flight controls r 01

7/30/2019 Flight Controls R 01

1/73

PT. METRO BATAVIA

Directorate of OperationalSlide 1 of 73

737-300/400

FLIGHT CONTROLS

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2/73

PT. METRO BATAVIA


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)


3/73

PT. METRO BATAVIA


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.


4/73

PT. METRO BATAVIA


Flight Control Panel(top half)


5/73

PT. METRO BATAVIA



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.


6/73

PT. METRO BATAVIA



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.


7/73PT. METRO BATAVIA



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.





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.





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


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).




Flight Control Panel(bottom half)





Flight SPOILER Switches:

(guarded to ON)

OFF

Closes the respective flight spoilers

shutoff valve.

Used for maintenance purposes only.





FEEL DIFF PRESS Light:

Armed when the trailing edge flaps

are up.

Illuminated

Indicates excessive differential

pressure in the elevator feelcomputer.





SPEED TRIM FAIL Light:


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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PT. METRO BATAVIA



MACH TRIM FAIL Light:


are up.

Illuminated


failure of both channels of the machtrim system.



indicates failure of a single channel

of the mach trim system. Light

extinguishes when master caution

system is reset.


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PT. METRO BATAVIA



AUTO SLAT FAIL Light:

Illuminated


failure of both autoslat computers.



indicates failure of a single autoslatcomputer. Light extinguishes when

master caution system is reset.


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YAW DAMPER Light:

Illuminated

Yaw damper is not engaged.


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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.


18/73

PT. METRO BATAVIA


Roll Control

Control Wheel:

Rotate

Operates ailerons and flight

spoilers in desired direction.


19/73

PT. METRO BATAVIA


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.


20/73

PT. METRO BATAVIA


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


21/73

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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


22/73

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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


23/73

PT. METRO BATAVIA


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


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


25/73

PT. METRO BATAVIA


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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PT. METRO BATAVIA


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


CUTOUT

Deactivates stabilizer trim switch operation.

STAB TRIM Override Switch:NORMAL


OVERRIDE

Bypasses the control column actuated

stabilizer trim cutout switches to restore

power to the stabilizer trim switches.


29/73

PT. METRO BATAVIA


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)


30/73

PT. METRO BATAVIA


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



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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



32/73

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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



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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



34/73

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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



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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



36/73

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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


37/73

PT. METRO BATAVIA


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.


38/73

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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.


39/73

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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


40/73

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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


41/73

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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


42/73

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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


44/73

PT. METRO BATAVIA


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


Return

Standpipe

(quantity 50%)



Groundspoilers

Inboard flightspoilers Outboard flight spoilers


45/73

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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


46/73

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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


47/73

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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


48/73

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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


49/73

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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


50/73

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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


Return

Standpipe

(quantity 50%)



Trailingedge flaps

Leading edge

flaps & slats

Leading edge devices

standby extension

Return

Standby

system

reservoir

Motor

To return


52/73

PT. METRO BATAVIA


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


53/73

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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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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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The four flaps have two positions:

Fully retracted

Fully extended


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The six slats have three positions:

Fully retracted

Extended Fully extended


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LE DEVICES TRANSIT Lights:

Illuminated

Related leading edge device in transit.


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LE DEVICES EXT Lights:

Illuminated

Related leading edge slat in extendedposition.


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LE DEVICES FULL EXT Lights:

Illuminated

Related leading edge flap or slat infully extended position.


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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


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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Leading Edge


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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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:



66/73

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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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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


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


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


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


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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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


73/73

( 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


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


heat

exchanger

Motor

Electric

pump

reservoir

Return

Standpipe

(quantity 50%)



flight controls r 01

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