Posted at 10.31.2018
The conventional system of a Boeing 737 is something which uses hydraulic and mechanised systems. The hydraulics reduce the force on the steering column of the pilot when the pilot make a motion with the aircraft. At first the hydraulic system of a Boeing 737 (1. 3. 1a ) is necessary for the working of the principal(1. 3. 1b) and secondary flight controls (1. 1. 3c)
The Boeing 737 has three hydraulic systems: A, B and standby. The standby system can be used when there exists lack of pressure in system A or B. The hydraulic systems electricity the principal and secondary airfare handles. Either system A or B can operate split and ability all the airfare controls without reduction in controllability.
All three hydraulic systems has a substance reservoir which is located in the main wheel well area. The reservoirs of systems A and B are pressurized by bleed air of the motors. The standby system is linked with system B for pressurization of the reservoir. The pressurization of all reservoirs ensures the positive substance flow to all or any hydraulic pumps. System A and B have both an engine-driven pump and a AC Electric motor-driven pump. The engine-driven pump of system A is power by engine number one. The engine-driven pump of system B is powered by engine number 2. The engine-driven pumps provides four times the substance level of an AC Electric motor unit driven-pump.
The secondary airfare controls autoslats, industry leading flaps and slats are driven by system B. When the volume of system B engine-driven hydraulic pomp is lost there can be an PTU ( Electric power Transfer Device). The PTU uses the pressure of system A to power a motor-driven hydraulic pump which pressurizes the system B hydraulic smooth. The PTU manages automatically whenever there are certain conditions. This conditions includes that system B engine-driven pump hydraulic pressure drops below restrictions, the plane should be airborne and the flaps are less than 15 however, not up.
The standby system runs on the electronic motor-driven pump which acquired the name RAT ( Ram Air Turbine). The RAT is placed under the airplane and is collapsible when necessary. This technique uses the air flow that is caused by the velocity of the airplane. The RAT can power the main instruments and air travel controls of the airplane.
The primary trip controls will be the elevators (A), ailerons (B) and rudder (C). The elevators are being used for pitch, the ailerons are used for roll and the rudder is employed for yaw.
Elevators are control floors for handling the pitch of your plane. The elevators are usually positioned at the rear of the aircraft, on the horizontal stabilizer which is necessary for traveling in a upright series. The elevators provides pitch control around the lateral-axis of the airplane. Cables connect the pilots control columns to the elevator vitality control items ( PCUs), these are power by hydraulic system A and B. The elevators are interconnected with a torque pipe.
The pilot can control the elevators by pulling back or force ahead on the control column(1). The motion of the control column is vertical. It is necessary to convert the vertical activity in a horizontal activity. To create this happen there is a EFCQ ( Elevator Front Control Quadrants). This EFCQ makes from the vertical movements a horizontal activity. After it is altered it can be carried to the EFC ( Elevator Feel Computer)(2).
The EFC is essential to get some pressure on the control column of the pilot. The hydraulic systems decrease the pushes on the control column and without the EFC the pilot has not the sensation of controlling the elevators. This feeling is crucial to control the aeroplanes as well as you possibly can. The EFC is put in the hydraulic system and has information about the hydraulic pressure, motions of the elevators(3) and information from the pitot-tubes(4) ( which is made up of information about velocity). Al these information will be transferred to the EFCU ( Elevator Feel and Centuring Unit)(5). The FCC ( Air travel Control Computer)(6) offers also information about the positioning of the airfare settings. The EFCU gives a indication to the feel actuators which actuators give a mechanical indication to the control columns and the pilot gets the feeling of the pushes from the elevators.
When there is a movements on the control column it will be recognized and turned. After it is transformed it must be transported by means of cables to a hydraulic flap. This hydraulic flap makes a sign to the hydraulic system perish a power transferring on the elevator. The elevator can be transferred up or down.
The normal pressure of the hydraulic systems is 3000 psi. This high pressure is necessary to carry out the heavy operations of the elevators. The insight indication of the pilots column becomes strengthened by the hydraulic system.
Ailerons are the control floors for managing the roll on the aeroplanes. The ailerons are usually positioned on the wings of your aircraft. The functioning of the aileron is about compatible to a elevators. Except there is no EFCU and EFC but a AFCM ( Aileron Feel and Centering Mechanism). This mechanism is be capable of geting the aileron forces again on the control column of the pilot.
The pilot is able to control the ailerons by turning still left or directly on the control column. If the pilot becomes the control column to the left, the aircraft can make a left motion. When the pilot transforms the control column to the right, the plane will make the right movement.
The rudder is control surface for handling the yaw on the aeroplanes. The rudder is placed vertical on the fuselage of the aircraft. The performing of the rudder is not compatible with the working of the elevators and ailerons. The pedals are in mechanised connection with the rudder. When one of the pedals is kicked within is a mechanical sign transferred through cables to a rudder control quadrant. This quadrant brings the indication to a PCU and standby-rudder cylinder. With this transmission the rudder will break out to the right or to the left reliant on the signal from the pedals.
The pilot is able to control the rudder with feet pedals. Once the left pedal is pressed the rudder will be break out to the left, which causes a right movements of the plane.
The secondary journey controls are leading edge devices (A), trailing border devices (B) and the spoilers (C). The leading- and trailing advantage devices are being used for increasing lift up, decreasing stall quickness during takeoff and slow down the aircraft by landing and the spoilers are being used to reduce swiftness.
The leading edge devices includes two flaps and four slats on each wing of the aeroplanes. The flaps are always in blend with the slats and boost the lift associated with an aircraft. These devices are driven by hydraulic system B. If system B lost pressure, the LE devices are powered by the standby system. Also the PTU powers automatically the LE devices under certain conditions ( 1. 3. 1a). The LE devices are controlled by the TE flap system. The LE Devices, also known as the slats, has three different sorts of position. It could be up, prolonged and fully extended. For handling the LE- and TE Devices there is the FSEU ( Flaps / Slats Electronics Unit). The LE devices be able to controlled by way of a flap cope with next to the throttle grips of a aircraft. There are limitations for using flaps, they could be read at ( appendix )
The trailing advantage devices contains double slotted flaps inboard and outboard of every engine. The unit are run by the same way as the LE devices ( 1. 3. 1c A). Control of the flaps needs two solution flap switches. The first one, the guarded alternative master flap change move around in working a flap bypass valve to prevent hydraulic lock of the flap drive unit. This arms the alternative flaps and this is the second transition. A electric engine operates the drive unit to retract or lengthen the TE devices. The FSEU provided asymmetry or skew safety. If a flap on one wing will not align with the symmetrical flap on the other wing, there's a flap asymmetry. A skew condition occurs whenever a TE flap or LE slat -panel will not operate the same rate triggering the panel to twist during extension of retraction.
The spoilers of your B737 are independent, existing out flight spoilers and floor spoilers.
There are four spoilers put on the top surface of every wing. The spoilers are run by hydraulic system A and B. These systems are connected to a new group of spoilers pairs to provide isolation and protect symmetrical operation in case there is hydraulic leaks. Around the overhead panel of the cockpit there are two journey spoilers switches. These settings hydraulic pressure shutoff valves. The airfare spoilers respond in combination of the activity of the ailerons. By using the rate brake lever, all airline flight spoilers rise symmetrically
Ground spoilers are put on the top surface of every wing. The ground spoilers are just powered by hydraulic system A. The bottom spoilers will rise up automatically to full extend on landing when the acceleration brake lever is within ARMED position and both thrust levers are IDLE.