Sep 20/82 27-09-400 Page 508C/508D BOEING PROPRIETARY - Copyright . - Unpublished Work - See title page for details.
(7) Check adjustment of flap position transmitters (Ref 27-58-01, A/T).
4. Adjust Trailing Edge Flaps for FLAP UP and 15-Unit Discrepancy
A. Equipment and Materials
(1) Sealant - BMS 5-79, Class C (Ref 20-30-11)
A1. It is essential to verify that a misrigged or out of tolerance system is not giving an incorrect trim reading or flight discrepancy. Prior to determining the amount of adjustment required the following checks shall be made:
(1)
Repeat steps (1) thru (5) of 2.B., Adjust Trailing Edge Flaps for FLAP UP Discrepancy.
(2)
Check that each outboard flap transmission is positioned so that the angular clearance between stop on ball screw nut and upstop on screw yoke is 170 to 190 degrees (1/4 to 5/6 turn if previous trim correction has been made). If not within limits, adjust flap transmissions (Ref 27-51-01, A/T).
CAUTION: MAXIMUM ALLOWABLE ANGULAR CLEARANCE IS 1/4 TO 5/6 TURNS. A MEASUREMENT OUTSIDE THIS RANGE MAY CAUSE DAMAGE DURING FLAP OPERATION.
(3)
With flaps in FLAP DOWN (40 unit) position, check gap between trailing edge of midflap to leading edge of aft flap of outboard flaps. Left and right outboard end gaps shall be equal within 0.05 inch. Left and right inboard end gaps shall be equal between 0.05 inch. If gaps are not within limits, adjust aftflap bellcrank clevis arm. Tighten checknuts and lockwire.
(4)
If any noted discrepancy is corrected, determine effect on excessive aileron trim requirement. See Fig. 501 to determine amount of shim required for FLAP UP trim correction.
B. Prepare for Shimming
(1)
Provide system A hydraulic power (Ref 27-51-0, MP).
(2)
Position flap control lever at FLAP DOWN (40-unit) detent.
(3)
Remove system A hydraulic power (Ref 27-51-0, MP).
(4)
Remove access panels from upper surface of midflap to gain access to each carriage bearing support.
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C. Shim Outboard Flaps
(1) If reported discrepancy is right wing heavy condition requiring excessive left trim, proceed as follows:
(a)
Remove bolts attaching left wing carriage bearing support to midflap forging (Fig. 502).
(b)
Remove shims from left outboard flap or add shims to right outboard flap or a combination of both to obtain required shim thickness change determined from Fig.
501. Shims must be added or removed equally from both carriages of a flap.
NOTE: The recommended total shim thickness is 0.20 inch and the allowable total shim thickness shall not exceed 0.23 inch. Total shim thickness includes shims installed during assembly and installation plus shims added for trim correction. Marking and dating total shim thickness on upper panel will provide a record to aid further adjustments.
Following any shimming for the purpose of trim correction, the allowable tolerance of 0.00 to -0.25 inch for outboard flap trailing edge mismatch with the wing trailing edge may be exceeded.
(2) If reported discrepancy is left wing heavy condition requiring excessive right trim, proceed as follows:
(a)
Remove bolts attaching right wing carriage bearing support to midflap forging (Fig. 502).
(b)
Remove shims from right outboard flap or add shims to left outboard flap or a combination of both to obtain required shim thickness change, determined from Fig.
501. Shims must be added or removed equally from both carriages of a flap.
NOTE: The recommended total shim thickness is 0.20 inch and the allowable total shim thickness shall not exceed 0.23 inch. Total shim thickness includes shims installed during assembly and installation plus shims added for trim correction. Marking and dating total shim thickness on upper panel will provide a record to aid further adjustments.
Following any shimming for the purpose of trim correction, the allowable tolerance of 0.00 to -0.25 inch for outboard flap trailing edge mismatch with the wing trailing edge may be exceeded.
501
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(3)
Install bolt with washer and nut (Fig. 502). Tighten 3/8 inch nut to 160-190 pound-inches and tighten 5/16 nut to 100-140 pound-inches. Install cotter pins.
NOTE: A lateral trim correction for FLAP UP position will affect the flaps at the 15-unit position. To ensure that correction will not result in a 15-unit flap position trim discrepancy, a compensating torque tube adjustment is required. See Fig. 501 to determine the control wheel position change. 中国航空网 www.aero.cn 航空翻译 www.aviation.cn 本文链接地址：737 AMM 飞机维护手册 飞行操纵 FLIGHT CONTROLS 1(34)
