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FLIGHT CONTROLS
1. GENERAL
The primary flight controls, ailerons, elevators and rudders, are hydraulically powered. Hydraulic
power is provided from hydraulic systems A and B; either system can operate all primary flight
controls.
The ailerons and elevators may be operated manually if required. The rudder may be operated by
the standby hydraulic system if system A and/or B pressure is not available.
The ailerons are assisted by flight spoilers for roll control. The spoilers are hydraulically powered
from system A (inboard) and B (outboard) and operate proportionally with aileron movement. The
horizontal stabilizer may be positioned by electric trim, or manually through the trim wheels. During
automatic flight, the autopilot trim controls the stabilizer position.
The Surface Position Indicator (if installed), located on the Captain's instrument panel, or, on 737NG
the system display on the lower Display Unit, displays deflection of the ailerons, rudder and elevators.
Aerodynamic braking is provided in flight by the flight spoilers operating as speedbrakes. On ground,
flight spoilers and ground spoilers are used in combination to destroy lift.
High lift for take-off and landing is provided by trailing edge flaps and leading edge flaps and slats (LE
devices). Normally, these surfaces are extended and retracted by hydraulic system B. Alternatively,
the trailing edge flaps may be extended and retracted electrically. The leading edge devices may be
extended by the standby hydraulic system. No alternate retraction system is provided for the leading
edge devices.
The autoslat system improves handling qualities at high angles of attack during operations with flaps
set at positions 1 through 5. Autoslat operation deploys the slats from intermediate to full extended
position prior to stick shaker activation.
Ailerons
The ailerons are positioned by the pilot's control wheels, which are linked together by cables to
supply the mechanical input to two separate hydraulic power control units. Hydraulic systems A and
B provide pressure to the power control units to operate the ailerons. The two Flight Control
Switches control hydraulic pressure shutoff valves for each aileron. These same switches also
control hydraulic pressure to the elevator and rudder.
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The right and left ailerons are connected by the cable-drive system. Either hydraulic system is
capable of providing full power control. In the event of total hydraulic power failure (manual
reversion), rotation of the control wheels mechanically positions the ailerons. Manual control forces
required are higher due to frictional and aerodynamic loads.
If the aileron system jams, a transfer mechanism allows the First Officer to bypass the aileron system
and operate the flight spoilers for roll control.
Aileron trim is accomplished by simultaneous operation of the trim switches located on the control
stand. Movement of both trim switches electrically repositions the aileron feel and centering
mechanism and redefines the ailerons neutral position.
If aileron trim is used with the autopilot engaged, the trim is not reflected in the control wheel
position. The autopilot overpowers the trim and holds the control wheel where it is required for
heading/track control. Any aileron trim applied when the autopilot is engaged can result in an out of
trim condition and an abrupt rolling movement when the autopilot is disconnected.
Note : aileron trim needs hydraulic power (no trim in case of manual reversion)
Spoilers
Two (737 Classics) respectively four (737NG) flight spoilers are located on the upper surface of each
wing. The spoilers are powered by hydraulic system A and hydraulic system B. Hydraulic pressure
shutoff valves are controlled by the two Flight Spoiler Switches.
The flight spoilers are hydraulically actuated in response to movement of the aileron controls (spoiler
range starts with control yoke > 10 & max flight spoiler with yoke fully turned). A spoiler mixer,
connected to the aileron cable-drive, controls the hydraulic power control units on each spoiler panel
to provide spoiler movement proportional to aileron movement. The flight spoilers rise on the wing
with up aileron and remain faired on the wing with down aileron.
With Loss oh hydraulics A & B (manual reversion), ailerons have mechanical back-up & spoilers are
INOP.
PITCH CONTROL
The pitch control surfaces consist of hydraulically powered elevators and an electrically powered
stabilizer.
Cables connect the pilot's control columns to elevator Power Control Units (PCUs) which are
powered by hydraulic system A & B (4 inputs : Pilot yoke, autopilot, mach trim & neutral shift)
The stabilizer is normally controlled by either the stabilizer trim switches on the control wheel or the
autopilot.
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Elevators
The elevators are interconnected by a torque tube and are normally powered by system A and
system B PCUS. Hydraulic pressure to the units is controlled by A and B Flight Control Switches on
the forward overhead panel. Either hydraulic system is capable of full elevator operation.
In the event of failure of both hydraulic systems A and B (manual reversion), the elevators are
controlled manually from either control column. Elevator balance tabs operate continuously during
normal or manual reversion operations.
Elevator feel is provided by the elevator feel computer. Inputs of airspeed (from the elevator pitot
system) and stabilizer position (center of gravity) enable the computer to simulate aerodynamic
forces. Feel is transmitted to the control columns by the elevator feel and centering unit. The feel
computer utilizes system A or B pressure to operate the feel system. Whichever system is providing
higher pressure is the only one utilized by the feel computer.
If either system A or B fails, the computer senses the imbalance, and the FEEL DIFF PRESS Light
illuminates when the flaps are up, The light also illuminates if one of the elevator feel pitot systems
fails or a frozen pitot probe results in a difference in elevator feel computer output pressures. The
feel system operates normally with only one hydraulic system operating.
A Mach trim system provides speed stability at Mach numbers above M. 615. The elevators are
adjusted nose up in a programmed manner with respect to the stabilizer position as speed is
increased to compensate for aft movement of the center of lift at higher Mach. Engagement and
disengagement are accomplished automatically as a function of airspeed.
Mach information received from the Air Data Computer (B737 Classics) or Air Data Inertial
Reference Unit (B737NG), is used by the flight control computers to adjust the control column neutral
position.
A single channel failure causes the MACH TRIM FAIL Light to illuminate upon Master Caution recall
and extinguishing after reset. A dual channel failure would result in a failure or unreliable Mach trim,
indicated by illumination of the MACH TRIM FAIL Light.
Stabilizer
The horizontal stabilizer may be operated by:
- Main electric trim.
- Autopilot trim.
- Stabilizer trim wheel.
Pilot stabilizer trim switches actuate the main electric trim when the aircraft is flown manually.
The switches trip the Autopilot if it is engaged.
The main electric trim has two speed modes:
- High speed with flaps extended.
- Low speed with flaps retracted.
Manual control of the stabilizer is through cables connected to the same mechanism, allowing the
pilot to position the stabilizer manually by the trim wheels. The trim wheels follow automatically when
electric stabilizer trim is actuated, and the Stabilizer Trim Indicator shows the trim unit setting.
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Examples :
Trim Authority
Main Electric Trim Flaps retracted
Main Electric Trim Flaps extended
Autopilot Trim
Manual Trim
-300
2.5 - 12.5 units
0.25 - 12.5 units
0.25 - 14.0 units
0 - 17.0 units
-400
2.8 - 12.5 units
0.25 - 12.5 units
0.25 - 14.0 units
0 - 17.0 units
-800
3.95 - 14.5 units
0.05 - 14.5 units
0.05 - 14.5 units
-0.20 - 16.9 units
The green band range of the Stabilizer Trim Indicator shows permissible take-off trim range.
An intermittent horn sounds if take-off is attempted with the stabilizer trim not in the green band
range.
Main electric and autopilot trim may be disengaged by cutout switches located on the control stand.
A Control Column actuated Stabilizer Trim Cutout Switch stops operation of the main electric and
autopilot trim when the control column movement opposes trim direction.
A Stab Trim Override Switch, located on the aft electronic panel, bypasses the Control Column
actuated Stabilizer Trim Cutout Switch. When the switch positioned to OVERRIDE, main electric trim
can be used regardless of control column position.
The stabilizer is held in position by a dual brake system. Either stabilizer brake can maintain the
position set by the trim system. In the event of a dual brake failure, and without pilot response,
airloads can drive the stabilizer to its mechanical stops. Main electric trim can resist this motion, but
control column opposition will make the condition worse.
Speed Trim
The speed trim system provides automatic trim inputs during manual flight. The system trims the aircraft
using autopilot trim. It will most frequently be observed in operation during take-off and go-arounds.
Conditions for speed trim operations are listed below:
Flaps not up (737-300 & 500).
Flaps up or down (737-400 & NG).
Airspeed 100-300 KIAS (B737 Classics) or 100 KIAS - M.050 (B737 NG).
10 seconds after lift-off.
5 seconds following release of trim switches.
N1 above 60%.
Autopilot not engaged.
Sensing of trim requirement.
A single channel failure causes the SPEED TRIM FAIL Light to illuminate upon Master Caution recall
and extinguish after reset. A dual channel failure would result in a failure or unreliable speed trim,
indicated by illumination of the SPEED TRIM FAIL Light.
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YAW CONTROL
Rudder
Hydraulic system A and system B supply the main rudder PCU. Either hydraulic system operates
the rudder if required. Either set of rudder pedals positions the rudder through the rudder PCU.
Rudder feel is provided by a feel and centering unit.
B737NG: With airspeed above 135 kt, hydraulic system A pressure to the rudder PCU is reduced in
order to limit full rudder authority.
Rudder trim is accomplished by operation of the Rudder Trim Control Switch located on the aft
electronic panel. Operation of the Trim Control Switch electrically repositions the rudder feel and
centering mechanism which results in a shift in the rudder neutral position. The rudder pedals are
displaced proportionately.
In the event of a loss of system A and/or system B pressure, the standby hydraulic system furnishes
hydraulic pressure to operate the rudder through a separate PCU.
Rudder Pressure Reducer (Modification to the B737 Classics and fifted to the latest B737 NG)
Reduces max rudder deflection above about 1000 ft RA, resulting in reduced rudder authority
allowing crews more time to respond and recover from unnecessary large rudder deflections
regardless of origin.
Does not change hydraulic flow rate so rudder deflection rate remains unchanged
Requires the installation of a hydraulic pressure reducer in the system A line side of the rudder PCU,
reducing pressure to the rudder to 1 000 psi. No modification of the system B side of the rudder PCU
is carried out
commands reduced pressure when the aircraft climbs through 1000 ft RA on departure, returning to
normal at 700 ft RA on arrival. Above these heights, full pressure to the rudder will be commanded if
any one of the following occurs :
1. Hydraulic system B failure
2. Captain's Radio Altimeter fails
3. Engine failure (looks at greater than 40% N1 split between engines)
4. Loss of electrical power to RPR solenoid
If hydraulic system A fails, normal (3000 psi) hyd system B pressure is still available to the PCU, but,
if the RPR solenoid or associated systems fail to return the hyd system A pressure to the high
setting, hyd system A Flight Control LOW PRESSURE light will illuminate at 700 ft RA, with the
associated MASTER CAUTION, and standby rudder is automatically commanded to operate
Note : this does not produce a crosswind controllability issue
Controllability issue may be of concern if the above scenario were to occur, followed by a
subsequent go-around and engine failure during the missed approach - not enough rudder in theory
- if you go-around after LOW PRESSURE light illuminates at 700 ft RA, after passing 1 000 ft RA,
system logic will extinguish the light
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SPEEDBRAKES
Speed brakes consist of flight spoilers and ground spoilers. The Speed Brake Lever controls a
spoiler mixer, which positions the flight spoiler PCUs and a ground spoiler control valve.
The surfaces are actuated by hydraulic power supplied to the PCUs or to actuators on each surface.
Ground spoilers operate only on the ground, due to a ground spoiler shutoff valve which remains
closed until the main gear strut compresses on touchdown.
In Flight Operation
Actuation of Speed Brake Lever causes all flight spoiler panels to rise symmetrically to act as speed
brakes.
CAUTION:
The Speed Brake lever can be raised to the UP position inflight. This results in extension of
the flight spoilers to the full up (ground spoiler) position.
Ground Operation
All flight and ground spoilers automatically rise to full extend on landing, if the Speed Brake Lever is
in the ARMED position and both Thrust Levers are in IDLE. When spin-up occurs on any two main
wheels, the Speed Brake Lever moves to the UP position, and the flight spoilers extend. When the
right main landing gear shock strut is compressed, a mechanical linkage opens a hydraulic valve to
extend the ground spoilers.
If a wheel spin-up signal is not detected, the Speed Brake Lever moves to the UP position, and all
spoiler panels deploy automatically after the ground safety sensor engages in the ground mode.
After touchdown, all spoiler panels retract automatically if either Thrust Lever is advanced. The
Speed Brake Lever will move to the DOWN detent.
All spoiler panels will extend automatically if take-off is rejected and either Reverse Thrust Lever is
positioned for reverse thrust. Wheel speed must be above 60 kt in order for the automatic extension
to take place.
A failure in the automatic functions of the speed brakes is indicated by the illumination of the SPEED
BRAKE DO NOT ARM Light. In the event the automatic system is inoperative, the Speed Brake
Lever must be selected manually to the UP position after landing.
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Leading edge devices are normally extended and retracted by hydraulic power from system B. The
leading edge control valve is controlled by the trailing edge drive unit so that the leading edge
devices operate in conjunction with the trailing edge flaps. When the trailing edge flaps leave the UP
position, the leading edge flaps extend fully, and the leading edge slats extend to an intermediate
position. As the trailing edge flaps extend past the 5 position, the leading edge slats move to FULL
EXTEND. When the flaps are retracted the sequence is reversed.
In the event of hydraulic system B failure the leading edge flaps and slats can be driven to FULL
EXTEND position using power from the standby hydraulic system. In this case the Alternate Flaps
Master Switch energizes the standby pump, and the Alternate Flaps Position Switch, held in the
down position momentarily, extends the leading edge devices.
NOTE. The leading edge devices cannot be retracted by the standby hydraulic system.
Indicator lights on the center instrument panel provide overall leading edge devices position status.
The Leading Edge Device Annunciator on the aft overhead panel indicates the positions of the
individual flaps and slats.
Auto Slat Operation
A dual channel autoslat system provides improved handling qualities at high angles of attack during
take-off or approach to landing.
Works only with flaps 1, 2 or 5 (With Flaps 10 do not forget that slats are fully extended !)
When TE flaps 1 through 5 are selected, the leading edge slats are in the EXTEND position. As the
aircraft approaches the stall angle, the slats automatically drive to the FULL EXTEND position, prior
to stick shaker activation. The slats return to the EXTEND position when the pitch angle is
sufficiently reduced below the stall critical attitude.
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FLAP LEVER
- Selects position of the flap control valve directing hydraulic pressure for the flap driver unit.
- Position of the LE devices is determined bi TE flap position.
- B737 Classics : At position 40, arms the flap load relief system, which automatically causes flap
retraction to Flaps 30 in the event of excess airspeed.
- B737 NG : At position 30 or 40, arms the flap load relief system, which automatically causes flap
retraction to Flaps 25 or 30 in the event of excess airspeed.
FLAP GATES
Prevents inadvertent flap lever movement beyond :
- Position 1 : to check flap position for 1 engine inoperative G/A
- Position 15 : to check flap position for normal go-around.
FLAPS POSITION INDICATOR
- Indicates position of LEFT & RIGHT TE flaps
- Provides TE flaps asymmetry protection circuit.
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FEEL
DIFF PRESS
INDICATION
300
400
500
600
700
800
900
LE FLAPS
EXT
LE FLAPS
TRANSIT
MACHTRIM
FAIL
SPEED BRAKE
ARMED
SPEED BRAKE
ARMED
SPEED BRAKE
DO NOT ARM
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VALID FOR
LIGHT
SPEED BRAKE
EXTENDED
SPEEDTRIM
FAIL
YAW
DAMPER
INDICATION
400
500
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600
700
800
900
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