The toggle crossbeam can then be inspected for distortion by means of a feeler gage. A further check should be made by inserting a .375 inch dia. pin through the three-toggle pivot bolt holes. These holes must be aligned and the toggle free to rotate on the pin. At this time the toggle pivot bolts should be inspected for signs of distress and material displacement. Because the toggle or its bolts must sustain some damage for the foreflap sequencing to malfunction, it is safe to assume no foreflap malfunction if both toggles and bolts show no sign of damage. However, toggle crossbeam distortion and pivot misalignment of as little as .03 inches indicates the airplane has experienced an unsequenced foreflap at some time. The flap system should then be further inspected to determine the cause of toggle malfunction as follows:
(a) Check the foreflap for adequate operating clearance. This is done by shaking the foreflap in the flap retracted position. Access to the foreflap is obtained by raising the spoilers. A small movement of the foreflap should be perceptible. If no movement can be felt, a check for both internal and external interferences must be performed. External interferences may exist, (a) between foreflap leading edge and trailing edge panel support structure; (b) between foreflap trailing edge and midflap upper skin. Internal interference may exist, (a) between foreflap track forward faces and stops located between foreflap track rollers in midflap; (b) between foreflap tracks and midflap structure particularly where the tracks penetrate the rear spar. Access for inspection is provided by a removable panel located in the center of the inspar lower skin, and by removing sufficient fasteners to allow lower inspar skins to be peeled back at each end of midflap. The flaps should be operated with these panels removed and particular attention paid to interferences occurring during the critical range of flap travel between five units and zero. The foreflap and its tracks are nonadjustable. Components must be repaired or replaced until clearance is obtained and the foreflap is loose. It is desirable that flap rework per Service Bulletin 57-1032 (Trailing Edge Outboard Foreflap Rework) be performed, if applicable, to the airplane.
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B. Asymmetric Inboard Aftflap Extension or Retraction
(1) Visually check for contamination such as ice, snow, mud or sand which could cause binding. Also check for damaged components, structural interference, and misrigged cables. A malfunctioning inboard aftflap clutch could cause asymmetric extension or retraction. The clutch should be adjusted or replaced as required.
C. Leading Edge Outboard Slats Skewed
(1) Slats No. 1 and No. 6 are located chordwise in the takeoff position by a system of spring-loaded detents. If these detents are improperly adjusted or have failed, the slat may assume a position skewed relative to the leading edge of the wing. This will cause a change in lateral trim of a magnitude of 6 degrees of wheel. Should this occur, the mispositioned slat can be observed either from the cockpit or on the ground. A rapid check of the detents system may be made by applying a load normal to the leading edge of the slat in the takeoff position. A load in excess of 90 pounds applied at either end should be required to displace the slat from the detents. Should the slat release at a lower load the detent torsion tube should be checked for correct preload and structural integrity, and the detent arm adjusted.
D. Flight Control Surface Trim Required
(1) A fractured outboard flap carriage spindle may result in an asymmetrical flap condition requiring some in flight corrective action (a combination of aileron or rudder trim to maintain level flight).
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1. Lateral Trim/Control Trouble Shooting Chart
NOTE: If the following trouble items occur, they will appear abruptly rather than gradually such as with normal wear items.
TROUBLE PROBABLE CAUSE ISOLATION PROCEDURE REMEDY
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