Mulligan
24th Sep 2000, 22:00
Hi there
I'm a 737-200 driver and as such am more than a little interested in the FAA's recent call for a new rudder system for the AC. I've been trying to understand the thinking behind the QRH procedure for "jammed or restricted rudder" and have a question I'm hoping someone out there can maybe answer. To wit:
In the event of a rudder hardover due to jamming of the servo
valve, will removing all hydraulic power alleviate the situation and
result in the rudder "slipstreaming"? The QRH calls for removing B
pressure from the main PCU and powering the standby PCU, then (if that
doesn't help) removing A pressure form the main PCU, and finally
removing B pressure from the standby PCU and leaving the rudder
unpowered. If the servo valve had jammed will the rudder now "unjam" or
is it stuck regardless?
Any thoughts welcomed.
I'm a 737-200 driver and as such am more than a little interested in the FAA's recent call for a new rudder system for the AC. I've been trying to understand the thinking behind the QRH procedure for "jammed or restricted rudder" and have a question I'm hoping someone out there can maybe answer. To wit:
In the event of a rudder hardover due to jamming of the servo
valve, will removing all hydraulic power alleviate the situation and
result in the rudder "slipstreaming"? The QRH calls for removing B
pressure from the main PCU and powering the standby PCU, then (if that
doesn't help) removing A pressure form the main PCU, and finally
removing B pressure from the standby PCU and leaving the rudder
unpowered. If the servo valve had jammed will the rudder now "unjam" or
is it stuck regardless?
Any thoughts welcomed.