[QUOTE=Grebe;10582708][QUOTE]
If you keep applying the side load eventually you won’t be able to turn the bolt at all. The bolt is the stabilizer screw jack. The side load is the aerodynamic forces transferred from surface of the stabilizer to the jack screw
Please read the following
see--- satcom.guru/2019/08/connecting-dots-from-command-to-action
Wednesday, August 21, 2019
Connecting the Dots: From Command to Action - scroll down to excellent illustrations of system.
And carefully note the use of the word gimbal and where used.
Although there is no doubt some side loads, IMHO and that of others- that design shows the side loads are minimal and most likley a small percent of the axial loads which when applied to a ball screw " nut " results in little friction.
Thank you
regarding this thread about stab loads becoming excessive, you can put away your theories to save energy. The recommended method is not to get seriously out of trim in the first place by carrying out the correct procedures. Taking ET, the excessive speed ‘was due to permitting the airspeed to build following an IAS fault. The priority with that is to fly the plane in steady state pitch and power conditions. That would have kept the speed around 220 kts where stab loads are very light. The ensuing double fault of MCAS would have been easily accomplished using STAB OFF switches and manual trim. Even if it took a while to recognize the MCAS runaway, the loads would be light and the elec trim would have trimmed back to neutral prior to switches OFF. Very high airspeed with massive out of trim has, since the 707 been a death trap to be avoided. But, have the current generation of pilots been taught this or has it been forgotten. Time to get back to basics.
Cheers
If I sound a bit terse, it’s because I see so many times people trying to explain complex engineering issues when the problem is fully understood and procedures already in place.