Since it would appear that you dont believe here's a summary of what happened:
- The aircraft came in to clear a deferred defect on the #1 LEFDU which could not be operated pneumatically.
- We extended the flaps electrically and then pulled the CBs, the APU was also flagged inop so that we could work on the flap drive in safety.
- We took out the three bolts that connected the unit to the aircraft, removed the two screws that held the translating sleeve in place, slide the sleeves back and removed the motor (after removing the two electrical connectors of course).
- Gravity demanded that the #1 and #2 LE flaps hung down in a near vertical position.
- We attached the new motor to the aircraft and reattached the two electrical connectors.
- Please explain how it is physically possible for two men on a lifter can now push out by hand a very heavy leading edge flap so that I can do it next time. As I am sure you are aware that the flaps have a very nice scissor joint arrangement to them which has to also be overcome in addition to the weight.
- In this event while the certifier i was with pushed on the flap I wound the lime green drive shaft by hand until the flaps were in an almost rigged position (compounded by the fact that the shaft was greasy). This is a very long process as you would know that for every full rotation of the shaft the flaps moved linearly by a very very small amount. I appreciate the speed with which that motor spins after doing this.
- I then held the flap extended (by the drive shaft) while the certifier attached the rigging rod to the aircraft with the rod extended to the correct length for the flap we were working on.
- It was then necessary for me to either release the pressure or wind out the flap some more in order to get the flap into the correct rigging position (I believe i released the pressure for flap #1 which was extended to much - and wound out the #2 flap which was not extended enough)
- While i held on to the drive shaft the certifier slid the translating sleeve over the spur gear at the end of the flap drive shaft and over the gear on the flap motor.
- The two screws were then placed into the translating sleeve and wire locked.
- The CB's were then reset and the inop tag removed from the APU.
- While I was downstairs on the headset the certifier function checked the motor to ensure proper operation.