W31551
500 Rudder Aft Control Quadrant and Torque Tube
May 01/03 Figure 2 27-21-1
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BOEING PROPRIETARY - Copyright . - Unpublished Work - See title page for details.
6. Rudder Control Torque Tube
A. The rudder control torque tube assembly transmits rudder pedal inputs to the rudder feel and centering unit, the main power control unit, and the standby power control unit (Fig. 2). The torque tube assembly consists primarily of a dual load path torque tube, a dual load path lower crank assembly, a lower bearing assembly, and three separate and independent power control unit input override devices.
B. The torque tube consists of two 15-5 CRES tubes bonded and swaged together. The dual load path lower crank is connected to the pushrod from the rudder aft control quadrant, and to the feel and centering mechanism. This crank consists of two halves bonded and riveted together, and attached to the torque tube with multiple fasteners. The three power control unit override devices connect the torque tube to the main and standby rudder PCU input rods (Fig. 2). The two lower override devices connect to the main PCU linkages and the upper override connects to the standby PCU. Each override is a simple spring loaded roller and cam mounted to the torque tube. Each override allows input commands to continue to be transmitted to the remaining free input control rods in the event an input rod or PCU linkage becomes jammed. The breakout force for each override is 18 pounds (80 newtons) applied at the rudder pedals.
C. The torque tube assembly is mounted vertically within the vertical fin hinge ribs via two bearing assemblies. The lower bearing assembly located on the torque tube attaches to the structure with three bolts. The upper bearing assembly, separate from the torque tube, attaches to the structure with four bolts.
7. Rudder Trim Control Mechanism
A. The rudder trim control mechanism provides a means for controlling the directional trim of the airplane and indicates the units of rudder trim (Fig. 3.). The control mechanism consists of a rudder trim knob and indicator on the aft end of the control stand, and a cable drum attached to the knob through a vertical shaft.
B. Movement of the trim knob rotates the shaft and drum, which is connected by cables to the rudder trim actuator. Rotation of the knob moves the indicator a proportionate amount on the indicator scale. Maximum rudder trim travel is 12 degrees in both directions. The indicator scale corresponds by being divided in 10 divisions in both directions.
500
27-21-1 Page 6 BOEING PROPRIETARY - Copyright . - Unpublished Work - See title page for details. May 01/03
W31562 W32052 W32346
500 Rudder Trim and Feel System
May 01/03 Figure 3 (Sheet 1) 27-21-1
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BOEING PROPRIETARY - Copyright . - Unpublished Work - See title page for details.
Rudder Trim and Feel System 500
27-21-1 Figure 3 (Sheet 2) May 01/03
Page 8
BOEING PROPRIETARY - Copyright . - Unpublished Work - See title page for details.
500 Rudder Trim and Feel System
May 01/03 Figure 3 (Sheet 3) 27-21-1
Page 9
BOEING PROPRIETARY - Copyright . - Unpublished Work - See title page for details.
8. Rudder Trim Actuator (Fig. 3)
A. The rudder trim actuator converts cable motion into a linear force which is applied to the rudder centering and feel mechanism. The actuator assembly consists of a cable drum and jackscrew nut, actuator housing, screw, compression spring and spring guide (Fig. 3.). The actuator compression spring produces a tension force between the nut and screw to prevent backlash. The jackscrew end of the actuator is attached to fin structure and the actuator housing is connected to the centering and feel mechanism. The jackscrew also has a vernier plug for length adjustment.
B. Rotation of the cable drum causes the drum-and-nut and actuator housing to move linearly on the screw. Jackscrew nut forces are transferred to the actuator housing through a thrust bearing located in the lower end of the actuator. Movement of the actuator housing causes the centering spring and feel assembly to rotate.
9.
Deleted
10.
Rudder Feel and Centering Mechanism (Fig. 4)
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