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

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The force &eel ryrtms mentioned above are only a fsw of the many raible configurations. Testa with systas similar to those of Figurer $and 6 rill be cond~tld by the All Weather Branoh in coming months. The use of force vheel control, in conJunction with inboard rtabilization of airframe dynamics, maker rimulteneous flight pth stability and control realizable. All the flexible methods of reroomechaniun loop compensation are placed at the disposal of the airplmo handling qulities designer. While many research questions conoerirrg optimum stability and control remein to be investig~ted in flight, the technical practicability and enthusiastic pilot acceptance of force wheel control have already been demonstrated. 1. Graham, D. nglight Path Stability and Control in Relation to All Weather blyipgn USdF MB WCT-2372 29 October 1951 2. Milliken, W. F. @Dynamic Stability and Control Besearah, Section VI IIn Cornell Aeronautical Laboratory wort No. CLLL-39 (paper presented at tho Third International Conference of the B. Ae. 9.-I. A. S. Brighton, IDDglsnd Sept~lber 3-14 1951) 3. Perkins,C. D. and Graham, 9. tlControl Force Instrumentation For Flight Teetn Rinceton University Aeronautical Hbginearing Laboratory Report No. 107 30 March 1949 4. Orlanelry, J. nPsychological Aspects of St i& an8 Rudder Controle in AircraftVeronautical Wineering Review vol. g no. 1 Janwy1949
AN ANALYSIS OF FULLY-POWERED AIRCRAFT CONTROL SYSTEMS Including Some Reference to Flutter Theory D. T. McRUER G. E. CLICK J. W. HAGER of Northrop Aircraft, Incorporated Hawthorne, Gal. - oa@ination. the The rill assrtrol mtr im8lJS.d fwtum8 ap i n t e e rarmtd ~vo-cy~er peramterm boMd ih the derAmtioM of the equatioM are: ooppnsribWty of tho rbrkiag fluid, all njor omtr olartieitiar, all apppmt sourear oi dmp*,'Md .od a o ~ offact.. c Comridmtiaai is glvm to tha affect of th, mjor mtr prruotan upon the darinsnt fmcpmq rodeo ami upam mtabillty. Pbioibla rodiiiaatiopr to tha clasoical flutter tbmv am a h qdlaatod, Tha autbn wioh to aclaawledga the valuable aooiotcm~e and ouggaotiono offared by tha fo- indiridua108
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: The configuration described above r
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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