gives rudder assist to help turn the airplane when control of the ailerons is through manual reversion.
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9.20.14 March 29, 2004
Flight Controls -System Description
Yaw Control Schematic
YA613 - YC413
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June 1, 2005 9.20.15
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9.20.16 March 28, 2005
Flight Controls -System Description 737 Flight Crew Operations Manual
Speed Brakes
The speed brakes consist of flight spoilers and ground spoilers. Hydraulic system A powers all four ground spoilers, two on the upper surface of each wing. The SPEED BRAKE lever controls the spoilers. When the SPEED BRAKE lever is actuated all the spoilers extend when the airplane is on the ground and only the flight spoilers extend when the airplane is in the air.
The SPEEDBRAKES EXTENDED light provides an indication of spoiler operation in-flight and on the ground. In-flight, the light illuminates to warn the crew that the speed brakes are extended while in the landing configuration or below 800 feet AGL. On the ground, the light illuminates when hydraulic pressure is sensed in the ground spoiler shutoff valve with the speed brake lever in the DOWN position.
In-Flight Operation
Operating the SPEED BRAKE lever in flight causes all flight spoiler panels to rise symmetrically to act as speed brakes. Caution should be exercised when deploying flight spoilers during a turn, as they greatly increase roll rate. When the speed brakes are in an intermediate position roll rates increase significantly. Moving the SPEED BRAKE lever beyond the FLIGHT DETENT causes buffeting and is prohibited in flight.
Ground Operation
During landing, the auto speed brake system operates when these conditions occur:
.
SPEED BRAKE lever is in the ARMED position
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SPEED BRAKE ARMED light is illuminated
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radio altitude is less than 10 feet
.
landing gear strut compresses on touchdown
Note: Compression of any landing gear strut enables the flight spoilers to deploy. Compression of the right main landing gear strut enables the ground spoilers to deploy.
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both thrust levers are retarded to IDLE
.
main landing gear wheels spin up (more than 60 kts).
The SPEED BRAKE lever automatically moves to the UP position and the spoilers deploy.
If a wheel spin-up signal is not detected, when the air/ground system senses ground mode (any gear strut compresses) the SPEED BRAKE lever moves to the UP position and flight spoiler panels deploy automatically. When the right main landing gear strut compresses, a mechanical linkage opens the ground spoiler bypass valve and the ground spoilers deploy.
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Flight Controls -System Description
737 Flight Crew Operations Manual
If the SPEED BRAKE lever is in the DOWN position during landing or rejected takeoff, the auto speed brake system operates when these conditions occur:
.
main landing gear wheels spin up (more than 60 kts)
.
both thrust levers are retarded to IDLE
.
reverse thrust levers are positioned for reverse thrust.
The SPEED BRAKE lever automatically moves to the UP position and spoilers deploy.
After an RTO or landing, if either thrust lever is advanced, the SPEED BRAKE lever automatically moves to the DOWN detent and all spoiler panels retract. The spoiler panels may also be retracted by manually moving the SPEED BRAKE lever to the DOWN detent.
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9.20.18 March 29, 2004
Flight Controls -System Description
Speed Brakes Schematic
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March 29, 2004 9.20.19
Flight Controls -System Description 737 Flight Crew Operations Manual
Flaps and Slats
The flaps and slats are high lift devices that increase wing lift and decrease stall speed during takeoff, low speed maneuvering and landing.
LE devices consist of four flaps and eight slats: two flaps inboard and four slats outboard of each engine. Slats extend to form a sealed or slotted leading edge depending on the TE flap setting. The TE devices consist of double slotted flaps inboard and outboard of each engine.
TE flap positions 1–15 provide increased lift; positions 15–40 provide increased lift and drag. Flaps 15, 30 and 40 are normal landing flap positions. Flaps 15 is normally limited to airports where approach climb performance is a factor. Runway length and conditions must be taken into account when selecting a landing flap position.
To prevent excessive structural loads from increased Mach at higher altitude, flap extension above 20,000 feet should not be attempted.
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