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

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When the centering spring is r-ved iron this open-center valve, th speed cbpracteristica cannot be represented by a line. Rapid release of control force results in centering epee& located at the broken llne for a closed-center valve without spring (and this Includes stall point location). Slow release of control force results in centering speeds loc8t.d at the Iln, for open-center valve dth sprlng. 3 CONCLUSIONS In the pant, centeriag chulpctaristios of mroy power boostad mfaae corrtrol aysta~~ have boa evaluated only by pilot eeti.Otion late in the fllght teat program of the alrplatm. Prlor to this point in the life of the project, MXU~ cmpromises have made to facilit8to Isuwirature and to met other performeace requirements, mrch as pomr and stability, dtb no analysis of their Pdtarw effect upon centeriq characterlstlcs. At this point in the life of the project, lo thing but rFrror detall changes cur be made to improve performance without excessive penalties of oost and dew. This papar proposw tht oentering characteristics be oo~ldarod 8 baalo design problem to be ~olysed early in the engineering phaue ,of eaoh projscrt Md tO be permed by test Md by quallty control throughout the e m projeot Ufe. To illustrate hw this can be mcompliahed, cent* characteristics have been dofined in abple englnwrlng toms, 8 technique of amlysis has bean preasnted, a test pmc-e bas been ~utllned, Pnd appYcation of the analysis and test to four different systas vP118tlons hra been illustr.kd.
HELICOPTER POWERED CONTROL SYSTEM PROBLEMS WALTER GERBTENBERGER of lPikorrky Aircraft Divirion United Airc raft Corporation Bridgeport, Connecticut
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 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 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 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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