Report of the Second Piloted Aircraft Flight Control System - Acgsc.org

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& " A-. '9. TAB 10. ,ROD Jd I 2- - RUDDER-BOOST VALVE CONTROL ARM r 3. FIN 1. RUDDER r23.1 ACTUATOR ARM BY-PASS VALVE 1 SHUTOFF VALVE- I C Y 1 Jl2 TAB-LOCK ARM (V- I B . 1 3 . TURNDUCKES d"!? 11 INSTALLATION FIG. POWER 7 OPERATE1 RUDDER CONTROL SYSTEM 4. HYDRAULICALLY-OPERATED I, ann=n n.4 I A-u RFACTlnhI r.numcucarcn 3 17. TURNBUCKLE ACCUMuLATOR ROD
0 AMPLITUDE RATIO- D8 I I I I rU rU 0 I + - + UI 0 UI 0 UI 0 UI 0 I I AIRPLANE NATURAL FREQUENCY - ------- -- ---- -- UI I I I / 1 / I A 1(. - I I I I 0 1 I I I I 0 l 0 cP 0 a0 0 0 0 0 PHASE ANGLE
Page 1 and 2:
-3-a'uo#Su!qs~~ MVN 3Hl 4 0 lN3WlIJ
Page 3 and 4:
CONTENTS 1, Centering Charauteristi
Page 5 and 6:
CENTERING CHARACTERISTICS OF POWER
Page 8:
Since pilqt effort and s*face force
Page 14:
The centering characteristics excep
Page 18:
-mtla= etlq 30 pwdo o q m ~APA opl
Page 21 and 22:
HELICOPTER POWERED CONTROL SYSTEM P
Page 23 and 24:
Returning to the discussion of the
Page 25 and 26:
loaded by-pass valve closes, and fr
Page 27 and 28:
FUGET RESEARCH ON FORCE WHEEL CONTR
Page 29 and 30:
precisely. The fir at demonstration
Page 31 and 32:
to hare thq coakpit controle comman
Page 33 and 34:
conrtsnt speed). While this ryrtem
Page 35 and 36:
I I SURFACE I AIRCRAFT DYNAMICS LOA
Page 37 and 38:
AUTOMATIC PUT DYNAMICS a LOAD DISTU
Page 39 and 40:
FORCE ME- SERVO. \ - = AMPLIFIER =
Page 41 and 42:
The configuration described above r
Page 43:
AN ANALYSIS OF FULLY-POWERED AIRCRA
Page 46 and 47:
"W@J@tI pendm ao poqtmeard euofenfo
Page 48 and 49:
Ooeo red em;Co* ey tg areqm - a d m
Page 50 and 51:
Variation of Valve Flcnr with Press
Page 52 and 53:
p - instantaneons density (mare per
Page 54 and 55:
where %, , %+ , fi , and A r' are p
Page 57 and 58:
The error equation (l), with XI * i
Page 61 and 62:
C C U P m ZERO - (Bulk Modulus infi
Page 63 and 64:
Canparing equation (32) vith eqatio
Page 66 and 67:
EFFECT OF ADDRIG A SPEUNC IllbD AT
Page 70:
The outtmt 4 is then -tion (a) may
Page 74 and 75: 71 It is of interest to anmine the
Page 77 and 78: It w ill now be shrnm that the quad
Page 79: tp = 4 1' ( 4 include. aU flaxibill
Page 83 and 84: Frequancy Response of Another prore
Page 85 and 86: or, ii the pinton s p w A, in f ~ t
Page 88 and 89: $ - BZ~W~ pfY88WC)* - presstam on e
Page 90 and 91: INTRODUCTION PARAMETERS FOR THE DES
Page 92 and 93: to the piston. When the spool membe
Page 94 and 95: Figure 2 shows an oscillographlc re
Page 96: lication of equations. - The method
Page 99 and 100: The solution to equation (11) , is
Page 101 and 102: I RATIO OF PEAK TRANSIENT CYLINDER
Page 103 and 104: Equations (21) and (22) are written
Page 105 and 106: variation of this rise time with T
Page 107 and 108: CHART ILLUSTRATING EFFECT OF INERTI
Page 109 and 110: pa lo=$ $8 uoy$eyQd moy pamwam $ndq
Page 111 and 112: IMPROVEMENT OF POWER SURFACE CONTRO
Page 113 and 114: FIG. 2 INSTALLATION - POWER OPERATE
Page 115 and 116: AMPLITUDE RATIO- DB I 0 I 0 I cn 0
Page 117 and 118: The overall reaotien rpring rate ir
Page 119 and 120: FIG.5 - SCHEMATIC -- BASIC TYPE POW
Page 122 and 123: With theae substitutions into equat
Page 124: Although only one type of power oon
Page 129: In the range ai airplane natural fr
Page 132 and 133: Figure 1. anticipation of the targe
Page 134 and 135: The constant k helped to improve th
Page 137 and 138: to determine if there was behaviora
Page 139 and 140: SYNTHESIS OF FLIGHT CONTROL SYSTEMS
Page 145 and 146: The hydraulic system itself is a hi
Page 147: P :: 7 OT- a- ' 06- 09- . I
Page 150 and 151: Zeros introduced by resonance of th
Page 152 and 153: explicit set of specifications-or a
Page 155: her@ is to lnake the push-rod as st
Page 160: particular problem. We then choose
Page 164 and 165: changing flight corditions. Idea-,
Page 166 and 167: A,. Area of bydraullc jack giston.
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