Post by LOU on Mar 23rd, 2010 at 12:53am
How about a quick look at Leading Edge Flaps and Slats on the 727 wing.
Here is a look at the underside of the 727 wing
showing all the leading edge slats and flaps extended.
Flaps 5 degrees is selected in the cockpit.
The trailing edge flaps are also at 5 degrees.
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
If you look at the F/E Aux panel on the P-6 wall to the right of the F/E panel
you will see a check unit for the leading edge flaps & slats.
The panel has a amber in transit light and a green locked extended
light to show the position of the device.
In this photo it shows all the lights being tested.
The lights are a bit washed out in the photo, but the top lights
are the green and the lower are the amber.
As you select flaps 2 degrees the trailing edge flaps move
to the 2 degree position and the critical slats (2, 3, 6 & 7) extend and lock.
The slats are from aircraft left to right 1,2,3,4 - 5,6,7,8
In this front view, slat 1 is to the right as you view the image.
In this photo the flaps are at 2 degrees and the critical slats are extended and locked.
As you select flaps 5 degrees the remaining slats (1,4 - 5 & 8) and the Kruger inboard flaps extend.
The Kruger flaps are flat leading edge devices that rotate out from under the wing and
extend down and somewhat forward of the leading edge. They are at the thick part of the wing root.
The slats slide forward off the leading edge of the wing and are more aerodynamic than the inboard leading edge flaps.
If you look at the 747 wing you will see that the leading edge devices are a type of the Kruger flap in that they rotate out
from under the leading edge as opposed to sliding forward off the leading edge.
The DC-9/MD-80 wing leading edge has all slats.
Here is the test panel showing ALL the leading edge flaps and slats extended.
Each leading device had its own hydraulic actuator and was locked up and down.
There was a check list of failure and faults of both the leading edge and trailing flaps.
There was a speed additive for various devices that did not extend.
All the leading edge devices have the ability to melt ice
as hot engine air is ducted through the wing leading edge
while they are retracted.
Lou
Here is a look at the underside of the 727 wing
showing all the leading edge slats and flaps extended.
Flaps 5 degrees is selected in the cockpit.
The trailing edge flaps are also at 5 degrees.
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
If you look at the F/E Aux panel on the P-6 wall to the right of the F/E panel
you will see a check unit for the leading edge flaps & slats.
The panel has a amber in transit light and a green locked extended
light to show the position of the device.
In this photo it shows all the lights being tested.
The lights are a bit washed out in the photo, but the top lights
are the green and the lower are the amber.
As you select flaps 2 degrees the trailing edge flaps move
to the 2 degree position and the critical slats (2, 3, 6 & 7) extend and lock.
The slats are from aircraft left to right 1,2,3,4 - 5,6,7,8
In this front view, slat 1 is to the right as you view the image.
In this photo the flaps are at 2 degrees and the critical slats are extended and locked.
As you select flaps 5 degrees the remaining slats (1,4 - 5 & 8) and the Kruger inboard flaps extend.
The Kruger flaps are flat leading edge devices that rotate out from under the wing and
extend down and somewhat forward of the leading edge. They are at the thick part of the wing root.
The slats slide forward off the leading edge of the wing and are more aerodynamic than the inboard leading edge flaps.
If you look at the 747 wing you will see that the leading edge devices are a type of the Kruger flap in that they rotate out
from under the leading edge as opposed to sliding forward off the leading edge.
The DC-9/MD-80 wing leading edge has all slats.
Here is the test panel showing ALL the leading edge flaps and slats extended.
Each leading device had its own hydraulic actuator and was locked up and down.
There was a check list of failure and faults of both the leading edge and trailing flaps.
There was a speed additive for various devices that did not extend.
All the leading edge devices have the ability to melt ice
as hot engine air is ducted through the wing leading edge
while they are retracted.
Lou