(21)
Move the stabilizer to 4 units of trim, or more.
S 715-033
(22)
Do a test of the low (flaps up) stabilizer trim rate:
(a)
Move the stab trim switches on the control wheel to the NOSE DN (stabilizer leading edge up) position and hold until the stabilizer stops.
S 865-032
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737-300/400/500MAINTENANCE MANUAL
(b) Do the following to measure the time it takes for the stabilizer to move from the leading edge up position to the leading edge down position: 1) Move the stab trim switches on the control wheel to the
NOSE UP position and hold until the stabilizer stops. 2) Make sure that the time from the start to stop of stabilizer movement is between 43 and 57 seconds.
F. Restore the Airplane to Normal
S 415-034
(1)
Close the Stabilizer Trim Access Door, 3701.
S 415-035
(2)
Install the sculpted ceiling panels at STA 867 and STA 887, do this task: "Sculptured Ceiling Panel Installation" (AMM 25-21-45/401).
(3)
Do this task: "Remove Electrical Power" (AMM 24-22-00/201).
S 865-036
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737-300/400/500MAINTENANCE MANUAL
TRAILING EDGE FLAP SYSTEM - DESCRIPTION AND OPERATION
_____________________________________________________
1. General_______
A. The trailing edge flap system provides additional lift during takeoff and landing by increasing the camber of the wing. This is accomplished with four triple-slotted trailing edge flaps operating in conjunction with four leading edge flaps and six leading edge slats (Fig. 1). Refer to 27-81-00, Leading Edge Flaps and Slats, for details of the leading edge devices.
B. Each trailing edge flap is a triple-slotted structure consisting of a foreflap, a midflap, and an aftflap. Each midflap is connected to two flap carriages which travel on tracks attached to the lower wing surface. The flaps are faired with the wing when retracted and are mechanically separated to form slots when extended. The slots provide increased lift by reducing stagnation of air flowing over the flap surface. With the flaps extended, the area of the flaps is greatly increased.
C. The trailing edge flaps are actuated either hydraulically or electrically by one drive system (Fig. 1). During normal operation, the flap drive system is hydraulically powered. During alternate flap operation, the drive system is electrically powered. Each trailing edge flap is actuated by two flap transmission assemblies. A friction brake installed in the inboard transmission assembly on each flap prevents flap retraction due to airloads. Eight transmission assemblies are connected through torque tubes and gearboxes to a flap power unit. Both the hydraulic and electric drive motors are attached to the power unit. The flap system is normally controlled by a manually operated flap control lever on the pilots' control stand. The lever operates a cable system connected to a quadrant on a control valve mechanism. The control valve supplies system B hydraulic fluid to the flap hydraulic motor to drive the flap system. A priority valve installed upstream of the control valve regulates the speed of the hydraulic motor by limiting fluid flow. A flap control lever cable failure shutoff switch is located near the control valve quadrant. A cable failure will activate the switch and provide electrical power to the bypass valve which will shut off hydraulic power to the flap drive motor. A flap load limiter system partially retracts the trailing edge flaps when airspeed becomes excessive. Mechanical follow-up is incorporated in the flap system to close the control valve when the flaps reach the desired position.
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