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Патент USA US2410855

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Nov. 12; 1946.
o. c. KOPPEN
_SPOILER CON'ILROL MEANS FOR AIRPLANES
Filed March 15, 1944
2,410,855
2,41%,855
Patented Nov. 12,1946
UNITED STATES PATENT OFFICE
2,410,855
SPOILER CONTROL MEANS FOR AIRPLANES
Otto C. Koppen, Newton, Mass.
Application March 15, 1944, Serial No. 526,555
8 Claims. (01. 244-42)
2
1
This invention relates to airplanes having
glide-path-controlling spoilers and has for its
general object the provisionof new and improved
spoiler control means for such airplanes.
In the quest for simplerand safer airplanes,
particularly for use by unskilled and inexperi
enced pilots, spoilers have been introduced as a
glide-path control means to steepen and shorten
the approach to landing areas by diminishing lift
and increasing drag. In making approaches to 10
landing areas, however, a pilot may decide not to
is raised by an elevator movement, thus provid
ing a much simpler and safer airplane to land.
In order to further describe my invention, ref
erence is made to the drawing showing preferred
embodiments thereof in which:
,
Fig. 1 is .a perspectivediagrammatic, view illus
trating the airplane and control combination of
this invention;
Fig. 2 ‘is a perspective view generally and fur
ther illustrating the airplane of Fig. 1; and,
Fig. 3.is a perspective diagrammatic view illus
trating a modi?cation of the control combination
land at all and, if he is going to land, frequently
of Fig. 1.
,
has occasion to revise his original decision as to
Though the invention is applicable to any con
direction and proposed spot of landing, for ex
ample, because of change of wind direction, ?eld, 15 ventional airplane of the three-control type, the
type of airplane illustrated in the drawing is a
or tra?ic conditions. This, in turn, usually re
small tricycle gear, rudderless airplane of the
quires that such spoilers, if already extended, be
two-control type described and claimed in my
retracted and later extended as the new ormodi- ‘
Patent ‘No. 2,196,994,.April 16, 1940, with the ad
?ed approach be made, and this in itself may dis
tract a pilot’s attention from other things he 20 dition of spoilers adapted to controltheairplane
glide-path. Flaps may or may not be used .ac
should be seeing or doing during the landing.
cording to landing speed requirements.
The present invention provides a- solution for
The airplane of the drawing (Figs. 1 and 2) in
the problems thus presented by automatic control
cludes wings ‘2,, a fuselage or body 4, landing
and actuation of such glide-path-controlling
spoilers by reason of their novel combination with 25 wheels -6 with an empennage including vertical
?ns .8 and a pitch-control surface, i. e., elevator
10. The elevator is suitably linked to and con
support, as the case may be. In this way the nor
trolled
by a'Deperdussin wheel I l affixed to shaft
mal and natural movements of the elevator or
[2 rotatable (to provide rolling control) within
other pitch control means can, in turn, properly
control the application and retraction of the 30 the push-and-pull ‘tube [3 which is slidable
through the dash but cannot rotate therein be
spoilers without the necessity of any thought or
cause of its external spline as shown. Thus the
attention on the part of the pilot, thus relieving
push-and-pull movement of the wheel Ii moves
him during the frequently anxious and always
the
elevator Ill by the mechanism shown through
busy moments during landings. In addition to
the elevator control means, either stick or wheel -
the pivoted elevator control lever [4 or intany
suitable manner, as by elevator control wires I6,
the ailerons 18 also being controlled .by the rota
relieving the pilot of the necessity for operating
an additional control (for such spoilers) while
landing, the invention makes the. normal control
of the airplane more instinctive and natural. Or
dinarily, as in a conventional airplane, or when
the glide-path-controlling spoiler is not coupled
to the longitudinal or pitch control and ‘the pilot
must decide when and how to use it, glidepath
control changing the attitude of the airplane is
opposite in direction to what the pilot's instincts
would indicate, 1. .e., to ?atten the glide-path the
nose must be depressed, and to steepen the glide
path, the nose must be raised. Thus, to clear
an obstacle, the pilot must point the nose of the
airplane at it. This is not an instinctive reac
tion of the wheel ll through the shaft l2 and
40
aileron control crank l9 and push-rods 19a, shown
only in part but which connect to and‘actuate
the ailerons in the conventionalmanner. The
control tube l3 by its fore and aft movement
oscillates a crank 2.0 .a?ixedto tube 20a and rotat
ably mounted on a transverse shaft 2]. The tube
Zliwalso-has mounted thereon a lever 202) with a
curved slot 200 at the top thereof. The shaft
2| has af?xed thereto a spoiler control lever 22
adjacent vthe lever 20b and through which the
lever 22 may be urged forwardly (with reference
tion and consequently one that is di?icult .to .mas 50 to the airplane) when the lever ‘2011 with its slot
200 in their forward movement encounter the
ter. However, with a glide-path-controlling
transversely movable pin .24 mounted at the up
spoiler combined With the ‘pitch controhas in the
per end of the lever 22 (see Fig. 2). This pin is
present invention, the .?ightjpath will be steep
normally spring-biased so as to be extended into
ened when the airplane nose is depressed by an
the slot 290 of the lever 281), but by means of the
elevator movement,‘ and will ?atten when the nose
‘2,410,855
3
bell-crank 25 and control wire 26, of Bowden type,
can be retracted and suitably locked in retracted
position by pulling and holding the Wire, for ex
ample, by a simple two-position knob 28 mount
ed on the dash which will lock in either spoilers
.4
(pressed forwardly) that the engine is deliver
ing the major portion of its power, the right
hand disk 223, and with it the extension 22% and
path controlling spoilers 30 are extended by the
pin 224, are moved to the right so as to withdraw
the pin 224 from the slot 200 of the lever 20b.
This mechanism thus provides a safety device
preventing actuation of the spoilers due to a for
forward movement of the lever 22 through the
shaft 2|, cranks 3|, and control wires 32 running
ward “stick” movement at an inopportune time
during take-off, and even though the knob 28
off or spoilers on position, as desired. The glide
to each spoiler actuating-arm 33, there being a
lost-motion e?ect by virtue of the cranks 3|,
which upon further forward movement of the le
Ver 22, approach and move into and near a bot
tom dead-center without further spoiler actua
connecting the bell-crank 225 is in its spoilers on
position because the cam action and intervening
thick portion of the throttle rod blocks any at
tempted entrance of the pin 224 into the slot 200,
.or withdraws said pin therefrom if it is already
15 in said slot.
tem. The spoilers are retracted by springs 34
The spoiler control means is preferably or
(see Fig. 1) as permitted by a slackening of their
ganized and adjusted so that the spoilers are
tion or undue stress on the spoiler actuation sys
respective control wires.
'
completely extended during but a slight forward
In Fig. 3, there is illustrated a modi?cation of
movement (say 6 to 8°) of stick movement or of
that part of the control combination of Fig. 1 20 the elevator control-lever M from the position
having to do with disabling the spoiler control
it occupies at a normal glide condition of the
means, the balance of the combination in this
airplane in ?ight. This enables the pilot to put
case being the same as that illustrated in Figs.
the airplane into a normal glide (power off or
1 and 2. Though this modi?cation of Fig. 3 as
with power much reduced) from the usual cruis
shown retains the separate manual control on
ing speed and condition and then, when he wishes
2,5
the dash for disabling the actuation of the spoiler
to shorten his glide, by a further forward move
from the pitch control means, such separate man
ment of the wheel, extend the spoilers. The said
ual control may be wholly omitted. The device
wheel and control-lever movement of the elevator
of Fig. 3 incorporates, however, a. safety device
also depresses the nose of the airplane down
whereby possible actuation of the spoiler by the 30 wardly until the desired steepening of the glide
pitch control means is dependent upon throttle
path is no longer necessary or desired, whereupon,
position. This prevents undesirable actuation of
as the pilot nears the ground and pulls the wheel
the spoilers, say, during take-o?, when it would
and elevator control-lever back to the position
be dangerous, as might occur in various circum
of a normal glide, the spoilers are simultaneously
stances, for example, in correcting for gusts, be 35 meanwhile retracted by the springs, thus permit
cause of a trim condition, or because of the use ‘ ting him to ?atten and “?are out” his glide path
of ?aps during take-off. To accomplish this ad
upon the wings resuming their unspoiled lift for
vantageous result there is provided a connection
the particular then-existing air-speed.
between the engine throttle control and the
It will be seen from the foregoing that an un
spoiler control means to disable the latter and 40 skilled pilot need pay no attention whatever to
prevent its operation of the spoiler whenever the ' the actuation of the glide-path-controlling spoil
engine is throttle-controlled to deliver any given
ers but, instead, may simply ?y the airplane nor
amount of its power, for example, the major por
mally and, in a normal approach, through his
tion of its power, e. g., two-thirds or three-quar
natural, instinctive and customaryelevator-con
ters power, most take-offs being at full power
trolling movements of the stick or wheel, safely
with the throttle control in wide open position.
and surely automatically apply and retract the
To effect this result there may be included the
spoilers as needed. For many approaches the
same lever 2% with its slot 200 (see Fig. 3) with
spoilers will not-be used at all, particularly in
a modi?ed form of spoiler control lever 222 on
large ?elds, unless the pilot wishes to land
the transverse shaft 2|, this, lever 222 having at 50 “short.”
its upper end a transversely movable pin 224
The airplane can be ?own in all ordinary take
which is normally spring-pressed to theleft, as
off and landing maneuvers with the spoilers con
shown in the drawing, by a spring intervening
nected for automatic actuation (as is preferred),
between the shoulder on the pin 224 and the
though, should the pilot for any reason, such as
loosely surrounding end of the spring-biased bell
stunting or other practice work, desire to disable
crank lever 225. The latter is prevented from ' the automatic actuation of the spoilers, that can
being forced off the end of the pin by means of
be readily optionally accomplished by locking
the projection 224a at the right end of the pin,
them out of automatic action by moving the knob
as shown. The pin also has a downward exten
28 to its spoilers “off” position. Also, in some
sion freely sliding in an aperture in the side 60 airplanes built for instruction or other special
wise projecting shelf of the lever 222, the exten
' purposes, it may be desired directly to apply and
sion terminating just short of the shaft 2| and
retract the spoilers, and, if so, this can be done
outside the right hand of two disks 223 which are
by operation of a separate means, hand or foot
slidable thereon, though normally pressed to
operated as desired. Preferably, this is done
gether‘ and towards the lever 222 by the spring
through a foot pedal 36 which is connected
urging the pin 224 towards the left. Between
through a cable 38 into the spoiler control system
these disks the throttle control rod 22‘! extends,
so that they can be actuated as desired. There
one end of the throttle control rod passing
may also be provided a catch (not shown) to
through the dash to the knob 221a and the oppo
releasably lock the foot pedal in its forward or
site end 22'lb being connected to or controlling 70 spoilers extended position which is useful in park
the engine throttle valve. This rod is of varying
ing of the airplane on the ground so as to mini
cross-section adjacent the disks 223 so as to pro
mize wing lift and movement when the airplane
vide a longitudinal slidable cam (in accordance
is headed into the wind.
with the throttle control position) so that when
Though the invention has been described in
ever the throttle control is sufficiently opened . connection with a powered airplane having a‘tail
5
2,410,855
andelevator, the principles thereof are applica
bleto other classes of ?xed wing. aircraft of the
heavierathan-air type, for example, to gliders,
and to tailless aircraft which have other pitch
ative to depress said ‘surface upon a forward
movement of said control means and to elevate
said surface upon a rearward movement of said
.control surfaces than the conventional elevator
pitchrcontrol surface shown and described here
andgsvpoiler control-means including a mechanical
in, and it is intended that claims hereof, insofar
connection betweensaid spoiler and said pitch
trol surface, said pitch-control means being oper- -
control means, a ,glide-path-controlling spoiler,
as their language permits, include various sorts
control-imeans operative to extend the spoiler and
steepen-the glide-path bya nose-depressing for
of pitch control surfaces. In any of such air
craft a, single centrally located glide-path-con .10 ward movement of said pitch-control means and
trol spoiler-may be substituted for the multiple
to, retract the-spoiler thereby ?attening the glide
pil-th ‘by - subsequent. nose-elevating rearward
spoilers as shown herein, though, in such case,
if below the fuselage, it functions primarily to
movement thereof, and a separately independ
increase drag.
ently operable spoiler control means for direct
This application is a continuation-in-part of 15 manual operation thereof.
my application Ser. No. 518,543, ?led January 1'7,
5. A ?xed-wing aircraft having, in combina
1944.
tion, a body, supporting wings, a pitch-control
tail surface, a manually-operated fore and aft
Having described my invention, I claim:
movable pitch-control means for said pitch
1. A ?xed-wing aircraft having, in combina
tion, a body, supporting wings, a pitch-control 20 control surface, said pitch-control means being
operative to depress said surface upon a forward
tail surface, a manually-operated fore and aft
movable pitch-control means for said pitch-con
movement of said control means and to elevate
said surface upon a rearward movement of said
trol surface, said pitch-control means being oper
control means, a glide-path-controlling spoiler,
ative to depress said surface upon a forward
movement of said control means and to elevate 25 and an optionally-engageable spoiler control
said surface upon a rearward movement of said
control means, a glide-path-controlling spoiler,
and spoiler control means including a mechan
means including a mechanical connection be
tween said spoiler control means and said pitch
control means operative to extend the spoiler
and steepen the glide-path by a nose-depressing
ical connection between said spoiler and said
pitch-control means operative to extend the 30 forward movement of said pitch-control means
and by subsequent nose-elevating rearward move
spoiler and steepen the glide-path by a nose
ment thereof to retract the spoiler thereby ?at
depressing forward movement of said pitch-con
tening the glide-path.
trol means and to retract the spoiler thereby ?at
6. A ?xed-wing aircraft having, in combina
tening the glide-path by subsequent nose-elevat
tion, a body, an engine with a manually operated
ing rearward movement thereof.
throttle control, supporting wings, a pitch-con
2. A ?xed-wing aircraft having, in combina-'
trol tail surface, a manually-operated fore and
tion, a body, supporting wings, a pitch-control
aft movable pitch-control means for said pitch
tail surface, a manually-operated fore and aft
control surface, said pitch-control means being
movable pitch-control means for said pitch-con
operative to depress said surface upon a forward
trol surface, said pitch-control means being oper
movement of said control means and to elevate
ative to depress said surface upon a forward
movement of said control means and to elevate
said surface upon a rearward movement of said
control means, a glide-path-controlling spoiler,
said surface upon a rearward movement of said
control means, a glide-path-controlling spoiler,
and spoiler control means including a mechanical
and spoiler control means including a mechan- '
connection between said spoiler and said pitch
ical connection between said spoiler and said
pitch-control means operative to extend the spoil
er and steepen the glide-path by a nose-depress
ing forward movement of said pitch-control
control means operative to extend the spoiler
means beyond the position of a normal glide‘ and K
to retract the spoiler thereby ?attening the glide
path by subsequent nose-elevating rearward
movement thereof.
3. A ?xed-wing aircraft having, in combina
tion, a body, supporting wings, a pitch-control ;
tail surface, a manually-operated fore and aft
movable pitch-control means for said pitch-con
trol surface, said pitch-control means being oper
ative to depress said surface upon a forward
movement of said control'means and to elevate
said surface upon a rearward movement of said
control means, a glide-path-controlling spoiler,
and spoiler control means including a mechan
ical connection between said spoiler and said
pitch-control means operative to extend the
spoiler and steepen the glide-path by a nose
depressing forward movement of said pitch-con
trol means beyond the position of a normal
power-off glide and to retract the spoiler thereby
flattening the glide-path by subsequent nose
elevating rearward movement thereof.
4. A ?xed-wing aircraft having, in combina
tion, a body, supporting wings, a pitch-control
tail surface, a manually-operated fore and aft
movable pitch-control means for said pitch-con
and steepen the glide-path by a nose-depressing
forward movement of said pitch-control means
and by subsequent nose-elevating rearward move
ment thereof to retract the spoiler thereby ?at
tening the glide-path, and a connection between
said throttle control and said spoiler control
means to disable the latter and prevent its op
eration of said spoiler whenever the engine is
delivering the major portion of its power.
'7. A ?xed-wing aircraft having, in combina
tion, a body, an engine with a manually-operated
throttle control, supporting- wings, a pitch-control
tail surface, a manually-operated fore and aft
movable pitch-control means for said pitch
control surface, said pitch-control means being
operative to depress said surface upon a forward
movement of said control means and to elevate
said surface upon a rearward movement of said
control means, a glide-path-controlling spoiler,
and spoiler control means including a mechanical
connection betweensaid spoiler and said pitch‘
control means operative to extend the spoiler and
steepen the glide-path by a nose-depressing for
ward movement of said pitch-control means be
yond the position of a normal glide and by sub
sequent nose-elevating rearward movement
thereof to retract the spoiler thereby ?attening
the glide-path, and a connection between said
throttle control and said spoiler control means
2,410355
.
7
a
to disable the latter and prevent its operation
of said spoiler whenever the engine is delivering
the major portion of its power.
8. A ?xed~wing aircraft having, in combina
tion, a body, an engine with a manually-operated
throttle control, supporting wings, a pitch-control
tail surface, a manually-operated fore and aft
movable pitch-control means for said pitch-con
8
p
.
connection between said spoiler and said pitch
control means operative to extend the spoiler
and steepen the glide-path by a nose-depressing
movement of said pitch-control means beyond
the position of a normal power-off glide and by
subsequent nose-elevating rearward movement
thereof to retract the spoiler thereby ?attening
rthe glide-path, and a connection between said
trol surface, said pitch-control means being op
‘throttle control and said spoiler control means
erative to depress said surface upon a forward 10 to disable the latter and prevent its operation
of said spoiler whenever the engine is delivering
movement of said control means and to elevate
the major portion of its power.
said surface upon a rearward movement of said
control means, a glide-path-controlling spoiler,
and spoiler control means including a mechanical
OTTO C. KOPPEN.
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