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will put the airplane in manual reversion and cause elevator movement to a deflection that
balances the air load. The intent of the airplane design and Aircraft Maintenance Manual
procedures is to have the resultant pitch upset be easily manageable, but if an out of
tolerance elevator tab rigging exists on the airplane, the pitch upset could be significant.
Flight Crews, especially for check flights after elevator tab maintenance, should be
prepared in the event of a large upset.
(b) Upset recovery techniques are discussed in the maneuvers section of the Flight Crew
Training Maneuvers. These techniques provide good guidance in the case of a large upset.
Additional items to consider for a dual hydraulic failure are:
737-600/700/800/900
AIRCRAFT MAINTENANCE MANUAL
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1) elevator forces will be high and elevator control authority reduced in manual reversion
hydraulics should not be restored with large column inputs present
(c) If the pitch upset is significant, immediately accomplish the Upset Recovery maneuver
found in the non-normal maneuvers section in the Quick Reference Handbook. For
example, the use of bank angle in the event of large nose up pitch rate, described in this
section, may be beneficial.
(d) If performing a maintenance check (where hydraulics are available to be restored), the
pilot’s should coordinate the restoration of hydraulics to ensure that column input is small
at time hydraulics are restored. Restoring hydraulics with large column input will result in a
large sudden elevator command that may generate a pitch upset in the opposite direction.
The pilot flying should reduce column input at the time hydraulics are restored by using
stabilizer trim or by momentarily allowing the airplane to maneuver. At the time hydraulics
are restored, the pilot flying should be prepared to apply column inputs to maintain control
as normal column feel forces return.
B. References
Reference Title
27-09-71 P/B 501 FLIGHT CONTROLS TRIM CORRECTION - ADJUSTMENT/TEST
SRM 51-60-04 Structural Repair Manual
C. Location Zones
Zone Area
210 Subzone - Control Compartment - Body Station 178.00 to Body
Station 259.50
D. Prepare for Flight Test
SUBTASK 27-31-00-860-109
(1) Before doing a flight test to verify the elevator tab pushrod adjustment, make sure that you
adjust the appropriate system if either of the following conditions exist:
(a) Aileron trim requirement is more than 3/4 unit.
NOTE: If the aileron trim requirement is more than 3/4 unit, you need to adjust the aileron
trim per the applicable section of PAGEBLOCK 27-09-71/501 before doing an
elevator tab adjustment power-off flight test.
(b) Rudder trim requirement is more than 3/4 unit.
NOTE: If the rudder trim requirement is more than 3/4 unit, you need to adjust the rudder
trim per the applicable section of PAGEBLOCK 27-09-71/501 before doing an
elevator tab adjustment power-off flight test.
SUBTASK 27-31-00-820-017
(2) Adjust the elevator tab pushrods before the flight test, do this task: Elevator Tab Pushrods -
Adjustment, TASK 27-31-00-820-805.
E. Flight Test Procedure
SUBTASK 27-31-00-710-008
(1) Make sure you satisfy these flight conditions:
(a) Indicated Airspeed: 250 kcas
(b) Altitude: Flight Level 15,000 feet
(c) Weight requirement:
737-600/700/800/900
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GUN 101-122; 737-700
1) less than 125,000 pounds (56,699 kilograms)
GUN 001-099, 155-157, 201-999; 737-800
2) less than 135,000 pounds (61,235 kilograms)
GUN ALL
(d) Percentage of MAC center of gravity
GUN 101-122
NOTE: See Figure 517.
GUN 156, 201-204, 206 PRE SB 737-55A1080
NOTE: See Figure 518.
GUN 001-099, 155, 157, 205, 207-999; GUN 156, 201-204, 206 POST SB 737-55A1080
NOTE: See Figure 519.
GUN ALL
NOTE: The Center of Gravity (CG) percentage Mean Aerodynamic Chord (MAC) is
calculated by dispatch based on fuel loads, cargo loading, and passenger
loading. This information is calculated for the pilot to enter into the Flight
Management Computer (FMC) to get the recommended stabilizer setting for
takeoff.
Because the percent MAC center of gravity (for this test) is being used for a flight
test with minimal flight crew, no cargo, and a normal fuel burn is anticipated;
recording the CG in percent of MAC at takeoff is sufficient for proper adjustment of
　
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