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PFCUs PT 1 - 2
PFCUs PT 1 - 2
When aircraft are flying at high speed, the aerodynamic forces acting on the control surface are such that it is not possible to move the surfaces without some form of assistance.
This assistance can be provided in the form of hydraulic or electric power or a combination of both.
Artificial Feel.
With total hydraulic or electric power moving the control surface, it becomes difficult for the pilot to gauge the amount of control movement required for any manoeuvre. This is because the pilot's control does not have any sensation of the aerodynamic loads on the control surface. To avoid overstressing the aircraft it is necessary to reintroduce, artificially, this sense of actually moving the control surface, in other words, to provide Artificial Feel.
Rigidity.
Stability.
Sensitivity.
The system reaction must be almost instantaneous and the PFCU must be sensitive to the slightest input signal from the pilot. Therefore there must be minimum time lag between input from the pilot and output movements at the control surface.
Rigidity.
Obtained by the elimination of flexibility in linkages
Stability.
Obtained by the elimination of linkage backlash (mechanical wear) and air from the hydraulic system. The system should be fully damped to permit smooth operation of the PFCU whilst offering resistance to any suddenly applied loads. Therefore no input signals must occur other than those required by the pilot.
Mechanical input to a powered flying control unit is felt at the servo valve. The servo valve can be of a simple spool valve design, which when held in the neutral position, prevents the ram being moved by a hydraulic lock.
Hydraulic pressure is felt at the servo valve awaiting an input from the pilot. Whilst the pilot does not make an input to the servo valve, the PFCU remains in position by means of a hydraulic lock. Movement of the servo valve by the pilot directs fluid to either side of the piston head and creates movement of the Ram whilst the body is attached to the aircraft structure
Input made
As the pilot makes an input by movement of the servo valve, the servo valve moves allowing hydraulic pressure through into the jack body, forcing the piston to move and allowing return fluid to flow back to the reservoir. The jack will stop at the required position by means of a feedback link.
Feedback
To enable the flying control to be moved in relation to the input, the input must be cancelled at the specified point To achieve this, a feedback link is attached between the jack ram and the servo valve. As the control moves, the feedback link gradually removes the input, until the servo valve is closed when the selected position is reached
Hydraulic pressure is felt at the servo valve awaiting an input from the pilot. Whilst the pilot does not make an input to the servo valve, the PFCU remains in position by means of a hydraulic lock. Movement of the servo valve by the pilot directs fluid to either side of the piston head and creates movement of the PFCU Body whilst the ram is attached to the aircraft structure.
Input made
As the pilot makes an input to the servo valve, the servo valve moves allowing hydraulic pressure through the servo into the jack body, forcing the piston to move and the return fluid is permitted to flow back to the reservoir
Spring Feel
Basic spring feel units are normally attached to the control columns for ease of use and adjustment.
Basic spring feel systems have the disadvantage that the resistance is constant throughout the speed range.
Mechanical Q Feel
To vary the feel, the effective force provided by the spring cartridge is adjusted for given airspeeds by moving the fulcrum point of the bell crank lever.
Thus, a mechanical advantage is attained over the spring, increasing or reducing the effective feel force.
Mechanical Q Feel
The control rods are connected at one end of the slotted bell crank lever and the spring cartridge at the other.
As a pilot demand is made, this lever pivots about the roller and the spring provides a resistance to the movement.
Mechanical Q Feel
Relative positions of the fulcrum arm determine the amount of feel felt back at the control column.