737 Flight Crew Training Manual
Jammed Control Surface Manual Trim Inputs
Elevator Stabilizer
Aileron Rudder*
Rudder Aileron*
*Asymmetric engine thrust may aid roll and directional control.
Approach and Landing
Attempt to select a runway with minimum crosswind. Complete approach preparations early. Recheck flight control surface operation prior to landing to determine if the malfunction still exists. Do not make abrupt thrust, speedbrake, or configuration changes. Make small bank angle changes. On final approach, do not reduce thrust to idle until after touchdown. Asymmetrical braking and asymmetrical thrust reverser deployment may aid directional control on the runway.
Note: In the event of an elevator jam, control forces will be significantly greater
than normal and control response will be slower than normal to flare the
airplane.
Go Around Procedure
If the elevator is known or suspected to be jammed, a go-around should be avoided if at all possible. To execute a go-around with a jammed elevator, smoothly advance throttles while maintaining pitch control with stabilizer and any available elevator. If a go-around is required, the go-around procedure is handled in the same manner as a normal go-around.
Stabilizer Trim Inoperative
The stabilizer trim may become inoperative for number of reasons. The most common reason is a failed stabilizer motor. This failure mode causes a loss of electric trim through both the autopilot and control wheel switches, but manual trim is still available using the trim wheels. This failure mode is addressed using the STABILIZER TRIM INOPERATIVE NNC.
Copyright . The Boeing Company. See title page for details.
8.16 FCT 737 (TM) October 31, 2006
737 Flight Crew Training Manual
Other, less common failure modes that are also addressed using the STABILIZER TRIM INOPERATIVE NNC include:
.
a lodged or stuck stabilizer motor. This failure mode causes a loss of
electric trim through both the autopilot and control wheel switches, but
manual trim is still available using the trim wheels by overriding autopilot
and main electric trim brake systems. The effort needed to manually rotate
the trim wheels in this condition is higher than normal
.
a lodged or stuck stabilizer actuator. This failure mode causes a loss of
electric trim through both the autopilot and control wheel switches and a
loss of manual trim. The result is a stabilizer that cannot be trimmed.
Flight tests have demonstrated the airplane can be flown and landed safely
with stabilizer trim inoperative
.
a lodged or stuck stabilizer actuator can be the result of ice on the jackscrew. If the crew suspects that the failure could be due to ice accumulation, descend to a warmer temperature and try again.
Runaway Stabilizer
Hold the control column firmly to maintain the desired pitch attitude. If uncommanded trim motion continues, the stabilizer trim commands are interrupted when the control column is displaced in the opposite direction.
Manual Stabilizer Trim
If manual stabilizer trim is necessary, ensure both stabilizer trim cutout switches are in CUTOUT prior to extending the manual trim wheel handles.
Excessive airloads on the stabilizer may require effort by both pilots to correct the mis-trim. In extreme cases it may be necessary to aerodynamically relieve the airloads to allow manual trimming. Accelerate or decelerate towards the in-trim speed while attempting to trim manually.
Anticipate the trim changes required for the approach. Configure the airplane early in the approach. When reaching the landing configuration, maintain as constant a trim setting as possible. If a go-around is required, anticipate the trim changes as airspeed increases.
Copyright . The Boeing Company. See title page for details.
October 31, 2006 FCT 737 (TM) 8.17
737 Flight Crew Training Manual
Flight Control Low Pressure - Rudder Pressure Reducer 737-300 - 737-500
In the event the System A flight control LOW PRESSURE light illuminates, the Flight Control Low Pressure NNC should normally be accomplished. However, if this light illuminates at 700 feet radio altitude because the rudder pressure reducer failed to transition to normal pressure, the flight crew should continue to land. With the System A rudder pressure at low pressure, sufficient rudder control is available to handle crosswinds up to the crosswind landing guidelines provided in Chapter 6. In the event of a go-around, the Flight Control Low Pressure NNC should then be accomplished prior to landing. Autopilot autoland operations are not affected by the System A flight control LOW PRESSURE light illuminated due to the rudder pressure reducer at low pressure.
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