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Oct. 1, 1946.. > V
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D. M. CAPANOLI
NOW BY JUDICIAL CHANGE OF NAME
'
D. M. CAPPAN
2,408,371
'
COWLING FOR AIRPLANES
Filed Nov. 8, 1944'
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D. M. CAPANOL]
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2,408,371
NOW BY JUDICIAL CHANGE OF NAME
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D.
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CAPPAN
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COWLING FOR AIRPLANES
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Filed Nov." 8, 1944
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2,408,371
Patented Oct. 1, 1946
UNITED STATES PATENT ‘OFFICE
COWLING FOR AIRPLANES
David M. Capanoli, now by judicial change of
name David Marino Cappan, Hibbing, Minn.v
Application November 8, 1944, Serial No. 562,475
1 Claim. (Cl. 123-171)
' 1
2
usual radial air-cooled engine (not shown) and
is forwardly and downwardly curved to reduce the
This invention appertains to improvements in
a cowling structure for airplanes, and has for
one of its several objects to provide an improved
means for regulating the air flow through the cowl
engine drag to a minimum, and a substantially
cylindrical cowling portion l2, extending rear
wardly from the annular portion to which it is
of an air-cooled airplane engine; said means
functioning in a manner to effectively eliminate
secured by rivets or the like it. The cowling por
tion I2 is preferably made up of a plurality of
the drag on the airplane, and the resultant loss
rectangular metal panels l4, arranged in edge to
in the power of the engine, that is of common
edge abutting relation and, as best shown in Fig
occurrence in the use of the radially adjustable
?ap, 0r louvre type of air ?ow control means, 10 ure 5, these edges of each pair of adjacent panels
are secured in that relation, by rivets or the like
which is currently employed on certain makes of
l8, to an underlying track structure.
airplanes.
Each track structure is comprised in a metal
Another object of the invention has to do with
plate 26, disposed immediately beneath the abut
the» provision of a number of parallel tracks about
the trailing edge of a ring cowling, the tracksex 15 ted edge portions of adjacent cowling panels M,
and a second metal plate 22 that is formed to
tending axially rearwardly from the cowling edge
provide a centrally disposed, longitudinally ex
and supporting longitudinally movable shutters,
tending, inverted U-shaped portion 24, which ‘has
which normally close the air flow outlet space
its cross correcting wall, together with the met
provided between the trailing edge of the engine
cowling and the leading edge of the cockpit cowl 20 al plate 20, secured to the cowling panels by the
ing, or the like edge of an accessory cowling if
rivets i8. With this arrangement, portions 26,
one be interposed between the engine cowling and
the cockpit cowling, the movements of the shut
ters being controlled through a suitable mecha
nism from the instrument panel of the airplane.
plate 20, to form longitudinally extending chan
of the plate 22 at opposite sides of the U-shaped
portion 24, are spaced from like portions of the
nels therebetween. [Secured to each of the op
posed iaces of the spaced portions of the plates
250V and 22, by rivets or the like 28, is a strip of
I With these and other objects and advantages
in view, the invention resides in the certain new
and useful combination, construction, and ar
?ber or the like 30.
A shutter 32, of a selected gauge of sheet metal,
range of parts, as will be hereinafter more fully
described, set forth in the appended claims, and
30
illustrated in the accompanying drawings, in
which:
'
Figure l is a side elevation of the nose of a
' Corsair type of airplane and showing the cowl
structure and air flow regulating means, in ac
cordance with the invention;
. Figure 2 is an enlarged, fragmentary, trans
verse section through the cowl structure and
showing a portion of the interconnected operat
ing mechanism for the shutters;
is vslidably supported in ‘the opposed channels of
adjacent pairs of the tracks and, to this end,
has each of its longitudinal edge portions engaged
between the opposed ?ber strips 30, which pre
vent metal-to-metal contact and also air leakage
about the edges of the shutters, when the latter
are in air flow cutoff positions.
As best shown in
Figure 4, the rearwardly directed end of each
shutter 3'2 is provided with an outwardly, acutely,
angled portion 34, which acts not only to de?ect
40 the air stream about the cowling 12 away from
otherwise possible ingress through the air flow
Figure 3 is an enlarged sectional detail, taken
outlet'at the rear of the latter, but also tends
through the line 3—3 on Figure 2, looking in the
to cause-a partial vacuum at the outlet that
direction of the arrows;
acts to accelerate the air flow through the cowl
Figure 4 is a fragmentary, longitudinal section,
taken through the line 4—4 on Figure 3, looking 45 ing and its discharge rearwardly therefrom. Un
derlying each of the shutters 32, is a sheet metal
in the direction of the arrows;
plate 36, which is centered thereon between the
Figure 5 is an enlarged fragmentary view of
edge portions engaged in the track channels, and
the cowl section.
has its rearwardly ‘directed end bearing against
- Figure 6 is a view of the transmission device
5,0 and secured to the under side of the shutter, as
used in actuating mechanism of the shutters.
by rivets or the like 40, and its forwardly di
Referring to the drawings, wherein like char
rected end upwardly and forwardly angled, as
acters of reference denote corresponding parts
in the several views, the invention, as it is exem
pli?ed therein, is comprised in a front annular
cowling portion III, which is placed around the 55
at 38, with the forwardly angled portion secured
thereto, by rivets or the like 42. The rearwardly
directed end of the completed cowling I2 is spaced
2,408,371
3
4
,
from the opposed end of an accessory or cockpit
cowling A and the tracks bridge this space and
have their rearwardly directed ends secured to
rection of motor operation, and projected from
the latter, by rivets or the like 44.
rection of motor operation.
Thus, when
moved rearwardly on the tracks, the shutters 32
the tubes 62 in a rearward direction to move the
shutters to closed positions, in the reversed di
Also, it will be obvi
ous that in the use of these longitudinally slid
close the spaces between the bridging portions
of the tracks and between the cowlings l2 and A,
thereby preventing air ?ow through the cowling
parts [0 and I2. In the closed positions of the
able shutters 32, there can be no drag effect on
airplane travel by the same and, consequently, no
undue bu?eting of the airplane by air turbulence,
or loss in power developed by the engine, such
shutters 32, the upwardly and rearwardly angled 10 as occurs when the pivoted type of shutters, i. e.,
end edge portions 34 thereof overlie the for- ?aps, are employed. It is well known that air
wardly directed end of the cowling A.
craft engines are subject to high operating tem
The shutters 32 are to be simultaneously oper
ated to either open, or a partially open, and closed
peratures, particularly during engine check, take
off, and climb, and these high temperatures can
positions, through the medium of a suitable 15 only be controlled by the use of shutters or ?aps
mechanism, e. g., a system of interconnected
to regulate air flow over and about the engine,
screw jacks, which are driven by a shaft 46 from a '
prime mover, such as an electric motor (not .
the regulation being governed by observations
of the engine instruments for the best operation
shown), that is to be controlled from a toggle
setting. Without reducing these high tempera
switch or the like (not shown) on the instrument 20 tures by such controls of the air ?ow through the
panel in the cockpit of the airplane. As shown
in Figures 2 and 6, the shaft 46 is preferably in
the form of a length of ?exible shafting which
leads from its connection with the shaft of the
cowls l0 and I2, detonation will set in and cause
engine failure. Proper cooling of the engine
cylinders depends not only upon the degree of
opening of the shutters or ?aps, but also upon the
motor to a power transmission gear train, con 25 speed of the airplane, and it has been determined
sisting of meshing gears 52, 54, and 56, that are
that, with the use of the instant longitudinally
enclosed within a housing 48, the latter being
adjustable shutters 32, a greater nicety of regu
supported from an I-beam 50 that is made cir
lation of the air ?ow is to be had, with a more
cular to conform to the interior circumference
economical fuel consumption and an increase in
of the cowling I2. The annular beam 59 is lo 30 the power developed by the engine. In the
cated toward the front end of the cowl l2 and
known aircraft, employing the pivoted type of
has a bracket 58 bolted, as at 60, to the rear side
?ap control for the air now over and about the
of its connecting web, to support one end of a jack
engine, full opening of the flaps has been found
assembly.
to be very impractical, by reason of the drag
Each jack assembly is comprised in a pair of 35 caused by the pressure of the air stream, passing
telescopic tubes 62 and ‘Ill, the tube 62 opening
rearwardly over the outersides of the cowls l0
into a gear casing 64, at its forwardly directed
and i2, on the combined areas thereof and, with
end, and the tube ‘:0 terminating, at its rear
out such opening, the cooling down of the engine
wardly directed end, in an attaching eye 12,
is ineffective to prevent over-heating and engine
which is engaged on a pivot pin 14, carried in a 40 failure;' whereas, the present slidable type of
bracket 15, that is secured on the under side of
shutters can be fully opened, without any such
the reinforcing plate 36, of a shutter 32. The
results.
gear casing Ed carries an attaching eye 66, which
Having thus fully described my invention, it is
is engaged on a pivot pin 58, that is carried in
to be understood that any and all changes in
the bracket 58. The bore of the tube 10 is screw ’
design, construction, and arrangement of parts
threaded and. engaged by a screw threaded jack
thereof, may be resorted to, without departing
rod or shaft 18, which is keyed to a worm gear
from the scope of the appended claim.
88 and journalled in the walls of the casing 64,
I claim:
'
the worm gear being meshed with a worm 82, that
is also journalled in the casing 64. The elements
82, of each of the jack assemblies, are intercon
nected by lengths of ?exible shafting 84, except
for those of the two jack assemblies nearest the
opposite sides of the transmission housing 48, the
worm elements of which are connected by shorter
lengths of ?exible shafting 86 to the gear 56,
within the transmission housing; the gear 52, of
the power transmission, being connected to the
?exible shaft 46, leading from the prime mover.
From this description, it will be apparent to
those skilled in aviation that, with the prime
mover taking the form of a reversible motor and
under the control of a reversing switch on the
instrument panel of an airplane equipped with
this improved cowl construction, the shutters 32
may be readily opened and closed, or partially
so, at the will of the pilot, the jack tubes 10 being
simultaneously retracted inwardly of the tubes
62, to move the shutters longitudinally of and to
ward the forward end of the cowl l2, in one di 70
In combination with an engine, a front annular
cowling encircling said engine, a substantially
cylindrical cowling extending rearwardly in con
tinuation of said front cowling, said cylindrical
cowling being made up of a plurality of arcuate
sections, a cockpit cowling rearwardly of and
spaced from the rear end of the cylindrical cowl
ing, oppositely channelled track elements under
lying the adjacent side edges of said sections and
secured thereto and extending across the space
between the rear ends of the sections and the
cockpit cowling, and arcuate shutters slidable
in said track elements to close and open said
space to regulate the air flow through said cowl
ings, said shutters being of sheet metal and each
joined at its front edge to the adjacent portion
of a plate clearing said track elements and also
including a portion angularly spaced from the
shutter and attached at its rear end to the shut
ter, and jack units each pivotally secured to the
plate of a shutter and simultaneously operated.
DAVID M. CAPANOLI.
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