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 ú  requirement change is readily found. Four items, however, may have significant effect on lateral trim requirements but are not necessarily detectable or repeatable during ground inspection. These items may occur intermittently and require as much as a 20-degree control wheel trim change:
 (1)
Unsequenced outboard foreflap

 (2)
Asymmetric inboard aftflap extension or retraction

 (3)
Leading edge outboard slats skewed ú (4) Fractured carriage spindle

 B.  
In the following paragraphs, these items are analyzed. Also see Flight Controls Trim Correction - Trouble Shooting for isolation and remedy of specific trim/control problem situations.

 C.  
The delivered condition for aileron and rudder trim limits during cruise at normal power and descent at idle power is as follows:

 ~...................................................................... | Flap | Aileron | Rudder | | Flight | | Setting | Trim | Trim | Airspeed | Condition | ........................................................................ |Flaps up |3/4 unit |1/2 unit |Cruise |Cruise | |Flaps up |3/4 unit |3/4 unit | 250 |Descent | |Flaps 1 | 1 unit | 1 unit | 190 |Descent | |Flaps 15 | 1 unit | 1 unit | 150 |Descent | |Flaps 40 | 1 unit | 1 unit | 130 |Descent | 2..............….................…............…............…...........1
 NOTE: The values listed in the above table are the aileron and
____ rudder trim limits for a new airplane. Flaps should be allowed to reach the selected position before measuring trim. Measured at the control wheel, a tolerance of | 3/4 aileron trim unit with flaps up or a tolerance of | 1.0 aileron trim unit for other settings from neutral position is permitted without adjustment of aileron and aileron trim control system. The trim requirement must not exceed 1.0 unit difference between any two adjacent flap settings.
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 27-09-71
 ALL  ú ú 01.1 Page 101 ú Jul 12/02
BOEING PROPRIETARY - Copyright (C) - Unpublished Work - See title page for details.
A 737-300/400/500MAINTENANCE MANUAL
 2. Inspection for Causes of Intermittent Excessive Trim
____________________________________________________
 A. Unsequenced Outboard Foreflap
 (1)  
Should an airplane be suspected of having experienced an unsequenced foreflap, the first items to be inspected are the toggles. In most cases, the damage to toggles and pivot bolts is obvious. In other cases, the toggle damage cannot be detected visually on the airplane. For thorough inspection, toggles must be removed from the airplane and inverted on a surface plate. 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 diameter 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 toggle bolts must sustain some damage for the foreflap sequencing to malfunction, it is safe to assume no foreflap malfunction if both togggles and bolts show no sign of damage. However, toggle crossbeam distortion and pivot misalignment of as little as .03 inch 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 and (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 and (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 tracks are nonadjustable. Components must be repaired or replaced until clearance is obtained and the foreflap is loose.
　
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