![]() The 12 volt motors, although suitable, were not designed to entertain the precision needed to synchronize the movement of the thrust levers they were designed to push a window either up or down at a predefined speed on an automobile. Furthermore, the operation of the throttle caused the clutch nut to continually become loose requiring frequent adjustment. Likewise, the nut on the clutch assembly, designed to loosen or tighten the control on the fan belt, was either too tight or too loose - a happy medium was not possible. This system was sourly lacking in that the fan belt continually slipped. To move the thrust lever handles, an automobile fan belt was used to connect to a home-made clutch assembly. Prior to being used in the simulator, the motors were used to power electric automobile windows. The previous throttle conversion used an inexpensive 12 volt motor to power the thrust lever handles forward and aft. ![]() Motor and Clutch Assembly - Poor Design (in previous conversion) TIM houses the interface cards responsible for the throttle operation while the TCM provides a communication gateway between TIM and the throttle. Moreover, the alterations spurred the design and development of two additional interface modules that control how the throttle quadrant was to be connected with the simulator. Put bluntly, the earlier conversion had several problems there were shortfalls that needed improvement, and when work commenced to rectify these problems, it became apparent that it would be easier to begin again rather than retrofit. The main flight controls page has a several links to articles that relate to the conversion of the throttle quadrant. In his article I will discuss the clutch assembly, motors, and potentiometers. The process of documenting the throttle quadrant rebuild will be recorded in a number of articles. I hope you understand the reasoning for this decision. This said, the provided information should be enough to enable you to assimilate ideas that can be used in your project. It is not my intent to become bogged down in infinite detail this would only serve to make the posts very long, complicated and difficult to understand, as the conversion of a throttle unit is not simplistic. ![]() As such, a very brief overview of the earlier system will be made followed by an examination of the replacement system. This article will add detail and explain the decision making process behind the changes and the advantages they provide. ![]() The clutch assembly, motors, and string potentiometer can be seen, in addition to a portion of the revised parking brake mechanism. LEFT: Captain-side of throttle quadrant showing an overview of the new design. Please consider sending a few dollars ( Thank You.)Īn earlier article, ‘Throttle Quadrant Rebuild – Evolution Has Led to Major Changes’ has outlined the main changes that have been made to the throttle quadrant during the rebuild process. All funds donated will be used to offset the cost of server and website hosting. Maintaining this website costs a considerable sum of money each year. The definition of the acronym OEM is Original Equipment Manufacturer ( aka real aicraft part). I use the words 'modules & panels' and 'CDU & FMC' interchangeably. Do not complain if you do not like what you read. All reviews and content are 'frank and fearless' - I tell it as I see it. Note: I have NO affiliation with ANY manufacturer or reseller. I hope there are not too many spelling and grammatical mistakes.Īrticles are updated from time to time as procedures and information change. Writing for a cross section of readers from differing cultures and languages with varying degrees of technical ability, can at times be challenging. The purpose of FLAPS-2-APPROACH is two-fold: To document the construction of a Boeing 737 flight simulator, and to act as a platform to share aviation-related articles pertaining to the Boeing 737 thereby, providing a source of inspiration and reference to like-minded individuals.
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