27 Flight Control

B737-300/400/500
B1
IAA Maintenance Training Organization
©All Right Reserved

www.iaa.ir
ONLY FOR TRAINING PURPOSE

For training purposes only.
Copyright by Iran Aseman Maintenance Training Organization.
Aseman MTO is the owner of all rights to training documents and
trainingsoftware.
Any use outside the training measures, especially reproduction
and/or copying of training documents and software − also extracts
thereof −in any format all (photocopying, using electronic systems
or with the aid of other methods) is prohibited.
Passing on training material and training software to third parties
for the purpose of reproduction and/or copying is prohibited without
the express written consent of Aseman MTO.
Copyright endorsements, trademarks or brands may not be re-
moved.
A tape or video recording of training courses or similar services is
only permissible with the written consent of Aseman MTO.
In other respects, legal requirements, especially under copyright
and criminal law, apply.
Aseman Maintenance Training Organization

Aseman Training Cemter
Mehrabad International Airport
P.O.B: 13145-1476
Tehran / Iran
Tel: +98 (0)21 6110 6777
Fax: +98 (0)21 6603 1697
E-Mail: TrainingCenter@iaa.ir
Website: www.iaa.ir
ATA 27
FLIGHT CONTROLS
B737 300/400/500 / TRAINING MANUAL FLIGHT CONTROLS
ATA 27 FLIGHT CONTROLS

Abbreviations and Acronyms
A/P − autopilot
A/S − airspeed
C/W − control wheel
CB − circuit breaker
cntl − control
dc − direct current
FCC − flight control computer
FLT − flight
grd − ground
LE − leading edge
MLG − main landing gear
NLG − nose landing gear
PCU − power control unit
psi − pounds per square inch
RUD − rudder
S/B − speedbrake
sec − section
SOV − shutoff valve
stab − stabilizer
STBY − standby
sw − switch
sys − system
TE − trailing edge
typ − typical
vlv − valve
v − volt
xfer − transfer
Issue Date : 01/01/2019 FOR TRAINING PURPOSE ONLY Page 2

27−00 GENERAL
FLIGHT CONTROLS - 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.
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:
Stall warning provides a warning to the pilots when the airplane approaches
a stall condition.
Takeoff warning provides an aural warning to the pilot when certain flight
controls are not in the correct position for takeoff.

FLIGHT CONTROLS
PRIMARY SYSTEMS SECONDARY SYSTEMS WARNING SYSTEMS
AILERON ELEVATOR RUDDER STALL WARNING TAKEOFF WARNING
TRAILING EDGE FLAP SPOILER HORIZONTAL STABILIZER
LEADING EDGE FLAP

AND SLAT
Figure 1 Flight Control System

FLIGHT CONTROLS - GENERAL DESCRIPTION

WARNING SYSTEM
AILERONS
A stall warning system is provided to alert the pilots of an approaching stall
The ailerons with attached balance tabs are mounted outboard of the outboard
condition. The warning is accomplished by applying vibrations to both pilot’s
flaps behind the rear spar of each wing.
control columns.
SPOILER The takeoff warning system is installed to provide an aural warning to the pilot
Five spoiler panels are located on the upper surface of each wing. They are when takeoff is attempted with any of the following flight controls not in the
numbered from left to right, 0 thru 9. The flight spoilers, 2, 3, 6, and 7, are proper position for takeoff:
outboard of each engine. Ground spoilers 0, 1, 8, and 9 are outboard of the Speedbrakes, Horizontal Stabilizer, Trailing Edge Flaps or Leading Edge Flaps.
flight spoilers and ground spoilers 4 and 5 are inboard of each engine.
STABILIZER
The adjustable horizontal stabilizer is located at the rear of the fuselage below
the vertical stabilizer.
The moveable horizontal stabilizer is the pitch trim device to control the
airplane around the lateral axis. The stabilizer is operated by manual trim
wheels, a main electric motor or an autopilot electric motor.
ELEVATOR
The elevators with attached balance tabs are mounted on the aft section of the
horizontal stabilizer.
RUDDER
A single conventional rudder without a tab is mounted on the aft side of the
vertical stabilizer.
LIFT DEVICES
Lift devices consist of two pairs of triple slotted trailing edge flaps, three pairs of
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
of each engine and the other set outboard. Three leading edge slats are
installed outboard of the engine and and two leading edge flaps are installed
inboard of the engine on the forward surface of each wing.

RUDDER
AILERON
ELEVATOR
GROUND SPOILERS
FLIGHT SPOILERS
STABILIZER
OUTBOARD FLAP
SLATS
(SHOWN
EXTENDED) INBOARD FLAP
GROUND SPOILER
OUTBOARD FLAP AILERON
LEADING EDGE FLAPS

(SHOWN EXTENDED) FLIGHT SPOILERS GROUND SPOILER
LEADING EDGE SLATS (SHOWN EXTENDED)
Figure 2 Flight Controls General

FLIGHT CONTROLS - HYDRAULIC SYSTEM DESCRIPTION

Purpose Flight Controls Shutoff Valve
The ailerons, elevators and rudder control the airplane around the longitudinal, The flight controls shutoff valves are 28 volt dc motor operated shutoff valves
lateral and vertical axes respectively. Normal operation of these primary flight controlled by the respective (A and B) flight control switches on the forward
controls is hydraulic power supplied by Systems A and B. Either hydraulic overhead panel. Spoiler shutoff valves are 28 volt dc motor operated valves
system operating alone can provide effective control of the primary flight controlled by the respective (A and B) spoiler stitches on that panel.
controls. Alternate operation with all hydraulic power lost is by manual control All of these valves are normally open to provide pressure to the respective
for the ailerons and elevators. Balance panels and balance tabs assist in flight controls. Each valve can be actuated electrically or manually to remove
moving the ailerons and elevators against the aerodynamic loads in flight. system pressure from specific flight controls.
Rudder Each valve’s manual override lever also functions as a mechanical position
indicator. This is the only position indication for the spoiler shutoff valves.
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 A low pressure switch, downstream of the flight control shutoff valves, is
rudder has no manual reversion capability. connected to an amber low pressure light only when the flight control switch is
in the ON or OFF position.
Spoilers
The spoilers are divided into two groups, flight spoilers and ground spoilers.
Ground spoilers function only as ground speedbrakes. The flight spoilers
function as speedbrakes, both in flight and on the ground, and operate with the
ailerons for roll control at higher roll rates.
The outboard flight spoilers, 2 and 7, are hydraulically powered by System B
with no back-up. The inboard flight spoilers and all of the ground spoilers are
powered by System A with no back-up.
Flight Controls Hydraulic Module

Two flight controls hydraulic modules are provided to control hydraulic power
for the aileron, rudder, elevator and flight spoiler control systems.
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
position on the right side.
Each hydraulic module is a manifold assembly containing a spoiler shutoff
valve, flight controls shutoff valve, low pressure warning switch and a
compensator cartridge. The compensator cartridge maintains return fluid from
the aileron, rudder and elevator power control units after hydraulic system
shutdown. This fluid compensates for volume changes in the hydraulic fluid due
to temperature change or minor fluid loss.

INBD GRD SPOILER ACT INBD GRD SPOILER ACT
FLIGHT SPOILER ACT FLIGHT SPOILER ACT
OUTB GRD SPOILER ACT 3 OUTB GRD SPOILER ACT

4 5 6
2
7
8 9
1
1 3
0 2 GRD SPOILER
GRD SPOILER 5 4 INTERLOCK VALVE
FLIGHT CONTROLS CONTROL VALVE 1 2 FLIGHT CONTROLS
SHUTOFF VALVE SHUTOFF VALVE
PRESS PRESS
”A” HYD SYSTEM ”B”
SPOILER SHUTOFF RET RET
VALVE LOP SW SPOILER SHUTOFF
LOP SW
AILERON POWER CONTROL UNIT VALVE
LP LP
MANUAL HYDR. ISOL. VALVES
FLIGHT CONTROLS
HYDRAULIC MODULAR FLIGHT CONTROLS
PACKAGE SYSTEM A RUDDER
PRESSURE HYDRAULIC MODULAR
RUDDER POWER PACKAGE SYSTEM B
COMPENSATOR REDUCER CONTROL UNIT
CARTRIDGE
LEGEND
PRESSURE
RETURN ELEVATOR POWER ELEVATOR POWER
CONTROL UNIT CONTROL UNIT
SPOILER RETRACT
ELEVATOR FEEL COMPUTER ELEVATOR HYDRAULIC
SPOILER EXTEND FEEL DIFFERENTIAL PRESS SW FEEL ACTUATOR
Figure 3 Flight Controls Hydr. Schematic
27−31 HYDRAULIC ISOLATION VALVES

COMPONENT DESCRIPTION
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.
Physical Description
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
effected. 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.

ISOLATION VALVES
MODULE
LOCKING
BAR
NO.6 ELEVATOR
TAIL COMPARTMENT RIGHT PCU and A/P
SYSTEM B NO.5 RUDDER

AND YAW DAMPER
NO.4
FEEL COMPUTER
NO.3 ELEVATOR
LEFT PCU and A/P
SYSTEM A NO.2
RUDDER
NO.1
FEEL COMPUTER
VALVES (POSITIONED OPEN)
FWD
Figure 4 Hydraulic Isolation Valves

27−00 GENERAL (CONT.)

FLIGHT CONTROL PANEL - GENERAL DESCRIPTION
Flight Control Switch 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 to hydraulic system. When held in DOWN, electrically extends trailing edge
ailerons, elevators and rudder is shutoff. Turns on standby pump, opens flaps.
standby rudder shutoff valve and pressurizes standby rudder power control UP − Electrically retracts trailing edge flaps.
unit.
NOTE: DRIVE MOTOR WILL CUT OFF WHEN EITHER LIMIT IS
ON (guarded position) − Normal operation.
REACHED.
Flight Control Low Pressure Lights (amber)
Elevator Feel Differential Pressure Light (amber)
ON − Indicates low pressure of corresponding hydraulic system to ailerons,
ON − Indicates excessive differential pressure in the elevator feel computer
elevator and rudder. MASTER CAUTION light and FLT CONT annunciator
with the trailing edge flaps are up.
illuminate. Deactivated when corresponding flight control switch is
positioned to STDBY RUD and the standby rudder shutoff valve is open. Auto Slat Fail Light (amber)
The A system indicates a failure of the pressure reducer to switch back to ON − Indicates failure of both autoslat computers
full system pressure when commanded.
Standby Rudder ON Light (when Rudder System Enhancement Program is
NOTE: THE A SYSTEM LIGHT WILL REMAIN ILLUMINATED FOR
installed)
APPROX. 5 SEC AFTER HYDRAULIC SYSTEM IS ACTIVATED.
ON − Indicates the standby hydraulic system is commanded on to
Flight Spoiler Switch pressurize the standby rudder control unit
A − Controls inboard flight spoilers shutoff valve.
Leading Edge Devices Annunciator Panel
B − Controls outboard flight spoilers shutoff valve.
Lights out − Corresponding leading edge device retracted.
Alternate Flap Master Switch Leading Edge Devices Transit Light (amber)
ARM − Closes trailing edge flap bypass valve, turns on standby pump, On − Corresponding leading edge device in transit.
arms alternate flaps position switch and arms standby hydraulic Leading Edge Devices Extended Light (green)
LOW PRESSURE light.
On − Corresponding leading edge slat in intermediate position.
OFF − (guarded position) − Normal operation
Leading Edge Devices Full Extended Light (green)
On − Corresponding leading edge device fully extended.
Annunciator Panel Test Switch
Press − Tests all annunciator lights.

FLT CONT SW LE DEVICES LEADING EDGE DEVICE

TRANSIT LIGHT
STANDBY TRANSIT A FLAPS A TRANSIT
A 1 4 A LEADING EDGE DEVICE
HYD EXT A 2 3 A EXT
G A G EXTENDED LIGHT
FULL G A G FULL
FLT CONTROL LOW G A A
EXT G G G EXT
A B QUANTITY G G
1 G G 6
LOW 2 G G 5 LEADING EDGE DEVICE
A ON B ON PRESSURE 3 G G 4 FULL EXTENDED LIGHT
STBY SLATS SLATS

OFF OFF RUD ON
ANNUNCIATOR
STDBY STDBY PANEL TEST SW
RUD RUD TEST
ALTERNATE FLAPS STBY RUD LE DEVICES ANNUNCIATOR PANEL

ON LT
ARM ALT FLAP MASTER SW
LOW LOW UP
PRESSURE PRESSURE
OFF
SPOILER OFF
A B DOWN ALT FLAP POS SW
FLT CONT LOP LT

FLT SPOILER SW
ON ON
FEEL DIFF
PRESS ELEV FEEL DIFF PRESS LT OVERHEAD
OFF OFF PANEL
SPEED TRIM
FAIL
MACH TRIM
YAW DAMPER FAIL
YAW AUTO SLAT
DAMPER
AUTO SLAT FAIL LT
FAIL BRIGHT
CLOCK
FIRE MASTER
ON WARN CAUTION
MAP
OFF FLT CONT ELEC
IRS APU
FUEL OVHT/DET
FLIGHT CONTROL PANEL P5-3
Figure 5 Flight Control Panel

CENTER CONTROL STAND

Speed Brake Lever Aileron Trim Switches
DOWN (detent) − All flight and ground spoiler panels are in faired position. Movement of both switches repositions the aileron neutral control position.
ARMED − Automatic speed brake system armed. All flight and ground (Springloaded to neutral position)
spoiler panels extend upon touchdown ( speed brake lever moves to UP
Rudder Trim Control
position).
Electrically trims the rudder in the desired direction. (Springloaded to neutral
FLIGHT DETENT − All flight spoilers extended to their maximum position
position)
for flight use.
UP − All flight and ground spoilers are extended to their maximum position Rudder Trim Indicator
for ground use. Indicates units of rudder trim
NOTE: All spoiler panels retract on the ground if either throttle is
Rudder Trim Off Flag (amber)
advanced for takeoff (speed brake lever moves to DOWN
position). indicates loss of electrical power for rudder trim indicator.
All spoiler panels extend if takeoff is rejected and the reverse Flap Lever
thrust levers are positioned for reverse thrust (speed brake
lever moves to UP position). Selects position of flap control valve directing hydraulic pressure for flap
drive unit. Position of leading edge devices is determined by selected
Stabilizer Trim Handle trailing edge flap position. At flap lever position 40, the flap load relief
Provided for manual operation of the stabilizer. Overrides any other system is armed. This causes automatic flap redaction to flap position 30 or
stabilizer trim inputs. Handle should be folded inside stab trim wheel for prevents flap extension to flap position 40 in the event of excessive
normal operation. Rotates when stabilizer is in motion. airspeed. The flap lever remains in position 40.
Stabilizer Trim Wheel Flap Gates

Rotates when stabilizer is in motion. Prevents inadvertent flap lever movement beyond:
− Position 1 − to check flap position for one engine inoperative go−around.
Stabilizer Trim Indicator
− Position 15 − to check flap position for normal go−around.
Indicates units of airplane trim on the adjacent scale.
Stabilizer green Band Range

Corresponds to allowable range of trim settings for takeoff.
Stabilizer Trim Autopilot Cutout Switch

Cutout − Removes autopilot servo power to stabilizer drive. Autopilot
disengages if engaged.
Stabilizer Trim Main Electric Cutout Switch

Cutout − Removes power from stabilizer main electric trim motor.

SPEED BRAKE LEVER FLAP LEVER
STAB TRIM HANDLE
STABILIZER
TRIM WHEEL (2)
STABILIZER TRIM
INDICATOR (2)
STAB GREEN BAND RANGE
RUDDER TRIM
OFF FLAG
RUDDER TRIM
OFF 10 5 0 5 10 15
LEFT RIGHT
RUDDER TRIM
15 10 5 0 5 10 15 FLAP GATES
LEFT RIGHT
AILERON NOSE NOSE

LEFT RIGHT STAB TRIM
R
U AUTOPILOT MAIN ELEC
LEFT RIGHT D OVERRIDE STABILIZER TRIM
WING D
WING E
CUTOUT SWITCHES
DOWN DOWN R P10 CONTROL STAND
NORMAL
AILERON/RUDDER STABILIZER TRIM OVERRIDE/

TRIM PANEL (P8) CABIN DOOR CONTROL PANEL (P8)
Figure 6 Center Control Stand
CENTER INSTRUMENT PANEL PANEL - GENERAL DESCRIPTION

Flap Position Indicator
Indicates position of left and right outboard trailing edge flaps and provides
trailing edge flaps asymmetry protection circuit.
Flap Load Relief Light (amber)

Indicates activation of flap load relief system.
LE Flap Extended Light (green)

ON − All leading edge flaps extended and all leading edge slats in
intermediate position (Flap positions1, 2, and 5) or,
all leading edge devices fully extended (Flap positions 10 through 40).
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.
Speed Brake Armed Light (green)
Light deactivated with speed brake lever in DOWN position.
ON − Indicates valid speed brake system inputs.
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.

FLAP LOAD
RELIEF LT
FLAP POS IND
FLAP LOAD
RELIEF
L.E. FLAP TRANS LT

L.E. FLAP EXT LT
LE FLAPS LE FLAPS
TRANSIT EXT
SPEED BRAKE
SPEED BRAKE
ARMED LT ARMED
SPEED BRAKE
SPEED BRAKE DO NOT ARM
DO NOT
ARMED LT
Figure 7 Center Panel

left body cables. The cables actuate the left quadrant which rotates the aileron
27−11 AILERON AND TAB control quadrant assembly and drives the input rods to both hydraulic power
control units. The input rods displace the external cranks on the power control
AILERON CONTROL SYSTEM - GENERAL DESCRIPTION units. These cranks position internal control valves to port hydraulic pressure to
the actuators.
The aileron and aileron trim control system provides airplane lateral control
about the longitudinal axis. Rotation of the left quadrant assembly also rotates the cam against the
spring−loaded roller inside the trim and centering mechanism. This provides the
System Description artificial feel forces at the control wheel.
The aileron system consists of one aileron with balance tab on each wing. The The power control units respond to hydraulic pressure and stroke on their
ailerons are positioned by cables that are driven by two hydraulic power control piston rods. This action rotates the output bus drums and positions the ailerons
units located on the forward wall of the main wheel well. Control inputs to these through cables; up on the wing in the direction of roll and down on the opposite
power control units are through a cable system actuated by rotation of either wing. The external crank and control valve return to neutral position, with
control wheel, an electric aileron trim system or the autopilot. actuator response.
The two control wheels are interconnected by cables attached to the base of At the same time the spring rod is driven by a crank. The right quadrant
each control column in the lower nose compartment. The left and right aileron assembly rotates in the direction opposite to that which the left had moved. The
cables are driven by control drums at the base of each column. right cables are tensioned and a spoiler input rod drives the spoiler mixer/ratio
The left and right aileron cables run aft through the outboard section of the floor changer linkage. At higher rates of roll, the flight spoilers on the up aileron wing
beam to quadrant assemblies above the main wheel well. Quadrant assembly are signalled to move up, and those on the opposite wing are signalled to move
torque tubes project into the wheel well. The aileron control quadrant assembly, down.
centering spring and trim mechanism, electric trim actuator, aileron power units Rotation of the first officer’s bus drum offsets the crank on the right column
and aileron control bus drums are located on the left forward wall of the main within the gap space (12° L and R) of the lost motion device.
wheel well. Rotation of the first officer’s control drum recenters the lost motion device. If no
The spoiler control quadrant assembly, aileron spring cartridge and spoiler hydraulic pressure is available the power control unit external crank would
mixer are located on the right forward wall of the main wheel well. contact 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
First Officer’s Control Column operating the system.
The base of the first officer’s control column is equipped with a transfer
mechanism. The transfer mechanism allows normal control wheel motion to be Backup Operation
transmitted through the left aileron cables only. If a malfunction occurs which A failure in the aileron control system that jams the left cable system prevents
jams the aileron control system, lateral control is accomplished by positioning an input to the power control units. In this case the first officer could maintain
the flight spoilers through the right aileron cables controlled from the first lateral control by positioning the flight spoilers. He would rotate his control
officer’s control wheel. wheel until the crank on his column contacted the lugs on the right control
The flight spoilers assist the aileron system in maintaining lateral control. drum. The spring in the transfer mechanism would be overridden by continued
Normal inputs to the aileron system, above a preset amount of control wheel input to tension the right body cables. Rotation of he right quadrant assembly
movement, cause a proportionate movement of the flight spoiler panels. would input to the spoiler mixer/ratio changer to move the spoilers.
A failure in the spoiler control system that jams the right cables would still allow
Lateral Control System Operation the captain to input to the power control units by overcoming the spring in the
Rotation of either control wheel causes rotation of both aileron control bus transfer mechanism.
drums. The captain’s bus drum drives the aileron control drum to tension the

FLIGHT
SPOILER
AILERON
CONTROL FLIGHT SPOILER
WHEEL ACTUATOR
DRUM
OVERRIDE
MECHANISM
SPOILER
MIXER AND
FLIGHT AILERON RATIO
SPOILER INPUT CHANGER
QUADRANT
TO SPEEDBRAKE
HANDLE
AILERON
BALANCE
TAB
AILERON SPRING
CARTRIDGE
BUS DRUM
AILERON POWER
AILERON INPUT CONTROL UNIT
AILERON A/P ACT TORQUE TUBE
AILERON CENTERING
AND TRIM MECHANISM
AILERON
Figure 8 Aileron Control System
CONTROL COLUMN - COMPONENT DESCRIPTION

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

3 2 1 0 1 2 3
AILERON TRIM
INDICATOR FIRST OFFICERS AILERON CONTROL
CONTROL COLUMN BUS DRUM
CAPTAINS AILERON
CONTROL WHEEL
WHEEL
CABLE ACBA CABLE AB
CAPTAINS
TO FIRST CONTROL
OFFICER’S COLUMN
CONTROL
COLUMN CABLE
BUS DRUM SHIELDS
CABLE AA
CWS LOST MOTION
DEVICE AILERON
ROLL FORCE
TRANSDUCER CONTROL
CABLES DRUM
TO POWER
CONTROL UNIT CABLE ACBB
AILERON CONTROL FWD
BUS DRUM
AILERON
CABLE AB
FORCE LIMITER
2
AILERON CONTROL
CONTROL COLUMN − ROLL DRUM
2 AIRPLANES WITH MECHANICAL AILERON FORCE LIMITER CABLE AA
Figure 9 Right and Left Control Column

AILERON TRANSFER MECHANISM - COMPONENT DESCR.

Purpose
The transfer mechanism is installed to provide separation between the
captain’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.
Physical Description/Features
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
container. 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
control 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
CONTROL
SHAFT FROM BUS DRUM
CONTROL WHEEL
FIRST
CAPTAIN OFFICER
TRANSFER
MECHANISM
BUS DRUMS
SPOILER
CONTROL
TORSION DRUM
SPRING
LOST MOTION
DEVICE PICK−UP
TORSION
SPRING
INBD
SPOILER
CONTROL AFT
TO AILERONS DRUM
LOST MOTION
LUG (2 PLACES)
LOST MOTION
TO SPOILERS DEVICE CRANK
Figure 10 Transfer Mechanism

AILERON POWER CONTROL UNIT - COMPONENT DESCRIPTION

Purpose Maintenance Practices
Two identical power control units are installed to provide hydraulic power from The power control units are interchangeable with each other and with the
System A and System B to operate the ailerons. elevator power control units.
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
primary. An input rod provides actuation of the control valve from the control
system.
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
movement.
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 POWER
CONTROL UNITS MAIN ACTUATOR
AILERON
CONTROL AILERON
QUADRANT SPRING
CARTRIDGE
AILERON BUS DRUM

MAIN WHEEL WELL PRESSURE CONNECTOR
FWD WALL PORT
AILERON
BUS DRUMS
CONTROL
QUADRANT FILTER
SHAFT
UPPER INPUT BYPASS

ROD CRANK UPPER VALVE
INPUT
ROD
DUAL
INPUT
CRANKS
SECONDARY
SLIDE
PRIMARY MECHANICAL
SLIDE STOPS
MAIN CONTROL
VALVE RETURN
Figure 11 Aileron Power Control Unit

AILERON BUS DRUM - COMPONENT DESCRIPTION

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
control 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
operation 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.

“B“ PCU OUTPUT

SHEAR BOLTS
INPUT ROD
PRESSURE LUG
AILERON POWER
DECK CONTROL UNITS
AILERON SHEAR BOLTS
CONTROL
QUADRANT
AILERON
BUS DRUMS FORK
CONTROL
QUADRANT “A“ PCU OUTPUT
SHAFT
UPPER INPUT
ROD CRANK
AUTOPILOT
INPUT
CONTROL ROD
AILERON TRIM
ACTUATOR
AILERON POSITION
SENSOR
CENTERING
SPRING & TRIM
MECHANISM
Figure 12 Aileron Power Control Units (System A and B)

AILERON ASSEMBLY - COMPONENT DESCRIPTION

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
aileron 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.
Balance tab movement is opposite to the aileron down when the aileron
moves up and vice versa.
Maintenance Practices
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
rebalancing 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
measured in inches between these targets.

POINT A
AILERON
CHORD
PLANE
AILERON
CABLE
QUADRANT
PUSHROD
BALANCE
PANEL
DUAL TAB
CONTROL RODS
BALANCE REAR SPAR

TAB
AILERON
Figure 13 Aileron Assembly

BALANCE PANELS - COMPONENT DESCRIPTION

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
continuous hinge. The forward end is attached to wing structure through an
idler hinge to provide articulation of movement. Seals are connected to the
hinge assemblies and along both sides of the balance panel creating two
separate chambers. 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
balance 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.

BALANCE
PANEL
HINGE
BALANCE AILERON
PANEL VENT GAP BALANCE
TAB
VENT GAP
HINGE
BALANCE PIN
PANEL WING TRAILING
SEALS EDGE
NEUTRAL
HIGH PRESSURE
LOW PRESSURE DEFLECTED
Figure 14 Balance Panel

AILERON CENTERING AND TRIM MECHANISM- SYSTEM DESCRIPTION

Purpose
The aileron centering spring and trim mechanism provides aileron control
system centering, trim and artificial feel.
Location
This mechanism is located near the base of the aileron quadrant assembly
between 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
control 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
provides 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
TRIM
ACTUATOR
AILERON ACTUATOR
TRIM ARM
ROLLER
ACTUATOR ARM
CENTERING
SPRING
(2 LOCATIONS)
CENTERING
SPRING TRIM ACTUATOR
MECHANISM ATTACH
TRIM
POINT ROLLER
STRUCTURE
SUPPORT
AILERON CONTROL CAM

QUADRANT SHAFT
Figure 15 Aileron Centering and Trim Mechanism
AILERON TRIM ACTUATOR - COMPONENT DESCRIPTION

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
support 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
position of the centering spring mechanism. This causes an input to the power
control 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.

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 DN R WING
AILERON DN
TRIM CONTROL
R WING
DN R WING
P6−2 CIRCUIT BREAKER
DN
PANEL
AILERON
M1126 AILERON/
RUDDER TRIM
CONTROL M1124 AILERON TRIM
(P8−43) ACTUATOR
LEFT RIGHT
WING WING
DOWN DOWN
Figure 16 Aileron Trim Control System

AILERON AUTOPILOT ACTUATOR - COMPONENT DESCRIPTION

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
hydraulic 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
elevator autopilot actuators.
The autopilot actuator output crank arm contains shear pins (not shown) that
allow a jammed actuator to be overridden by pilot force.

TRANSFER PRESSURE
VALVE
SWITCH
ROD ASSEMBLY
A/P ACTUATOR B
A/P ACTUATOR A
LEVER ASSEMBLY
LEVER
ASSEMBLY PRESSURE SWITCH
AND ANGLE ADAPTER
ROD ASSEMBLY
ACTUATOR
POSITION
SENSOR
(LVDT)
SHEAR RIVETS
(4 PLACES)
PCU INPUT
LEVER
Figure 17 Auto Pilot Actuator Location

27−60 SPOILER & SPEED BRAKE CONROL 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
A A A A
B B
A A
A A
2 3 6 7
FLIGHT FLIGHT
SPOILERS SPOILERS
Figure 18 Spoiler Panel Identification

SPOILER AND SPEED BRAKE SYSTEM DESCRIPTION

Control Sequence Normal Sequence
The spoiler panels are divided into two groups: Ground speed brake operation is normally accomplished automatically by an
Flight Spoilers 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
Numbers 2 and 7, outboard.
movement.
Numbers 3 and 6, inboard.
Ground Spoilers Backup
Numbers 0, 1, 4, 5, 8 and 9. The speed brake lever is manually operated after landing when speed brakes
are required and the automatic system is not operable.
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
input 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
operation 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.

GROUND SPOILERS
FLIGHT SPOILERS
GROUND SPOILERS
GROUND SPOILER
CONTROL VALVE
“A“ SYSTEM
FLIGHT SPOILERS
GROUND SPOILERS
SPEED BRAKE
LEVER
GROUND SPOILER
SPOILER MIXER
BYPASS
VALVE
RATIO
CHANGER
Figure 19 Spoiler & Speed Brake System

SPEED BRAKE CONTROL LEVER - COMPONENT DESCRIPTION

Purpose
The speed brake lever provides the pilot with control over speedbrake
operation.
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
between structure and the forward control assembly.
Control
The speedbrakes are controlled manually by rotation of the lever which
operates 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
actuator. Ground speedbrakes will automatically deploy if the airplane is on the
ground with wheelspeed above 60 knots.
Monitor
The 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
CONTROL LEVER
CONTROL
CABIN FLOOR
SPEED BRAKE
LEVER BRAKE
SPEED BRAKE
SPEED BRAKE LEVER ACTUATOR
FORWARD DRUM
SPEED BRAKE
ARMING SWITCH,
S276
Figure 20 Speed Brake Control Lever

SPEED BRAKE LEVER NO−BACK BRAKE - COMPONENT DESCRIPTION

Purpose
The speed brake lever no−back brake prevents the lever from being
repositioned 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
assembly. 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
INPUT
ARM
SPEED
BRAKE LEVER
ACTUATOR
SHOE
ASSEMBLY
SHOE PIN (4) SHAFT
SHOE PIVOT PIN
Figure 21 Speed Brake Lever Brake

SPOILER CONTROL QUADRANT ASSEMBLY - COMPONENT DESCRIPTION

Purpose Spoiler Mixer
The spoiler control quadrant assembly provides the lateral control system input The spoiler mixer housing is fastened to the ratio changer by four bolts and
to the flight spoilers. four splined shafts which mate with the ratio changer. These shafts are
speedbrake input, aileron input, left spoiler output and right spoiler output. An
Location additional shaft on the mixer provides the speed brake signal to the ground
The spoiler control quadrant is located in the pressurized area above the right spoiler control valve.
main gear wheel well. The shaft projects into the wheel well, near the forward The housing of the spoiler mixer contains an aileron cam and related levers
wall. and links.
Physical Description/Features 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
The assembly consists of a spoiler control quadrant attached to the first
occurs.
officer’s (right cables) and a shaft containing two cranks.
Control
Sealed bearings are used in all linkages, so the housing contains no oil. The
A spring cartridge is connected between the upper aileron bus drum shaft and
spoiler mixer may be removed from the airplane without disturbing the rigging
the input crank at the base of the spoiler control quadrant shaft.
of the cables or linkage.
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
ailerons, 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
INPUT ROD
FWD SPOILER
RATIO
SPOILER MIXER CHANGER
WHEEL WELL
CEILING
SHEAR RIVETS
(4 PLACES)
SPOILER OUTPUT
QUADRANTS
AILERON SPRING
CARTRIDGE
AILERON BUS
DRUMS
Figure 22 Spoiler Control Quadrant and Spoiler Mixer

SPOILER MIXER - SYSTEM OPERATION SPEED BRAKE LEVER DOWN

The spoiler mixer combines lateral input from the aileron system with speed
brake Iever position to allow the flight spoilers to augment lateral control when
simultaneously being used as speedbrakes.
LH WING RH WING
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.
LH WING RH WING
0 - SPEED BRAKE
Operation
Counterclockwise rotation of the speedbrake input quadrant operates the SPEED BRAKE LEVER INTERMEDIATE
linkage in the mixer to cause an UP signal at both output quadrants. Clockwise
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
quadrant movement in either direction unless actuated by an input from the
speedbrake lever.
LH WING RH WING
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
quadrant. Counterclockwise cam rotation reverses the signals to the output
quadrants.
LH WING RH WING PARTIAL SPEED BRAKE
SPEED BRAKE LEVER UP
LH WING RH WING
LH WING RH WING FULL SPEED BRAKE

CPT. NORMAL F/O SPEED

CONTROL CONTROL
BRAKE
WHEEL WHEEL
LEVER
ALTERNATE
AILERON SPRING CARTRIDGE
PCU’S
RATIO
CHANGER
ASYMMETRICAL SYMMETRICAL
GROUND
SPOILER
SPOILER MIXER CONTROL
> 31 SPEED BRAKE LEVER UP VALVE
GROUND
AIR/GRD SIGNAL SPOILER
INTERLOCK
VALVE
MIN.1,5”
FLIGHT RIGHT MAIN

LANDING GEAR GROUND
SPOILER SPOILER
2, 3, 6 AND 7 0, 1, 4, 5, 8 AND 9
Figure 23 Spoiler Mixer Control Schematic

SPOILER RATIO CHANGER - COMPONENT DESCRIPTION

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.
Location
The spoiler ratio changer is mounted on the forward bulkhead of the right wheel
well.
The ratio changer case supports spoiler output quadrants and a speedbrake
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
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.
Operation
Rotation of the speed brake quadrant moves the rollers in the bellcrank.
Moving 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.

SPOILER OUTPUT
QUADRANT
RATIO CHANGER
NO BACK BRAKE INPUT ROD RIGHT SPOILER
OUTPUT QUADRANT
RIGGING PIN HOLE

SPEED BRAKE WSA
INPUT QUADRANT
RATIO CHANGER
INPUT ROD LEFT SPOILER
OUTPUT QUADRANT WSB
SPEED BRAKE LEVER

INPUT QUADRANT WSA
SPOILER OUTPUT
QUADRANT
RIGGING PIN HOLE
WSB
Figure 24 Spoiler Mixer Schematic

FLIGHT SPOILER CONTROL QUADRANTS - COMPONENT DESCRIPTION

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
adjustable input arm by an input link.
Operation
Commands from the spoiler mixer and ratio changer are transmitted to the
actuator 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.

FLAP CLEARANCE
FLIGHT SPOILER MEASURE THE CLEARANCE BETWEEN
RUB STRIP THE RUB STRIP AND THE MIDFLAP
AT THE NEAREST POINT
CHECKNUT
ADJUSTMENT
SCREW
INPUT ARM
CHECKNUT
LOCKING
KEY
PISTON ROD
ACTUATOR
ACTUATOR
PISTON ROD
ACTUATOR
INPUT ARM
Figure 25 Flight Spoiler Control Quadrants
SPOILER SHUTOFF VALVE - SYSTEM DESCRIPTION

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
pressure to the flight spoiler actuators system A to 3 and 6 and system B to 2
Location and 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 valve closed and remove hydraulic pressure from the respective actuators.
hydraulic 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 Maintenance Practices
motor is splined to a cam which converts rotary motor action to linear spool Spoiler shutoff valves and flight controls shutoff valves are interchangeable.
travel. The valve is equipped with a manual override lever and position The valve and motor can be replaced as a unit or the motor can be replaced
indicator. 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
controlled manually by the manual override lever.

FLT CONTROL STANDBY

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

SPOILER SHUTOFF VALVE
SHUTOFF SHUTOFF
5 6 VALVE 5 6
VALVE
3 7 3 7
4 2 4 2
Figure 26 Flight Spoiler Hydraulic System

GROUND SPOILER CONTROL VALVE - COMPONENT DESCR.

Purpose GROUND SPOILER INTERLOCK VALVE
A ground spoiler control valve is installed to control hydraulic pressure to the The ground spoiler interlock valve is provided to limit the use of ground spoilers
ground spoiler actuators. to ground operation.
Location Location
The valve is bolted to a bracket on the outboard side of the right main gear The valve is secured to a bracket on the aft side of the rear wing spar above
wheel well forward wall. the right main gear trunnion.
Physical Description/Features Physical Description/Features

The valve consists of a piston and sleeve assembly enclosed in a valve body The valve consists of a three port housing with passages for hydraulic fluid and
that has five external ports connected to drilled passages in the sleeve. A lever a valve slide. The slide is actuated by a bellcrank that is connected by a
which pivots about a lug on the valve body is connected to the piston. The teleflex cable to the upper torsion link.
opposite end of the lever is connected by a pushrod to a crank on the spoiler
mixer. Control
The ground spoiler interlock valve is controlled through the teleflex cable by
Control extension and compression of the right main gear shock strut.
Moving the speedbrake control lever in the flight compartment rotates the
speedbrake input quadrant on the spoiler mixer. This operates the spoiler mixer Operation
linkage to transmit motion through the crank and pushrod to the control valve. 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
Operation pressure from reaching the ground spoiler actuator up ports. With the landing
When the speed brake control lever is in the DOWN position, the valve ports gear extended, the valve continues to block hydraulic pressure until the right
hydraulic pressure directly to the down ports of the ground spoiler actuators. As main gear shock strut is compressed by contacting the ground. As the inner
the control lever begins to move aft, the valve moves through a neutral position cylinder is compressed, the upper torsion link moves the teleflex cable to open
where the pressure port is blocked and all other ports are connected to return. the bypass valve and connect the ground spoiler control valve to the up port of
As the speed brake [ever is moved further aft, the control valve supplies the actuators.
pressure 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 Maintenance Practices
through the control valve. 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 LINKAGE
TO GRD SPOILER NO. 8 & 9
TO GRD SPOILER NO. 0,1 & 4
GROUND SPOILER NO. 5
UP
DOWN SYSTEM A
GRD SPOILER
ACTUATOR RETURN
SYSTEM
A PRESSURE
GRD SPOILER
RIGHT FLEXIBLE CONTROL VALVE
LANDING DRIVE ROD
GEAR
SPOILER
MIXER
RATIO CHANGER
GRD SPOILER
INTERLOCK VALVE
SBB
UPPER
TORSION LINK SBA
SPEED BRAKE CONTROL
INPUT QUADRANT CABLES TO FWD
FWD DRUM MECHANISM
Figure 27 Ground Spoiler Control Valve

OUTBOARD GROUND SPOILER ACTUATOR - COMP. DESCR. INBOARD GROUND SPOILER ACTUATOR - COMP. DESCR.
Purpose Purpose
One ground spoiler actuator is installed to position each outboard ground Two identical actuators and actuator linkages are used to position each inboard
spoiler panel. ground spoiler.
Location Location
The actuator housing is connected to a support on the rear wing spar and the Each actuator housing is connected to a support on the rear wing spar and the
piston rod end is connected to the spoiler panel. piston is attached to the linkage.

Each actuator contains an internal mechanical lock which locks the actuator in Each actuator contains an internal mechanical lock, similar to that described for
the retract position. A spring maintains this lock when hydraulic pressure is the outboard actuators, that locks the actuator in the extend position (spoiler
removed. down).
The bearing mounted actuator housings and swivel joints in the hydraulic lines The actuator linkage consists of an idler crank and push rod.
allow the actuators to rotate as the spoilers are positioned.
Operation
Operation When up hydraulic pressure is directed to the actuator the mechanical lock is
With the piston retracted, locking keys are springloaded to the locked position. released, allowing the piston rod to retract. This rotates the idler crank and
Directing extend hydraulic pressure to the actuator compresses the locking drives the push rod to raise the spoiler panel. The spoiler panel rises to 60°
piston against the spring and allows the keys to move inward. This unlocks the above the down position.
piston and allows it to extend. The spoiler panel extends to 60° from the down Maximum extension is limited by the stroke of the hydraulic actuator. There are
position. no mechanical stops.
Outboard ground spoiler panel travel is limited by the stroke of the hydraulic
actuator. There are no mechanical stops.

GROUND SPOILER TO FLAP CLEARANCE

ACTUATOR PISTON SPOILER
ROD END MEASURE THE CLEARANCE BETWEEN THE RUB STRIP
AND THE MIDFLAP AT THE CENTER OF SPOILER PANEL
FLAP RUB
STRIP
OUTBOARD GROUND SPOILER
IDLER
CRANK GROUND SPOILER TO FLAP CLEARANCE
PUSHROD SPOILER MEASURE THE CLEARANCE BETWEEN THE RUB STRIP
AND THE MIDFLAP AT THE CENTER OF SPOILER PANEL
GROUND
SPOILER
ACTUATOR
FLAP RUB STRIP
INBOARD GROUND SPOILER

Figure 28 Ground Spoiler Actuator
SPEED BRAKE LEVER ACTUATOR - COMPONENT DESCRIPTION

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) - COMPONENT DESCRIPTION
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 active, if
the speed brake lever was restowed to the down detent position.

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

CAM ARMING SWITCH,
S276
FLIGHT
DETENT FORWARD
DRUM
QUADRANT
Figure 29 Speed Brake Lever Actuator
RTO SWITCH (S 650) - COMPONENT DESCRIPTION

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
automatic 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
RTO SWITCH
ENGINE NO. 2
THRUST DRUM SPEED BRAKE
CAM FOLLOWER INDICATOR
PLATE
SWITCH SPEED BRAKE
ACTUATING DOWN DETENT
ARM
SPEED BRAKE
LEVER LIFTING
ARM
LIFTING
TAB
RTO
ACTUATION
SHAFT
(SPLINED)
THRUST DRUM
CABLE GUARDS
FWD
Figure 30 RTO Switch Location

AUTOMATIC GROUND SPEED BRAKE OPERATION

Operation the speed brake lever actuator, antiskid system failure monitoring and the auto
Electrical power for the control circuit inside the auto speed brake module is 28 speed brake control circuitry. Output is to the green or amber light as
volts dc from bus 2 through the auto speed brake circuit breaker. The lights are appropriate. The lights are interlocked so that only one light can be illuminated
powered from the same circuit breaker through R87, auxiliary master dim relay. at a given time.
Control Normal Sequence

When the speed brake lever is in the down detent no electrical power is The green SPEED BRAKE ARMED light illuminates whenever the speed brake
provided to the lever actuator electrical circuit. lever is moved to armed, at least one anti skid channel is on and operative, and
none of the monitored electrical failures exist.
Moving the lever to the ARMED position actuates S-276, by a cam attached to
the forward quadrant, and supplies electric power to the system. After landing The amber SPEED BRAKE DO NOT ARM light illuminates whenever the
with both throttles retarded, power is applied to the raise side of the actuator speed brake lever is moved to armed and at least one of the following
motor when the wheels spin up above 60 knots. A ground signal from air conditions are present:
/ground sensing will provide the same result in the absence of the wheelspeed − Speed brake lever actuator is not fully retracted to the speed brake lower
signal. position.
Electrical power can also be provided to the control circuit when the thrust − Both anti skid channels either off or inoperative
reverse levers are moved to reverse by activating RTO switch S-650. During Pilot response to an amber light is to return the speed brake lever to the down
the takeoff roll power is applied to the actuator motor only when wheelspeed is detent and manually operate the speed brakes after landing.
above 60 knots.
Operation
Input/Output
The pilot positions the speed brake lever to ARM prior to landing for automatic
The primary input to the electrical circuit in the auto speed brake module that speed brake operation. This resets the air/ground relays inside the auto speed
will power the speed brake lever actuator to raise the lever after arming is from brake module. After landing, wheelspeed signals from the antiskid system or
the anti skid system. A wheelspeed above 60 knots signal is required from one air/ground sensing causes the actuator to drive the lever to the UP position. All
wheel of each of these pairs; left inboard or right outboard and left outboard or spoiler panels respond to speed brake lever position.
right inboard.
The air/ground signal times out 4 seconds after ground is sensed.
The alternate input to raise the lever is from the E11, landing gear logic shelf.
The speed brakes are lowered and the actuator is reset by the pilot advancing
Both the air sensing relay and the ground sensing relay must be energized to
either throttle after rollout.
the ground mode. This alternate signal is removed 4 seconds after ground is
sensed. During the takeoff roll the speed brake lever is in the down detent. If the pilot
selects reverse thrust, a cam pushes the lever out of the down detent and
The input to remove a raise signal and energize the lower side of the actuator
activates S−650. The actuator will raise the speed brakes if wheelspeed is
motor is from switches that are activated by advancing either throttle.
above 60 knots.
Output of the auto speed brake module is to the raise or lower contacts of the
lever actuator motor. Monitor
four blue lights on the front of the auto speed brake module are connected to
INDICATING SYSTEM
the four wheel speed relays (K1 through K4). The lights illuminate whenever
The indicating system is activated when the speed brake lever is moved to the the respective relay is energized.
ARMED position. Inputs to the indicating system are from the lower contact of

ANTISKID
ANTISKID
INOP
ON
S283 OFF
S133
P2
ON
ABS
28V DC DS1 ACTUATOR LOWER

RT
BUS 2 AUTO SPEED OUTB
BRAKE REVERSE DS3 ACTUATOR RAISE A
THRUST THROTTLE L LI
RI R0 L
R
L
T
P6−2 CIRCUIT BREAKER POS < > 9,5 INBD L0 PB
S650 RTO SW OFF OFF
PANEL DS4
RT
INB WHEEL SPEED
>< 60 kts
R165 REJECTED DS2
L
T/O RELAY (E3−2) OUTB WHEEL SELECT
GRD
ARMED VALVE XDCR
SPEED BRAKE
ARMING SW (S276) SPEED BRAKE SYSTEM OK AIR
ARMED LW SKID
SPEED BRAKE
DO NOT ARMED
SYSTEM FAULT OR TEST
ABS
PILOTS CENTER
PANEL P2−1 M988 AUTO SPEED E3−2A/S CONTR MODULE
BRAKE MODULE (E3−2)
GRD
TRANSFER VALVE
ACTUATED TEST 1 TEST 2
FLT
ON IN AIR
AIR GROUND NOSE

SENSING
WHEEL SPEED
SPEED BRAKE ARMING Sw (S276) E−11 LANDING GEAR LOGIC SHELF RIGHT MAIN GEAR
Figure 31 Auto Speed Brake System Schematic
27−21 RUDDER & AND RUDDER TRIM CONTROL SYSTEM

INTRODUCTION
Purpose Rudder pedal assembly
The rudder provides yaw control of the airplane around the vertical axis. The captain and first officer are each provided with a pair of rudder pedals used
for controlling the airplane about the vertical axis.
System Description
Each pair of pedals consist of right and left pedals mounted on a shaft. The
A single conventional rudder without tab is powered by a main power control pedal shaft is attached to the upper end of the pedal arm assembly. The lower
unit supplied by hydraulic systems A and B. A separate power control unit end of the pedal arm assembly is mounted on a support shaft attached to
supplied by the standby system provides backup power. Any one of the three structure below the floor.
hydraulic systems will provide effective rudder control. No more than two
Fore and aft movement of the pedals is transmitted by two pushrods to a
hydraulic systems can power the rudder at a giver time.
jackshaft yoke. The rotary motion of the yoke is passed to the forward quadrant
Wind gust protection for the rudder is hydraulic dampening. Maximum rudder by means of the jackshaft. Both sets of control pedals respond equally because
travel is limited by actuator piston stroke. they are bussed together by means of a pushrod connecting the two jackshaft
The power·control units are actuated by cables operated from either the assemblies.
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 Rudder pedal adjust knob
control units via an electric actuator mounted on the feel and centering Each set of rudder pedals can be adjusted independently by means of a rudder
mechanism. pedal adjust knob located on the instrument panel, forward of the control
wheel. The knob must be pulled aft to permit crank rotation.
Yaw damper
Rotation of the crank operates a flexshaft to drive a jackscrew which moves the
The rudder is also controlled by the yaw damper system to prevent dutch roll. yoke fore and aft. Rudder pedal adjustment crank and crank handle stops are
This system operates through the system B hydraulic control section of the installed to prevent the rudder pedal adjustment screw from being backdriven
main power control unit. The yaw damper system operates independently of by heavy foot pressure applied simultaneously to both rudder pedals.
the rudder control system and does not result in feedback at the rudder pedals.
Location
General Operation
The rudder pedals are located below the captain’s and first officer’s instrument
Control of the rudder is by either set of rudder pedals. They operate forward panels. Rudder pedal support and quadrant assemblies are in the lower nose
quadrant assemblies which move cables to rotate a torque tube that drives compartment.
input 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
operates an electric actuator that drives the rudder feel and centering
mechanism to rotate the torque tube and actuate the input rods. The
pressurized power control unit deflects the rudder.

RUDDER PEDAL
ADJUSTMENT
CRANK
BUSROD TO FIRST
OFFICER’S PEDALS
CAPTAIN’S TORQUE
RUDDER TUBE
PEDALS
PUSHROD TO NOSE
WHEEL STEERING
RUDDER FEEL AND
CENTERING UNIT
RUDDER AFT
CONTROL
QUADRANT
BRAKE PUSHROD
RUDDER TRIM
KNOB
CONTROL STAND
Figure 32 Rudder & Tab Introduction

RUDDER HYDRAULIC SYSTEM - SYSTEM OPERATION

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
respective 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 normally 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.

STANDBY
MODULAR
RUDDER PACKAGE
STANDBY
POWER
UNIT M
TO
ELEVATOR
SYSTEM
TO STBY
RESERVOIR
FROM STBY P P CHECK VALVE

PS PUMP A B
RUDDER STANDBY SYSTEM SCHEMATIC (NOT ON ALL
AIRPLANES)
R R
FLT CONTROL STANDBY PRESSURE A B HYDRAULIC FUSE
A B HYD REDUCER
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 33 Rudder Hydraulic Schematic

AFT RUDDER CONTROL COMPONENTS - SYSTEM DESCR.

Aft rudder control components transmit rudder pedal input to the hydraulic
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
rotates 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
centering 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 driving the aft control quadrant to position the rudder pedals.
RUDDER FEEL AND CENTERING MECHANISM

The rudder feel and centering mechanism provides artificial feel to the rudder CENTERING
pedals, centers the rudder, and transmits trim inputs to the aft control CAM ROLLER ARM
SPRING SHAFT
components.
CRANK
Operation
RUDDER CONTROL
When the rudder pedals are displaced, the torque tube rotates causing offset of INPUT FROM QUADRANT
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
CAM ROLLER FIN
displaced out of the detent position to compress the spring assembly and
provide artificial feel.
RUDDER
Rudder trim input through the rudder trim actuator rotates the two frames with TRIM ACTUATOR
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 TORQUE TUBE
pedals.

STBY RUD ACT
RUDDER
STANDBY RUDDER EXTERNAL
ACTUATOR SUMMING
LEVER
INPUT ROD
RUDDER
POWER UNIT TRIM AND
FEEL ROD
INPUT LINK
INPUT CRANK
RUDDER AFT RUDDER POWER UNIT

CONTROL
QUADRANT INPUT ROD
CONTROL ROD TORQUE TUBE

LOWER CRANK
FEEL AND CENTERING

MECHANISM CRANK
FEEL AND CENTERING
MECHANISM
FWD
RUDDER TRIM
ACTUATOR
RUDDER AFT
CONTROL QUADRANT
Figure 34 Rudder Control System

MAIN RUDDER PCU - COMPONENT DESCRIPTION

Purpose Operation
The main rudder power control unit moves the rudder right or left when Input from the rudder pedals or rudder trim causes the torque tube to drive an
actuated by rudder pedal input, rudder trim input, or yaw damper input and input rod that positions the power unit input crank through the external
provides wind gust snubbing when the airplane is parked. summing lever. The external crank actuates the internal crank to position the
control valve which ports hydraulic pressure to one side of the actuating
Location pistons. The piston strokes to position the rudder. The external summing lever
The unit is located in the vertical fin, The body is fixed to fin structure and the is carried by the piston to return the external crank to neutral and stop the
piston head to the rudder. rudder at the 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 the transfer valve drives the yaw damper actuator to position the control valve
systems, two bypass valves, and a dual control valve operated by an internal via the summing levers. Yaw damper is limited to 3 left or right rudder
input crank. The internal crank is operated by an external input crank that is movement.
driven 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
solenoid operated shutoff valve, a transfer valve, a yaw damper actuating
piston, and a rate sensor.
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
delivered 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.

YAW DAMPER
TRANSFER SHUTOFF VALVE
VALVE PRIMARY
VALVE SECONDARY
VALVE
PB
P
TANDEM
C C ACTUATOR
RB
R

YAW DAMPER
POSITION BYPASS
TRANSMITTER
VALVE

COMPENSATOR
SPRING
SECONDARY
SUMMING
LEVER
COMPENSATOR
YAW DAMPER
ACTUATOR
THERMOSTATIC
VALVE OR PLUG
(OPTIONAL)
PRIMARY
SUMMING
LEVER
RA PA
INPUT SHAFT INTERNAL INPUT CRANK
Figure 35 Main Rudder Power Unit
RUDDER SYSTEM PRESSURE REDUCER SYSTEM DESCR.

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% 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.
The rudder pressure reducer is connected to the A system hydraulic line
upstream 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.

STA
1104
FWD
NORMAL POSITION
HYDRAULIC
FWD LINES
LOCK PIN
HIGH PRESSURE POSITION PRESSURE

REDUCER
Figure 36 Rudder Pressure Reducer

THIS PAGE INTENTIONALLY LEFT BLANK

Figure 37 Rudder Pressure Reducer Circuit

STANDBY RUDDER SHUTOFF VALVE - COMPONENT DESCR.

Purpose STANDBY RUDDER ACTUATOR
The standby rudder shutoff valve controls hydraulic pressure to the standby The standby rudder actuator provides standby hydraulic pressure to operate
actuator. the rudder when either system A, system B, or both are not available.
Location Location
The valve is mounted in the standby module on the aft wall of the main gear The standby rudder actuator is located above the main power control unit in the
wheel well. vertical fin.
Physical Description Physical Description

The valve is an electrically operated spool and sleeve contained in a cartridge The actuator consists of a bypass valve, control valve, and the actuating
that fits into a cavity in the standby module. The electric motor is splined to a cylinder. The piston rod is attached to fin structure and the opposite end of the
cam which converts rotary motor action into linear spool action in the sleeve. actuator housing is attached to the rudder.
Power Power
The valve is electrically operated by 28 volts dc supplied by the battery bus. 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
Control the standby rudder shutoff valve. At least one side of the main power control
Operation of the standby rudder shutoff valve electrically is by either the Flight unit is not powered when the standby actuator is powered. No more than two
Control A or B switches on the overhead panel. The valve is closed when both hydraulic systems can be used to operate the rudder.
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. Control
The valve can also be opened automatically whenever low pressure is detected Inputs form the rudder pedals or trim actuator are simultaneous to the main
at either flight control low pressure switch, the trailing edge flaps are not up, power control unit and to the standby actuator. The bypass valve is in the
and the airplane is either in the air or on the ground with wheelspeed above 60 bypass position when standby pressure is not available. This connects both
knots. piston chambers to the same port of the control valve to prevent a hydraulic
lock.
Monitor
Operation
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 When standby rudder operation is activated, standby pressure opens the
lever can be used to manually position the valve when electrical power is off. bypass 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.

STANDBY RUDDER ACTUATOR

SHUTOFF VALVE
LEADING EDGE
STBY DRIVE SOV
INPUT CRANK SHAFT
STBY RUD ACT SOV

CONTROL VALVE R
BYPASS VALVE P
(PRESSURE ON
CONDITION)
STBY SYS
MOD UNIT
RUDDER FIN
ATTACH ATTACH
POINT
POINT
AFT BULKHEAD MAIN INPUT CRANK

WHEEL WELL
Figure 38 Standby Rudder Shutoff Valve

RUDDER TRIM CONTROL SYSTEM

Purpose
The rudder trim system provides a means of positioning the rudder for
directional 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

The rudder trim actuator consists of an acme screw driver ram, coupled to a
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.
The Rudder Trim Indicator
indicates the position of the RVDT of the actuator
− in units of trim.
may be adjusted to the rudder’s neutral position by use of an adjustment
screw located at the rear of the indicator module.
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.
Maintenance advice:
Rudder trim should only be used when the rudder PCU is supplied hydraulically
and the indicators’ electrical power supplied.

RUDDER TRIM
INDICATOR
RUDDER TRIM
15 10 5 0 5 10 15
LEFT RIGHT
AILERON
NOSE NOSE
LEFT RIGHT
R
RUDDER TRIM U
RUDDER TRIM KNOB
KNOB LEFT RIGHT D
WING WING D
DOWN DOWN E
R
CONTROL STAND
M1125 RUDDER TRIM

ACTUATOR
Figure 39 Rudder Trim System

RUDDER TRIM
General
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
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 TRIM
15 10 5 0 5 10 15
LEFT RIGHT
NOSE NOSE
AILERON LEFT RIGHT
LEFT RIGHT
WING WING
RVDT
DOWN DOWN
M159 RUDDER TRIM

INDICATOR
28V AC (P8)
XFR BUS 1 C788

RUDDER TRIM
NOSE
INDICATOR
RIGHT
115V AC
XFR BUS 1
C787
RUDDER TRIM
CONTROL
NOSE NOSE NOSE

P6−2 CIRCUIT BREAKER PANEL RIGHT
LEFT LEFT
M1126 AILERON & RUD

TRIM CONTR MOD (P8)
BRAKE
M1125 RUDDER TRIM

ACTUATOR
Figure 40 Rudder Trim Electrical Schematic

RUDDER SYSTEM ENHANCEMENT PROGRAM (RSEP)

General
In September 2000, the Federal Aviation Administration (FAA) made the the actuating cylinder. When either the A or B flight control switch on the
decision to release an airworthiness directive (AD) to make changes to the overhead panel is moved to STBY RUD, or if the automatic standby function is
B737 rudder control system. The changes include: a new P5−3 flight controls activated, the standby hydraulic system pump will start. The standby rudder
panel, small structural changes to the rudder and the vertical stabilizer, a new actuator shutoff valve located on the standby hydraulic module will also open,
circuit breaker, one new relay, new wiring, a new rudder-control torque-tube, a porting hydraulic fluid to the standby actuator. Rudder pedal input positions a
new main rudder power-control-unit (PCU) and replacement oft the PCU servovalve in the actuator which ports fluid to the actuating piston. Movement
control rod with two new control-rods. When the new rudder-control system of the piston closes off the ports when desired rudder travel is reached.
senses faults in the main rudder pcu, it automatically avtivates the standby The STBY RUD ON light on the P5−3 will illuminate any time the standby PCU
PCU which increases control of the rudder. is commanded to be powered.
Operation
The rudder control system is pedal operated by the captain or the first officer.
Pedal movement rotates the forward quadrants, which are cable connected to
the aft quadrant. Rotation of the aft quadrant moves a control rod connected to
a torque tube. Rotation of the torque tube moves the two cranks attached to
the main rudder power control unit linkages. This admits hydraulic fluid to the
actuating cylinder, which moves the rudder. The three power control unit
override devices connect the torque tube to the main and standby rudder PCU
input rods. The two lower override devices connect to the main PCU linkages
and the upper override connects to the standby PCU. Each override is a simple
spring loaded roller and cam mounted to the torque tube. Each override allows
input commands to continue to be transmitted to the remaining free input
control rods in the event an input rod or PCU linkage becomes jammed. The
breakout force for each override is 18 pounds (80 newtons) applied at the
rudder pedals.
The rudder is fully power operated through the entire travel. The rudder power
control unit is hydraulically operated by hydraulic systems A and B
simultaneously. The A and B systems can be independently activated by
switches located on the overhead panel. Either of the A and B switches can be
used to activate the standby hydraulic system and supply pressure to the
standby actuator. The standby hydraulic system is automatically activated in
the event of the loss of the A or B hydraulic system on takeoff.
Operation
The standby rudder actuator positions the rudder when hydraulic system A and
B are not available. The actuator consists of a bypass valve, control valve, and

STANDBY PCU
INPUT ROD
RUDDER
STANDBY RUDDER EXTERNAL

PCU SUMMING
LEVERS
MAIN RUDDER
POWER UNIT STANDBY MAIN PCU
PCU
OVERRIDE
ASSEMBLY
RUDDER AFT TORQUE TUBE

CONTROL
QUADRANT
MAIN PCU INPUT
OVERRIDE LINKS
ASSEMBLIES
INPUT
INPUT
CONTROL RODS
TRIM AND CRANKS
ROD
FEEL ROD
STANDBY
PCU OVERRIDE LOWER
ASSEMBLY CRANK
FWD
RUDDER
RB TRIM
ACTUATOR
RUDDER AFT
RA
CONTROL QUADRANT
Figure 41 Rudder Control System (RSEP)

MAIN RUDDER POWER CONTROL UNIT (RSEP)

Physical Description Rudder Pressure Reducer
The main PCU is a dual tandem hydro−mechanical servo, powered by A Rudder Pressure Reducer (RPR) is connected to the ”A” system hydraulic
hydraulic systems A and B. The PCU is internally separated into an A and B line upstream of the main rudder PCU. Hydraulic pressure to the rudder is
side, providing an output force equivalent to two PCUs. Each half of the PCU reduced from 3000 psi to 1800 psi when the airplane climbs above 1000 feet
consists of a balanced actuator, bypass valve, inlet filter and inlet check valve, AGL. Hydraulic pressure is restored from 1800 psi to 3000 psi when:
all contained in a separate manifold for each system. The A and B manifolds the airplane descends through 700 feet AGL
are bolted together to make up a single PCU package, controlled by two
if ”B” hydraulic system depressurizes
independent input linkages that drive two independent servo valves which are
controlled by externally mounted breakout devices for jam protection. The whenever the N1 difference between the left and right engine exceeds 45%
power control unit piston rod end is attached to the rudder. Extension or The function of the RPR and RPL is to reduce the rudder authority by
retraction of the rod moves the rudder left or right. An external summing lever approximately one−third at higher speed condition. The reduced rudder
attached to the actuating piston provides feedback to return the control valve to deflection will permit more effective lateral control in countering rudder inputs,
neutral and to stop the rudder at the desired position. and will give the pilot more time to recover from a full rudder input, regardless
of the cause. The rudder pressure reducer does not involve the system−B
Yaw Damper Function portion of the rudder power and control, and will have no effect on the yaw
Power control unit yaw damper function is to minimize dutch roll during damper system operation. The RPR defaults to high pressure following loss of
manually and automatically controlled flight. The yaw damper provides rudder electrical power. The RPR is controlled and monitored by the yaw damper
displacement proportional to the yaw rate, and opposing the yaw direction of coupler. Failure of the RPR to disengage when commanded or a failure
the airplane. The yaw damper input is in series with the pilots’ input and is not resulting in reduced pressure less than 500 psi is indicated by illumination of
felt at the rudder pedals. the FLT CONTROL A LOW PRESSURE warning light on the P5−3 overhead
panel. The RPR can be commanded to high pressure using the manual lever.
Rudder Pressure Limiter In this configuration, the RPR will not respond to the yaw damper coupler
A Rudder Pressure Limiter (RPL) is installed on the main PCU ”B” piston to command to reduce pressure.
limit output from 3000 psi to 2200 psi whenever the airplane climbs above
1000 feet AGL. Pressure is restored from 2200 psi to 3000 psi when: Force Fight Monitor
the airplane descends through 700 feet AGL The Force Fight Monitor (FFM) compares the delta pressure of the A system
actuator with the delta pressure of the B system. When the delta−delta
if ”B” hydraulic system depressurizes
pressure exceeds 3150 psi for 5 seconds, the FFM provides an electrical
whenever the N1 difference between the left and right engine exceeds 45% ground to the P5−3 panel to commands pressure to the standby actuator, open
The RPL is controlled by the yaw damper coupler. The RPL is not disengaged the standby rudder system shutoff valve, and turns on the STBY RUD ON light.
when the A hydraulic system is depressurized. The RPL defaults to high The FFM contains a latch that can be reset by following the fault isolation
pressure following loss of electric power. procedure for the STBY RUD ON light.

YAW DAMPER
FLT CONTROL STANDBY HYD
A B LOW a COUPLER
QUANTITY
STBY STBY
LOW a
RUD RUD PRESSURE YAW DAMPER
OFF OFF STBY a ACTUATOR
RUD ON
A ON B ON
YAW DAMPER
ALTERNATE FLAPS
LVDT
OFF
LOW a LOW a UP
E.H.
PRESSUREPRESSURE INTERNAL
OFF SUMMING LEVER SERVO
SPOILER VALVE
ARM
A B DOWN INTERNAL
SUMMING
LEVER
OFF OFF a
YAW
FEEL
DIFFPRESS
DAMPER
ON ON SPEED TRIM
SOLENOID
FAIL a RA
MACH TRIM
YAW DAMPER FAIL a
SERVO SERVO
AUTO SLAT
YAW
DAMPER FAIL a VALVE A VALVE B
a
RB
OFF BYPASS BYPASS
VALVE VALVE
ON INLET INLET
FILTER FILTER
FLIGHT CONTROL PANEL P5−3 PB
LOAD
INLET C4 C3 C2 C1 INLET LIMITER
CHECK CHECK SOLENOID
VALVE VALVE
CROSS PORT RELIEF VALVE

(2 LOCATIONS)
LOAD LIM
CROSS PORT
RELIEF VLV
B SYSTEM
EXTERNAL
SUMMING
LEVER
DELTA P SENSOR (FFM)
A SYSTEM
PA EXTERNAL
MAIN RUDDER PCU SUMMING LEVER
RUDDER PRESSURE REDUCER
Figure 42 Main Rudder Power Control Unit (RSEP)

FLT CONTROL
A B
A ON B ON
OFF OFF
STDBY STDBY
RUD RUD
MAIN GEAR WHEEL

SPEED >60 KNOTS
AIRCRAFT IN AIR
STANDBY HYDRAULIC
PUMP ACTIVATES
FLAPS NOT UP
STANDBY SYSTEM
RUDDER SHUTOFF
A HYD PRESS <1200PSI
VALVE OPENS
B HYD PRESS <1200PSI

AUTO
RPR FAILED TO
STANDBY
LOW PRESSURE
STBY
RUD ON
C1
+ NO FAULT DETECTED
B CYLINDER
− LATCH
5 SEC
C2 ON
+ ABSOLUTE DELTA−DELTA TIME DELAY BRIGHT
− PRESSURE >3150 PSI CLOCK
C3 FIRE MASTER
+ MAIN PCU FORCE FIGHT MONITOR RESET C/B C1628 WARN CAUTION
A CYLINDER
− MAP
FORCE FIGHT
C4 YAW DAMPER COUPLER
MONITOR ( P6 ) FLT CONT ELEC
IRS APU
MAIN PCU TANDEM CYLINDER
FUEL OVHT/DET
DELTA−DELTA PRESSURES
Figure 43 Stby Rudder System Operating Logic

27−31 ELEVATOR & TAB CONTROL SYSTEM

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
ELEVATOR
BALANCE PANELS
TAIL COMPARTMENT
ELEVATOR FWD
CONTR QUADRANT
Figure 44 Elevator Control System
ELEVATOR CONTROL SYSTEM

General Component Locations
Forward control components of the elevator system are located beneath the
control columns in the lower nose compartment. Cable runs connect them to
the aft control components located inside the tail cone.
General Subsystem Features

The two forward elevator control quadrants are connected by a torque tube
which provides the same input from either control column. These inputs are
provided to cable quadrants mounted on the lower (input) torque tube inside
the empennage. Two parallel hydraulic power control units drive the upper
(output) torque tube to which the elevators are attached. A feel actuator
mounted on the feel and centering unit connected to the lower torque tube
receives hydraulic pressure from an elevator feel computer and provides
artificial feel on 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.
General Operation
The elevators can be moved by four different inputs:
Pilot command
Autopilot
Mach trim
Neutral shift
Normal operation of the elevators is hydraulic, using system A and system B to
independent power control units. One operating hydraulic system is sufficient to
power the elevators. Manual reversion provisions are incorporated in the event
both hydraulic systems are inoperative.
Maximum elevator travel is limited by the actuator stroke. Wind gust protection
is provided by hydraulic dampening.

STAB TRIM
MAIN AUTO
ELEC NORM PILOT MACH TRIM
NEUTRAL SHIFT ACTUATOR
STABILIZER MECHANISM
CUT
OUT
LIMIT CENTERING
CONTR CAM
MAIN A/P ELEVATOR

ELEC STAB FEEL AND
TRIM TRIM CENTERING
STAB TRIM UNIT
SERVO SERVO DUAL FEEL ACT
OVERRIDE B RETURN A RETURN
STATIC PORT
PITOT PORT
TO RH PCU & ELEV
NORM
B A/P ELEV ACT
OVERRIDE B HYD
SYS ELEVATOR FEEL COMP
COLUMN
SWITCHING
MODULE
DIFF
STAB PRESS
TRIM SW
SW
CONTR A HYD A A/P ELEV ACT

COLUMN SYS
ELEV PCU
STAB PITOT PORT

MAN TRIM
WHEELS STATIC PORT LOWER
TORQUE
TUBE
FWD
CONTR
QUADRANT
AFT
CONTR
QUADRANT
Figure 45 Elevator and Stabilizer Control Schematic
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.
Physical Description/Feature
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.
A pitch force transducer is installed in each forward control quadrant.
Transducer 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,
tensions the cables, and operates the aft control components to drive the
elevators.

MICROPHONE SWITCH
MEMORY AUTOPILOT
DEVICE DISENGAGE
SWITCH
CONTROL
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 46 Elevator Forward Control Quadrants

ELEVATOR POWER CONTROL UNITS

Purpose
Two elevator power control units provide actuation of the elevators in response mach trim, or neutral shift to the hydraulic power control units. It also transmits
to inputs from the control columns, autopilot actuators, mach trim, or neutral the reaction from the feel and centering unit to the control columns.
shift. Elevator aft control quadrants, consisting of four individual segments, are
The two control units operate independently from separate hydraulic systems, mounted on the input torque tube. The two upper segments are connected to
the left unit from hydraulic system A pressure and the right unit from hydraulic the elevator up cables and the lower segments to the elevator down cables.
system B pressure. Cranks on the input torque tube provide input to the hydraulic power control
The upper mounting terminals of the housing attach to lugs on the output unit and the feel and centering mechanism.
torque tube which is directly linked by pushrods to each elevator. The piston
Operation
rod is attached to structure. Elevator power control units are identical to the
aileron power control units. Pilot input through the cables to the aft quadrants or autopilot actuator inputs
rotate the input torque tube. This provides a simultaneous input to both
Operation hydraulic rower control unit and to the feel and centering unit. The power
Forward or aft movement of the control columns rotates the input torque tube control units stroke on their pistons to position the elevators and the feel and
and actuates the power control unit input crank. This displaces the main control centering unit provides artificial feel at the column.
valve slide and directs hydraulic pressure to the main actuator piston. The Neutral shift or mach trim input rotates the entire feel and centering unit. This
power control unit body extends or retracts and positions the elevator. rotates the input torque tube resulting in an input to the hydraulic actuators and
Movement of the power control unit returns the input crank to neutral and back through the cables to both control columns.
closes the main control valve, which stops the elevator at the desired position.
ELEVATOR FEEL AND CENTERING UNIT
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 The elevator feel and centering unit provides artificial feel to the pilot and
described for a pilot input. centering for the elevator control system.
OUTPUT TORQUE TUBE Operation

The elevator output torque assembly is provided to transmit the motion of the Control column input rotates the cam against the spring-loaded roller. This
power control units to the elevators. 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
The elevator power control units are attached to an output torque tube. This is
centering unit neutral position changes as stabilizer attitude varies. Changes in
a dual torque tube system, with the inner torque tube made up of two half
stabilizer attitude are transmitted through the neutral shift mechanism to rotate
tubes. The two half tubes are bolted to the outer tube at the middle, therefore,
the feel and centering unit about the lateral axis. The cam follows the roller
input from either or both power control units will always result in an equal
causing an input to the power control units and the control columns.
output to both elevators during normal operating function.
A mach trim actuator is mounted on top of the feel and centering unit. The
The secondary pickup provides for a redundant output to the elevator if an
actuator rod is linked to the horizontal stabilizer through the neutral shift
inner torque tube should break.
mechanism and functions as part of the neutral shift mechanism except when
INPUT TORQUE TUBE the mach trim system is operating. Mach trim command signals position the
actuator output rod. This rotates the case of the feel and centering unit and
The elevator control input torque tube transmits inputs from the pilots, autopilot,
inputs to the elevator system.

HINGE INNER TORQUE TUBE

AUTOPILOT OUTPUT
B ACTUATOR TORQUE TUBE SECONDARY PICKUP
BULKHEAD
PCU ATTACHMENT POINT
NEUTRAL
SHIFT SENSOR ELEV ROD
MACH TRIM
ACTUATOR
INNER TORQUE TUBE
AUTOPILOT
A ACTUATOR
ELEV ROD
ELEVATOR ATTACHMENT
POINT
ELEVATOR
A PCU
ELEVATOR FEEL SECONDARY PICKUP
AND CENTERING UNIT
STABILIZER ELEVATOR
B PCU OUTER TORQUE TUBE
POSITION SENSOR
DUAL FEEL ACTUATOR PCU ATTACHMENT POINT
INPUT TORQUE TUBE SECONDARY PICKUP
ELEVATOR AFT
CONTROL QUADRANTS
FWD
ELEVATOR
POSITION SENSOR
Figure 47 Elevator Control System

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.
Each tab control mechanism consists of a pushrod and bellcrank assembly.
The bellcrank is attached at the forward end to the inside upper surface
structure of the stabilizer and hinged to the elevator front spar. Pushrods inside
the elevator connect the crank and tab.
Location
The mechanisms are located inside the horizontal stabilizer elevator balance
bays, aft of the stabilizer rear spar.
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.
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.

STABILIZER ELEVATOR
TAB HINGE
BELLCRANK ELEV HINGE TAB CONTR RODS
ELEV FRONT SPAR
BELLCRANK
BALANCE PANEL
ELEVATOR STABILIZER
REAR SPAR ELEVATOR
NOSE VENT GAP
HINGE SEAL
ELEV TAB ADJ WEIGHTS

HINGE (INSTALLED IN ELEV NOSE
BALANCE SEAL BALANCE BAY NO. 2)
FWD INBD BALANCE WEIGHT
STAB ACCESS
PANEL HINGE PANEL
SEAL
Figure 48 Elevator Tab Control

ELEVATOR FEEL COMPUTER

The elevator feel computer supplies controlled system A and system B
hydraulic pressure to the elevator feel control unit.
Location
The computer is mounted on structure in the compartment aft of the rear
pressure 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
system include a q-diaphragm, force balance valve, relief valve and a stabilizer
actuated cam. A feel differential pressure switch is installed in the housing.

FEEL
PITOT COMPUTER
PROBE
STABILIZER INPUT
PITOT
LINE
FEEL COMPUTER
DRAIN DRAIN LINE

PLUG
PITOT
LINE
FWD
Figure 49 Elevator Feel Computer Location

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
computed 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
hydraulic pressure by displacing the force balance valve. As pitot pressure
increases, 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
repositions 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
system 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.

NEUTRAL SHIFT MECHANISM MACH TRIM ACT

CENTERING
LINKAGE
STABILIZER
FEEL DIFF STATIC PITOT CENTERING CAM

PRESS
ELEV FEEL &
CENTERING UNIT
DUAL FEEL ACT

SYST B RET SYS A RET
RET
SYSTEM B
PRESS
STAB ACTUATED CAM
DIFF PRESS SW
Q DIAPHRAM
RET
SYSTEM A
PRESS CONTROL
COLUMN
FWD CONTR QUAD

ELEV FEEL COMPUTER
DROOP SPRING
FORCE BALANCE VLV CONTROL CABLES EB

TE FLAPS STATIC PITOT
UP RELIEF VLV
AFT CONTR QUAD

1
TE FLAPS MACH TRIM
NOT UP SW 2 (MWW) CONTROL CABLES EA
Figure 50 Elevator Feel Computer Schematic

27−32 STALL WARNING SYSTEM

STALL WARNING - SYSTEM DESCRIPTION
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:
engine speed,
airspeed, and any
asymmetry between leading edge position and the flap selection.
The stall warning computers provide information to the ground proximity
warning computer for wind shear warning, to the Electronic Flight Instrument
System (EFIS) for pitch limit and speed tape display functions, and to the
digital flight data acquisition unit (DFDAU).
Two different types of Stall Warning Computers are listed in the AMM:
CONFIG 1 : DSWC (Digital Stall Warning Computer), operating in the older
types of aircrafts,
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.
STALL WARNING TEST NO. 2 switch on P5−18 module

CAPTAIN’S
CONTROL
COLUMN
SHAKER
FIRST
OFFICER’S
CONTROL
COLUMN
SHAKER
EADI # 1
ENG.#1 N1
ENG.#2 N2
TO EADI # 2
AOA SENSOR LEFT
ENG.#2 N1
ENG.#1 N2
AOA SENSOR RIGHT

FLAP POSITION XMTR RIGHT
FLAP POSITION XMTR LEFT

STALL WARN COMP. #1 STALL WARN COMP. #2
Figure 51 Stall Warning Introduction (Config. 1)
DIGITAL STALL WARNING COMPUTER

Purpose Stall warning computer No. 2
The stall warning computer for each system uses the signals to activate the Stall warning computer No. 2 controls the first officer’s control column shaker.
control column shaker. The computers are located on the E1−1 electronics Inputs to computer No. 2 come from the following sources:
shelf. Right AOA sensor
Stall warning computer No. 1 Left flap position transmitter
Stall warning computer No. 1 controls the captain’s control column shaker. N1 and N1 valid tachometer indicator for engine No. 2
Inputs to computer No. 1 come from the following sources: N2 tachometer indicator for engine No. 1
Left AOA sensor Air/ground relays on E−11 shelf
Right flap position transmitter Right main gear downlock switch
N1 and N1 valid tachometer indicator for engine No. 1 Leading edge light module
N2 tachometer indicator for engine No. 2 Right digital air data computer (DADC 2) on ARINC 429 bus
Air/ground relays on E−11 shelf Right inertial reference unit (IRU 2) on ARINC 429 bus
Left main gear downlock switch Flight management computer (FMC) on ARINC 429 bus
Leading edge light module Takeoff/Go Around switch in thrust levers
Left digital air data computer (DADC 1) on ARINC 429 bus
Left inertial reference unit (IRU 1) on ARINC 429 bus
Flight management computer (FMC) on ARINC 429 bus
Takeoff/Go Around switch in thrust levers
STALL WARNING TEST NO. 1 switch on P5−18 module

CAPTAIN’S
CONTROL
COLUMN
SHAKER
FIRST
OFFICER’S
CONTROL
COLUMN
SHAKER
EADI # 1
ENG.#1 N1
ENG.#2 N2
TO EADI # 2
AOA SENSOR LEFT
ENG.#2 N1
ENG.#1 N2
AOA SENSOR RIGHT

FLAP POSITION XMTR RIGHT
FLAP POSITION XMTR LEFT

STALL MGNT COMP.#1 STALL MGNT COMP.#2
Figure 52 Stall Warning Introduction (Config. 2)
ANGLE OF AIRFLOW SENSOR CONTROL COLUMN SHAKER

The Angle of Airflow Sensor can also be identified as the Stall Warning Sensor The control column shaker vibrates the control column when activated by the
or as the Sensor for the Sensor Instl − Stall Warning. stall warning computer. A shaker is clamped to the front of each pilot’s control
The angle of airflow (AOA) sensor for each system provides a signal which column. Each shaker consists of a motor geared to a coaxially mounted
represents airplane angle of attack. The sensors are located on the outside of weighted ring. Energizing the motor rotates the out of balance ring, and the
the fuselage below each pilot’s side window. Each sensor consists of an resulting vibration shakes the control column. Stall warning computer No. 1
aerodynamic vane which pivots to position three internal synchro transmitters. activates the captain’s shaker, and computer No. 2 activates the first officer’s
In flight, the vane assumes a position parallel to the airflow passing over it. shaker.
Each sensor provides outputs to the stall warning system, the autoslat system,
Functional Description
and the autopilot system.
The stall warning systems are in their normal operating mode when airplane
A heater built into the sensor vane prevents icing. The case of the sensor is
weight is off the main landing gear.
heated to prevent condensation inside. The heaters are powered through the
ALPHA VANE HTR L and R circuit breakers on the P18−3 panel and are During takeoff, when the right main gear shock strut becomes uncompressed,
controlled by the PITOT STATIC HEAT A and B switches on the P5 overhead the air/ground relays energize to enable the stall warning system. Each
panel computer receives signals from its angle of airflow sensor and flap position
transmitter. These signals are processed by the computer along with other
FLAP POSITION TRANSMITTER flight data to determine if the airplane is approaching a stall condition.
When airplane flight conditions approach a stall due to a high angle of attack or
The flap position transmitter for each system provides a signal which
a low airspeed, an output relay in the computer is turned on to supply 28 volts
represents trailing edge flap position. The transmitters are located on the wing
dc to the shaker motor. The motor rotates the weighted ring in the shaker
rear spars between the two outboard flap tracks. Each transmitter provides
which vibrates the control column.
outputs to the stall warning system, the autopilot system, and the pilots’ trailing
edge flaps position indicator Normally, both computers will activate their respective shakers simultaneously,
however, if one is not activated, both control columns will still shake since they
STALL WARNING TEST MODULE are connected together by the torque tube.
A self−test pushbutton switch for each computer is located on the STALL The stall warning self−test switches allow a check of each shaker motor and
WARNING TEST module installed in the P5 overhead panel. Pressing the No. computer input/output circuits while the airplane is on the ground. Pressing the
1 or No. 2 test button will activate the corresponding control column shaker. If No. 1 or No. 2 STALL WARNING TEST button will activate the control column
the stall warning computer has detected any fault, the test button will not shaker unless the computer detects a fault with the system or has a fault
activate the shaker. Once the fault is corrected, the self−test will again activate stored from the previous flight.
the shaker. The stall warning computer will turn off the shaker motor if the test
switch is held on for more than 20 seconds.

STALL WARNING TEST

NO. 1 NO. 2
STALL WARNING TEST MODULE FLAP POSITION

TRANSMITTER
DIGITAL STALL
WARNING COMPUTER‘S
DIGITAL STALL
ANGLE OF WARNING COMPUTERS
AIRFLOW OR
SENSOR (AOA) STALL MANAGEMENT
COMPUTER‘S
CONTROL COLUMN SHAKER
E1
E3
E2
FWD
Figure 53 Stall Warning Component Location

STALL WARNING
General Stall Warning Mode Failure Schedule
Several different airplane flight conditions can cause the stall warning computer If a failure of the high thrust stall warning is detected by the computer, the other
to activate the control column shaker. The shaker will be activated by modes (normal, asymmetry, or speed floor) will not be affected. If a failure of
whichever condition gives the earliest warning of an approaching stall. the normal mode is detected, the speed floor mode will not be affected. If
The stall warning computers also provide information to the failures of both normal and speed floor modes are detected, shaker operation
will be inhibited.
GPWS, ground proximity warning computer for wind shear warning,
Electronic Flight Instrument System (EFIS) for pitch limit and speed tape Ground Proximity Warning
display functions, The stall warning computer transmits angle of attack and flap position data to
and to the digital flight data acquisition unit (DFDA MRU). the ground proximity warning computer (GPWC) to assist the GPWC in
In addition to activating the control column shaker, the stall warning computer computing a wind shear warning.
provides information to other airplane flight systems.
Pitch Limit
Normal Stall Warning
An airplane pitch limit is calculated by the stall warning computer from data
The control column shaker is activated when airplane angle of attack received from the IRU, the DADC, and the AOA sensor. This pitch limit
becomes too great. The specific angle of attack at which the shaker is information is transmitted to the EFIS where it is displayed on the pilots’
activated depends on flap position. electronic attitude director indicators.
Asymmetry Stall Warning
Speed Tape
If the leading edge flaps and slats are not in the position corresponding to
that of the trailing edge flaps, the angle of attack required to activate the Information for the speed tape display of the electronic attitude director
shaker will be lowered. The amount by which it is lowered depends on flap indicator (EADI) is computed in the stall warning computer from data received
position. from the IRU, the DADC, the FMC, the flap position transmitter, and the AOA
sensor. The control column shaker activation speed and minimum operating
High Thrust Stall Warning
airspeed are included in the speed tape display.
The high thrust stall warning is enabled when the N2 tachometer for the
opposite engine reads greater than 75%. Under this condition, the angle of Digital Flight Data Acquisition Unit
attack required to activate the shaker will be lowered. The amount by which Information from the stall warning computer is transmitted to the digital flight
it is lowered depends on flap position and the coefficient of thrust gradient data acquisition unit so that it may be recorded.
(CTG). The stall warning computer calculates the CTG from airspeed and
the N1 tachometer for the near engine.
Speed Floor Stall Warning
The stall warning computer will activate the shaker if the airplane airspeed
falls below a reference speed for a given flap position.

STALL WARNING SELF TEST

TEST SWITCH 1 CAPTAIN’S
CONTROL COLUMN
LEFT ANGLE OF ATTACK SHAKER MOTOR‘S
AOA SENSOR
N1 ENGINE 1
ENGINE
N1 VALID AOA FLAP POS
INDICATING
SYSTEM N2 ENGINE 2
GROUND DIGITAL
RIGHT FLAP FLAP POSITION PROXIMITY FLIGHT DATA
POSITION XMTR WARNING ACQUISITION
AIRSPEED COMPUTER UNIT
LEFT DADC STALL
WARNING
IN AIR PITCH LIMIT
AIR/GND
COMPUTER
ON GROUND
SWITCHES NO. 1
AND RELAYS L MAIN DOWNLOCK
(LEFT) AIRSPEED
VS, PITCH, ACCEL TAPE
LEFT IRU
THRUST TAKEOFF/GO AROUND

180 F
LEVERS
PITCH LIMIT 160

FMC 152
GROSS WEIGHT
SPEED TAPE 140
LEADING EDGE
ASYMMETRY
INDICATION
STICK 120
MODULE SHAKER
SPEED
DH150
.654 2400
LE FLAPS LE FLAPS
TRANSIT EXT
CAPTAIN’S EADI
LEFT SYSTEM SHOWN R/H SYSTEM EQUIVALENT
Figure 54 Stall Warning System Block Diagram

OPERATIONAL TEST (CONFIDENCE TEST)

Test in short form:
Push and hold the STALL WARNING TEST No.1 (2) switch on the stall
warning test module (P5 overhead panel).
Make sure that captain‘s (first officer‘s) control column shaker operates.
Release the switch.
Make sure that the shaker stops.

SENSORS
STALL WARNING AC CONFIG 1
CAPTAIN’S CONTROL COLUMN
STALL WARNING DC CONTROL COLUMN SHAKER
STALL WARNING FIRST OFFICER’S

ASYM MODE
CONTROL COLUMN
LEADING EDGE
MODULE
CONTROL COLUMN
SHAKER
STALL WARNING TEST

NO. 1 NO. 2
DSWC
CONFIG 2
SENSORS
SMC
SNSR EXC AC
(open)
SMC
CMPTR DC
STALL WARNING
ASYM MODE
LEADING EDGE
MODULE
AUTO SLAT DC
SMC
Figure 55 Operational Test
STALL WARNING COMPUTER BITE

The stall warning computer has internal built−in test equipment (BITE) for previous flight will be erased and the corresponding lights will go off. A BITE
maintenance and testing purposes. The front panel of the computer has a test performed after clearing the memory will indicate any real time faults which
START BITE switch and LED indicator lights. still exist.
Any stored faults must be cleared prior to a test of the stall warning system.
Preparation for the Test
Stored faults will be automatically cleared at the next airplane takeoff.
Open CB’s for
− AUTOSLAT System,
− STALL WARN ASYM MODE
Put a value for gross weight in the FMC.
To perform a BITE test, press the START BITE switch for two seconds. All
lights on the computer will come on for two seconds to confirm that the lights
are functional. A light which stays on after two seconds indicates a fault with
the unit called out by that light’s label. The fault light will go off after 25
seconds.
The computer has a fault memory which stores those faults which are
detectable only during flight. Performing a BITE test will recall any stored faults
from the last flight, along with any real time faults detectable on the ground.
Possible faults stored in the fault memory are listed below:
AOA sensor transition fault:
Sensor vane did not move more than 3 degrees on the last flight.
Flap position transition fault:
Flaps did not move more than 3/4 degrees on the last flight.
N1 tachometer transition fault:
Maximum and minimum values of N1 did not differ by more than 10% on the
last flight.
N2 tachometer transition fault:
Maximum and minimum values of N2 did not differ by more than 5% on the
last flight.
Discrete on−ground fault:
Air/ground relay indicated on ground when airspeed was greater than 160
knots on the last flight.
When the indicated fault has been corrected, the fault memory must be
cleared. To clear the fault memory, press and hold the START BITE switch for
10 to 20 seconds until the lights flash on and off. Any stored faults from the

BITE INSTRUCTIONS
· PRESS START BITE
· ALL LIGHTS WILL GLOW
FOR TWO SECONDS
· SUSTAINED LIGHT
INDICATES FAILED LRU
START BITE
(TO CLEAR FAULT
MEMORY, PUSH FOR
10−20 SECONDS)
INTERNAL
FAILURE
AIR DATA
COMPUTER
AOA SENSOR
FLAP
POSITION
N1
N2
DISCRETE
IRU
DIGITAL STALL
WARNING COMPUTER
Figure 56 BITE Test (config. 1)

STALL WARNING COMP FAULT IND LIGHTS

The stall warning computer continuously monitors its inputs and internal − Self−test fault: the self−test switch on the P5−18 module is held on for
circuits. Any fault detected by the computer will turn on the appropriate light more than 20 seconds.
during the next BITE test. The faults associated with each light are described IRU
below:
Indicates that no data is received from the IRU, or that the data received is in
INTERNAL FAILURE error.
Indicates a fault with one of the following: stall warning computer internal
input circuits, output circuits, analog/digital converter, ARINC 429
transmitter or receiver, memories, or power supplies.
AIR DATA COMPUTER
Indicates that no data is received from the DADC, or that the data received is
out of range or in error.
AOA SENSOR
Indicates one or more of the following: no data is received from the AOA
sensor, the data received is out of range, a problem exists with the computer’s
synchro to digital converter, or there was an AOA transition fault.
FLAP POSITION
Indicates one or more of the following: no data is received from the flap
position transmitter, the data received is out of range, a problem exists with
the computer’s synchro to digital converter, or there was a flap position
transition fault.
N1
Indicates that no signal is received from the N1 tachometer indicator, that
the signal received is out of range, or that there was an N1 transition fault.
N2
Indicates that no signal is received from the N2 tachometer indicator, that
the signal received is out of range, or that there was an N2 transition fault.
DISCRETE
− On−ground fault: air/ground relays indicate ground mode when airspeed
is greater than 160 knots.
− In−air fault: air/ground relays indicate air mode when airspeed is less
than 60 knots.
− Asymmetry fault: the leading edge light module signal indicates
asymmetry when the flap position transmitter indicates flap position is
less than 1 degree.

BITE INSTRUCTIONS
· PRESS START BITE
· ALL LIGHTS WILL GLOW
FOR TWO SECONDS
· SUSTAINED LIGHT
INDICATES FAILED LRU
START BITE
(TO CLEAR FAULT
MEMORY, PUSH FOR
10−20 SECONDS)
INTERNAL
FAILURE
AIR DATA
COMPUTER
AOA SENSOR
FLAP
POSITION
N1
N2
DISCRETE
IRU
DIGITAL STALL
WARNING COMPUTER
Figure 57 BITE Test (config. 1)

BITE TEST OF SMC (CONFIG 2)

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
The SMC will allow entry into BITE only when one or more of these conditions options:
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.
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 either SMC LRU OK or SMC LRU FAIL. For a failed test , after SMC
maintenance. LRU FAIL shows momentarily, nn FAULT shows, then DISP FAULT ?
− The ON/OFF button activates and deactivates the BITE feature. All shows. If you answer YES to DISP FAULTS ? the display shows a list of
buttons 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 DISCRETE INPUTS ?
with display showing BEGIN OF LIST or END OF LIST.
ARINC TEST ?
− The YES and NO buttons are pushed to answer a menu option.
SENSOR TEST ?
− If the NO button is held down, options will be shown in sequence at
E. SYSTEM CONFIG ?
approximately 4 options per second.
The SYSTEM CONFIG option gives information on the airplane
To enter BITE, push the ON/OFF button. A BITE entry test will automatically
model and airplane configuration for which the SMC is currently
be performed by the SMC.
programmed.
− If the entry test fails, the display will show TEST FAIL momentarily,
F. CLR AND RETEST ?
followed 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.

ON/ TEST IN
OFF PROGRESS
SYSTEM TEST PASS TEST FAIL TEST BITE INSTRUCTIONS
TO TEST FAIL
OK FAIL
MENU
SMC MAINTENANCE
PRESENT CONTROL PANEL
YES TO PRESENT FAULTS MENU
FAULTS?
NO
SELF
YES TO SELF TEST MENU
TEST?
NO
ON/
MENU
FAULT OFF
YES TO FAULT HISTORY MENU
HISTORY?
YES NO
NO
GROUND
YES TO GROUND TEST MENU
TEST?
NO STALL MANAGEMENT
COMPUTER
SYSTEM TO SYSTEM CONFIG MENU PART NO. 65−52822
YES
CONFIG?
SERIAL NO.
NO BOEING
CLR AND
YES TO CLR AND RETEST MENU
RETEST?
NO
____ TO EXIT FROM ANY POINT IN
NOTE:
SMC BITE, PRESS THE
ON/OFF BUTTON.
Figure 58 Stall Management Computer BITE Test

27−40 HORIZONTAL STABILIZER TRIM CONTROL SYSTEM

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.
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
provides 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
commands the autopilot servo motor to trim the stabilizer, when required, to
compensate 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.

MANUAL TRIM WHEEL
HORIZONTAL
STABILIZER
ELECTRIC AUTOPILOT
ACTUATOR ACTUATOR
(NORMAL)
FWD
CABLE
DRUM
AFT CABLE DRUM

Figure 59 Stabilizer Trim Control System Location
STABILIZER TRIM CONTROL SYSTEM DESCRIPTION

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
actuator or on aircrafts with primary stabilizer trim actuator by the primary
actuator 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
controlled 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
controlled 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
available 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
ELECTROMAGNETIC CLUTCHES TO ENGAGE AND RESULT
IN MOTOR STALL WHICH MAY DAMAGE THE MOTOR DUE
TO OVERHEATING.

STABILIZER TRIM
NOSE DN
AUTO CONTROL SWITCH
PILOT
STAB TRIM STABILIZER TRIM NOSE UP

CONTROL SWITCH
OVERRIDE
STABILIZER
TRIM WHEEL
NORM
ELEVATOR
TORQUE TUBE
MAIN
ELECTRIC
M
STAB TRIM
MECHANISM
M COLUMN ACTUATED
CUTOUT SWITCHES
AUTO
PILOT
MAIN NORMAL AUTO

STABILIZER ELECT PILOT
TRIM
CUTOUT
SWITCHES
CUT
OUT
Figure 60 Stabilizer System Schematic
STABILIZER FORWARD CONTROL MECHANISM

Purpose Maintenance Practices
The stabilizer forward control mechanism provides the means of manual The forward cable drum assembly is mounted in a housing which is attached to
control for the stabilizer in the event of electrical malfunction. structure by one horizontal and two vertical suspension points. Turnbuckles at
these suspension points can be adjusted to align the forward mechanism and
Location
obtain proper chain and cable tension.
The forward control mechanism extends from a stabilizer trim wheel on each
side of the control stand to a forward trim mechanism in the lower nose
compartment. Column switching module
Physical Description/Feature The column switching module provides the capability to stop electric operation
of the stabilizer when the control column is moved in the direction opposing
The stabilizer trim wheels and a sprocket are splined to a control wheel shaft
stabilizer movement.
that extends through the control stand. Rotation of the stabilizer trim wheels
transmits motion to the forward trim mechanism sprocket by a chain assembly. Location
The forward trim mechanism sprocket drives the forward cable drum which is The module is located in the lower nose compartment on the right side beneath
connected by cables to an aft cable drum on the stabilizer jackscrew and the first officer’s position.
gearbox assembly.
Physical Description / Feature
Operation
The column switching module contains relays and switches that are in the
Manual control is accomplished by rotating either trim wheel on the control stabilizer trim electric circuits between both the main electric actuator and the
stand. Operation of the forward control mechanism drives the jackscrew and autopilot actuator and their respective control components. A mechanical
gearbox assembly via the cables to position the stabilizer. During electrical linkage to operate the switches is connected to the torque tube that
operation of the stabilizer the jackscrew and gearbox assembly drives the interconnects both elevator quadrants.
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
flexible 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.

STABILIZER TRIM
COLUMN ACTUATED CONTROL SWITCH
CUTOUT SWITCH STABILIZER
OVERRIDE TRIM
(CONTROL STAND)
CONTROL COLUMN
APL
NOSE
STABILIZER DOWN
STAB TRIM TRIM WHEEL
CAB DOOR STABILIZER TRIM 0
TAKE−OFF
CONTROL SWITCH
OVERRIDE
30 20 10
CG−% MAC
CAB DOOR
UNLOCKED 5
A
NORM
10
ELEVATOR
(COLUMN SWITCHING MODULE) TORQUE TUBE
15
COLUMN ACTUATED APL
CUTOUT SWITCH NOSE
UP
CHAIN
ASSEMBLY
INDICATOR FLEXIBLE SHAFT

AFT SUPPORT LINK
FORWARD
FORWARD CABLE DRUM
SUPPORT
LINK
FORWARD TRIM
MECHANISM
SPROCKET
FORWARD TRIM
MECHANISM
TURNBUCKLE GEAR HOUSING
Figure 61 Stabilizer Forward Control Mechanism

STABILIZER JACKSCREW AND GEARBOX ASSEMBLY

Purpose
The stabilizer jackscrew and gearbox assembly positions the stabilizer by
converting 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
jackscrew, 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
actuator.
Control
The primary brake system in the stabilizer trim gearbox prevents any
aerodynamic loads on the stabilizer from rotating the jackscrew when the
control system 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.

SAFETY ROD
JACKSCREW
BALLNUT
STABILIZER
STRUCTURE
GREASE
FITTING
LOWER STOP
(UPPER STOP NOT PRIMARY
ELECTRIC SHOWN BUT EQUIVALENT) STABILIZER
UPPER GIMBAL
ACTUATOR TRIM ACTUATOR
(NORMAL) GEARBOX UMBRELLA ASSEMBLY
COVER PLATE
AUTOPILOT
ACTUATOR
LOWER
GIMBAL
STB CABLE
STA CABLE CABLE DRUM

FWD
GEARBOX
CONFIG 1 CONFIG 2
Figure 62 Stabilizer Jackscrew and Gearbox Assembly
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
brackets 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
stabilizer travel.
Main electric nose down travel is limited by one of two limit switches as
selected by flap position.
Takeoff warning switch operation will be discussed under takeoff warning.

STAB TAKEOFF WARNING

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

ELEC ACTUATOR LIMIT
SWITCH (S145)
STAB ELEC ACTUATOR

LIMIT SWITCH (S844)
SWITCH
MOUNTING
BRACKETS
CAM
STAB TAKEOFF
WARNING
SWITCH (S132)
(REF 31−26−24)
FWD
STAB ELEC ACTUATOR STAB AUTOPILOT LIMIT
LIMIT SWITCH (S115) SWITCH (S144)
Figure 63 Stabilizer Trim Switches Location

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
dc. The actuating power for the stabilizer trim motor is 115−volt, three−phase selected directional clutch is energized through the respective limit switch. The
ac. stab trim control relay is energized through the phase sequence relay. The
When the three−phase power source has the correct phase sequence, motor is driven by ac power to move the stabilizer in the selected direction at
assuring correct direction of motor rotation, the phase sequence relay contacts the speed determined by flap position. The limit switch opens and stops
will be closed. The clutch and relay control circuits are ready for normal stabilizer movement when the preset travel limit is reached.
electrical operation only when the main electric trim cutout switch is at the
NORMAL position.
CAUTION: DO NOT EXCEED MAIN ELECTRIC ACTUATOR DUTY CYCLE
With power supplied and the trim cutout switch at the NORMAL position, the 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
The actuation of either trim control switch will switch control power to energize operation 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
manual system is driven from the cable drum on the jackscrew gearbox. direction opposite of column movement. Relays and another set of switches
The trim actuator will continue to drive the jackscrew in the direction selected allow the actuators to operate the stabilizer in the same direction as column
until the trim control switch is released, the limit switch is actuated, or the movement.
cutout switch is positioned to CUTOUT. Limit switch actuation interrupts power A switch on the control stand, when positioned to OVERRIDE, provides a path
to the clutch which disengages the motor. The motor will not be de−energized for electric power to bypass the column switching module. The stabilizer can
by 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.
Switching 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.

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 64 Stabilizer Trim Control Circuit

27−51 TRAILING EDGE FLAP SYSTEM

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
and landing by increasing the camber of the wing. trailing 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
connected 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
retracting flaps from the fully extended landing position when a predetermined
airspeed 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.

FLAP CONTROL
LEVER
FLAP CONTROL
UNIT
RIGHT ANGLE
GEARBOX
ANGLE GEARBOX
FLAP POWER
UNIT
FLAP POSITION
TRANSMITTER
INBOARD
TRAILING
EDGE FLAP
OUTBOARD FLAP
TRACK FAIRINGS
OUTBOARD
TRAILING
EDGE FLAP
Figure 65 Trailing Edge Flap System

FLAP HYDRAULIC DRIVE SYSTEM

General Normal Sequence
A reversible hydraulic motor attached to the flap power unit drives the flap The trailing edge flaps are normally operated by hydraulic power. When the flap
system during normal operation. control lever is rotated, cables displace the flap control unit linkage.
The hydraulic motor drive shaft mates with the power unit input shaft. It is on This positions the trailing edge flap control valve to port pressurized fluid from
the aft wall of the main gear wheel well. 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
The nine cylinder piston−type motor converts hydraulic pressure to mechanical follow−up mechanism on the control unit. A cam in the follow−up mechanism
energy. Two hydraulic lines from the flap control valve connect to inlet ports on returns the control valve slide so that it nulls and stops the flow of hydraulic
the motor. A case drain line connecting the motor to the hydraulic fluid return fluid when the desired flap position is reached.
system through a check valve allows lubrication of the motor.
The operating speed of the trailing edge flaps is controlled by a flow limiting
Power valve installed in the pressure line to the flap control valve.
The hydraulic motor is powered by System B, available at the control valve, A priority valve stops fluid flow to the hydraulic motor when B system demand
through a priority valve and a flow limiter. The flow limiter controls the speed of causes pressure to drop below 2400 psi at the valve. A motor operated bypass
flap movement by regulating fluid flow to the motor at 9.0 to 10.5 gpm. valve in the hydraulic lines between the control valve and the flap power unit
controls operation of the hydraulic motor.
The priority valve reduces fluid flow to the flap hydraulic motor when B system
demand causes a pressure drop below 2400 psi at the valve. This would most The normal position of the bypass valve directs pressure thru one line to the
likely occur when the landing gear was retracted after takeoff with the left motor and opens the other line to return. This allows the motor to run when the
engine hydraulic pump inoperative. control valve is actuated.
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
applied through the normally open bypass valve to one port of the hydraulic
motor. 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.

FLAP CONTROL LEVER
FOLLOW UP
CAM FOLLOWER PIVOT
CABLE TENSION SW
FLAP LOAD LIMITER

SOLENOID VALVE
FLOW SYS B RETURN
LIMITER
2400
SYS B PRESSURE
PRIORITY TE FLAP
VALVE CONTROL BYPASS
VALVE
VALVE
CASE DRAIN TO
SYS B RETURN
FOLLOW UP
DRUM
HYD MOTOR
TO LEFT TO RIGHT
TE FLAPS TE FLAPS
POWER UNIT
ALTERNATE
FLAP DRIVE
ELEC MOTOR
Figure 66 Flap Hydraulic Drive Schematic

FLAP LEVER
Purpose
The flap control lever provides the pilots a means of regulating the position of
the trailing edge flaps using hydraulic power.
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.
Position 1 to check flap position for one engine inoperative go-around
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.

FLAP CONTROL LEVER

FLAP QUADRANT
CONTROL STAND
FWD
Figure 67 Flap Lever

FLAP SYSTEM PRIORITY VALVE

A priority valve controls the rate of fluid flow to the flap hydraulic motor.
It is located on the ceiling of the R/H Main landing gear wheel well.
The priority valve reduces the flow of hydraulic fluid to flaps when pressure
drops below level required to maintain all airplane systems.
At normal temperatures with hydraulic pressure between 2700 and 3000 psi
fluid flow to the motor is regulated at 10.0 gpm.
When pressure drops to 2400 to 2700 psi, fluid flow is rapidly decreased.
Below 2400 psi, flow of hydraulic fluid drops to 0.7 gpm.
FLAP SYSTEM FLOW LIMITING VALVE

valve installed in the pressure line to the flap control valve upstream from the
control valve.
It is located on the ceiling of the R/H Main landing gear wheel well.

PRIORITY VALVE
FLOW LIMITING VALVE
TRAILING EDGE FLAP CONTROL VALVE
FLAP LOAD LIMITER SOLENOID
LEADING EDGE DEVICE CONTROL VALVE

LOCATION: R/H MAIN WHEEL WELL
AFT BULKHEAD (CEILING)
FLAP CONTROL UNIT
Figure 68 Priority - and Flow Limiting Valve Location

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
alternate drive limit switches, a takeoff warning switch, a landing warning
Location switch, leading edge indication switch, a mach trim switch, and a stall warning
The flap control unit is mounted on the right wheel well ceiling near the aft switch. Individual switch operation will be discussed when the specific circuit is
bulkhead. covered.
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
control lever actuates the flap control unit linkage through the cables. This
positions 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.

FLAP CONTROL
CABLE TENSION
QUADRANT
SW
INPUT SHAFT
FOLLOW−UP SHAFT
SWITCH
FOLLOW−UP DRUM
SENSED BAR
SUPPORT (MAGNET)
FLAP 10−DEGREE
SW S584
SPRING
CAM ROLLER
TE FLAP LEVER
CONTROL VALVE
FLAPS UP LIMIT
SUPPORT
SW S245
STALL WARN SW S856
FLAPS DOWN LIMIT

SW S246 CAM
ROLLER
TAKEOFF WARNING FLAP LOAD LIMITER
SW S130 MACH TRIM SOLENOID VALVE
LANDING SW S290
WARNING
SW S138 LE FLAP
TE FLAP CONTROL CONTROL VALVE
VALVE LINK
Figure 69 Flap Control Unit

FLAP POWER UNIT

Purpose ALTERNATE FLAP DRIVE UNIT
The flap power unit transfers mechanical energy from the flap hydraulic motor The flap alternate drive unit uses electrical power to drive the flap system if a
or alternate drive electric motor to the trailing edge flap drive system. failure prevents normal hydraulic operation of the flap system.
Location Location
The flap power unit is mounted in the center of the aft wall of the main gear The alternate drive unit is mounted on the flap power unit located on the aft
wheel well. wail in the main gear wheel well.

The flap power unit is an aluminum housing containing the gearing necessary A 115 volt ac motor and a gearbox are the primary alternate drive unit
to drive the output shaft and the follow−up system. The flap hydraulic motor components. The gearbox incorporates a double planetary reduction gear train
and the alternate drive electric motor are mounted on the power unit. and a disconnect and overload clutch. The output shaft drives the same torque
tube that is normally driven by the hydraulic motor.
Operation
During normal flap system operation, power from the hydraulic motor is Control
transmitted through a pinion gear to a reduction gear splined to the output Operation of the alternate drive motor is controlled by actuation of the alternate
shaft. During flap alternate drive operation, power from the electric motor is flaps arm switch to ARM and toggling the control switch.
transmitted through a second pinion gear to the same reduction gear. The
reduction gear drives the flap torque tube drive through the output shaft. Operation
Both motors operate the same worm gear and worm wheel to drive the The solenoid is energized by rectified ac power simultaneously with application
follow−up drum which is connected by cables to the flap control unit follow−up of power to the motor. Energizing the solenoid causes the bellcrank to drive the
drum. yoke, compressing the return springs and increasing cable tension. This locks
the output ring gear, allowing the motor to drive the output shaft.
CAUTION: DURING GROUND OPERATION, DO NOT OPERATE THE
If binding occurs in the gear train, damage to the unit is prevented by the load
FLAP ALTERNATE DRIVE UNIT MORE THAN 4 MINUTES
sensing spring compressing to relieve tension in the cable, allowing the output
OPERATION AND 25 MINUTES OFF. YOU CAN CAUSE
ring gear to slip.
DAMAGE TO THE FLAP ALTERNATE DRIVE UNIT.
When the·flap system is being driven by the hydraulic motor, the output shaft is
rotating. Since the alternate unit solenoid is de-energized, the cables are not·
under tension and the output ring gear is allowed to rotate with the carrier
gears. This prevents transmission of motion to the electric motor shaft.

HYDRAULIC MOTOR
FOLLOW UP CABLE
RIGGING MARKS
FLAP POWER
DRIVE UNIT
FWD
ALTERNATE ELECTRIC
DRIVE UNIT
Figure 70 Flap Power Unit

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
limiter 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
friction 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
bearing nut is attached to the mid flap through a gimbal assembly. During flap
operation, torque tube drive rotation is transmitted through the transmission
gearbox 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.

OUTBOARD
FORE FLAP
MID FLAP
AFT FLAP
OUTBOARD INBOARD FLAP

TRANSMISSION ASSEMBLY TRACK FAIRING TRACK FAIRING
(8 PLACES) FWD ANGLE GEARBOX
ANGLE GEARBOX
TORQUE LIMITERS NO-BACK BRAKE
(each transmission) NO. 3 NO. 4 INBD NO. 5 NO. 6 (inboard gearboxes
2,4,5,7, only)
FOREFLAP FOREFLAP
FLAP POWER UNIT
NO. 2 GEARBOX NO. 7
INBD INBD
MIDFLAP MIDFLAP
NO. 1 NO. 8
AFTFLAP AFTFLAP
OUTBOARD MIDFLAP RIGHT ANGLE GEARBOX RIGHT FLAP

RIGHT ANGLE GEARBOX
(REVERSE TURNIG DIRECTION)
Figure 71 Flap Transmission Schematic


TORQUE TUBE
UNIVERSAL JOINT
OUTBOARD mid flap
FLAP TRACK
TORQUE LIMITER HOUSING
TRANSMISSION GEARBOX
BALL NUT AND
FWD SCREW ACTUATOR
INBD
Figure 72 Flap Transmission Assembly

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
carriages attached to the mid flap that travel on these tracks. Rollers on each
carriage assembly support the flap on the track and side load rollers provide
lateral 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.

ACCESS PANEL
MIDFLAP
BOTTLE NECK
BEARING BOTTLE NECK DEFLECTOR
BEARING MID FLAP SPRING
FORE FLAP AFT FLAP
TRACK
ROLLER AFT FLAP
SUPPORT
SEQUENCE
CARRIAGE
TOGGLE STOP
ROLLERS
SEQUENCE DETENT
CARRIAGE MAIN FLAP

TRACK
Figure 73 Outboard Mid Flap Drive Mechanism
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
carriages 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.
OUTBOARD FLAP FAIRING DRIVE

The outboard flap fairing drive positions the hinged section of the flap track
fairing 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.

SEQUENCE
DETENT
TOGGLE
FORE FLAP STOP
ROLLERS
MAIN FLAP TRACK
FORE FLAP MID FLAP
SEQUENCE
CARRIAGE AFT FLAP
DEFLECTOR
SPRING
MAIN FLAP TRACK

Figure 74 Outboard Fore Flap Drive Mechanism
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
bellcrank 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.

OUTBOARD OUTBOARD
FOREFLAP MIDFLAP
FOREFLAP
FLAP TRACK
SEQUENCING
FORWARD
CARRIAGE
FAIRING FOREFLAP
MIDFLAP TRACK
MIDFLAP CARRIAGE OUTBOARD INBOARD FLAP

OUTBOARD AFTFLAP
TRACK FAIRING TRACK FAIRING
MIDFLAP
AFTFLAP PUSHROD
FLAP TRACK
FAIRING SUPPORT ARM
BELLCRANK
AFTFLAP
BELLCRANK
CAM TRACK
FAIRING
CAM TRACK
FLAP TRACK
AFT FAIRING
Figure 75 Outboard Aft Flap Drive
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
described 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.

TRIM FOREFLAP
BRACKET
FOREFLAP
MAIN TRACK
CARRIAGE
CAM
SUPPORT MIDFLAP
ASSEMBLY
TOGGLE
ASSEMBLY
SEQUENCE
DETENT
CARRIAGE
ROLLER
TOGGLE
STOP
FOREFLAP
ROLLERS
CARRIAGE MIDFLAP
ASSEMBLY
Figure 76 Inboard Mid Flap Drive Mechanism

INBOARD AFT FLAP DRIVE MECHANISM

The inboard aft flap drive mechanism separates the aft flap from the midflap as Operation
programmed by mid flap position. 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
Location
cam follower will still operate but no motion will be transmitted to the bellcrank
The inboard aft flap drive mechanism is located at the inboard side of the flap assembly.
and inside the mid flap.
The clutch mechanism will automatically reset when the flaps are extended to
Physical Description/Features 40 units. Aft flap track mechanical stops will hold the aft flap as the cam
follower rotates to the correct position.
The aft flap drive mechanism consists of a cable drum with cam slot, a
bellcrank with cam follower, a slave bellcrank, two pushrods, an actuating
mechanism 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 TRACK
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
BOOM
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 CARRIAGE
versa. The aft flap drive mechanism is actuated by the change in relative
position 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.
INBOARD AFT FLAP CLUTCH

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 AFT FLAP DRUM
the cam roller, inside the mid flap. ASSEMBLY
The clutch assembly contains a cam arm clutch disc, a bellcrank clutch disc
and bellcrank springs and attach fittings. INBOARD AFT FLAP DRIVE MECHANISM (FLAPS 40 UNITS)

INBOARD AFT FLAP

DRIVE MECHANISM
FWD
MIDFLAP
AFTFLAP CARRIAGE
AFTFLAP ACTUATING
INBD ACTUATING CABLES
CAM SLOT CABLES
INBOARD
CABLE DRUM ACTUATING CABLE
BOOM ROLLER SUPPORT FITTING
AFTFLAP
CAM FOLLOWER ACTUATING
AFTFLAP CABLE
ACTUATING INBOARD AFTFLAP CLUTCH
CABLES
AFTFLAP AFTFLAP
PUSHROD PUSHROD
EXHAUST GATE AFTFLAP

INBOARD ACTUATING
AFTFLAP MECHANISM
BOOM
Figure 77 Inboard Aft Flap Drive Mechanism

EXHAUST GATES
Purpose
Exhaust gates are installed to provide an aerodynamic surface that can be
rotated 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
forward 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
positions, the mechanism progressively opens the exhaust gate. The exhaust
gate is raised to a maximum of 30 degrees at the 40 unit flap position.

EXHAUST GATE
ACTUATION MECHANISM
MIDFLAP EXHAUST GATE
FOREFLAP EXHAUST GATE PUSHROD
CAM
SHEAR RIVET
FOREFLAP PUSHROD
Figure 78 Exhaust Gates

TRAILING EDGE FLAP BYPASS VALVE

Purpose
The trailing edge flap bypass valve interconnects the flap hydraulic motor
pressure and return ports to prevent it from operating during operation of the
flap alternate drive system.
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.
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
controlled by the flap asymmetry shutoff relay. A position indicator and manual
lever allows positioning the valve manually when electric power is removed.
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
positions 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 control 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.
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
hydraulic lines between the control valve and the flap power unit controls
operation 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 allows the motor to run when the control valve is actuated.

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 79 Trailing Edge Flap System Hydraulic Operation

TRAILING EDGE FLAP BYPASS VALVE (CONT.)

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
movement is not symmetrical, or cable tension to the control valve is lost.

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
S54 FLAP SENSED BAR
P6 PNL POSITION (MAGNET)
INDICATOR
COMPARATOR
SWITCH
S816 WFA FLAP
CONTROL CABLE
TENSION SWITCH
Figure 80 Trailing Edge Bypass Valve Circuit

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
synchro−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
position 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.

2
5
1
RIGHT TRANSMITTER SIGNAL 10
UP 15
FLAPS
25
30
40
FLAP POSITION INDICATOR
TE FLAP
BYPASS VALVE
FLAP POSITION
TRANSMITTER
Figure 81 Trailing Edge Flap Position Indicating System

FLAP ASYMMETRY CONTROL CIRCUIT

Operation/Control Sequence
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
asymmetry 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
indicator 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
hydraulic motor.
The test panel is provided for self test of the asymmetry protection system.
Actuation 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.

RIGHT LEFT
POSITION POSITION
TRANSMITTER TRANSMITTER
FLAP POSITION INDICATOR

(SHOWN IN THE TEST R POSITION) (ALTERNATE FLAP MASTER SWITCH)
(CABLE TENSION SWITCH)
2
5
1
E3 RACK 10
ASYMM.
UP 15 SHUTOFF
RELAY
FLAPS
25
E + E COMPARTMENT
30
40
ASYMMETRY TE FLAP
TEST LIGHT BYPASS VALVE
TEST L (LEFT) - UP
TEST
1 TRANS-
FORMER
TEST R (RIGHT) - DOWN
E + E COMPARTMENT
1 UP / DOWN MEANS
SW POSITION
ASYMMETRY TEST SW
Figure 82 Trailing Edge Flap Asymmetry System

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
electrically, the leading edge standby shutoff valve relay is energized. The
valve opens and standby hydraulic system pressure extends the leading edge
flaps and slats.

CABLE TENSION SWITCH

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

DRIVE MOTOR LIMIT SWITCH
S246
P6
UP RELAY
TO STBY (J4) R58
PUMP DN
UP
UP
OFF TE FLAP UP
DOWN LIMIT SWITCH
S245
28V DC
DC BUS NO. 1 OFF
ARM
FLAP VALVES
P6 ALTERNATE ALTERNATE
FLAP ARM FLAP
SWITCH CONTROL FLAP ALTERNATE
SWITCH S2 DRIVE MOTOR
DOWN
RELAY
(J4) R57
OPEN
CLOSE
LE FLAP STANDBY
SHUTOFF VALVE RELAY K3 LE FLAP STANDBY
DRIVE SHUTOFF VALVE
FLIGHT CONTROLS MODULE (P5−3)
Figure 83 Flap Alternate Drive System Circuit

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
comprising 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
indicator light in the Electrical/Electronic Equipment Compartment.

FLAP 40−UNIT
SWITCHES
S564
S566
FLAP LOAD
LIMITER
SOLENOID
VALVE
TEST SWITCH AND LIGHT
AUXILIARY PITOT STATIC PROBE (LH & RH SIDE)
AIRSPEED SWITCHES (2)
Figure 84 Flap Load Limiter Component Location

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.

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 85 Flap Load Limiter System Circuit (config. 1)

FLAP LOAD LIMITER (CONFIG 2)

Control Maintenance advice:
The load limiter system automatically retracts the flaps from 40 to 30 units The system operation can be checked by positioning the flaps to 40 units with
when airspeed exceeds a range of 152 to 162 knots. Power is applied to the both electric and hydraulic power available.
load limiter solenoid valve thru two separate ARINC 429 receiver switch cards Perform an ADC self test, by momentarily toggling the TEST / HISTORY switch
and two 40 unit flap lever switches. The load limiter system operates only when to the test position. This causes the ”88” to display as an integrity check of the
hydraulic power is available. display digits. A valid self test replaces the ”88” display, after two seconds, with
an ”AA” and initiates an airspeed output to the arinc 429 receiver for 60
Operation
seconds before returning to a normal operating condition.
The flap 40 unit switches are actuated by a cam when the flap control lever is
During the last ten seconds of the test outputs, the right digital display flash, to
moved to the 40 unit position. Electric power is 28 volts dc from bus 2.
alert the operator to momentarily place the switch to the test position if
When the airspeed function in excess of a range of 152 to 162 knots was desirable to have the test outputs remain for another 60 seconds.
derived (via ADC no.1), the hydraulic solenoid valve attached to the trailing
A TEST output from the ARINC receiver occurs only when the load limiter Test
edge flap control valve is energized. Energizing the solenoid valve positions
pushbutton is also pressed and held.
the trailing edge flap control valve to the 30−unit position, allowing pressurized
fluid to flow to the hydraulic motor. System operation is verified when the flaps retract to 30 units. If failures are
detected within the ADC ore with the sensors input signals, ”FF” will be
As airspeed decreases to below a range of 147 to 157 knots, the solenoid
displayed for approximately two seconds then fault code ”FX” is displayed for
valve is de−energized, the control valve is positioned to the 40−unit position,
ten seconds. This will prevent accomplishment of a flaps load limiter test until
and the flaps extend to 40 units. The flap load relief light comes on when the
the problem is corrected.
flap load limiter system is operating the flaps.
The flaps 40 Unit switches are verified in the low position, with the flaps
BITE selected to any position less than 40 units, by pressing the load limiter test
A FLAP LOAD LIMITER test pushbutton and a green test light are located on a pushbutton in the E&E compartment. The green light on the Equipment Rack
panel mounted on the inboard forward stanchion of the E2 rack. The Light Panel illuminates if both flap lever actuated switches are low.
pushbutton 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
observed to move from 40 units to 30 units.

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
TEST
PC BOARD
(ARINC AIRSPEED
HISTORY
429
DADC # 1
RECEIVER)
AIR
M1453
GND
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 86 Flap Load Limiter System Circuit (config. 2)

27−80 LIFT AUGMENTING

LEADING EDGE FLAPS AND SLATS INTRODUCTION
Purpose Leading Edge Operation
High lift leading edge devices are used in combination with the trailing edge Normal hydraulic operation of the leading edge devices is by system B,
flaps to allow airplane operation from short runways. The use of leading edge controlled by the flap lever.
devices allows a change in wing camber which greatly increases lift. The leading edge flaps and slats are retracted when the flap lever is at 0.
Leading Edge Flaps The leading edge flaps go to full extend and the slats to their intermediate
position, extend, when the flaps move between 0 and 1.
Two Krueger−type leading edge flaps are installed on each wing, inboard of the
engine. The slats go to full extend when the flaps move between 5 and 10.
Leading edge flaps are two position devices, retract and extend. The flaps are This movement is reversed on retraction.
hinged to the leading edge of the wing and are retracted to the underside of the Alternate operation is by the standby hydraulic system through a leading edge
wing. A folding nose section rotates and is stored on the underside of the wing device shutoff valve, controlled by the alternate flap control switches. THe
when the flap is retracted. leading edge devices can only be extended, with no intermediate positioning of
Hydraulic two−position actuators, used to extend and retract each flap, are the slats, during alternate flap operation.
mounted on the wing front spar with each rod end connected to the respective An autoslat system is installed that will automatically extend the leading edge
flap. slats from the intermediate to full extend position, if required, to provide
additional lift. Autoslat operation is normally accomplished by system B
Leading Edge Slats hydraulic power. A power transfer unit provides hydraulic power for autoslat
Three leading edge slats are installed on each wing, outboard of the engine. operation when the right engine pump output pressure is low, the nose gear is
Hydraulic three−position actuators, used to extend and retract each slat, are off the ground, and the trailing edge flaps are at positions 1, 2, or 5.
mounted on the wing front spar with the rod end connected to the respective
slat.
Leading edge slats are three position devices, retract, extend (intermediate)
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.

The flaps and slats are numbered from left to right as depicted on the graphic.
Control components are located in the main gear wheel well.
Extension and retraction of the leading edge devices is programmed based
upon position of the trailing edge flaps. Normal hydraulic operation of the
leading edge flaps and slats is controlled by the trailing edge flap follow−up
system operating a control valve on the flap control unit.

SLAT 6
SLAT EXTEND
SLAT 5
SLAT FULL EXTEND
SLAT 4
FLAP 4 FLAP 3 FLAP 1
LEADING EDGE FLAP 2

(SHOWN EXTENDED)
SLAT 3
SLAT 2
SLAT 1
LEADING EDGE SLATS (SHOWN EXTENDED)
Figure 87 Leading Edge Flap & Slat

LEADING EDGE FLAP ACTUATOR

Hydraulic actuators convert available hydraulic power to mechanical energy Normal Sequence
that positions each leading edge slat to the desired position; retract, extend, or System B pressure is delivered directly to the retract port of all leading edge
full extend. device actuators. With the trailing edge flaps retracted, both extend ports are
The blocking valves will hydraulically lock the actuator piston in position, if open to return through the leading edge devices control valve. As the trailing
hydraulic pressure drops below 2000 psi. Upon pressure loss, a compression edge flaps move between 0 and 1 unit, the flap follow−up system positions the
spring moves the valve slide to lock pressure in the actuator. Separate blocking control valve to port pressure that drives the leading edge flaps to full extend
valves are used for the standby system and for pressure from the control valve. and the slats to extend. Pressure is also supplied to both solenoid valves in the
When one blocking valve is open the other is closed to prevent fluid transfer autoslat control valve.
between systems. As the trailing edge flaps move between 5 and 10 units, the flap follow−up
External ports in the actuator housing are provided for a retract pressure line, system positions the control valve to port pressure through the closed autoslat
an extend pressure line, and a standby pressure line. control valve to drive the slats to full extend. This sequence is reversed during
the retraction cycle.
Operation The slats are at intermediate extend and pressure is available at the autoslat
Hydraulic pressure from system B opens the system blocking valve and is control valve solenoids when the trailing edge flaps are at position 1, 2, or 5
applied to the retract side of the piston. The extend side of the piston is units. When the airplane is off the ground and experiences excessive angle of
connected to the control valve through the open blocking valve. When the attack, the autoslat computers signal the solenoids to open. Pressure is applied
trailing edge flaps move between 0 and 1 unit, pressure is ported through the through to autoslat control valve to fully extend the slats. After the condition is
control valve to the extend side of the piston. corrected, the solenoid de−energizes and the valves close and the slat returns
Extend pressure working on a larger diameter piston overcomes retract to the intermediate position. Power transfer unit pressure will accomplish the
pressure and drives the actuator full stroke. extension/retraction cycle as well as autoslat operation when the system B
engine driven pump is not operating.
When the control valve is closed by the flaps returning to nearly full up,
pressure from the extend side of the piston is ported to return. The leading Backup Operation
edge flap will then retract due to hydraulic pressure on the retract side of the Alternate extension of the leading edge devices is by standby pressure through
piston. the leading edge standby drive shutoff valve. During normal operation the
Standby pressure, when selected, is applied to the spring side of the system shutoff valve is held closed by 28 volts dc.
blocking valve and closes it. The standby blocking valve is opened which ports Positioning the alternate flaps master switch to ARM starts the standby pump
standby pressure to the extend side of the piston applies and drives it full and arms the control switch. When the control switch is moved to DOWN the
stroke to the extend position. leading edge shutoff valve relay is energized. Electric power opens the shutoff
LEADING EDGE SLAT ACTUATOR valve and hydraulic pressure is applied to the leading edge flap extend ports
and slat full extend ports. A 1.5 gpm flow limiter and a hydraulic fuse rated at
The slat actuator is maintained in the retract position by an internal mechanical 280 cu. in. is installed in the standby extend line. The fuse closes and blocks
lock. A spring−loaded locking piston holds lock segments between the inner hydraulic flow when volumetric capacity is exceeded. The fuse automatically
piston and a locking stud. External pressure must be applied to compress a resets at a delta pressure of 5 psi.
lock piston against spring force, which allows the lock segments to retract and
unlock the actuator. The leading edge shutoff valve is held open by a holding circuit to the relay
after the control switch is released from down. The master switch must be
returned to OFF to close the shutoff valve.

PRESS-OPER VALVE
Figure 88 Leading Edge Device System Schematic

LEADING EDGE FLAP AND SLAT CONTROL VALVE

Purpose
The three−position control valve regulates operation of the leading edge flaps
and slats.
Location
The control valve is mounted on the trailing edge flap follow−up mechanism
located in the right wheel well.
The valve consists of a sliding piston enclosed in a valve housing. Drilled
passages are provided in the valve housing for a pressure port, a return port,
and two cylinder ports. A pushrod connects the control valve to the trailing
edge flap follow−up mechanism.
With the trailing edge flaps retracted, the control valve slide blocks pressure to
the leading edge flap and slat actuator extend ports.
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.
LEADING EDGE STANDBY DRIVE SHUTOFF VALVE

The leading edge standby drive shutoff valve is provided to control alternate
operation of the leading edge flaps and slats.
Location
The shutoff valve is on the right side of the standby hydraulic module which is
mounted on the main wheel well aft wall, above the keel beam.
The shutoff valve is a 28 volt dc, two−position valve in the standby pressure
line to the leading edge flap and slat actuators.
Control
The shutoff valve is normally closed. It opens and allows standby pressure to
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.

FLOW LIMITING
VALVE
HYDRAULIC
FUSE LEADING EDGE FLAP
AND SLAT CONTROL VALVE
STBY RUDDER
ACT SOV
LEADING EDGE
STANDBY DRIVE
SHUTOFF VALVE
TRAILING EDGE FLAP
CONTROL VALVE
WHEEL WELL
AFT BULKHEAD
FLAP
CONTROL FWD INBD
UNIT
Figure 89 Leading Edge Slat and Falp Component Location

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.

LEADING EDGE
FLAP ACTUATOR
HINGE
HINGE LEADING EDGE

FLAP
UPPER FLAP
SPRING SPRING LINK ROD
KRUEGER
SEAL
SEAL
INBD CAM ROLLER INBD
SEAL DOOR
SEAL DOOR
FLAP
KRÜGER SEAL ACTUATOR NOSE
FLAP
DEFLECTOR
STRUT
FAIRING
TRANSLATING
SLEEVE
HINGE
FAIRING
Figure 90 Leading Edge Flap Mechanism

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
outboard 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−icing. Anti−icing ducts installed in the wing leading edge connect with hot
air supply lines through a telescoping duct.
Main Slat Track
The main tracks attached to each slat act as guide units and contain the
adjustable mechanical stops which limit full extend travel.
The main tracks are guided during slat movement by rollers mounted in the
wing leading edge.

UPSTOP (4 LOCATIONS EACH SLAT)
SLAT 1
DOWNSTOP AUXILIARY TRACK
FOLLOWER BEARING
SLAT 2
SLAT 3
LEADING EDGE
SLAT ACTUATOR
UPSTOP
UPSTOP
SLAT 5
AUXILIARY SLAT SLAT 4 SLAT 6
TRACK ARM ANTI−ICING
(INSTALLED THIS DUCT DOOR
LOCATION ON SLATS
1 AND 6 ONLY)
MAIN SLAT
LEADING MAIN SLAT TRACK
EDGE SLAT TRACK
AUXILIARY SLAT
OUTBD TRACK (SLAT UP STOP
NO. 1 SHOWN)
ROLLERS
FIXED LEADING EDGE

FWD THERMAL ANTI−ICING
TELESCOPE DUCT FRONT
SPAR
SLAT
AUXILIARY SLAT
TRACK ARM
DOWNSTOP
Figure 91 Leading Edge Slat Mechanism

AUXILIARY SLAT 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.

AUXILARY TRACK
SLAT RETRACTED
AFT
TRACK
SUPPORT
INTERMEDIATE
EXTENSION
DETENT
FWD
TRACK TORSION ROD
SUPPORT
TORSION
ROD ARM
FULL
EXTEND
TOP AFT
AUXILIARY TRACK
SUPPORT BOLT
TRUNNION
TORSION ROD
BOLT
AFT AUXILIARY
TRACK SUPPORT
DETENT ARM
AUXILIARY
TRACK
DOWNSTOP
Figure 92 Auxiliary Slat Track

Monitoring
AUTOSLAT COMPUTER Each autoslat channel performs two separate monitoring routines on takeoff,
static alpha compare and dynamic alpha compare, and one monitoring routine
General Descripition in flight.
Autoslat computer 1 is powered by 28 volts ac from transfer bus 1 and 28 volts Static alpha compare begins when the airplane is on the ground, at least one
dc from bus 1. thrust lever is advanced, and wheelspeed is above 60 knots. The vane angle is
Autoslat computer 2 is powered by 28 volts ac fro; transfer bus 2 and 28 volts compared to 0 +3° . If the vane is out of tolerance and the opposite vane is in
dc from bus 2. tolerance, the channel is invalid, inhibited, and a signal is sent to the failure
Computer 1 inputs are: monitoring circuit. The test ends when either the nose or main gear squat
switch indicates air mode. (This static alpha compare function is not available
Left outboard wheel speed relay (M980) > 60 knots
an all computers)
Left alpha vane - angle of attack
Dynamic alpha compare begins when the main gear squat switch is in the air
R321, nose gear ground sense relay (E−11) mode and wheelspeed is greater than 60 knots. The left and right vane signals
R277, main gear ground sense relay (E−11) are compared to be within 3 of each other. If disagreement exists with both
S814 and S815, engine thrust lever advance switches systems valid, the higher and lower vanes signal the respective failure
monitoring circuit, but both channels remain valid and operational. This test
Autoslat Computer 2
ends when the wheels are braked on gear retraction.
Computer 2 inputs are similar. Differences include the right outboard wheel
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
autoslat control valve and to the autoslat fail light on the overhead panel, P5. airplane in the air. Actuation of the landing warning switch, S138, on the flap
Autoslat computer 1 with its associated inputs and outputs is designated control unit, in flight, causes each autoslat computer to energize its respective
control valve coil.
channel 1 and autoslat computer 2 with its associated inputs and outputs is
designated channel 2. Either channel independently can activate the autoslat The slats are not affected since they are already at the full extend position.
system. System failures will be reported to the autoslat indication system and latched.
Operation Autoslat failure warning

Each autoslat computer will signal its related solenoid to energize when Autoslat failure warning is provided to notify the crew when either or both
excessive angle of attack is detected and that channel is not inhibited. autoslat channels are invalid or when disagreement exists during the dynamic
Channels 1 and 2 are independently inhibited when: alpha compare test.
the airplane is on the ground (main and nose squat) Control
the channel is invalid. The amber autoslat fail light illuminates, accompanied by master caution and
Angle of attack input from the respective alpha vane is compared to a trip point the flight control annunciator when:
set in the computer. When the trip point is exceeded and the channel is not Both channels are invalid.
inhibited, an output signal to the autoslat control valve causes the slats to
extend from intermediate to full extend. One channel is invalid and master caution is recalled.
Dynamic alpha compare disagreement followed by master caution recall.

Figure 93 Auto Slat System Schematic (config. 1)

AUTOSLAT CONTROL VALVE

Purpose
The autoslat control valve provides the means of extending the slats from the
intermediate to full extend position, to provide additional lift when high angle of
attack is experienced.
Location
The autoslat control valve is located in the aft end of the right ram air duct bay.
The autoslat control valve is divided into two sections, each containing two
valves. One valve is solenoid operated and controlled by one of two stall
management computers (SMC). Actuation of this solenoid valve opens ports
which apply hydraulic pressure to operate the second hydraulic actuated valve.
Actuation of the second valve ports hydraulic pressure from the slat extend line
to the full extend line.
Operation
The autoslat control valve is normally closed and has no effect on normal
operation 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
computer signal ceases. The slats will then retract to the intermediate position.
BITE
Operation of each set of valves within the autoslat control valve can be
checked by test circuitry in the respective stall management computer.
The solenoid valves can be actuated on the ground:
by positioning the respective system alpha vane up to a position greater
then 19.8.
In conjunction with positioning the alpha vane, the GROUND sensing test
button on the E-11 must be depressed,
hydraulic system B pressure available
and leading edge devices and trailing edge flaps must be positioned
between 1 to 15 units.

AUTOSLAT TO LE SLAT
RAM AIR BAY ACTUATORS
CONTROL VALVE
(FULL EXTEND)
RETURN TO
RESERVOIR
FROM LEADING EDGE

FLAP AND SLAT
CONTROL VALVE
(FULL EXTEND)
FROM LEADING EDGE

FLAP AND SLAT
CONTROL VALVE
(INTERMEDIATE
EXTEND) SOLENOID
NO. 1
SOLENOID
NO. 2
FWD
Figure 94 Auto Slat Control Valve

AUTOSLAT COMPUTER (CONFIG 1)

Purpose BITE
Two autoslat computers are installed to actuate the autoslat control valve, Two pushbuttons, S2 and S3, are provided to check the hot and cold leg
when required. signals to the solenoid valve coil. Faults must not be present to conduct this
test.
Location
Press and hold S2 for one second.
The autoslat computers are mounted on row 1 of the E1 electronic shelf in the
DS4 amber light illuminates
electronic equipment compartment.
Clear DS4 by pressing S1 reset switch.
Maintenance Bite Repeat for S3.
Five amber and one green light on the front of each autoslat computer assist These pushbuttons can also be used to exercise the autoslat system. Press
fault isolation. both S2 and S3 and hold
DS1 − illuminates and latches if static alpha compare fails. NO RESPONSE
DS2 − illuminates and latches if vane was higher than 3° from opposite
Press “GRND sensing” test switch on front of E−11.
vane during dynamic alpha compare. Opposite channel must have been
valid when disagreement detected. DS6 illuminates and slats move from mid-extend to full if positioned at
mid−extend and hydraulic power is available.
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
internal 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.

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
−MONITOR−
ILLUMINATES FOR S1
RESET
COMPUTER FAILURE,
VALVE COIL OPEN,
AUTOSLAT COMPUTER NUMBER 2 DS5
OR SUCCESSFUL TEST
G A
AUTOSLAT COMPUTER NUMBER 1 PWR AUTO
OK EXT
DS6
AUTOSLAT
COMPUTER
S2
P/N 65−52818−
H LEG
S/N TEST
C LEG S3
COIL
Figure 95 Autoslat Computer Front Panel

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 Outputs of the stall management computers are to the respective solenoid
system, 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
The stall management computers are mounted on row 1 of the E1 electronic designated channel 1 and stall management computer 2 with its associated
shelf in the electronic equipment compartment. inputs and outputs is designated channel 2. Either channel independently can
activate the autoslat system.
Physical Description / Features
Operation
Each stall management computer contains the circuitry for operation of the
autoslat 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 when excessive angle of attack is detected and that channel is not inhibited.
conducting self tests, provide test/failure indications and conduct BITE Channels 1 and 2 are independently inhibited when:
(built-in-test equipment). the airplane is on the ground (main and nose squat)
the channel is invalid.
Power supply
Angle of attack input from the respective alpha vane is compared to a trip point
Stall management computer 1 is powered by 28 volts ac from transfer bus 1
set in the computer. When the trip point is exceeded and the channel is not
and 28 volts dc from bus 1.
inhibited, an output signal to the autoslat control valve causes the slats to
Stall management computer 2 is powered by 28 volts ac from transfer bus 2 extend 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
Left alpha vane - angle of attack airplane in the air. Actuation of the landing warning switch, S138, on the flap
Left Trailing Edge Flap position transmitter control unit, in flight, causes each stall management computer to energize its
R321, nose gear ground sense relay (E−11) respective 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

Figure 96 Autoslat System Schematic (config. 2)

STALL MANAGEMENT COMPUTER (SMC) (CONFIG 2)

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

BITE INSTRUCTIONS
SMC MAINTENANCE
CONTROL PANEL
MAIN EQUIPMENT
CENTER DISPLAY
ON/
MENU
ANGLE OF OFF
AIRFLOW SENSOR
YES NO
STALL MANAGEMENT
COMPUTER (E3−1 RACK)
STALL MANAGEMENT
COMPUTER
PART NO. 65−52822
SERIAL NO.
BOEING
FWD
Figure 97 Stall Management Computer (config. 2)

AUTOSLAT FAILURE WARNING

Purpose Operation
Autoslat failure warning is provided to notify the crew when either or both Grounds that energize the three valid relays are provided by the stall
autoslat channels are invalid or when disagreement exists during each static management Computers, when valid. This positions the respective relay
alpha vane test. contacts to open circuit the autoslat fail light. An invalid channel causes that
Computer to remove the relay ground and de-energize the respective relay.
Location AUTOSLAT FAIL LIGHT power has a direct path to ground only through both
An amber AUTOSLAT FAIL LIGHT on the flight control module, P5-3, is channel valid relay contacts in the fail condition. One channel invalid will
controlled by relays inside the module. illuminate the light 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.

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
BELL CUTOUT PUSH TO RESET
FLT CONT ELEC
IRS APU
FUEL OVHT/DET
P7 PANEL, LEFT GLARESHIELD
Figure 98 Autoslat Warning (config. 2)

LEADING EDGE DEVICE INDICATION

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

POSITION INDICATOR
LE DEVICES ANNUNCIATOR PANEL (Aft Overhead Panel)
LE DEVICES LE FLAPS LE FLAPS

TRANSIT FLAPS TRANSIT
A 1 4 A TRANSIT EXTEND
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

FLAP CONTROL (ACTUATOR)
UNIT FOLOW UP
> < 10_ TE FLAPS EXTEND SLAT EXTEND

PROX. SENSOR
STALL WARNING FULL EXTEND SLAT FULL EXTEND

SWITCH, S856 PROX. SENSOR
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 1 WITH AUTOSLAT SIGNAL IN AIR CENTER PANEL
COMPUTER NO.1 OR 2 LIGHTS WILL NOT CHANGE FROM GREEN TO AMBER.
Figure 99 Leading Edge Device Indicating

LEADING EDGE FLAP POSITION SENSORS

Purpose
Leading edge flap position sensors provide a signal to operate flap position
indicators.
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
indicating 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.

KRUEGER FLAP
EXTEND SENSOR
ACTUATION BAR
KRUEGER FLAP (FLAP EXTEND)
RETRACT SENSOR
ACTUATION BAR UPPER FLAP

(FLAP RETRACT) NOSE ROD
KRUEGER FLAP
(SHOWN EXTENDED)
Figure 100 Leading Edge Position Sensors

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
indicating module M229. They are proximity devices that operate exactly as
described for the leading edge flap sensors. Four possible slat positions are
retract, intermediate 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.

AUXILIARY
PROXIMITY
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 101 Slat Position Sensors

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
compartment 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
extended, 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
compartment on the flap control unit follow up drum.

FLAP FLAPS 10−DEGREE

CONTROL SWITCH, S584
UNIT
SEE A
SWITCH
COVER
SEE B
ROLLER GUIDE
(EXAMPLE)
FWD INBD
INBD
B
A STALL WARNING
SWITCH, S856
Figure 102 Trailing Edge Control Unit Switch Location

LE FLAP / SLAT POS. INDIC. MODULE (CONFIG 1)

Purpose
The Module (M229) controls the function of the Leading Edge Flap/Slat
Indication 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.

LE DEVICES
ANNUNCIATOR
LE FLAP AND PANEL
SLAT POSITION
INDICATOR
LE FLAP AND
SLAT POSITION
INDICATION
MODULE
SEE A
Figure 103 LE Flap/Slat Pos.. Ind. Module M229 (config 1)

LE FLAP / SLAT POS. INDIC. MODULE (CONFIG 2)

Purpose
The LE Flap / Slat Position Indication Module (M 229) - FSIM controls the
function 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
following BITE features:
non volatile memory of the past faults
a readout of the gaps between the sensors and targets.

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
YES NO
MODULE
SEE A
Figure 104 LE Flap / Slat Pos. Ind. Module M229 (config 2)

31−20 INDEPENDENT INSTRUMENTS

TAKEOFF WARNING SYSTEM
Purpose
The takeoff warning system is installed to provide an aural warning to the pilot Parking brake lever switches
if L.E. or T.E. flaps, stabilizer, and speedbrake handle are not in their respective The parking brake lever switch closes the park and squat relay in the E11 shelf
takeoff position or the parking brake is set prior to takeoff. with airplane on ground. Contacts in the park and squat relay close to provide
ground to takeoff warning circuit.
Speed brake takeoff warning switch Park and Squad Relay (R 274):
The speed brake takeoff warning switch is mounted inside the pilots control The park and squad relay is energized when the parking brake is set
stand, directly beneath the speed brake lever down detent.
The park and squad relay is installed in the landing gear logic unit module.
The switch is actuated when the speed brake control lever is lifted out of the
down and locked detent. The relay (R274) is controlled by the parking brake switch S100 which is
actuated by the parking brake linkage.
Trailing edge flap takeoff warning switch
Warning horn
The flap takeoff warning switch is installed on the flap control valve follow−up
mechanism. It is actuated by a cam on the control valve follow−up drum shaft The warning horn is located forward of the control stand on the first officer‘s
when the flaps are outside the takeoff range. side.
Stabilizer takeoff warning switches General subsystem features

Two stabilizer takeoff warning switches are mounted on the aft wall of the The proper configuration of the flight controls for takeoff are:
stabilizer access compartment, left of the jackscrew. Speed Brake Lever - Down detent
The upper switch actuates when the stabilizer is outside the takeoff (green Stabilizer - Green Range
band) range in the leading edge up (APL NOSE DN) direction. Trailing Edge Flaps - 1 unit through 15 units.
The lower switch actuates when the stabilizer is outside the takeoff (green Leading Edge Flaps - Extend
band) range in the leading edge down (APL NOSE UP) direction. Parking Brake Released
Leading edge takeoff warning switches
Two extend proximity switches are mounted on leading edge flaps 1 and 4.
Thrust lever advanced switches

Thrust lever advance switches are inside the control stand.
Air Ground sensing

Air-ground sensing and control circuits are in the landing gear logic shelf in the
lower nose compartment.

S 651 AUTO SPEED

BRAKE TAKEOFF S 546 UPPER
WARN SW STABILIZER
TRIM WARN
1,0 UNITS
S130 TAKEOFF
WARNING SW S132 LOWER
STABILIZER
EXTEND TRIM WARN
PROXIMITY 6,3 UNITS
SENSOR
HORIZONTAL STABILIZER
PARKING BRAKE LEVER
LE FLAP EXTEND SW
S814 E1 TAKEOFF WARN SW
S815 E2 TAKEOFF WARN SW S 100 PARKING BRAKE LEVER SW
Figure 105 Takeoff Warning Component Location

TAKEOFF WARNING SCHEMATIC

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.

28 V BAT. BUS
ONE OR BOTH THRUST LEVER ADVANCED >30

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 106 Takeoff Warning Logic

TABLE OF CONTENTS
ATA 27 FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . 1 FLIGHT SPOILER CONTROL QUADRANTS -
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
27−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 SPOILER SHUTOFF VALVE - SYSTEM DESCRIPTION. . . . . . . . . . . 52
FLIGHT CONTROLS - SYSTEM INTRODUCTION . . . . . . . . . . . . . . . 2 GROUND SPOILER CONTROL VALVE - COMPONENT DESCR. . . 54
FLIGHT CONTROLS - GENERAL DESCRIPTION . . . . . . . . . . . . . . . . 4 OUTBOARD GROUND SPOILER ACTUATOR - COMP. DESCR. . . . 56
FLIGHT CONTROLS - HYDRAULIC SYSTEM DESCRIPTION . . . . . 6 INBOARD GROUND SPOILER ACTUATOR - COMP. DESCR. . . . . . 56
SPEED BRAKE LEVER ACTUATOR - COMPONENT DESCRIPTION 58
27−31 HYDRAULIC ISOLATION VALVES . . . . . . . . . . . . . . . . . . . . 8
SPEED BRAKE ARMING SWITCH (S 276) -
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
27−00 GENERAL (CONT.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 RTO SWITCH (S 650) - COMPONENT DESCRIPTION . . . . . . . . . . . 60
FLIGHT CONTROL PANEL - GENERAL DESCRIPTION . . . . . . . . . . 10 AUTOMATIC GROUND SPEED BRAKE OPERATION . . . . . . . . . . . . 62
CENTER CONTROL STAND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 27−21 RUDDER & AND RUDDER TRIM CONTROL SYSTEM . . . 64
CENTER INSTRUMENT PANEL PANEL - GENERAL DESCRIPTION 14 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
27−11 AILERON AND TAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 RUDDER HYDRAULIC SYSTEM - SYSTEM OPERATION . . . . . . . . . 66
AILERON CONTROL SYSTEM - GENERAL DESCRIPTION . . . . . . . 16 AFT RUDDER CONTROL COMPONENTS - SYSTEM DESCR. . . . . 68
CONTROL COLUMN - COMPONENT DESCRIPTION . . . . . . . . . . . . 18 MAIN RUDDER PCU - COMPONENT DESCRIPTION . . . . . . . . . . . . 70
AILERON TRANSFER MECHANISM - COMPONENT DESCR. . . . . 20 RUDDER SYSTEM PRESSURE REDUCER SYSTEM DESCR. . . . . 72
AILERON POWER CONTROL UNIT - COMPONENT DESCRIPTION 22 STANDBY RUDDER SHUTOFF VALVE - COMPONENT DESCR. . . 76
AILERON BUS DRUM - COMPONENT DESCRIPTION . . . . . . . . . . . 24 RUDDER TRIM CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
AILERON ASSEMBLY - COMPONENT DESCRIPTION . . . . . . . . . . . 26 RUDDER TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
BALANCE PANELS - COMPONENT DESCRIPTION . . . . . . . . . . . . . . 28 RUDDER SYSTEM ENHANCEMENT PROGRAM (RSEP) . . . . . . . . . 82
AILERON CENTERING AND TRIM MAIN RUDDER POWER CONTROL UNIT (RSEP) . . . . . . . . . . . . . . . 84
MECHANISM- SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 30
27−31 ELEVATOR & TAB CONTROL SYSTEM . . . . . . . . . . . . . . . 88
AILERON TRIM ACTUATOR - COMPONENT DESCRIPTION. . . . . . 32
ELEVATOR SYSTEM INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 88
AILERON AUTOPILOT ACTUATOR - COMPONENT DESCRIPTION 34
ELEVATOR CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
27−60 SPOILER & SPEED BRAKE CONROL SYSTEM . . . . . . . . 36 ELEVATOR FORWARD CONTROL QUADRANTS . . . . . . . . . . . . . . . . 92
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 ELEVATOR POWER CONTROL UNITS . . . . . . . . . . . . . . . . . . . . . . . . . 94
SPOILER AND SPEED BRAKE SYSTEM DESCRIPTION . . . . . . . . . 38 ELEVATOR TAB CONTROL MECHANISM . . . . . . . . . . . . . . . . . . . . . . 96
SPEED BRAKE CONTROL LEVER - COMPONENT DESCRIPTION 40 ELEVATOR FEEL COMPUTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
SPEED BRAKE LEVER NO−BACK BRAKE - ELEVATOR FEEL COMPUTER SCHEMATIC . . . . . . . . . . . . . . . . . . . . 100
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
SPOILER CONTROL QUADRANT ASSEMBLY 27−32 STALL WARNING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . 102
- COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 STALL WARNING - SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . 102
SPOILER MIXER - SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . 46 DIGITAL STALL WARNING COMPUTER . . . . . . . . . . . . . . . . . . . . . . . . 104
SPOILER RATIO CHANGER - COMPONENT DESCRIPTION . . . . . 48 ANGLE OF AIRFLOW SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
FLAP POSITION TRANSMITTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
TABLE OF CONTENTS
STALL WARNING TEST MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106 FLAP LOAD LIMITER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
CONTROL COLUMN SHAKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106 FLAP LOAD LIMITER (CONFIG. 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
STALL WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108 FLAP LOAD LIMITER (CONFIG 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172
OPERATIONAL TEST (CONFIDENCE TEST) . . . . . . . . . . . . . . . . . . . . 110 27−80 LIFT AUGMENTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174
STALL WARNING COMPUTER BITE . . . . . . . . . . . . . . . . . . . . . . . . . . 112 LEADING EDGE FLAPS AND SLATS INTRODUCTION . . . . . . . . . . . 174
STALL WARNING COMP FAULT IND LIGHTS . . . . . . . . . . . . . . . . . . . 114 LEADING EDGE FLAP ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176
BITE TEST OF SMC (CONFIG 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116 LEADING EDGE FLAP AND SLAT CONTROL VALVE . . . . . . . . . . . . 178
27−40 HORIZONTAL STABILIZER TRIM CONTROL SYSTEM . . 118 LEADING EDGE FLAP MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . . . 180
TRIM CONTROL SYSTEM INTRODUCTION . . . . . . . . . . . . . . . . . . . . 118 LEADING EDGE SLAT MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . . . 182
STABILIZER TRIM CONTROL SYSTEM DESCRIPTION . . . . . . . . . . 120 AUXILIARY SLAT TRACK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184
STABILIZER FORWARD CONTROL MECHANISM . . . . . . . . . . . . . . . 122 AUTOSLAT COMPUTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
STABILIZER JACKSCREW AND GEARBOX ASSEMBLY . . . . . . . . . 124 AUTOSLAT CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188
STABILIZER TRIM LIMIT SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . 126 AUTOSLAT COMPUTER (CONFIG 1) . . . . . . . . . . . . . . . . . . . . . . . . . . 190
MAIN ELECTRIC ACTUATOR OPERATION . . . . . . . . . . . . . . . . . . . . . 128 AUTOSLAT SYSTEM (CONFIG. 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192
27−51 TRAILING EDGE FLAP SYSTEM . . . . . . . . . . . . . . . . . . . . . 130 STALL MANAGEMENT COMPUTER (SMC) (CONFIG 2) . . . . . . . . . . 194
TRAILING EDGE FLAPS INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . 130 AUTOSLAT FAILURE WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 196
FLAP HYDRAULIC DRIVE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132 LEADING EDGE DEVICE INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . 198
FLAP LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134 LEADING EDGE FLAP POSITION SENSORS . . . . . . . . . . . . . . . . . . . 200
FLAP SYSTEM PRIORITY VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136 SLAT POSITION SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
FLAP SYSTEM FLOW LIMITING VALVE . . . . . . . . . . . . . . . . . . . . . . . . 136 THE STALL WARNING SWITCH (S 856) . . . . . . . . . . . . . . . . . . . . . . . . 204
FLAP CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138 THE FLAP 10_ SWITCH (S 584) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
FLAP POWER UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140 LE FLAP / SLAT POS. INDIC. MODULE (CONFIG 1) . . . . . . . . . . . . . 206
FLAP TRANSMISSION INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 142 LE FLAP / SLAT POS. INDIC. MODULE (CONFIG 2) . . . . . . . . . . . . . 208
OUTBOARD MID FLAP DRIVE MECHANISM . . . . . . . . . . . . . . . . . . . . 146 31−20 INDEPENDENT INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . 210
OUTBOARD FORE FLAP DRIVE MECHANISM . . . . . . . . . . . . . . . . . . 148 TAKEOFF WARNING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
OUTBOARD AFT FLAP DRIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 TAKEOFF WARNING SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
INBOARD MID FLAP DRIVE MECHANISM . . . . . . . . . . . . . . . . . . . . . . 152
INBOARD AFT FLAP DRIVE MECHANISM . . . . . . . . . . . . . . . . . . . . . . 154
EXHAUST GATES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
TRAILING EDGE FLAP BYPASS VALVE . . . . . . . . . . . . . . . . . . . . . . . . 158
TRAILING EDGE FLAP BYPASS VALVE (CONT.) . . . . . . . . . . . . . . . . 160
TRAILING EDGE FLAP POSITION INDICATING . . . . . . . . . . . . . . . . . 162
FLAP ASYMMETRY CONTROL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . 164
FLAP ALTERNATE DRIVE SYSTEM CIRCUIT . . . . . . . . . . . . . . . . . . . 166
TABLE OF FIGURES
Figure 1 Flight Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 36 Rudder Pressure Reducer . . . . . . . . . . . . . . . . . . . . . . . . . 73
Figure 2 Flight Controls General . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Figure 37 Rudder Pressure Reducer Circuit . . . . . . . . . . . . . . . . . . . 75
Figure 3 Flight Controls Hydr. Schematic . . . . . . . . . . . . . . . . . . . . . 7 Figure 38 Standby Rudder Shutoff Valve . . . . . . . . . . . . . . . . . . . . . 77
Figure 4 Hydraulic Isolation Valves . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 39 Rudder Trim System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Figure 5 Flight Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Figure 40 Rudder Trim Electrical Schematic . . . . . . . . . . . . . . . . . . 81
Figure 6 Center Control Stand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 41 Rudder Control System (RSEP) . . . . . . . . . . . . . . . . . . . . 83
Figure 7 Center Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 42 Main Rudder Power Control Unit (RSEP) . . . . . . . . . . . . 85
Figure 8 Aileron Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Figure 43 Stby Rudder System Operating Logic . . . . . . . . . . . . . . . 87
Figure 9 Right and Left Control Column . . . . . . . . . . . . . . . . . . . . . . 19 Figure 44 Elevator Control System . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Figure 10 Transfer Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Figure 45 Elevator and Stabilizer Control Schematic . . . . . . . . . . . 91
Figure 11 Aileron Power Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . 23 Figure 46 Elevator Forward Control Quadrants . . . . . . . . . . . . . . . . 93
Figure 12 Aileron Power Control Units (System A and B) . . . . . . . 25 Figure 47 Elevator Control System . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Figure 13 Aileron Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Figure 48 Elevator Tab Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Figure 14 Balance Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Figure 49 Elevator Feel Computer Location . . . . . . . . . . . . . . . . . . . 99
Figure 15 Aileron Centering and Trim Mechanism . . . . . . . . . . . . . 31 Figure 50 Elevator Feel Computer Schematic . . . . . . . . . . . . . . . . . 101
Figure 16 Aileron Trim Control System . . . . . . . . . . . . . . . . . . . . . . . 33 Figure 51 Stall Warning Introduction (Config. 1) . . . . . . . . . . . . . . . 103
Figure 17 Auto Pilot Actuator Location . . . . . . . . . . . . . . . . . . . . . . . 35 Figure 52 Stall Warning Introduction (Config. 2) . . . . . . . . . . . . . . . 105
Figure 18 Spoiler Panel Identification . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 53 Stall Warning Component Location . . . . . . . . . . . . . . . . . 107
Figure 19 Spoiler & Speed Brake System . . . . . . . . . . . . . . . . . . . . 39 Figure 54 Stall Warning System Block Diagram . . . . . . . . . . . . . . . 109
Figure 20 Speed Brake Control Lever . . . . . . . . . . . . . . . . . . . . . . . . 41 Figure 55 Operational Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Figure 21 Speed Brake Lever Brake . . . . . . . . . . . . . . . . . . . . . . . . . 43 Figure 56 BITE Test (config. 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Figure 22 Spoiler Control Quadrant and Spoiler Mixer . . . . . . . . . . 45 Figure 57 BITE Test (config. 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Figure 23 Spoiler Mixer Control Schematic . . . . . . . . . . . . . . . . . . . 47 Figure 58 Stall Management Computer BITE Test . . . . . . . . . . . . . 117
Figure 24 Spoiler Mixer Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Figure 59 Stabilizer Trim Control System Location . . . . . . . . . . . . . 119
Figure 25 Flight Spoiler Control Quadrants . . . . . . . . . . . . . . . . . . . 51 Figure 60 Stabilizer System Schematic . . . . . . . . . . . . . . . . . . . . . . . 121
Figure 26 Flight Spoiler Hydraulic System . . . . . . . . . . . . . . . . . . . . 53 Figure 61 Stabilizer Forward Control Mechanism . . . . . . . . . . . . . . 123
Figure 27 Ground Spoiler Control Valve . . . . . . . . . . . . . . . . . . . . . . 55 Figure 62 Stabilizer Jackscrew and Gearbox Assembly . . . . . . . . . 125
Figure 28 Ground Spoiler Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . 57 Figure 63 Stabilizer Trim Switches Location . . . . . . . . . . . . . . . . . . . 127
Figure 29 Speed Brake Lever Actuator . . . . . . . . . . . . . . . . . . . . . . . 59 Figure 64 Stabilizer Trim Control Circuit . . . . . . . . . . . . . . . . . . . . . . 129
Figure 30 RTO Switch Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 Figure 65 Trailing Edge Flap System . . . . . . . . . . . . . . . . . . . . . . . . . 131
Figure 31 Auto Speed Brake System Schematic . . . . . . . . . . . . . . . 63 Figure 66 Flap Hydraulic Drive Schematic . . . . . . . . . . . . . . . . . . . . 133
Figure 32 Rudder & Tab Introduction . . . . . . . . . . . . . . . . . . . . . . . . . 65 Figure 67 Flap Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
Figure 33 Rudder Hydraulic Schematic . . . . . . . . . . . . . . . . . . . . . . . 67 Figure 68 Priority - and Flow Limiting Valve Location . . . . . . . . . . . 137
Figure 34 Rudder Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 Figure 69 Flap Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
Figure 35 Main Rudder Power Unit . . . . . . . . . . . . . . . . . . . . . . . . . . 71 Figure 70 Flap Power Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
TABLE OF FIGURES
Figure 71 Flap Transmission Schematic . . . . . . . . . . . . . . . . . . . . . . 143 Figure 106 Takeoff Warning Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
Figure 72 Flap Transmission Assembly . . . . . . . . . . . . . . . . . . . . . . 145
Figure 73 Outboard Mid Flap Drive Mechanism . . . . . . . . . . . . . . . 147
Figure 74 Outboard Fore Flap Drive Mechanism . . . . . . . . . . . . . . 149
Figure 75 Outboard Aft Flap Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
Figure 76 Inboard Mid Flap Drive Mechanism . . . . . . . . . . . . . . . . . 153
Figure 77 Inboard Aft Flap Drive Mechanism . . . . . . . . . . . . . . . . . . 155
Figure 78 Exhaust Gates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157
Figure 79 Trailing Edge Flap System Hydraulic Operation . . . . . . 159
Figure 80 Trailing Edge Bypass Valve Circuit . . . . . . . . . . . . . . . . . . 161
Figure 81 Trailing Edge Flap Position Indicating System . . . . . . . . 163
Figure 82 Trailing Edge Flap Asymmetry System . . . . . . . . . . . . . . 165
Figure 83 Flap Alternate Drive System Circuit . . . . . . . . . . . . . . . . . 167
Figure 84 Flap Load Limiter Component Location . . . . . . . . . . . . . . 169
Figure 85 Flap Load Limiter System Circuit (config. 1) . . . . . . . . . . 171
Figure 86 Flap Load Limiter System Circuit (config. 2) . . . . . . . . . . 173
Figure 87 Leading Edge Flap & Slat . . . . . . . . . . . . . . . . . . . . . . . . . 175
Figure 88 Leading Edge Device System Schematic . . . . . . . . . . . . 177
Figure 89 Leading Edge Slat and Falp Component Location . . . . 179
Figure 90 Leading Edge Flap Mechanism . . . . . . . . . . . . . . . . . . . . 181
Figure 91 Leading Edge Slat Mechanism . . . . . . . . . . . . . . . . . . . . . 183
Figure 92 Auxiliary Slat Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185
Figure 93 Auto Slat System Schematic (config. 1) . . . . . . . . . . . . . 187
Figure 94 Auto Slat Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . 189
Figure 95 Autoslat Computer Front Panel . . . . . . . . . . . . . . . . . . . . 191
Figure 96 Autoslat System Schematic (config. 2) . . . . . . . . . . . . . . 193
Figure 97 Stall Management Computer (config. 2) . . . . . . . . . . . . . 195
Figure 98 Autoslat Warning (config. 2) . . . . . . . . . . . . . . . . . . . . . . . 197
Figure 99 Leading Edge Device Indicating . . . . . . . . . . . . . . . . . . . . 199
Figure 100 Leading Edge Position Sensors . . . . . . . . . . . . . . . . . . . 201
Figure 101 Slat Position Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Figure 102 Trailing Edge Control Unit Switch Location . . . . . . . . . . 205
Figure 103 LE Flap/Slat Pos.. Ind. Module M229 (config 1) . . . . . 207
Figure 104 LE Flap / Slat Pos. Ind. Module M229 (config 2) . . . . . 209
Figure 105 Takeoff Warning Component Location . . . . . . . . . . . . . . 211

27 Flight Control

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

27 Flight Control

Uploaded by

Copyright:

Available Formats

B737-300/400/500

IAA Maintenance Training Organization

©All Right Reserved

ONLY FOR TRAINING PURPOSE

Aseman Maintenance Training Organization

ATA 27 FLIGHT CONTROLS

Issue Date : 01/01/2019 FOR TRAINING PURPOSE ONLY Page 2

Primary Flight Controls

Secondary Flight Controls

Issue Date : 01/01/2019 FOR TRAINING PURPOSE ONLY Page 3

PRIMARY SYSTEMS SECONDARY SYSTEMS WARNING SYSTEMS

AILERON ELEVATOR RUDDER STALL WARNING TAKEOFF WARNING

TRAILING EDGE FLAP SPOILER HORIZONTAL STABILIZER

LEADING EDGE FLAP

Figure 1 Flight Control System

FLIGHT CONTROLS - GENERAL DESCRIPTION

Issue Date : 01/01/2019 FOR TRAINING PURPOSE ONLY Page 5

OUTBOARD FLAP AILERON

LEADING EDGE FLAPS

LEADING EDGE SLATS (SHOWN EXTENDED)

Figure 2 Flight Controls General

FLIGHT CONTROLS - HYDRAULIC SYSTEM DESCRIPTION

Flight Controls Hydraulic Module

Issue Date : 01/01/2019 FOR TRAINING PURPOSE ONLY Page 7

INBD GRD SPOILER ACT INBD GRD SPOILER ACT

FLIGHT SPOILER ACT FLIGHT SPOILER ACT

OUTB GRD SPOILER ACT 3 OUTB GRD SPOILER ACT

27−31 HYDRAULIC ISOLATION VALVES

Issue Date : 01/01/2019 FOR TRAINING PURPOSE ONLY Page 9

SYSTEM B NO.5 RUDDER

VALVES (POSITIONED OPEN)

Figure 4 Hydraulic Isolation Valves

27−00 GENERAL (CONT.)

Issue Date : 01/01/2019 FOR TRAINING PURPOSE ONLY Page 11

FLT CONT SW LE DEVICES LEADING EDGE DEVICE

STBY SLATS SLATS

ALTERNATE FLAPS STBY RUD LE DEVICES ANNUNCIATOR PANEL

FLT CONT LOP LT

Figure 5 Flight Control Panel

CENTER CONTROL STAND

Stabilizer Trim Wheel Flap Gates

Stabilizer green Band Range

Stabilizer Trim Autopilot Cutout Switch

Stabilizer Trim Main Electric Cutout Switch

Issue Date : 01/01/2019 FOR TRAINING PURPOSE ONLY Page 13

SPEED BRAKE LEVER FLAP LEVER

STAB TRIM HANDLE

AILERON NOSE NOSE

AILERON/RUDDER STABILIZER TRIM OVERRIDE/

CENTER INSTRUMENT PANEL PANEL - GENERAL DESCRIPTION

Flap Load Relief Light (amber)

LE Flap Extended Light (green)

LE Flaps Transit Light (amber)

Issue Date : 01/01/2019 FOR TRAINING PURPOSE ONLY Page 15

L.E. FLAP TRANS LT

Figure 7 Center Panel

Issue Date : 01/01/2019 FOR TRAINING PURPOSE ONLY Page 17

CONTROL COLUMN - COMPONENT DESCRIPTION

Issue Date : 01/01/2019 FOR TRAINING PURPOSE ONLY Page 19

CABLE ACBA CABLE AB

Figure 9 Right and Left Control Column

AILERON TRANSFER MECHANISM - COMPONENT DESCR.

Issue Date : 01/01/2019 FOR TRAINING PURPOSE ONLY Page 21

Figure 10 Transfer Mechanism