Roshan Bhojwani | rbhojwani@hotmail.

com | 2012

PMDG 737NGX Flight Controls Lesson

Primary Flight Controls

Lesson Introduction

Welcome to the Primary Flight Controls Lesson in the PMDG 737 next generation GroundWork
Training from Angle of Attack.

This lesson will cover the following topics:

- General overview of an aircraft’s three principal axes and the control surfaces that act
on each one of them,
- Basic physics of control surfaces (moments of force),
- Primary flight controls on the 737NGX for Pitch, Roll & Yaw. We will also be discuss-
ing their relationship with the hydraulic systems and the STBY hydraulic system,
- Horizontal stabilizer trim, flight spoilers, yaw damper,
- Mach trim system, Speed trim system,
- 737NG Flight controls system components,
- Lesson summary.

General Overview of Flight Controls:

An aircraft’s attitude can be changed around three (3) perpendicular axes that intersect at the
Center of Gravity (CG):

Lateral axis,
Longitudinal axis,
Vertical axis.

External forces (eg. Wind) may alter the desired flight path thus creating the need for the aircraft
to be maneuvered back to the correct attitude through three (3) movements:

Pitch (around the Lateral axis),

Roll (around the Longitudinal axis),
Yaw (around the Vertical axis).

To achieve these movements around the aircraft’s axes, flight controls are employed. There are
two (2) groups of flight controls: Primary and Secondary. Secondary flight controls are covered
in the Secondary flight controls lesson.

The primary flight control surfaces and their direct effects are:

Elevators (change in Pitch),

Ailerons (change in Roll),
Rudder (change in Yaw).

Basic Physics of Flight Control Surfaces:

An aircraft is free to rotate within the three axes and it will always turn about its CG, or center of
gravity. The tendency to do this is known as a turning moment. A moment is equal to the product
of the force applied and the distance from which the force is being applied. This is known as
arm and it is measured with reference to a defined datum.

Because the relationship between force and arm is inversely proportional, the longer the dis-
tance from the datum means the force has to be smaller to maintain positive balance, and vice-
versa.

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The flight controls are designed to deflect airflow and produce these forces that make the air-
craft turn around its axes. This is done by changing the angle of attack of the control surface
thus allowing for a change in lift.

EXAMPLE: When the control column is pulled back the elevators are deflected upwards
and due to the lower angle of attack on the control surface, there is lesser lift in the hori-
zontal stabilizer causing it to go down and thus bringing the aircraft nose up.

The 737NG has two (2) elevators, two (2) ailerons, one (1) rudder and eight (8) flight spoilers.
We will now split this lesson into Pitch, Roll and Yaw.

737NG Flight Controls

Elevator and tab control systems – Pitch

Elevators are movable surfaces attached to the rear spar on the trailing edge of the horizontal
stabilizer that control the pitch attitude of the aircraft around its lateral axis. The pilot moves the
control column FWD or AFT to achieve the desired change in attitude. Paired cables are used to
transmit pilot input into the respective interfaces and flight control surfaces.

In order to provide system redundancy, each hydraulic system A & B powers one of the
two elevators on the 737NGX. Either hydraulic system may power both elevators in
case one of the two systems fails.

The basic principle is: The control column sends the pilots inputs to the elevator power control
unit (PCU) which is an interface between the pilots mechanical input and a series of hydraulic
actuators on each elevator. These inputs are also sent to the Flight Data Acquisition Unit
(FDAU) for flight data recording.

The autopilots have a separate series of actuators that also give mechanical input to the
elevator PCU’s.

The right PCU gets hydraulic system B pressure and the left PCU gets system A pressure. This
means either hydraulic system may command both elevators in case one of the two systems
fails.

The PCU’s ensure that the elevators may always be moved under any condition. This means
that even in the event of a complete hydraulic failure, the cables and linkages allow for manual
operation of the elevators. This condition is known as manual reversion.

In case one of the control columns becomes jammed, elevator control is still achievable from the
other control column thanks to the Elevator Breakout Mechanism. This provides added reliability
and system redundancy.

At least 31lbs of additional force must be applied to use the working control column
while the other is jammed. In this condition, when 100lbs of force are applied on the
control column, the elevator moves 4º. In a total hydraulic failure emergency situation,
this amount of deflection is sufficient for a safe landing flare.

The elevator PCU’s also limit the amount of elevator travel. When the horizontal stabilizer is
neutral and there is no input to the Mach Trim Actuator (which will be discussed further along),
the elevator is downrigged four degrees (with reference to the stabilizer mean chord line).

From this position, the elevator can move 24.3º up and 18.1º down.

Each elevator has three balance panels with balance weights in the forward side and a tab at-
tached to the AFT edge. The balance panels decrease the force necessary to move the elevator
in flight.

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The elevator feel and centering unit is a computer that gives variable control column forces as
the airspeed changes and the horizontal stabilizer moves. The elevator feel computer receives
input from:

Pitot Tubes through Pitot Ports,

Hydraulic System A & B,
Horizontal Stabilizer,
Elevator Feel Shift Module (EFSM) – This last mechanism operates during a stall
providing 850psi of hydraulic system A pressure to the elevator feel system.

The elevator feel and centering also moves the elevators to a neutral position when there is no
input. When the control column moves, a roller is moved causing springs to extend and provide
a feel force. When the control column is released, the roller moves to a detent and thus the sys-
tem moves to a neutral position.

At higher airspeeds, the elevator feel computer increases the metered pressure to the
control column feel system to provide simulated aerodynamic forces when operating the
control columns. This feature is not available during manual reversion.

The elevators also have a tab that varies to help reduce the required elevator pitching moment.
When the trailing edge flaps are up, the elevator tab operates in balance mode. The tab moves
in a direction opposite to elevator travel.

When the TE flaps are not up and there is hydraulic power, the elevator tab operates in anti-bal-
ance mode. The tab moves in the same direction of elevator travel.

Stabilizer Trim – Pitch

Most aircraft have little surfaces on the flight controls that are utilized to hold the aircraft in its
current attitude without the pilot having to make excessive input on the control systems. This
process is known as trimming the aircraft, and the 737NGX is trimmable in all three of the
primary flight controls. The pitch trim is controlled with a movable horizontal stabilizer by either
of three ways:

Manual Operation, with the Stabilizer Trim Wheels

Electric Operation, with the Stabilizer Trim Switches
Autopilot Operation, achieved electronically through a Digital Flight Controls System
(DFCS).

During Manual Operation, the pilots use stabilizer trim wheels that are linked to a mechanism
with a jackscrew. When the jackscrew moves, the horizontal stabilizer moves.

It’s good to know that under normal conditions, the stabilizer trim is the only control sur -
face on the 737NG that is completely independent from the need of hydraulic power.
This also means that under certain flight conditions, the effort required to manually oper-
ate the stabilizer trim may be higher.

During Electric Operation, the pilots operate four stabilizer trim switches located on the outboard
side of each control wheel. These control electric input to the stabilizer trim actuator that also
moves a mechanism with a jackscrew. Like we mentioned before, when the jackscrew moves,
the stabilizer moves. The system is made so that:

When the electric stabilizer switch is operated, the horizontal stabilizer is moved and so
are the stabilizer trim wheels. In case the stabilizer is trimmed to the end of its electric
limits, additional trim is available through the manual trim wheels.

Finally, during Autopilot Operation, the Digital Flight Control System gives electric input to the
stabilizer trim actuator, however, this actuator operates at different speeds when receiving auto-

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pilot input. Stabilizer position sensors feed the DFCS: Sensor A sends information to the DCFS
via the Flight Control Computer (FCC) A, and similarly for sensor B.

There are various switches associated to stabilizer trim operation:

Column Cutout Switches,

Stabilizer Trim Override Switch,
Stabilizer Trim Cutout Switches,
Flaps Up Switch,
Stabilizer Trim Limit Switches.

The Column Cutout Switches allow for the stabilizer trim to stop in case the pilot electrically
trims the stabilizer opposite to elevator control input.

The Stabilizer Trim Override Switch bypasses the column cutout switch. The pilot uses this
switch to operate the electric trim if both column cutout switches fail.

The Stabilizer Trim Cutout Switches are used to stop the stabilizer trim actuator if there is any
uncommanded motion of the trim actuator.

The Flaps Up Switch determines trim speed relative to flap position. When the flaps are up, low
speed trim is engaged at 0.2units per second. When flaps are not up, high speed trim is en-
gaged at 0.4units per second.

The Stabilizer Trim Limit Switches limit the range of stabilizer travel. There are different limits for
manual, autopilot, flaps up or flaps down operation. There is also a takeoff warning switch that
alerts for incorrect stabilizer trim configuration during takeoff. The cockpit STAB TRIM indicator
has a green band to show the takeoff trim range.

The horizontal stabilizer movement lower and higher limits, as well as the neutral position, are
marked on the fuselage. The limits are:

4.2º of stabilizer leading edge UP,

12.9º of stabilizer leading edge DOWN.

It’s good to keep in mind that when the stabilizer moves UP the aircraft nose moves
DOWN, and vice-versa.

We’ve mentioned the Mach Trim System a couple of times during this lesson. This will be ex-
plained now.

Mach number is the relationship between the true airspeed of an aircraft and speed of sound. If
the Mach number exceeds 1.000, the aircraft becomes Supersonic.

The 737NGX has a maximum cruising speed of Mach 0.780.

The Mach Trim system provides speed stability at Mach numbers above 0.615. Elevators are
adjusted relative to stabilizer position as speed increases, subsequently changing the control
column neutral position through the elevator feel and centering unit. The Mach information is ob-
tained from the Air Data Inertial Reference Unit (ADIRU).

Another similar system in the 737NGX is the Speed Trim System.

Like the Mach Trim system, the Speed Trim system also provides speed stability, however, it is
designed to return the aircraft to a trimmed speed by trimming the stabilizer opposite to the dir-
ection of speed change. This also increases control column forces. Some conditions that have
to be met for speed trim operation are:

Low Gross Weight,

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AFT Center of Gravity,

N1> 60%, or high power settings,
Airspeed between 100 indicated knots (KIAS) and Mach 0.50,
Autopilot Disengaged.

Essentially when the speed trim system comes alive, it requires the pilot to provide a significant
amount of pull force to reduce airspeed and significant amount of push force to increase air-
speed.

You can see that there are quite a few ways that the elevator controls translate to direct and
comfortable pilot control. Although quite complex, this elevator system is relativily simple
compared to other aircraft flight controls systems.

737NG Flight Controls

Ailerons and Aileron Trim Control System – Roll

Ailerons are movable surfaces on both wing outboard trailing edges that control the flight atti -
tude of the aircraft about the longitudinal axis, more commonly known as roll. The ailerons are
coupled so that when one of them moves down, the other moves up. There are three ways of
achieving roll control on the 737NG:

Manually, by moving either control wheel,

Automatically, by autopilot input to move control wheels with actuators,
Through Flight Spoilers. (These will be discussed at a further stage during this lesson)

During manual operation, the flight crew controls the roll attitude with control wheels that are in-
terlinked mechanically in order to provide system redundancy. Just like with the elevators, the
ailerons are actuated through pairs of cables that transmit force. Ailerons are also operated via
the Aileron Power Control Unit (PCU) that acts as an interface between the pilot’s mechanical
inputs and a series of hydraulic actuators that move the ailerons with wing cables.

The aileron PCU’s ensure that the ailerons are movable under any condition. Under normal op-
eration, each hydraulic system controls a single aileron. In case of a hydraulic system failure,
the working system may control both ailerons. In case of a total hydraulic failure, ailerons are
still controllable mechanically. This condition is known as manual reversion.

The upper PCU gets hydraulic system B pressure and the lower PCU gets hydraulic
system A pressure. The PCU’s also limit aileron travel to 20º UP and 15º DOWN.

When pilots turn the control wheels, mechanical stops in the aileron control wheel components
keep the control wheel movement limited to 107.5º left or right.

The aileron feel and centering move the ailerons to a neutral position when there is no input.
When the control column moves, a roller is moved causing springs to extend and provide a feel
force. When the control column is released, the roller moves to a detent and thus the system
moves to a neutral position.

The Captain’s control wheel directly transmits force input to the aileron feel and centering unit
whereas the First Officer’s control wheel directly transmits force to the spoiler mixer. The spoiler
mixer is further discussed in the Secondary Flight Controls lesson. In case there is a failure or
jam in either control wheel, the Aileron Transfer Mechanism allows for both control wheels to be
able to make roll commands.

EXAMPLE: If the spoiler system is jammed, aileron roll control may be achieved through
the Captain’s control wheel, however, the First Officer’s control wheel and the flight
spoilers would then be unusable. On the other hand, if one control wheel cannot move,
the mechanism allows the other pilot to operate the other control wheel satisfactorily.

The ailerons also have a trim system that works similarly to the elevator trim system, except that
there is no trim wheel. Instead, two (2) Aileron trim switches are located in the AFT electronic

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panel and the aileron trim indicator is located on the top of the aileron control wheel. The indica-
tion is in units of trim, where each unit is equal to 6º of control wheel rotation. The maximum trim
available is 9.5 units or 57º of control wheel rotation.

When the aileron trim is in operation, an actuator moves the same aileron roller that we dis-
cussed before, causing springs to extend. This gives input to the power control units to move
the ailerons and the control wheels are also moved.

Both aileron trim switches must be operated at the same time to supply power to the
trim actuator.

We saw before that the elevators and their systems were virtually in a straight line from the con-
trol columns in the cockpit. This is not the case with ailerons, where many of the components
are located away from the airplane’s fuselage. The very ailerons are located on the outboard
trailing edges of both wings. This requires complex component linkages, which are achieved in
the following way:

The systems that run along the centerline are connected to Aileron Body Quadrants near the
forward bulkhead of the main landing gear wheel well. Both body quadrants are connected to
each aileron PCU. If one hydraulic system is OFF, the other PCU commands both quadrants.

The body quadrants are connected to the wing quadrants through the wing cables so when a
wing cable moves, it moves the related wing quadrant and finally the respective aileron.

Similarly to the elevators, there is an aileron tab that moves in a direction opposite to aileron
movement to maintain positive balance.

EXAMPLE: When the control wheel is moved to the left, the left aileron rises and the left
aileron tab comes down. In the opposite wing, the right aileron comes down and the
right aileron tab rises. This induces a noticeably higher angle of attack in the right wing
when compared to the left wing, thus causing the right wing to go up and roll the aircraft
towards the left.

The ailerons also have balance panels and weights in order to decrease the force necessary to
move them during flight.

737NG Flight Controls

Flight Spoilers – Roll

Flight Spoilers are used to achieve significantly higher rolling moments around the airplane’s
longitudinal axis. These are a series of panels on the upper surface of each wing that rise when
extended thus creating an enormous amount of drag. Flight spoilers are only meant to be an aid
to roll control, not the primary roll control method.

There are twelve (12) spoilers on each wing, numbered 1 to 12 from left to right. The most out-
board and the most inboard spoilers on each wing are ground spoilers. Only the four (4) flight
spoilers on each wing provide roll control.

During roll, when the control wheel turns left, the flight spoilers on the left wing move up
and in the right wing they stay faired down.

Flight Spoiler panels on the 737NG have numerous functions such as:

Aiding ailerons in achieving roll control,

Aileron trim,
Speedbrake operation during flight,
Speedbrake operation on ground during landing.

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Similarly to ailerons, the flight crew uses the control wheels to control roll with spoilers. The con -
trol wheels give mechanical input to the aileron Power Control Units (PCU’s) through the aileron
feel and centering unit. From here, the PCU’s supply mechanical input to the flight spoiler actu -
ators that use hydraulic power to move the flight spoilers.

The control wheels must be displaced more than 10º left or right to actuate the respect-
ive set of flight spoilers.

System redundancy is provided in the following manner: Each hydraulic system powers a spe -
cific set of flight spoilers in such a way that there is no asymmetrical deployment when there is a
hydraulic system failure. One-sided deployment of spoilers is also avoided with this redundancy.

Although most of the aileron operation seems difficult to understand and may need several re -
views before it sinks in, keep in mind that most of what you have learned here will be transpar-
ent to you as the pilot flying. Having an understanding of the background workings of these sys -
tems may give you a greater appreciation for what goes on behind the scenes, and what hap -
pens when things go awry.

737NG Flight Controls

Rudder and Rudder Trim Control System– Yaw

The rudder is a movable surface attached to the rear spar of the vertical stabilizer that provides
Yaw control of the aircraft around its vertical axis. The rudder may be operated by either of three
ways:

Manually, with the rudder pedals,

Manually, with the rudder trim,
Through the Yaw Damper. The Yaw Damper will be discussed in the following section.

During manual operation, the pilot presses the pedals to achieve movement in the respective
direction.

EXAMPLE: When the right rudder pedal is pressed, the rudder moves to the right of its
neutral position thus creating a rightward turning moment and achieving yaw to the
right. The same logic applies when the left rudder pedals are pressed.

Similarly to the rest of the flight control surfaces we’ve covered, rudder pedal movement inputs
are linked to control valves in the Rudder Power Control Unit (PCU) via cables and linkages that
also pass through the Rudder Feel and Centering Unit. In the case of rudder control, the pilot in-
puts are also linked to a STBY Rudder PCU that provides backup and system redundancy in the
event of main rudder PCU malfunctions.
There is no manual reversion available for rudder control, which means that if theoretic-
ally both normal hydraulic systems and the STBY hydraulic system were to fail, rudder
control would not be achievable. The probability of this happening is negligible.

We mentioned earlier that elevators and ailerons had a pair of PCU’s to control them. During
normal operation, only one main PCU powers the rudder. The original 737 was designed using
one dual valve with input from both hydraulic systems. This was partly responsible for a series
of accidents associated to 737 rudder problems. In 2003, the Rudder System Enhancement
Program (RSEP) was introduced, where the original dual valve that received input from both hy-
draulic systems A & B was replaced by one set of components and actuators for Hydraulic Sys-
tem A, and an independent set of components and actuators for Hydraulic System B. In this les-
son we will discuss the rudder system schematic with RSEP installed.

Both hydraulic systems and the STBY hydraulic system have separate control input mechan-
isms for the rudder PCU. All three of them have individual jam protection mechanisms. When
either system A or B is jammed or disconnected, the main rudder PCU detects a pressure imbal-
ance via the Force Flight Monitor (FFM). It is important to understand this because the FFM,
after 5 seconds, automatically turns on the STBY hydraulic pump, STBY rudder shutoff valve,

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and pressurizes the STBY rudder PCU. Lights and annunciators are displayed in the cockpit
when this condition occurs.

The rudder has a maximum deflection of 29º left and 29º right.

The rudder feel and centering unit gives simulated feel to the rudder pedals and centers the rud -
der and rudder trim inputs in the rudder PCU. When a pilot presses his rudder pedals, a roller is
moved and springs are compressed supplying feel force to the pedals. When the pedals are re-
leased, the roller moves to a detent and the system moves to a neutral position.

The rudder may also be operated manually through the electric rudder trim control. This
changes the rudder neutral position. One of the two rudder trim switches inside the single rud-
der trim control is connected to the Flight Data Acquisition Unit (FDAU) to record rudder trim po-
sition.

The rudder trim indicator shows the amount of rudder trim in units. Rudder authority is
limited when airspeed is higher than 137 indicated knots (KIAS) in order to provide pro-
tection after takeoff and before landing.

737NG Flight Controls

Yaw Dampers– Yaw

Dutch Roll is an aircraft movement where the tail moves from side to side when there is input in
the ailerons or rudder. In smaller aircraft, this condition is partially dampened however, in larger
aircraft auxiliary systems like the Yaw Damper on the 737NGX are used. This is due to the
faster airspeed and higher altitude at which they fly at.

Yaw Damper systems give input to the main and STBY rudder PCU’s via valves and actuators.
The yaw damper actuator input is mechanically added to rudder pedal inputs. Both inputs may
move the rudder PCU piston and the rudder; however, rudder input from the yaw damper is not
reflected in rudder pedal deflection.

The Yaw Damper system is made up of a main and STBY yaw damper. The main yaw damper
is powered by the hydraulic system B, and the STBY yaw damper is powered by the STBY hy-
draulic system.

The yaw damper system’s functions are:

Turn coordination,
Gust lock prevention,
Dutch Roll prevention.

737NG Flight Controls

Components

We’ve had a look at different flight control surfaces and systems on the 737NG. Now, we will
discuss two of the three primary main use components, which are:

Flight control cables,

Flight control panel,
Flight control Hydraulic Modular Packages. These will not be discussed in this lesson as
they do not directly interface with flight crew or affect the airplane’s operation.

· Flight Control cables are used to give mechanical input to each Feel and Centering Unit, then
to each Power Control Unit (PCU). The feel and centering units provide artificial feel forces to
the controls and pedals, and also sets them to neutral positions. The PCU is responsible for dir -
ecting hydraulic fluid in order to achieve control surface movement. Both these components
were discussed in the respective sections of this lesson.

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· The flight control panel (located in the FWD Overhead panel) has a series of hydraulic control
switches and caution lights for the flight control systems. These are:

Flight Controls Switch: Two switches (one for each hydraulic system) with three posi-
tions- ON, OFF, STBY RUD. The flight controls shutoff valve is powered by a 28V DC
motor.

1. ON Position: Is the normal operating position. Hydraulic system pressure is on

to the elevators, elevator feel computer, ailerons and rudder.
2. OFF Position: Hydraulic system pressure is removed from the elevators, elevat-
or feel computer, ailerons and rudder.
3. STBY RUD position: It has the same effect as the OFF position, but instead
turns on the STBY hydraulic pump and pressurizes the STBY rudder PCU to
achieve STBY Rudder control and STBY Yaw Damper.

Flight Spoilers Switch: Two switches (one for each hydraulic system) with two posi-
tions- ON, OFF. 28V DC motors also power them.

1. ON position: Is the normal operating position. Hydraulic system pressure is on

to the flight spoilers.
2. OFF position: Removes hydraulic system pressure from the flight spoilers.
Flight Control Low Pressure Light: The low pressure warning switch gives an amber
light indication when there is low hydraulic system A or B pressure to the flight control
system. The low pressure light only operates when the flight control switch is in the ON
or OFF position. When the switch is in the STBY RUD position, the STBY rudder shutoff
valve controls the low pressure light through the valve position relay.

· The low pressure light comes on when system pressure is less than 1300psi.
· When the low pressure light comes on, there is a master CAUTION and also
the FLT CONT annunciator comes up.

Yaw Damper Switch and Warning Light: One switch with two positions- OFF, ON.

1. ON position: Engages either the main yaw damper to main rudder if the B flight
control switch is in the ON position, or the STBY yaw damper to the STBY rud-
der PCU if both the A & B flight control switches are in the STBY RUD position.
2. OFF position: disengages Yaw Damper.

The Yaw Damper warning light comes on when the system is disengaged.

STBY Hydraulic Low Quantity and Low Pressure Lights: The STBY hydraulic low
quantity light comes on when:

1. STBY system reservoir hydraulic fluid quantity decreases below 50% of its nor-
mal quantity.

The STBY low pressure light comes on when:

2. STBY system output pressure from the STBY electric pump decreases below
limits.

Flight Control panel warning lights: There are certain warning lights that illuminate
when unwanted flight control conditions exist:

1. Feel Differential Pressure Light: Comes on when there is a 25% difference

between the system A and system B metered output pressures in the elevator
feel computer for more than 30 seconds.

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2. Autoslat Fail Light: Comes on when the autoslat function becomes unavailable.
3. Speed Trim Fail Light: Comes on when the speed trim function in the flight con-
trol computers (FCC’s) becomes unavailable.
4. Mach Trim Fail Light: Comes on when the mach trim function in the flight control
computers (FCC’s) becomes unavailable.

Alternate Flaps Arm and Control switches: This series of control switches is dis-
cussed in the Secondary Flight Controls lesson.

Lesson Summary

The 737NG has a complex flight controls system as we’ve seen during this lesson. There are
several essential components and systems. We’ve also discussed the overall redundancy
provided for flight controls. Unlike other early aircraft like the DC-10, the 737NG is very reliable
in terms of keeping the aircraft in control during a hydraulic system failure, or control column
jams, amongst other problems.

The mechanical linkages for ailerons and elevators allow for operation with no hydraulic power
through manual reversion, however, we also mentioned that operation becomes difficult be-
cause the amount of pilot input necessary to produce flight control surface movement is consid -
erably large.

We also discussed a few of the aids that pilots have in order to minimize pilot force input during
normal conditions, such as the flight spoilers, yaw damper and the horizontal stabilizer trim. We
encourage you to investigate about the 737 rudder problems and send us your views in the
comments section of this video.

This lesson covered the following topics:

- Overview of an aircraft’s three principal axes and the control surfaces that act
on each one of them,
- Basic physics of control surfaces (moments of force),
- Primary flight controls on the 737NGX for Pitch, Roll & Yaw.
- Horizontal stabilizer trim, flight spoilers, yaw damper,
- Mach trim system, Speed trim system,
- 737 historic rudder problems and RSEP,
- 737NGX Flight controls system components.
In the next lesson we will learn about the Secondary Flight Controls.

Until then, Throttle On!

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