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B737 FLIGHT CONTROLS

GENERAL: ON B737 WE HAVE PRIMARY AND SECONDARY FLIGHT CONTROLS.

PRIMARY: RUDDER(HYD A&B&STBY) , AILERONS(HYD A&B), ELEVATOR(HYD A&B).(EITHER HYD CAN


OPERATE ALL PRIMARY FL. CONTROLS IN CASE ONE IS LOST).

SECONDARY: SPOILERS(HYD A 2/4/9/11&B 3/5/8/10), HIGH LIFT DEVICES(FLAPS & SLATS)(HYD B & TE
FLAPS ALSO ELECTRICALLY & L.E DEVICES ALSO BY PTU&HYD PSI), HOR. STABILIZER(ELEC
POWER&MANUALY).

-PILOT CONTROLS CONSIST OF: CONTROL COLUMNS AND WHEELS RUDDR PEDALS, SPEED BRAKE LEVER
WHICH ALLOWS MANUAL OR AUTOMATIC SYMMETRIC SPOILER ACTUATION. AND OTHER LEVERS &
SWITCHES ).

-FLIGHT DECK CONTROLS ARE MECHANICALLY LINKED TO HYD POWER CONTROL UNITS PCUs WHICH
COMMAND THE PRIMART FLIGHT CONTROLS.

-COLUMNS AND WHEELS ARE CONNECTED THROUGH TRANSFER MECHANISMS TO BYPASS A JAMMED
CONTROL OR SURFACE. THERE IS A RIGID CONNECTION BETWEEN BOTH PAIRS OF RUDDER PEDALS.

ROLL CONTROL

-PRIMARY SURFACES ARE AILERONS AND SECONDARY ARE SPOILERS ALL HYD POWERED.

-SPOILERS ASSIST AILERONS IN ROLL (START DEFLACTION AFTER 10 DEGREES WHEEL MOVMENT).

-CPT CONTROL WHEEL IS CONNECTED BY CABLES TO THE AILERON PCU THROUGH THE AILERON FEEL
AND CENTERING UNIT.

-F/O WHEEL IS CONNECTED BY CABLES TO THE SPOILERS PCU THROUGH SPOILER MIXER.

-THERE IS AILERON TRIM SYSTEM THROUGH SWITCHES IN PEDESTAL AND ALSO THROUGH AUTO PILOT.
TRIM SIGNAL IS SENT TO FEEL AND CENTERING UNIT.

NON NORMAL: IN CASE OF JAMMED AILERONS OR SPOILERS THE AILERONS TRANSFER MECHNISM
ALLOWS TO ROLL THE AIRPLANE.

-IF AILERONS ARE JAMMED F/O CONTROLS WILL OPERATE SPOILERS TO ROLL AND IF SPOILERS RE
JAMMED CAP CONTROLS OPERATE AILERONS TO ROLL.

-IN CASE OF TOTAL HYD POWER FAILURE AILERONS CAN BE MANUALLY CONTROLLED BUT GREATER
FORCES WILL BE REQUIRED.
PITCH CONTROL

-PITCH CONTROL IS ACHIEVED THROUGHT HYD POWERED ELEVATORS BY CONTROL COLUMNS AND
ASSISTED BY ELEC POWERED STABILIZER CONTROLLED BY A/P OR MANUAL TRIM. CABLES CONNECT
PILOTS CONTROL COLUMNS TO ELEVATOR PCUs (which are powered by HYD A&B BUT IN CASE HYD
LOST CAN BE MANUAL MOVED USIBG HIGHER FORCES).

-ELEVATOR FEEL AND CENTERING UNIT RECEIVES MSG FROM A/P AND OTHER SOURCES(HYD PSI ,PITOT)
AND PROVIDES THE ARTIFICIAL FEELING TO C.COLUMNS.

-ABOBE MACH 0.615 MACH TRIM SYSTEM AYTOMATICALLY ACTIVATES. ADIRUS SEND AIR DATA SIGNAL
TO FCCs WHICH IN TURN SEND COMMAND TO THE MACH TRIM ACTUATOR TO ADJUST ELEVATOR.

- HORIZONTAL STABILIZER ASSIST ELEVATORS IN PITCH CONTROL. IT IS POSITIONED BY A SINGLE


ELECTRIC TRIM MOTOR AND IS CONTROLLED THROUGHT STAB TRIM SWITCHES(BOTH MUST BE MOVED
TOGETHER),A/P TRIM OR MANUALLY THROUGHT TRIM WHEELS.

-STABILIZER MOVES IN TWO SPEEDS. HIGH SPEED WHEN FLAPS EXTENDED AND LOW SPEED WITH FLAPS
RETRACTED.

-AT THE CONTROL STAND THERE IS STAB TRIM INDICATOR WITH A GREEN BAND INDICATING THE
APPROVED POSITION FOR TAKE OFF( OTHERWISE WILL BE HORN WARNING).(TRIM AUTHORITY WITH
FLAPS EXT 0.05 TO 14,5 UNITS (A/P ALSO)& FLAPS RETRACTES 3.95 TO 14.5 UNITS, MANUAL TRIM -0,20
TO 16,9 UNITS).

-THERE IS A STS(SPEED TRIM SYSTEM) WHICH ADJUST TRIM TO IMPROVE MANUAL FLIGHT
CHARACTERISTICS. OPERATES MORE FREQUENTLY DURING T/O, CLIMB AND G/A UNDER THE
CONDITIONS:STS MACH GAIN IS FULLY ENABLED BETWEEN 100KIAS AND M0.60 AND FADES AT 0.68. 10
SEC AFTER T/O, 5 SEC AFTER TRIM SWITCHES RELEASE. A/P NOT ENGAGED. SENSING OF TRIM
REQUIRED.

NON NORMAL:

-RUNAWAY STAB, FEEL DIF Psi, SPEED TRIM FAIL, MACH TRIM FAIL, STAB OUT OF TRIM, ELEV TAB VIBR.

-WITH STAB OVERIDE SWITCH YOU CAN OPERATE STAB TRIM WHEN C.COLUMN IS MOVED IN OPPOSITE
POSITION TO THE TRIM SYSTEM OR WHEN C.COLUMN IS OUT OF RANGE.

- STALL IDENTIFICATION AND CONTROL IS ENHANCED BY YAW DUMPER, ELEV FEEL SHIFT MODULE AND
THE SPEED TRIM SYSTEM.
YAW CONTROL

-YAW IS ACHIEVED THROUGH ONE PIECE HYD POWERED RUDDER & A DIGITAL YAW DUMPER SYSTEM. IS
CONDROLLED BY RUDDER PEDALS . THE YAW DUMPING ARE CONTROLLED THROUGH 2 SMYD(STALL
MANAGEMENT/YAW DUMPER COMPUTERS).

-EACH SET OF RUDDER PEDALS IS MECHANICALLY CONNECTED BY CABLES TO THE INPUT LEVERS OF THE
MAIN & STBY RUDDER PCUs.

-MAIN RUDDER PCUs CONSIST OF 2 INDEPENDENT INPUT RODS, 2 INDIVIDUAL CONTROL VALVES & 2
INDIVIDUAL CONTROL VALVES ONE FOR HYD A AND ONE FOR HYD 2 SYSTEM. SBY RUDDER PCU HAS
SEPARATE INPUT ROD & CONTROL VALVE AND POWERED BY SBY HYD SYSTEM (IS BACK UP). ALL 3 INPUT
RODS HAVE JAM OVERIDE MECHANISM TO ALLOW INPUT TO THE FREEOF JAM RODS.

- DURING TAKE OFF AND BEFORE LANDING AT SPEEDS APROX 135 KTSBOTH HYD A/B PSI REDUCE
WITHIN MAIN PCU BY 25% TO LIMIT FULL RUDDER AUTOHORITY.

-IN MAIN RUDDER PCU THER IS A FFM(FORCE FIGHT MONITOR) THAT DETECT OPPOSING PSI (FORCE
FIGHT) BETWEEN A&B ACTUATORS IN CASE A&B SYSTEM INPUT IS JAMMED OR DISCONNECTED. FFM
OUTPUT AUTOMATICALLY TURNS ON SBY HYD PUMP AND OPENS STBY RUDDER SHUT OFF VALVE TO
PRESSURIZE STBY RUDDER PCU.(SBY RUD ON LIGHT AND FLT CONT LIGHT ON ).

-THERE IS RUDDER TRIM CONTROL LOCATED IN THE AFT ELECTRONIV PANEL THAT REPOSITS RUDDER
FEEL AND CENTERING UNIT WHICH ADJUST RUDDER IN NEUTRAL POSITION.

--THERE IS A YAW DUMPER SYSTEM TO PREVENT DUTCH ROLL AND PROVIDE TURN COORDINATION
AND GUST DUMPING. ITS OPERATION DOESN’T RESULT IN RUDDER PEDAL MOVEMENT AND CAN BE
OVERIDE BY RUDDER PEDALS OR RUDDER TRIM.

-YAW DUMPER USES HYD SYS B AND SMYD COMPUTERS MONITORING THE SYSTEM.

NON NORMAL:-YAW DUMPER SWITCH AUTOMATICALLY MOVES TO OFF AND AMBER YAW DUMBER
LIGHT ILLUMINATES AND THE SWITCH CANNOT BE TURNED ON AGAIN WHEN:

1. SMYD SESNES SYSTEM FAULT

2 . SMYD SENSES THAT YAW DUMPER DOESN’T RESPOND TO COMMANDS.

3 . B FLT CONTROL SWITCH IS POSITIONED TO OFF OR STBY RUDDER.

-IN MANUAL REVERSION BOTH FLT CONT SWITCHES ARE POSITIONED TO STBY RUDDER. IN THIS CASE
YAW DUMPER SWITCH CAN BE TURNED ON AND THE SBY HYD SYS WILL POWER THE STBY YAW
DUMPER.
SPEED BRAKE

-THERE ARE 2+2 GROND SPOILERS (HYD A) OPERATE AUTOMATICALLY ONLY ON GROUND WHEN RIGHT
MAIN LDG GEAR STRUT COMPRESSED & 4+4 FLIGHT SPOILERS (HYD A/B) THAT SERVE BOTH FOR DRAG
CONTROL AND IMPROVED ROLL CONTROL AND ON GROUND DEPLOYING AUTOMATICALLY WHEN ANY
LDG GEAR STRUT COMPRESSED.

-IN FLIGHT OPERATING THE SB LEVER RISES ALL FLIGHT SPOILER PANELS SYMMETRICALLY TO ACT AS
SPEED BRAKES. THERE IS A FLIGHT DETEND THAT SHOULD NOT MOVE THE LEVER BEYOND THIS IN
FLIGHT.

-IN GROUND THE AUTO SPEED BRAKE SYSTEM OPERATES WHEN:

1. SB LEVER IN ARMED.

2. SB ARMED LIGHT IS ILLUMINATED

3. RA <10FT’.

4. LDG GEAR STRUT COMPRESS ON TOUCH DOWN.

5. BOTH THRUST LEVERS TO IDLE.

6. MAIN LADG GEAE WHEEL SPIN UP MORE THAN 60KTS.

THE LEVER AUTOMATICALLY MOVES IN UP POSITION

-SPEED BRAKE EXTENDEND LIGHT PROVIDES INDICATION OF SPOILER OPERATION ON GROUND AND IN
FLIGHT. IN FLIGHT ILLUMINATES TO WARN THE CREW THAT SPEED BRAKES ARE EXTENDED WHILE IN
LDG CONFIGURATION AND BELLOW 800FT AGL. ON GROUND ILLUMINATES WHEN HYD PSI IS SENSED
IN THE GROUND SPOILER SHUT OFF VALVEWITH THE SB LEVER IN DOWN POSITION.

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