(4)
The directional control valve in the reverser control valve module is in thrust reverser stow position.
(5)
The thrust reverser feedback rods are in stowed position.
(6)
The thrust reverser isolation arm valve solenoid is not energized. The isolation valve's internal piston blocks the airplane hydraulic system pressure (3000 psi) from the thrust reverser components. The entire thrust reverser system is at return pressure (approximately 45 psi).
(7)
The hydraulic actuators are in the retracted position. The upper actuators are locked.
(8)
The sync lock solenoid is not energized and the sync locks are locked.
(9)
The not-stowed proximity sensors are in the proximity of the target. The auto restow proximity sensors are also in proximity.
(10)
The thrust reverser blocker doors are in the stowed position providing a smooth passage for fan air exhaust to produce thrust.
B.
Deployment
(1)
The forward thrust levers must be in idle position before moving the reverse thrust levers. The reverse thrust levers are pulled up and back from stowed position to idle position.
(a)
A forward/reverse thrust interlock prevents movement of the reverse thrust lever unless the forward thrust levers are in idle.
(b)
The reverse thrust lever angle travel from stow to idle detent engagement is 42.5 degrees. The reverse thrust lever position with idle detent engaged is at a slightly lower angle than levers would be if pulled to the reverse thrust position -(thrust reverser deployment). This prevents overstressing of the throttle control components.
(2)
The movement of the reverse thrust lever from idle to reverse thrust closes the contacts on a microswitch which is installed in the autothrottle switch pack. This sends power to a latch relay which energizes the sync lock solenoid to release the rotary flex shaft system.
(3)
The movement of the reverse thrust lever from idle to reverse thrust will rotate the strut control box throttle drum counter clockwise (as viewed from above). This occurs only after the interlock cams have repositioned themselves with the reverse interlock rollers.
(4)
The thrust reverser control and arm switches in the flight compartment are closed, energizing the deploy and arm solenoids in the control valve module if the following conditions are met:
(a)
28v dc switched hot battery bus power available
(b)
Fire switch handle in normal position
(c)
Airplane altitude less than 10 feet as sensed by the low range radio altimeters and by the air/ground sensing system.
EFFECTIVITYùùùùùùùùùùùùùùùùùùùùùùùùùùùùùù. ú
78-34-00
ú ALL ú
ú ú ú C03.101 ú BOEING PROPRIETARY - Copyright (C) - Unpublished Work - See title page for details. Page 3Jul 12/02
////////////////////////A / /
CFM56 ENGINES
737-300/400/500/ /MAINTENANCE MANUAL ////////////////////////
(5)
When the arm valve solenoid is energized, the arm valve pressurizes one side of the isolation valve and the isolation valve moves to pressurize the system. The deploy solenoid valve, when energized, ports hydraulic fluid to position the directional control valve to the deploy position.
(a) Hydraulic system pressure of 3000 psi is supplied to both sides of all actuators via the flow control valve.
(6)
The hydraulic system pressure to the upper actuators disengages the lock mechanism.
(a)
The hydraulic system pressure is ported through the flex shaft tubing to the extend sides of the middle and lower actuators. The pressures on both sides are equal but the larger surface area on the extend side of the actuator piston causes the actuator to extend.
(b)
As the actuators extend, the hydraulic fluid from the retract side of the actuators recirculates to the extend side.
(c)
The flex shafts synchronize actuator extension.
(7)
The unlock proximity sensors are out of proximity as the upper actuator lock disengages. The amber REVERSER UNLOCKED light on pilot's center panel P2 illuminates.
中国航空网 www.aero.cn
航空翻译 www.aviation.cn
本文链接地址：737-300 400 500 AMM 飞机维护手册 EXHAUST(150)
