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output crank attached to base of the right (copilot’s) torque tube ties the
rudder pedals to the rudder mechanical actuation system. A rotating lugtype
stop attached to base of the left (pilot’s) torque tube limits rudder
pedal travel when it contacts either one of two adjustable stop bolts.
Artificial feel forces are supplied by a spring bungee attached to the rudder
actuator input cable sector. The bungee provides a resistant force
proportional to rudder pedal displacement.
B. Mechanical Actuation System:
(See Figure 12.)
Rudder pedal inputs are transmitted rearward through a system of pushpull
rods, bellcranks, cables and a sector assembly to an input cable sector
near the base of the rudder in the tail compartment. As the right torque tube
rotates, its output crank moves an attached pushrod forward and aft. The
pushrod transmits this movement through a motion reversing crank and
another pushrod to a cable sector. Cables from the cable sector transmit
control inputs rearward to an input cable sector. Movement of the input
cable sector then drives the rudder actuator servo control valve through an
input crank arm.
C. Hydraulic Boost System:
(See Figure 12.)
The rudder actuator is a dual tandem actuator consisting of two pistons
secured to a common shaft. The pistons move inside a common cylinder
divided to create two separate cylinders. One cylinder receives Flight
hydraulic system pressure while the other cylinder receives Combined
hydraulic system pressure.
Mechanical movement of the actuator input crank arm moves the servo
control valve from its neutral position. The servo control valve then directs
hydraulic pressure to one of the actuator’s two cylinders and connects
each cylinder’s opposite side to return. Movement of the actuator then
drives the rudder through an output crank, pushrod, and horn and tube
combination. When the rudder reaches the desired deflection, the servo
control valve shifts to its neutral position to lock hydraulic pressure within
the actuator, in effect preventing further surface movement.
The input cable sector and output crank are connected through a center
rear crank through a pin and slot arrangement. This pin and slot
arrangement creates 4° of differential motion between the input cable
sector and the output crank, allowing maximum servo control valve
displacement while providing a total of 3° of yaw damper authority.
D. Manual Reversion System:
During normal flight operations, the Combined and Flight hydraulic
systems each supply and maintain pressure to the rudder actuator. Loss of
system pressure from both hydraulic systems will automatically revert the
yaw flight control system to manual control. As pressure at the actuator
OPERATING MANUAL
PRODUCTION AIRCRAFT SYSTEMS 2A-27-00
Page 31
October 11/02
Revision 8
drops below 75 psi, bypass valves within the actuator open to allow the
actuator piston to idle. With the actuator piston idling, the system is said to
be in manual reversion, technically explained in the following paragraph.
The input cable sector and output crank rotate on a mutually independent
common pivot. They are linked by a pin and elongated slot arrangement.
The input crank is on the pin and the output crank is on the slot. With the
actuator piston idling, the pin moves within the slot until it reaches either
end. At this point, mechanical contact is made and the input cable sector
now drives the output crank. The output crank, in turn, drives the rudder
through its push-pull rods and cranks.
Manual reversion of the yaw flight control system is also possible by
closing a normally open flight power shutoff valve. The flight power shutoff
valve is a mechanically operated shutoff valve located between the
Combined and Flight hydraulic system pressure sources and the rudder
actuator (as well as the aileron, elevator and flight / ground spoiler
actuator) pressure lines. The valve consists of two mechanically connected
but hydraulically isolated sections. A controlex cable connects the valve to
a FLIGHT POWER SHUT OFF handle located on the left aft side of the
cockpit center pedestal. See Figure 8.
Moving the FLIGHT POWER SHUT OFF handle up from its stowed
(horizontal) position to the vertical position mechanically closes the flight
power shutoff valve. With the valve closed, operating pressure is removed
from the actuator, allowing the piston to idle.
The resultant advantage of the flight power shutoff provision is the ability to
bypass a malfunctioning actuator (such as would be the need in the
unlikely event of an actuator jam) and manually fly the aircraft. Although
　
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