B737NG Elevator Balancing reasons.
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B737NG Elevator Balancing reasons.
Hi,
Can anyone give me direction as to where I can find a list of reasons that require the balancing of a B737 elevator.
Thanks
Can anyone give me direction as to where I can find a list of reasons that require the balancing of a B737 elevator.
Thanks
Have a look in the AMM around chapter 55-20, it should give you some info.
In general, you would balance a flight control surface after paint or if you carried out a large repair.
CV880 is correct, the balance procedure can be found in SRM 51-60-04. (I never thought to look in Chap. 51 !)
It states "This section presents the operational (in-service) balance requirements and rebalancing procedure for the elevator after a rework operation (repair or repaint)."
In general, you would balance a flight control surface after paint or if you carried out a large repair.
CV880 is correct, the balance procedure can be found in SRM 51-60-04. (I never thought to look in Chap. 51 !)
It states "This section presents the operational (in-service) balance requirements and rebalancing procedure for the elevator after a rework operation (repair or repaint)."
I believe the elevator on the 737 is extremely sensitive and rigging set up with a DTI.
One uk carrier had a serious loss of control incident post maintenance.
One test is hydraulics off and only pilots trained to carry out the task in flight were allowed to conduct the test.
All said above have an effect so caution is required.
One uk carrier had a serious loss of control incident post maintenance.
One test is hydraulics off and only pilots trained to carry out the task in flight were allowed to conduct the test.
All said above have an effect so caution is required.
I believe the elevator on the 737 is extremely sensitive and rigging set up with a DTI.
One uk carrier had a serious loss of control incident post maintenance.
One test is hydraulics off and only pilots trained to carry out the task in flight were allowed to conduct the test.
All said above have an effect so caution is required.
One uk carrier had a serious loss of control incident post maintenance.
One test is hydraulics off and only pilots trained to carry out the task in flight were allowed to conduct the test.
All said above have an effect so caution is required.
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Not strictly balancing; it was a trim tab adjustment that requires a manual reversion check.
Pilots' Pal
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I've flown on a couple of those manual reversion tests. Has to be done (on the 737-400) at 17000' and 30000'. The amount of stab trim required depends on the rods on the trim tab (titanium or steel) and the hope they've been adjusted correctly!
