Патент USA US2410102код для вставки
at; 29, 1946. B, M_ HANSON - '. 2,410,067 SUBMARINE SIGNALING Filed Sept . _ 23, 1958 /5 /4 ,0 L , , i ~ 6 M 7L?! “g ____\ 4 A -_rL_/\__n_ AC I ' \-—'_r\; a s L FREQUENCY OF ' NAL SWEPTFROM _ _ _ TO ZERO HETRODYNE BEAT. I i, M" SYSTEM / O- ‘V / ___J_ _7/‘[R£c|_z|v|Nc SYSTEM HAS FREQUENCY BAND LYING / WHOLLY WITHIN TRANS 2 POINT- OUTSIDE OF RECEIVER _r\_ , TRANSMITTED 516PASS BAND OF '\ ~- ~ I MITTED FREQUENCY — BANDsHARPLY TUNED. ‘ 7 . /2 ’ '5 “ %3 5) 9 ’ 0:3,) 0- % ' “ HETRODYNE JRANsmTTED FREQUENCY VAREES PROGRESSIVELY OVER A PREDETER MINED FREQUENCY BAND. . 1 ‘ RECEIVER AMPLIF‘ER ?/JE“ 5.5-’ mm BERTRAM m. HARRISON Oct- 29, 1946. F. w. MORGENTHALUER' ETAL Q 2.410,097 GLIDE ATTACHMENT FOR- BOMB SIGHTS Filed Jan. 17, 1942 5 Sheets-Shéet. 2_ E ATLIOUDE CONTRL COSNPETAD I‘! _I ‘3 ‘E :8 l_. _lL|.| < ‘I:E: Z 9 __| _| i" 0 .~ m g E* ‘- g g _l UQ .J 2 :20 LL i- . o8 _ INVENTORS, FREDERICK W- MORGENTHALER, m and JOHN s GARWOOD; mm 0 BY / ' 58 I ~ heir A ORN OCt- 29, 1946. F. w. MORGENTHALER ETAL 2,410,097 GLIDE ATTACHMENT FOR BOMB SIGHTS ' 3?’ Filed Jan. 17, 1942 . v s Sheets-Sheet s minnuqnui mvsm-ons. FREDERICK w. MORGENTHALER, and JOHN s. GARWOOD, 2,410,097 Patented Got. 29, 1946 j'uNi'i'so s'm'ras Paras-racemes Frederick W. Morgenthaler, Brooklyn, and John S. Garwood, New York, N. Y., assignors to Sperry Gyroscope Company, ,Inc., Brooklyn, N. Y., accrporation of New York , . > Application January 17, 1942', Serial No. 427,162 5 Claims. (Cl. 244—77) 1 2 The present invention is concerned with a glide attachment for bombsights. The present case is concerned with a modi?cation and improvement of the device shown in copending application for Automatic climb and glide control for aircraft, Serial No. 269,838, ?led April 25, 1939 in the will become apparent as the description proceeds. In the drawings, Fig, 1 shows one form of the present invention names of C. A. Frische and G. N. Hanson. - employing a manual adjustment of the bomb sight correction controls. Fig. 2 shows a modi?cation of the system of Fig. 1 using automatic adjustments of the bomb sight controls. In‘ prior, application Serial No. 387,574, for .Fig. 3 shows another modi?cation of the sys Bombzsights, ?led April 9, 1941 in the names of H. C. Van Auken and F. N, Esher, there is dis— 10 tems of Figs. 1 and 2. Fig. 4 shows a vperspective schematic View of closedpa bomb sight and automatic pilot‘system the solenoid ratchet motor device used with the whereby .the bombardier is enabled to control the system of Fig. 3. ' I ~ course of the craft by means of the automatic Fig. 5 shows a wiring diagram of the system pilot during bombing operations. However, the of Fig. 3. device of the above application is restricted to In Fig, 1, there is shown. a glide or climb at use during level ?ight, and is incapable of ef tachment especially useful with a bomb sight'of fective use during other than level ?ight opera the type shown in application'Serial No. 387,574. tions. Since during level ?ight the bombing It has been determined that during constant rate craft is especially susceptible to attack from anti aircraft equipment or other aircraft, it is desirable 20 of change of altitude, as in constant rate of climb or glide, the required time of fall and trail set to permit bombing operations during other than tings of the bomb sight vary substantially pro level ?ight conditions, such as during climbing portionally to the instantaneous altitude, for or gliding. ‘ quite wide variations of altitude. The propor , According to the present invention, an attach ment is provided for such a system as disclosed 25 tionality factor depends on the altitude at which climb or glide starts, and, in the case of trail, in the above mentioned application Serial No. upon the air speed. 387,574, whereby'theautomatic pilot is controlled in such a manner that the craft is caused to as The device of Fig. 1 provides means for con tinuously correcting the trail and time of fall sume a constant rate of climb or'rate of glide, and at>the same time, the settings of the bomb sight, 30 controls of the bomb sight in accordance with altitude. Here, a common control is used for especially those for time of fall and for trail, are producing climb or glide and for simultaneously automatically corrected so that accurate sighting adjusting the control mechanism to vary the and bombing may be automatically maintained bomb sight controls at a rate proportional to rate during the climb or glide. . ' of change of altitude, whereby the settings of -_Accordingly, it~is an object of the present in these controls are synchronized with the altitude vention to provide an improved glide attachment of the craft. for bomb sight and automatic pilot systems Thus, referring to Fig. 1, altitude rate control knob 69 translationally positions a ball carriage during climbing or gliding of the craft. It is still another object of the present inven 40 ‘H of a variable speed drive 61, as by means of a pinion l3 and a rack 75. The drive disc 65 of tion to provide improved control means for variable speed 6'! drive is driven at constant speed bomb sight controls which, will permit e?ective' from a constant speed motor 63 and, as a result, bombing during climbing or gliding. _, the driven cylinder 11 is rotated at a speed‘ de It is a further object of the present invention 45 pendent upon the position of ball carriage ‘H and to provide means for synchronizing the rate of altitude rate control 69. Cylinder 71 is connected ohangeof altitude of a craft with the controls of to a shaft 19 and drives an altitude ‘control shaft a'bomb sight to permit effective bombing at other 83, as by gears 8|. Shaft 83 is connected to any than level ?ight conditions. 1 suitable type ‘of altitude-controlling ‘automatic It is yet a further object of the present inven 50' pilot to actuate the altitude setting thereof, and tion to provide improved means for correcting thereby directly controls the altitude of the craft. the time of fall and trail controls of a bomb sight A suitable type of aircraftaltitude control is in accordance with the change in altitude of an‘ shown in copending application Serial No. 429,754 whereby effective bombing may be performed aircraft. ' . i ‘ , . . -».Other objects and advantagesof this invention for Aircraft altitude control, ?led February 6, 1942 1 in the names of C. A. Frische and G. N. Hanson. 2,410,097 3 The rate of climb or glide may be indicated on altitude rate dial ‘I2 geared to altitude rate con trol 69 and cooperating with a ?xed index ‘I4. It will be clear that the angular displacement of shaft 83 from a predetermined datum setting will be proportional to the instantaneous altitude of the craft, since shaft 83 is directly connected to the craft altitude control. Also, the speed of rotation of shaft 83 (and of shaft ‘I9 connected thereto) is proportional to the rate of change of altitude, that is, to the rate of climb or glide. This shaft 19 is connected to drive disc 85 of another variable speed drive unit 81 having a ball carriage 89 and a driven cylinder 9|. The ball carriage 89 may be positioned from a time of fall correction knob 93 as by way of pinion 95' and rack 91. A time of fall correction indicator scale 93 cooperating with an index IIII is also driven from time of fall correction knob 93 as by way of gear I03. It will thus be clear that the speed of rotation of output shaft I35 of variable speed drive 3'.’ will be proportional to the setting of altituderate control 39, the proportionality factor depending on the setting of knob 93. This output shaft IE5 4 In this manner, as the craft changes altitude, the trail and time of fall bombsight, controls are continuously maintained in correspondence with the position of the craft, and accurate bombing may ‘be effected during the entire maneuver. In practice, the following procedure has been found desirable: When the operator has deter mined that he wishes to perform glide or climb bombing, he will open the control switches con necting the position transmitters I3‘! and I23 to their respective repeaters. Then he positions time of fall correction knob 33 and trail correction knob II? to the setting corresponding to the par ticular altitude and air speed at which he intends to start his operations, these settings being deter mined from suitable charts. Also, the bombsight controls are set to the positions corresponding to this altitude and air speed. Then, by adjusting altitude rate knob 69, the aircraft is caused to start its climb and glide, thereby passing through the pre-selected altitude, at which time, the glide correction mechanism is rendered effective to automatically control the bombsight, by closing the switches connected to the output of the posi tion transmitters. Thereafter the bombsight con is connected to the rotor of a remote position trols are automatically actuated, as has been transmitter I87, which may be of any suitable described. type, such as the conventional “selsyn” type, Fig. 2 shows a modi?cation of Fig. 1 adapted being energized from a suitable source of alter for complete automatic control Similar ele nating current 3? and having its output connected 30 ments are given similar reference numerals. to a, cable I133. Cable I89 leads through a suit Thus the manual time of fall and trail correction able control switch (not shown) to a correspond knobs 93 and II‘! have been eliminated, and in ing remote position receiver or repeater which stead the time of fall variable speed drive 81 now directly positions the usual time of fall setting has its ball carriage 39 directly actuated in ac control of the bombsight, such as shown in the 35 cordance with altitude as by means of cam I3I prior application Serial No. 387,574. If necessary, any conventional type of servo mechanism or torque, ampli?er may be inserted between the transmitter It] and its receiver. In this way, the time of fall setting of the bomb sight is continuously changed at a rate propor driven by shaft I33, gears I35, shaft I31 and gears £39 from shaft ‘I9, which, as was shown above, is'rotated proportionally to altitude. Cam I 3| is so designed as to insert into the 40 motion of ball carriage 81 and the rotation of shaft I35 the proper proportionality factors as a func tional to the speed of :control shaft I65 and will tion of the altitude of craft. This method therefore be continuously varied at a rate propor is somewhat more accurate than that shown in tional to the vrate of change of altitude and to the Fig. 1, since it allows for varying proportionality setting of time of fall correction control 93. The 45 factors while in Fig. 1 the factor was assumed setting, of control 33 as indicated on scale 99 is constant. , obtained by the operator from a suitable chart In a similar way, ball carriage H5 of trail and for certain set of conditions may be once variable speed drive I II is actuated by the fol set and left unchanged. In this way, during lower II4 of a three-dimensional cam I43 which change of altitude of the craft, the time of fall is axially translated in‘accordance with altitude, setting of the bombsight is continuously corrected as by way of shaft 19, gears I39, shaft I31, gears as the altitude changes and is thus continuously I35, shaft I33, pinion I45 and rack- I41. Cam kept at the proper setting for accurate bombing. I43 is also rotated as by gear I633 in accordance A further correction required on the bombsight with airspeed, as by shaft‘ I5I , which may be con during climbing or gliding is that for trail. Here 55 nected to an airspeed indicator or follow-up again, for a particular airspeed and over a fairly mechanism of any suitable type. Cam Ill-3 is so wide range of change of altitude, it has been designed that the motion of its follower‘ I I4 is determined that the trail setting is substantially proportional to the proper trail proportionality proportional to the altitude. Hence, a similar factor to be inserted into variable speed drive I I I type of control is ‘provided for the trail setting at each value of airspeed and altitude. control of the bombsight, namely, a variable speed In this manner, the output rotation of shaft IZI drive I I I whose disc I I3 is driven from the output is kept accurately in correspondence with the shaft ‘I9 of variable speed drive 3'! and hence required setting of the trail control of the bomb proportional to altitude rate. The ball carriage sight, which it actuates by means of transmitter I I5 of variable speed drive I I I is actuated by trail 65 I23 and its repeater, as the altitude and/or air correction knob II‘! and the driven cylinder Ilqv speed changes, and hence the system is entirely of variable speed drive III acts to drive a shaft automatic. ' I2I connected to the rotor of a remote position 'In operating the device of Fig. 2, the system is transmitter I23 similar to transmitter IIll, whose disconnected from the bombsight as by opening output cable I25 is connected through a suitable 70 the control switches in the output circuits of control switch (not shown) and amplifiers, if de the position transmitters I31 and I23. Then the sired, to a similar remote position repeater or trail andv time of fall settings of the bombsight receiver connected to drive the trail setting con are adjusted to correspond to a suitable pre trol in the bombsight. A suitable trail correction selected value of altitude and to the actual air indicator I21 and an index‘ I29 are also provided. 75 speed of the craft. Then the altitude rate con 1 2,410,097 5 6 trol 69 isv actuated to introduce asuitable rate of change of altitude; At the instant that the craft passes‘ through the predetermined value of alti nism ,op’eratesthe ‘time of. fall control; Thus, shaft,l9I represents the shaft of the trail con trol of-the bombsight.‘ Connected to this shaft is the attachment shown‘in Fig. 4. Normally, tude as evidenced by a suitable altimeter indicator, the vcontrol switches are closed and the system thereafter is automatically'actuated as described above. ' ‘ _- ' . _ Figs. 3 to 5 show a further embodiment of the invention; Thus, referring toFig. 3, altitude rate control 69 is connected to shaft 19. An altitude rate indicator ‘I2 cooperates with an index 14 to and is’ driven by a gear 16 to indicate the setting of altitude rate control knob 69.~ Connected to shaft 19is a connecting member I6I which is thereby'rotated with respect to a ?xed contact bearing disc I63. Disc I63 is shown as carrying a number of contacts I65 illustrated as being ten in in the absence of- this attachment, shaft I9I would be controlled by a knob such as I93 co operating with a scale I95 whereby the control shaft I9I may be manually set to a predetere mined setting corresponding to desired trail as When the present glide and climb attachment is in use, knob I93 is removed. The device shown in Fig. 4 is then attached at~ one end to shaft I9I and at the other end to knob I93, and thereby, as will be clear from the following description, shaft ‘I9I may either be actuated manually from knob I93 10 evidenced by the position of dial I95. or automatically by the attachment. > Thus, an operating shaft I 91 is attached at one tion of this contact’ and connector arrangement end to the control shaft I9I and at the other will be more fully described later. ' 20 end to knob I93 and dial I95. Operating shaft I91 carries a two-way ratchetwheel I99 ?xed Control 69 and shaft 19 are adapted to bev ro thereto. Rotatably supported, on shaft I91 are tated in steps as de?ned by a star-wheel 239 fas tened to shaft 19 and cooperating with a spring a pair of arms 29I and 293, each carrying apawl 295 and 291, respectively, pivotally connected driven ball detent 249. For each step, member number distributed over a semi-circle. _ The func I6I connects to one more or'one less of the con 25 thereto as at pivots 299 and 2I I. > Fixed to the casing of the bombsight are a pair tacts I65. Also fastened to shaft 19 is a cam 246 of solenoid windings 2I3 and H5 having a come which operates two switches 245, 241 as will be mon plunger 2I1, which is adapted to be moved described below. . > to the left when solenoid 2I3 is energized or to Fixed to shaft 19 is a pinion 13 actuating a the right when solenoid 2 I 5 is energized. Plunger rack 15 and thereby translating ball carriage 1! 2I1 carries a pin 2I9 extending transversely of the variable speed drive 61, whose disc 65 is thereof and positioned between pawls 295. and driven from constant speed motor 93 by means 291. Arms 29I and 293 are urged together byia of gearing I61, shaft I69 and worm and worm spring 22I and pawls 295 and 291 ‘are urged away wheel arrangement I1I.' The cylinder 11 of vari from ratchet wheel II9 by means of springs 223 able speed drive 61 is connected directly to ‘shaft and 225 connecting them to the arms‘ 29%‘ and 83 and serves to actuate the. same type of ‘climb 295, respectively. In this manner, pawls 295 and and glide control aswas explained with respect 291 are maintained in contact with pin 2 I 9 when to Figs. 1 and 2. Constant speed motor 63 also drives disc II3 centralized. , of trail variable speed drive II I by means of worm and worm wheel arrangement I13 and gearing I61. The speed of rotation of the driven cylinder II9 of this drive III- is determined by the set ting of trail correction control II1 operating through shaft II8, pinion I29 and rack I22 to displace the usual ball carriage I I5. Cylinder I I9 drives a contact arm I15 which thereby continu ously wipes across a plurality‘ of ?xed contacts such'as E11, mounted in a ?xed insulating plate I19. Contacts I11 are the same in number as contacts I65 and their function will be described more particularly with relation to Figs. 4 and 5. ' In a similar manner, time of fall variable speed drive'91 is driven from constant speed motor '63 by way of gearing I61, shaft I69 and worm and worm wheel arrangement I8I. A similar con . - ' Upon energization, for example, of solenoid 2 l3, pin 2I9 moves to the left. Springs 223 and 225 are made weaker than spring 22I, and stops 221 and 229 prevent arms 29I and 293 from proceed ing to the right and left, respectively. In this way, when pin 2I9 moves to the left, the ?rst action ensuing is the pivoting of pawl 295 about pivot 299, whereby pawl 295 is caused to engage ratchet I99. Upon obstruction of the movement of pawl 295 by ratchet I99, further movement of pin 2I9 causes the rotation of arm 29I tothe left carrying with it ratchet wheel I99 and there by rotating shaft I'9I by a predetermined ?xed increment. It will be clear that energization of the other solenoid 2I5 causing motion of pin 2I9 to the right will cause an‘opposite incremental rotation tact and wiping contactor arrangement I83, I85 and I81 is provided driven by the output of vari able speed drive 81 under the control of time of of control shaft I9I in the same manner as just presently described, serve to continuously reposi of abattery 235 whose other terminal is grounded tion the trail and time of fall settings of the as at 231. Member IBI" is so'arranged on shaft described. Hence, eachtime a solenoid is ener gized, control shaft I9I is rotated by a ?xed fall correction knob 93 acting in the same man .60 amount. Referring to Fig. 5, there is shown a schematic ner as the trail correction just described. wiring diagram of the entire system. ‘Thus, each Rotating contactor devices I18 and I84 in co of the contacts I65 of contactor plate I63 is con operation with device I64 are each adapted to nected to a respective one of contacts I11 and produce periodic impulses whose number per unit time depends upon the setting of the respective 65 contacts I85 of contactor plates I19 and I83, re spectively, as by way of cables 23I and 233. Con controls 93 and H1 and upon the setting of the necting member I6 I is connected to one terminal control 69. These impulses, in the manner to be bombsight, and thereby maintain these settings 70 19 that, with altitude rate control 69 at its zero position, member I6I does not contact any of the in correspondence with the altitude of thecraft contacts I65. Each step of rotation of shaft 19 during changes of altitude. ’ changes the number of contacts I65 connected to Fig. 4 shows the solenoid-actuated operating member I6Ijby one. ‘ ' I ' mechanism for changing thesetting of the bomb sight trail qolltml- .An exactly similar. mecha: 75 Accordingly, in this zero position, it will be clear 2,410,097 . s1 from a table which may be supplied to the opera; that none of the contacts I65, IT! or I85 are en ergized from battery 23I. If altitude rate con trol 69 is moved to the right by a ?xed increment determined by the detent mechanism 239 of Fig. tor, whereby the remaining variables affecting the proper setting of trail and time‘ of fall are ' properly taken into account. 3, say, one notch in a clockwise direction, it will be clear that member IBI will now connect bat tery 235 to the ?rst one of the contacts I55 and accordingly one contact IT! and one contact I85 will be energized. If member I6I is moved two notches clockwise, two contacts I65 will be ener 10 gized from battery 235 and hence two contacts I11 and two contacts I85 will be energized, etc. Hence, for each discrete value of altitude rate The operating procedure of this device of Figs. 3 to 5 is as follows: With switch 242 open, the op erator will set the time of fall and trail settings of the bombsight corresponding, for example, to shaft I9I, at the proper setting corresponding to an altitude slightly lower than his present alti tude if he intends to glide, or slightly higher if he intends to climb. At the same time, the settings of controls 93 and II‘! are made, as determined from proper tables which show the proper rate ber of contacts I65, I17 and I85 will be energized 15' of change of trail and of time of fall for the par set in by way of control 59 a corresponding num from battery'235. ticular altitude and wind speed encountered at the beginning of the glide or climb. With switch 242 still open, so that solenoid mo spond, glide is ordered, control 69 will be rotated tors are inoperative, the operator will commence counter-clockwise and in the same manner for 20 his climb or glide by setting in the desired rate each value of glide rate a corresponding number of climb or glide by means of altitude rate con of, contacts I17 and I85 will be energized from trol 69. At the instant that the craft passes battery 235. through the altitude for which the settings have Moving arms I15 and I8‘! continuously rotate been made, as indicated by any suitable altimeter, at the speeds corresponding to the settings of switch 242 is closed, whereupon the craft pro trial control II ‘I and time of fall correction 93, ceeds to change its altitude at the rate deter and a voltage pulse is produced each time one of mined by the setting of the control 69, and the these arms passes over an energized contact. trail and time of fall settings of the bombsight Accordingly, the number of voltage impulses pro are continuously adjusted to maintain them in duced per unit time in the output wires 24] and proper relationship as the craft changes altitude. 243 connected to these arms I75 and I8‘! will be Accordingly, the time of fall and trail settings proportional, ?rstly, to‘ the setting of altitude rate of the bombsight are maintained at their proper control 69 and secondly, to the setting of the re 'Values so that as soon as the target is centered in spective controls 93 or I H. the sight and release of the bomb occurs the The outputs of contacting devices I84 and I18 proper corrections for accurate bombing will be as appearing on wires 24! and 243 are connected included in the bombsight settings. to cam-operated switches 245 and 24'! through a It will be clear that the device of Figs. 3 to 5 double-pole, single-throw control switch 242. is an approximation only to the proper syn Each of these switches 245, 241 is a single-pole chronism of the trail and time of fall settings double-throw switch and serves, as will be de 40 withthe altitude change, since it occurs in incre scribed, to connect the proper one of solenoids 2 I 3 mental steps. However, these increments are and 2I5 to the voltage pulses produced, corre made very small, such as of the order of one sponding to whether'climb or glide is taking place. hundredth of a second per- increment of time of Thus, switches 245, 241 are actuated by a cam fall, so that a good approximation to continuous 246 ?xed to altitude rate control shaft ‘I0. With , resetting of the bombsight controls, such as may zero altitude rate setting, central members 248, be obtained by the device of Fig. 2, is obtained. 248' are completely disconnected from their re In order to improve the action, it is desirable that the impulses produced'should be as equally spaced spective outer contacts 249,, 25I and 249', 25I'. With one sense of altitude rate, such as climb, set as possible. This means that the connections in, contacts 248, 248’ are connected to 249, 249', 50 between contacts M55 and contacts ill and I85 In a similar manner, if instead of climb, to which clockwise rotation of control 69 may corre respectively. With a glide setting, contacts 248, 243’ are connected to 25I, 25!’, respectively. Solenoids 2I3, 2E5 of the time of fall solenoid motor shown in Fig. 4 each have one terminal should be designed to provide substantially equal spacingv among the'energized contacts for any setting of contact member ISL For example, if grounded as at 231, the other terminals being connected to switch terminals 25!, 249, respec ten contacts are used as illustrated, and suppos ing that contacts I55 are numbered from one to ten in a clockwise direction beginning at the left, tively. Similarly, trail solenoids 2I3', 2E5’ have and contacts I'll‘ and I85‘are similarly numbered, one terminal connected to ground at 237 and the a suitable set of connections may be as shown other terminals connected to switch contacts 25 I ', . on the following table, wherein the ?rst column 249', respectively. 60 denotes the number of a contact I65 connected to a contact I Ti or I 85 whose number is given in the For each impulse delivered from the inpulsing second column. This table is: devices I18 or IE4, the corresponding bombsight control will be moved by a ?xed-amount, thedi rection of adjustment being determined by switches 245, 241 and hence by the sense of al 65 titude rate. In this manner, both trail and time of fall settings of the bombsight will be adjusted in the direction corresponding to climb or glide and at a rate corresponding to the number of impulses produced in these contact devices per 70 unit time. As has been shown, this number of impulses per unit time is proportional both'to‘ the altitude rate as set into contact device I63‘ and to the setting of trail and time of fall correction In‘ this manner, when contact member I6I is knobs III and 93. The latter settings are; chosen 75 rotated in- one position clockwise, only contact 2,410,097 9 10 #1 of contacts IT! or [85 will be energized. When two contacts I65 are energized by member 16!, rate proportional to said altitude rate, whereby contacts #1 and #5 of IT! or I85 will be ener gized, and, it will be seen that these are approxi mately equally spaced. If three contacts are en ergized, these will be #1, #5 and #9, again ap proximately equally spaced. Four contacts will be #1, #5, #9 and #3, and live contacts will be #1, #5, #9, #3 and #7, again in each case ap proximately equally spaced. If contact member l6l is rotated in the oppo site direction from its zero position, for one con tact energized, contact #10 will be energized. For two contacts, #10 and #6 will be energized. For three contacts, #10, #6 and #2 will be ener gized. Four contacts will be #10, #6, #2 and #8. Five contacts, #10, #6, #2, #8 and #4. Accord said bombsight control is compensated for the effect of changing altitude. 3. In an aircraft carrying a bombsight having at least one control, altitude control means for the aircraft, a variable speed device having its output connected to said altitude control to change the altitude of the aircraft at a constant rate, means controlled by the variable speed drive 10 for adjusting said bombsight control at a rate proportional to said changing altitude rate, whereby said bombsight control is compensated for the effect of changing altitude, and means for adjusting the last mentioned means to vary 15 the proportionality between said altitude rate and the rate at which the bombsight is adjusted. 4. In an aircraft having altitude control means, a bombsight carried thereby having control means, a variable speed device having its output ingly, it will be clear that, for either direction of rotation and for any number of contacts ener gized, approximately equal time intervals will be 20 connected to said altitude control means to change the altitude of the aircraft at a constant produced by the pulses. a rate, and means controlled by the variable speed It will be evident that the invention is not re drive for adjusting said bombsight control means stricted to the use of ten contacts, with respect at a rate proportional to said altitude rate, where to which it has been illustrated, but any suitable by said bombsight control means is compensated number of contacts and any suitable connection of contacts #65 with contacts ll‘! or contacts I85 for the effect of changing altitude, wherein the means controlled by the variable speed drive in may be used. cludes a disc, ball and cylinder type of variable As many changes could be made in the above speed drive, means for driving said disc by the construction and many apparently widely dif ferent embodiments of this invention could be 30 output of the ?rst variable speed drive, means for actuating said bombsight control means by made without departing from the scope thereof, said cylinder, and means for adjustably position it is intended that all matter contained in the above description or shown in the accompanying ing said ball to thereby change the proportion drawings shall be interpreted as illustrative and ality between the bombsight control means ad justment rate and said altitude rate. not in a limiting sense. 5. In an aircraft having altitude control means, What is claimed is: 1. An aircraft provided with an automatic pilot a bombsight carried thereby having at least one having an altitude control, a bombsight carried control, a variable speed device having its out by the aircraft having control means, means for put connected to said altitude control to change actuating the altitude control to change the alti the altitude of the aircraft at a constant rate, tude of the aircraft, and means responsive to the and means controlled by the variable speed drive for adjusting said bombsight control at a rate operation of the actuating means for continu ously adjusting the control means of the bomb proportional to said altitude rate, whereby ‘said bombsight control is compensated for the effect sight to compensate for the effect of changing of changing altitude, wherein said last means altitude. 2. In an aircraft carrying a bombsight having at least one control, altitude control means for the aircraft, a variable speed device having its comprises means for generating impulses at a rate proportional to said altitude rate and a motor controlled by said impulses connected to actuate said bombsight control. output connected to said altitude control to change the altitude of the aircraft at a constant 50 FREDERICK W. MORGENTHALER. rate, and means controlled by the variable speed drive for adjusting said bombsight control at a JOHN S.- GARWOOD.