CAUTION: MAXIMUM ALLOWABLE ANGULAR CLEARANCE IS 1/4 TO 5/6 TURNS. A MEASUREMENT OUTSIDE THIS RANGE MAY CAUSE DAMAGE DURING FLAP OPERATION.
(2)
With flaps in 40-unit position, check gap between trailing edge of midflap to leading edge of aftflap of outboard flaps. Left and right outboard ends shall equal left and right inboard ends within 0.05 inch. If gaps are not within limits, adjust aftflap bellcrank clevis arm. Tighten checknuts and lockwire.
(3)
If any noted discrepancy is corrected, determine effect on excessive aileron trim
requirement. See Fig. 501 to determine amount of torque tube rotation required.
503
Jun 20/87 BOEING PROPRIETARY - Copyright . - Unpublished Work - See title page for details. 27-09-400 Page 508A
B. Prepare for Adjustment
(1)
Provide system A hydraulic power (Ref 27-51-0 MP).
(2)
Position flap control lever in 15-unit detent.
(3)
Remove system A hydraulic power and depressurize hydraulic system A (Ref 27-51-0 MP).
C. Adjust Outboard Flaps
(1) If reported discrepancy is right wing heavy condition requiring excessive left trim, proceed as follows:
(a)
Remove screws attaching torque tube coupling sleeves to splines to disconnect torque tubes from inboard couplings of No. 2 flap transmission.
(b)
Rotate torque tube to lower right outboard flap or raise left outboard flap or some combination of both to obtain the required correction. See Fig. 501 for amount of correction. This correction will have no adverse effect on trim at FLAP UP or FLAP DOWN (40-unit) position.
CAUTION: ALLOWABLE ANGULAR CLEARANCE BETWEEN BALL SCREW UPSTOPS IS 1/4 TO 5/6 TURNS. A MEASUREMENT OUTSIDE THIS RANGE MAY CAUSE DAMAGE DURING FLAP OPERATION.
NOTE: If a lateral trim torque tube correction cannot be made with flaps in 15-unit position due to ball screw nut upstop exceeding 1/4 to 5/6 turns from contact at FLAP UP position, a shim correction shall be made. See Fig. 501 to determine control wheel position change that will occur with flaps in 15-unit position. A shim correction for flaps in 15-unit position will affect lateral trim for FLAP UP. See Fig. 501 to determine the control wheel position change that will occur for FLAP UP position.
(2) If reported discrepancy is left wing heavy condition requiring excessive right trim, proceed as follows:
(a)
Remove screws attaching torque tube coupling sleeves to splines to disconnect torque tubes from inboard coupling of No. 7 flap transmission.
(b)
Rotate torque tube to lower left outboard flap or raise right outboard flap or some combination of both to obtain required correction. See Fig. 501 for amount of correction. This correction will have no adverse effect on trim at FLAP UP or FLAP DOWN (40-unit) position.
501
27-09-400 Page 508B BOEING PROPRIETARY - Copyright . - Unpublished Work - See title page for details. Jun 20/87
CAUTION: ALLOWABLE ANGULAR CLEARANCE BETWEEN BALL SCREW UPSTOPS IS 1/4 TO 5/6 TURNS. A MEASUREMENT OUTSIDE THIS RANGE MAY CAUSE DAMAGE DURING FLAP OPERATION.
NOTE: If a lateral trim torque tube correction cannot be made with flaps in 15-unit position due to ball screw nut upstop exceeding 1/4 to 5/6 turns from contact at FLAP UP position, a shim correction shall be made. See Fig. 501 to determine control wheel position change that will occur with flaps in 15-unit position. A shim correction for flaps in 15-unit position will affect lateral trim for FLAP UP. See Fig. 501 to determine the control wheel position change that will occur for FLAP UP position.
(3)
Provide system A hydraulic power (Ref 27-51-0).
(4)
Position flap control lever in FLAP UP detent.
(5)
Operate trailing edge flaps by moving flap control lever from FLAP UP to FLAP DOWN (40-unit) position and back to UP. Pause at UP and DOWN positions to allow flap to respond fully. Repeat for at least 2 cycles and check the following:
(a)
The ball screw nut upstop must stop in the range of 1/4 to 5/6 turns from contact at FLAP UP position.
(b)
The ball screw nut downstop must stop at least 1/8 turn from contact at FLAP DOWN (40-unit) position.
(6)
If the ball screw upstop exceeds 5/6 turns at FLAP UP position recheck the following:
(a)
The ball screw nut downstop must stop at least 1/8 turn from contact at FLAP DOWN (40-unit) position.
(b)
With flaps in up position, check that clearance of seal support (on wing lower trailing edge panel) with respect to leading edge of midflap is 0.003 to 0.06 inch. If adjustment is necessary, loosen seal support retaining screws, position seal support to obtain clearance, and tighten retaining screws. Fill gap between skin and seal support with pressure, environmental and fuel cavity sealant.
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