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

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Zeros introduced by resonance of the stabiUzation systau Poles introduced by the load characteristi- Poles (at over 1000 rad/aoc) representing resonance of stabilization qyetem with compressibility and load not shown 0 Zeros x Poles Determination of Opem-J.aop Poles with Compmsation Fig. 8 Closed-loop pole positions for gv - 80 '.\ \ 0' . ----- *---/- I"" ,X Open-loop trander function of the stabilleed system Closed-bop Poles for Compensated @)retm Fig. 9
By way of introduction to this problm, I wauld like to revert for a momsnt to some of the ideas expressed in the axcellent papr we heard on Tuesdey rnornbg by Mr. Andrm of Hughes Aircraft and presmted bgT Mr. Turner. In this paper it was rather forcibly pointed out that we are rapidly rea- the point where we must design our porn boo& control system to meet quantitative speclfioatiom concerning both stability and control. I like to think of the situation in something like the foIloving light, with a very s-6 analogp. I picture the w control system designer in a position somewhat analog~ls to a &ernyew old boy in a baseball game. An the game start@, the other bags are all under ten years old; the mere presepce of our slxtem-year old is emougb . to throw fear into the opposition, Just es in the early years of pmr boost system, the mere presence of the control wet= desiepar and a little imaginetion on his part solved the problems. As the game plogresses, however, older boys arrive. Our aixtegt-year-old has to work to get his base hits. He begha to look amuad for a better bat and tools; he starts to consider using a little stratem instead of the previous brute-fome tactics. In an analogous manner, the control systems engineer starts to adopt same of the servomechanism theorg--the use of Nyquist diagrams that have been mentioned several times here during the past few days, for axample. BLlt unfortunately, the game has not yet stabWed. For, approaching our ballfield are a half dozm professioaal ball players, eager to get into the game. Our sMemyear old is wing to have to call on all his ability if he is to hold his own. In our inmediate problm, we see these professional ball players as the problems associated with our planes flying at a Mach number of &5. If we are to design successflrl power-boost aystams and tactically-capable aircraft operating at these high speeds, it seerme imperative td us at Purdue that all available knowledge be brought to bear on the problem. We feel that in a few years, when we are confronted - with the design of the power boost systems for these high-speed aircrafb, there will be no accuse for us not h a m a understanding of the problem and a general idea of a suitable approach to the aolut ions. What specifically are the problems associated with the design of a highperformance power-boost wstem? Thw are in number. We wish to mention only a few of them today in any detail. The problem we have heard most about at this meeting is the design of an appropriate artificial feel system. I feel, howemr, tinat this is only one of the basic problems. It has received considerable attention here during the past few days principally +cause it is a problem which is already confronting the engineer. Of a perhaps !laore c basic nature, however, are the twin problem of stability and control. Indeed, the satisfactory solution of the artificial feel problm can only be arrived at in conjunction with at least partial solutions to the stability and control - problems, for the artificial feel system is an integral part of the overall loop which does determine both the relative stability and the control charact'eristics . What essentially are the problems associated with control and stability? The most pressing problem, it seams to me, is the development of a more
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-3-a'uo#Su!qs~~ MVN 3Hl 4 0 lN3WlIJ
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CONTENTS 1, Centering Charauteristi
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CENTERING CHARACTERISTICS OF POWER
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Since pilqt effort and s*face force
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The centering characteristics excep
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-mtla= etlq 30 pwdo o q m ~APA opl
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HELICOPTER POWERED CONTROL SYSTEM P
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Returning to the discussion of the
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loaded by-pass valve closes, and fr
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FUGET RESEARCH ON FORCE WHEEL CONTR
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precisely. The fir at demonstration
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to hare thq coakpit controle comman
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conrtsnt speed). While this ryrtem
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I I SURFACE I AIRCRAFT DYNAMICS LOA
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AUTOMATIC PUT DYNAMICS a LOAD DISTU
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FORCE ME- SERVO. \ - = AMPLIFIER =
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The configuration described above r
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AN ANALYSIS OF FULLY-POWERED AIRCRA
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"W@J@tI pendm ao poqtmeard euofenfo
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Ooeo red em;Co* ey tg areqm - a d m
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Variation of Valve Flcnr with Press
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p - instantaneons density (mare per
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where %, , %+ , fi , and A r' are p
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The error equation (l), with XI * i
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C C U P m ZERO - (Bulk Modulus infi
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Canparing equation (32) vith eqatio
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EFFECT OF ADDRIG A SPEUNC IllbD AT
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The outtmt 4 is then -tion (a) may
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71 It is of interest to anmine the
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It w ill now be shrnm that the quad
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tp = 4 1' ( 4 include. aU flaxibill
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Frequancy Response of Another prore
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or, ii the pinton s p w A, in f ~ t
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$ - BZ~W~ pfY88WC)* - presstam on e
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INTRODUCTION PARAMETERS FOR THE DES
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to the piston. When the spool membe
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Figure 2 shows an oscillographlc re
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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 127 and 128: 0 AMPLITUDE RATIO- D8 I I I I rU rU
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 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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