B737 3 ATA 27 L3 e

Training Manual
B 737-300/400/500
ATA 27
Flight Controls
ATA 104 Level 3
Book No:
B737-3 27 L3 E
Lufthansa
Technical Training GmbH
Lufthansa Base
For Training Purposes Only

Lufthansa
For training purpose and internal use only.

Copyright by Lufthansa Technical Training GmbH.
All rights reserved. No parts of this training
manual may be sold or reproduced in any form
without permission of:
Lufthansa Technical Training GmbH

Lufthansa Base Frankfurt
D-60546 Frankfurt/Main
Tel. +49 69 / 696 41 78
Fax +49 69 / 696 63 84
Lufthansa Base Hamburg
Weg beim Jger 193
D-22335 Hamburg
Tel. +49 40 / 5070 24 13
Fax +49 40 / 5070 47 46
B737-3 27 L3 E
TABLE OF CONTENTS
22
22
24
26
28
28
30
32
34
36
38
40
42
44
46
48
SPOILER CONTROL QUADRANT ASSEMBLY . . . . . . . . . . . . . . . . . .

SPOILER MIXER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SPOILER RATIO CHANGER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FLIGHT SPOILER CONTROL QUADRANTS . . . . . . . . . . . . . . . . . . . .
FLIGHT SPOILER ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SPOILER SHUTOFF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
GROUND SPOILER CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . .
GROUND SPOILER IINTERLOCK VALVE . . . . . . . . . . . . . . . . . . . . . . .
OUTBOARD GROUND SPOILER ACTUATOR . . . . . . . . . . . . . . . . . . .
INBOARD GROUND SPOILER ACTUATOR . . . . . . . . . . . . . . . . . . . . .
SPEED BRAKE LEVER ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SPEED BRAKE ARMING SWITCH (S 276) . . . . . . . . . . . . . . . . . . . . . .
RTO SWITCH (S 650) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AUTOMATIC SPEED BRAKE LEVER ACTUATOR . . . . . . . . . . . . . . .
AUTOMATIC SPEED BRAKE INDICATION . . . . . . . . . . . . . . . . . . . . . .
AUTOMATIC GROUND SPEED BRAKE OPERATION . . . . . . . . . . . .
58
60
64
66
68
70
72
74
76
78
80
80
82
84
86
88
27-20
RUDDER & TAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RUDDER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RUDDER SYSTEM PRESSURE REDUCER . . . . . . . . . . . . . . . . . . . . .
RUDDER PEDAL ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AFT RUDDER CONTROL COMPONENTS . . . . . . . . . . . . . . . . . . . . . .
MAIN RUDDER POWER CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . .
RUDDER FEEL AND CENTERING MECHANISM . . . . . . . . . . . . . . . .
RUDDER TRIM CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . .
RUDDER TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
STANDBY RUDDER ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
STANDBY RUDDER SHUTOFF VALVE . . . . . . . . . . . . . . . . . . . . . . . . .
RUDDER HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
90
90
92
94
98
100
102
104
106
108
110
112
114
50
50
52
54
56
27-30
ELEVATOR & TAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ELEVATOR SYSTEM INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . .
ELEVATOR CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ELEVATOR FORWARD CONTROL QUADRANTS . . . . . . . . . . . . . . . .
INPUT TORQUE TUBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
116
116
118
120
122
ATA 27 FLIGHT CONTROL . . . . . . . . . . . . . . . . . . .
27-00
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FLIGHT CONTROL SYSTEM INTRODUCTION . . . . . . . . . . . . . . . . . .
FLIGHT CONTROL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PANEL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PANEL DESCRIPTION (CONT.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FLIGHT CONTROL HYDRAULIC MODULE . . . . . . . . . . . . . . . . . . . . . .
FLIGHT CONTROLS HYDRAULIC SHUTOFF VALVES . . . . . . . . . . .
FLIGHT CONTROLS LOW PRESSURE INDICATION . . . . . . . . . . . . .
2
2
4
6
8
10
12
14
16
18
20
27-10
AILERON AND TAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AILERON CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LATERAL CONTROL SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . .
LEFT CONTROL COLUMN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RIGHT CONTROL COLUMN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AILERON CONTROL WHEEL DRUM ASSEMBLY . . . . . . . . . . . . . . . .
AILERON TRANSFER MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . . .
AILERON POWER CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AILERON BUS DRUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AILERON ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BALANCE PANELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AILERON CENTERING AND TRIM MECHANISM . . . . . . . . . . . . . . . .
AILERON TRIM ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AILERON AUTOPILOT ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AILERON AUTOPILOT ACTUATOR (CONT.) . . . . . . . . . . . . . . . . . . . .
27-60
SPOILER AND SPEED BRAKE SYSTEM . . . . . . . . . . . . . .
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SPOILER AND SPEED BRAKE SYSTEM OPERATION . . . . . . . . . . .
SPEED BRAKE CONTROL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SPEED BRAKE LEVER NO-BACK BRAKE . . . . . . . . . . . . . . . . . . . . . .
FRA US/T
Sep 2002
Page i
B737-3 27 L3 E
TABLE OF CONTENTS
ELEVATOR POWER CONTROL UNITS . . . . . . . . . . . . . . . . . . . . . . . . .
OUTPUT TORQUE TUBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ELEVATOR TAB CONTROL MECHANISM . . . . . . . . . . . . . . . . . . . . . .
ELEVATOR BALANCE PANELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ELEVATOR FEEL COMPUTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ELEVATOR FEEL COMPUTER SCHEMATIC . . . . . . . . . . . . . . . . . . . .
ELEVATOR FEEL AND CENTERING UNIT . . . . . . . . . . . . . . . . . . . . . .
ELEVATOR HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HYDRAULIC ISOLATION VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
122
124
126
128
130
132
134
136
138
27-32
STALL WARNING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . .
STALL WARNING INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . .
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OUTPUT SIGNALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADJUSTMENT /TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OPERATIONAL TEST (CONFIDENCE TEST) . . . . . . . . . . . . . . . . . . . .
BITE TEST OF DSWC (CONFIG 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BITE TEST OF SMC (CONFIG 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
140
140
144
146
148
148
150
152
27-40
HORIZONTAL STABILIZER . . . . . . . . . . . . . . . . . . . . . . . . . . .
TRIM CONTROL SYSTEM INTRODUCTION . . . . . . . . . . . . . . . . . . . .
STABILIZER TRIM CONTROL SCHEMATIC . . . . . . . . . . . . . . . . . . . . .
STABILIZER FORWARD CONTROL MECHANISM . . . . . . . . . . . . . . .
COLUMN SWITCHING MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
STABILIZER JACKSCREW AND GEARBOX ASSEMBLY . . . . . . . . .
STABILIZER JACKSCREW AND GEARBOX DIAGRAM . . . . . . . . . . .
STABILIZER TRIM LIMIT SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . .
MAIN ELECTRIC ACTUATOR OPERATION . . . . . . . . . . . . . . . . . . . . .
154
154
156
158
158
160
164
166
168
27-50
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TRAILING EDGE FLAPS INTRODUCTION . . . . . . . . . . . . . . . . . . . . . .
FLAP LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FLAP CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FLAP POWER UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FLAP HYDRAULIC DRIVE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FLAP LOAD LIMITER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FLAP LOAD LIMITER (CONFIG. 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
170
170
172
174
176
178
180
182
FRA US/T
Sep 2002
FLAP LOAD LIMITER (CONFIG 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

FLAP TRANSMISSION INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . .
OUTBOARD MID FLAP DRIVE MECHANISM . . . . . . . . . . . . . . . . . . . .
OUTBOARD FORE FLAP DRIVE MECHANISM . . . . . . . . . . . . . . . . . .
OUTBOARD FLAP FAIRING DRIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OUTBOARD AFT FLAP DRIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INBOARD MID FLAP DRIVE MECHANISM . . . . . . . . . . . . . . . . . . . . . .
INBOARD AFT FLAP DRIVE MECHANISM . . . . . . . . . . . . . . . . . . . . . .
INBOARD AFT FLAP CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EXHAUST GATES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TRAILING EDGE BYPASS VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TRAILING EDGE BYPASS VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ALTERNATE FLAP DRIVE UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TRAILING EDGE FLAP POSITION INDICATING . . . . . . . . . . . . . . . . .
FLAP ASYMMETRY CONTROL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . .
T. E. FLAP SYSTEM HYDRAULIC OPERATION . . . . . . . . . . . . . . . . .
FLAP ALTERNATE DRIVE SYSTEM CIRCUIT . . . . . . . . . . . . . . . . . . .
184
186
190
192
194
196
198
200
204
206
208
210
212
214
216
218
220
27-80
LIFT AUGMENTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LEADING EDGE FLAP AND SLATS INTRODUCTION . . . . . . . . . . . .
LEADING EDGE FLAP SLAT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . .
LEADING EDGE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LEADING EDGE FLAP AND SLAT CONTROL VALVE . . . . . . . . . . . .
LEADING EDGE STANDBY DRIVE SHUTOFF VALVE . . . . . . . . . . . .
LEADING EDGE FLAP ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LEADING EDGE ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LEADING EDGE FLAP MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . . .
LEADING EDGE SLAT MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . . .
SLAT AUXILIARY TRACK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SLAT MAIN TRACK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LEADING EDGE FLAPS AND SLAT OPERATION . . . . . . . . . . . . . . . .
AUTOSLAT COMPUTER (CONFIG 1) . . . . . . . . . . . . . . . . . . . . . . . . . .
AUTOSLAT CONTROL VALVE (CONFIG 2) . . . . . . . . . . . . . . . . . . . . .
AUTOSLAT COMPUTER (CONFIG 1) . . . . . . . . . . . . . . . . . . . . . . . . . .
AUTOSLAT COMPUTER SYSTEM (CONFIG 1) . . . . . . . . . . . . . . . . . .
AUTOSLAT COMPUTER FRONT PANEL (CONFIG 1) . . . . . . . . . . . .
222
222
224
226
228
228
230
232
234
236
238
240
242
244
246
248
250
252
Page ii
B737-3 27 L3 E
TABLE OF CONTENTS
AUTOSLAT FAILURE WARNING (CONFIG 1) . . . . . . . . . . . . . . . . . . .
AUTOSLAT SYSTEM (CONFIG. 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AUTOSLAT CONTROL VALVE (CONFIG 2) . . . . . . . . . . . . . . . . . . . . .
STALL MANAGEMENT COMPUTER (SMC) (CONFIG 2) . . . . . . . . . .
AUTOSLAT CHANNEL OF SMC (CONFIG 2) . . . . . . . . . . . . . . . . . . . .
AUTOSLAT FAILURE WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LEADING EDGE DEVICE INDICATION . . . . . . . . . . . . . . . . . . . . . . . . .
LEADING EDGE FLAP POSITION SENSORS . . . . . . . . . . . . . . . . . . .
SLAT POSITION SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
THE STALL WARNING SWITCH (S 856) . . . . . . . . . . . . . . . . . . . . . . . .
THE FLAP 10_ SWITCH (S 584) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LE FLAP / SLAT POS. INDIC. MODULE (CONFIG 1) . . . . . . . . . . . . .
LE FLAP / SLAT POS. INDIC. MODULE (CONFIG 2) . . . . . . . . . . . . .
254
256
258
260
262
264
266
268
270
272
272
274
276
31-20
INDEPENDENT INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . .
TAKEOFF WARNING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TAKEOFF WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TAKEOFF WARNING SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
278
278
280
282
FRA US/T
Sep 2002
Page iii
B737-3 27 L3 E
TABLE OF FIGURES
Figure 1
Figure 2
Figure 3
Figure 4
Figure 5
Figure 6
Figure 7
Figure 8
Figure 9
Figure 10
Figure 11
Figure 12
Figure 13
Figure 14
Figure 15
Figure 16
Figure 17
Figure 18
Figure 19
Figure 20
Figure 21
Figure 22
Figure 23
Figure 24
Figure 25
Figure 26
Figure 27
Figure 28
Figure 29
Figure 30
Figure 31
Figure 32
Figure 33
Figure 34
Figure 35
FRA US/T
Flight Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Flight Control General . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Center Controlstand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Center Control Stand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Center Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Aft Overhead Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Control Hydraulic Modules . . . . . . . . . . . . . . . . . . . .
Flight Controls Hydraulic Shutoff Valves . . . . . . . . . . . . . .
Flight Contros Low Pressure Indication . . . . . . . . . . . . . .
Aileron Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Roll Control System Schematic . . . . . . . . . . . . . . . . . . . .
Lateral Control System Operation . . . . . . . . . . . . . . . . . .
Right and Left Control Column . . . . . . . . . . . . . . . . . . . . .
Aileron Control Whell Drum Assembly . . . . . . . . . . . . . . .
Transfer Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Aileron Power Control Unit . . . . . . . . . . . . . . . . . . . . . . . .
Aileron Power Control Units (System A and B) . . . . . . .
Aileron Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Balance Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Aileron Centering and Trim Mechanism . . . . . . . . . . . . .
Aileron Trim Control System . . . . . . . . . . . . . . . . . . . . . . .
Auto Pilot Actuator Location . . . . . . . . . . . . . . . . . . . . . . .
Autopilot Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Spoiler Panel Identification . . . . . . . . . . . . . . . . . . . . . . . .
Spoiler & Speed Brake System . . . . . . . . . . . . . . . . . . . .
Speed Brake Control Lever . . . . . . . . . . . . . . . . . . . . . . . .
Speed Brake Lever Brake . . . . . . . . . . . . . . . . . . . . . . . . .
Spoiler Control Quadrant and Spoiler Mixer . . . . . . . . . .
Spoiler Mixer Control Schematic . . . . . . . . . . . . . . . . . . .
Spoiler Deflection Schematic . . . . . . . . . . . . . . . . . . . . . .
Spoiler Mixer Schematic . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Spoiler Control Quadrants . . . . . . . . . . . . . . . . . . .
Flight Spoiler Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Spoiler Hydraulic System . . . . . . . . . . . . . . . . . . . .
Sep 2002
3
5
7
9
11
13
15
17
19
21
23
25
27
29
31
33
35
37
39
41
43
45
47
49
51
53
55
57
59
61
63
65
67
69
71
Figure 36
Figure 37
Figure 38
Figure 39
Figure 40
Figure 41
Figure 42
Figure 43
Figure 44
Figure 45
Figure 46
Figure 47
Figure 48
Figure 49
Figure 50
Figure 51
Figure 52
Figure 53
Figure 54
Figure 55
Figure 56
Figure 57
Figure 58
Figure 59
Figure 60
Figure 61
Figure 62
Figure 63
Figure 64
Figure 65
Figure 66
Figure 67
Figure 68
Figure 69
Figure 70
Ground Spoiler Control Valve . . . . . . . . . . . . . . . . . . . . . .

Ground Spoiler Interlock Valve . . . . . . . . . . . . . . . . . . . . .
Outboard Ground Spoiler Actuator . . . . . . . . . . . . . . . . . .
Inboard Spoiler Actuator . . . . . . . . . . . . . . . . . . . . . . . . . .
Speed Brake Lever Actuator . . . . . . . . . . . . . . . . . . . . . . .
RTO Switch Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Automatic Speed Brake System . . . . . . . . . . . . . . . . . . . .
Automatic Speed Brake Indication . . . . . . . . . . . . . . . . . .
Automatic Speed Brake Circuit . . . . . . . . . . . . . . . . . . . . .
Rudder & Tab Introduction . . . . . . . . . . . . . . . . . . . . . . . . .
Rudder Control System . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rudder Pressure Reducer . . . . . . . . . . . . . . . . . . . . . . . . .
Rudder Pressure Reducer Circuit . . . . . . . . . . . . . . . . . . .
Rudder Pedal Assembly . . . . . . . . . . . . . . . . . . . . . . . . . .
Aft Rudder Control Components . . . . . . . . . . . . . . . . . . .
Main Rudder Power Unit . . . . . . . . . . . . . . . . . . . . . . . . . .
Rudder Feel and Centering Mechanism . . . . . . . . . . . . .
Rudder Trim System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rudder Trim Electrical Schematic . . . . . . . . . . . . . . . . . .
Standby Rudder Actuator . . . . . . . . . . . . . . . . . . . . . . . . .
Standby Rudder Shutoff Valve . . . . . . . . . . . . . . . . . . . . .
Rudder Hydraulic Schematic . . . . . . . . . . . . . . . . . . . . . . .
Elevator and Tab System Introduction . . . . . . . . . . . . . . .
Elevator Control System . . . . . . . . . . . . . . . . . . . . . . . . . .
Elevator Forward Control Quadrants . . . . . . . . . . . . . . . .
Elevator Input Torque Tube and Power Control Units . .
Elevator Output Torque Tube . . . . . . . . . . . . . . . . . . . . . .
Elevator Tab Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Elevator Balance Panel . . . . . . . . . . . . . . . . . . . . . . . . . . .
Elevator Feel Computer Location . . . . . . . . . . . . . . . . . . .
Elevator Feel Computer Schematic . . . . . . . . . . . . . . . . .
Elevator Feel and Centering Unit . . . . . . . . . . . . . . . . . . .
Elevator Hydraulic Schematic . . . . . . . . . . . . . . . . . . . . . .
Hydraulic Isolation Valves . . . . . . . . . . . . . . . . . . . . . . . . .
Stall Warning Introduction . . . . . . . . . . . . . . . . . . . . . . . . .
73
75
77
79
81
83
85
87
89
91
93
95
97
99
101
103
105
107
109
111
113
115
117
119
121
123
125
127
129
131
133
135
137
139
141
Page iv
B737-3 27 L3 E
TABLE OF FIGURES
Figure 71
Figure 72
Figure 73
Figure 74
Figure 75
Figure 76
Figure 77
Figure 78
Figure 79
Figure 80
Figure 81
Figure 82
Figure 83
Figure 84
Figure 85
Figure 86
Figure 87
Figure 88
Figure 89
Figure 90
Figure 91
Figure 92
Figure 93
Figure 94
Figure 95
Figure 96
Figure 97
Figure 98
Figure 99
Figure 100
Figure 101
Figure 102
Figure 103
Figure 104
Figure 105
FRA US/T
Stall Warning Component Location . . . . . . . . . . . . . . . . .

Stall Warning System Block Diagram . . . . . . . . . . . . . . .
Output Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operational Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BITE Test (config. 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BITE Test (config. 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Stabilizer Trim Control System Location . . . . . . . . . . . . .
Stabilizer System Schematic . . . . . . . . . . . . . . . . . . . . . . .
Stabilizer Forward Control Mechanism . . . . . . . . . . . . . .
Stabilizer Jackscrew and Gearbox Assembly (config. 1)
Stabilizer Jackscrew and Gearbox . . . . . . . . . . . . . . . . . .
Stabilizer Trim Switches Location . . . . . . . . . . . . . . . . . . .
Stabilizer Trim Control Circuit . . . . . . . . . . . . . . . . . . . . . .
Trailing Edge Flap System . . . . . . . . . . . . . . . . . . . . . . . . .
Flap Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flap Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flap Power Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flap Hydraulic Drive Schematic . . . . . . . . . . . . . . . . . . . .
Flap Load Limiter Component Location . . . . . . . . . . . . . .
Flap Load Limiter System Circuit (config. 1) . . . . . . . . . .
Flap Load Limiter System Circuit (config. 2) . . . . . . . . . .
Flap Transmission Schematic . . . . . . . . . . . . . . . . . . . . . .
Flap Transmission Assembly . . . . . . . . . . . . . . . . . . . . . .
Outboard Mid Flap Drive Mechanism . . . . . . . . . . . . . . .
Outboard Fore Flap Drive Mechanism . . . . . . . . . . . . . .
Outboard Flap Fairing Drive . . . . . . . . . . . . . . . . . . . . . . .
Outboard Aft Flap Drive . . . . . . . . . . . . . . . . . . . . . . . . . . .
Inboard Mid Flap Drive Mechanism . . . . . . . . . . . . . . . . .
Inboard Aft Flap Drive Mechanism . . . . . . . . . . . . . . . . .
Inboard Aft Flap Drive Mechanism . . . . . . . . . . . . . . . . .
Inboard Aft Flap Clutch . . . . . . . . . . . . . . . . . . . . . . . . . .
Exhaust Gates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Trailing Edge Bypass Valve Location . . . . . . . . . . . . . . .
Trailing Edge Bypass Valve Circuit . . . . . . . . . . . . . . . .
Sep 2002
143
145
147
149
151
153
155
157
159
161
163
165
167
169
171
173
175
177
179
181
183
185
187
189
191
193
195
197
199
201
203
205
207
209
211
Figure 106
Figure 107
Figure 108
Figure 109
Figure 110
Figure 111
Figure 112
Figure 113
Figure 114
Figure 115
Figure 116
Figure 117
Figure 118
Figure 119
Figure 120
Figure 121
Figure 122
Figure 123
Figure 124
Figure 125
Figure 126
Figure 127
Figure 128
Figure 129
Figure 130
Figure 131
Figure 132
Figure 133
Figure 134
Figure 135
Figure 136
Figure 137
Figure 138
Figure 139
Figure 140
Alternate Flap Drive Unit . . . . . . . . . . . . . . . . . . . . . . . . .

Trailing Edge Position Indication Component Location
Flap Pos. Indicat. and Asym. Control Circuit . . . . . . . .
Trailing Edge Flap System Hydraulic Operation . . . . .
Flap Alternate Drive System Circuit . . . . . . . . . . . . . . . .
Leading Edge Flaps and Slat Introduction . . . . . . . . . . .
Leading Edge Devices Component Location . . . . . . . .
Leading Edge Device Basic System Schematic . . . . .
Leading Edge Slat and Falp Component Location . . .
Leading Edge Flap Actuator . . . . . . . . . . . . . . . . . . . . . .
Leading Edge Slat Actuator . . . . . . . . . . . . . . . . . . . . . . .
Leading Edge Flap Mechanism . . . . . . . . . . . . . . . . . . .
Leading Edge Slat Mechanism . . . . . . . . . . . . . . . . . . . .
Slat Auxiliary Track and Detent Arm . . . . . . . . . . . . . . .
Slat Main Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Leading Edge Flap and Slat Operation . . . . . . . . . . . . .
Auto Slat System Schematic (config. 1) . . . . . . . . . . . .
Auto Slat Control Valve (config. 1) . . . . . . . . . . . . . . . . .
Auto Slat Computer (config. 1) . . . . . . . . . . . . . . . . . . . .
Auto Slat Schematic (config 1.) . . . . . . . . . . . . . . . . . . .
Autoslat Computer Front Panel (config 1.) . . . . . . . . . .
Autoslat Failure Warning (config. 1) . . . . . . . . . . . . . . . .
Autoslat System Schematic (config. 2) . . . . . . . . . . . . .
Auto Slat Control Valve (config. 2) . . . . . . . . . . . . . . . . .
STALL MANAGEMENT COMPUTER (CONFIG. 2) . .
Autoslat Channel of SMC (config. 2) . . . . . . . . . . . . . . .
Autoslat Warning (config. 2) . . . . . . . . . . . . . . . . . . . . . .
Leading Edge Device Indicating . . . . . . . . . . . . . . . . . . .
Leasing Edge Position Sensors . . . . . . . . . . . . . . . . . . .
Slat Position Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Trailing Edge Control Unit Switch Location . . . . . . . . . .
LE Flap/Slat Pos.. Ind. Module M229 (config 1) . . . . .
LE Flap / Slat Pos. Ind. Module M229 (config 2) . . . . .
Takeoff Warning System . . . . . . . . . . . . . . . . . . . . . . . . .
Takeoff Warning Component Location . . . . . . . . . . . . . .
213
215
217
219
221
223
225
227
229
231
233
235
237
239
241
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265
267
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275
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Page v
B737-3 27 L3 E
TABLE OF FIGURES
Figure 141
FRA US/T
Takeoff Warning Schematic . . . . . . . . . . . . . . . . . . . . . . .
Sep 2002
283
Page vi
ATA 27
B737-300/-400/-500
FLIGHT CONTROL
Lufthansa Technical Training
FLIGHT CONTROL
HAM US/E sp Oct. 96
Page: 1
Flight Controls
General
B737-300/-400/-500
27-00
27-00
GENERAL
FLIGHT CONTROL SYSTEM INTRODUCTION

Purpose
The flight controls provide maneuvering control about the lateral, longitudinal,
and vertical axes. They also provide increased lift for takeoff and landing as
well as increased aerodynamic drag both in flight and on the ground.
System Description
Flight controls are divided into three major groups:
Primary Flight Controls
Primary flight controls consisting of the ailerons, elevators, and rudder.
Secondary Flight Controls
Secondary flight controls consisting of the spoilers, trailing edge flaps, leading
edge devices, and the stabilizer.
Warning Systems
Two warning systems are associated with the flight control system:
S Stall warning provides a warning to the pilots when the airplane approaches
a stall condition.
S Takeoff warning provides an aural warning to the pilot when certain flight
controls are not in the correct position for takeoff.
HAM US/E sp Oct. 96
Page: 2
Flight Controls
General
B737-300/-400/-500
27-00
FLIGHT CONTROLS
PRIMARY SYSTEMS
SECONDARY SYSTEMS
AILERON
WARNING SYSTEMS
STALL WARNING
SPOILER/SPEED BRAKE
LEADING EDGE FLAP

AND SLAT
ELEVATOR
TAKEOFF WARNING
TRAILING EDGE FLAP
HORIZONTAL STABILIZER
RUDDER
Figure 1
HAM US/E sp Oct. 96
Flight Control System

Page: 3
Flight Controls
General
27-00
FLIGHT CONTROL DESCRIPTION
General Component Locations
The ailerons with attached balance tabs are mounted outboard of the outboard
flaps behind the rear spar of each wing.
The elevators with attached balance tabs are mounted on the aft section of the
horizontal stabilizer.
A single conventional rudder without a tab is mounted on the aft side of the vertical stabilizer.
Five spoiler panels are located on the upper surface of each wing. They are
numbered from left to right, 0 thru 9. The flight spoilers, 2, 3, 6, and 7, are outboard of each engine. Ground spoilers 0, 1, 8, and 9 are outboard of the flight
spoilers and ground spoilers 4 and 5 are inboard of each engine.
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.
The adjustable horizontal stabilizer is located at the rear of the fuselage below
the vertical stabilizer. each wing, one set inboard of each engine and the other
set outboard.
General Subsystem Features
The flight control surfaces are constructed of advanced composite materials or
metal, as required to incorporate the latest advances in technology.
B737-300/-400/-500
Interfaces
A stall warning system is provided to alert the pilots of an approaching stall
condition. The warning is accomplished by applying vibrations to both pilots
control columns.
The takeoff warning system is installed to provide an aural warning to the pilot
when takeoff is attempted with any of the following flight controls not in the
proper position for takeoff:
Speedbrakes, Horizontal Stabilizer, Trailing Edge Flaps or Leading Edge Flaps.
HAM US/E sp Oct. 96
General Operation
The ailerons, elevators and rudder control the airplane around the longitudinal,
lateral and vertical axes respectively. Normal operation of these primary flight
controls is hydraulic power supplied by Systems A and B. Either hydraulic system operating alone can provide effective control of the primary flight controls.
Alternate operation with all hydraulic power lost is by manual control for the
ailerons and elevators. Balance panels and balance tabs assist in moving the
ailerons and elevators against the aerodynamic loads in flight.
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 rudder has no manual reversion capability.
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.
Both the inboard and outboard trailing edge flaps are operated by a single
torque tube drive system. Normal flap operation is by a hydraulic motor supplied from System B. An electric motor can drive the same torque tube system
when hydraulic power is not available.
The leading edge flaps and slats are normally operated by hydraulic System B
as a programmed function of trailing edge flap position. During normal B system operation the flaps are two-position devices, retract and extend, and the
slats are three-position devices, retract, extend and full extend.
Alternate operation of the leading edge flaps and slats is by the standby hydraulic system. During standby operation the leading edge flaps move only to
the extend position and the slats move only to full extend. The standby system
cannot be used to retract the leading edge devices.
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.
Page: 4
Flight Controls
General
B737-300/-400/-500
27-00
RUDDER
ELEVATOR
TAB
AILERON
ELEVATOR
AILERON BALANCE TAB
GROUND SPOILERS
9
FLIGHT SPOILERS
STABILIZER
6
OUTBOARD
FLAP
GROUND
SPOILER
SLATS
(SHOWN
EXTENDED)
INBOARD FLAP
5
GROUND SPOILER
FLIGHT SPOILERS
4
GROUND SPOILER
3
2
1
LEADING EDGE FLAPS

(SHOWN EXTENDED)
FROM LEFT TO
RIGHT, 1 TO 4
SLATS from left to right, 1 to 6
Figure 2
HAM US/E sp Oct. 96
Flight Control General

Page: 5
Flight Controls
General
B737-300/-400/-500
27-00
PANEL DESCRIPTION
1
Flight Control Switch
OFF - Corresponding hydraulic system pressure ailerons, elevators and

rudder shutoff.
Functions only when alternate flaps master switch is in ARM position.

DOWN (Momentary) - Extends leading edge devices fully using standby
hydraulic system. When held in DOWN, electrically extends trailing edge
flaps.
STDBY RUD (either switch) - Corresponding hydraulic system pressure

to ailerons, elevators and rudder is shutoff. Turns on standby pump,
opens standby rudder shutoff valve and pressurizes standby rudder
power control unit.
UP - Electrically retracts trailing edge flaps.

Note: Drive motor will cut off when either limit is reached.
ON (guarded position) - Normal operation.
Provided B-hydraulic is available and switch was not moved to DOWN

before, TE flaps will retract electrically and LE devices will retract hydraulically upon positioning switch to UP.
Flight Control Low Pressure Lights (amber)

ON - Indicates low pressure of corresponding hydraulic system to ailerons, elevator and rudder. MASTER CAUTION light and FLT CONT annunciator illuminate. Deactivated when corresponding flight control
switch is positioned to STDBY RUD and the standby rudder shutoff valve
is open.
THE A SYSTEM LIGHT WILL REMAIN ILLUMINATED FOR

APPROX. 5 SEC AFTER HYDRAULIC SYSTEM IS ACTIVATED.
Elevator Feel Differential Pressure Light

(amber)
Armed only when the trailing edge flaps are up.
ON - Indicates excessive differential pressure in the elevator feel computer.
On airplanes with the rudder pressure reducer installed, the A system

indicates a failure of the pressure reducer to switch back to full system
pressure when commanded.
NOTE:
Alternate Flap Position Switch
Auto Slat Fail Light (amber)

ON - Indicates failure of both autosalat computers
Flight Spoiler Switch

(For maintenance purpose only)
A - Controls inboard flight spoilers shutoff valve.
B - Controls outboard flight spoilers shutoff valve.
Alternate Flap Master Switch

ARM - Closes trailing edge flap bypass valve, turns on standby pump,
arms alternate flaps position switch and arms standby hydraulic LOW
PRESSURE light.
OFF - (guarded position) - Normal operation
HAM
HAM US/F
US/E sp
sp Oct. 96Aug 2000
Page: 6
Flight Controls
General
B737-300/-400/-500
27-00
FLT CONTROL
A
STANDBY
HYD
A ON
OFF
STDBY
RUD
B ON
LOW
QUANTITY
OFF
LOW
PRESSURE
STDBY
RUD
HYDRAULIC PUMP
SWITCHES
FLIGHT CONTROL PANEL
ALTERNATE FLAPS
ARM
LOW
LOW
PRESSURE PRESSURE
UP
4
OFF
DOWN
5
ON
OVERHEAD
PANEL
ON
OFF
OFF
FEEL DIFF
PRESS
SPEED TRIM
FAIL
YAW DAMPER
YAW
DAMPER
OFF
SPOILER
A
B
MACH TRIM
FAIL
AUTO SLAT
FAIL
BRIGHT
CLOCK
FIRE
WARN
ON
MASTER
CAUTION
MAP
BELL CUTOUT PUSH TO RESET

FLT CONT
OFF
IRS
FUEL
FLIGHT CONTROL PANEL P5-8
APU
OVHT/DET
LEFT LIGHT SHIELD FLT CONT FAULT LIGHT
Figure 3
HAM US/E
US/E sp
sp Oct. 96Jul 98
HAM
ELEC
Flight Control Panel

Page: 7
Flight Controls
General
B737-300/-400/-500
27-00
PANEL DESCRIPTION (CONT.)

8
Speed Brake Lever
13
DOWN (detent) - All flight and ground spoiler panels are in faired position.
ARMED - Automatic speed brake system armed. All flight and ground
spoiler panels extend upon touchdown ( speed brake lever moves to UP
position).
FLIGHT DETENT - All flight spoilers extended to their maximum position for flight use.
Cutout - Removes autopilot servo power to stabilizer drive.
14
All spoiler panels retract on the ground if either throttle is advanced for takeoff (speed brake lever moves to DOWN position).
All spoiler panels extend if takeoff is rejected and the reverse
thrust levers are positioned for reverse thrust (speed brake lever moves to UP position).
Stabilizer Trnim Handle
Provided for manual operation of the stabilizer. Overrides any other stabilizer trim inputs. Handle should be folded inside stab trim wheel for normal operation. Rotates when stabilizer is in motion.
10
Stabilizer Trim Wheel
11
Stabilizer Trim Indicator
Stabilizer Trim Main Electric Cutout Switch

Cutout - Removes power from stabilizer main electric trim motor.
15
UP - All flight and ground spoilers are extended to their maximum position for ground use.
NOTE:
Stabilizer Trim Autopilot Cutout Switch
Flap Lever
Selects position of flap control valve directing hydraulic pressure for flap
drive unit. Position of leading edge devices is determined by selected
trailing edge flap position. At flap lever position 40, the flap load relief
system is armed. This causes automatic flap redaction to flap position 30
or prevents flap extension to flap position 40 in the event of excessive
airspeed. The flap lever remains in position 40.
16
Flap Gates
Prevents inadvertent flap lever movement beyond:
S Position 1 - to check flap position for one engine inoperative goaround.
S Position 15 - to check flap position for normal go-around.
Indicates units of airplane trim on the adjacent scale.
12
Stabilizer green Band Range

Corresponds to allowable range of trim settings for takeoff.
NOTE:
SPECIMEN ONLY. ACTUAL GREEN BAND RANGE MAY DIFFER FROM DRAWING.
HAM
HAM US/E
US/E sp
sp Oct. 96Jul 98
Page: 8
B737-300/-400/-500
27-00
INCREASE
DOWN
16
ARMED
THRUST
FLAP
UP
0
1
11
12
TAKE-OFF
CG-% MAC
30 2010
APL
NOSE
DOWN
0
FLIGHT
DETENT
S
T
A
N
D
FLAP
10
UP
10
15
TAKE-OFF
CG-% MAC
10 20 30
10
THRUST
INCREASE
Flight Controls
General
15
0
5
15
10
25
15
APL
NOSE
UP
30
STAB
TRIM
40
PARKING
BRAKE
PULL
FLAP
DOWN
MAIN AUTOELEC PILOT

NORMAL
CUTOUT
HAM US/E
US/E sp
sp Oct. 96Jul 98
HAM
1
A/T
DISENGAGE
2
A/T
DISENGAGE
Figure 4
Center Controlstand
14
13
Page: 9
Flight Controls
General
B737-300/-400/-500
27-00

17
Rudder Trim Off Flag (amber)

indicates loss of electrical power for rudder trim indicator.
18
Rudder Trim Indicator

Indicates units of rudder trim
19
Rudder Trim Control

Electrically trims the rudder in the desired direction. (Springloaded to
neutral position)
20
Aileron Trim Switches

Movement of both switches repositions the aileron neutral control position. (Springloaded to neutral position)
21
Stabilizer Trim Cutout Override Switch
Override - Bypasses the control column actuated stabilizer trim cutout

switches to restore power to the electric trim.
HAM
HAM US/E
US/E sp
sp Oct. 96Jul 98
Page: 10
Flight Controls
General
B737-300/-400/-500
27-00
18
17
20
19
21
Figure 5
HAM US/E
US/E sp
sp Oct. 96Jul 98
HAM
Center Control Stand

Page: 11
Flight Controls
General
B737-300/-400/-500
27-00

22
Flap Position Indicator

Indicates position of left and right outboard trailing edge flaps and provides trailing edge flaps asymmetry protection circuit.
23
Flap Load Relief Light (amber)

Indicates activation of flap load relief system.
24
LE Flap Extended Light (green)

ON - All leading edge flaps extended and all leading edge slats in intermediate position (Flap positions1, 2, and 5) or, all leading edge devices
fully extended (Flap positions 10 through 40).
25
LE Flaps Transit Light (amber)

ON - Any leading edge device in transit, or not in programmed position
with respect to trailing edge flaps.
Note: Light is inhibited during autoslat operation in flight.
26
Speed Brake Armed Light (green)

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

Light deactivated with speed brake lever in DOWN position.
On - Indicates invalid signals or test inputs to automatic speed brake
system.
28
Speed Brake Test Switches
NOTE:
IF INSTALLED MAINTENANCE TEST ONLY
HAM
HAM US/E
US/E sp
sp Oct. 96Jul 98
Page: 12
Flight Controls
General
B737-300/-400/-500
27-00
28
23
22
25 24
26
27
Figure 6
HAM US/E
US/E sp
sp Oct. 96Jul 98
HAM
Center Panel
Page: 13
Flight Controls
General
B737-300/-400/-500
27-00

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

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

LIGHT IS INHIBITED DURING AUTO SLAT OPERATION IN
FLIGHT.
NOTE:
HAM
HAM US/E
US/E sp
sp Oct. 96Jul 97
Page: 14
Flight Controls
General
B737-300/-400/-500
27-00
30
31
32
29
33
Figure 7
HAM US/E
US/E sp
sp Oct. 96Jul 98
HAM
Aft Overhead Panel

Page: 15
FLIGHT CONTROL
GENERAL
B737-300/-400/-500
27-00
FLIGHT CONTROL HYDRAULIC MODULE

Purpose
Two flight controls hydraulic modules are provided to control hydraulic power
for the aileron, rudder, elevator and flight spoiler control systems.
Location
The System A flight controls module is located in the lower left outboard corner
of the main wheel well forward wall. The System B module is in the same position on the right side.
Physical Description/Features
Each hydraulic module is a manifold assembly containing a spoiler shutoff
valve, flight controls shutoff valve, low pressure warning switch and a 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.
Control
The flight controls shutoff valves are 28 volt dc motor operated shutoff valves
controlled by the respective (A and B) flight control switches on the forward
overhead panel. Spoiler shutoff valves are 28 volt dc motor operated valves
controlled by the respective (A and B) spoiler stitches on that panel.
Operation
All of these valves are normally open to provide pressure to the respective
flight controls. Each valve can be actuated electrically or manually to remove
system pressure from specific flight controls.
Monitor
Each valves manual override lever also functions as a mechanical position indicator. This is the only position indication for the spoiler shutoff valves.
A low pressure switch, downstream of the flight control shutoff valves, is connected to an amber low pressure light beneath the respective control switch.
The respective light illuminates for low pressure at the switch.
Maintenance Practices
The A and B flight controls hydraulic modules are interchangeable.
HAM US/E sp Oct. 96
Page: 16
FLIGHT CONTROL
GENERAL
B737-300/-400/-500
27-00
FLT CONTROL
A
STDBY
RUD
OFF
STANDBY
HYD
STDBY
RUD
OFF
LOW
QUANTITY
LOW
PRESSURE
B ON
A ON
ALTERNATE FLAPS
OFF
UP
LOW
LOW
PRESSURE PRESSURE
OFF
OFF
SPOILER
A
ON
ARM
DOWN
OFF
ON
YAW DAMPER
YAW
DAMPER
FEEL DIFF
PRESS
SPEED TRIM
FAIL
MACH TRIM
FAIL
AUTO SLAT
FAIL
OFF
ON
TO
P5 PILOTS OVHD PANEL
AILERON
AILERON
A SYSTEM
POWER
POWER
PRESSURE
UNIT A
UNIT B
INBOARD
B SYSTEM
PRESSURE
TO
OUTBOARD
SPOILERS
SPOILERS
PS
PS
TO RUDDER
AND
ELEVATOR
POWER UNITS
TO A
SYSTEM
MODULAR UNIT
RETURN
Figure 8
HAM US/E sp Oct. 96
MODULAR UNIT
TO B
SYSTEM
RETURN
Flight Control Hydraulic Modules

Page: 17
FLIGHT CONTROL
GENERAL
B737-300/-400/-500
27-00
FLIGHT CONTROLS HYDRAULIC SHUTOFF VALVES

Location
The flight controls shutoff valves are located on the right side of the respective
(A and B) flight controls hydraulic modules.
The flight controls shutoff valve is a spool valve mounted in a cavity in the hydraulic module and attached by four bolts. An electric motor is attached to the
valve by four bolts. It is splined to a cam which converts rotary motor action to
linear spool travel.
Power
Each flight controls shutoff valve is controlled electrically by 28 volts dc thru
either flight controls valves circuit breaker. Either dc bus number one or number two can power both valves.
Control
The valves are electrically controlled independently by either the flight control A
or flight control B switch on the forward overhead panel.
Each valve can also be manually controlled by the manual override lever on the
valve.
Operation
Both flight controls shutoff valve switches are normally guarded ON. 28 volts dc
is applied to the open windings and the valves open allowing hydraulic pressure
to the aileron, rudder, and elevator systems. When the switch is moved to OFF,
the valve closes and pressure is removed.
The flight controls shutoff valves and spoiler shutoff valves are interchangeable.
The valve and motor can be replaced as a unit or the motor can be replaced
separately.
HAM US/E sp Oct. 96
Page: 18
FLIGHT CONTROL
GENERAL
B737-300/-400/-500
27-00
FLIGHT CONTROL
SHUTOFF
VALVE
SPOILER
SHUTOFF
VALVE
Figure 9
HAM US/E sp Oct. 96
Flight Controls Hydraulic Shutoff Valves

Page: 19
FLIGHT CONTROL
GENERAL
B737-300/-400/-500
27-00
FLIGHT CONTROLS LOW PRESSURE INDICATION

Purpose
The flight controls low pressure indicating system provides an amber light indication of low pressure to the aileron, rudder and elevator systems.
Location
Low pressure switches are screwed into the respective flight controls hydraulic
modules for Systems A and B.
The amber indicator lights are located directly beneath the respective (A and B)
flight controls switches on the forward overhead panel, P5-3.
Separate indicating systems for hydraulic systems A and B consist of a pressure switch downstream of the flight controls shutoff valve connected to an amber light on the overhead panel through the ON and OFF positions of the respective flight controls switch.
Power
Electric power for the indicating systems is dc supplied by Master Dim.
Control
The low pressure light is connected to the pressure switch only when the flight
control switch is in the ON or OFF position. When the switch is in the STBY
RUD position, the light is operated by a valve position relay controlled by the
position of the standby rudder shutoff valve.
Operation
When system pressure is available downstream of the flight controls shutoff
valve, the pressure switch is held open. When pressure falls below a preset
value, the switch closes and provides a ground to the light through the flight
controls switch on the overhead panel.
Monitor
Illumination of the low pressure light is accompanied by Master Caution and the
FLT CONT annunciator.
HAM US/E sp Oct. 96
Page: 20
B737-300/-400/-500
27-00
FLIGHT CONTROL
GENERAL
Figure 10
HAM US/E sp Oct. 96
Flight Contros Low Pressure Indication

Page: 21
FLIGHT CONTROLS
AILERON AND TAB
B737-300/-400/-500
27-10
27-10
AILERON AND TAB
INTRODUCTION
Purpose
The aileron and aileron trim control system provides airplane lateral control
about the longitudinal axis.
System Description
The aileron system consists of one aileron with balance tab on each wing. The
ailerons are positioned by cables that are driven by two hydraulic power control
units located on the forward wall of the main wheel well. Control inputs to these
power control units are through a cable system actuated by rotation of either
control wheel, an electric aileron trim system or the autopilot.
HAM US/E sp Oct. 96
Page: 22
FLIGHT CONTROLS
AILERON AND TAB
B737-300/-400/-500
27-10
CAPTAINS CONTROL WHEEL
FIRST OFFICERS
CONTROL WHEEL
CONTROL
WHEEL
DRUM
AILERON TRIM CONTROL SWITCHES

CABLE
AB
CABLE ACBA
AILERON CONTROL QUADRANT
CABLE ACBB
CABLE ABSB
CABLE
AA
CABLE ABSA
AILERON CONTROL LINKAGE
AILERON POWER
CONTROL UNIT
(MAIN WHEEL WELL)
ARTIFICIAL FEEL,
CENTERING AND
TRIM MECHANISM
CABLE
ABSA
CABLE
ABSB
AILERON WING
QUADRANT
AILERON TRIM
ACTUATOR
AILERON
BALANCE TAB
AILERON
Figure 11
HAM US/E sp Oct. 96
Aileron Control System

Page: 23
FLIGHT CONTROL
AILERON AND TAB
B737-300/-400/-500
27-10
AILERON CONTROL SYSTEM

The two control wheels are interconnected by cables attached to the base of
each control column in the lower nose compartment. The left and right aileron
cables are driven by control drums at the base of each column.
The left and right aileron cables run aft through the outboard section of the floor
beam to quadrant assemblies above the main wheel well. Quadrant assembly
torque tubes project into the wheel well. The aileron control quadrant assembly,
centering spring and trim mechanism, electric trim actuator, aileron power units
and aileron control bus drums are located on the left forward wall of the main
wheel well.
The spoiler control quadrant assembly, aileron spring cartridge and spoiler
mixer are located on the right forward wall of the main wheel well.
General Operation
The ailerons may be actuated either hydraulically or mechanically. Normal operation is with both Systems A and B hydraulic pressure.
Rotation of either control wheel drives the left aileron cables and rotates the
aileron quadrant assembly. This causes input rods to actuate individual A and
B hydraulic power control units. Movement of the power control units operates
the cable system that positions the ailerons and the spring cartridge which
drives the spoiler control quadrant assembly and inputs to the spoiler mixer.
The spoiler mixer linkage moves the cables that operate the flight spoilers.

The base of the first officers control column is equipped with a transfer mechanism. The transfer mechanism allows normal control wheel motion to be transmitted through the left aileron cables only. If a malfunction occurs which jams
the aileron control system, lateral control is accomplished by positioning the
flight spoilers through the right aileron cables controlled from the first officers
control wheel.
System Interfaces
The flight spoilers assist the aileron system in maintaining lateral control. Normal inputs to the aileron system, above a preset amount of control wheel
movement, cause a proportionate movement of the flight spoiler panels.
HAM US/E sp Oct. 96
Page: 24
FLIGHT CONTROL
AILERON AND TAB
B737-300/-400/-500
27-10
SPEED
BRAKE
HANDLE
TRANSFER
MECHANISM
SPOILER CONTROL
DRUM
FLIGHT
SPOILER
SPOILER CONTROL
QUADRANT
AILERON
CONTROL
WHEEL
DRUM
AILERON BUS
SYSTEM CABLES
AILERON CONTROL
QUADRANT
SPOILER
MIXER
AILERON
TRIM
ACTUATOR
AILERON
SPRING
CARTRIDGE
FLIGHT
SPOILER
AILERON
AILERON
BALANCE
TAB
AILERON POWER
CONTROL UNITS
ARTIFICIAL FEEL
CENTERING AND TRIM
MECHANISM
AILERON
BALANCE
TAB
CABLE
SLACK
TAKEUP
AILERON
WING
QUADRANT
AILERON
Figure 12
HAM US/E sp Oct. 96
Roll Control System Schematic

Page: 25

FLIGHT CONTROL
Aileron & Tab
B737-300/-400/-500
27-10
LATERAL CONTROL SYSTEM OPERATION

Control Sequence
Rotation of either control wheel causes rotation of both aileron control bus
drums. The captains bus drum drives the aileron control drum to tension the
left body cables. The cables actuate the left quadrant which rotates the aileron
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
units. These cranks position internal control valves to port hydraulic pressure to
the actuators.
Rotation of the left quadrant assembly also rotates the cam against the springloaded roller inside the trim and centering mechanism. This provides the artificial feel forces at the control wheel.
The power control units respond to hydraulic pressure and stroke on their piston rods. This action rotates the output bus drums and positions the ailerons
through cables: up on the wing in the direction of roll and down on the opposite
wing. The external crank and control valve are returned to null by actuator response.
At the same time the spring rod is driven by a crank and rotates the right quadrant assembly in the direction opposite to that which the left had moved. The
right cables are tensioned and a spoiler input rod drives the spoiler mixer/ratio
changer linkage. At higher rates of roll, the flight spoilers on the up aileron wing
are signalled to move up, and those on the opposite wing are signalled to move
down.
Rotation of the first officers bus drum offsets the crank on the right column
within the gap space (12 L and R) of the lost motion device.
Rotation of the first officers control drum recenters the lost motion device. If no
hydraulic pressure is available the power control unit external crank would 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 operating
the system.
HAM US/E sp Oct. 96
Backup Operation
A failure in the aileron control system that jams the left cable system prevents
an input to the power control units. In this case the first officer could maintain
lateral control by positioning the flight spoilers. He would rotate his control
wheel until the crank on his column contacted the lugs on the right control
drum.
The spring in the transfer mechanism would be overridden by continued input
to tension the right body cables. Rotation of he right quadrant assembly 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
the captain to input to the power control units by overcoming the spring in the
transfer mechanism.
Page: 26
B737-300/-400/-500
27-10
FLIGHT CONTROL
Aileron & Tab
Figure 13
HAM US/E sp Oct. 96
Lateral Control System Operation

Page: 27
FLIGHT CONTROL
Aileron & Tab
27-10
LEFT CONTROL COLUMN
Purpose
The left control column is installed to provide the captain a means of controlling
airplane roll and pitch.
Location
The left control column projects thru the floor of the flight compartment. The
cable drums, force transducer and force limiter are in the lower nose compartment.
The captains control wheel is mounted at the top of the left control column. It is
interchangeable with the first officers control wheel as long as the stabilizer
trim switches and autopilot release are maintained on the outboard horn.
A shaft through the control column is connected to the aileron control wheel
drum assembly by a blade type universal joint. Bus cables connect the left and
right aileron control bus drums.
A CWS roll force transducer provides the connection between the bus drum
and aileron control drum. The left body cables run between the aileron control
drum and the aileron control quadrant assembly. The force transducer will be
covered in detail in chapter 22.
Mounted at the bottom of the drum assembly is an aileron force limiter. The
force limiter will be covered in detail in chapter 22.
B737-300/-400/-500
Control
Lateral control is accomplished by rotating the control wheel either left or right
which rotates a shaft in the column through an angle gear. The shaft rotates
the bus drum through a blade type universal joint. This motion is transmitted to
the control drum through the force transducer and the cables are actuated to
input to the power control units.
HAM US/E sp Oct. 96
RIGHT CONTROL COLUMN

Purpose
The right control column is installed to provide the first officer a means of controlling airplane roll and pitch.
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.
Physical Description/features
The first officers control wheel is mounted at the top of the right column. It is
interchangeable with the captains control wheel if the previously discussed
changes are made.
A shaft through the control column is connected to the aileron transfer mechanism by a blade type universal joint. Bus cables connect the left and right aileron control bus drums.
A lost motion device provides the connection between the bus drum and spoiler
control drum.
Control
Lateral control is accomplished by rotating the control wheel either left or right
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 prevents this motion being transmitted to the spoiler control drum during normal
hydraulic or mechanical operation.
Input to the aileron system is transmitted through the bus control cables to the
left bus drum and left body cable system to the power control units. The lost
motion device is returned to neutral by the follow-up action from the movement
of the power control units driving the right body cables through the spring cartridge.
If a malfunction occurs which jams the aileron control cables the first officer can
maintain lateral control with the flight spoilers by engaging the lost motion device after 12_ left or right control wheel movement.
Page: 28
FLIGHT CONTROL
Aileron & Tab
B737-300/-400/-500
27-10
FIRST OFFICERS
CONTROL COLUMN
AILERON CONTROL
BUS DRUM
CAPTAINS AILERON
CONTROL WHEEL
WHEEL
CABLE AB
CABLE ACBA
TO FIRST
OFFICERS
CONTROL
COLUMN
CAPTAINS
CONTROL
COLUMN
BUS DRUM
CABLE
SHIELDS
CWS
ROLL FORCE
TRANSDUCER
CABLE AA
LOST MOTION
DEVICE
AILERON
CONTROL
DRUM
CABLES
TO POWER
CONTROL UNIT
CABLE ACBB
AILERON
FORCE LIMITER
AILERON CONTROL
BUS DRUM
FWD
CABLE AB
CONTROL COLUMN - ROLL
AILERON CONTROL
DRUM
AIRPLANES WITH MECHANICAL AILERON FORCE LIMITER
Figure 14
HAM US/E sp Oct. 96
CABLE AA
Right and Left Control Column

Page: 29
FLIGHT CONTROL
Aileron & Tab
B737-300/-400/-500
27-10
AILERON CONTROL WHEEL DRUM ASSEMBLY

Purpose
The aileron control wheel drum assembly provides the drive connection between both control wheels and the aileron (left) input cables.
Location
The drum assembly is located at the base of the captains column, within the
lower nose compartment.
The drum assembly consists of a bus drum, control drum, crank and force
transducer.
The bus drum and crank are mounted on the shaft and directly driven by shaft
rotation. The control drum is bearing mounted and not directly driven by shaft
rotation.
The force transducer provides the connection between the drum assembly
shaft driven crank and the aileron control drum.
Control
The CWS force transducer is an electrical device that supplies control wheel
steering signals to the autopilot roll control channels which are proportional to
pilot control wheel force when the autopilot is engaged. The rod end of the
force transducer is attached to the crank and the housing is attached to an arm
that is part of the control drum casting. Rotation of either control wheel either
compresses or extends the transducer through the crank and generates the
electric signal. The CWS force transducer will be covered in detail in Chapter
22, Autoflight.
Operation
During normal, non-autopilot operation, rotation of either control wheel causes
simultaneous rotation of both the bus drum and crank. Motion of the crank is
transmitted to the control drum through the force transducer and drives the aileron input cables.
Mechanical stops are installed to ensure control input should the force transducer attach points fail.
HAM US/E sp Oct. 96
Page: 30
FLIGHT CONTROL
Aileron & Tab
B737-300/-400/-500
27-10
WHEEL
TO FIRST
OFFICERS
CONTROL
COLUMN
BUS DRUM
CWS
ROLL FORCE
TRANSDUCER
CABLES
TO POWER
CONTROL UNIT
AILERON
FORCE LIMITER
2
CONTROL COLUMN - ROLL
AIRPLANES WITH MECHANICAL AILERON FORCE LIMITER
Figure 15
HAM US/E sp Oct. 96
Aileron Control Whell Drum Assembly

Page: 31
FLIGHT CONTROL
Aileron & Tab
B737-300/-400/-500
27-10
AILERON TRANSFER MECHANISM

Purpose
The transfer mechanism is installed to provide separation between the captains (left) and first officers (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 officers column.
The transfer mechanism is composed of a lost motion device, consisting of a
crank and lugs, and a torsion spring that is preloaded inside a spring 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 officers 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.
HAM US/E sp Oct. 96
Page: 32
FLIGHT CONTROL
Aileron & Tab
B737-300/-400/-500
27-10
AILERON CONTROL
BUS DRUM
TRANSFER
MECHANISM
SPOILER CONTROL
DRUM
TORSION
SPRING
SPRING
CONTAINERS
LOST MOTION
DEVICE PICK-UP
PICK-UP LUG
INBD
AFT
Figure 16
HAM US/E sp Oct. 96
Transfer Mechanism
Page: 33
FLIGHT CONTROL
Aileron & Tab
B737-300/-400/-500
27-10
AILERON POWER CONTROL UNIT

Purpose
Two identical power control units are installed to provide hydraulic power from
System A and System B to operate the ailerons.
The power control units are interchangeable with each other and with the 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.
HAM US/E sp Oct. 96
Page: 34
B737-300/-400/-500
27-10
FLIGHT CONTROL
Aileron & Tab
Figure 17
HAM US/E sp Oct. 96
Aileron Power Control Unit

Page: 35
FLIGHT CONTROL
Aileron & Tab
B737-300/-400/-500
27-10
AILERON BUS DRUM

Purpose
Two aileron bus drums transmit the motion from the hydraulic power control
units to the ailerons by means of cables.
Location
The bus drums are located on the forward wall of the main gear wheel well.
Each aileron bus drum is mounted on an individual crankshaft. The power 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.
HAM US/E sp Oct. 96
Page: 36
FLIGHT CONTROL
Aileron & Tab
B737-300/-400/-500
27-10
AILERON
BUS
DRUMS
Figure 18
HAM US/E sp Oct. 96
Aileron Power Control Units (System A and B)

Page: 37
FLIGHT CONTROL
Aileron & Tab
B737-300/-400/-500
27-10
AILERON ASSEMBLY
Purpose
One aileron is installed on each wing to provide airplane lateral control.
The aileron assembly consists of the aileron, balance tab, and a balance panel.
The aileron front spar is connected to wing structure by four hinge fittings. The
nose of the aileron is connected to a balance panel in aileron bay number
three. The tab is connected to the aileron rear spar by four hinge fittings.
Control
Cables connect the respective output bus drum in the wheel well with the 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 aileron1 down when the aileron moves
up and vice versa.
The aileron and tab are independently balanced. The balance tab is balanced
by weights attached to the lower surface of the balance panel. The correct
number of weights is stamped on a data plate attached to each tab.
Both the balance panel and the balance tab can be replaced without 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.
HAM US/E sp Oct. 96
Page: 38
B737-300/-400/-500
27-10
FLIGHT CONTROL
Aileron & Tab
Figure 19
HAM US/E sp Oct. 96
Aileron Assembly
Page: 39
FLIGHT CONTROL
Aileron & Tab
B737-300/-400/-500
27-10
BALANCE PANELS
Purpose
An aileron balance panel is installed on each aileron assembly to reduce the
force required to position the aileron in flight.
Location
The balance panel is located in the number three aileron bay.
The aft end of the balance panel is attached to the aileron nose by a 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.
HAM US/E sp Oct. 96
Page: 40
FLIGHT CONTROL
Aileron & Tab
B737-300/-400/-500
27-10
NEUTRAL
DEFLECTED
Figure 20
HAM US/E sp Oct. 96
Balance Panel
Page: 41
Flight Controls
Aileron & Tab
B737-300/-400/-500
27-10
AILERON CENTERING AND TRIM MECHANISM

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.
HAM US/E sp Oct. 96
Page: 42
Flight Controls
Aileron & Tab
B737-300/-400/-500
27-10
PRESSURE
DECK
AILERON
CONTROL
QUADRANT
CONTROL
QUADRANT
SHAFT
AILERON
BUS
DRUMS
AILERON
TRIM
ACTUATOR
CENTERING
SPRING
(2 LOCATIONS)
ACTUATOR
ARM
ROLLER
ARM
INPUT
ROD
TRIM
MECHANISM
CENTERING
SPRING
(2 LOCATIONS)
ACTUATOR
ATTACH
POINT
TRIM
ROLLER
SEE
AILERON
TRIM
ACTUATOR
SUPPORT
AILERON CONTROL
QUADRANT SHAFT
Figure 21
HAM US/E sp Oct. 96
CAM
Aileron Centering and Trim Mechanism

Page: 43
Flight Controls
Aileron & Tab
B737-300/-400/-500
27-10
AILERON TRIM ACTUATOR

Purpose
The aileron trim actuator electrically operates the ailerons and control wheels to
adjust the ailerons to a neutral or trimmed (wings level) condition.
Location
The aileron trim actuator is located near the left forward wall of the main wheel
well, adjacent to the centering spring mechanism.
The aileron trim actuator is a 115 volt ac single phase, reversible motor. The
motor is equipped with limit switches, mechanical stops at the stroke ends, and
a brake to limit overcast. The actuator arm is connected to the roller arm 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.
HAM US/E sp Oct. 96
Page: 44
Flight Controls
Aileron & Tab
B737-300/-400/-500
27-10
FWD
CAM ROLLER
ARM
AILERON PCU
INPUT TORQUE
TUBE
CAM HUB
CENTERING
CAM
ROLLER ARM AND
CENTERING SPRING
SUPPORT
AILERON TRIM
ACTUATOR, M1124
L WING
DN
L WING
DN
115V AC
XFR BUS 1
C786
AILERON
TRIM CONTROL
P6-2 CIRCUIT BREAKER

PANEL
L WING
DN
R WING
DN
R WING
DN
M1126 AILERON/
RUDDER TRIM
CONTROL
(P8-43)
AILERON
LEFT
WING
DOWN
RIGHT
WING
DOWN
Figure 22
HAM US/E sp Oct. 96
R WING
DN
M1124 AILERON TRIM
ACTUATOR
Aileron Trim Control System

Page: 45
Flight Controls
Aileron & Tab
B737-300/-400/-500
27-10
AILERON AUTOPILOT ACTUATOR

Purpose
Two independent hydraulic autopilot actuators provide autopilot input to the roll
control system.
Location
The autopilot actuators are located on a support bracket mounted on the left
forward wall of the main gear wheel well.
Power
The left autopilot actuator is powered by hydraulic System B, the right by 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.
HAM US/E sp Oct. 96
Page: 46
Flight Controls
Aileron & Tab
B737-300/-400/-500
27-10
TRANSFER
VALVE
PRESSURE
SWITCH
ROD ASSEMBLY
A/P ACTUATOR B
SEE
A/P ACTUATOR A
LEVER ASSEMBLY
LEVER
ASSEMBLY
PRESSURE SWITCH
AND ANGLE ADAPTER
ROD ASSEMBLY
ACTUATOR
POSITION
SENSOR
(LVDT)
A
SHEAR RIVETS
(4 PLACES)
PCU INPUT
LEVER
Figure 23
HAM US/E sp Oct. 96
Auto Pilot Actuator Location

Page: 47
Flight Controls
Aileron & Tab
B737-300/-400/-500
27-10
AILERON AUTOPILOT ACTUATOR (CONT.)

Each autopilot actuator unit consists of a filter, two solenoid valves, a pressure
regulator and relief valve, an electrohydraulic transfer valve, a main actuator
piston, two detent pistons and a linear transducer.
Power
The left autopilot actuator is powered by hydraulic System B, the right by 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.
Operation
Hydraulic pressure is filtered and delivered to solenoid valve number 1. When
the respective roll channel is engaged, solenoid valve 1 opens and delivers
pressure to solenoid valve number 2 and the transfer valve. Electric signals
from the autopilot operate the transfer valve to control the main piston.
After a delay, to allow the main piston to move to the current position of the
aileron control system, solenoid number 2 opens and delivers pressure, regulated by the pressure regulator, to the detent piston. These detent pistons
clamp the output crank so that movement of the main piston is transmitted to
the output crank. The pilot can override this detent pressure and take over
manual control.
Monitor
The pressure switch is part of the auto pilot engage interlocks. The autopilot
cannot remain engaged with low detent regulator pressure.
The linear transducer sends a follow-up signal to the autopilot.
HAM US/E sp Oct. 96
Page: 48
Flight Controls
Aileron & Tab
B737-300/-400/-500
27-10
ARM
SOLENOID
DETENT
SOLENOID
AUTOPILOT
TRANSFER FILTER
VALVE
FILTER
DETENT
CONTROL
ENGAGE ORIFICE
PRESSURE
PORT
A/P
JET
SIGNAL PIPE
INPUT
CONTROL
SPOOL
AIL HYD
PRESSURE
SWITCH
RATE
LIMITING
ORIFICES
RETURN
PORT
PRESSURE
REGULATOR
& RELIEF
VALVE
ACTUATOR
POSITION
SENSOR
(LVDT)
DETENT
SPRINGS
Figure 24
HAM US/E sp Oct. 96
EXTERNAL
OUTPUT CRANK
DETENT
PISTONS
INTERNAL
OUTPUT CRANK
Autopilot Actuator
Page: 49
FLIGHT CONTROLS
SPOILER, DRAG DEVICES AND
VARIABLE AERODYNAMIC FAIRINGS
27-60
B737-300/-400/-500
27-60
SPOILER AND SPEED BRAKE

SYSTEM
INTRODUCTION
Purpose
Spoiler panels are installed to supplement the ailerons for lateral control and to
provide increased drag and reduced lift when used as speedbrakes.
System Description
Five hydraulically powered spoiler panels are installed on each wing. They are
numbered from left to right for identification,
- 0 thru 4 on the left wing and
- 5 thru 9 on the right wing.
The fight spoilers are
- 2, 3, 6, and 7.
- The remaining six are ground spoilers.
Hydraulic Source
The Ground Spoilers are supplied by the
- Hydraulic System A (can be used on Ground only).
Flight Spoiler are supplied by:
- Inboard Flight Spoilers (3 and 6) Hydraulic System A
- Outboard Flight Spoilers (2 and 7) Hydr. System B
HAM US/E sp Oct. 96
Page: 50
FLIGHT CONTROLS
B737-300/-400/-500
27-60
GROUND
GROUND
SPOILERS
SPOILERS
FLIGHT
SPOILERS
SPOILERS
FLIGHT
Figure 25
HAM US/E sp Oct. 96
Spoiler Panel Identification

Page: 51
FLIGHT CONTROLS
B737-300/-400/-500
27-60
SPOILER AND SPEED BRAKE SYSTEM OPERATION

Control Sequence
The spoiler panels are divided into two groups:
Flight Spoilers
- Numbers 2 and 7, outboard.
- Numbers 3 and 6, inboard.
Ground Spoilers
- Numbers 0, 1, 4, 5, 8 and 9.
Flight spoilers operate in two modes:
- Lateral Control - aileron assist or backup
- Speed Brakes - both in flight and on the ground
Ground spoilers operate only as ground speed brakes
Spoiler panels are hydraulically operated:
Backup
The speed brake lever is manually operated after landing when speed brakes
are required and the automatic system is not operable.
- 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.
Normal Sequence
Ground speed brake operation is normally accomplished automatically by an
electric actuator driving the speed brake lever. The pilot arms this system in
flight and, after landing, all of the spoiler panels rise in response to lever movement.
HAM US/E sp Oct. 96
Page: 52
B737-300/-400/-500
27-60
FLIGHT CONTROLS
Figure 26
HAM US/E sp Oct. 96
Spoiler & Speed Brake System

Page: 53
FLIGHT CONTROLS
B737-300/-400/-500
27-60
SPEED BRAKE CONTROL LEVER

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
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.
HAM US/E sp Oct. 96
Page: 54
FLIGHT CONTROLS
SEE
B737-300/-400/-500
27-60
SPEED BRAKE
CONTROL LEVER
SPEED BRAKE LEVER

TAKEOFF WARN. SWITCH
CONTROL
CABIN FLOOR
SPEED BRAKE
LEVER BRAKE
MOUNTING
SCREWS
SPEED BRAKE
LEVER ACTUATOR
SPEED BRAKE
FORWARD DRUM
SPEED BRAKE
ARMING SWITCH,
FWD
INBD
S276
Figure 27
HAM US/E sp Oct. 96
Speed Brake Control Lever

Page: 55
FLIGHT CONTROLS
B737-300/-400/-500
27-60
SPEED BRAKE LEVER NO-BACK BRAKE

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.
HAM US/E sp Oct. 96
Page: 56
FLIGHT CONTROLS
B737-300/-400/-500
27-60
CONTROL ROD
DRIVE ARM
SPEED
BRAKE LEVER
ACTUATOR
INPUT
ARM
SPEED BRAKE LEVER BRAKE SCHEMATIC
SHOE
ASSEMBLY
SHOE PIN (4)
SHOE PIVOT PIN
SHAFT
ALLOY STEEL
FRICTION
QUADRANT
SUPPORT
BRACKET
SPEED BRAKE LEVER BRAKE
Figure 28
HAM US/E sp Oct. 96
Speed Brake Lever Brake

Page: 57
FLIGHT CONTROLS
B737-300/-400/-500
27-60
SPOILER CONTROL QUADRANT ASSEMBLY

Purpose
The spoiler control quadrant assembly provides the lateral control system input
to the flight spoilers.
Location
The spoiler control quadrant is located in the pressurized area above the right
main gear wheel well. The shaft projects into the wheel well, near the forward
wall.
The assembly consists of a spoiler control quadrant attached to the first officers (right cables) and a shaft containing two cranks.
Control
A spring cartridge is connected between the upper aileron bus drum shaft and
the input crank at the base of the spoiler control quadrant shaft.
A ratio changer input rod is connected between the output crank near the top of
the quadrant shaft and the spoiler mixer and ratio changer.
The spoiler system is isolated from the aileron system by four shear rivets at
the attach point between the spring cartridge and the control quadrant shaft
input crank.
Operation
When the aileron power control units drive the bus drums to position the 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.
HAM US/E sp Oct. 96
Page: 58
FLIGHT CONTROLS
B737-300/-400/-500
27-60
CABLES TO
TRANSFER
MECHANISM
WHEEL WELL
FORWARD
BULKHEAD
SPOILER
CONTROL
QUADRANT
RATIO
CHANGER
SPOILER INPUT ROD
RATIO
CHANGER
FWD
GROUND SPOILER
CONTROL VALVE
SPOILER MIXER
SEE A
WHEEL WELL
CEILING
SHEAR RIVETS
(4 PLACES)
SPOILER OUTPUT
QUADRANTS
AILERON SPRING
CARTRIDGE
AILERON BUS
DRUMS
A
Figure 29
HAM US/E sp Oct. 96
Spoiler Control Quadrant and Spoiler Mixer

Page: 59
FLIGHT CONTROLS
B737-300/-400/-500
27-60
SPOILER MIXER
Purpose
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.
Location
The spoiler mixer is mounted on the spoiler ratio changer located on the forward bulkhead of the right wheel well.
The spoiler mixer housing is fastened to the ratio changer by four bolts and
four splined shafts which mate with the ratio changer. These shafts are speedbrake input, aileron input, left spoiler output and right spoiler output. An additional shaft on the mixer provides the speed brake signal to the ground spoiler
control valve.
The housing of the spoiler mixer contains an aileron cam and related levers
and links.
Operation
Counterclockwise rotation of the speedbrake input quadrant operates the 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.
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.
Sealed bearings are used in all linkages, so the housing contains no oil. The
spoiler mixer may be removed from the airplane without disturbing the rigging
of the cables or linkage.
Input/Output
Two separate inputs operate the spoiler mixer linkage. Aileron system input
from the right quadrant assembly controls the spoiler mixer cam through the
ratio changer. Input from the speedbrake lever is by cables from the forward
quadrant to the speed brake quadrant mounted on the ratio changer.
A no-back device is added to the speedbrake input quadrant to ensure that
spoiler authority for lateral control is maintained if speed brake cable failure
occurs.
HAM US/E sp Oct. 96
Page: 60
FLIGHT CONTROLS
CPT.
CONTROL
WHEEL
B737-300/-400/-500
27-60
NORMAL
F/O
CONTROL
WHEEL
SPEED
BRAKE
LEVER
ALTERNATE
AILERON
spring cartridge
PCUS
RATIO
CHANGER
MIXER
SPOILER
ASYMMETRICAL
>31_
SYMMETRICAL
SPEED
BRAKE
LEVER
GROUND
SPOILER
CONTROL
VALVE
OR
AIR/GRD SIGNAL
GROUND
SPOILER
INTERLOCK
VALVE
MIN.1,5
FLIGHT
SPOILER
2, 3, 6 AND 7
Figure 30
HAM US/E sp Oct. 96
RIGHT
MAIN
LANDING
GEAR
GROUND
SPOILER
0, 1, 4, 5, 8 AND 9
Spoiler Mixer Control Schematic

Page: 61
FLIGHT CONTROLS
B737-300/-400/-500
27-60
THIS PAGE INTENTIONALLY LEFT BLANK
HAM US/E sp Oct. 96
Page: 62
FLIGHT CONTROLS
B737-300/-400/-500
27-60
SPEED BRAKE LEVER DOWN
SPEED BRAKE LEVER INTERMEDIATE
SPEED BRAKE LEVER UP
Figure 31
HAM US/E sp Oct. 96
Spoiler Deflection Schematic

Page: 63
FLIGHT CONTROLS
B737-300/-400/-500
27-60
SPOILER RATIO CHANGER

Purpose
The ratio changer varies the magnitude of the output to the spoiler mixer for a
given magnitude of input from the aileron system, depending on speed brake
lever setting. The output decreases as speed brakes are raised.
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.
RIGGING PIN HOLE
RIGHT SPOILER
OUTPUT QUADRANT
WSA
SPEED BRAKE
INPUT QUADRANT
LEFT SPOILER
OUTPUT QUADRANT
WSB
WSA
RIGGING PIN HOLE

WSB
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.
RATIO CHANGER
INPUT ROD
HAM US/E sp Oct. 96
Page: 64
FLIGHT CONTROLS
B737-300/-400/-500
27-60
PIVOT POINT
STRUCTURE PIVOT
RATIO CHANGER
INPUT ROD
BELL CRANK
SHAFT
AILERON SPRING
CARTRIDGE
CABLES
SBA = SPEED BRAKES UP
SBB = SPEED BRAKES DOWN
WSA = SPOILERS UP
WSB = SPOILERS DOWN
ROLLERS
TWO PART LINK
SPOILER CONTROL
QUADRANT
AILERON
BUS DRUM
LEVER
SBA
SPEED BRAKE
INPUT QUADRANT
RIGGING
PIN HOLE
TO GROUND SPOILER
CONTROL VALVE
SBB
UP
WSA
UP
WSA
RIGGING
PIN HOLE
LEFT SPOILER
OUTPUT QUADRANT
RIGHT SPOILER
OUTPUT QUADRANT
WSB
WSB
UP
UP
RIGGING
PIN HOLE
Figure 32
HAM US/E sp Oct. 96
AILERON
CAM
Spoiler Mixer Schematic

Page: 65
FLIGHT CONTROLS
B737-300/-400/-500
27-60
FLIGHT SPOILER CONTROL QUADRANTS

Purpose
The spoiler control quadrants operate the flight spoiler hydraulic actuators in
response to cable inputs from the spoiler mixer linkage.
Location
One control quadrant for each flight spoiler is bracket mounted on the hydraulic
actuator support fitting on the rear wing spar.
Two cables from the ratio changer output quadrants are attached to each
spoiler actuator quadrant. Each quadrant pivots on two sealed bearings to drive
a crank connected to it by two shear rivets. The crank is connected to the 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.
HAM US/E sp Oct. 96
Page: 66
FLIGHT CONTROLS
B737-300/-400/-500
27-60
FLIGHT SPOILER
SPOILER TO
FLAP CLEARANCE
+0.10
0.03
INCH
-0.00
1
RUB STRIP
1
MEASURE THE CLEARANCE BETWEEN

THE RUB STRIP AND THE MIDFLAP
AT THE NEAREST POINT
CHECKNUT
LOCKING
KEY
ACTUATOR
LINK
PISTON ROD
ACTUATOR
CHECKNUT
ADJUSTMENT
SCREW
INPUT ARM
ACTUATOR
PISTON ROD
ACTUATOR
INPUT ARM
Figure 33
HAM US/E sp Oct. 96
Flight Spoiler Control Quadrants

Page: 67
FLIGHT CONTROLS
B737-300/-400/-500
27-60
FLIGHT SPOILER ACTUATOR

Purpose
A flight spoiler hydraulic actuator is installed to position each of the flight spoilers.
Location
Each actuator is trunnion mounted to a support fitting on the rear wing spar
beneath each spoiler panel.
Each of the identical actuators includes a cylinder, actuator rod and piston,
control valve, filter, relief check valve, blow-down check valve, extension check
and thermal relief valve, snubber check valve and overtravel pistons. Hydraulic
pressure and return lines are connected to the actuator through trunnion fittings. The piston rod end of the actuator is attached to the spoiler.
Control
With hydraulic pressure turned off, the over travel pistons are relaxed preventing the input lever from transmitting motion to the control valve thru the internal
crank. Springs reseat the extension check and thermal relief valve, trapping
hydraulic pressure on the actuator, to prevent spoiler float. Excess pressure on
the down side of the piston will open the thermal relief valve and relieve this
pressure. When hydraulic pressure is applied, the overtravel pistons are pressurized to clamp the internal crank. This allows rotation of the external input
lever to position the main control valve. The extension check and thermal relief
valve is also pressurized open.
Operation
With the spoilers retracted and the piston in the full down position, an up signal
to the control valve allows hydraulic fluid to flow to the base of the cylinder and
through the snubber check valve to the piston. The piston is extended to position the spoiler panel up.
The snubber check valve prevents a hydraulic lock when the piston is in the full
down position.
The blow-down check valve in the pressure line allows the spoilers to blow
down at critical speeds.
HAM US/E sp Oct. 96
Page: 68
FLIGHT CONTROLS
FILTER
B737-300/-400/-500
27-60
BLOW-DOWN
CHECK VALVE
THERMOSTAT
VALVE
RELIEF CHECK VALVE

EXTENSION CHECK AND
THERMAL RELIEF VALVE
>>
CONTROL
VALVE
SPOILER UP
OVERTRAVEL
PISTONS
PRESSURE
PORT
CYLINDER
RETURN
PORT
SNUBBER
CHECK VALVE
ACTUATOR
ROD AND
PISTON
INPUT LEVER (EXTERNAL)

RETRACT
EXTEND
Figure 34
HAM US/E
US/E sp
sp Oct. 96Jul 98
HAM
Flight Spoiler Actuator

Page: 69
FLIGHT CONTROLS
B737-300/-400/-500
27-60
SPOILER SHUTOFF VALVE

Purpose
Spoiler shutoff values are installed in the flight controls hydraulic module to
control hydraulic power to the flight spoiler actuators.
Location
Spoiler shutoff valves are located on the left side of each flight controls hydraulic module at the left (A system) and right (B system) outboard sides of the
main wheel well forward wall.
The spoiler shutoff valve is identical to the flight controls shutoff valve. It is a
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 motor is splined to a cam which converts rotary motor action to linear spool travel.
The valve is equipped with a manual override lever and position indicator.
Power
The spoiler shutoff valves are powered electrically by 28 volts dc from bus 2
through a single circuit breaker on P6.
Operation
Both spoiler shutoff valve switches are normally guarded ON. The 28 volts dc
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 and
7. Moving the switch OFF applies power to the close windings to drive the
valve closed and remove hydraulic pressure from the respective actuators.
Monitor
There are no indicator lights associated with the flight spoiler shutoff valves.
Valve position can be monitored by the position lever. Valve ON (OPEN) is
position 1 and valve OFF (CLOSED) is position 2.
Spoiler shutoff valves and flight controls shutoff valves are interchangeable.
The valve and motor can be replaced as a unit or the motor can be replaced
separately.
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.
HAM US/E sp Oct 96
Page: 70
FLIGHT CONTROLS
FLT CONTROL
A
B737-300/-400/-500
27-60
STANDBY
B
HYD
A ON
B ON
OFF
OFF
LOW
QUANTITY
LOW
PRESSURE
STDBY
RUD
ALTERNATE FLAPS
STDBY
RUD
ARM
LOW
PRESSURE
UP
LOW
PRESSURE
OFF
SPOILER
A
ON
OFF
DOWN
FLIGHT SPOILER
ACTUATOR (TYPICAL)
ON
FEEL DIFF
PRESS
OFF
OFF
SPEED TRIM
FAIL
YAW DAMPER
MACH TRIM
FAIL
YAW
DAMPER
AUTO SLAT
FAIL
1
2
OFF
ON
HYDRAULIC
SYSTEMB
HYDRAULIC
SYSTEMA
PRESS RET
PRESS
RET
SPOILER
SHUTOFF
VALVE
5
Figure 35
HAM US/E sp Oct 96
FLIGHT CONTROLS
SHUTOFF VALVE
Flight Spoiler Hydraulic System

Page: 71
FLIGHT CONTROLS
B737-300/-400/-500
27-60
GROUND SPOILER CONTROL VALVE

Purpose
A ground spoiler control valve is installed to control hydraulic pressure to the
ground spoiler actuators.
Location
The valve is bolted to a bracket on the outboard side of the right main gear
wheel well forward wall.
The valve consists of a piston and sleeve assembly enclosed in a valve body
that has five external ports connected to drilled passages in the sleeve. A lever
which pivots about a lug on the valve body is connected to the piston. The opposite end of the lever is connected by a pushrod to a crank on the spoiler
mixer.
Control
Moving the speedbrake control lever in the flight compartment rotates the
speedbrake input quadrant on the spoiler mixer. This operates the spoiler mixer
linkage to transmit motion through the crank and pushrod to the control valve.
Operation
When the speed brake control lever is in the DOWN position, the valve ports
hydraulic pressure directly to the down ports of the ground spoiler actuators. As
the control lever begins to move aft, the valve moves through a neutral position
where the pressure port is blocked and all other ports are connected to return.
As the speed brake [ever is moved further aft, the control valve supplies 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 through the
control valve.
HAM US/E sp Oct 96
Page: 72
FLIGHT CONTROLS
B737-300/-400/-500
27-60
GROUND SPOILER
ACTUATOR LINKAGE
TO GROUND
SPOILERS NO. 8
AND 9
TO GROUND
SPOILERS NO. 0,
1 AND 4
GROUND SPOILER NO. 5
GROUND
SPOILER
ACTUATOR
RIGHT
LANDING
GEAR
UP
TO SYSTEM A
RETURN
DOWN
FROM SYSTEM
A PRESSURE
GROUND SPOILER
CONTROL VALVE
FLEXIBLE
DRIVE ROD
SPOILER
MIXER
RATIO CHANGER
GROUND
SPOILER
INTERLOCK
VALVE
UPPER
TORSION LINK
SPEED BRAKE
INPUT QUADRANT
FWD
Figure 36
HAM US/E sp Oct 96
SBB
CONTROL
CABLES
SBA
TO FORWARD
DRUM MECHANISM
Ground Spoiler Control Valve

Page: 73
FLIGHT CONTROLS
B737-300/-400/-500
27-60
GROUND SPOILER IINTERLOCK VALVE

Purpose
The ground spoiler interlock valve is provided to limit the use of ground spoilers
to ground operation.
Location
The valve is secured to a bracket on the aft side of the rear wing spar above
the right main gear trunnion.
The valve consists of a three port housing with passages for hydraulic fluid and
a valve slide. The slide is actuated by a bellcrank that is connected by a teleflex cable to the upper torsion link.
Control
The ground spoiler interlock valve is controlled through the teleflex cable by
extension and compression of the right main gear shock strut.
Operation
With the landing gear retracted the shock strut inner cylinder is fully extended.
The position of the upper torsion link closes the bypass valve and blocks pressure from reaching the ground spoiler actuator up ports. With the landing gear
extended, the valve continues to block hydraulic pressure until the right main
gear shock strut is compressed by contacting the ground. As the inner cylinder
is compressed, the upper torsion link moves the teleflex cable to open the bypass valve and connect the ground spoiler control valve to the up port of the
actuators.
Adjustment and test of the ground spoiler bypass valve must be accomplished
with the airplane jacked so that the right main gear shock strut is fully extended
HAM US/E sp Oct 96
Page: 74
FLIGHT CONTROLS
B737-300/-400/-500
27-60
GROUND
SPOILER
ACTUATOR
SPOILER
NO. 1
SPOILER
NO. 0
SPOILER
NO. 4
GROUND SPOILER
CONTROL VALVE
SEE
SPOILER
NO. 5
SPOILER
NO. 8
SPOILER
NO. 9
LANDING GEAR
SAFETY SENSOR
ACTUATORS
1 3
2
5
1
GROUND SPOILER
INTERLOCK VALVE
4
3
2
SYSTEM A PRESSURE
FWD
SEE
SYSTEM A RETURN
INTERLOCK
VALVE CABLE
5
SPOILERS DOWN
SPOILERS UP
GROUND SPOILER CONTROL VALVE
INTERLOCK
VALVE
YOKE
OLEO COMPRESSED
OLEO EXTENDED
HYDRAULIC
LINE
HYDRAULIC
TUBES
GROUND SPOILER INTERLOCK VALVE
Figure 37
HAM US/E sp Oct 96
GROUND SPOILER
INTERLOCK VALVE
Ground Spoiler Interlock Valve

Page: 75
FLIGHT CONTROLS
B737-300/-400/-500
27-60
OUTBOARD GROUND SPOILER ACTUATOR

Purpose
One ground spoiler actuator is installed to position each outboard ground
spoiler panel.
Location
The actuator housing is connected to a support on the rear wing spar and the
piston rod end is connected to the spoiler panel.
Each actuator contains an internal mechanical lock which locks the actuator in
the retract position. A spring maintains this lock when hydraulic pressure is removed.
The bearing mounted actuator housings and swivel joints in the hydraulic lines
allow the actuators to rotate as the spoilers are positioned.
Operation
With the piston retracted, locking keys are springloaded to the locked position.
Directing extend hydraulic pressure to the actuator compresses the locking piston against the spring and allows the keys to move inward. This unlocks the
piston and allows it to extend. The spoiler panel extends to 60 from the down
position.
Outboard ground spoiler panel travel is limited by the stroke of the hydraulic
actuator. There are no mechanical stops.
HAM US/E sp Oct 96
Page: 76
FLIGHT CONTROLS
B737-300/-400/-500
27-60
ACTUATOR PISTON
ROD END
SEE A
SPOILER TO
FLAP CLEARANCE
+0.10
0.03
INCH
-0.00
GROUND
SPOILER
FLAP
RUB
STRIP
LOCKING KEY
RETRACT PORT
TAPERED
LOCKING
PISTON
PISTON AND
ROD ASSEMBLY
LOCKING KEY
EXTEND PORT
LOCKING SPRING
MEASURE THE CLEARANCE BETWEEN THE RUB STRIP

AND THE MIDFLAP AT THE CENTER OF SPOILER PANEL
Figure 38
HAM US/E sp Oct 96
Outboard Ground Spoiler Actuator

Page: 77
FLIGHT CONTROLS
B737-300/-400/-500
27-60
INBOARD GROUND SPOILER ACTUATOR

Purpose
Two identical actuators and actuator linkages are used to position each inboard
ground spoiler.
Location
Each actuator housing is connected to a support on the rear wing spar and the
piston is attached to the linkage.
Each actuator contains an internal mechanical lock, similar to that described for
the outboard actuators, that locks the actuator in the extend position (spoiler
down).
The actuator linkage consists of an idler crank and push rod.
Operation
When up hydraulic pressure is directed to the actuator the mechanical lock is
released, allowing the piston rod to retract. This rotates the idler crank and
drives the push rod to raise the spoiler panel. The spoiler panel rises to 60
above the down position.
Maximum extension is limited by the stroke of the hydraulic actuator. There are
no mechanical stops.
HAM US/E sp Oct 96
Page: 78
FLIGHT CONTROLS
B737-300/-400/-500
27-60
IDLER
CRANK
GROUND
SPOILER
PUSHROD
1
GROUND
SPOILER
ACTUATOR
FLAP
TAPERED
LOCKING
PISTON
LOCKING SPRING
RUB STRIP
EXTEND PORT
PISTON AND
ROD ASSEMBLY
LOCKING KEY
RETRACT PORT
SPOILERS NO. 4 AND 5

SPOILER TO FLAP CLEARANCE
Figure 39
HAM US/E sp Oct 96
Inboard Spoiler Actuator

Page: 79
FLIGHT CONTROLS
B737-300/-400/-500
27-60
SPEED BRAKE LEVER ACTUATOR

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

- is mounted on the left ceiling area, in the lower nose compartment.
- is operated by the movement of the speed brake lever (armed)
- switches electrical power to the automatic speed brake system.
- is a signal to terminate (disarm) the autobrake operation, when its active, if the speed brake lever was restowed to the down detent position.
HAM US/E sp Oct 96
Page: 80
FLIGHT CONTROLS
B737-300/-400/-500
27-60
SPEED BRAKE
INDICATOR DETENT
PLATE
SEE B
B
DOWN
ARMED
SPEED BRAKE
CONTROL LEVER
SEE A
CONTROL
CABIN FLOOR
FLIGHT
DETENT
SPEED BRAKE
FORWARD DRUM
ROLLER
UP
ACTUATOR
SPEED BRAKE
LEVER ACTUATOR
A
ARMED
DETENT
MOUNTING
SCREWS
FWD
INBD
CAM ROLLER
LEVER ARM
CAM
CAM
FLIGHT
DETENT
FORWARD
DRUM
QUADRANT
SPEED BRAKE
ARMING SWITCH,
S276
A-A
Figure 40
HAM US/E sp Oct 96
Speed Brake Lever Actuator

Page: 81
B737-300/-400/-500
27-60
RTO SWITCH (S 650)

The RTO (rejected takeoff) - Switch (S 650)
- is located on the left side of the control stand.
- will be switched by movement of the thrust revers levers (48_ ) into the
reverse position.
- energizes the RTO - Relay (electronic compartment) to supply the automatic speed brake control module.
FLIGHT CONTROLS
HAM US/E sp Oct 96
Page: 82
FLIGHT CONTROLS
B737-300/-400/-500
27-60
SPEED
BRAKE
LEVER
LOCATION E+E COMPARTMENT

E 3-2
RTO - RELAY
ENGINE NO. 1
THRUST DRUM
CAM FOLLOWER
RTO SWITCH
SEE
ENGINE NO. 2
THRUST DRUM
CAM FOLLOWER
SPEED BRAKE
INDICATOR
PLATE
SPEED BRAKE
DOWN DETENT
SWITCH
ACTUATING
ARM
SPEED BRAKE
LEVER LIFTING
ARM
LIFTING
TAB
RTO
ACTUATION
SHAFT
(SPLINED)
THRUST DRUM
CABLE GUARDS
FWD
Figure 41
HAM US/E sp Oct 96
RTO Switch Location

Page: 83

FLIGHT CONTROLS
B737-300/-400/-500
27-60
AUTOMATIC SPEED BRAKE LEVER ACTUATOR

Power
Electrical power to activate the speed brake lever actuator is 28 volts dc from
Bus number 2 through a circuit breaker on P-6.
Control
When the speed brake lever is in the down detent no electrical power is provided to the lever actuator electrical circuit.
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
with both throttles retarded, power is applied to the raise side of the actuator
motor when the wheels spin up above 60 knots. A ground signal from air
/ground sensing will provide the same result in the absence of the wheelspeed
signal.
Electrical power can also be provided to the control circuit when the thrust reverse levers are moved to reverse by activating RTO switch S-650. During the
takeoff roll power is applied to the actuator motor only when wheelspeed is
above 60 knots.
Input/Output
The primary input to the electrical circuit in the auto speed brake module that
will power the speed brake lever actuator to raise the lever after arming is from
the anti skid system. A wheelspeed above 60 knots signal is required from one
wheel of each of these pairs; left inboard or right outboard and left outboard or
right inboard.
The alternate input to raise the lever is from the E11, landing gear logic shelf.
Both the air sensing relay and the ground sensing relay must be energized to
the ground mode. This alternate signal is removed 4 seconds after ground is
sensed.
The input to remove a raise signal and energize the lower side of the actuator
motor is from switches that are activated by advancing either throttle or depressing test pushbutton 3.
Output of the auto speed brake module is to the raise or lower contacts of the
lever actuator motor.
HAM US/E sp Oct 96
Operation
The pilot positions the speed brake lever to ARM prior to landing for automatic
speed brake operation. This resets K6 and K7, the air/ground relays inside the
auto speed brake module. After landing, wheelspeed signals from the antiskid
system or air/ground sensing causes the actuator to drive the lever to the UP
position. All spoiler panels respond to speed brake lever position.
The air/ground signal times out 4 seconds after ground is sensed.
The speed brakes are lowered and the actuator is reset by the pilot advancing
either throttle after rollout.
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 activates S-650. The actuator will raise the speed brakes if wheelspeed is above
60 knots.
Monitor
four blue lights on the front of the auto speed brake module are connected to
the four wheel speed relays (K1 through K4). The lights illuminate whenever
the respective relay is energized.
Page: 84
B737-300/-400/-500
27-60
FLIGHT CONTROLS
Figure 42
HAM US/E sp Oct 96
Automatic Speed Brake System

Page: 85
FLIGHT CONTROLS
B737-300/-400/-500
27-60
AUTOMATIC SPEED BRAKE INDICATION

Purpose
The speed brake indicating system monitors the automatic speed brake control
system for electrical failures.
Location
Two indicator lights are located on the center instrument panel, P2.
The lights are controlled by circuits inside the auto speed brake module
installed on the E3 rack in the Electronic Equipment Compartment. Three indicating system test switches are installed on the center instrument panel, P2.
A green SPEED BRAKE ARMED light illuminates to indicate no faults in the
automatic ground speed brake electrical system.
- No speed brake test button pushed
- and
- At least one (inboard or outboard) antiskid channel ON and operative
- and
- Speed brake lever actuator in lower position
- and
- Speed brake electrical circuitry ready to operate.
The amber SPEED BRAKE DO NOT ARM light illuminates when an electrical
failure is detected.
- Any speed brake test button pushed
- or
- Total antiskid OFF or inoperative
- or
- Speed brake lever actuator not in lower position
- or
- Speed brake electrical circuit malfunction.
HAM US/E sp Oct 96
Page: 86
FLIGHT CONTROLS
B737-300/-400/-500
27-60
SPEED BRAKE
(g)
ARMED
SPEED BRAKE
DO NOT ARM
(a)
Figure 43
HAM US/E sp Oct 96
Automatic Speed Brake Indication

Page: 87
FLIGHT CONTROLS
27-60
AUTOMATIC GROUND SPEED BRAKE OPERATION

Operation
Electrical power for the control circuit inside the auto speed brake module is 28
volts dc from bus 2 through the auto speed brake circuit breaker. The lights are
powered from the same circuit breaker through R87, auxiliary master dim relay.
Control
The indicating system is activated when the speed brake lever is moved to the
ARMED position. Inputs to the indicating system are from the lower contact of
the speed brake lever actuator, antiskid system failure monitoring and the auto
speed brake control circuitry. Output is to the green or amber light as appropriate. The lights are interlocked so that only one light can be illuminated at a
given time.
B737-300/-400/-500
Normal Sequence
The green SPEED BRAKE ARMED light illuminates whenever the speed brake
lever is moved to armed, at least one anti skid channel is on and operative, and
none of the monitored electrical failures exist.
The amber SPEED BRAKE DO NOT ARM light illuminates whenever the
speed brake lever is moved to armed and at least one of the following conditions are present:
- Speed brake lever actuator is not fully retracted to the speed brake lower
position.
- Both anti skid channels either off or inoperative
- Electrical power in the distribution (BUS) system. Most likely at the normally open contacts of K-1 and K-3.
- Ground available in the distribution (BUS) system. Most likely at the normally open contacts of K-2 and K-4.
HAM US/E sp Oct 96
Pilot response to an amber light is to return the speed brake lever to the down
detent and manually operate the speed brakes after landing. Operation of the
indicating system can be tested using the three pushbuttons on the center
panel. The speed brake lever must be moved to armed and a green light illuminated to conduct the test. Proper light response to depressing one of the pushbuttons is green light extinguishes and amber light illuminate. Release the
pushbutton and the lights return to normal.
Test switch 1 simulates a short to power failure of a wheel speed relay (K1 or
K3).
Test switch 2 simulates a short to ground failure of a wheelspeed relay (K2 or
K4).
Test switch 3 simulates a throttle advanced and applies power on the BUS.
Page: 88
B737-300/-400/-500
27-60
FLIGHT CONTROLS
LIGHT CIRCUIT
Figure 44
HAM US/E sp Oct 96
Automatic Speed Brake Circuit

Page: 89
FLIGHT CONTROLS
RUDDER & TAB
B737-300/-400/-500
27-20
27-20
RUDDER & TAB
INTRODUCTION
Purpose
The rudder provides yaw control of the airplane around the vertical axis.
System Description
A single conventional rudder without tab is powered by a main power control
unit supplied by hydraulic systems A and B. A separate power control unit supplied by the standby system provides backup power. Any one of the three hydraulic systems will provide effective rudder control. The powercontrol units
are actuated by cables operated from either the captains or first officers rudder
pedals. Rudder trim is accomplished by operating a trim control switch on the
aisle stand that inputs to the power control units via an electric actuator
mounted on the feel and centering mechanism.
HAM US/E sp Oct. 96
Page: 90
FLIGHT CONTROLS
RUDDER & TAB
B737-300/-400/-500
27-20
TORQUE
TUBE
RUDDER FEEL AND

CENTERING UNIT
RUDDER AFT
CONTROL
QUADRANT
SEE
CONTROL
STAND
RUDDER TRIM
KNOB
Figure 45
HAM US/E sp Oct. 96
Rudder & Tab Introduction

Page: 91
FLIGHT CONTROLS
RUDDER & TAB
B737-300/-400/-500
27-20
RUDDER SYSTEM
The rudder is mounted on the aft side of the vertical stabilizer. The power control units and aft control components are installed inside the vertical stabilizer,
forward of the rudder.
The rudder system is operated from the flight compartment by either the rudder
pedals or the rudder trim switch.
The rudder is operated by hydraulic power only. There is no manual reversion
capability. Normal operation is with both system A and system B applied to the
main power control unit. The standby system can be applied through the
standby power unit when it is selected. No more than two hydraulic systems
can power the rudder at a giver time.
Wind gust protection for the rudder is hydraulic dampening. Maximum rudder
travel is limited by actuator piston stroke.
System Interfaces
The rudder is also controlled by the yaw damper system to prevent dutch roll.
This system operates through the system B hydraulic control section of the
main power control unit. The yaw damper system operates independently of
the rudder control system and does not result in feedback at the rudder pedals.
The yaw damper system will be covered in the autoflight block of instruction.
General Operation
Control of the rudder is by either set of rudder pedals. They operate forward
quadrant assemblies which move cables to rotate a torque tube that drives 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.
HAM US/E May 97
Page: 92
FLIGHT CONTROLS
RUDDER & TAB
B737-300/-400/-500
27-20
RUDDER
STANDBY RUDDER ACTUATOR
STANDBY RUDDER
ACTUATOR
SEE B
RUDDER
POWER UNIT
RUDDER AFT
CONTROL
QUADRANT
STANDBY INPUT ROD
EXTERNAL
SUMMING LEVER
FEEL AND CENTERING

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

MECHANISM
FWD
RUDDER TRIM
ACTUATOR
RB
RA
Figure 46
HAM US/E May 97
RUDDER AFT
CONTROL QUADRANT
Rudder Control System

Page: 93

FLIGHT CONTROLS
RUDDER & TAB
B737-300/-400/-500
27-20
RUDDER SYSTEM PRESSURE REDUCER

General
To lessen the effects of large rudder deflections, a hydraulic rudder pressure
reducer in the A hydraulic system supply line to the main rudder PCU is
installed.
This will reduce available rudder authority by approx. 20 percent during those
phases of flight when large rudder deflections are not required. This reduced
authority will enhance safety by reducing the airplanes reaction to full rudder
inputs and allow the ailerons and spoilers to be more effective in counteracting
an excessive rudder input.
Together with the rudder pressure reducer, a new yaw damper coupler is
installed, too. Failure of the new yaw damper coupler results in the yaw damper
coupler to disengage.
Physical Description
The rudder pressure reducer is connected to the A system hydraulic line 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.
HAM US/E sp
Aug 00
Page: 94
FLIGHT CONTROLS
RUDDER & TAB
B737-300/-400/-500
27-20
STA
1104
FWD
NORMAL
POSITION
HIGH PRESSURE
POSITION
Figure 47
HAM US/E sp
Aug 00
Rudder Pressure Reducer

Page: 95
FLIGHT CONTROLS
RUDDER & TAB
B737-300/-400/-500
27-20
HAM US/E sp
Aug 00
Page: 96
B737-300/-400/-500
27-20
FLIGHT CONTROLS
RUDDER & TAB
Figure 48
HAM US/E sp
Aug 00
Rudder Pressure Reducer Circuit

Page: 97
FLIGHT CONTROLS
RUDDER & TAB
B737-300/-400/-500
27-20
RUDDER PEDAL ASSEMBLY

Purpose
The captain and first officer are each provided with a pair of rudder pedals used
for controlling the airplane about the vertical axis.
Location
The rudder pedals are located below the captains and first officers instrument
panels. Rudder pedal support and quadrant assemblies are in the lower nose
compartment.
Each pair of pedals consist of right and left pedals mounted on a shaft. The
pedal shaft is attached to the upper end of the pedal arm assembly. The lower
end of the pedal arm assembly is mounted on a support shaft attached to
structure below the floor.
Fore and aft movement of the pedals is transmitted by two pushrods to a jackshaft yoke. The rotary motion of the yoke is passed to the forward quadrant by
means of the jackshaft. Both sets of control pedals respond equally because
they are bussed together by means of a pushrod connecting the two jackshaft
assemblies.
Control
Each set of rudder pedals can be adjusted independently by means of a rudder
pedal adjust knob located on the instrument panel, forward of the control
wheel. The knob must be pulled aft to permit crank rotation.
Rotation of the crank operates a flexshaft to drive a jackscrew which moves the
yoke fore and aft. Rudder pedal adjustment crank and crank handle stops are
installed to prevent the rudder pedal adjustment screw from being backdriven
by heavy foot pressure applied simultaneously to both rudder pedals.
HAM US/E sp May 97
Page: 98
FLIGHT CONTROLS
RUDDER & TAB
B737-300/-400/-500
27-20
RUDDER
STANDBY RUDDER
ACTUATOR
RUDDER AFT
CONTROL
QUADRANT
RUDDER
POWER UNIT
FEEL AND CENTERING

MECHANISM
RUDDER
TRIM ACTUATOR
FORWARD
RIGGING
PIN HOLE
RUDDER PEDAL
ADJUSTMENT
CRANK
AFT RIGGING
PIN HOLE
FORWARD
QUADRANT
BUSROD
(TO FIRST
OFFICERS
PEDALS)
RUDDER PEDAL
ADJUSTMENT
SHAFT
RA RB
SEE A
RUDDER CONTROL
CABLES
CAPTAINS
RUDDER
PEDALS
PUSHROD TO NOSE
WHEEL STEERING
BRAKE PUSHROD
(TYPICAL)
RIGGING PIN HOLE
(R-1 ON CAPTAINS PEDAL ARM,
R-2 ON FIRST OFFICERS PEDAL ARM)
Figure 49
HAM US/E sp May 97
Rudder Pedal Assembly

Page: 99
FLIGHT CONTROLS
RUDDER & TAB
B737-300/-400/-500
27-20
AFT RUDDER CONTROL COMPONENTS

Purpose
Aft rudder control components transmit rudder pedal input to the hydraulic
power control units.
Location
The aft rudder control components are mounted in the vertical stabilizer forward of the power control units.
The aft control components consist of a cable quadrant and a torque tube that
provides a dual load path for rudder control linkage inputs. These cranks are
bolted to the tube. The lower crank is connected to the input rod from the aft
control quadrant and to the feel and centering mechanism. The center crank is
connected to the main rudder power control unit input linkage. The upper crank
is connected to the standby power control unit input linkage.
Operation
Rudder pedal input through cables actuates the aft control quadrant which 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.
HAM US/E sp May 97
Page: 100
FLIGHT CONTROLS
RUDDER & TAB
B737-300/-400/-500
27-20
STANDBY POWER
INPUT ROD
SEE
A
UPPER CRANK
TORQUE TUBE
TRIM AND FEEL ROD
CENTER CRANK
AFT QUADRANT
RUDDER POWER
CONTROL UNIT
INPUT ROD
LOWER CRANK
(BELL CRANK)
QUADRANT INPUT
ROD
CABLE RB
A
CABLE RA
Figure 50
HAM US/E sp May 97
Aft Rudder Control Components

Page: 101
FLIGHT CONTROLS
RUDDER & TAB
B737-300/-400/-500
27-20
MAIN RUDDER POWER CONTROL UNIT

Purpose
The main rudder power control unit moves the rudder right or left when actuated by rudder pedal input, rudder trim input, or yaw damper input and provides
wind gust snubbing when the airplane is parked.
Location
The unit is located in the vertical fin, The body is fixed to fin structure and the
piston head to the rudder.
The main power control unit is a single tandem actuator with two pistons on a
single rod. The unit contains two separate chambers for the two hydraulic systems, two bypass valves, and a dual control valve operated by an internal input
crank. The internal crank is operated by an external input crank that is 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.
Operation
Input from the rudder pedals or rudder trim causes the torque tube to drive an
input rod that positions the power unit input crank through the external summing lever. The external crank actuates the internal crank to position the control valve which ports hydraulic pressure to one side of the actuating pistons.
The piston strokes to position the rudder. The external summing lever is carried
by the piston to return the external crank to neutral and stop the 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
levers connected to the primary and secondary control valves. Pressure from
the transfer valve drives the yaw damper actuator to position the control valve
via the summing levers. Yaw damper is limited to 3_ left or right rudder movement.
Power
Normal operation of the main power control unit is by both hydraulic systems A
and B. Either system acting alone will provide full rudder control.
Control
Hydraulic power from an operating system opens a bypass valve and is delivered to the control valve. When a system is off the bypass valve is springloaded to bypass. Both sides of the piston are connected to either line from the
control valve to prevent a hydraulic lock.
HAM US/E sp May 97
Page: 102
FLIGHT CONTROLS
RUDDER & TAB
B737-300/-400/-500
27-20
TRANSFER
VALVE
CAGING
SPRING
YAW DAMPER
SHUTOFF VALVE
PRIMARY
VALVE
PB
ELECTRICAL
CONNECTOR
SECONDARY
VALVE
P
C
RB
TANDEM
ACTUATOR
C
R
YAW DAMPER
POSITION
TRANSMITTER
BYPASS
VALVE
COMPENSATOR
SPRING
SECONDARY
SUMMING
LEVER
COMPENSATOR
YAW DAMPER
ACTUATOR
PRIMARY
SUMMING
LEVER
RA
INPUT
SHAFT
Figure 51
HAM US/E sp May 97
INTERNAL
INPUT
CRANK
PA
THERMOSTATIC
VALVE OR PLUG
(OPTIONAL)(2 PLACES)
Main Rudder Power Unit

Page: 103
FLIGHT CONTROLS
RUDDER & TAB
B737-300/-400/-500
27-20
RUDDER FEEL AND CENTERING MECHANISM

Purpose
The rudder feel and centering mechanism provides artificial feel to the rudder
pedals, centers the rudder, and transmits trim inputs to the aft control components.
Location
The eel and centering unit is located below the rudder power unit in the vertical
fin.
The feel and centering unit consists of a support shaft, a feel and centering
crank, two frames, an arm and roller, a spring assembly, and a cam. The support shaft is bearing mounted on structure. The feet and centering crank is
fixed tc the support shaft and is connected through the trimand feel rod to the
lower crank on the torque tube. The two frames are bearing mounted on the
support shaft. The arm and roller and the spring assembly attach to and rotate
with the two frames. The cam is fixed to and rotates with the support shaft. The
rudder trim actuator is connected to the forward side of the two frames.
Operation
When the rudder pedals are displaced, the torque tube rotates causing offset of
the trim and feel rod and, in turn, rotation of the feel and centering crank, the
support shaft, and the cam. As the cam rotates, the arm and roller are displaced out of the detent position to compress the spring assembly and provide
artificial feel.
Rudder trim input through the rudder trim actuator rotates the two frames with
the arm and roller and spring assembly. The force of the spring assembly holds
the arm and roller in the cam detent and causes the cam to rotate. Rotation of
the cam causes subsequent motion of the support shaft, the feel and centering
crank, the trim and feel rod, the lower crank, and the torque tube. This causes
input to the rudder power unit to position the rudder and, at the same time, the
lower crank causes input to the rudder control system to position the rudder
pedals.
HAM US/E sp May 97
Page: 104
FLIGHT CONTROLS
RUDDER & TAB
B737-300/-400/-500
27-20
CONTROL ROD
RUDDER PEDAL (TYP)
AFT
QUADRANT
PILOTS
INPUT
FORWARD
QUADRANT
BUS ROD
FEEL AND
CENTERING
UNIT
TRIM ACTUATOR
TORQUE TUBE
LOWER CRANK
(BELL CRANK)
FIN STRUCTURE
Figure 52
HAM US/E sp May 97
Rudder Feel and Centering Mechanism

Page: 105
FLIGHT CONTROLS
RUDDER & TAB
B737-300/-400/-500
27-20
RUDDER TRIM CONTROL SYSTEM

RUDDER TRIM
INDICATOR
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 pilots 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.
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
KNOB
15
The Rudder Trim Indicator

- indicates the position of the RVDT of the actuator
S in units of trim.
- may be adjusted to the rudders neutral position by use of an adjustment
screw located at the rear of the indicator module.
Maintenance advice:
Rudder trim should only be used when the rudder PCU is supplied hydraulically
and the indicators electrical power supplied.
CONTROL
STAND
RUDDER TRIM
INDICATOR
10
RUDDER TRIM
5
0
5
LEFT
10
15
RIGHT
AILERON
NOSE
RIGHT
NOSE
LEFT
LEFT
WING
DOWN
RIGHT
WING
DOWN
R
U
D
D
E
R
RUDDER TRIM
KNOB
HAM US/E sp May 97
Page: 106
FLIGHT CONTROLS
RUDDER & TAB
B737-300/-400/-500
27-20
CONTROL ROD
FWD
FEEL AND
CENTERING CRANK
TORQUE TUBE
RIGGING
PIN HOLE
RUDDER TRIM
ACTUATOR
FEEL AND
CENTERING
UNIT
ARM AND
ROLLER
CENTERING
SPRING SHAFT
CAM ROLLER ARM

CRANK
RUDDER CONTROL
INPUT FROM QUADRANT
CAM ROLLER FIN

RUDDER
TRIM ACTUATOR
M1125 RUDDER TRIM

ACTUATOR
TORQUE
TUBE
Figure 53
HAM US/E sp May 97
FWD
Rudder Trim System

Page: 107
FLIGHT CONTROLS
RUDDER & TAB
B737-300/-400/-500
27-20
RUDDER TRIM
Power
The rudder trim actuator motor is powered by 115 volts ac from transfer bus.
The rudder trim indicating system is powered by 28 volts ac from transfer bus
1.
Control
Operation of the rudder trim switch actuates a pair of contacts. Control power
is applied through the upper set of contacts and the appropriate set of limit
switches to the motor and brake and to ground through the lower contacts. The
electromagnetic brake prevents actuator overrun and internal mechanical stops
prevent overtravel in case of limit switch malfunction.
Operation
Trim commands from the trim switch cause the actuator to extend or retract
which rotates the feel and centering mechanism. This drives the power unit
input rods to position the rudder to a new neutral if hydraulic power is available.
The pedals are positioned to a new neutral position corresponding to rudder
position.
Monitor
The rudder trim indicator is driven electrically by a rotary variable differential
transformer (RVDT) in the actuator. It is graduated up to 17 units left and right
to display up to the 16 maximum left and right rudder movement by the trim
system. Loss of power to the indicator causes a black tape to cover the pointer
and an off flag to appear at the left of the dial.
HAM US/E sp May 97
Page: 108
FLIGHT CONTROLS
RUDDER & TAB
B737-300/-400/-500
27-20
15
10
RUDDER TRIM
5
0
5
10
LEFT
AILERON
LEFT
WING
DOWN
15
RIGHT
NOSE
LEFT
NOSE
RIGHT
RIGHT
WING
DOWN
M159
28V AC
XFR BUS 1
115V AC
XFR BUS 1
RUDDER TRIM
INDICATOR
(P8)
C788
RUDDER TRIM
INDICATOR
C787
RUDDER TRIM
CONTROL
NOSE
RIGHT
NOSE
LEFT
P6-2 CIRCUIT BREAKER PANEL
M1126
AILERON AND
RUDDER TRIM
CONTROL MODULE (P8)
M1125
Figure 54
HAM US/E sp May 97
RUDDER TRIM
ACTUATOR
Rudder Trim Electrical Schematic

Page: 109
FLIGHT CONTROLS
RUDDER & TAB
B737-300/-400/-500
27-20

Purpose
The standby rudder actuator provides standby hydraulic pressure to operate
the rudder when either system A, system B, or both are not available.
Location
The standby rudder actuator is located above the main power control unit in the
vertical fin.
The actuator consists of a bypass valve, control valve, and the actuating cylinder. The piston rod is attached to fin structure and the opposite end of the actuator housing is attached to the rudder.
Power
The standby actuator is not normally powered. When selected by the A or B
flight control switches or automatic operation, the actuator is powered through
the standby rudder shutoff valve. At least one side of the main power control
unit is not powered when the standby actuator is powered. No more than two
hydraulic systems can be used to operate the rudder.
Control
Inputs form the rudder pedals or trim actuator are simultaneous to the main
power control unit and to the standby actuator. The bypass valve is in the bypass position when standby pressure is not available. This connects both piston chambers to the same port of the control valve to prevent a hydraulic lock.
Operation
When standby rudder operation is activated, standby pressure opens the 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.
HAM US/E sp May 97
Page: 110
FLIGHT CONTROLS
RUDDER & TAB
B737-300/-400/-500
27-20
INPUT CRANK SHAFT
CONTROL VALVE
STANDBY
ACTUATOR
SEE A
BYPASS VALVE
(PRESSURE ON
CONDITION)
RUDDER
ATTACH
POINT
FIN
ATTACH
POINT
B
FIN STRUCTURE
INPUT CRANK
A
STANDBY ACTUATOR
SEE B
TORQUE
TUBE
INPUT ROD
INDEX MARKS
INPUT CRANK
FWD
RUDDER
Figure 55
HAM US/E
US/E sp
sp May 97Jul 98
HAM
Standby Rudder Actuator

Page: 111
FLIGHT CONTROLS
RUDDER & TAB
B737-300/-400/-500
27-20
STANDBY RUDDER SHUTOFF VALVE

Purpose
The standby rudder shutoff valve controls hydraulic pressure to the standby
actuator.
Location
The valve is mounted in the standby module on the aft wall of the main gear
wheel well.
The valve is an electrically operated spool and sleeve contained in a cartridge
that fits into a cavity in the standby module. The electric motor is splined to a
cam which converts rotary motor action into linear spool action in the sleeve.
Power
The valve is electrically operated by 28 volts dc supplied by the battery bus.
Control
Operation of the standby rudder shutoff valve electrically is by either the Flight
Control A or B switches on the overhead panel. The valve is closed when both
switches are ON or OFF. Moving either to STBY RUD applies power to open
the valve and allow standby pressure to the standby rudder actuator.
The valve can also be opened automatically whenever low pressure is detected
at either flight control low pressure switch, the trailing edge flags are not up,
and the airplane is either in the air or on the ground with wheelspeed above 60
knots.
Monitor
The valve is equipped with a manual override lever and position indicator. The
lever is at position 1 when the valve is closed and position 2 when open. This
lever can be used to manually position the valve when electrical power is off.
HAM US/E sp May 97
Page: 112
FLIGHT CONTROLS
RUDDER & TAB
B737-300/-400/-500
27-20

SHUTOFF VALVE
LEADING EDGE
STANDBY
DRIVE SHUTOFF
VALVE
STANDBY RUDDER
ACTUATOR
SHUTOFF VALVE
STANDBY SYSTEM
MODULAR UNIT
AFT BULKHEAD MAIN

WHEEL WELL
Figure 56
HAM US/E sp May 97
Standby Rudder Shutoff Valve

Page: 113
FLIGHT CONTROLS
RUDDER & TAB
B737-300/-400/-500
27-20
RUDDER HYDRAULIC SYSTEM

Operation/Control Sequence
Control inputs to the rudder hydraulic power units are from either pilots 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 pilots 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.
HAM US/E sp May 97
Page: 114
FLIGHT CONTROLS
RUDDER & TAB
B737-300/-400/-500
27-20
STANDBY
MODULAR
PACKAGE
RUDDER
STANDBY
POWER
UNIT
M
TO
ELEVATOR
SYSTEM
TO STANDBY
RESERVOIR
FLT CONTROL
A
B
FROM
STANDBY
PUMP
PS
RUDDER STANDBY SYSTEM SCHEMATIC
STANDBY
HYD
STDBY
RUD
OFF
STDBY
RUD
OFF
LOW
PRESSURE
UP
LOW
LOW
PRESSURE PRESSURE
OFF
ON
ON
HYDRAULIC FUSE
(NOT ON ALL
AIRPLANES)
RUDDER
POWER
UNIT
B SYSTEM
PRESSURE
TO
OUTBOARD
SPOILERS
ARM DOWN
OFF
R
B
CHECK VALVE
(NOT ON ALL
AIRPLANES)
TO
INBOARD
SPOILERS
OFF
OFF
R
A
A SYSTEM
PRESSURE
ALTERNATE FLAPS
SPOILER
A
B
P
B
LOW
QUANTITY
B ON
A ON
P
A
PS
TO
AILERON
POWER
UNIT A
TO
AILERON
POWER
UNIT B
PS
FEEL DIFF
PRESS
SPEED TRIM
FAIL
YAW DAMPER
YAW
DAMPER
MACH TRIM
FAIL
A SYSTEM
MODULAR
PACKAGE
AUTO SLAT
FAIL
OFF
ON
PILOTS OVERHEAD PANEL
TO A
SYSTEM
RETURN
COMPENSATOR
Figure 57
HAM US/E sp May 97
HYDRAULIC ISOLATION
SHUTOFF VALVES
MODULE
FROM
AILERON
POWER
UNIT A
B SYSTEM
MODULAR
PACKAGE
FROM
AILERON
POWER
UNIT B
COMPENSATOR
TO B
SYSTEM
RETURN
Rudder Hydraulic Schematic

Page: 115
FLIGHT CONTROLS
ELEVATOR & TAB
B737-300/-400/-500
27-30
27-30
ELEVATOR & TAB
ELEVATOR SYSTEM INTRODUCTION

Purpose
The elevator system provides primary pitch control about the airplane lateral
axis.
System Description
Two elevators are hinged to the aft end of the left and right horizontal stabilizer
sections. The elevators are powered by two independent hydraulic systems in
response to either control column inputs or the autopilot. In the event of dual
hydraulic failure, a manual reversion mode allows the elevators to be driven
directly through a mechanical control system.
Three balance panels and a balance tab on each elevator reduce air loads to
assist elevator movement, particularly during manual reversion mode. Artificial
hydraulic feel is provided at the control column.
HAM US/E sp May 97
Page: 116
B737-300/-400/-500
27-30
FLIGHT CONTROLS
ELEVATOR & TAB
Figure 58
HAM US/E sp May 97
Elevator and Tab System Introduction

Page: 117
FLIGHT COPNTROLS
ELEVATOR & TAB
B737-300/-400/-500
27-30
ELEVATOR CONTROL SYSTEM

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.
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.
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.
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.
HAM
HAM US/E
US/E sp
sp May 97Jul 98
Page: 118
FLIGHT COPNTROLS
ELEVATOR & TAB
B737-300/-400/-500
27-30
SEE
AUTOPILOT
B ACTUATOR
ELEVATOR TAB
ELEVATOR
OUTPUT
TORQUE TUBE
NEUTRAL
SHIFT SENSOR
EA
EB
MACH TRIM
ACTUATOR
AUTOPILOT
A ACTUATOR
ELEVATOR
ELEVATOR
A PCU
ELEVATOR FEEL
AND CENTERING UNIT
ELEVATOR
B PCU
STABILIZER
POSITION SENSOR
INPUT TORQUE TUBE

ELEVATOR FORWARD
CONTROL QUADRANT
ELEVATOR AFT
CONTROL QUADRANTS
FWD
Figure 59
HAM US/E sp May 97
ELEVATOR
POSITION SENSOR
Elevator Control System

Page: 119
FLIGHT COPNTROLS
ELEVATOR & TAB
B737-300/-400/-500
27-30
ELEVATOR FORWARD CONTROL QUADRANTS

Purpose
The elevator forward control quadrants are installed to transmit pilot input from
the control columns to the aft elevator control components through cables.
Location
The forward quadrants are suspended from the column connecting torque tube,
adjacent to the bottom of each control column, in the lower nose compartment.
Physical Description/Feature
The elevator forward control quadrants are aluminum alloy forgings. A control
column balance weight is attached to each quadrant. The elevator control
cables are located in grooves along the lower surface of the quadrants. Each
cable is secured at the quadrant. Elevator up cables (EB) run directly aft. Elevator down cables (EA) start forward, run through turnaround pulleys and proceed aft.
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.
HAM US/E sp May 97
Page: 120
FLIGHT COPNTROLS
ELEVATOR & TAB
B737-300/-400/-500
27-30
MICROPHONE SWITCH
MEMORY
DEVICE
CONTROL
WHEEL
AUTOPILOT
DISENGAGE
SWITCH
STABILIZER TRIM
CONTROL SWITCH
CAPTAINS
CONTROL
COLUMN
STALL WARNING
CONTROL COLUMN
SHAKER
WIRE
HARNESS
CABIN FLOOR
FIRST OFFICERS
CONTROL COLUMN
DUST COVER
ELEVATOR FORWARD
CONTROL QUADRANT
QUADRANT
TORQUE TUBE
ELEVATOR FORWARD
CONTROL QUADRANT
WEIGHT BLOCKS
CONTROL CABLE EA
CONTROL CABLE EB
AUTOPILOT
PITCH
TRANSDUCER
Figure 60
HAM US/E sp May 97
Elevator Forward Control Quadrants

Page: 121
FLIGHT CONTROLS
ELEVATOR & TAB
B737-300/-400/-500
27-30
INPUT TORQUE TUBE

Purpose
The elevator control input torque tube transmits inputs from the pilots, autopilot,
mach trim, or neutral shift to the hydraulic power control units. It also transmits
the reaction from the feel and centering unit to the control columns.
ELEVATOR POWER CONTROL UNITS

Purpose
Two elevator power control units provide actuation of the elevators in response
to inputs from the control columns, autopilot actuators, mach trim, or neutral
shift.
Location
The input torque tube is the lower of the two torque tubes in the empennage.
Location
The control units are mounted vertically in the empennage above the aft elevator control quadrant torque tube.
Elevator aft control quadrants, consisting of four individual segments, are
mounted on the input torque tube. The two upper segments are connected to
the elevator up cables (EB) and the lower segments to the elevator down
cables (EA). Cranks on the input torque tube provide input to the hydraulic
power control unit and the feel and centering mechanism.
The upper mounting terminals of the housing attach to lugs on the output
torque tube which is directly linked by pushrods to each elevator. The piston
rod is attached to structure. Elevator power control units are identical to the
aileron power control units.
Operation
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 hydraulic rower control unit and to the feel and centering unit. The power control units
stroke on their pistons to position the elevators and the feel and centering unit
provides artificial feel at the column.
Neutral shift or mach trim input rotates the entire feel and centering unit. This
rotates the input torque tube resulting in an input to the hydraulic actuators and
back through the cables to both control columns.
HAM US/E sp May 97
Power
The two control units operate independently from separate hydraulic systems,
the left unit from hydraulic system A pressure and the right unit from hydraulic
system B pressure.
Operation
Forward or aft movement of the control columns rotates the input torque tube
and actuates the power control unit input crank. This displaces the main control
valve slide and directs hydraulic pressure to the main actuator piston. The
power control unit body extends or retracts and positions the elevator. Movement of the power control unit returns the input crank to neutral and closes the
main control valve, which stops the elevator at the desired position.
The summed output of the two autopilot actuators is applied to a crank on the
input torque tube. This causes an input to the power control units as previously
described for a pilot input.
Page: 122
FLIGHT CONTROLS
ELEVATOR & TAB
B737-300/-400/-500
27-30
FLEXIBLE
HYDRAULIC
LINES
OUTPUT
TORQUE
TUBE
POWER
CONTROL
UNIT
SEE
POWER
CONTROL
UNIT
SEE
UPPER
MOUNTING
BOLT
INPUT
CRANK
CLEVIS
B
ELECTRICAL
CONNECTOR
SLEEVE
LOWER MOUNTING
INPUT ROD
BOLT
INPUT TORQUE TUBE
MOUNTING
BRACKET
FWD
FWD
RIG PIN
E-5
Figure 61
HAM US/E sp May 97
Elevator Input Torque Tube and Power Control Units

Page: 123
FLIGHT CONTROLS
ELEVATOR & TAB
B737-300/-400/-500
27-30
OUTPUT TORQUE TUBE

Purpose
The elevator output torque assembly is provided to transmit the motion of the
power control units to the elevators.
Location
The output torque tube is the upper of the two torque tubes mounted in the empennage.
The elevator power control units are at!ached to an output torque tube. This is
a dual torque tube system, with the inner torque tube made up of two half
tubes. The two half tubes are bolted to the outer tube at the middle, therefore,
input from either or both power control units will always result in an equal output to both elevators during normal operating function.
The secondary pickup provides for a redundant output to the elevator if an inner torque tube should break.
HAM US/E sp May 97
Page: 124
B737-300/-400/-500
27-30
FLIGHT CONTROLS
ELEVATOR & TAB
Figure 62
HAM US/E sp May 97
Elevator Output Torque Tube

Page: 125
FLIGHT CONTROLS
ELEVATOR & TAB
B737-300/-400/-500
27-30
ELEVATOR TAB CONTROL MECHANISM

Purpose
A tab control mechanism is installed for each elevator to position the tab in the
direction opposite to elevator movement.
Location
The mechanisms are located inside the horizontal stabilizer elevator balance
bays, aft of the stabilizer rear spar.
Each tab control mechanism consists of a pushrod and bellcrank assembly.
The bellcrank is attached at the forward end to the inside upper surface structure of the stabilizer and hinged to the elevator front spar. Pushrods inside the
elevator connect the crank and tab.
Control
The elevator tab functions as a balance tab at all times. Elevator movement
causes the pushrods to drive the tab in the opposite direction by an amount in
proportion to elevator travel.
Material
Tab control rods are made either from aluminum or titanium. However, each
pair of tab control rod has to consist of the same material.
HAM US/E sp May 97
Page: 126
FLIGHT CONTROLS
ELEVATOR & TAB
B737-300/-400/-500
27-30
SEE
Figure 63
HAM US/E sp May 97
Elevator Tab Control

Page: 127
B737-300/-400/-500
27-30
ELEVATOR BALANCE PANELS

The Balance Panels (3)
- are mounted between the structure of the Elevators and the structure of
the stabilizer.
- are used during manual reversion
- are accessible through a panel.
- carry the Balance Weights for the tab balancing.
FLIGHT CONTROLS
ELEVATOR & TAB
HAM US/E sp May 97
Page: 128
FLIGHT CONTROLS
ELEVATOR & TAB
B737-300/-400/-500
27-30
IDLER
HINGE
SEAL
ELEVATOR NOSE
IDLER HINGE
STABILIZER
TRAILING
EDGE RIB
SEE A
BULB SEAL
STABILIZER
SUPPORT BEAM
BALANCE PANEL
FLAT SEAL
ELEVATOR (REF)
AFT MOUNTING
BOLTS
HINGE SEAL
FORWARD MOUNTING
BOLTS
FWD
INBD
STABILIZER ACCESS
PANEL (REF)
STABILIZER
REAR SPAR
ELEVATOR
NOSE
VENT GAP
IDLER
HINGE
HINGE
SEAL
Figure 64
HAM US/E sp May 97
BALANCE HINGE
BALANCE WEIGHT SEAL
PANEL
ELEVATOR TAB
ADJUST WEIGHTS
(INSTALLED IN ELEVATOR
NOSE IN BALANCE BAY NO. 2
AS REQUIRED
Elevator Balance Panel

Page: 129
FLIGHT CONTROLS
ELEVATOR & TAB
B737-300/-400/-500
27-30
ELEVATOR FEEL COMPUTER

Purpose
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.
HAM US/E sp May 97
Page: 130
FLIGHT CONTROLS
ELEVATOR & TAB
B737-300/-400/-500
27-30
FEEL
COMPUTER
PITOT
PROBE
STABILIZER INPUT
PITOT
LINE
FEEL COMPUTER
SEE
DRAIN
PLUG
DRAIN LINE
PITOT
LINE
FWD
Figure 65
HAM US/E sp May 97
Elevator Feel Computer Location

Page: 131
FLIGHT CONTROLS
ELEVATOR & TAB
B737-300/-400/-500
27-30
ELEVATOR FEEL COMPUTER SCHEMATIC

Input/Output
Inputs to the feel computer are hydraulic system A and hydraulic system B
pressures, pitot pressure, static pressure, and a stabilizer position mechanical
input. Pitot pressures are directed to each system from individual pitot tubes on
the vertical stabilizer. The outputs from the feel computer are two controlled
hydraulic pressures to a dual feel actuator mounted on the feel and centering
unit. The two output pressures are not additive. The highest of the two 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.
HAM
HAM US/E
US/E sp
sp May 97Jul 98
Page: 132
FLIGHT CONTROLS
ELEVATOR & TAB
B737-300/-400/-500
27-30
NEUTRAL SHIFT
MECHANISM
MACH TRIM
ACTUATOR
CENTERING
LINKAGE
STABILIZER
CENTERING
CAM
ELEVATOR
FEEL AND
CENTERING
UNIT
SYSTEM A
RETURN
SYSTEM B RETURN
DUAL FEEL
ACTUATOR
PITOT PORT
STATIC PORT
Q DIAPHRAM
DROOP SPRING
from Flight Control Module
STABILIZER
ACTUATED
CAM
PRESSURE PORT
SYSTEM B
RETURN PORT
RELIEF VALVE
FORCE BALANCE
VALVE
PRESSURE PORT
RETURN PORT
CONTROL
COLUMN
MACH TRIM SWITCH 2

MUST SENSE TRAILING
EDGE FLAPS FULL UP
FOR GROUND TO BE
AVAILABLE
FORWARD
CONTROL
QUADRANT
SYSTEM A
FEEL COMPUTER
FEEL DIFFERENTIAL
WARNING LIGHT - P5
2
2
TE FLAPS
UP
PRESSURE
DIFFERENTIAL
SWITCH
MACH TRIM 1
SWITCH 2
MAIN WHEEL
WELL
TE FLAPS
NOT UP
CONTROL CABLES EB
MASTER DIM AND TEST
AFT CONTROL
QUADRANT
STRUCTURAL PIVOT
CONTROL CABLES EA
Figure 66
HAM US/E sp May 97
Elevator Feel Computer Schematic

Page: 133
FLIGHT CONTROLS
ELEVATOR & TAB
B737-300/-400/-500
27-30
ELEVATOR FEEL AND CENTERING UNIT

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

The unit consists of a centering cam and roller assembly, centering linkage,
and an externally mounted dual feel actuator. The feel actuator receives hydraulic inputs from the feel computer that act on pistons within separate chambers of the free-floating actuator case. A rod from one piston attaches to the
feel and centering unit case. A rod from opposing piston attaches to the centering cam and roller assembly by means of a linkage.
Operation
Control column input rotates the cam against the spring-loaded roller. This
causes a reaction through the centering linkage against the highest pressure at
the feel actuator. The reaction force is felt at the control column. The feel and
centering unit neutral position changes as stabilizer attitude varies. Changes in
stabilizer attitude are transmitted through the neutral shift mechanism to rotate
the feel and centering unit about the lateral axis. The cam follows the roller
causing an input to the power control units and the control columns.
A mach trim actuator is mounted on top of the feel and centering unit. The actuator rod is linked to the horizontal stabilizer through the neutral shift mechanism and functions as part of the neutral shift mechanism except when 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 inputs to
the elevator system.
HAM
HAM US/E
US/E sp
sp May 97Jul 98
Page: 134
FLIGHT CONTROLS
ELEVATOR & TAB
B737-300/-400/-500
27-30
AUTOPILOT
B ACTUATOR
OUTPUT
TORQUE
TUBE
NEUTRAL
SHIFT
SENSOR
MACH TRIM
ACTUATOR
AUTOPILOT
A ACTUATOR
ELEVATOR
A PCU
FEEL AND
CENTERING UNIT
ELEVATOR
B PCU
STABILIZER
POSITION SENSOR
INPUT TORQUE TUBE

AFT CONTROL QUADRANTS
FWD
RIG PIN E-5
Figure 67
HAM US/E sp May 97
Elevator Feel and Centering Unit

Page: 135
FLIGHT CONTROLS
ELEVATOR & TAB
B737-300/-400/-500
27-30
ELEVATOR HYDRAULIC SYSTEM

Normal Operation
The elevators are normally operated by system A and system B hydraulic
power. Hydraulic pressure to the power control units, feel computer, and autopilot actuators is applied through the flight control shutoff valves in tee main
gear wheel well. These valves are electrically operated by their respective
switches on the overhead panel. The power control units position the elevators.
Elevator feel forces are provided by the dual feel actuator mounted on the feel
and centering unit. The actuator is provided pressure controlled by airspeed,
modified by stabilizer position. One hydraulic system is capable of sustaining
normal elevator control.
Backup Operation
A manual reversion mode allows full elevator control by mechanical means with
both hydraulic systems off.
HAM US/E sp May 97
Page: 136
FLIGHT CONTROLS
ELEVATOR & TAB
B737-300/-400/-500
27-30
ELEVATOR DUAL
FEEL ACTUATOR
DIFFERENTIAL
PRESSURE SWITCH
FEEL COMPUTER
TO RUDDER
POWER UNIT
TO RUDDER
POWER UNIT
ELEVATOR POWER
CONTROL UNITS
A SYSTEM
PRESSURE
B SYSTEM
PRESSURE
TO
INBOARD
SPOILERS
TO
OUTBOARD
SPOILERS
PS
TO
AILERON
POWER
UNIT A
TO
AILERON
POWER
UNIT B
PS
HYDRAULIC
ISOLATION
VALVES
TO A
SYSTEM
RETURN
FROM
AILERON
POWER
UNIT A
Figure 68
HAM US/E sp May 97
FROM
AILERON
POWER
UNIT B
TO B
SYSTEM
RETURN
Elevator Hydraulic Schematic

Page: 137
FLIGHT CONTROLS
ELEVATOR & TAB
B737-300/-400/-500
27-30
HYDRAULIC ISOLATION VALVES

Purpose
Manually operated isolation valves provide a means of isolating the elevator
power control units, the elevator feel computer, and the rudder power unit for
ground leakage and flow tests.
Location
A modular assembly consisting of six hydraulic isolation valves is mounted on
the right side of the fuselage, inside the stabilizer compartment, aft of the rear
pressure bulkhead.
An isolation valve is installed in each of the system A and system B hydraulic
lines to the feel computer, the elevator power unit and tab actuator, and the
rudder power unit. A placard adjacent to each valve identifies the system 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.
HAM US/E sp May 97
Page: 138
FLIGHT CONTROLS
ELEVATOR & TAB
B737-300/-400/-500
27-30
ISOLATION VALVES
MODULE
LOCKING
BAR
N0. 6
ELEVATOR
RIGHT PCU and A/P
TAIL COMPARTMENT
SYSTEM B
N0. 5
RUDDER
and YAW DAMPER

FEEL COMPUTER N0. 4
N0. 3
ELEVATOR
LEFT PCU and A/P
SYSTEM A
N0. 2
RUDDER
FEEL COMPUTER N0. 1

VALVES
(POSITIONED
OPEN)
FWD
Figure 69
HAM US/E sp May 97
Hydraulic Isolation Valves

Page: 139

FLIGHT CONTROLS
ELEVATOR & TAB
B737-300/-400/-500
27-32
27-32
STALL WARNING SYSTEM
STALL WARNING INTRODUCTION

GENERAL
Two stall warning systems alert the pilots of an approaching stall condition.
The warning is accomplished by vibrating the pilots control columns. This
warning is also used if airspeed falls too low.
Each stall warning system operates independently and includes an angle of
airflow sensor, a flap position transmitter, a digital stall warning computer, a
self-test switch, and a control column shaker.
The angle of airflow (AOA) sensor detects the airplane angle of attack and the
flap position transmitter senses the position of the trailing edge flaps.
These signals are passed to the stall warning computer along with information
about airplane flight status. At predetermined combinations of flap position and
airplane angle of attack, the computer outputs a stall warning signal to activate
the control column shaker.
The point at which the warning occurs is also influenced by:
S engine speed,
S airspeed, and any
S asymmetry between leading edge position and the flap selection.
The stall warning computers provide information to the ground proximity 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 (DFDA MRU).
Two different types of Stall Warning Computers are listed in the AMM:
S CONFIG 1 : DSWC (Digital Stall Warning Computer), operating in the older
types of aircrafts,
S CONFIG 2 : SMC (Stall Management Computer), operating in the newer
types of aircrafts.
Both types are identical in their stall warning calculation, but the CONFIG 2
additional contains the Autoslat-Function, so there is no need for a separate
Autoslat Computer.
The SMC is able to operate as a DSWC but not vice versa.
HAM US/F Bo May 97
Page: 140
FLIGHT CONTROLS
ELEVATOR & TAB
B737-300/-400/-500
27-32
Stall Warning Test Module
AOA Sensor left
N1
EADI
N2
Stall Warning Comp. #1

Flap Position XMTR right
Figure 70
HAM US/F Bo May 97
Stall Management
Computer #1
Stall Warning Introduction

Page: 141
FLIGHT CONTROLS
ELEVATOR & TAB
B737-300/-400/-500
27-32
HAM US/F Bo May 97
Page: 142
FLIGHT CONTROLS
ELEVATOR & TAB
B737-300/-400/-500
27-32
Figure 71
HAM US/F Bo May 97
Stall Warning Component Location

Page: 143
FLIGHT CONTROLS
ELEVATOR & TAB
B737-300/-400/-500
27-32
GENERAL DESCRIPTION
Inputs
The following signals are linked to the stall warning computers:
S Angle of attack from the on-side AOA Sensor,
S Flap position from the off-side Flap Position Transmitter,
S N1 revolution from the on-side N1 Indicator,
S N2 revolution from the off-side N2 Indicator.
S Air/GND Relays,
S Takeoff/Go Around from thrust levers
S Asymmetry signal from Leading Edge Indication Module,
S ADC,
S IRS and
S FMC
Outputs
Several different airplane flight conditions can cause the stall warning computer
to activate the control column shaker. The shaker will be activated by whichever condition gives the earliest warning of an approaching stall.
The stall warning computers also provide information to the
S GPWS, ground proximity warning computer for wind shear warning,
S Electronic Flight Instrument System (EFIS) for pitch limit and speed tape
display functions,
S and to the digital flight data acquisition unit (DFDA MRU).
Test
An Operational Test may be started from the overhead panel separately for
each System.
HAM US/F Bo May 97
Page: 144
FLIGHT CONTROLS
ELEVATOR & TAB
B737-300/-400/-500
27-32
STAL
L
WARNING
/
COMPUTER
STALL
MANAGEMENT
COMPUTER
left AOA
STAL
L
WARNING
/
STALL
MANAGEMENT
left N1 Ind.
COMPUTER
#1
right N2 Ind.
right Flap Pos. XMTR

STALL WARNING
ASYM MODE
LE FLAPS LE FLAPS
TRANSIT
EXT A
A
Figure 72
HAM US/F Bo May 97
to System #2
from System #2
Stall Warning System Block Diagram

Page: 145
FLIGHT CONTROLS
ELEVATOR & TAB
B737-300/-400/-500
27-32
OUTPUT SIGNALS
In addition to activating the control column shaker, the stall warning computer
provides information to other airplane flight systems.
Ground Proximity Warning
The stall warning computer transmits angle of attack and flap position data to
the ground proximity warning computer (GPWC) to assist the GPWC in computing a wind shear warning.
Pitch Limit
An airplane pitch limit is calculated by the stall warning computer from data received from the IRU, the DADC, and the AOA sensor. This pitch limit information is transmitted to the EFIS where it is displayed on the pilots electronic attitude director indicators.
Speed Tape
Information for the speed tape display of the electronic attitude director indicator (EADI) is computed in the stall warning computer from data received from
the IRU, the DADC, the FMC, the flap position transmitter, and the AOA sensor. The control column shaker activation speed and minimum operating airspeed are included in the speed tape display.
The speed tape display is activated when connectors D8489P and D8489J on
the E2-3 electronics shelf are connected.
Digital Flight Data Acquisition Unit

Information from the stall warning computer is transmitted to the digital flight
data acquisition unit so that it may be recorded.
HAM US/F Bo May 97
Page: 146
B737-300/-400/-500
27-32
FLIGHT CONTROLS
ELEVATOR & TAB
Figure 73
HAM US/F Bo May 97
Output Signals
Page: 147
FLIGHT CONTROLS
ELEVATOR & TAB
B737-300/-400/-500
27-32
ADJUSTMENT /TEST
Additional to the normal Operational Test (activating from the cockpit) and the
BITE Test (activating at the computer), the AMM contains the following sequences:
CONFIG 1
S System Performance Test
S Landing Gear Relay Test
S Asymmetry Mode Test
S High Thrust Mode Test
S Speed Floor Test
S Speed Tape and Pitch Limit Test.
CONFIG 2
S SMC Discrete Input Test
S SMC ARINC Input Test
S SMC 1 AOA Sensor Input Test
S SMC 2 AOA Sensor Input Test
S SMC Flap Position Input Test
S SMC Engine Tachometer Inputs Test
S SMC to EFIS Interface Test
S SMC Asymmetry Mode Test.
OPERATIONAL TEST (CONFIDENCE TEST)

Test in short form:
S Push and hold the STALL WARNING TEST No.1 (2) switch on the stall
warning test module (P5 overhead panel).
S Make sure that captains (first officers) control column shaker operates.
S Release the switch.
S Make sure that the shaker stops.
ADVICE:
Some important checks for the AOA-Sensor will be found in chapter 27-32-11
/601 (Inspection /Check) of the AMM .
HAM US/F Bo May 97
Page: 148
FLIGHT CONTROLS
ELEVATOR & TAB
B737-300/-400/-500
27-32
SENSORS
CONFIG 1
STALL WARNING AC
STALL WARNING DC
STALL WARNING
ASYM MODE
LEADING EDGE
MODULE
DSWC
CONFIG 2
SENSORS
SMC
SNSR EXC AC
(open)
SMC
CMPTR DC
STALL WARNING
ASYM MODE
LEADING EDGE
MODULE
AUTO SLAT DC
SMC
Figure 74
HAM US/F Bo May 97
Operational Test
Page: 149
FLIGHT CONTROLS
ELEVATOR & TAB
B737-300/-400/-500
27-32
BITE TEST OF DSWC (CONFIG 1)

Preparation for the Test
S Open CBs for
- AUTOSLAT System,
- STALL WARN ASYM MODE
S Put a value for gross weight in the FMC.
BITE Test
S Erase the stall warning computer fault memory:
- Push and hold the START BITE switch on the front of stall warning computer.
- Make sure that all lights on the computer come on for 2 to 4 seconds.
- Look to see if one or more lights stay on after 4 seconds.
IF A LIGHT STAYS ON AFTER 4 SECONDS, THE COMPUTER MEMORY HOLDS A FAILURE FOR THE FUNCTION. THE LIGHT WILL GO OFF AFTER APPROXIMATELY 25 SECONDS.
- When one or more lights starts to flash after 10 to 20 seconds, release
the START BITE switch. The memory is now clear.
S Do a BITE test for stall warning computer:
- Push and hold the START BITE switch on the front of stall warning computer.
- Make sure that all lights on the computer come on for 2 to 4 seconds.
- Release the START BITE switch.
- Look to see if one or more lights stays on after 4 seconds.
NOTE:
NOTE:
IF A LIGHT STAYS ON AFTER 4 SECONDS, THE COMPUTER MEMORY HOLDS A REAL-TIME FAILURE FOR
THE FUNCTION.
HAM US/F Bo May 97
Page: 150
B737-300/-400/-500
27-32
FLIGHT CONTROLS
ELEVATOR & TAB
DSWC
Figure 75
HAM US/F Bo May 97
BITE Test (config. 1)

Page: 151

FLIGHT CONTROLS
ELEVATOR & TAB
B737-300/-400/-500
27-32
BITE TEST OF SMC (CONFIG 2)

General
You will use the buttons on the front of the stall management computer (SMC)
to do a BITE test and to monitor the inputs to the SMCs.
The SMC will allow entry into BITE only when one or more of these conditions
exist:
- Engines OFF (N1 < 15%, N2 < 50%).
- Airspeed < 60 knots AND flaps fully retracted.
BITE Control and Display
S The maintenance control panel on the front of the SMC has two 8-character
displays and 6 buttons for fault isolation and for checks during ground maintenance.
- The ON/OFF button activates and deactivates the BITE feature. All buttons on the SMC are normally inactive until the ON/OFF button is
pushed to activate BITE.
- The MENU button displays the current menu at any point in BITE.
- The up and down button errors are used to sequence through the items
under each menu.
- If a button is held down, approximately 4 items/options per second will
be shown in sequence.
- The up-sequence ends by releasing the button or at the end of the menu
with display showing BEGIN OF LIST or END OF LIST.
- The YES and NO buttons are pushed to answer a menu option.
- If the NO button is held down, options will be shown in sequence at
approximately 4 options per second.
S To enter BITE, push the ON/OFF button. A BITE entry test will automatically
be performed by the SMC.
- If the entry test fails, the display will show TEST FAIL momentarily, followed by nn FAULTS, where nn is the number of faults detected during the
entry test.
- The display will show the first fault. Other faults (if they exist) will be
shown as the down button is pushed repeatedly.
HAM US/F Bo May 97
- If the entry passes, the display will show SYS OK. Push the menu button
to access the options of the main menu. These are the main menu options:
A. PRESENT FAULTS ?
- PRESENT FAULTS provides the continuous updated (real time) status
of interface signals.
B. SELF TEST ?
- The SELF TEST option run a test of the SMC LRU itself.
During the test, the display shows TEST IN PROGRESS, followed by
either SMC LRU OK or SMC LRU FAIL. For a failed test , after SMC
LRU FAIL shows momentarily, nn FAULT shows, then DISP FAULT ?
shows. If you answer YES to DISP FAULTS ? the display shows a list of
faults internal to the SMC.
C. FAULT HISTORY ?
- FAULT HISTORY shows any faults detected by SMC during the previous
flight leg.
D. GROUND TEST ?
- GROUND TEST allows testing and trouble shooting of system inputs on
the ground. System inputs are listed under one of three menu options :
S DISCRETE INPUTS ?
S ARINC TEST ?
S SENSOR TEST ?
E. SYSTEM CONFIG ?
S The SYSTEM CONFIG option gives information on the airplane
model and airplane configuration for which the SMC is currently programmed.
F. CLR AND RETEST ?
- The CLEAR AND RETEST option allows the operator to clear any twoflight transition faults in the SMC RAM.
Page: 152
FLIGHT CONTROLS
ELEVATOR & TAB
B737-300/-400/-500
27-32
BUTTON ON SMC
MAINTENANCE
CONTROL PANEL
ON/
OFF
DISPLAY ON SMC
MAINTENANCE
CONTROL PANEL
BITE INSTRUCTIONS
TEST IN
PROGRESS
TEST PASS TEST FAIL
SYSTEM
OK
TEST
FAIL
SMC MAINTENANCE
CONTROL PANEL
TO TEST FAIL
MENU
PRESENT
FAULTS?
YES
TO PRESENT FAULTS MENU
YES
TO SELF TEST MENU
NO
SELF
TEST?
MENU
ON/
OFF
YES
NO
NO
FAULT
HISTORY?
YES
TO FAULT HISTORY MENU
YES
TO GROUND TEST MENU
NO
GROUND
TEST?
STALL MANAGEMENT
COMPUTER
NO
PART NO. 65-52822

SYSTEM
CONFIG?
YES
TO SYSTEM CONFIG MENU

SERIAL NO.
BOEING
NO
CLR AND
RETEST?
NO
YES
TO CLR AND RETEST MENU
____ TO EXIT FROM ANY POINT IN

NOTE:
SMC BITE, PRESS THE
ON/OFF BUTTON.
Figure 76
HAM US/F Bo May 97
BITE Test (config. 2)

Page: 153
FLIGHT CONTROLS
B737-300/-400/-500
27-40
27-40
TRIM CONTROL SYSTEM INTRODUCTION

Purpose
The horizontal stabilizer trim control system provides longitudinal trim of the
airplane by varying the angle of attack of the horizontal stabilizer.
System Description
The horizontal stabilizer assembly consists of a left and right section attached
to a center section. The center section is connected to a jackscrew assembly
that drives the stabilizer. The jackscrew is operated by either of two electric
actuators (main electric or autopilot) or manually by cables. The cable system
also operates trim position indicators, adjacent to the trim wheels on the control
stand, to provide continuous indication of Stabilizer position.
The stabilizer jackscrew, aft drum, and both electric actuators are located in a
compartment forward of the stabilizer. A forward cable drum assembly and a
column switching module are located in the lower nose compartment. Manual
trim wheels, main electric trim switches, and position indicators for each pilot
are located in the flight compartment.

The maximum travel limit of the stabilizer is 17 units. The position indication
scale is calibrated from 0 to 17 units with 3 units the neutral position. This 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.
HAM US/E sp May 97
Page: 154
FLIGHT CONTROLS
B737-300/-400/-500
27-40
JACKSCREW WITH
BALLNUT
GEARBOX AND
ACTUATORS
HORIZONTAL
STABILIZER
POSITION INDICATOR AND

MANUAL CONTROL MECHANISM
Figure 77
HAM US/E sp May 97
Stabilizer Trim Control System Location

Page: 155
FLIGHT CONTROLS
27-40
STABILIZER TRIM CONTROL SCHEMATIC
General Operation
The horizontal stabilizer is operated three ways and in this order of priority:
- Manual - trim wheels on the control stand.
- Main Electric - thumb switches on both control wheels.
- Autopilot - pitch channel or speed trim system.
Normal stabilizer operation is electrical by either the autopilot, main electric 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:
B737-300/-400/-500
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.
HAM US/E sp May 97
Page: 156
B737-300/-400/-500
27-40
FLIGHT CONTROLS
Figure 78
HAM US/E sp May 97
Stabilizer System Schematic

Page: 157
FLIGHT CONTROLS
B737-300/-400/-500
27-40
STABILIZER FORWARD CONTROL MECHANISM
COLUMN SWITCHING MODULE
Purpose
The stabilizer forward control mechanism provides the means of manual control for the stabilizer in the event of electrical malfunction.
Purpose
The column switching module provides the capability to stop electric operation
of the stabilizer when the control column is moved in the direction opposing
stabilizer movement.
Location
The forward control mechanism extends from a stabilizer trim wheel on each
side of the control stand to a forward trim mechanism in the lower nose
compartment.
The stabilizer trim wheels and a sprocket are splined to a control wheel shaft
that extends through the control stand. Rotation of the stabilizer trim wheels
transmits motion to the forward trim mechanism sprocket by a chain assembly.
The forward trim mechanism sprocket drives the forward cable drum which is
connected by cables to an aft cable drum on the stabilizer jackscrew and gearbox assembly.
Location
The module is located in the lower nose compartment on the right side beneath
the first officers position.
Physical Description / Feature
The column switching module contains relays and switches that are in the stabilizer trim electric circuits between both the main electric actuator and the autopilot actuator and their respective control components. A mechanical linkage
to operate the switches is connected to the torque tube that interconnects both
elevator quadrants.
Operation
Manual control is accomplished by rotating either trim wheel on the control
stand. Operation of the forward control mechanism drives the jackscrew and
gearbox assembly via the cables to position the stabilizer. During electrical operation of the stabilizer the jackscrew and gearbox assembly drives the forward
control mechanism, through the cables, to provide stabilizer position indication
and rotate the trim wheels.
Monitor
A stabilizer position indicator provides continuous indication of stabilizer trim.
Operation of the forward control mechanism drives a jackshaft through a 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.
The forward cable drum assembly is mounted in a housing which is attached to
structure by one horizontal and two vertical suspension points. Turnbuckles at
these suspension points can be adjusted to align the forward mechanism and
obtain proper chain and cable tension.
HAM US/E sp May 97
Page: 158
FLIGHT CONTROLS
B737-300/-400/-500
27-40
STABILIZER TRIM
CONTROL SWITCH
COLUMN ACTUATED
CUTOUT SWITCH
OVERRIDE
(CONTROL STAND)
STAB TRIM
CAB DOOR
CAB DOOR
UNLOCKED
A
(COLUMN SWITCHING MODULE)
APL
NOSE
DOWN
STABILIZER
POSITION
INDICATOR
OVERRIDE
NORM
STABILIZER TRIM
CONTROL SWITCH
STABILIZER
TRIM WHEEL
5
ELEVATOR
TORQUE TUBE
TAKE-OFF
CG-% MAC
30 20 10
STABILIZER
TRIM
CONTROL COLUMN
10
COLUMN ACTUATED
CUTOUT SWITCH
15
APL
NOSE
UP
INDICATOR FLEXIBLE SHAFT
AFT SUPPORT LINK
STB CABLE 1
CHAIN
ASSEMBLY
STA CABLE
FORWARD
CABLE DRUM
FORWARD
SUPPORT
LINK
1
APPROXIMATLEY 4-1/2 WRAPS

OF STB CABLE FROM TOP OF
DRUM AND 28-1/2 WRAPS OF
STA CABLE FROM BOTTOM OF
DRUM WITH STABILIZER
POSITIONED AT FULL AIRPLANE
NOSEDOWN
FORWARD TRIM
MECHANISM
SPROCKET
TURNBUCKLE
Figure 79
HAM US/E sp May 97
FORWARD TRIM
MECHANISM
GEAR HOUSING
Stabilizer Forward Control Mechanism

Page: 159
FLIGHT CONTROLS
B737-300/-400/-500
27-40
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 pilots control
wheel switches. Autopilot control of the stabilizer is through the autopilot actuator.
HAM US/E sp May 97
Page: 160
FLIGHT CONTROLS
B737-300/-400/-500
27-40
SAFETY ROD
JACKSCREW
BALLNUT
STABILIZER
STRUCTURE
GREASE
FITTING
UPPER GIMBAL
GEARBOX
ELECTRIC
ACTUATOR
(NORMAL)
LOWER STOP
(UPPER STOP NOT
SHOWN BUT EQUIVALENT)
UMBRELLA ASSEMBLY
COVER PLATE
AUTOPILOT
ACTUATOR
LOWER
GIMBAL
STB CABLE
STA CABLE
FWD
GEARBOX
CABLE DRUM
Figure 80
HAM US/E sp May 97

Page: 161
FLIGHT CONTROLS
B737-300/-400/-500
27-40
HAM US/E sp May 97
Page: 162
FLIGHT CONTROLS
B737-300/-400/-500
27-40
SAFETY ROD
JACKSCREW
BALL NUT
STABILIZER
STRUCTURE
UPPER GIMBAL
PRIMARY
STABILIZER
TRIM ACTUATOR
GREASE FITTING
LOWER STOP
(UPPER STOP NOT SHOWN
BUT EQUIVALENT)
GEARBOX
UMBRELLA ASSEMBLY
COVER PLATE
LOWER
GIMBAL
ACTUATOR
COVER
STB CABLE
FWD
STA CABLE
Figure 81
HAM US/E sp May 97
GEARBOX
CABLE DRUM

Page: 163
FLIGHT CONTROLS
B737-300/-400/-500
27-40
STABILIZER JACKSCREW AND GEARBOX DIAGRAM

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.
Operation
When the main electric actuator is energized, a uni-directional motor drives the
trim input servo gear in the direction of the engaged magnetic clutch. The
clutch drive gear drives the drive gear shaft through the engagement of the upper clutch member and the spring-loaded lower clutch member. The drive gear
powers the jackscrew through the brake unlock gear. Because the lower clutch
member is splined to the cable drum, the drum rotates to operate the position
indicator and trim wheels.
The autopilot motor operates in the same manner described for the main electric actuator through the autopilot trim servo input gear.
Manual input from the trim wheels causes the lower clutch member to cam
down against the spring and disconnects the shaft from the clutch drive gear.
This effectively disconnects both electric actuators.
HAM US/E sp May 97
Page: 164
FLIGHT CONTROLS
B737-300/-400/-500
27-40
ELECTRO
MAGNETIC
CLUTCH
JACKSCREW
AUXILIARY
BRAKE
ASSEMBLY
SAFETY
ROD
MOTOR
SEE
BRAKE
UNLOCK
GEAR
RATCHET
PAWL
DRIVE
GEAR
CLUTCH
DRIVE
GEAR
REDUCTION
GEAR
PRIMARY
BRAKES
TORQUE
LIMITER
CLUTCH
SHOE
BRAKE ARM
UPPER CLUTCH
MEMBER
TRIM SERVO
INPUT GEAR
LOWER CLUTCH
MEMBER
BRAKE
UNLOCK
GEAR
RELEASE CAM AND

ROLLER ASSEMBLY
(4 PLACES)
JACKSCREW
A
CLUTCH SPRING
BRAKE DRUM
CABLE DRUM
Figure 82
HAM US/E sp May 97
AUTOPILOT
TRIM SERVO
INPUT GEAR
Stabilizer Jackscrew and Gearbox

Page: 165
FLIGHT CONTROLS
B737-300/-400/-500
27-40
STABILIZER TRIM LIMIT SWITCHES

Purpose
Four stabilizer trim limit switches limit the up and down travel of the horizontal
stabilizer leading edge during either main electric or autopilot operation.
Location
The four cam operated microswitches are mounted in a vertical row on 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.
HAM US/E sp May 97
Page: 166
FLIGHT CONTROLS
B737-300/-400/-500
27-40
STAB TAKEOFF WARNING
SWITCH (S546)
(REF 31-26-24)
STAB AUTOPILOT AND

ELEC ACTUATOR LIMIT
SWITCH (S145)
STAB ELEC ACTUATOR

LIMIT SWITCH (S844)
SWITCH
MOUNTING
BRACKETS
LIMIT SWITCHES
(AIRPLANE NOSE DOWN)
CAM
LIMIT SWITCHES
(AIRPLANE NOSE UP)
STAB TAKEOFF
WARNING
SWITCH (S132)
(REF 31-26-24)
FWD
Figure 83
HAM US/E sp May 97
STAB ELEC ACTUATOR

LIMIT SWITCH (S115)
STAB AUTOPILOT LIMIT

SWITCH (S144)
Stabilizer Trim Switches Location

Page: 167

FLIGHT CONTROLS
B737-300/-400/-500
27-40
MAIN ELECTRIC ACTUATOR OPERATION

Operation
Normal control and operation of stabilizer trim is accomplished with electrical
power. Control power for the relays, the electromagnetic clutches is 28-volts
dc. The actuating power for the stabilizer trim motor is 115-volt, three-phase
ac.
When the three-phase power source has the correct phase sequence, assuring correct direction of motor rotation, the phase sequence relay contacts will
be closed. The clutch and relay control circuits are ready for normal electrical
operation only when the main electric trim cutout switch is at the NORMAL
position.
With power supplied and the trim cutout switch at the NORMAL position, the
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
to the motor for normal operation.
The actuation of either trim control switch will switch control power to energize
the trim control relay and the appropriate electromagnetic clutch.
This action connects three-phase power to the motor, which rotates in one
direction only, and engages the clutch which controls the direction of actuator
drive. With the electrical trim motor actuating the jackscrew, the trim wheels will
be turned and the trim indicators positioned through the manual system as the
manual system is driven from the cable drum on the jackscrew gearbox.
The trim actuator will continue to drive the jackscrew in the direction selected
until the trim control switch is released, the limit switch is actuated, or the cutout switch is positioned to CUTOUT. Limit switch actuation interrupts power to
the clutch which disengages the motor. The motor will not be de-energized by
limit switch actuation.
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.
HAM US/E sp May 97
Normal Sequence
When either pilot actuates his control wheel switches, control power is applied
to the circuit through the column switching module and cutout switch. The selected directional clutch is energized through the respective limit switch. The
stab trim control relay is energized through the phase sequence relay. The motor is driven by ac power to move the stabilizer in the selected direction at the
speed determined by flap position. The limit switch opens and stops stabilizer
movement when the preset travel limit is reached.
CAUTION:
CAUTION: DO NOT EXCEED MAIN ELECTRIC ACTUATOR

DUTY CYCLE OF 2 MINUTES ON AND 13 MINUTES OFF.
Backup Operation
The stabilizer is operated manually by the pilots trim wheels when electric operation is not possible. The cutout switch is actuated to CUTOUT to remove
electric power from the circuit and prevent motor operation, when required.
The switches inside the module provide a path for electric power between the
two actuators and their control components when the control column is in the
neutral range. When the control column is moved out of the neutral range,
switches in the module open the electrical circuit to both actuators in the direction opposite of column movement. Relays and another set of switches allow
the actuators to operate the stabilizer in the same direction as column movement.
A switch on the control stand, when positioned to OVERRIDE, provides a path
for electric power to bypass the column switching module. The stabilizer can
then be electrically operated in both directions regardless of column position.
Page: 168
FLIGHT CONTROLS
B737-300/-400/-500
27-40
LOW SPEED
115V AC
HI
SPEED
STAB TRIM
ACTUATOR
STAB TRIM
SAFETY
RELAY R66
STAB TRIM
CONTROL
RELAY R64
PHASE SEQ
RELAY R63
SPEED
CHANGE
RELAY
28V DC
STAB TRIM
CONTROL
STABILIZER TRIM SHIELD
NOSE UP
NOSE DN
STAB TRIM SW S135
NOT UP
STAB ELEC ACT
LIMIT APL NOSE UP
S115
NOSE UP
CLUTCH
NORMAL
COLUMN OVERRIDE SWITCH S847
NOT DOWN
STAB ELEC ACT
LIMIT APL NOSE DOWN
FLAPS UP
S844
RIGHT WHEEL COLUMN

COLUMN
AFT
NOSE UP
NOSE DN
CLUTCH
NOT DOWN
STAB ELEC ACT
APL NOSE UP
S145
CUTOUT
NOSE DN
STAB TRIM SW S134
LEFT WHEEL COLUMN
STAB TRIM CUTOUT

SWITCH S272
COLUMN
FWD
STAB TRIM ACTUATOR M222
FLAPS UP
RELAY R335
CONTROL STAND
COLUMN ACTUATED CUTOUT SWITCH M1201
FLAPS NOT UP
S245
1
AIRPLANES WITH FLAPS UP RELAY
ALL EXCEPT
FLAPS NOT
UP S245
Figure 84
HAM US/E sp May 97
Stabilizer Trim Control Circuit

Page: 169

FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
27-50
FLAPS
TRAILING EDGE FLAPS INTRODUCTION

Purpose
The trailing edge flap system is installed to provide additional lift during takeoff
and landing by increasing the camber of the wing.
System Interfaces
Leading edge flaps and slats on each wing operate in conjunction with the trailing edge flaps to provide increased lift.
System Description
The trailing edge flap system consists of an inboard and an outboard assembly
on each wing that are each composed of three mechanically linked segments
which extend and separate to form a triple for added lift. A hydraulic motor
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.
General Operation
Normal operation of the trailing edge flaps is system B hydraulic power control
led by the flap lever. Alternate operation is by an electric motor controlled by
two switches on the overhead pane!.

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.
HAM US/E sp May 97
Page: 170
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
FLAP CONTROL
LEVER
WFB CABLE
RIGHT ANGLE
GEARBOX
FLAP CONTROL
UNIT
WFA CABLE
ANGLE GEARBOX
FLAP POSITION
TRANSMITTER
INBOARD
TRAILING
EDGE FLAP
OUTBOARD FLAP
TRACK FAIRINGS
OUTBOARD
TRAILING
EDGE FLAP
FLAP POWER
UNIT
Figure 85
HAM US/E sp May 97
Trailing Edge Flap System

Page: 171
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
FLAP LEVER
Purpose
The flap control lever provides the pilots a means of regulating the position of
the trailing edge flaps using hydraulic power.
Location
The flap control lever is located on the upper right side of the control stand.
The lever assembly consists of a spring loaded telescoping handle that rotates
a cable drum around a shaft in the control stand. The lever rotates around a
quadrant which has detents at the flap positions, graduated in units. The lever
is spring-loaded to lock in each detent.
Operation
Lifting the lever releases the lock and allows rotation. The quadrant contains
gates at the 1 and 15 unit detents which prevent inadvertent lever movement
past these detent positions.
S Position 1 to check flap position for one engine inoperative go-around
S Position 15 - to check flap position for normal go - around.
The lever must be lowered into the detent and passed under the gate before
further rotation can occur.
The flap control lever rotates the cable drum to actuate cables which position a
flap control quadrant above the right wheel well.
HAM US/E sp May 97
Page: 172
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
FLAP CONTROL LEVER

FLAP QUADRANT
CONTROL STAND
FWD
Figure 86
HAM US/E sp May 97
Flap Lever
Page: 173
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
FLAP CONTROL UNIT

Purpose
The flap control unit is installed to contain the flap control valves and
associated mechanical linkages that regulate hydraulic operation of the flaps.
Location
The flap control unit is mounted on the right wheel well ceiling near the aft bulkhead.
Monitor
Actual trailing edge flap position is monitored by seven cam operated switches
on the flap control unit actuated by the follow-up system. These include alternate drive limit switches, a takeoff warning switch, a landing warning switch,
leading edge indication switch, a mach trim switch, and a stall warning switch.
Individual switch operation will be discussed when the specific circuit is 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.
HAM US/E sp May 97
Page: 174
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
FLAP CONTROL
QUADRANT
CABLE TENSION
SWITCH
SEE A
INPUT SHAFT
FOLLOW-UP SHAFT
FOLLOW-UP DRUM
FLAP 10-DEGREE
SWITCH S584
WFFA CABLE
BELLCRANK
CAM ROLLER
WFFB CABLE
TE FLAP
CONTROL VALVE
FLAPS UP LIMIT
SWITCH S245
STALL WARNING S856
FLAPS DOWN LIMIT
SWITCH S246
TAKEOFF WARNING
SWITCH S130
CAM
ROLLER
LANDING
WARNING
SWITCH
S138
FLAP LOAD LIMITER

SOLENOID VALVE
MACH TRIM
SWITCH S290
TE FLAP CONTROL
VALVE LINK
LE FLAP
CONTROL VALVE
SWITCH
SENSED BAR
(MAGNET)
SUPPORT
SPRING
A
LEVER
SUPPORT
Figure 87
HAM US/E sp May 97
Flap Control Unit

Page: 175
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
FLAP POWER UNIT

Purpose
The flap power unit transfers mechanical energy from the flap hydraulic motor
or alternate drive electric motor to the trailing edge flap drive system.
Location
The flap power unit is mounted in the center of the aft wall of the main gear
wheel well.
The flap power unit is an aluminum housing containing the gearing necessary
to drive the output shaft and the follow-up system. The flap hydraulic motor
and the alternate drive electric motor are mounted on the power unit.
Operation
During normal flap system operation, power from the hydraulic motor is transmitted through a pinion gear to a reduction gear splined to the output shaft.
During flap alternate drive operation, power from the electric motor is transmitted through a second pinion gear to the same reduction gear. The reduction
gear drives the flap torque tube drive through the output shaft.
Both motors operate the same worm gear and worm wheel to drive the follow-up drum which is connected by cables to the flap control unit follow-up
drum.
DURING GROUND OPERATION, DO NOT OPERATE THE
FLAP ALTERNATE DRIVE UNIT MORE THAN 4 MINUTES
OPERATION AND 25 MINUTES OFF. YOU CAN CAUSE
DAMAGE TO THE FLAP ALTERNATE DRIVE UNIT.
CAUTION:
HAM
HAM US/E
US/E sp
sp May 97Jul 98
Page: 176
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
HYDRAULIC MOTOR
SEE
SHAFT
SHAFT RETAINER
FLAP
POWER
UNIT
FWD
A
ALTERNATE ELECTRIC
DRIVE UNIT
Figure 88
HAM US/E sp May 97
Flap Power Unit

Page: 177
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
FLAP HYDRAULIC DRIVE SYSTEM

Purpose
A reversible hydraulic motor attached to the flap power unit drives the flap system during normal operation.
Location
The hydraulic motor drive shaft mates with the power unit input shaft. It is on
the aft wall of the main gear wheel well.
The nine cylinder piston-type motor converts hydraulic pressure to mechanical
energy. Two hydraulic lines from the flap control valve connect to inlet ports on
the motor. A case drain line connecting the motor to the hydraulic fluid return
system through a check valve allows lubrication of the motor.
Power
The hydraulic motor is powered by System B, available at the control valve,
through a priority valve and a flow limiter. The flow limiter controls the speed of
flap movement by regulating fluid flow to the motor at 9.0 to 10.5 gpm.
The priority valve stops fluid flow to the flap hydraulic motor when B system
demand causes a pressure drop below 2400 psi at the valve. This would most
likely occur when the landing gear was retracted after takeoff with the left engine hydraulic pump inoperative.
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.
The operating speed of the trailing edge flaps is controlled by a flow limiting
valve installed in the pressure line to the flap control valve.
A priority valve stops fluid flow to the hydraulic motor when B system demand
causes pressure to drop below 2400 psi at the valve. A motor operated bypass
valve in the 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.
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.
HAM US/E sp May 97
Page: 178
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
FOLLOW UP
CAM FOLLOWER
Figure 89
HAM US/E sp May 97
Flap Hydraulic Drive Schematic

Page: 179
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
FLAP LOAD LIMITER

Purpose
The flap load limiter system protects the trailing edge flaps against excessive
airloads
Location
A solenoid operated secondary valve slide is incorporated in the trailing edge
flap control valve. The solenoid is mounted on the valve.
The load limiter system consists of the solenoid valve, two flap lever actuated
40 unit switches and two airspeed switches (or two printed circuit boards 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.
HAM US/E sp May 97
Page: 180
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
FLAP LEVER
40 UNIT SWITCHES (2)
Figure 90
HAM US/E sp May 97
Flap Load Limiter Component Location

Page: 181
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
FLAP LOAD LIMITER (CONFIG. 1)

Control
The load limiter system automatically retracts the flaps from 40 to 30 units
when airspeed exceeds a range of 152 to 162 knots. Power is applied to the
load limiter solenoid valve thru two separate airspeed switches and two 40 unit
flap lever switches. The load limiter system operates only when hydraulic
power is available.
Operation
The flap 40 unit switches are actuated by a cam when the flap control lever is
moved to the 40 unit position. Electric power is 28 volts dc from bus 2. When
the airspeed switches senses an airspeed in excess of a range of 152 to 162
knots, the hydraulic solenoid valve attached to the trailing edge flap control
valve is energized. Energizing the solenoid valve positions the trailing edge flap
control valve to the 30-unit position, allowing pressurized fluid to flow to the
hydraulic motor. As airspeed decreases to below a range of 147 to 157 knots,
the solenoid valve is de-energized, the control valve is positioned to the
40-unit position, and the flaps extend to 40 units. The flap load relief light
comes on when the flap load limiter system is operating the flaps.
BITE
A three position FLAP LOAD LIMITER test switch and a green test light are
located on a panel mounted on the inboard forward stanchion of the E2 rack.
The switch is powered through the ground position of the R277 air/ground
sense relay contact.
Moving the switch to SYSTEM TEST energizes the solenoid through the flap
lever 40 unit switches. The flaps are observed to move from 40 units to 30
units.
Moving the switch to SWITCH TEST checks the airspeed switches in the low
position. Electric power is applied through the low position of the airspeed
switches and the flap lever switches not in the 40 unit position and turns on the
green light.
HAM US/E sp Jul 97
Page: 182
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
28V DC BUS 2
AIRSPEED
160 KT
MASTER
DIM
A
FLAP
FLAP LOAD
LOAD RELIEF
RELIEF LIGHT
P2 CENTER INSTRUMENT
P6-2
PANEL L814
FLAP LOAD LIMIT

AIRSPEED SWITCH S560
AIRSPEED
160 KT
AIR
FLAP LOAD RELIEF LIGHT
SW TEST
RELAY R161
(KEYWAY)
GND
M338 LANDING GEAR MOD
FLAP LOAD LIMIT
AIRSPEED SWITCH S562
DC
NC
FLAP LOAD
NO
TEST SW
SYS TEST
SOLENOID VALVE V94
NC
C
LIMITER
FLAP LOAD LIMITER
C
NO
DC
FLAP
FLAP
HANDLE
HANDLE
LOAD LIMITER
40 S564
40
TEST LT L558
S566
AIRPLANES WITH AIRSPEED SWITCHES
Figure 91
HAM US/E sp Jul 97
Flap Load Limiter System Circuit (config. 1)

Page: 183
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
FLAP LOAD LIMITER (CONFIG 2)

Control
The load limiter system automatically retracts the flaps from 40 to 30 units
when airspeed exceeds a range of 152 to 162 knots. Power is applied to the
load limiter solenoid valve thru two separate ARINC 429 receiver switch cards
and two 40 unit flap lever switches. The load limiter system operates only when
hydraulic power is available.
Operation
The flap 40 unit switches are actuated by a cam when the flap control lever is
moved to the 40 unit position. Electric power is 28 volts dc from bus 2.
When the airspeed function in excess of a range of 152 to 162 knots was
derived (via ADC no.1), the hydraulic solenoid valve attached to the trailing
edge flap control valve is energized. Energizing the solenoid valve positions
the trailing edge flap control valve to the 30-unit position, allowing pressurized
fluid to flow to the hydraulic motor.
As airspeed decreases to below a range of 147 to 157 knots, the solenoid
valve is de-energized, the control valve is positioned to the 40-unit position,
and the flaps extend to 40 units. The flap load relief light comes on when the
flap load limiter system is operating the flaps.
BITE
A FLAP LOAD LIMITER test pushbutton and a green test light are located on a
panel mounted on the inboard forward stanchion of the E2 rack. The 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.
HAM US/E sp Jul 97
Page: 184
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
28V DC BUS 2
PC BOARD
MASTER
(POWER SUPPLY
DIM
A
FOR ARINC
FLAP
429
LOAD RELIEF
RECEIVER)
FLAP LOAD
RELIEF LIGHT
P6-2
M1452
P2 CENTER INSTRUMENT
PANEL L814
PC BOARD
(ARINC
429
RECEIVER)
AIR
GND
M1453
FLAP LOAD LIMITER
SOLENOID VALVE V94
SQUAT RELAY
NO
FLAP LOAD
DC
E11 LANDING GEAR LOGIC SHELF
R277 GND SENSING
LIMITER
NC
TEST SW
NC
SYS TEST
NC
C
NO
C
NO
DC
FLAP
FLAP
HANDLE
HANDLE
LOAD LIMITER
40 S564
40 S566
TEST LT L558
AIRPLANES WITH ARINC 429 RECEIVER
Figure 92
HAM US/E sp Jul 97
Flap Load Limiter System Circuit (config. 2)

Page: 185
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
FLAP TRANSMISSION INSTALLATION

Purpose
The flap transmission assembly converts flap torque tube rotation into linear
motion to extend or retract the trailing edge flaps.
Location
The transmission assemblies are mounted on the flap tracks just aft of the
landing gear support beam and the wing rear spar.
The flap drive system contains eight transmission assemblies, numbered from
left to right, 1 through 8. Each transmission assembly is enclosed in a flap track
fairing and consists of a transmission gearbox, a universal joint, and a ball nut
and jack screw actuator.
Each transmission gearbox incorporates a torque limiter; two springs wound
together, bevel gears and input and output shafts inside a housing. If a flap
jams, excessive torque on the screw actuator will cause the springs to expand
and bind against the housing. Excessive torque is absorbed by the torque 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.
HAM US/E sp Jul 97
Page: 186
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
FWD
INBD
NO-BACK BRAKE
(inboard gearboxes only)
TORQUE LIMITERS
(each transmission)
ANGLE GEARBOX
NO. 3
ANGLE GEARBOX
NO. 4
NO. 5
NO. 6
NO. 7
NO. 2
FLAP POWER UNIT
GEARBOX
INBD
MIDFLAP
NO. 1
RIGHT ANGLE GEARBOX
NO. 8
INBD
MIDFLAP
RIGHT FLAP
RIGHT ANGLE GEARBOX
(REVERSE TURNIG DIRECTION)
TRANSMISSION ASSEMBLY
(8 PLACES)
OUTBOARD MIDFLAP
OUTBOARD MIDFLAP
Figure 93
HAM US/E sp Jul 97
Flap Transmission Schematic

Page: 187
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
HAM US/E sp Jul 97
Page: 188
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
SEE
TORQUE TUBE
UNIVERSAL JOINT
OUTBOARD mid flap
FLAP TRACK
TORQUE LIMITER HOUSING
TRANSMISSION GEARBOX
BALL NUT AND

SCREW ACTUATOR
FWD
INBD
Figure 94
HAM US/E sp Jul 97
Flap Transmission Assembly

Page: 189
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
OUTBOARD MID FLAP DRIVE MECHANISM

Purpose
The mid flap drive mechanism positions each flap section by positioning the
mid flap.
Two flap tracks, curved forged steel beams mounted on the lower surface of
the wing, are installed for each flap segment. The flap is supported by flap 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.
HAM US/E sp Jul 97
Page: 190
B737-300/-400/-500
27-50
FLIGHT CONTROLS
FLAPS
Figure 95
HAM US/E sp Jul 97
Outboard Mid Flap Drive Mechanism

Page: 191
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
OUTBOARD FORE FLAP DRIVE MECHANISM

Purpose
The foreflap drive mechanism is installed to separate the foreflap from the mid
flap during extension.
Three curved support beams extend through the foreflap lower surface and
connect to three foreflap tracks. The tracks ride on roller bearing mounted to
mid flap structure.
Operation
As the mid flap extends the foreflap toggle assemblies ride on the mid flap 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.
HAM US/E sp Jul 97
Page: 192
B737-300/-400/-500
27-50
FLIGHT CONTROLS
FLAPS
Figure 96
HAM US/E sp Jul 97
Outboard Fore Flap Drive Mechanism

Page: 193
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
OUTBOARD FLAP FAIRING DRIVE

Purpose
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.
HAM US/E sp Jul 97
Page: 194
B737-300/-400/-500
27-50
FLIGHT CONTROLS
FLAPS
Figure 97
HAM US/E sp Jul 97
Outboard Flap Fairing Drive

Page: 195
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
OUTBOARD AFT FLAP DRIVE

Purpose
The outboard aft flap drive separates the aft flap from the mid flap based on
mid flap position.
A bellcrank is mounted on and pivots about the fairing support arm. A pushrod
connects one end of the bellcrank to the aft flap. A roller on the other end rides
in a cam track in the center of the fairing.
Operation
As the fairing pivots in response to carriage movement on the track, the 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.
HAM US/E sp Jul 97
Page: 196
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
OUTBOARD
FOREFLAP
OUTBOARD
MIDFLAP
FOREFLAP
SEQUENCING
CARRIAGE
FLAP TRACK
FORWARD
FAIRING
FOREFLAP
MIDFLAP TRACK
OUTBOARD
OUTBOARD
TRACK FAIRING AFTFLAP
SEE
INBOARD FLAP
TRACK FAIRING
MIDFLAP CARRIAGE
MIDFLAP
FLAP TRACK
FAIRING SUPPORT ARM
AFTFLAP PUSHROD
BELLCRANK
AFTFLAP
BELLCRANK
CAM TRACK
A
FAIRING
CAM TRACK
FLAP TRACK
AFT FAIRING
Figure 98
HAM US/E sp Jul 97
Outboard Aft Flap Drive

Page: 197
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
INBOARD MID FLAP DRIVE MECHANISM

Purpose
The inboard mid flap drive mechanism positions each of the three flap sections
by positioning the midflap.
The mid flap is supported by two flap carriages which ride on main flap tracks.
A tubular support at each end of the mid flap attach it to the carriage. Another
tubular support at each end of the fore flap attach it to the toggle assembly. A
cam track in which the forflap toggle assembly rides is attached to the carriage.
Operation
The operation of the inboard mid flap drive mechanism is the same as that 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.
HAM US/E sp Jul 97
Page: 198
B737-300/-400/-500
27-50
FLIGHT CONTROLS
FLAPS
Figure 99
HAM US/E sp Jul 97
Inboard Mid Flap Drive Mechanism

Page: 199
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
INBOARD AFT FLAP DRIVE MECHANISM

Purpose
The inboard aft flap drive mechanism separates the aft flap from the midflap as
programmed by mid flap position.
Location
The inboard aft flap drive mechanism is located at the inboard side of the flap
and inside the mid flap.
The aft flap drive mechanism consists of a cable drum with cam slot, a 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 over the
cable support fitting and attaches to the cable drum inside the midflap. A cam
follower on the inboard bellcrank rides in the cable drum cam slot. The slave
bellcrank is connected to the inboard bellcrank by two cables. Both bellcranks
are connected to the aft flap by pushrods.
Operation
The boom rotates down as the midflap moves in the extend direction and vice
versa. The aft flap drive mechanism is actuated by the change in relative 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.
HAM US/E sp Jul 97
Page: 200
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
FWD
INBOARD AFT FLAP
DRIVE MECHANISM
INBD
MIDFLAP
CARRIAGE
AFTFLAP
ACTUATING
CABLES
SLAVE
BELLCRANK
INBOARD
INBOARD
BELLCRANK CABLE DRUM
AFTFLAP
ACTUATING
CABLES
AFTFLAP
PUSHROD
CAM SLOT
CAM FOLLOWER
AFTFLAP
ACTUATING
CABLE
INBOARD
AFTFLAP
AFTFLAP
ACTUATING
MECHANISM
BOOM
EXHAUST GATE
HAM US/E sp Jul 97
ACTUATING CABLE
SUPPORT FITTING
INBOARD AFTFLAP CLUTCH
AFTFLAP
PUSHROD
Figure 100
AFTFLAP
ACTUATING
CABLES
BOOM ROLLER
Inboard Aft Flap Drive Mechanism

Page: 201
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
HAM US/E sp Jul 97
Page: 202
B737-300/-400/-500
27-50
FLIGHT CONTROLS
FLAPS
FLAPS UP
Figure 101
HAM US/E sp Jul 97
FLAPS 40 UNITS
Inboard Aft Flap Drive Mechanism

Page: 203
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
INBOARD AFT FLAP CLUTCH

Purpose
A clutch is installed in the master bellcrank assembly to stop aft flap retraction
when a foreign object is lodged between the midflap trailing edge and the aft
flap leading edge.
Location
Clutch discs are installed between the bellcrank and the cam arm containing
the cam roller, inside the mid flap.
The clutch assembly contains a cam arm clutch disc, a bellcrank clutch disc
and bellcrank springs and attach fittings.
Operation
If a force greater than 300 pounds is imposed on the bellcrank arm during flap
retraction the springs will be overcome and the clutch discs will disengage. The
cam follower will still operate but no motion will be transmitted to the bellcrank
assembly.
The clutch mechanism will automatically reset when the flaps are extended to
40 units. Aft flap track mechanical stops will hold the aft flap as the cam follower rotates to the correct position.
HAM US/E sp Jul 97
Page: 204
B737-300/-400/-500
27-50
FLIGHT CONTROLS
FLAPS
Figure 102
HAM US/E sp Jul 97
Inboard Aft Flap Clutch

Page: 205
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
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.
HAM US/E sp Jul 97
Page: 206
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
EXHAUST GATE
ACTUATION MECHANISM
MIDFLAP
EXHAUST GATE
A
A
EXHAUST GATE PUSHROD
FOREFLAP
CAM
BOLT
SHEAR RIVET
FLAP-UP
RIG PIN HOLE
MIDSPAR CUTOUT
BOLT
FOREFLAP PUSHROD
INBD
MIDFLAP
EXHAUST
GATE
AIRPLANES WITH TWO PUSHRODS

ACTUATING
MECHANISM
PUSHROD
BOLT
PUSHROD
SHEAR RIVET
MIDFLAP
FOREFLAP
INBD
AIRPLANES WITH THREE PUSHRODS
A-A
Figure 103
HAM US/E sp Jul 97
Exhaust Gates
Page: 207
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
TRAILING EDGE 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.
Location
The valve is mounted on the aft wall in the right main gear wheel well.
The flap bypass valve is a motor-operated two position valve containing three
ports from which hydraulic lines extend to the flap control valve and the flap
hydraulic motor.
Power
The valve is operated by 28 volts dc from bus number 1.
Control
The valve is normally controlled by the alternate flap arm switch. It is also controlled by the flap asymmetry shutoff relay. A position indicator and manual lever allows positioning the valve manually when electric power is removed.
HAM US/E sp Jul 97
Page: 208
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
SEE A
FLAP ALTERNATE
DRIVE UNIT
MACH TRIM
SWITCH S290
LANDING WARNING
SWITCH S138
WFFB CABLE
FLAP 10DEGREE
SWITCH
S584
TORQUE
TUBE
WFFA CABLE
TE FLAP
BYPASS VALVE
TE FLAP
CONTROL VALVE
FLAP LOAD LIMITER
SOLENOID VALVE
FLAPS UP
LIMIT
SWITCH
S245
FLAPS DOWN
LIMIT SWITCH
S246
FLAP CONTROL UNIT

LE FLAP
CONTROL VALVE
TAKEOFF WARNING
SWITCH S130
STALL
WARNING
S856
Figure 104
HAM US/E sp Jul 97
FLAP POWER
UNIT
Trailing Edge Bypass Valve Location

Page: 209
B737-300/-400/-500
27-50
TRAILING EDGE BYPASS VALVE

Operation
Moving the alternate flaps arm switch to ARM applies electric power to position
the valve to bypass. The down line from the flap control valve is blocked and
the flap hydraulic motor ports are connected together to allow fluid circulation
within the motor. Returning the alternate flaps arm switch to OFF moves the
bypass valve to normal and restores hydraulic operation of the flap system.
The flap asymmetry shutoff relay is energized to move the valve to bypass and
stop flap operation by the hydraulic motor when left and right wing flap movement is not symmetrical, or cable tension to the control valve is lost.
FLIGHT CONTROLS
FLAPS
HAM US/E sp Jul 97
Page: 210
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
FLAP
SHUTOFF
VALVE
S1 ALT FLAP
MASTER ARM
SWITCH
ARMED
NORMAL
28V DC
OFF
FLAP
POS IND
BYPASS
R123 FLAP
ASYMMETRY
SHUTOFF
RELAY
28V AC
TRANSFER
BUS NO. 2
P6 PNL
S54 FLAP
POSITION
INDICATOR
COMPARATOR
SWITCH
Figure 105
HAM US/E sp Jul 97
V52 TE FLAPS BYPASS VALVE
SENSED BAR
(MAGNET)
S816 WFA FLAP

CONTROL CABLE
TENSION SWITCH
Trailing Edge Bypass Valve Circuit

Page: 211
FLIGHT CONTROLS
FLAPS
27-50
ALTERNATE FLAP DRIVE UNIT
Purpose
The flap alternate drive unit uses electrical power to drive the flap system if a
failure prevents normal hydraulic operation of the flap system.
Location
The alternate drive unit is mounted on the flap power unit located on the aft
wail in the main gear wheel well.
B737-300/-400/-500
A 115 volt ac motor and a gearbox are the primary alternate drive unit components. The gearbox incorporates a double planetary reduction gear train and a
disconnect and overload clutch. The output shaft drives the same torque tube
that is normally driven by the hydraulic motor.
The ring gear of the first planet is fixed to the motor housing. The input planet
system carrier gears rotate around an input sun gear, cut on the motor drive
shaft. The output sun gear is attached to the input planet system carrier gears.
Rotation of the output sun gear drives the second planet system carrier gears
attached to the output shaft. The output ring gear is a floating gear held fixed
by a cable assembly during motor operation. The two terminals on the cable
assembly are held by a spring mechanism consisting of a sensing spring, return spring, and a spring collar. Since the normal spring load on the cable is not
sufficient to prevent rotation of the output ring gear, a mechanism is provided to
accomplish that function.
It consists of a yoke, energizing pin, bellcrank, and a solenoid. One arm of the
bellcrank is attached to the solenoid and the energizing pin is inserted into a
hole in the other arm of the bellcrank. The opposite end of the energizing pin is
attached to the yoke. The ends of the yoke are attached to the cable terminals.
Operation
The solenoid is energized by rectified ac power simultaneously with application
of power to the motor. Energizing the solenoid causes the bellcrank to drive the
yoke, compressing the return springs and increasing cable tension. This locks
the output ring gear, allowing the motor to drive the output shaft.
If binding occurs in the gear train, damage to the unit is prevented by the load
sensing spring compressing to relieve tension in the cable, allowing the output
ring gear to slip.
When theflap 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.
Control
Operation of the alternate drive motor is controlled by actuation of the alternate
flaps arm switch to ARM and toggling the control switch.
HAM US/E sp Jul 97
Page: 212
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
LOAD SENSING
SPRING
SOLENOID
CABLE
TERMINAL
RETURN
SPRING
YOKE
MOTOR
ENERGIZING PIN
RETURN SPRING
BELLCRANK
RING GEAR
LOAD
SENSING
SPRING
INPUT PLANETARY
GEAR ASSEMBLY
OUTPUT SHAFT
CABLE ASSEMBLY
RING GEAR
OUTPUT PLANETARY
GEAR ASSEMBLY
Figure 106
HAM US/E sp Jul 97
Alternate Flap Drive Unit

Page: 213
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
TRAILING EDGE FLAP POSITION INDICATING

Purpose
The trailing edge flap position indicating components provide visible indication
of the angular position of the trailing edge flaps.
Location
The flap position indicator is mounted on the center instrument panel in the
flight compartment. It receives signals from two position transmitters mounded
on the outboard flap torque tube in each wing. The left transmitter is between
the numbers one and two transmission assemblies and the right is between the
numbers seven and eight assemblies.
Each position transmitter assembly consists of a synchro-type transmitter
mounted on a gearbox. The gearbox is driven by the outboard flap torque tubes
and in turn drives the transmitter mounted on the gearbox housing. A dual 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.
HAM US/E sp Jul 97
Page: 214
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
SEE A
SEE B
1
10
UP
15
FLAPS
25
40
NOTE: BLACK INDICATOR DIAL WITH WHITE

MARKINGS REVERSED FOR CLARITY
30
SEE B
POSITION INDICATOR
A
FLAP POSITION
TRANSMITTER
FWD
INBD
OUTBOARD FLAP
TORQUE TUBE
LEFT WING SHOWN-RIGHT WING OPPOSITE

GEARBOX
Figure 107
HAM US/E
US/E sp
sp Jul 97 JUL 98
HAM
Trailing Edge Position Indication Component Location

Page: 215
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
FLAP ASYMMETRY CONTROL CIRCUIT

The flap asymmetry control system stops hydraulic operation of the trailing
edge flaps when a specified difference exists between the position of the flaps
on the left wing and those on the right wing.
A comparator switch inside the flap position indicator controls the flap asym-
metry relay mounted on the back of the E3-2 rack in the electronic equipment
compartment. An asymmetry test panel is mounted on the forward stanchion of
the E3 rack.
The system consists of the two flap position transmitters, the dual position 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.
HAM US/E sp Jul 97
Page: 216
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
28V AC
TRANSFER
BUS NO.2
TO CONTROL PANEL
LIGHTING CIRCUIT
TE FLAP
POSITION IND
P6-2
RIGHT
RIGHT FLAP POS

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

TRANSMITTER
FLAP POSITION INDICATOR
28V DC
BATTERY
BUS
DIM & TEST
CONTROL
TO FLAP
BYPASS
VALVE
P6-3
TO ASYMMETRY
SHUTOFF RELAY
(E3-2)
ELECTRONIC EQUIPMENT RACK E3
Figure 108
HAM US/E sp Jul 97
FLAP ASYMMETRY
TEST LIGHT
3
1
2
Flap Pos. Indicat. and Asym. Control Circuit

Page: 217
B737-300/-400/-500
27-50
T. E. FLAP SYSTEM HYDRAULIC OPERATION

Normal Sequence
The trailing edge flaps are normally operated by hydraulic power. When the flap
control lever is rotated, cables displace the flap control unit linkage. This 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.
The operating speed of the trailing edge flaps is controlled by a flow limiting
valve installed in the pressure line to the flap control valve. A priority valve
stops fluid flow to the hydraulic motor when B system demand causes pressure
to drop below 2400 psi at the valve. A motor operated bypass valve in the 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.
FLIGHT CONTROLS
FLAPS
HAM US/E sp Jul 97
Page: 218
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
NORMAL
28V DC
DC BUS NO.1
FLAP
VALVES
OFF
BYPASS
FLAP ASYMMETRY
SHUTOFF RELAY
ARMED
ALTERNATE
FLAPS ARM
SWITCH
PRIORITY
VALVE
BYPASS
NORM
SYSTEM B
PRESSURE
TE FLAP
CONTROL
VALVE
SYSTEM B
RETURN
TE BYPASS
VALVE
PRESSURE
RETURN
FLAP
POWER
UNIT
Figure 109
HAM US/E sp Jul 97
CONDITION:
FLAPS EXTENDING
Trailing Edge Flap System Hydraulic Operation

Page: 219
B737-300/-400/-500
27-50
FLAP ALTERNATE DRIVE SYSTEM CIRCUIT

Backup Operation
A flap alternate drive unit operates the flaps electrically when required instead
of hydraulic power. Two switches operate the system; the alternate flaps arm
switch and the alternate flaps control switch on the pilots forward overhead
panel. Actuating the alternate flaps arm switch to ARM supplies 28 volt dc
power to the control switch and simultaneously positions the bypass valve to
BYPASS. The hydraulic motor is disengaged because both lines at the motor
are connected to the same port of the control valve. Moving the control switch
up or down energizes the respective relay when the applicable limit switch is
closed. The motor is powered by 115 volts ac through the relay contacts until
the limit switch opens or the control switch is returned to OFF.
When the control switch is placed down to extend the trailing edge flaps 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.
FLIGHT CONTROLS
FLAPS
HAM US/E sp Jul 97
Page: 220
FLIGHT CONTROLS
FLAPS
B737-300/-400/-500
27-50
CABLE TENSION SWITCH
NORMAL
OR FLAP ASYMMETRY
BYPASS
FLAP ASYMMETRY
115V AC
SHUTOFF RELAY
(E3-2)
NO. 2
TE FLAP BYPASS VALVE
TRANSFER
BUS
TE FLAP DOWN
LIMIT SWITCH
S246
TE ALT FLAP
DRIVE MOTOR
P6
UP RELAY
(J4) R58
DN
UP
To
STBY
PUMP
ALTERNATE
TE FLAP UP
LIMIT SWITCH
S245
FLAP
CONTROL
SWITCH S2
UP
OFF
DOWN
28V DC
DC BUS NO. 1
FLAP ALTERNATE
DRIVE MOTOR
OFF
DOWN
ARM
RELAY
FLAP VALVES
P6
(J4) R57
ALTERNATE
FLAP ARM
OPEN
SWITCH
CLOSE
LE FLAP STANDBY
SHUTOFF VALVE RELAY K3
FLIGHT CONTROLS MODULE
Figure 110
HAM US/E sp Jul 97
LE FLAP STANDBY
DRIVE SHUTOFF VALVE
(P5-3)
Flap Alternate Drive System Circuit

Page: 221
FLIGHT CONTROLS
LIFT AUGMENTING
B737-300/-400/-500
27-80
27-80
LIFT AUGMENTING
LEADING EDGE FLAP AND SLATS INTRODUCTION

Purpose
High lift leading edge devices are used in combination with the trailing edge
flaps to allow airplane operation from short runways. The use of leading edge
devices allows a change in wing camber which greatly increases lift.
System Description/Features
Three leading edge slats are installed outboard of the engine and two leading
edge flaps are installed inboard of the engine on each wing.
The flaps and slats are numbered from left to right as depicted on the graphic.
Normal operation of the leading edge devices is by hydraulic system B. Control
is with a control valve on the flap control unit positioned by the follow-up cables
from the flap power unit.
HAM US/E sp Jul 97
Page: 222
B737-300/-400/-500
27-80
FLIGHT CONTROLS
LIFT AUGMENTING
Figure 111
HAM US/E sp Jul 97
Leading Edge Flaps and Slat Introduction

Page: 223
FLIGHT CONTROLS
LIFT AUGMENTING
B737-300/-400/-500
27-80
LEADING EDGE FLAP SLAT SYSTEM

Two Krueger-type leading edge flaps are installed on each wing, inboard of the
engine. Hydraulic two-position actuators, used to extend and retract each flap,
are mounted on the wing front spar with each rod end connected to the respective flap.
Three leading edge slats are installed on each wing, outboard of the engine.
Hydraulic three-position actuators, used to extend and retract each slat, are
mounted on the wing front spar with the rod end connected to the respective
slat.
Control components are located in the main gear wheel well.
Leading edge flaps are two position devices, retract and extend. The flaps are
hinged to the leading edge of the wing and are retracted to the underside of the
wing. A folding nose section rotates and is stored on the underside of the wing
when the flap is retracted.
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.
General Operation
Normal hydraulic operation of the leading edge devices is by system B, controlled by the flap lever.
The leading edge flaps and slats are retracted when the flap lever is at 0. The
leading edge flaps go to full extend and the slats to their intermediate position,
extend, when the flaps move between 0 and 1. The slats go to full extend when
the flaps move between 5 and 10. This movement is reversed on retraction.
Alternate operation is by the standby hydraulic system through a leading edge
device shutoff valve, controlled by the alternate flap control switches. THe leading edge devices can only be extended, with no intermediate positioning of the
slats, during alternate flap operation.
An autoslat system is installed that will automatically extend the leading edge
slats from the intermediate to full extend position, if required, to provide additional lift. Autoslat operation is normally accomplished by system B hydraulic
power. A power transfer unit provides hydraulic power for autoslat operation
when the right engine pump output pressure is low, the nose gear is off the
ground, and the trailing edge flaps are at positions 1, 2, or 5.
System Interfaces
Extension and retraction of the leading edge devices is programmed based
upon position of the trailing edge flaps. Normal hydraulic operation of the leading edge flaps and slats is controlled by the trailing edge flap follow-up system
operating a control valve on the flap control unit.
HAM US/E sp Jul 97
Page: 224
FLIGHT CONTROLS
LIFT AUGMENTING
B737-300/-400/-500
27-80
FLAP
CONTROL
LEVER
SLAT 6
FLAP 3
SLAT 5
FLAP 4
SLAT 4
FLAP 2
FLAP 1
FLAP ACTUATOR
(TYP)
SLAT ACTUATOR
(TYP)
SLAT 3
SLAT 2
SLAT 1
HYDRAULIC
FUSE
FLOW LIMITING
VALVE
LEADING EDGE STANDBY
DRIVE SHUTOFF VALVE
Figure 112
HAM US/E sp Jul 97
LEADING EDGE FLAP AND

SLAT CONTROL VALVE
Leading Edge Devices Component Location

Page: 225
B737-300/-400/-500
27-80
LEADING EDGE OPERATION

General Operation
Normal hydraulic operation of the leading edge devices is by system B, controlled by the flap lever.
The leading edge flaps and slats are retracted when the flap lever is at 0. The
leading edge flaps go to full extend and the slats to their intermediate position,
extend, when the flaps move between 0 and 1. The slats go to full extend when
the flaps move between 5 and 10. This movement is reversed on retraction.
Alternate operation is by the standby hydraulic system through a leading edge
device shutoff valve, controlled by the alternate flap control switches. THe leading edge devices can only be extended, with no intermediate positioning of the
slats, during alternate flap operation.
An autoslat system is installed that will automatically extend the leading edge
slats from the intermediate to full extend position, if required, to provide additional lift. Autoslat operation is normally accomplished by system B hydraulic
power. A power transfer unit provides hydraulic power for autoslat operation
when the right engine pump output pressure is low, the nose gear is off the
ground, and the trailing edge flaps are at positions 1, 2, or 5.
FLIGHT CONTROLS
LIFT AUGMENTING
HAM US/E sp Jul 97
Page: 226
B737-300/-400/-500
27-80
FLIGHT CONTROLS
LIFT AUGMENTING
Figure 113
HAM US/E sp Jul 97
Leading Edge Device Basic System Schematic

Page: 227
B737-300/-400/-500
27-80
LEADING EDGE FLAP AND SLAT CONTROL VALVE
LEADING EDGE STANDBY DRIVE SHUTOFF VALVE
Purpose
A three-position control valve regulates operation of the leading edge flaps and
slats.
Purpose
The leading edge standby drive shutoff valve is provided to control alternate
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.
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 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.
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.
FLIGHT CONTROLS
LIFT AUGMENTING
HAM US/E sp Jul 97
Page: 228
FLIGHT CONTROLS
LIFT AUGMENTING
B737-300/-400/-500
27-80
STANDBY RUDDER
ACTUATOR SHUTOFF
VALVE
LEADING EDGE
STANDBY DRIVE
SHUTOFF VALVE
WHEEL WELL
AFT BULKHEAD
HYDRAULIC
FUSE
FLOW LIMITING
VALVE
LEADING EDGE FLAP

AND SLAT CONTROL VALVE
LEADING EDGE STANDBY

DRIVE SHUTOFF VALVE
SEE B
LEADING EDGE FLAP AND

SLAT CONTROL VALVE
SEE A
TRAILING EDGE FLAP

CONTROL VALVE
FLAP
CONTROL
UNIT
FWD
INBD
Figure 114
HAM US/E sp Jul 97
Leading Edge Slat and Falp Component Location

Page: 229
FLIGHT CONTROLS
LIFT AUGMENTING
B737-300/-400/-500
27-80
LEADING EDGE FLAP ACTUATOR

Purpose
Hydraulic actuators convert available hydraulic power to mechanical energy
that positions each leading edge slat to the desired position; retract, extend, or
full extend.
that extends or retracts each leading edge flap.
Location
Each actuator is mounted with self-aligning bearings between the wing front
spar and a fitting on the leading edge flap.
Each actuator housing contains two identical blocking valve and a piston and
rod assembly.
The blocking valves will hydraulically lock the actuator piston in position, if hydraulic pressure drops below 2000 psi. Upon pressure loss, a compression
spring moves the valve slide to lock pressure in the actuator. Separate blocking
valves are used for the standby system and for pressure from the control valve.
External ports in the actuator housing are provided for a retract pressure line,
an extend pressure line, and a standby pressure line.
Operation
Hydraulic pressure from system B opens the system blocking valve and is applied to the retract side of the piston. The extend side of the piston is connected to the control valve through the open blocking valve. When the trailing
edge flaps move between 0 and 1 unit, pressure is ported through the control
valve to the extend side of the piston. Extend pressure working on a larger diameter piston overcomes retract pressure and drives the actuator full stroke.
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 edge
flap will then retract due to hydraulic pressure on the retract side of the piston.
Standby pressure, when selected, is applied to the spring side of the system
blocking valve and closes it. The standby blocking valve is opened which ports
standby pressure to the extend side of the piston applies and drives it full
stroke to the extend position.
Control
Hydraulic pressure control at the actuator is by the blocking valves. When one
blocking valve is open the other is closed to prevent fluid transfer between systems.
HAM US/E sp Jul 97
Page: 230
FLIGHT CONTROLS
LIFT AUGMENTING
B737-300/-400/-500
27-80
STANDBY
PRESSURE
SYSTEM B
PRESSURE
EXTEND
PRESSURE
FROM
CONTROL
VALVE
FILTER
STANDBY SYSTEM
BLOCKING VALVE
SYSTEM B
BLOCKING
VALVE
VENT
SYSTEM B PRESSURE
STANDBY PRESSURE
EXTEND PRESSURE
Figure 115
HAM US/E sp Jul 97
Leading Edge Flap Actuator

Page: 231
FLIGHT CONTROLS
LIFT AUGMENTING
27-80
LEADING EDGE ACTUATOR
Purpose
that positions each leading edge slat to the desired position; retract, extend, or
full extend.
Location
Each actuator is mounted between the wing front spar and the center of each
slat.
Each actuator housing contains two identical blocking valves, an internal mechanical locking mechanism, an outer piston, and an inner piston and rod assembly. The blocking valves function the same as that described for the leading
edge flap actuator. External ports in the actuator housing are provided for a
retract pressure line, two extend pressure lines, and a standby system pressure line.
Power
Hydraulic power is the same as that described for the leading edge flap actuator. In addition, a power transfer unit provides hydraulic pressure to the slat actuators when the right engine driven pump output pressure is low, trailing edge
flaps are at positions 1, 2, 5, or 10, and the nose gear squat switch senses air.
B737-300/-400/-500
Control
The blocking valves function the same as that described for the leading edge
flap actuator. The slat actuator is maintained in the retract position by an internal mechanical lock. A spring-loaded locking piston holds lock segments between the inner piston and a locking stud. External pressure must be applied to
compress a lock piston against spring force, which allows the lock segments to
retract and unlock the actuator.
HAM US/E sp Jul 97
Operation
System B hydraulic pressure opens the system blocking valve and is applied to
the retract side of the piston. Ports C1 and C2 are open to return at the control
valve, through the blocking valve.
When trailing edge flaps move between 0 and 1 unit, the leading edge control
valve is positioned to provide pressure at port C1. Pressure is directed to the
lock piston and the inner piston. The actuator unlocks and the inner piston extends the slat to the intermediate position.
When trailing edge flaps move between 5 and 10 units, pressure is directed
from the control valve, through port C2, to the outer piston. It carries the inner
piston as it extends the slat to full extend.
Pressure from the power transfer unit, when actuated, is applied through the
system B ports.
During standby system operation, pressure is applied to the spring side of the
system blocking valve to close it. The standby blocking valve is opened and
pressure is applied simultaneously to both the inner and outer piston. The slat
moves to full extend. Standby pressure cannot operate the slat to either the
retract or extend positions.
Monitor
A reed switch inside the slat actuator sends a retract or not retracted signal to
the indicating system. A magnet attached to the locking mechanism is held
away from the switch when the actuator is locked retracted. When the actuator
unlocks, the magnet is moved in proximity of the switch which changes the signal.
Page: 232
FLIGHT CONTROLS
LIFT AUGMENTING
B737-300/-400/-500
27-80
STANDBY
PRESSURE
SYSTEM B
PRESSURE
SYSTEM B
PRESSURE FROM
CONTROL VALVE
C1 PORT
STANDBY
SYSTEM
BLOCKING
VALVE
C2 PORT
FILTER
SYSTEM B
BLOCKING
VALVE
VENT
LOCKING
STUD
LOCKING SEGMENTS
LOCKING PISTON
POSITION
SWITCH
INNER PISTON
SYSTEM B PRESSURE
OUTER PISTON
PISTON SHOWN EXTENDING
INTERMEDIATE PRESSURE
FULL EXTEND PRESSURE
STANDBY PRESSURE
Figure 116
HAM US/E sp Jul 97
Leading Edge Slat Actuator

Page: 233
FLIGHT CONTROLS
LIFT AUGMENTING
B737-300/-400/-500
27-80
LEADING EDGE FLAP MECHANISM

Purpose
A mechanism is provided to properly position each leading edge flap.
Location
The mechanism is connected between the underside of wing structure and the
flap.
Flaps 1 and 4 each have three gooseneck hinges and flaps 2 and 3 have five
gooseneck hinges attached to fittings in the leading edge of the wing. A fitting
is also provided on each flap to connect it to the hydraulic actuator.
Two spring-loaded seal doors, one hinged to the flap and the other to wing
structure, are installed on the outboard end of flaps 1 and 4. These doors are
opened by the thrust reverser sleeve moving aft.
A hinged fairing is installed on the trailing edge of flaps 1 and 4 and two fairings
are installed on the trailing edge of flaps 2 and 3. A single linkage operates the
fairing on flaps 1 and 4 and three linkages operate the two fairings on flaps 2
and 3. Each linkage consists of a link assembly between wing structure and a
crank with a pushrod attached between the crank and the hinged fairing.
Operation
The actuator extends to drive the flap around the hinges. The hinged fairing is
rotated into the airstream by the linkage. During retraction as the flap rotates
around the hinges, the link assembly rotates the crank clockwise. This pulls the
rod up and rotates the fairing counterclockwise to stow in the wing leading
edge.
HAM US/E sp Jul 97
Page: 234
FLIGHT CONTROLS
LIFT AUGMENTING
B737-300/-400/-500
27-80
LEADING EDGE
FLAP ACTUATOR
HINGE
HINGE
SPRING
LEADING EDGE
FLAP
UPPER FLAP
LINK ROD
SPRING
KRUEGER
SEAL
LEVER
SEAL
INBD
LINK
CAM ROLLER
INBD
SEAL DOOR
LOWER FLAP
NOSE ROD
FLAP
NOSE
Figure 117
HAM US/E sp Jul 97
Leading Edge Flap Mechanism

Page: 235
FLIGHT CONTROLS
LIFT AUGMENTING
B737-300/-400/-500
27-80
LEADING EDGE SLAT MECHANISM

Purpose
The leading edge slat mechanism is provided to position the slat as required.
Location
The slat and associated mechanism are located at the leading edge of each
wing, outboard of the engine.
Each slat is guided by two main tracks and two auxiliary tracks, which ride on
rollers in the wing leading edge. A third auxiliary track is installed at the 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.
HAM US/E sp Jul 97
Page: 236
FLIGHT CONTROLS
LIFT AUGMENTING
B737-300/-400/-500
27-80
UPSTOP
(4 LOCATIONS
EACH SLAT)
SLAT 1
SEE A
DOWNSTOP
SLAT 2
AUXILIARY TRACK
FOLLOWER BEARING
SLAT 3
LEADING EDGE
SLAT ACTUATOR
UPSTOP
LEADING
EDGE SLAT
SLAT 5
AUXILIARY SLAT
TRACK ARM
(INSTALLED THIS
LOCATION ON SLATS
1 AND 6 ONLY)
MAIN SLAT
TRACK
AUXILIARY SLAT
TRACK (SLAT
NO. 1 SHOWN)
OUTBD
FWD
UPSTOP
THERMAL ANTI-ICING
TELESCOPE DUCT
Figure 118
HAM US/E sp Jul 97
SLAT 6
ANTI-ICING
DUCT DOOR
MAIN SLAT
TRACK
SLAT 4
UPSTOP
AUXILIARY SLAT
TRACK ARM
Leading Edge Slat Mechanism

Page: 237
FLIGHT CONTROLS
LIFT AUGMENTING
B737-300/-400/-500
27-80
SLAT AUXILIARY TRACK

Purpose
Auxiliary tracks are installed to provide a means of stabilizing the slat at the
intermediate position.
Location
Auxiliary tracks are mounted on the wing front spar, aft of the slat.
An auxiliary track extension arm is attached to the slat. When the slat is
moved, a roller on the extension arm rides in a cam track in the auxiliary track.
Structural stops on the main track at the retracted and fully extended positions
prevent the roller from bottoming out in the cam track. The slat is stabilized in
the intermediate position by the roller contacting a detent arm, that is preloaded
by a torsion rod attached to the front spar adjacent to the auxiliary track.
HAM US/E sp Jul 97
Page: 238
FLIGHT CONTROLS
LIFT AUGMENTING
B737-300/-400/-500
27-80
TORSION
ROD ARM
TORSION ROD
FRONT SPAR
TOP AFT
AUXILIARY TRACK
SUPPORT BOLT
TRUNNION
TORSION ROD
BOLT
AFT AUXILIARY
TRACK SUPPORT
DETENT ARM
AUXILIARY
TRACK
DOWNSTOP
Figure 119
HAM US/E sp Jul 97
Slat Auxiliary Track and Detent Arm

Page: 239
FLIGHT CONTROLS
LIFT AUGMENTING
B737-300/-400/-500
27-80
SLAT MAIN TRACK

Purpose
The main tracks attached to each slat act as guide units and contain the adjustable mechanical stops which limit full extend travel.
Location
The main tracks are attached to the stat and mounted in the wing leading edge
aft of the slat.
The main tracks are guided during slat movement by rollers mounted in the
wing leading edge.
A downstop mounted on the aft end of each main track engages an adjustable
downstop on structure to limit slat extension. Upstops consist of four adjustable
stop bolts in the fixed leading edge that contact stop fittings on the slat when
retracted.
HAM US/E sp Jul 97
Page: 240
FLIGHT CONTROLS
LIFT AUGMENTING
B737-300/-400/-500
27-80
ROLLERS
FIXED LEADING EDGE

MAIN TRACK COVER PLATE
ADJUSTMENT BOLTS
FRONT
SPAR
SLAT
DOWNSTOP
(AIRPLANES WITHOUT THE
THREE-W AY ADJUSTABLE
DISTANCE FROM THE SLAT LOWER
TRAILING EDGE TO THE FIXED
LEADING EDGE PANEL
DISTANCE FROM THE

MAIN TRACK COVER
PLATE TO THE BOTTOM
SURFACE OF THE LEADING
EDGE
DOWNSTOPS)
SEE
FRONT
SPAR
SLAT SHOWN RETRACTED
Figure 120
HAM US/E sp Jul 97
DOWNSTOP
(AIRPLANES WITH THE
THREE-W AY ADJUSTABLE
DOWNSTOPS)
Slat Main Track

Page: 241
FLIGHT CONTROLS
LIFT AUGMENTING
27-80
LEADING EDGE FLAPS AND SLAT OPERATION
Normal operation of the leading edge devices is by System B. Retract pressure
is direct to the actuators and both extend and full extend pressure is through a
leading edge devices control valve. Control of the extend and retract sequence
is by the trailing edge flap system.
Alternate extension of the leading edge devices is by standby system pressure
through the leading edge standby drive shutoff valve. Control is with the alternate flap master switch and the alternate flap control switch. Standby pressure
can only position the flaps to extend and slats to full extend.
Major/Subsystem Sequence
An autoslat system is installed to automatically extend the slats from intermediate extend to full extend at high angles of attack. Autoslat control is by a dual
channel autoslat control valve. A power transfer unit supplies hydraulic pressure for autoslat operation when the system B engine driven output pressure is
low and the airplane is in the air with the trailing edge flaps at position 1, 2, or
5.
B737-300/-400/-500
Normal Sequence
System B pressure is delivered directly to the retract port of all leading edge
device actuators. With the trailing edge flaps retracted, both extend ports are
open to return through the leading edge devices control valve. As the trailing
edge flaps move between 0 and 1 unit, the flap follow-up system positions the
control valve to port pressure that drives the leading edge flaps to full extend
and the slats to extend. Pressure is also supplied to both solenoid valves in the
autoslat control valve.
As the trailing edge flaps move between 5 and 10 units, the flap follow-up system positions the control valve to port pressure through the closed autoslat
control valve to drive the slats to full extend. This sequence is reversed during
the retraction cycle.
HAM US/E sp Jul 97
The slats are at intermediate extend and pressure is available at the autoslat
control valve solenoids when the trailing edge flaps are at position 1, 2, or 5
units. When the airplane is off the ground and experiences excessive angle of
attack, the autoslat computers signal the solenoids to open. Pressure is applied
through to autoslat control valve to fully extend the slats. After the condition is
corrected, the solenoid de-energizes and the valves close and the slat returns
to the intermediate position. Power transfer unit pressure will accomplish the
extension/retraction cycle as well as autoslat operation when the system B engine driven pump is not operating.
Backup Operation
Alternate extension of the leading edge devices is by standby pressure through
the leading edge standby drive shutoff valve. During normal operation the shutoff valve is held closed by 28 volts dc.
Positioning the alternate flaps master switch to ARM starts the standby pump
and arms the control switch. When the control switch is moved to DOWN the
leading edge shutoff valve relay is energized. Electric power opens the shutoff
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
280 cu. in. is installed in the standby extend line. The fuse closes and blocks
hydraulic flow when volumetric capacity is exceeded. The fuse automatically
resets at a delta pressure of 5 psi.
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.
Page: 242
B737-300/-400/-500
27-80
FLIGHT CONTROLS
LIFT AUGMENTING
Figure 121
HAM US/E sp Jul 97
Leading Edge Flap and Slat Operation

Page: 243
FLIGHT CONTROLS
LIFT AUGMENTING
27-81
AUTOSLAT COMPUTER (CONFIG 1)
Power
Autoslat computer 1 is powered by 28 volts ac from transfer bus 1 and 28 volts
dc from bus 1.
Autoslat computer 2 is powered by 28 volts ac fro; transfer bus 2 and 28 volts
dc from bus 2.
Computer 1 inputs are:
- Left outboard wheel speed relay (M980) > 60 knots
- Left alpha vane - angle of attack
- R321, nose gear ground sense relay (E-11)
- R277, main gear ground sense relay (E-11)
- S814 and S815, engine thrust lever advance switches
- Autoslat Computer 2
- S740, Trailing Edge Flaps 2 position switch. (not used)
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
sense relays, and autoslat computer 1.
Outputs of the autoslat computers are to the respective solenoid valves in the
autoslat control valve and to the autoslat fail light on the overhead panel, P5.
Autoslat computer 1 with its associated inputs and outputs is designated channel 1 and autoslat computer 2 with its associated inputs and outputs is designated channel 2. Either channel independently can activate the autoslat system.
B737-300/-400/-500
Operation
Each autoslat computer will signal its related solenoid to energize when excessive angle of attack is detected and that channel is not inhibited. Channels 1
and 2 are independently inhibited when:
- the airplane is on the ground (main and nose squat)
- the channel is invalid.
Angle of attack input from the respective alpha vane is compared to a trip point
set in the computer. When the trip point is exceeded and the channel is not inhibited, an output signal to the autoslat control valve causes the slats to extend
from intermediate to full extend.
HAM US/E sp Jul 97
Monitoring
Each autoslat channel performs two separate monitoring routines on takeoff,
static alpha compare and dynamic alpha compare, and one monitoring routine
in flight.
Static alpha compare begins when the airplane is on the ground, at least one
thrust lever is advanced, and wheelspeed is above 60 knots. The vane angle is
compared to 0 +3. If the vane is out of tolerance and the opposite vane is in
tolerance, the channel is invalid, inhibited, and a signal is sent to the failure
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
an all computers)
Dynamic alpha compare begins when the main gear squat switch is in the air
mode and wheelspeed is greater than 60 knots. The left and right vane signals
are compared to be within 3_ of each other. If disagreement exists with both
systems valid, the higher and lower vanes signal the respective failure monitoring circuit, but both channels remain valid and operational. This test ends when
the wheels are braked on gear retraction.
In Flight Monitoring
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 airplane in the air. Actuation of the landing warning switch, S138, on the flap control unit, in flight, causes each autoslat computer to energize its respective control valve coil.
The slats are not affected since they are already at the full extend position.
System failures will be reported to the autoslat indication system and latched.
Page: 244
FLIGHT CONTROLS
LIFT AUGMENTING
B737-300/-400/-500
27-81
AUTOSLAT
FAIL
P5-3
Figure 122
HAM US/E sp Jul 97
Auto Slat System Schematic (config. 1)

Page: 245
FLIGHT CONTROLS
LIFT AUGMENTING
B737-300/-400/-500
27-81
AUTOSLAT CONTROL VALVE (CONFIG 2)

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.
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.
Control
Control of one section of the autoslat control valve is by a signal from stall
management computer number 1 and the other section is by stall management
computer number 2.
Operation
The autoslat control valve is normally closed and has no effect on normal 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.
HAM US/E sp Jul 97
Page: 246
FLIGHT CONTROLS
LIFT AUGMENTING
B737-300/-400/-500
27-81
HYDRAULIC SYSTEM B
MODULAR UNIT
29-00-02
B SYS RETURN
MODULE
29-00-02
A RETURN
MODULE
29-00-01
29-00-02
SYSTEM B
RESERVOIR
GND SERV
29-00-02
POWER TRANSFER
UNIT
INTERMEDIATE
EXTENSION
29-00-01
GND SERV
FULL
EXTENSION
HYDRAULIC SYSTEM A
MODULAR UNIT
29-00-01
HYD
PUMP
B SYSTEM
PRESSURIZED
PTU CONTROL VALVE

(STA 678, LBL 12.9, WL 154)
HYD
MOTOR
B SYSTEM
DEPRESSURIZED
(MAIN GEAR WHEEL

WELL ON KEEL BEAM)
LEADING EDGE DEVICES

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

(E1-1)
INTERMEDIATE EXTENSION
27-83-02
FULL EXTENSION
D3190
1
D3186B
26 H
24
VALVE OUT
M1223 AUTOSLAT COMPUTER 2

(E1-1)
V132
AUTOSLAT CONTROL VALVE (STA 652, RBL 47)
ACTUATION OF EITHER AUTOSLAT VALVE WHEN LEADING EDGE IS FULL UP WILL PRODUCE NO SLAT MOTION
ACTUATION OF EITHER AUTOSLAT VALVE WHEN LEADING EDGE IS MID UP WILL CAUSE SLATS TO GO FULL
ACTUATION OF EITHER AUTOSLAT VALVE WHEN LEADING EDGE IS FULL EXT WILL PRODUCE NO FURTHER MOTION
Figure 123
HAM US/E sp Jul 97
Auto Slat Control Valve (config. 1)

Page: 247
FLIGHT CONTROLS
LIFT AUGMENTING
B737-300/-400/-500
27-81
AUTOSLAT COMPUTER (CONFIG 1)

Purpose
Two autoslat computers are installed to actuate the autoslat control valve,
when required.
Location
The autoslat computers are mounted on row 1 of the E1 electronic shelf in the
electronic equipment compartment.
Each autoslat computer contains the circuitry for operation of the autoslat control valve, failure monitoring, and self test. Light indicators and pushbuttons on
the face of each computer are used for self test and failure monitoring.
HAM US/E sp Jul 97
Page: 248
FLIGHT CONTROLS
LIFT AUGMENTING
B737-300/-400/-500
27-81
VANE
1
ILLUMINATES IF VANE ASSOCIATED

WITH THIS CHANNEL WAS NOT
130 JUST PRIOR TO LIFT OFF
COMPARE
HIGH
LOW
ILLUMINATES IF VANE ASSOCIATED

WITH THIS CHANNEL WAS
HIGHER AT LIFT OFF THAN
OPPOSITE VANE
BAC27DEX5478
AUTOSLAT COMPUTER NUMBER 2

SEE

SEE
SELF
-MONITORILLUMINATES FOR
COMPUTER FAILURE,
VALVE COIL OPEN,
OR SUCCESSFUL TEST
RESET
PWR
OK
(NUMBER 2 IS IDENTICAL)
AUTO
EXT
AUTOSLAT
COMPUTER
P/N 65-52818-
H LEG
TEST
C LEG
S/N
COIL
A
1
A-A
NOT ON ALL AIRPLANES

A
Figure 124
HAM US/E sp Jul 97
Auto Slat Computer (config. 1)

Page: 249
FLIGHT CONTROLS
LIFT AUGMENTING
27-81
AUTOSLAT COMPUTER SYSTEM (CONFIG 1)
Power
Autoslat computer 1 is powered by 28 volts ac from transfer bus 1 and 28 volts
dc from bus 1. Autoslat computer 2 is powered by 28 volts ac fro; transfer bus
2 and 28 volts dc from bus 2.
- Left outboard wheel speed relay (M980) > 60 knots
- Left alpha vane - angle of attack
- S814 and S815, engine thrust lever advance switches
- Autoslat Computer 2
- S740, Trailing Edge Flaps 2 position switch. (not used)
sense relays, and autoslat computer 1.
Outputs of the autoslat computers are to the respective solenoid valves in the
autoslat control valve and to the autoslat fail light on the overhead panel, P5.
Autoslat computer 1 with its associated inputs and outputs is designated channel 1 and autoslat computer 2 with its associated inputs and outputs is designated channel 2. Either channel independently can activate the autoslat system.
B737-300/-400/-500
Monitoring
Each autoslat channel performs two separate monitoring routines on takeoff,
static alpha compare and dynamic alpha compare, and one monitoring routine
in flight. Static alpha compare begins when the airplane is on the ground, at
least one thrust lever is advanced, and wheelspeed is above 60 knots. The
vane angle is compared to 0 +3. If the vane is out of tolerance and the opposite vane is in tolerance, the channel is invalid, inhibited, and a signal is sent to
the failure monitoring circuit. The test ends when either the nose or main gear
squat switch indicates air mode.
Dynamic alpha compare begins when the main gear squat switch is in the air
mode and wheelspeed is greater than 60 knots. The left and right vane signals
are compared to be within 3_ of each other. If disagreement exists with both
systems valid, the higher and lower vanes signal the respective failure monitoring circuit, but both channels remain valid and operational. This test ends when
the wheels are braked on gear retraction.
test is initiated when the trailing edge flaps are moved to 15 units with the airplane in the air. Actuation of the landing warning switch, S138, on the flap control unit, in flight, causes each autoslat computer to energize its respective control valve coil. The slats are not affected since they are already at the full
extend position. System failures will be reported to the autoslat indication system and latched.
Operation
Each autoslat computer will signal its related solenoid to energize when excessive angle of attack is detected and that channel is not inhibited. Channels 1
and 2 are independently inhibited when:
HAM US/E sp Jul 97
Page: 250
FLIGHT CONTROLS
LIFT AUGMENTING
B737-300/-400/-500
27-81
LE FLAPS
TRANSIT
LIGHT
AIR
GND
R375 NOSE
SENSING
R282 MAIN
GEAR AIR
SENSING
M229 LE FLAPS
AND SLATS
INDICATION MODULE
(E3-2)
COMPARE
VALID IN
ASC 1
POWER OK
LE FLAPS
EXT
LIGHT
P2-2 PILOTS
CENTER PANEL
COMPARE IN
M1223 AUTOSLAT
COMPUTER 2
GND
AUTOSLAT
FAIL
LIGHT
GND
R321 NOSE
GEAR GND
SENSING
R277 MAIN
GEAR GND
SENSING
P5-3 FLIGHT
CONTROL MODULE
E11 LANDING GEAR LOGIC SHELF
MASTER
CAUTION
LIGHT
FLT CONT
LIGHT
P7 PILOTS
LIGHTSHIELD
AUTOSLAT COMPUTER 2
EXTEND OUTPUT
RETURN
L.O. >60KTS
M980 AUTO SPEEDBRAKE
MODULE
E3-2 ELEC SHELF
28V DC BUS 1
AUTOSLAT 1 DC
28V AC XFER BUS
AUTOSLAT 1 AC
P6-2 CIRCUIT BREAKER PANEL
CX
T433 LEFT AOA SENSOR
FLAPS >10
S138 LANDING GEAR
WARNING SW (R WHEEL WELL)
FULL EXT
OUTPUT
M1222
AUTOSLAT
COMPUTER 1
E1-1 ELEC SHELF
NOTE: AUTOSLAT COMPUTER 1 SHOWN
V132 AUTOSLAT VALVE
INTERMEDIATE EXT
OUTPUT
LE DEVICES CONTROL
VALVE (REF 27-81-00)
INT
FULL
TO LE SLAT
ACTUATORS
(A12604)
Figure 125
HAM US/E sp Jul 97
Auto Slat Schematic (config 1.)

Page: 251
FLIGHT CONTROLS
LIFT AUGMENTING
B737-300/-400/-500
27-81
AUTOSLAT COMPUTER FRONT PANEL (CONFIG 1)

Five amber and one green light on the front of each autoslat computer assist
fault isolation.
- DS1 - illuminates and latches if static alpha compare fails.
- DS2 - illuminates and latches if vane was higher than 3 from opposite
vane during dynamic alpha compare. Opposite channel must have been
valid when disagreement detected.
- DS3 - illuminates and latches when high light is illuminated on opposite
computer.
- DS4 - illuminates and latches for computer failure, open valve coil, or
successful test.
- DS5 - illuminates when power is good. Extinguishes when ac, dc, or 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.
BITE
Two pushbuttons, S2 and S3, are provided to check the hot and cold leg signals to the solenoid valve coil. Faults must not be present to conduct this test.
Press and hold S2 for one second.
- D54 amber light illuminates
- Clear D54 by pressing S1 reset switch.
- Repeat for S3.
These pushbuttons can also be used to exercise the autoslat system. Press
both S2 and S3 and hold
- NO RESPONSE
Press GRND sensing test switch on front of E-11.
- D56 illuminates and slats move from mid-extend to full if positioned at
mid-extend and hydraulic power is available.
HAM US/E sp Jul 97
Page: 252
FLIGHT CONTROLS
LIFT AUGMENTING
B737-300/-400/-500
27-81
DS1
DS 1
DS2
A
COMPARE
HIGH ILLUMINATES IF VANE ASSOCIATED

LOW WITH THIS CHANNEL WAS
HIGHER AT LIFT OFF THAN
A
OPPOSITE VANE
DS3
DS4
BAC27DEX5478
A
DS5
SELF
-MONIT ORILLUMINATES FOR
COMPUTER FAILURE,
VALVE COIL OPEN,
OR SUCCESSFUL TEST
G
PWR
OK
AUTO
EXT
S1
RESET
DS6
AUTOSLAT
S2
COMPUTER
P/N 65-52818S/N
H LEG
TEST
C LEG
S3
1
COIL
Figure 126
HAM US/E sp Jul 97
Autoslat Computer Front Panel (config 1.)

Page: 253
FLIGHT CONTROLS
LIFT AUGMENTING
B737-300/-400/-500
27-81
AUTOSLAT FAILURE WARNING (CONFIG 1)

Purpose
Autoslat failure warning is provided to notify the crew when either or both autoslat channels are invalid or when disagreement exists during the dynamic alpha
compare test.
Location
An amber autoslat fail light on the flight control module, P5-3, is controlled by
relays inside the module.
Signals from the autoslat computers operate two valid relays and one compare
valid relay. Certain indications can only illuminate the fail light when the master
caution relay is energized.
Operation
Grounds that energize the three valid relays are provided by the autoslat computers, when valid. This positions the respective relay 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. Autoslat fail light power has
a direct path to ground only through both channel valid relay contacts in the fail
condition. One channel invalid will illuminate the light only when master caution
recall is depressed.
The dynamic alpha compare disagreement signal from both computers is interlocked to cause the compare relay to de-energize. Master caution recall must
be depressed to illuminate the autoslat fail light for vane disagreement.
Control
The amber autoslat fail light illuminates, accompanied by master caution and
the flight control annunciator when:
- Both channels are invalid.
- One channel is invalid and master caution is recalled.
- Dynamic alpha compare disagreement followed by master caution recall.
Failures that generate an invalid signal are:
- Computer Failure
- Valve Coil Open
- Power low;-ac, dc, or internal power.
- Static Alpha Compare failure
HAM US/E sp Jul 97
Page: 254
FLIGHT CONTROLS
LIFT AUGMENTING
B737-300/-400/-500
27-81
FLT CONTROL
A
B
STANDBY
HYD
LOW
QUANTITY
STDBY
RUD
STDBY
RUD
OFF
OFF
A ON
B ON
LOW
PRESSURE
ALTERNATE FLAPS
OFF
LOW
UP
LOW
PRESSURE
PRESSURE
OFF
SPOILER
A
B
DOWN
ARM
OFF
OFF
ON
ON
FEEL DIFF
PRESS
SPEED TRIM
FAIL
MACH TRIM
YAW DAMPER
FAIL
YAW
DAMPER
AUTO SLAT
FAIL
OFF
ON
P5 OVERHEAD PANEL
FIRE
WARN
BELL CUTOUT
MASTER
CAUTION
PUSH TO RESET
FLT CONT
ELEC
IRS
FUEL
APU
OVHT/DET
P7 PANEL, LEFT GLARESHIELD
Figure 127
HAMUS/T
HAM US/E sp
SpG
Jul 97
Sep2002
Autoslat Failure Warning (config. 1)

Page: 255
FLIGHT CONTROLS
LIFT AUGMENTING
27-80
AUTOSLAT SYSTEM (CONFIG. 2)
Purpose
Two stall management computers are installed, to actuate the autoslat control
valve, when required. Each stall management computer combines the function
of an autoslat channel and stall warning system.
SMC No. 1 controls autoslat channel No. 1 and the Captains stall warning system, SMC No. 2 controls autoslat channel No. 2 and the First Officers stall
warning system.
Location
The stall management computers are mounted on row 1 of the E1 electronic
shelf in the electronic equipment compartment.
Each stall management computer contains the circuitry for operation of the autoslat control valve, failure monitoring, and self test. An amber alphanumeric
display and (6) pushbuttons on the face of each computer are used for conducting self tests, provide test/failure indications and conduct BITE (built-in-test
equipment).
Power supply
Stall management computer 1 is powered by 28 volts ac from transfer bus 1
and 28 volts dc from bus 1.
Stall management computer 2 is powered by 28 volts ac from transfer bus 2
and 28 volts dc from bus 2.
B737-300/-400/-500
Left outboard wheel speed relay (M980) > 60 knots

Left alpha vane - angle of attack
Left Trailing Edge Flap position transmitter
R321, nose gear ground sense relay (E-11)
R277, main gear ground sense relay (E-11)
S814 and S815, engine thrust lever advance switches
Stall Management Computer 2
HAM US/E sp Jul 97
sense relays, and stall management computer 1.
Outputs of the stall management computers are to the respective solenoid
valves in the autoslat control valve and to the autoslat fail light on the overhead
panel, P5.
Stall management computer 1 with its associated inputs and outputs is designated channel 1 and stall management computer 2 with its associated inputs
and outputs is designated channel 2. Either channel independently can activate
the autoslat system.
Operation
Each stall management computer will signal its related solenoid to energize
when excessive angle of attack is detected and that channel is not inhibited.
Channels 1 and 2 are independently inhibited when:
test is initiated when the trailing edge flaps are moved to 15 units with the airplane in the air. Actuation of the landing warning switch, S138, on the flap control unit, in flight, causes each stall management computer to energize its respective control valve coil.
The slats are not affected since they are already at the full extend position.
System failures will be reported to the autoslat indication system and latched.
Page: 256
B737-300/-400/-500
27-80
FLIGHT CONTROLS
LIFT AUGMENTING
Figure 128
HAM US/E sp Jul 97
Autoslat System Schematic (config. 2)

Page: 257
FLIGHT CONTROLS
LIFT AUGMENTING
B737-300/-400/-500
27-80
AUTOSLAT CONTROL VALVE (CONFIG 2)

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.
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.
Control
Control of one section of the autoslat control valve is by a signal from stall
management computer number 1 and the other section is by stall management
computer number 2.
Operation
The autoslat control valve is normally closed and has no effect on normal 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.
HAM US/E sp Jul 97
Page: 258
FLIGHT CONTROLS
LIFT AUGMENTING
B737-300/-400/-500
27-80
HYDRAULIC SYSTEM B
MODULAR UNIT
29-00-02
B SYS RETURN
MODULE
29-00-02
A RETURN
MODULE
29-00-01
29-00-02
SYSTEM B
RESERVOIR
GND SERV
29-00-02
POWER TRANSFER
UNIT
INTERMEDIATE
EXTENSION
29-00-01
GND SERV
FULL
EXTENSION
HYDRAULIC SYSTEM A
MODULAR UNIT
29-00-01
HYD
PUMP
B SYSTEM
PRESSURIZED
PTU CONTROL VALVE

(STA 678, LBL 12.9, WL 154)
HYD
MOTOR
B SYSTEM
DEPRESSURIZED
(MAIN GEAR WHEEL

WELL ON KEEL BEAM)
LEADING EDGE DEVICES

CONTROL VALVE
C2
C1
27-83-01
D3188
1
D3184B
26 H
24
VALVE OUT
STALL MANAGEMENT
COMPUTER 1
(E1-1)
A
INTERMEDIATE EXTENSION
27-83-02
D3190
1
FULL EXTENSION
D3186B
26 H
24
VALVE OUT
STALL MANAGEMENT
COMPUTER 2
(E1-1)
V132
AUTOSLAT CONTROL VALVE (STA 652, RBL 47)
ACTUATION OF EITHER AUTOSLAT VALVE WHEN LEADING EDGE IS FULL UP WILL PRODUCE NO SLAT MOTION
ACTUATION OF EITHER AUTOSLAT VALVE WHEN LEADING EDGE IS MID UP WILL CAUSE SLATS TO GO FULL
ACTUATION OF EITHER AUTOSLAT VALVE WHEN LEADING EDGE IS FULL EXT WILL PRODUCE NO FURTHER MOTION
Figure 129
HAM US/E sp Jul 97
Auto Slat Control Valve (config. 2)

Page: 259
FLIGHT CONTROLS
LIFT AUGMENTING
B737-300/-400/-500
27-80
STALL MANAGEMENT COMPUTER (SMC) (CONFIG 2)

Purpose
Two stall management computers are installed, to actuate the autoslat control
valve, when required. Each stall management computer combines the function
of an autoslat channel and stall warning system. SMC No. 1 controls autoslat
channel No. 1 and the Captains stall warning system, SMC No. 2 controls autoslat channel No. 2 and the First Officers stall warning system.
Location
The stall management computers are mounted on row 1 of the E1 electronic
shelf in the electronic equipment compartment.
Each stall management computer contains the circuitry for operation of the autoslat control valve, failure monitoring, and self test. An amber alphanumeric
display and (6) pushbuttons on the face of each computer are used for conducting self tests, provide test/failure indications and conduct BITE (built-in-test
equipment).
Character Display
- indicates the respective menu steps (together with question mark) or the
respective lists within a menu step.
DOWN Scroll Button

- controls the menu or listing.
while the button is kept depressed, the listing is indicated in a sequence
(four list points / a second). At the end of the list the display shows END
OF LIST.
YES Button
- confirms the respective menu option.
NO Button
- confirms the respective menu option.
(four list points / a second). At the end of the list the display shows END
OF LIST.
If the YES or NO Buttons are pressed when it is not necessary within a system
test (e.g. menu or listing), it will be displayed
BUTTON INACTIVE
BITE Test / ON/OFF Button

- activates or deactivates the BITE function and the push buttons of the
SMC.
MENU Button
- indicates on the display the chosen step out of the menu at any time of
the BITE. Pushing the button terminates a running system test and returns to the next higher menu step.
UP Scroll Button
- controls the menu or listing.
(four list points / a second). At the beginning of the list the display shows
BEGIN OF LIST.
HAM US/E sp Jul 97
Page: 260
FLIGHT CONTROLS
LIFT AUGMENTING
B737-300/-400/-500
27-80
BITE INSTRUCTIONS
SMC MAINTENANCE
CONTROL PANEL
MAIN EQUIPMENT
CENTER
SEE
DISPLAY
MENU
ANGLE OF
AIRFLOW SENSOR
YES
ON/
OFF
NO
STALL MANAGEMENT
COMPUTER
SEE
B
STALL MANAGEMENT
COMPUTER
PART NO. 65-52822
SERIAL NO.
BOEING
A
FWD
Figure 130
HAM US/E sp Jul 97
STALL MANAGEMENT COMPUTER (CONFIG. 2)

Page: 261
FLIGHT CONTROLS
LIFT AUGMENTING
27-80
AUTOSLAT CHANNEL OF SMC (CONFIG 2)
Power
Stall management computer 1 is powered by 115 volts ac and 28 volts dc from
standby bus 1, and 28 volts dc from main bus 1. Stall management computer 2
is powered by 115 volts ac and 28 volts dc from electronic bus 2, and 28 volts
dc from main bus 2.
Input/Output
- Stall management Computer 2
- Left alpha vane (input to stall warning channel)
Computer 2 inputs are similar. Differences include R344 and R343, nose and
main gear ground sense relays, stall management Computer 1, and right alpha
vane.
Outputs from the autoslat channels of the SMCs are to the respective solenoid
valves in the autoslat control valve and to the autoslat fail light on the overhead
panel, P5. SMC 1 with its associated inputs and outputs is designated channel
1 and SMC 2 with its associated inputs and outputs is designated channel 2.
Either channel independently can activate the autoslat system.
B737-300/-400/-500
Monitoring
The autoslat channel, of the respective stall management computer, performs a
constant monitoring routine. Each autoslat channel performs an automatic system test each landing.
An automatic test of the autoslat system is normally conducted each landing.
The test is initiated when the trailing edge flaps are moved to 15 units with the
airplane in the air. Actuation of the landing warning switch, S138, on the flap
control unit, in flight, causes each autoslat channel to energize its respective
control valve coil. The slats are not affected since they are already at the full
extend position. System failures will be transmitted to and stored in the fault
monitoring section of the stall management computer. The faults will then be
displayed, in the alphanumeric window on front of the computer, when the bite
test is initiated.
Operation
Each autoslat channel of the SMC will signal its respective solenoid to energize
when excessive angle of attack is detected and that channel is not inhibited.
Channels 1 and 2 are independently inhibited when:
- the channel is Invalid.
set in the Computer. When the trip point is exceeded and the channel is not
inhibited, an output signal to the autoslat control valve causes the slats to extend from intermediate to full extend.
HAM US/E sp Jul 97
Page: 262
FLIGHT CONTROLS
LIFT AUGMENTING
B737-300/-400/-500
27-80
LE FLAPS
TRANSIT
LIGHT
115V AC
STBY BUS
SMC 1 SNSR
EXC AC
T352 AUTO
TRANSFORMER
28V DC
STBY BUS
M229 LE FLAPS
AND SLATS
INDICATION MODULE
SMC 1
CMPTR DC
LE FLAPS
EXT
LIGHT
P2-2 PILOTS
CENTER PANEL
P18-2 CIRCUIT
BREAKER PANEL
28V DC
BUS 1
AUTOSLAT
FAIL
LIGHT
AUTOSLAT
1 DC
P5-3 FLIGHT
CONTROL MODULE
P6-1 CIRCUIT
BREAKER PANEL
MASTER
CAUTION
LIGHT
FLT CONT
LIGHT
P7 PILOTS
LIGHTSHIELD
SMC 2
AUTOSLAT EXTEND
OUTPUT
CX
RETURN
T433 LEFT
AOA SENSOR
CX
T428 RIGHT FLAP

POSITION XMTR
GND
AIR
R276 AIR
SENSING
R277 GND
SENSING
FULL EXT
OUTPUT
GND
R375 NOSE
SENSING
E11 LANDING GEAR
LOGIC SHELF
NOTE: SMC 1 SHOWN

____
SMC 2 SIMILAR
M1506 STALL
MANAGEMENT
COMPUTER 1
E1-1 ELEC SHELF
Figure 131
HAM US/E sp Jul 97
V132 AUTOSLAT VALVE
INTERMEDIATE EXT
OUTPUT
LE DEVICES
CONTROL VALVE
INT
FULL
TO LE SLAT
ACTUATORS
Autoslat Channel of SMC (config. 2)

Page: 263
FLIGHT CONTROLS
LIFT AUGMENTING
27-80
AUTOSLAT FAILURE WARNING
Purpose
Autoslat failure warning is provided to notify the crew when either or both autoslat channels are invalid or when disagreement exists during each static alpha
vane test.
Location
An amber AUTOSLAT FAIL LIGHT on the flight control module, P5-3, is controlled by relays inside the module.
Signals from the stall management Computers operate two valid relays and
one alpha vane valid relay. Certain indications can only illuminate the fail light
when the master caution recall relay is energized.
B737-300/-400/-500
Operation
Grounds that energize the three valid relays are provided by the stall management Computers, when valid. This positions the respective relay 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. AUTOSLAT
FAIL LIGHT power has a direct path to ground only through both channel valid
relay contacts in the fail condition. One channel invalid will illuminate the light
only when master caution recall is depressed.
The static alpha vane(s) inop signal from each vanes respective computer is
interlocked to cause the relay to de-energize. Master caution recall must be
depressed to illuminate the AUTOSLAT FAIL LIGHT for vane(s) failure.
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.
HAM US/E sp Jul 97
Page: 264
FLIGHT CONTROLS
LIFT AUGMENTING
B737-300/-400/-500
27-80
FLT CONTROL
A
STANDBY
HYD
LOW
QUANTITY
STDBY
RUD
STDBY
RUD
LOW
PRESSURE
OFF
OFF
A ON
B ON
ALTERNATE FLAPS
OFF
LOW
UP
LOW
PRESSURE
PRESSURE
OFF
SPOILER
A
B
DOWN
ARM
OFF
OFF
FEEL DIFF
PRESS
ON
ON
SPEED TRIM
FAIL
MACH TRIM
YAW DAMPER
FAIL
YAW
DAMPER
AUTO SLAT
FAIL
OFF
ON
P5 OVERHEAD PANEL
FIRE
WARN
MASTER
CAUTION
BELL CUTOUT
PUSH TO RESET
FLT CONT
IRS
FUEL
ELEC
APU
OVHT/DET
P7 PANEL, LEFT GLARESHIELD
Figure 132
HAM
HAM US/T
US/E sp
SpG
Jul 97
Sep 2002
Autoslat Warning (config. 2)

Page: 265
FLIGHT CONTROL
LIFT AUGMENTING
27-80
LEADING EDGE DEVICE INDICATION
Purpose
The leading edge device indication system provides visual indication of the
position of each leading edge flap and slat.
Location
Individual amber and green lights for each device are located on the annunciator module in the aft overhead panel. Two master annunciator lights, one amber and one green, are located on the captains instrument panel.
The leading edge flap and slat indicating module, M229, is mounted on Row 2
of the E3 rack in the electronic equipment compartment.
The leading edge flap and slat indicating module contains the switching and
logic cards that control the lights. The annunciator panel on P5 contains one
amber transit light and one green extend light for each leading edge flap and
slat, as well as one green full extend light for each slat. These lights are controlled by the position switches for each individual device. Only one light can be
illuminated for each device at a given time. The master annunciator lights on
the captains panel are controlled by all of the leading edge device position sensors and two trailing edge flap position switches on the flap control unit or by
either autoslat computer. The circuit is biased so that both lights cannot illuminate at the same time.
Power
The M229 module is powered by 28 volts dc from bus 1. The lights are powered by 28 volts dc from master dim. All of the lights are dimmable.
B737-300/-400/-500
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
in transit illuminates the master amber light. The individual amber lights extinguish and green lights illuminate as each slat reaches full extend. The master
amber light remains illuminated until all slats are at full extend and the trailing
edge flaps switches indicate 10 units or greater and not up. Then the amber
light extinguishes and the green, LE FLAPS EXT light illuminates.
The master amber light on the captains panel is illuminated for disagreement
between trailing edge flap position and the position of any leading edge flap or
slat.
The lights function in reverse on retraction.
Monitor
Autoslat operation of the slats from extend to full extend and back can only be
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 captains panel to function normally.
Operation
All lights are extinguished when the leading edge flaps and slats are retracted.
The individual amber lights on the annunciator panel illuminate as the respective device leaves the retract position. The master amber light, LE FLAPS
TRANSIT, illuminates when the first device leaves retract.
As each device reaches the extend position, the individual amber light extinguishes and the green light illuminates. The master annunciator lights on the
captains panel switch from amber to green when all devices are at the extend
position and the trailing edge flap switches indicate not up and not 10 units.
HAM US/E sp Jul 97
Page: 266
FLIGHT CONTROL
LIFT AUGMENTING
B737-300/-400/-500
27-80
LE DEVICES ANNUNCIATOR PANEL (Aft Overhead Panel)
POSITION INDICATOR
LE DEVICES
FLAPS
TRANSIT
EXT
A
A
G
G
2
3
G
G
LE FLAPS
LE FLAPS
TRANSIT
EXTEND
EXT
G
G
1
EXT
FULL
TRANSIT
G
6
FULL
(below Flap Position Indicator
EXT
at Pilots Center Panel)
SLATS
SLATS
TEST
FLAPS 10-DEGREE
SWITCH, S584
UNLOCK
LOCK SWITCH
(ACTUATOR)
FLAP CONTROL
UNIT FOLOW UP
EXTEND
> < 10_ TE FLAPS
SLAT EXTEND
PROX. SENSOR
FULL EXTEND
SLAT FULL EXTEND

PROX. SENSOR
STALL WARNING
SWITCH, S856
TE FLAPS UP/ NOT UP
LE SLAT SENSORS
INBD
(INHIBIT IN AIR)
RETRACT
LE FLAP RETRACT
PROX. SENSOR
FLAP / SLAT POSITION

INDICATION MODULE M 229 (E 3-2)
EXTEND
LE FLAP EXTEND
PROX. SENSOR
LE FLAP SENSORS
AUTOSLAT OR STALL MANAGMENT

COMPUTER NO.1 OR 2
WITH AUTOSLAT SIGNAL IN AIR CENTER PANEL

LIGHTS WILL NOT CHANGE FROM GREEN TO AMBER.
Figure 133
HAM US/E sp Jul 97
Leading Edge Device Indicating

Page: 267
FLIGHT CONTROL
LIFT AUGMENTING
B737-300/-400/-500
27-80
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.
HAM US/E sp Jul 97
Page: 268
FLIGHT CONTROL
LIFT AUGMENTING
B737-300/-400/-500
27-80
KRUEGER FLAP
EXTEND SENSOR
KRUEGER FLAP
RETRACT SENSOR
ACTUATION BAR
(FLAP RETRACT)
ACTUATION BAR
(FLAP EXTEND)
UPPER FLAP
NOSE ROD
KRUEGER FLAP
(SHOWN EXTENDED)
Figure 134
HAM US/E sp Jul 97
Leasing Edge Position Sensors

Page: 269
FLIGHT CONTROL
LIFT AUGMENTING
B737-300/-400/-500
27-80
SLAT POSITION SENSORS

Purpose
Slat position sensors report slat position to the leading edge device indicating
system.
Location
A reed switch for indication of retract position is located in the rod end of each
hydraulic actuator. (config. 1)
Since the read switch within the actuator was not reliable Boeing modified the
position. A new reed switch is installed on the leading edge and the magnet is
installed on the slat. (config 2)
Two extend proximity sensors are mounted on leading edge structure adjacent
to the forward end of one of the auxiliary tracks for each slat. A single actuator
is attached to the extension arm roller attach bolt.
The retract switch was previously described under the slat actuator.
Each extend sensor operates a switch in the leading edge flap and slat 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.
HAM US/E sp Jul 97
Page: 270
FLIGHT CONTROL
LIFT AUGMENTING
B737-300/-400/-500
27-80
PROXIMITY
SENSOR
SEE G
AUXILIARY
SLAT TRACK
LOCKNUT
F
MAGNET
SEAT
FWD
SLEEVE
FULL EXTEND
(GREEN LIGHT)
PROXIMITY SENSOR
FWD
MAGNET
SPRING
SLEEVE
ROD END
LOCK INDICATOR
ASSEMBLY
(SWITCH)
EXTEND
(GREEN LIGHT)
PROXIMITY SENSOR
SLAT
RETRACTED
SWITCH LEAD
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)
Figure 135
HAM US/E sp Jul 97
FWD
MAGNET
Slat Position Sensors

Page: 271
FLIGHT CONTROL
LIFT AUGMENTING
B737-300/-400/-500
27-80
THE STALL WARNING SWITCH (S 856)

Purpose
The switch transmits the trailing edge flap position, trailing edge position UP or
NOT UP, to the Flap / Slat Indication Module M229 to control the amber transit
light.
Location
The switch is located at the Flap Control Unit in the main wheel well 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.
HAM US/E sp Jul 97
Page: 272
FLIGHT CONTROL
LIFT AUGMENTING
B737-300/-400/-500
27-80
FLAPS 10-DEGREE
SWITCH, S584
FLAP
CONTROL
UNIT
SEE
RETAINING
NUTS
SWITCH
COVER
SEE B
ROLLER GUIDE
(EXAMPLE)
INBD
FWD
INBD
STALL WARNING
SWITCH, S856
Figure 136
HAM US/E sp Jul 97
Trailing Edge Control Unit Switch Location

Page: 273
FLIGHT CONTROL
LIFT AUGMENTING
B737-300/-400/-500
27-80
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.
HAM US/E sp Jul 97
Page: 274
FLIGHT CONTROL
LIFT AUGMENTING
B737-300/-400/-500
27-80
LE DEVICES
ANNUNCIATOR
LE FLAP AND
PANEL
SLAT POSITION
INDICATOR
LE FLAP AND
SLAT POSITION
INDICATION
MODULE
SEE
Figure 137
HAM US/E sp Jul 97
LE Flap/Slat Pos.. Ind. Module M229 (config 1)

Page: 275
FLIGHT CONTROL
LIFT AUGMENTING
B737-300/-400/-500
27-80
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.
HAM US/E sp Jul 97
Page: 276
FLIGHT CONTROL
LIFT AUGMENTING
B737-300/-400/-500
27-80
LE FLAP AND
SLAT POSITION
INDICATOR
LE DEVICES
ANNUNCIATOR
PANEL
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
MENU
ON
OFF
YES
NO
LE FLAP AND
SLAT POSITION
INDICATION
MODULE
SEE
Figure 138
HAM US/E sp Jul 97
LE Flap / Slat Pos. Ind. Module M229 (config 2)

Page: 277
INDICATION / RECORDING SYSTEMS

INDEPENDENT INSTRUMENTS
B737-300/-400/-500
31-20
31-20
TAKEOFF WARNING SYSTEM

Purpose
The takeoff warning System is installed to provide an aural warning to the

pilot when takeoff is attempted with certain flight controls not in the proper
position.
System Description
An intermittent aural warning will sound in the flight compartment when the
airplane is on the ground, either throttle is advanced, and the speed brake lever, horizontal stabilizer, trailing edge flaps, or leading edge flaps are not
in the takeoff position.
HAM US/E sp Jul 97
Page: 278
B737-300/-400/-500
31-20

Figure 139
HAM US/E sp Jul 97
Takeoff Warning System

Page: 279

B737-300/-400/-500
31-20
TAKEOFF WARNING
Purpose
The takeoff warning system warns the pilot if L.E. or T.E. flaps, stabilizer, and
speedbrake handle are not in their respective takeoff position or the parking
brake is set prior to takeoff.

The speed brake takeoff warning switch is mounted inside the pilots control
stand, directly beneath the speed brake lever down detent.
The trailing edge flap takeoff warning switch is mounted on the flap control unit.
Two stabilizer takeoff warning switches are mounted on the aft wall of the stabilizer access compartment, left of the jackscrew. Relays energized by the extend proximity switches of numbers t and 4 leading edge flaps are on the back
of the E-3 rack, row 2.
Thrust lever advance switches are inside the control stand, adjacent to the
thrust lever cable drum. Air-ground sensing and control circuits are in the landing gear logic shelf in the lower nose compartment.
The parking brake lever switch closes the park and squat relay in the E11 shelf
with airplane on ground. Contacts in the park and squat relay close to provide
ground to takeoff warning circuit.
The warning horn is located forward of the control stand on the first officers
side.
The proper configuration of the flight controls for takeoff are:
- Speed Brake Lever - Down detent
- Stabilizer - Green Range
- Trailing Edge Flaps - 1 unit through 15 units.
- Leading Edge Flaps - Extend
- Parking Brake Released
General Operation
If either thrust lever is advanced to the takeoff thrust range, an intermittent
warning horn in the control cabin will sound if either the L.E. or T.E. flaps or
stabilizer are not in the takeoff range, parking brake is not released, or the
speedbrake handle is not stowed. The horn can only be silenced by correcting
the configuration or retarding the thrust lever.
HAM US/E sp Jul 97
Page: 280
B737-300/-400/-500
31-20

Figure 140
HAM US/E sp Jul 97
Takeoff Warning Component Location

Page: 281


B737-300/-400/-500
31-20
TAKEOFF WARNING SCHEMATIC

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

S The park and squad relay is energized when the parking brake is set
S The park and squad relay is installed in the landing gear logic unit module.
S The relay (R274) is controlled by the parking brake switch S100 which is
actuated by the parking brake linkage.
Page: 282

B737-300/-400/-500
31-20
SPEED BRAKE SW
GRD = 0
(CLOSED WHEN
NOT DOWN)
28V DC
GATE
T.E. FLAP TAKEOFF WARN SW
(CLOSED WHEN FLAPS
NOT IN TAKEOFF RANGE)
AURAL WARN
L.G. SAFETY SW
LANDING GEAR
GND SENSORS
LOGIC SHELF
BATT BUS
ADV
UPR STAB TRIM SW
(CLOSED WHEN STAB
ENG 1 T/O
NOT IN GREEN BAND)
WARN SW
VOLTAGE REG
17V DC
28V DC TO PWR AMPL
RET
ADV
ENG 2 T/O
LWR STAB TRIM SW
WARN SW
(CLOSED WHEN STAB

RET
NOT IN GREEN BAND)
PILOTS CONTROL
STAND
R 274 PARK AND

SQUAD RELAY
ENERG. WHEN
PARK BARKE IS SET
MULTI-
HORN
VIBRATOR
OSC
DRIVER
2/SEC
MODULE A2
TO L.E. FLAP
EXTEND LIGHT
PWR AMPL
L.E. FLAP
POS IND
CLOSED WHEN
FLAP EXTENDED
28V DC
SPEAKER
L.E. FLAP AND SLAT
(P6)
POS IND UNIT

AURAL WARNING DEVICES BOX (M315)
Figure 141
HAM
FRA US/T br
SpG
8 Apr
Sep03
2002
Takeoff Warning Schematic

Page: 283
B737-300/-400/-500
31-20

FRA US/T br
8 Apr 03
Page: 284

B737-300/-400/-500
31-20
28 V BAT. BUS
ONE OR BOTH THRUST LEVER ADVANCED

AIRCRAFT ON GROUND
PARK BRAKE SET

SPEEDBRAKE LEVER NOT IN DOWN DETEND
TE-FLAPS <1 OR >15 UNITS
LE-FLAP NO. 1 NOT EXTENDED
LE-FLAP NO. 4 NOT EXTENDED
STABILIZER >6.3 AIRPLANE NOSE UP
STABILIZER <1.0 AIRPLANE NOSE DOWN
Figure 142
FRA US/T br
8 Apr 03
Takeoff Warning Logic

Page: 285

B737 3 ATA 27 L3 e

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Training Manual

For Training Purposes Only

For training purpose and internal use only.

Lufthansa Technical Training GmbH

SPOILER CONTROL QUADRANT ASSEMBLY . . . . . . . . . . . . . . . . . .

ATA 27 FLIGHT CONTROL . . . . . . . . . . . . . . . . . . .

FLAP LOAD LIMITER (CONFIG 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Flight Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Ground Spoiler Control Valve . . . . . . . . . . . . . . . . . . . . . .

Stall Warning Component Location . . . . . . . . . . . . . . . . .

Alternate Flap Drive Unit . . . . . . . . . . . . . . . . . . . . . . . . .

Takeoff Warning Schematic . . . . . . . . . . . . . . . . . . . . . . .

For Training Purposes Only

Lufthansa Technical Training

HAM US/E sp Oct. 96

Lufthansa Technical Training

FLIGHT CONTROL SYSTEM INTRODUCTION

For Training Purposes Only

HAM US/E sp Oct. 96

Lufthansa Technical Training

LEADING EDGE FLAP

For Training Purposes Only

Flight Control System

Lufthansa Technical Training

For Training Purposes Only

HAM US/E sp Oct. 96

Lufthansa Technical Training

For Training Purposes Only

LEADING EDGE FLAPS

SLATS from left to right, 1 to 6

Flight Control General

Lufthansa Technical Training

Flight Control Switch

OFF - Corresponding hydraulic system pressure ailerons, elevators and

Functions only when alternate flaps master switch is in ARM position.

STDBY RUD (either switch) - Corresponding hydraulic system pressure

UP - Electrically retracts trailing edge flaps.

ON (guarded position) - Normal operation.

Provided B-hydraulic is available and switch was not moved to DOWN

Flight Control Low Pressure Lights (amber)

For Training Purposes Only

THE A SYSTEM LIGHT WILL REMAIN ILLUMINATED FOR

Elevator Feel Differential Pressure Light

On airplanes with the rudder pressure reducer installed, the A system

Alternate Flap Position Switch

Auto Slat Fail Light (amber)

Flight Spoiler Switch

Alternate Flap Master Switch

Lufthansa Technical Training

FLIGHT CONTROL PANEL

For Training Purposes Only

BELL CUTOUT PUSH TO RESET

FLIGHT CONTROL PANEL P5-8

LEFT LIGHT SHIELD FLT CONT FAULT LIGHT

Flight Control Panel

Lufthansa Technical Training

PANEL DESCRIPTION (CONT.)

Speed Brake Lever

Cutout - Removes autopilot servo power to stabilizer drive.

Stabilizer Trnim Handle

For Training Purposes Only

Stabilizer Trim Wheel

Stabilizer Trim Indicator