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A
737-300/400/500
MAINTENANCE MANUAL
NOSE GEAR NOSE GEAR RED LIGHT GREEN LIGHT
NOSE GEAR DOWN AND LOCKED
MAIN GEAR DOWN AND LOCKED (LEFT AND RIGHT MAIN GEAR INDICATION LOGIC ARE IDENTICAL)
Landing Gear Position Indicating and Warning Functional Schematic Diagrams
Figure 7
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T82354
A
737-300/400/500MAINTENANCE MANUAL
(b)
The landing gear warning horn can be silenced with the landing gear warning HORN CUTOUT switch.
(2)
Flaps 15:
(a)
Either forward thrust lever between idle and approximately 10 degrees and the opposite thrust lever greater than approximately 30 degrees. 1) The landing gear warning horn can be silenced with the
landing gear warning HORN CUTOUT switch.
(b)
Both forward thrust levers set below approximately 30 degrees.
1) The landing gear warning horn cannot be silenced with the landing gear warning HORN CUTOUT switch.
(3)
Flaps greater than 15:
(a)
Regardless of forward thrust lever position, the landing gear warning horn cannot be silenced with the landing gear warning HORN CUTOUT switch.
E.
The warning indication is cancelled when the configuration error is corrected.
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737-300/400/500MAINTENANCE MANUAL
LANDING GEAR POSITION INDICATING AND WARNING
____________________________________________ SYSTEM - TROUBLE SHOOTING
_________________________
1. General_______
A. The trouble shooting charts in the following pages are designed as an aid in identifying problems that may appear in the landing gear position indicating and warning system. The charts are arranged so that by starting at the top and proceeding downward the trouble may be isolated and corrected. These charts do not cover every possible trouble, however they may be used as a guide for isolating troubles not covered. No attempt has been made to give detailed instructions for measuring voltages or continuity. These may vary for different airplane configurations. Therefore, the applicable wiring diagrams must necessarily be used in conjunction with the trouble shooting charts.
B. The proximity sensors used in this system fail to the normal nonenergized condition. Therefore if a sensor is shorted or open, the related switch is in its normal nonenergized condition. This condition may be simulated by disconnecting the sensor at the disconnect nearest the sensor or by jumpering the sensor at this point. The position switch circuits may be actuated by placing a strip of ferrous material against the face of the sensor or by replacing the sensor with a 1000-ohm resistor. Sensors may be checked for malfunction by measuring the resistance between sensor leads. For the main gear proximity sensor, the resistance between the blue and yellow leads should be 350 |35 ohms. The resistance between the red and yellow leads should be 30 |6 ohms. For the nose gear proximity sensor, the resistance between the blue and yellow leads should be 350 | 35 ohms. The resistance between the red and yellow leads should be 30 |6 ohms. For the nose gear lock sensor, the resistance between the blue and yellow leads should be 44 |2 ohms. The resistance between the red and yellow leads should be 44 |2 ohms.
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