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

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AIRCRAFT 6 FLIGHT PATH DYNAMICS LOAD DISTURBANCES m r* CONTROL SURFACE FORCE FORCE WHEEL m - PRE- J AMPLIFIER 4 AMPLIFIER SERVO ' ACTUATOR SENSING ELEMENT a f\ SURFACE DEFLECTION FORCE WHEEL CONTROL SYSTEM WITH ART IFlClAL STABILITY nQUIU? 3
AUTOMATIC PUT DYNAMICS a LOAD DISTURBANCES I I I I I I I E , P FORCE WHEEL a t - PRE- AMPLIFIER - - I NTE6RATOP AMPLIFIER t SERVO ACTUATOR - I I ---- - -1 I I I I ,--,-----I I I ATTITUDE I CONTROL I I I 8YRO I SURFACE I I I ,-, ,- , , -, - ., -,-, ,-,,,,, -1 I w f FLINT PATH AIRCRAFT t FORCE WHEEL CONTROL SYSTEM WITH ATTITUDE - TYPE AUTOPILOT
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: I I SURFACE I AIRCRAFT DYNAMICS LOA
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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