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

loaded by-pass valve closes, and freedom for the valve of the emergency system
to operate is introduced simultaneously, so that the emergency system, which
was previously idling in the control aystem, assumes its burden before a q
of the control forces are allowed to reach the pilot's stick. There is
an automatic check by the pilot at every start, because the eng5n.a must.
be started before the rotor, and during the intern between engine starting
and rotor olutch engagement the emergency system is the only power control
which can function at that time. It is true that engine oil is not a
very good fluid for a hydraulic system, especially from the standpoint of
high Piscousity at low temperature, but with lagging on the lines and with
a large by-pass located dlrectly in the actuating cylinder, satlafactory
cold mather operation can be obtained. The utilization of the casting
engine oil system makes the emergency aystem a convenience which is feasible
from an eoonomio standpoint and weight standpoint, since only an extra
aotuator plus oonneotlng lines are required. There still romoins the
undosirable oondition of having a oyllnder wlth l1O1l rings with their inherent
friotlon wnneotod direotly in .tihe control system during mrPrrl operation,
and offortr are baing ma& to roduoe this friction, although the fome in
tho rtiok ir rpproxhakly 1 pound.
Problrmr onoountorod on tho prevlouely mentioned helicopters we r
good brokpound for rolPing tho biggor problama of 'wrah Ugor holioop~
0x1 tho &rip b~rrdrr It ir rpprront that l.rgor holloopkrr mill ham
to &pond on pomr oontrolr for rrio oporrtionr In ordrr to obtain rPudPamr
nlirbiliw, %ha of pomr oontrol for ur rrrrult Qpa koliooptar h
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pmr oontrol ryrhr loortad f n Wf want portion8 of tha haUoopter, both
3 whioh rhould ba la ogarrt9on rt rP1 time, and aPChar of *oh om do
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