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BOEING PROPRIETARY - Copyright (C) - Unpublished Work - See title page for details.
A 737-300/400/500MAINTENANCE MANUAL
CONTROLFLIGHT SPOILERS
COLUMN

OVERRIDE
MECHANISM

FLIGHT SPOILERACTUATORS FLIGHTSPOILER SPOILERMIXER ANDRATIOCHANGER
AILERON
INPUT
QUADRANT

TOSPEEDBRAKEHANDLE AILERON AILERON POSITION
SENSOR AILERON SPRINGCARTRIDGE
AILERON BUS DRUM
AILERON POWER
CONTROL UNIT
AIL A/P AILERON INPUTACTUATORS
TORQUE TUBE
AILERON CENTERING
AND TRIM MECHANISM

Roll Control System Schematic
Figure 24

EFFECTIVITYùùùùùùùùùùùùùùùùùùùùùùùùùùùùùù. AIRPLANES WITH EFIS ú

 22-11-01
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BOEING PROPRIETARY - Copyright (C) - Unpublished Work - See title page for details.
 (1)

(2)

(3)

(4)

(5)

A 737-300/400/500MAINTENANCE MANUAL
The aileron and aileron trim flight control system provides airplane roll control. Roll control is assisted by the flight spoilers. Rotation of either aileron control wheel results in movement of the ailerons and movement of the flight spoilers. The ailerons are powered by two independent hydraulic power control roll units connected to separate hydrualic systems. Either power unit is capable of providing full power control response to aileron control system inputs. In the event of total hydraulic failure, roll control is maintained manually.During manual operation, the control wheels rotate the control wheel drum and aileron control bus drums. Aileron control bus cables between the aileron control bus drums provide an interconnect between the captain's and the first officer's aileron control wheel. Aileron control cables from the captain's control wheel drum attach to an aileron control quadrant. The aileron input control quadrant provides a command to the power control units. It is also connected to the aileron trim and centering unit. Each aileron power control unit is connected to a crank on a bus drum to which aileron bus system cables are fastened. The aileron bus system cables lead to left and right aileron wing quadrants. The ailerons are actuated through a control rod by the aileron wing quadrants.The flight spoilers are hydraulically actuated in response to inputs from the aileron control system. The flight spoilers raise on the wing with up aileron and remain faired on the wing with down aileron. Flight spoiler motion is in proportion to aileron movement. One spoiler actuator hydraulically positions each flight spoiler panel. The flight spoilers may be deactivated by the spoiler shutoff valves controlled by spoiler systems A and B switches on the pilots' overhead panel. All flight spoilers may also be used as speed brakes by aft movement of the speed brake control lever. The speed brake control lever actuates the spoiler control system to cause all the flight spoiler panels to raise in unison. The flight spoilers will still respond to aileron inputs when being used as speed brakes.The output of the aileron power control unit is linked to the spoiler input torque tube by a spring cartridge. The spoiler torque tube is connected to a spoiler ratio changer. The spoiler ratio changer reduces spoiler deflection when the speed brakes are in use. The output of the torque tube is connected to the spoiler mixer. The spoiler mixer controls the deflection of the spoilers by mixing inputs from the aileron PCU and speed brakes. The spoilers are both raised together as spoilers. Only one spoiler is raised when used to assist the ailerons. If the speed brakes are up, the signals are mixed so that one spoiler is raised while the other is lowered.Autopilot operation is from the digital flight control computers to the autopilot actuator transfer valve. The transfer valve converts the electrical signal to a hydraulic signal. This is used in the autopilot actuator to drive an output arm for a signal into the input torque tube. Operation from this point is the same as manual operation.
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BOEING PROPRIETARY - Copyright (C) - Unpublished Work - See title page for details.
A
737-300/400/500MAINTENANCE MANUAL
 (6)  During dual channel engage, both channels normally produce identical commands and move the control surface. If the commands differ, the surface responds to the smaller of the two commands. This can be described as "fail-passive" operation. For example: if A commands five degrees right bank and channel B commands thirty degrees right bank, the two autopilot actuators, working together, move the control surface five degrees. When channel B tries to move the surface an additional amount, it cannot overcome the feel force and the detent pressure in the channel A autopilot actuator (Fig. 3). Therefore, the detent piston pressure in channel B autopilot actuator will be relieved through the pressure relief valve and the control surface position remains at five degrees. In the dual monitor circuits the actual surface position of five degrees will be compared with the main actuator piston position (LVDT) of thirty degrees.
　
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