT, before
stabilizer trim brake engagement.
Retrim manually. Maintain attitude
and/or altitude with elevator con-
trol. Do not release the control
column while performing the above
procedures. The other pilot can as-
sist upon command.
Stabilizer Trim Brake
Holding airplane attitude with smooth
movement of the control column to op-
pose the runaway engages the stabil-
izer trim brake, located in the ped-
estal. This disengages the discon-
nect clutch and mechanically stops
the wheel. It is not necessary to
jerk the control column to engage the
brake. A trim brake release knob is
installed on the pedestal to release
the brake in the unlikely event trim-
ming is desired in the opposite di-
rection of control column movement.
Electrical Trimming in Opposition to
Runaway
It is natural to trim out elevator
control forces as they occur and
04.80.30
trimming in opposition to a runaway
may be the first reaction in the
event of an actual runaway. This
alae
will stall the stabilizer actuator
motor by engaging the opposite drive
clutch and disengage the autopilot if
engaged.
ELECTRICAL TRIMMING IN OPPOSITION IS
NOT DELIBERATELY PERFORMED. STALLING
THE CLUTCHES REPEATEDLY CAUSES EXCES-
SIVE WEAR AND, AS A RESULT, CLUTCH
SLIPPAGE OR BINDING MAY OCCUR IN NOR-
MAL USAGE.
Manual Stabilizer Trim Wheel
Extend both manual trim wheel handles
and manually crank in opposition to
the runaway. The trim wheel handles
are located 90° apart on the wheels
to facilitate manual operation. It
is possible for one pilot to manually
trim the stabilizer after placing the
cutout switches to CUTOUT.
Recovery from Severe Out-of-Trim
Accelerate or decelerate the airplane
to an in-trim airspeed. If a recov-
ery must be initiated from an extreme
nose-down out-of-trim requiring a
high pull force, an increase in air-
speed may relieve enough of the ele-
vator load and control displacement
to permit manual trimming. Do not
exceed speed limitation. If a recov-
ery must be initiated from an extreme
nose-up out-of-trim requiring a high
push force, a decrease in airspeed
may relieve enough of the elevator
load and control column displacement
to permit manual retrimming. It
should be noted that the relationship
between airspeed change and trim
change do not remain constant. As
airspeed is increased, trim change
reqirements decrease.
FCT 737 (PT™)
February 1, 1982
 BOEING 737
In an extreme nose-up out-of-trim
condition, requiring almost full for-
ward control column, decelerate, ex-
tend the flaps and/or reduce thrust
to a minimum practical setting con-
sistent with flight conditions until
elevator control is established. Do
not decrease airspeed below the mini-
mum maneuvering speed for the flap
configuration. A bank of 30° or more
will relieve some force on the con-
trol column. This, combined with
flap extension and reduced speed,
should permit easier manual trimming.
If other methods fail to relieve the
elevator load and control column
force, use the “roller coaster" tech-
nique. If nose-up trim is required,
raise the nose well above the horizon
with elevator control. Then slowly
relax the control column pressure and
manually trim nose-up. Allow the
nose to drop to the horizon while
trimming. Repeat this sequence until
the airplane is in trim.
If nose-down trim is required, slow-
ing down and extending the flaps will
account for a large degree of nose-up
pitch. If this does not allow manual
trimming then the reverse "roller
coaster’ can be performed to permit
manial trimming.
FCT 737 (PT)
February 1, 1982
ABNORMAL/EMERGENCY
PROCEDURES
Autopilot Stabilizer Trim
An autopilot stabilizer trim runaway
is characterized by a slow rate of
stabilizer trim operation. Counter-
ing with stick pressure will engage
the stabilizer brake and stop the
runaway as before. The pilot should
observe this characteristic during an
autopilot ground check. The auto-
pilot stabilizer trim cutout switch
will disengage the autopilot elevator
servo.
Allowing the autopilot to correct for
large pitch or speed changes upon en-
gagement will often create a runaway
impression.
If the autopilot elevator servo does
not disengage, the stabilizer can be
trimmed manually by one or both pi-
lots exerting as much force as pos-
sible through the manual trim
wheels. This will disengage the dis-
connect clutch and permit manual
trimming.
Stabilizer Trim Light, Drive Motor, and
Clutches
When the main electric stablizer trim
is in operation, the amber stabilizer
trim light will be on. This indi-
cates that the relay which supplies
power to the electric trim motor has
actuated. Unless one of the direc-
tional drive clutches is actuated by
means of the thumb trim switch, no
trimming will occur.
04.80. 31
ABNORMAL/EMERGENCY BOIEINMS SSL
PROCEDURES
Stabilizer Trim Light, Drive Motor and
Clutches (Cont)
If the stabilizer trim moves at a
normal rate in one direction and very
slowly or not at all in the other
direction, the drive clutch is con-
tinually engaged or dragging.
Example: nose-down trim appears nor-
mal and nose-up trim is slow or does
not move. The reason is that the
nose-down clutch is continually en-
gaged or dragging and the electrical
motor must overcome this friction to
effect trim in the opposite direc-
tion. Hence, the slow rotation of
the wheel. Under these conditions,
the main stabilizer trim cutout
switch should be switched to CUTOUT,
and the flight continued using manual
or autopilot trim.
MANUAL STABILIZER APPROACH AND
LANDING
A manual stabilizer landing will be
necessary if the electrical trim is
inoperative for any reason. To prop-
erly perform this maneuver, keep
ahead of the airplane trim require-
ments by flying into trim. Strive to
fly as smoothly with the manual trim
as with the electrical trim. Keep
the airplane in trim and perform a
NORMAL approach and landing, complet-
ing all checklists. Use normal land-
ing flaps and set appropriate
Vper- Anticipate the trim change.
Don't rush. Trim early on final ap-
proach for the selected approach air-
speed.
04.80.32
Elevator - Stabilizer
The elevator is the primary means for
controlling airplane attitude. The
stabilizer is the longitudinal trim
device. Manual stabilizer trim capa-
bility is provided in the event the
electrical trim is inoperative. With
the elevator displaced by the control
column, the out-of-trim air loads are
transferred to the stablizer jack-
screw. When trimming either elec-
trically or manually, this force on
the jackscrew must be overcome. If
air loads are too great, it may be
difficult to manually trim without
first relieving these pressures as
outlined in Runaway Stabilizer.
Manual Trimming
Zero control force permits easy and
rapid movement of the trim wheel.
Anticipate the trim requirements.
Flap extension requires nose up
trim. As the airspeed decreases
and/or as the flaps extend, readjust
the manual stabilizer trim nose up,
slightly ahead of schedule. The air-
plane can be flown through a normal
approach and landing in almost a
hands-off condition. The First Offi-
cer can manually trim at the Cap-
tain's commands. The manual crank
handles on the Captain's and First
Officer's trim wheels are displaced
90°. This permits a maximum amount
of torque to be applied to the sta-
‘ilizer trim wheels during manual
trim operation.
FCT 737 (PT™)
February 1, 1982