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Directorate of OperationalSlide 1 of 73
737-300/400
FLIGHT CONTROLS
NextMain Menu Quit
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Directorate of OperationalSlide 2 of 73
Flight Control Surface
Locations
Flight Spoilers (4 total)
Ground Spoilers(6 total)
Rudder
Elevators
Balance Tabs
Horizontal
Stabilizer
Trailing
Edge
Flaps
AileronBalance Tab
Leading
Edge Slats(6 total)
Leading
Edge Flaps
(4 total)
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Directorate of OperationalSlide 3 of 73
737-300/400 Hydraulic
Schematic (specific to primary flightcontrols)
Both A and B
hydraulic systems
simultaneously
supply pressure
to the primary
flight controls;
ailerons, elevator
(elevator feel),
and rudder. In
addition, the
standby hydraulicsystem will
supply pressure
to the rudder
when operating
under non-normal
conditions.
B
system pressure
A
system pressure
Supply
Standby
system pressure
Case drain
return
Aileron
Rudder
Elevator and Elevator feel
Standby rudder
To return
Standby
system
reservoir
Motor
Return
To return
P P To return
Hydraulic shutoff
No. 1
fuel
tank
To reservoir Hydraulic
heat
exchanger
Engine
driven
pump
Hydraulic shutoff
No. 2
fuel
tank
To reservoirHydraulic
heat
exchanger
Motor
Electric
pump
Electric
pump
Motor
A
system
reservoir
Pneumatic air
Return
Standpipe
(quantity 25%)
Engine
driven
pump
B
system
reservoirPneumatic air
Return
Standpipe
(quantity 50%)
Standpipe (quantity 0%).
1 gallon remaining for PTU use only.
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Directorate of OperationalSlide 4 of 73
Flight Control Panel(top half)
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Flight Control Panel(top half)
FLIGHT CONTROL Switches:
STBY RUD
Activates standby pump and opens
standby rudder shutoff valve to
pressurize standby rudder power
control unit (PCU).
OFF
Closes flight control shutoff valve
isolating ailerons, elevators, and
rudder from associated hydraulic
system pressure.
ON (guarded position)Normal operating position.
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Flight Control Panel(top half)
Flight Control LOW PRESSURE Lights:
Illuminated
Indicates low hydraulic system
("A" or B) pressure to ailerons,
elevator, and rudder.
Deactivated when associated
FLIGHT CONTROL switch ispositioned to STBY RUD and
standby rudder shutoff valve is
fully open.
On airplanes with the rudder
pressure reducer installed, the A
system light indicates A system
pressure is low when normal systempressure is commanded.
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Flight Control Panel(top half)
STANDBY HYD LOW QUANTITY Light:
Illuminated
Indicates low quantity in standby
hydraulic reservoir (approximately 50%).
Note: This light is always armed.
STANDBY HYD LOW PRESSURE Light:
Illuminated
Indicates output pressure of standby
pump is low.
Note: This light is armed only when
standby pump operation has beenselected or automatic standby function
is activated.
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Flight Control Panel(top half)
ALTERNATE FLAPS Master Switch:
OFF (guarded position)
Normal operating position.
ARM
Closes the trailing edge flap bypass valve
(to prevent hydraulic lock of flap drive unit). Arms the ALTERNATE FLAPS position
switch.
Activates standby pump.
Arms the standby hydraulic LOW
PRESSURE light.
Arms the leading edge standby drive
extension shutoff valve.
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Flight Control Panel(top half)
ALTERNATE FLAPS Position Switch:
Functions only when the
ALTERNATE FLAPS master switch
is in the ARM position.
UP
Electrically retracts trailing edge flaps. Leading edge devices remain
extended and cannot be retracted by
the alternate flaps system.
OFF
Normal operating position.
DOWN (spring-loaded to OFF)
(Momentary) Opens the leading edge
standby drive extension shutoff valve
and fully extends leading edge devices
using standby hydraulic pressure.
(Hold) Electrically extends trailing edge
flaps (no asymmetry protection is provided).
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Directorate of OperationalSlide 10 of 73
Flight Control Panel(bottom half)
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Flight Control Panel(bottom half)
Flight SPOILER Switches:
(guarded to ON)
OFF
Closes the respective flight spoilers
shutoff valve.
Used for maintenance purposes only.
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Flight Control Panel(bottom half)
FEEL DIFF PRESS Light:
Armed when the trailing edge flaps
are up.
Illuminated
Indicates excessive differential
pressure in the elevator feelcomputer.
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Flight Control Panel(bottom half)
SPEED TRIM FAIL Light:
Armed when the trailing edge flaps
are not up.
Illuminated
If illuminated continuously, indicates
failure of both channels of the speedtrim system.
If illuminated only when the MASTER
CAUTION light recall is activated,
indicates failure of a single channel
of the speed trim system. Light
extinguishes when master caution
system is reset.
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Flight Control Panel(bottom half)
MACH TRIM FAIL Light:
Armed when the trailing edge flaps
are up.
Illuminated
If illuminated continuously, indicates
failure of both channels of the machtrim system.
If illuminated only when the MASTER
CAUTION light recall is activated,
indicates failure of a single channel
of the mach trim system. Light
extinguishes when master caution
system is reset.
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Flight Control Panel(bottom half)
AUTO SLAT FAIL Light:
Illuminated
If illuminated continuously, indicates
failure of both autoslat computers.
If illuminated only when the MASTER
CAUTION light recall is activated,
indicates failure of a single autoslatcomputer. Light extinguishes when
master caution system is reset.
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Flight Control Panel(bottom half)
YAW DAMPER Light:
Illuminated
Yaw damper is not engaged.
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Flight Control Panel(bottom half)
YAW DAMPER Switch:
OFF
Disengages yaw damper.
ON
Engages yaw damper to rudder
power control unit (PCU).
This concludes the review of the Flight Control Panel. The remainder of the presentation
will discuss the flight control system in greater detail. Click Next to continue.
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Roll Control
Control Wheel:
Rotate
Operates ailerons and flight
spoilers in desired direction.
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Roll ControlAILERON Trim Switches:
(spring-loaded to center)
Movement of both switches in
same direction repositions the
aileron neutral control position.
Control wheel automatically
moves in the respective direction.
AILERON TRIM Indicator:
(located on top of control column,behind control wheel)
Indicates units of aileron trim.
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Roll ControlRoll control surfaces consist of hydraulically powered ailerons and flight spoilers, which provide roll
control around the aircrafts longitudinal axis. The ailerons and flight spoilers are controlled by rotating
either control wheel. With a loss of both A and B hydraulic systems, the ailerons and flight spoilers
are capable of being mechanically positioned (manual reversion). The aileron balance tab functions to
reduce the force required to position the aileron. Balance tab travel is opposite to aileron travel, i.e., an
upward movement of the aileron produces a downward movement of the balance tab.
Flight Spoilers
Aileron
Flight Spoilers
Aileron
Balance Tab
Balance Tab
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Roll ControlFlight spoilers are utilized either inflight or on the ground to increase drag and reduce lift. They also
supplement roll control in response to control wheel commands. A spoiler mixer (located in the main
wheel well) controls the hydraulic power control units (PCUs) on each flight spoiler panel to provide flight
spoiler movement proportional to aileron movement.
Flight Spoilers
Aileron
Flight Spoilers
Aileron
Balance Tab
Balance Tab
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Roll ControlAt the base of the First Officers control column is the Aileron Transfer Mechanism. This mechanism willallow the pilots to bypass a jammed roll control system (aileron or flight spoiler). Applying force to either
the Captains or First Officers control wheel will determine which system is jammed and therefore which
control surface (ailerons or flight spoilers) and which control wheel (Captains or First Officers) will be
utilized for roll control
Flight Spoilers
Aileron
Flight Spoilers
Aileron
Balance Tab
Balance Tab
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Roll ControlFor example, if the aileron system is jammed, applying force the the First Officers control wheel willresult in roll control from the flight spoilers (in this case the Captains control wheel and ailerons are
inoperative). If the flight spoiler system is jammed, applying force the the Captains control wheel will
result in roll control from the ailerons (in this case the First Officers control wheel and flight spoilers are
inoperative).
Flight Spoilers
Aileron
Flight Spoilers
Aileron
Balance Tab
Balance Tab
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PT. METRO BATAVIA
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Roll Control
AILERON
TRIM
AILERON
FEEL AND
CENTERING
UNIT
SPOILER
MIXER
FLIGHT
SPOILERSAILERON
AILERON TRANSFER
MECHANISM
23 6
7
FIRST OFFICERS
CONTROL WHEEL
CAPTAINS
CONTROL WHEEL
FLIGHT
SPOILERS
AILERON
BALANCE
TAB
BALANCE
TAB
AILERON
POWER
CONTROL
UNIT A
AILERON
POWER
CONTROL
UNIT B
HYDRAULIC SYSTEM
AHYDRAULIC SYSTEM
B
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Pitch Control
Control Column:
Push/Pull
Operates elevators in the desired
direction.
Movement in opposite direction ofstabilizer trim will stop electric
trimming.
Stabilizer Trim Switches:
(spring-loaded to neutral)
Push (both) up/down
Electrically commands stabilizer
trim in desired direction.
Autopilot disengages, if engaged
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Pitch Control
Stabilizer Trim Wheels:
Provides for manual operation of
horizontal stabilizer.
Overrides any other horizontal
stabilizer inputs.
Rotates when horizontal stabilizer is in
motion.
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Pitch Control
STAB TRIM Green Band Range:
Corresponds to allowable range of
trim settings for takeoff.
STAB TRIM Indicator:
Indicates units of trim on the adjacent
green band range scale.
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Pitch ControlSTAB TRIM AUTO PILOT CUTOUT Switch:
NORMALNormal operating position.
CUTOUT
Deactivates autopilot stabilizer trim
operation.
Autopilot disengages if engaged.
STAB TRIM MAIN ELECT CUTOUT Switch:
NORMAL
Normal operating position.
CUTOUT
Deactivates stabilizer trim switch operation.
STAB TRIM Override Switch:NORMAL
Normal operating position.
OVERRIDE
Bypasses the control column actuated
stabilizer trim cutout switches to restore
power to the stabilizer trim switches.
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Pitch ControlPitch control surfaces consist of hydraulically powered elevators and an electrically powered horizontalstabilizer. The elevators are controlled by forward or aft movement of the control column. The horizontal
stabilizer is controlled by either the stabilizer trim switches, autopilot or stabilizer trim wheel (manual
trim). The elevator balance tab functions to reduce the force required to position the elevator.
ElevatorsHorizontal
Stabilizer
Balance Tabs
Horizontal
Stabilizer
Left Pitot Probe(for elevator feel system)
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Pitch ControlThe elevators provide pitch control around the airplanes lateral axis. Cables connect the pilots controlcolumns to elevator PCUs. The PCUs are powered by A and B hydraulic system. With a loss of both
A and B hydraulic systems, the elevators can be mechanically positioned (manual reversion).
ElevatorsHorizontal
Stabilizer
Balance Tabs
Horizontal
Stabilizer
Left Pitot Probe(for elevator feel system)
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Pitch ControlThe elevator feel computer provides simulated aerodynamic forces using airspeed (from pitot probe onvertical stabilizer) and horizontal stabilizer position. This artificial feel is transmitted to the control
columns via the elevator feel and centering unit. The elevator feel computer utilizes either A or B
hydraulic systems. If an undesirable pressure difference exists between the two hydraulic systems,
or an elevator feel pitot probe fails, the FEEL DIFF PRESS light will automatically illuminate.
ElevatorsHorizontal
Stabilizer
Balance Tabs
Horizontal
Stabilizer
Left Pitot Probe(for elevator feel system)
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Pitch ControlThe Mach Trim system provides speed stability at higher Mach numbers (above Mach .615). As aircraft
speed increases, the Mach Trim system will automatically reposition the elevators via the elevator feel andcentering mechanism, which in turn adjusts the control column neutral position. If one channel of the
Mach Trim system fails, the MACH TRIM FAIL light will illuminate when the Master Caution system
annunciator panel (recall) is pressed. If both channels of the Mach Trim system fail, the MACH TRIM FAIL
light will automatically illuminate.
ElevatorsHorizontal
Stabilizer
Balance Tabs
Horizontal
Stabilizer
Left Pitot Probe(for elevator feel system)
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Directorate of OperationalSlide 33 of 73
Pitch ControlThe horizontal stabilizer is positioned by the main electric trim motor (utilizing the stabilizer trim switcheson the control wheel) or by the autopilot trim motor. The horizontal stabilizer may also be positioned by
manually rotating the stabilizer trim wheel. The stabilizer trim wheels in the flight deck rotate whenever
electric stabilizer trim is actuated.
ElevatorsHorizontal
Stabilizer
Balance Tabs
Horizontal
Stabilizer
Left Pitot Probe(for elevator feel system)
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Pitch ControlControl column actuated stabilizer trim cutout switches (located under the flight deck floor) stopoperation of the main electric and autopilot trim motors when control column movement opposes trim
direction. When the STAB TRIM override switch is positioned to OVERRIDE, main electric trim can be
used regardless of control column position.
ElevatorsHorizontal
Stabilizer
Balance Tabs
Horizontal
Stabilizer
Left Pitot Probe(for elevator feel system)
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Pitch ControlThe Speed Trim system provides automatic trim inputs to the horizontal stabilizer to maintain positivespeed stability. This usually occurs during takeoff or go-around with an aft center of gravity, high thrust
setting, and a low gross weight. Other inputs into the Speed Trim system include horizontal stabilizer
position, thrust lever position, airspeed, and vertical speed. During Speed Trim operation, trimming of the
horizontal stabilizer is via the autopilot trim motor. Conditions for Speed Trim operation are listed below:
Speed Trim operates when:
Flaps not up
N1 above 60%
Airspeed 100-300 KIAS
Autopilot not engaged
Ten seconds after takeoff
Five seconds followingrelease of trim switches
Sensing of trim requirement
ElevatorsHorizontal
Stabilizer
Balance Tabs
Horizontal
Stabilizer
Left Pitot Probe(for elevator feel system)
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Directorate of OperationalSlide 36 of 73
Pitch Control
FLIGHT
CONTROL
COMPUTERS
AIR DATA
COMPUTERS
L PITOT
PROBE
R PITOT
PROBE
ELEVATOR
FEEL
COMPUTER
MACH TRIM ACTUATOR
ELEVATOR FEEL
& CENTERING UNIT
STABILIZER
TRIMSTABILIZER
POSITION
A
HYDRAULIC
SYSTEM
B
HYDRAULIC
SYSTEM
HORIZONTAL
STABILIZER
ELEVATOR
BALANCE TABS
HORIZONTAL
STABILIZER
ELEVATOR
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Yaw ControlRudder Pedals:Push
Controls rudder position.
Permits limited nose wheel steering up to 7
left or right of center.
RUDDER Trim Control Knob:
(spring-loaded to center)Rotate
Electrically trims the rudder in the desired
direction.
RUDDER TRIM Indicator:
Indicates units of rudder trim.
YAW DAMPER Indicator:
Indicates yaw damper movement of rudder.
Pilot rudder pedal inputs are not indicated.
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Yaw Control
Rudder
Vertical Stabilizer
Yaw control is accomplished by a hydraulically powered rudder, and a yaw damper system. The rudderprovides yaw control around the aircrafts vertical axis, and is controlled by displacing the rudder pedals.
Both sets of rudder pedals are connected via cables to the main and standby rudder PCUs through the
rudder feel and centering unit. The rudder can only be operated when hydraulic power is available, i.e.
manual reversion is not available for the rudder.
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Yaw ControlThe main rudder PCU is powered by A and B hydraulic system. The standby rudder PCU is poweredby the standby hydraulic system. The standby hydraulic system serves as a backup if A and/or B
hydraulic system pressure is lost. The standby hydraulic pump and standby rudder PCU can be manually
activated by positioning either FLT CONTROL switch to STBY RUD (standby rudder). They can also be
automatically activated when all of the conditions listed below exist:
Standby pump and PCU automatic
activation:
Loss of one hydraulic system
(A or B)
Trailing edge flaps extended
Airborne OR wheel speedgreater than 60 kts.
Rudder
Vertical Stabilizer
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Yaw ControlThe yaw damper system prevents unwanted (Dutch) roll, and provides turn coordination. When
necessary, the yaw damper system will provide inputs to the rudder via the main rudder PCU. At higher
airspeeds the amount of yaw damper rudder deflection decreases. No rudder pedal movement results
from yaw damper operation. The yaw damper utilizes B hydraulic system only. If B pressure is lost,
the yaw damper system is inoperative, but the YAW DAMPER switch remains in the ON position until the
B FLT CONTROL switch is positioned to OFF or STBY RUD.
Rudder
Vertical Stabilizer
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Yaw Control
RUDDER
TRIM
RUDDER FEEL
AND CENTERING
UNIT
YAW DAMPER
RATE GYRO
YAW
DAMPER
RUDDER
PCU
STANDBY
RUDDER PCU
RUDDER
STANDBY
RUDDER
SHUTOFF
VALVE
STANDBY HYDRAULIC SYSTEM
B HYDRAULIC SYSTEM
CAPTAINS
RUDDER
PEDALS
FIRST OFFICERS
RUDDER
PEDALS
A HYDRAULIC SYSTEM
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Speed BrakesSPEED BRAKE Lever:DOWN
All flight and ground spoiler panels in faired
position.
ARMED
Automatic speed brake system armed.
Upon touchdown, the speed brake lever
moves to the UP position and all flight andground spoilers extend.
FLIGHT DETENT
All flight spoilers are extended to their
maximum position for inflight use.
UPAll flight and ground spoilers are extended to
their maximum position for ground use.
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Speed Brakes
SPEED BRAKE DO NOT ARM Light:
Illuminated
Indicates abnormal condition or test inputs to
the automatic speed brake system.
Note: Light is deactivated when speed brake
lever is in the DOWN position.
SPEED BRAKE ARMED Light:
Illuminated
Indicates valid automatic speed brake system
inputs.
Note: Light is deactivated when speed brake
lever is in the DOWN position.
737-300/400 HydraulicB
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y
Schematic (specific to spoilers)
A systemhydraulics powers
the six ground
spoilers and the
two inboard flight
spoilers. B
system hydraulics
powers the two
outboard flight
spoilers.
Bsystem pressure
A
system pressure
Supply
Standby
system pressure
Case drain
return
To return P
Hydraulic shutoff
No. 1
fuel
tank
To reservoir Hydraulicheat
exchanger
Electric
pump
Motor
A
system
reservoir
Pneumatic air
Return
Standpipe
(quantity 25%)
Enginedriven
pump
P To return
Enginedriven
pump
Hydraulic shutoff
No. 2
fuel
tank
To reservoirHydraulicheat
exchanger
Motor
Electric
pump
B
system
reservoirPneumatic air
Return
Standpipe
(quantity 50%)
Standpipe (quantity 0%).
1 gallon remaining for PTU use only.
Groundspoilers
Inboard flightspoilers Outboard flight spoilers
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Speed BrakesThe speed brakes consist of four flight spoilers and six ground spoilers. A hydraulic system powers allsix ground spoilers and the two inboard flight spoilers. B hydraulic system powers the two outboard
flight spoilers. The speed brake lever controls the spoilers. On the ground, when the speed brake lever is
actuated, all ten spoilers deploy. In flight, when the speed brake lever is actuated, only the flight spoilers
deploy.
Flight Spoilers
Flight Spoilers
Ground Spoilers
Ground Spoilers
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Speed BrakesIn flight operation:
Operating the speed brake lever in flight will result in the four flight spoiler panels to deploy symmetricallyto act as speed brakes. When the flight spoilers are in an intermediate position, roll rates increase
significantly. Moving the speed brake lever past the FLIGHT detent results in buffeting and is not
recommended in flight.
Flight Spoilers
Flight Spoilers
Ground Spoilers
Ground Spoilers
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Speed BrakesGround operation:
During landing, the auto speed brake system operates when the following conditions exist:
Speed brake lever in the ARMED position
SPEED BRAKE ARMED light illuminated Both thrust levers in the idle position
Upon main landing gear wheel spin-up of greater than 60 knots, the speed brake lever will automatically
move to the UP position and all four flight spoilers deploy.
Upon air/ground sensing system detecting aircraft being on the ground, the six ground spoilers deploy.
If a wheel spin-up signal is not detected, the speed brake lever automatically moves to the UP position
and all ten spoilers deploy when the air/ground sensing system detects being on the ground.
Flight Spoilers
Ground Spoilers
Ground Spoilers
Flight Spoilers
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Speed BrakesGround operation (RTO):
During a rejected takeoff (RTO), the auto speed brake system operates when the these conditions exist:
Main landing gear wheel speed greater than 60 kts.
Both thrust levers in the idle position. Application of reverse thrust mechanically lifts the speed brake handle out of the DOWN detent. The
speed brake handle will now automatically move to the UP position resulting in all ten spoilers
deploying.
All ten spoilers may be stowed manually by repositioning the speed brake handle to the DOWN detent.
The spoilers may be automatically stowed by advancing the thrust levers until the speed brake handle
moves to the DOWN detent.
Flight Spoilers
Ground Spoilers
Ground Spoilers
Flight Spoilers
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Speed Brakes
SPEED
BRAKE
LEVER
01
23
4 5
67
89
A HYDRAULIC
SYSTEM
GROUND SPOILER
SHUTOFF VALVE
GROUND SPOILER
CONTROL VALVE
SPOILER
MIXER
RIGHT MAIN
LANDING GEAR
FLIGHT SPOILERS: 2, 3, 6, 7
GROUND SPOILERS: 0, 1, 4, 5, 8, 9
B HYDRAULIC
SYSTEM
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Trailing and Leading Edge DevicesFLAP lever:
Selects position of flap control valve, directinghydraulic pressure for flap drive unit.
Position of the leading edge devices is
determined by selecting trailing edge flap
position.
Flap position 40 arms the flap load relief
system.
FLAPS LIMIT Placard
Flap Position Indicator:
Indicates position of left and right trailing edge
flaps in units, not degrees.
Provides trailing edge flaps asymmetry
protection.
737-300/400 HydraulicSchematic (specific to leading and trailing B
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Schematic (specific to leading and trailingedge devices)
B systemhydraulics powers
both the leading
and trailing edge
devices. If B
hydraulic system
pressure is lost,
the standby
hydraulic system
can extend, but
not retract, the
leading edge
devices.
Bsystem pressure
A
system pressure
Supply
Standby
system pressure
Case drain
return
P To return
Enginedriven
pump
Hydraulic shutoff
No. 2
fuel
tank
To reservoirHydraulicheat
exchanger
Motor
Electric
pump
system
reservoirPneumatic air
Return
Standpipe
(quantity 50%)
Standpipe (quantity 0%).
1 gallon remaining for PTU use only.
Trailingedge flaps
Leading edge
flaps & slats
Leading edge devices
standby extension
Return
Standby
system
reservoir
Motor
To return
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Trailing and Leading Edge Devices
The leading edge flaps and slats (LE devices) are high lift devices that increase wing lift and decrease stallspeed during takeoff, low speed maneuvering, and landing. Leading edge devices consist of four Krueger
flaps (two inboard of each engine), and six slats (three outboard of each engine). Slats extend to form a
sealed or slotted leading edge depending on the trailing edge flap setting.
Leading Edge
Flaps
Leading Edge
Slats
Leading Edge
SlatsLeading Edge
Flaps
Trailing Edge
Flaps
Trailing Edge
Flaps
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Trailing and Leading Edge Devices
The trailing edge devices (TE devices) consist of triple-slotted flaps inboard and outboard of each engine.TE flap positions 1-15 provide increased lift; positions 15-40 provide increased lift and drag. Flap
positions 15, 30, and 40 are normal landing flap positions.
Leading Edge
Flaps
Leading Edge
Slats
Leading Edge
SlatsLeading Edge
Flaps
Trailing Edge
Flaps
Trailing Edge
Flaps
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Leading Edge Annunciator Panel
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Leading Edge Annunciator Panel
LE DEVICES (Leading Edge Devices)
Annunciator Panel:
Indicates position of individual leading edgeflaps and slats.
Extinguished
Related leading edge device retracted.
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Leading Edge Annunciator Panel
The four flaps have two positions:
Fully retracted
Fully extended
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Leading Edge Annunciator Panel
The six slats have three positions:
Fully retracted
Extended Fully extended
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Leading Edge Annunciator Panel
LE DEVICES TRANSIT Lights:
Illuminated
Related leading edge device in transit.
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Leading Edge Annunciator Panel
LE DEVICES EXT Lights:
Illuminated
Related leading edge slat in extendedposition.
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Leading Edge Annunciator Panel
LE DEVICES FULL EXT Lights:
Illuminated
Related leading edge flap or slat infully extended position.
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Leading Edge Annunciator Panel
LE DEVICES TEST Switch:
Press
Tests all annunciator panel lights.
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Leading Edge
Transit / Extend Lights
L di Ed
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Leading Edge
Transit / Extend Lights
LE FLAPS TRANSIT Light:
Illuminated
Any leading edge device in transit, or not in
programmed position with respect to trailingedge flaps.
Note: Light is inhibited during autoslat
operation in fight.
L di Ed
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PT. METRO BATAVIA
Directorate of OperationalSlide 64 of 73
Leading Edge
Transit / Extend Lights
LE FLAPS EXT Light:
Illuminated
All leading edge flaps fully extended and
all leading edge slats in extendedposition (trailing edge flap positions 1, 2,
and 5).
All leading edge devices in fully extended
position (trailing edge flap positions
10 thru 40).
Trailing and Leading Edge Device
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PT. METRO BATAVIA
Directorate of OperationalSlide 65 of 73
Trailing and Leading Edge Device
Sequencing
TE flaps selected from UP to 1, 2 or 5:
TE devices and flap gauge move tocommanded position (TE flaps 1 shown).
LE annunciator panel initially indicates
LE devices in transit, then indicates
flaps in fully extended position and slatsin extended position.
LE transit / extend lights initially indicate
LE FLAPS TRANSIT, then LE FLAPS EXT
when all LE devices in commanded
position.
TE and LE devices are normally powered by the B hydraulic system. When the flap lever is in the UPposition, all TE and LE devices are commanded to the fully retracted position. LE device deployment is
sequenced as a function of TE device deployment. Sequencing is as follows:
Trailing and Leading Edge Device
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PT. METRO BATAVIA
Directorate of OperationalSlide 66 of 73
Trailing and Leading Edge Device
SequencingTE and LE devices are normally powered by the B hydraulic system. When the flap lever is in the UPposition, all TE and LE devices are commanded to the fully retracted position. LE device deployment is
sequenced as a function of TE device deployment. Sequencing is as follows:
TE flaps selected from 1, 2 or 5 to 10 or greater:
TE devices and flap gauge move tocommanded position (TE flaps 15 shown).
LE annunciator panel initially indicates
slats in transit, then indicates slats in
fully extended position. Flaps remain infully extended position.
LE transit / extend lights initially indicate
LE FLAPS TRANSIT, then LE FLAPS EXT
when slats are fully extended.
Alternate Extension/Retraction of
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PT. METRO BATAVIA
Directorate of OperationalSlide 67 of 73
Alternate Extension/Retraction of
Trailing Edge Devices
Trailing Edge
Flaps
Trailing Edge
Flaps
In the event of B system hydraulic failure, an alternate method of extending and retracting the TE flaps
is provided via the ALTERNATE FLAPS master switch. Unguarding and positioning the red ALTERNATEFLAPS master switch to ARM, arms the ALTERNATE FLAPS position switch. The ALTERNATE FLAPS
position switch controls a flap drive unit which electrically extends and retracts the TE flaps. The switch
must be held in the DOWN position until the TE flaps reach the desired position. No asymmetry
protection is provided when using this alternate extension/retraction method.
See picture ofFlap Drive Unit
Alternate Extension of
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PT. METRO BATAVIA
Directorate of OperationalSlide 68 of 73
Alternate Extension of
Leading Edge DevicesIn the event of B system hydraulic failure, an alternate method of extending the LE devices is provided
via the ALTERNATE FLAPS master switch. Unguarding and positioning the red ALTERNATE FLAPSmaster switch to ARM, arms the ALTERNATE FLAPS position switch and activates the standby hydraulic
pump. When the ALTERNATE FLAPS position switch is momentarily held in the DOWN position, all LE
devices drive to the fully extended position. The LE devices cannot be retracted utilizing the standby
hydraulic system.
Leading Edge
Flaps
Leading Edge
Flaps
Leading Edge
Slats
Leading Edge
Slats
T ili d L di Ed D i S h ti
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PT. METRO BATAVIA
Directorate of OperationalSlide 69 of 73
Trailing and Leading Edge Device Schematic
TE FLAP
HANDLE
AIR DATA
COMPUTER
TE FLAP
BYPASS
VALVE
STBYRES
AUTOSLAT
CONTROL
LE
CONTROL
FROM B
SYSTEM
RESERVOIR
A SYSTEM HYDRAULICS
B SYSTEM HYDRAULICS
PTU
..
TE FLAP
CONTROL
FLAP
DRIVE
UNIT
M
M
. .
TE FLAPS
.
COMPARATOR
SWITCH
L R
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PT. METRO BATAVIA
Directorate of OperationalSlide 70 of 73
Flap Load Relief
A flap load relief limiter provides a TE flap load relief function which protects the flaps from excessive airloads. This function is operative at the flaps 40 position only. When the TE flaps are at 40, the TE flaps
will retract to 30 if the airspeed exceeds 158 kts. When airspeed is reduced to 153 kts., the TE flaps will
re-extend to 40. The flap handle does not move during flap load relief operation, but the FLAP LOAD
RELIEF light illuminates.
Trailing Edge
Flaps
Trailing Edge
Flaps
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PT. METRO BATAVIA
Directorate of OperationalSlide 71 of 73
AutoslatsWhen TE flaps 1, 2 or 5 are selected, an autoslat function is available to automatically extend the LE slats
to the fully extended position if the aircraft approaches a stall condition. The autoslat system is designed
to enhance aircraft stall characteristics at high angles of attack during takeoff and approach to landing.As the aircraft approaches the stall angle, the LE slats automatically drive from extended to the fully
extended position prior to stick shaker activation. The LE slats return to the extended position when the
pitch angle is sufficiently reduced below the stall critical attitude. To summarize, autoslat operation is
automatic when all of the following conditions exist:
Airborne
Trailing edge flaps 1, 2 or 5
Aircraft approaching stallcondition
Leading Edge
Slats
Leading Edge
Slats
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PT. METRO BATAVIA
Directorate of OperationalSlide 72 of 73
AutoslatsThe normal power source for autoslats is B system hydraulics. If the B system engine driven pump
pressure falls below limits, an alternate source of power for autoslats is provided via the Power Transfer
Unit (PTU). The PTU consists of a hydraulic motor connected to a hydraulic pump. The PTU motor isdriven by A system hydraulics. The motor pressurizes the PTU pump, which supplies B system
hydraulic pressure to the LE slats. There is no fluid interchange between A and B hydraulic systems.
The PTU is automatically activated for autoslat operation when all of the following conditions exist:
Airborne
Trailing edge flaps 1, 2 or 5
Aircraft approaching stallcondition
B hydraulic system engine
driven pump pressure falls below
limits
Leading Edge
Slats
Leading Edge
Slats
737-300/400 Hydraulic Schematic(specific to alternate autoslat operation; PTU)
B
system Pneumatic air
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( p p )
B systemhydraulics is the
normal power
source for autoslat
operation. If the
B system engine
driven pump
pressure falls
below limits, an
alternate source of
power for
autoslats isprovided via a
Power Transfer
Unit (PTU).
B
system pressure
A
system pressure
Supply
Standby
system pressure
Case drain
return
To return P
Hydraulic shutoff
No. 1
fuel
tank
To reservoirHydraulic
heat
exchanger
Electric
pump
Motor
A
system
reservoir
Pneumatic air
Return
Standpipe
(quantity 25%)
Enginedriven
pump
Autoslat operationPTU control valve A
MotorB
Pump
Power Transfer Unit
(PTU)P To return
Enginedriven
pump
Hydraulic shutoff
No. 2
fuel
tank
To reservoirHydraulic
heat
exchanger
Motor
Electric
pump
reservoir
Return
Standpipe
(quantity 50%)
Standpipe (quantity 0%).
1 gallon remaining for PTU use only.