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 B.  The adjustable horizontal stabilizer provides pitch (longitudinal) trim. The stabilizer is controlled by stabilizer trim control switches (Fig. 2) located on the outboard horn of both the captain's and first officer's control wheels. Manual operation of the stabilizer is accomplished by rotating the stabilizer trim control wheels located on the control stand. The stabilizer trim control wheels operate a forward mechanism which drives the stabilizer trim indicator and are connected to the stabilizer trim actuator by cables. The trim actuator is a gearbox, jackscrew, and ballnut assembly which drives the stabilizer front spar to provide stabilizer motion. The gearbox is driven by an electric actuator, an autopilot actuator, and a cable drum. The autopilot actuator and main trim actuator is powered by a two-speed reversible electric motor. Stabilizer trim cutout switches located on the control stand electrically isolate either of the drive motors.
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BOEING PROPRIETARY - Copyright (C) - Unpublished Work - See title page for details.
A 737-300/400/500MAINTENANCE MANUAL
 4.  Rudder Control
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 A.  The hydraulically-powered rudder is controlled by the captain's and first officer's rudder pedals (Fig. 2). The rudder pedals are bussed together and are adjustable fore and aft by use of pedal adjustment cranks. The pedals provide input to the rudder power control unit through the rudder control system. The power control unit moves the rudder with hydraulic power from both hydraulic systems A and B. Rudder hydraulic supplies are controlled by the flight controls shutoff valve in the flight controls hydraulic modular packages (Fig. 4). Switches for these valves are on the pilots' overhead panel (Fig. 5). In the event of hydraulic system A or B failure, the standby hydraulic system will drive a rudder standby power unit to move the rudder. Control of the standby hydraulic system power is by a shutoff valve on the standby modular package. The flight control switches on the pilots' overhead panel and the automatic standby function controls this valve. These switches and the automatic standby function also provide control for pressurizing the standby hydraulic system.
 B.  Rudder trim is controlled by a rudder trim control switch (Fig. 2) located on the control stand. Motion from the trim control unit shifts rudder control system neutral providing trim correction by positioning the rudder.
 5.  Lift Devices
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 A.  The 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. Fore and aft movement of the flap control lever on the control stand is transmitted by the flap control system to the flap control valve in the main wheel well. The flap control valve directs power from hydraulic system B to actuate the flap power unit. The rotary motion of the flap power unit is transmitted by the flap drive system to retract or extend the trailing edge flaps. The trailing edge flaps can be located at intermediate angles depending on the positions of the flap control lever. In the event of hydraulic system failure, the trailing edge flaps may be operated electrically. In this case, control of the flaps is accomplished by two switches on the pilot's overhead panel (Fig. 5); one switch arms the electric flap drive system and the other switch activates the system to extend or retract the flaps. The trailing edge flap system is protected from excessive airloads by a flap load limiter system. The load limiter system automatically retracts the flaps from 40 to 30 units at airspeeds in excess of 162 knots.
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A
737-300/400/500MAINTENANCE MANUAL
 B.  The leading edge slats are located outboard of the engines and extend forward from the wing leading edge. The leading edge flaps are located inboard of the engines and extend by rotating downward from the lower surface of the wing leading edge. Motion of the trailing edge flap drive system actuates the leading edge flap and slat control valve. This valve directs system B hydraulic power to drive the leading edge flap and slat actuators. The hydraulic system power transfer unit will automatically activate and supply system B hydraulic power if system B engine driven pump fails, airplane is in the air mode, and trailing edge flaps are not up. In the event of system B hydraulic failure, the leading edge flaps and slats may be driven to the fully extended position using power from the standby hydraulic system. In this case, the leading edge flaps and slats extend when the electric flap drive system is armed and the control switch is placed in the down position. An autoslat system automatically extends the leading edge slats from the intermediate position to the fully extended position at a predetermined angle of attack. The slats automatically retract to the intermediate position when angle of attack is reduced.
　
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