US2409238A - Airplane flight trainer - Google Patents

Description

Oct. 15, 1946. T. C, BAR ER 2,409,238

AIRPLANE FLIGHT TRAINER Filed Feb. 19, 1943 14 Sheets-Sheet l INVENTOR 7,0500%: 6 54mm.

ATTORNEY w. E5, 1946. TA fBA BE 2,409,2381

. i I AIRPLANE FLIGHT TRAINER Filed Feb. 19, 1943 14 Sheets-Sheet 2 INVENTOR filgeuazf C 5 4251% ATTORNEY Cd. 15, 1946. c, BARBER 4 2,409,238

AIRPLANE FLIGHT TRAINER Filed Feb. 19, 1943 14 sheets-sheets INVENTOR 72500055 CfifiEEE/E.

ATTORNEY Oct. 15, 1946.

T. C. BARBER AIRPLANE FLIGHT imam Filed Feb. 19, 1%

l4 Sheets-Sheet 4 i mc INVENTOR #1500025 6 54m 0d. 15, 1946. c, BARBER 2,409,238 I AIRPLANE FLIGHT TRAINER Filed Feb. 19, 1943 14 Sheets-Sheet 5 lNVENTOR 2 fi/famxf 6 194x55 A'ITORN EY Oct. 15, 1946. T. c. BARBER 2,409,238

AIRPLANE FLIGHT TRAINER Filed Feb; 19, 1943 l4 Sheets-Sheet 6 INVENTOR TH0D0 c. Ema/5m Oct. 15, 1946.

T. c. BARBER 2,409,238

AIRPLANE FLIGHT TRAINER Filed Feb. 19, 1943 14 Sheets-Sheet 7 /7/-@ j [70/ E i 7/ INVENTOR 26% wa ggf Oct. 15, 1946. T. c. BARBER AIRPLANE FLIGHT TRAINER Filed Feb. 19, 1945 14 Sheets- Sheet 8 INVENTOR ATTQRNEY Fun m :15, m6. BARBER 2.4%,238

AIR PLANE FLIGHT TRAINER Filed Feb. 19, 1943 14 Sheets-Sheet 9' INVENTOR I 7,9500%: 6. meme A'ITORNEY -i 55, 194$. .7 c, B R E I 2,409,238

" AIRPLANE FLIGHT TRAINER Filed Feb. 19, 1945 14 Sheets-Sheet 10 INVENTOR g'j v I Frame: 6 fingazz I 12 WM ATTORN EY Oct 15,, 1946., T. c. BARBER AIRPLANE FLIGHT TRAINER 14 Sheets-Sheet 12 Filed Feb. 19, 1943 INVENTOR 725cm: 6 me a.

ATTORNEY 1-5, 1946. T. c. BARBER 2,409,238

AIRPLANE FLIGHT TRAINER Filed Feb. 19, 1943 14 Sheets-Sheet 14 3g I F %& 3 354 383 3.73 55F] L aw 4 57 I 5 0 36 8 X E E 57/ 7 367 INVENTOR 77/500025 C. BHRBER BY M NH ATTORNEY Patented Oct. 15, 1946 UNITED STATES PATNT OFFICE AIRPLANE FLIGHT TRAINER Theodore (3. Barber, Seattle, Wash.

Application February 19, 1943, Serial No. 476,403

11 Claims.

This invention relates to apparatus designed for: use in instructing and training student airplane pilots; the present device being in the natur of an improvement upon the Flight control coordinator that has been described and illustrated in my copending application filed on November 10, 1941, under Serial No. 418,579, now Patent Number 2,336,711, Dec. 14, 1943.

It is the object of this invention to provide a ground training apparatus whereby a student pilot may acquire a comprehensive understanding of the various controls and instruments as normally used in an airplane, their purpose and mode of use, the results accomplished through the manipulation of controls individually and the relationship and results of their functions when used conjointly or collectively.

It is also an object of this invention to provide means whereby to teach the student pilot the basic principles of airplane flying, involving the coordination of movements of foot and hand operated control devices; to better impart the proper understanding of the purpose and use of those instruments that are visually applied to the instrument panel; to enable the student to acquire the sense of proper feeling of the "manually operated controls in stable flight and to develop the faculty in the student to act while thinking of more than one thing at a time.

Still another object of the invention is to equip the training cab with a model airplane, disposed in a position visible to the pilot while in training position at the controls and so connected with the controls and associated apparatus with which the trainin cab is equipped that it will maneuver, or change position in the same manner as would ordinarily be expected of an airplane in flight if its controls were similarly manipulated, thus to visually demonstrate to the student in training the action in flight of the plane due to his handling or movement of controls.

More specifically stated, the various objects of the present invention reside in the provision of a ground training apparatus that, for convenience, is herein referred to as a, training cab; this cab being comparable in size, plan of. construction, and in its instruments and accommodations, to the pilots cockpit of the typical training plane, and having control equipment corresponding to the usual hand and root controls, and having an instrument panel on which are arranged devices made to indicate readings or conditions that are to be obtained by the usually employed instruments such as the directional gyro, gyro turn and bank, artificial horizon, al-

timeter, air speed indicator, rate of climb indicator, tachometer, clock, etc, and in which cab, mechanisms have been provided for causing these instruments and devices to operate in accordance with movements of the present flight control devices and parts associated therewith, thus, by their readings, to indicate the conditions or situations which would normally result in actual flight under similar conditions of operation, and in this way to teach the student the fundamental principles of proper flight control and in so doing, to make it possible for him to more easily grasp an instructors directions and teachings when flight training in air is undertaken, with less nervous strain and consequently with faster progress in mastering flying problems and in becoming efiicient-as an airplane pilot.

Still further objects of this invention are to be found in the construction of the various parts of the training device, in their operative relationship to each other, in their functions, and the rela tionship or their functions to each other.

In accomplishing the above mentioned and various other objects of the invention, I have provided the improved details of construction, the preferred forms of which are illustrated in the accompanying drawings, wherein- Fig. l is a perspective view of the present flight training cab.

Fig. is an elevation of the instrument panel showing the arrangement of instruments thereon.

Fig. 3 is a longitudinal section of the cab showing the mechanism at the right hand side of the central vertical plane.

Fig. 4 is a similar section showing parts at the left-hand side of the central vertical plane of the cab.

Fig. 5 is a plan, or top view of the cab with the cover removed to better show location of main parts of the apparatus; some of the parts being omitted to avoid confusion of illustration.

Fig. 6 is a horizontal section, substantially on line 6-6 in Fig. 3.

Fig. '7 is a perspective view illustrating the arrangement of foot controls and the operating connection with the ball bank indicator on the instrument panel.

Fig. 7a is a plan view of parts shown in Fig. '7. i

Fig. 8 is a perspective view of the stick assembly and some of the directly associated parts.

Fig. 9 is a side view of parts associated with the stick and rocker shaft.

Fig. 10 is a cross sectional view on the line lill0 in Fig. 9.

Fig. 11 is a, top view of the motor and disk 3 assembly whereby the model airplane is rotated.

Fig. 12 is a detail showing linkage between the right foot pedal and the adjusting lever for the motor whereby the model plane is turned from side to side.

Fig. 120 is a top view of the linkage of Fig. 12.

Fig. 13 is a cross sectional view of the cab, substantially n the line l3|3 in Fig. 3, showing the ball bank indicator operating linkage and foot controls.

Fig. 14 is an enlarged view of connections of rods with the ball bank indicator and operating linkage.

Fig. 15 is a front elevation of the machine showing the mechanism that is adjacent the front end; parts farther back being omitted to avoid confusion.

Fig. 16 is a vertical section on line l6--I6 in Fig. 15.

Fig. 17 is a vertical section on line l1ll in Fig. 15.

Fig. 18 is a plan view of the motor and its mounting for operation of the altitude indicating means; this being a horizontal section substantially on line I 8-| 8 in Fig. 16.

Fig. 19 is a vertical section on line I9l9 in Fig. 15, with some parts shown in Figs. 16 and 17 omitted.

Fig. 20 is a section on line 20-20 in Fig. 19.

Fig. 21 is a section on line 2|2l in Fig. 15.

Fig. 22 is a detailed view of the adjustable mounting of the aileron motor.

Fig. 23 is a cross section on line 2323 in Fig. 22.

Fig. 24 is a section on line 24-24 in Fig. 22.

Fig. 25 is a front view of the motor and actuated parts for control of banking of the model plane.

Fig. 26 is a detail of the model plane supporting and operating linkage as seen looking in the direction of the arrow 26 in Fig. 25.

Fig. 27 is a horizontal section of the linkage as seen on line 21-21 in Fig. 25.

Fig. 28 is a side view of parts shown in Fig, 27, looking in the direction of the arrow 28.

Fig. 29 is a, detail of the operating mechanism of the gyro-horizon.

Fig. 30 is a cross section on line 39-36 in Fig. 29.

Fig. 31 is a front view of the gyro-horizon dial.

Referring more in detail to the drawings- First, it will be explained that in the description, the use of the words forwardly and rearwardly, or front and rear has reference to the location of parts in the cab with reference to the front and rear ends thereof; the rear end being that back of the students seat in the cab.

The present apparatus anticipates that it be used in the training of student pilots in the fundamentals of flight control, while on the ground, and in this connection, provision is made for stressing the importance of coordination of movements of hand and foot controls, as well as the necessity of observing the readings of the various fight indicating instruments and acting in accordance with the readings, as an aid in maintaining proper balance in gliding, turning. banking, climbing, landing, and in various other ex pected or unexpected maneuvers of the airplane. In the following description, various problems of flight control will be explained along with the description and explanation of use of the present apparatus.

In connection with one of the main objects of the present invention, it will here be explained that the common types of airplanes used for training purposes, as well as many used in commercial flying, have their instrument panels equipped, at a location readily visible to the pilot, with an instrument known as a gyro-turn and. bank indicator, or with an instrument for a similar purpose, which visibly indicates to the pilot whether or not the plane is in stable flight. One of such types of such instruments employs a ball that is movable under the influence of gravity, in an arcuately curved glass tube of liquid. The ball is so arranged that it will move from a neutral position toward opposite ends of the tube in accordance with the degree of bank of the plane except as those movements might be influenced by lateral forces that might be due to various causes. In the actual flight of an airplane, the operator normally endeavors to maintain the ball of the ball bank indicator at a neutral position while banked for turning as well as while in straight flight.

If the plane should be banked by the action of the ailerons alone, plane slipping normally results. If the plane is caused to turn by action of the rudder alone, skidding normally will result. The actuation of the stick to bring about bankin of the plane, or the actuation of the rudder in either direction, will normally result in a certain unstable condition of the plane that will be indicated by movement of the ball of the bank and turn indicator to an ofi-center position in the instrument, and it now is accepted teaching that only by the proper coordinated and conjoint use of ailerons and rudder can the plane be brought to and maintained in stable flight and the ball maintained at that neutral position indicating stable flight. However, the exact manipulations of hand and foot controls may vary under different flying conditions and at different speeds. While in some unusual situations, a fair degree of stability in flight might be maintained by manipulation of either the hand or foot controls individually, it is in accordance with best principles of flight control and is the generally accepted procedure, that stability in flight shall be accomplished through the conjoint and properly coordinated action of both foot and hand controls, and this anticipates also the proper use of throttle and elevators.

The present training cab, preferably, is in ac cordance with the device shown in perspective in Fig. 1, and for most practical and obvious purposes, this is made to correspond in shape and size to the cockpit portion of the typical training plane.

The present training cab is designated in its entirety in Fig. 1 by numeral I. In Figs. 3 and 4, the cab is shown as comprising a horizontal bottom floor 2, right and left side walls 3 and 3', respectively, and a hood or cowl 4. Below the cowl is an instrument panel 5 and rearwardly thereof is a seat 6 for occupancy by the student in training. The floor, as here shown, is su ported on relatively deep longitudinal, opposite side sills I mainly for the purpose of providing a desired clearance space below the floor for certain operating parts of the mechanism, later described, and there are cross sills 3 at opposite ends of the cab and an intermediate cross sill or brace member 9.

Foot controls In the provision of foot controls, simulating those employed in the usual airplane, there is here provided, transversely of the cockpit, at

suitable distance forwardly of the seat and closely adjacent the floor, as noted best in Figs. 3, 4 and a horizontal shaft 50, rigidly fixed to the floor by brackets l I attached thereto adjacent its ends. Revolubly supported by this shaft Ill, at its opposite ends respectively, are upwardly extending right and left foot controls l2 and I3, hereinafter called foot pedals. These pedals are pivotally mounted for forward and rearward movements and each has a lever arm extending downwardly therefrom. These lever arms, designated respectively by numerals [2a and 13a, pass through floor openings I5, to some distance below the floor. It has been shown in Figs. 3 and 4 that two coiled springs I6, is have their forward ends attached to the lower ends of these lever arms, respectively, and their rearward ends attached to brackets !l-ll' that are fixed to under side of the cab floor directly rearwardly of the levers. Also, short lengths of chain 58, I8 are attached to the lower ends of the lever arms and extend forwardly therefrom and at their forward ends are fixed. respectively, to the opposite ends of a horizontal cross lever 59. Lever I9 is pivotally mounted at its center point by a pivot bolt l9, held in a supporting bracket 28, which, in turn, is fixed to the cross sill 9 of the cab. The two coiled springs l6-l 5 are under equal tension and normally hold the foot pedals i2 and I3 evenly at the designated neutral position, as seen in Fig. 3. The connection of the foot pedals with the cross lever l9 provides that when either foot pedal is pressed forwardly, the connecting linkage will cause the other pedal to be moved rearwardly a corresponding distance, as is the case in the action of the foot controls provided in the usual airplane for the control of the rudder action.

H and controls Referring now more particularly to Figs. 3 and 4 it will be noted that bearings 22 and 23 are fixed on the floor I. spaced apart on the central, longitudinal line of the cockpit, the bearing 22 being just rearward of cross shaft l and the bearing 23 being located just forward of the seat 5. Rotatably supported in the bearings 22 and 23 are the forward and rearward end portions of a horizontal shaft 28. The forward end portion of the shaft 25 is revolubly held in the bearing 22 while the rearward end portion is revolubly held in the bearing 23.

A lever arm 32 is fixed rigidly to and extends directly downward from the forward end portion of the shaft 26, passing with clearance through an opening 33 in the fioor. Located below the floor, at opposite sides of the opening 33, and transversely directed, are coiled springs 34 and 34 shown in Fig. 6. which have inner ends fixed to the lower end portion of the lever arm 32 and their outer ends attached to brackets 35 that are adjustably fixed to the side sills of the base frame of the cab for equalizing spring tension. These springs are under balanced tension that results in the lever arm 92 being maintained normally in vertical position.

Fixed to the rear end portion of the shaft 26 and extending equally to opposite sides thereof. as shown best in Figs. 8 and 9, is a tubular cross bearing 40, and pivot-ally mounted by this bearing is a yoke y for mounting the joystick 65. This yoke comprises opposite side straps Al and 4|, spaced apart along their media] portions and joined together along their lower end portions, and with their upper end portions directed toward each other and fixed to the opposite sides of a vertical socket member 46 in which the lower end of the joystick is fitted. The two side straps 4| and 4| of the yoke pass across the opposite ends of the tubular cross bearing 40, and a pivot bolt 46 is extended therethrough and through the bearing thereby to pivotally mount the yoke for forward and rearward oscillation of the stick. It will be understood also that the stick may be oscillated laterally in opposite directions by reason of the rotatable mounting of the yoke supporting shaft 26 in the bearings 22 and 23.

The lower end portion of the stick mounting yoke extends to below the floor through an opening 48 therein, Figs. 4 and 9, and at the under side of the floor, coiled springs 49 and 50 have ends fixed thereto; these springs, respectively, extend rearwardly and forwardly from the yoke, as seen in Figs. 3 and 4 and have their other ends anchored, respectively to a bracket 49' that is attached to the cab floor and to the lower end portion of the previously mentioned lever arm 32. These two springs are under balanced tension and normally retain the joystick 45 in an upright and predetermined neutral position.

Fixed rigidly to the depending arm 32 and extending directly forward therefrom, axially parallel to shaft 26, as shown in Figs. 3, 4, 8 and 9, is a shaft 52, with an upright suspending lever 53 at its forward end. The lever 53 has a supporting pivot bolt 54 therethrough fixed in a bracket 55 mounted on the cab floor. This pivot 54 is axially alined with the pivot axis of shaft 26. The upper end of the lever 53 extends somewhat above the pivot 54 as seen in Fig. 4 for a purpose presently to be explained. Also, for a purpose later apparent, a motor base 51 is fixed to the shaft 52 near its forward end, this being shown in Figs. 9 and 10. The shaft 52, as swingingly suspended by the legs or levers 32 and 53, will be oscillated from side to side, as is indicated by the arcuate arrow placed thereon in Fig. 10, by the side to side action of the stick 45.

Ball bank indicator and rough air mechanism It is one of the purposes of this training equipment to teach the student the use of the ball bank indicator and how, by reference to the ball bank indicator, to maintain stable flight in rough air and to learn proper methods of correcting mistakes he has made in control applications and to artificially simulate the results of improper control use and rough air. To artificially simulate rough air conditions, I employ a mechanism which is shown best in Figs. 13 and 14. This includes an electric motor that is mounted on the previously mentioned motor base 55, sup ported upon the shaft 52 near its point of fixed connection with lever 32. The motor 60 as shown in Fig. 14 has its drive shaft extended into a gear reduction housing 6! fixed on the motor and from which housing a lateral shaft 62 extends. This shaft, which will be driven by the motor at a relatively slow speed due to the gear reduction, has a short crank arm 63 at its outer end and this crank arm is offset laterally from the vertical plane of the shaft 26. Electrical energy for the motor can be supplied from a source of supply under control of a switch located on the instrument panel 5, such a switch being designated in Fig. 2 by reference character S.

It will be understood then by reference to Figs. 8, 13 and 14 that axial oscillating movements imparted to the shaft 26 by movement of the stick 45 from side to side, will cause corresponding 7 oscillating action of the motor '60, and since the crank arm 63 is laterally offset from the vertical plane of shaft 26, this action will cause the crank arm mounting to be oscillated vertically to a corresponding degree, and this causes oscillating action of the crank arm as indicated by the double ended arrow adjacent thereto in Fig. 14. The purpose of this motion presently will be apparent.

The ball bank indicator of this training device as shown in Figs. 3, 4, 7 and 14 comprises a ball 65 movable in an arcuate slot 10 formed in a horizontal direction in the instrument panel in the direct vision of the student pilot, when occupying the seat 6. This ball is fixed to the lower end of an arm 1| depending from a horizontal pivot shaft 12. Shaft 12 is held rotatably in a bracket 13 that is fixed to the forward side of the instrument panel directly above the arcuate slot. Fixed to the forward end of the pivot shaft 12, as an extension thereof, is a flexible steel shaft 15 which, at its forward end, is fixed to the central portion of a horizontal cross arm 16. Pivotally attached, as at 11a in Fig. 7, to one end of the cross arm 16, is a downwardly extending rod 11 which, at its lower end has an operating connection, later described in detail and shown best in Fig. 7 with a lateral crank arm 18' fixed to a rod 18 that extends in the longitudinal direction of the machine, and which at its rearward end has pivotal connection at 19a with the upper end of a vertically directed link 19 that is connected pivotally at its lower end to a lever arm 80 that is directed rearwardly from a rigid bar 8| that extends along the-cross rod l0 and at one end, is fixed rigidly to the right foot pedal. This connection of bar 8| with the foot pedal, as observed in Fig. 7, provides that the lever arm 80 will be oscillated vertically with the forward and rearward movements of the foot pedals, and this oscillation, by reason of the above described connecting parts 18, 19 and 80 in connection with lever arm 18' and rod 11, can be employed to effect an oscillating action of the cross arm 16 about its opposite end support, whereby to rotate shaft 15 and, through the arm 1|, to impart oscillating movement to the ball bank indicator in slot 10.

The rod 18, through which connection of rod 11 is made with lever arm 89, is axially rotatably supported for a purpose that later will be explained in connection with the air speed indicator, but for the purpose of afiording an operating connection between the foot pedal system and the ball bank indicator, it is normally held against rotation by means later to be disclosed.

Fixed pivotally to that end of cross arm 16 opposite that to which the upper end of rod 11 is attached, is a downwardly extending rod 85 which, at its lower end is fixed pivotally as indicated in Figs. '7 and 14, at 85', to the end of the motor crank arm 63. Thus, with the stick and foot controls held stable and the motor 60 running. it will be understood that the crank arm 63 will, in its rotation, move rod 85 upwardly and downwardly, thus oscillating the cross arm 16 about its connection with rod 11, and by this oscillation, will turn shaft 15 in such manner as to produce back and forth movement of the ball of the bank and turn indicator that would simulate conditions of unstable flight of the plane. This motor connection is what has been referred to as the means for artificially creating rough air conditions and conditions of improper use of the controls.

Assuming that the ball 65 is being actuated by the motor 60 to stimulate conditions of rough of the ball that are mechanically produced by the motor 60 and the crank arm 63, through foot pedal action; it being understood that by the foot pedal connections made through rod 11, a corresponding raising and lowering of the 0pposite end of the cross arm 16 may be accomplished. When the two rods 11 and which support opposite ends of the cross arm, are moved up and down in unison by the proper coordination of hand and foot controls, the cross bar 16 will be moved accordingly and there will be no turning action of the shaft 15 and consequently no ball movement. Likewise, it is possible to nullify the up and down movements of the end of cross arm 16 that might be produced through the rotating crank arm 63 when the motor is in operation, by actuation of the stick from side to side in synchronism with the crank arm rotation whereby to oscillate the motor supporting table to such extent that the point of crank arm connection with the lower end of rod 85 will remain at a constant horizontal level during rotation of the crank arm 63, and no oscillating action of shaft 15 will be produced and the ball will remain at a set position.

It will be mentioned here that the up and down movement of the cross arm 16 is here made possible without interference with rotation of shaft 12 by reason of the use of the short length of flexible shaft 15 that connects with the pivot shaft 12.

It is generally accepted as good flying practice that the flight of a plane should be 50 controlled by coordinated action of foot and hand controls, that the ball bank indicator will be maintained in a neutral position. The connections above described make this possible in this training device.

Assuming that the ball is being momentarily moved by the rough air simulating action of motor 60 from its neutral position to a position toward the right, or left, as observed by the pilot. it can be returned to its neutral position by dcpressing the corresponding foot pedal and at the same time moving the stick toward the opposite side. If the movement of either, or both of these controls should be made toward the Wrong direction, the travel of the ball away from neutral will be accentuated, but when movement of both controls is correctly made, return of the ball to neutral is possible and will be accomplished by relatively short movements of the controls.

When it is desired merely to teach the student coordination of foot and hand action, for turning or banking, it is not necessary that the artificially produced movement of the ball by the action of the motor 60 and its crank arm be employed, for, by reason of the operatin connections previously described. it is possible for the student to move the ball from side to side in the slot, either by the foot pedal action or by lateral stick action. and it is possible to correct the movement of the ball, as produced by the action of either, by a properly coordinated movement of the other. For example, if the right foot pedal is depressed as in banking to the right, the-ball 9 will be moved accordingly to the left from neutral position. This movement can be corrected by moving the stick to the right, and according to present day teachin that is the proper rnovemaintain the airplane in stable flight.

Model plane and its controls In accordance with another object of the pre ent invention, having to do with visually showing the student pilot what the attitude of a plane on actual flight will be as the various controls are manipulated, together or individually, I have mounted a model airplane above the cab, forwardly of the cockpit and in the students direct line of vision. This plane, shown in Figs. 3, 4, and 13, is designated by numeral Bi, and is hingedly mounted, as at 88, upon the upper end of a vertical supporting shaft 99. At its lower end, the shaft 99 is supported rotatably in a bearing 9i! that is mounted on a horizontal, transverse shelf or platform 9! fixed in the frame structure. Somewhat above the bearing 99 the shaft is rotatably contained in a guide bearing 92 fixed to a frame member as noted in Fig. 4.

Fixed on the lower end portion of the shaft 89, just above shelf 9!. is a horizontal friction disk 93 formed with a bevel peripheral edge surface 93'. Located at one side of the disk 93 (see Figs. and 11) is an electric motor 95 having its shaft connected through suitable reduction gears with the drive shaft se of a friction wheel 91. The shaft 96 is carried in a gear housing 98 which is fixed to the motor, and the wheel 91, has contact at its periphery with the beveled edge surface of the disk 93. When the wheel 91, by reason of adjustment in position of the motor 95, is disposed in that upright position at which its plane coincides with the vertical plane of shaft 89, its rotation will have no turning influence on the disk 93, and it will operate by reason of its contact with the disk to hold the shaft 89 against rotation and thus retain the model plane in a set position indicating its direction of flight. However, tilting the motor on its mounting, to one side or the other, will cause the wheel 91 to be tilted accordingly, and its rotation will then impart turning movement to the disk 93 in the direction of tilt of the wheel and at a faster or slower rate of speed depending on the degree of the angle of tilt.

In connection with Fig. 12, I have designated by the dotted lines back of shaft 89 the normal position of friction wheel 8"? with respect to the disk 93, and in dotted lines at the sides of shaft 89 have shown it tilted as for causing the disk 93 to rotate in opposite directions.

In order that the tilting or adjusting of the motor may be accomplished for the purpose stated, it is shown in Fig. 11 to be fixed on a base 99 hingedly pivoted by a shaft I69 to a supporting bracket WI that is mounted upon the shelf 9!; the hinge axis being axially alined with the point of contact of disk 9'! with the beveled edge surface of disk 93. The means provided for tilting the motor to effect turning of the 10 model plane will be described in detail later in the specification.

In view of the object that the model airplane shall be caused to maneuver to various positions, such as different banked positions, and different angles of flight in upwardly or downwardly nosed positions, in accordance with action of the controls and corresponding to results to be expected in similar action of the controls of a plane in actual flight, I have provided a certain connection with the stick whereby the forward and rearward actions thereof will cause downward or upward nosing of the model plane accordingly. Other connections with the hand and foot controls provide for banking, and for efiecting change in banking angle of the model plane, and turning of this model plane, as in the modern airplane, is a result of banking when produced by proper coordination of movement of ailerons and rudder controls. The first mentioned connection for nosing the plane up or down, as seen in Figs. 2, 5 and 26 comprises a sleeve I of substantial length that is slidable and rotatable on the upper portion of shaft 89. This sleeve is in two sections, an upper and a lower section, that are independently rotatable, but which move up and down together. A link I09 is hingedly attached at its lower end, as at I91, to the upper end of the upper section of sleeve and at its upper end has a hinge connection, as at I98, with the model plane body somewhat rearwardly of the hinge 38. A rod H6 is fixed hingedly at its upper end to the lower end of the lower section of the sleeve I95 and it extends in a downwardly and rearwardly inclined direction, then is directed downward and at its lower end, is pivotaiiy fixed, as seen at I I I in Fig. 8, to the upper end of a swingingly supported link H2. The link lid is one of an assembly of links through which the movements of various controls will effect the position of the model plane. This linkage is best shown in Figs. 8, 9 and 10, wherein it is to be observed that the link H2 is attached by a pivot bolt M3 to the lower end of a link H4 which, in turn, is pivotally attached by a cross bolt H5 through its upper end to the upper end of the previously mentioned post 51 that is fixed on the shaft 52, and it is to be remembered that shaft 52 is suspended for oscillation by the lateral or side to side action of the stick. The lower end portion of link H4, which extends somewhat below the level of shaft 52, has pivotal connection, as at HIS, with the forward end of a horizontally directed rod or link I H which, at its rearward end, has an operating connecting, later to be described, with the lower end of the mounting yoke for the stick d5, whereby forward and rearward action of the stick will cause forward and rearward swinging of the lower end of the link H4.

It is to be observed by reference to Figs. 8 and 10, which show the assembly of links in a normal position, that the link H4 is vertically suspended from the pivot H5. and that link H2 has a pivotal connection Ii2a: at its lower end with a link 2 55, later described. Also, the link H2 is inclined rearwardly to a substantial degree from its lower end supporting pivot H9, placing the pivot point of connection IiI with rod H0, rearward of th line of bolt IE5. Therefore, any forward or rearward action of the stick, whereby in the usual operationof an airplane, the elevators are adjusted for nosing down or up, will, through the connecting link II'I, cause link H4 to swing likewise, and by the resultant pivotal movement of the link I moving effect on rod IIB.

I2, on bolt II3, to tilt the model plane accordingly, to visually demonstrate the normaleffects onthe airplane of such operation of the stick.

It will here be mentioned, for later reference, that the nosing action of the model plane produced in banking, is modified by making adjustments of the link II2 which places its upper end connection III with rod IIG closer or farther from the line of pivot II5; it being understood that when pivot II I is alined with pivot bolt II5, swinging of the linkage on pivot II5 will have no The reasons for such adjustments will later be apparent.

In order to bank the model plane in accordance with the results that might be produced in actual flight by lateral actions or side to side movements of the stick, I have provided a sliding collar I29, shown in Figs. 4 and rotatable about the upper portion of sleeve I05, and this A has a link I2I pivotally attached thereto, as at I22, and to the body of the model plane at one side of its hinge mounting on shaft 89. Also, there is a supporting sleeve I23 for the collar I20, and this latter sleeve, which is freely fitted about the lower portion of the sleeve I05, has the upper end of a rod I24 pivotally attached thereto. The lower end of rod I24 connects pivotally, at I 26, with the end of an arm I21 that is rigidly fixed to and extends in a horizontal direction from the base portion of an upright rocker frame structure, designated generally by numeral I28, this being seen best in Fig. 25.

The frame structure I28 has a mounting hinge shaft I29 through its base. This shaft is held in brackets I attached to the floor I, and is disposed in the longitudinal direction of the apparatus. At the upper end of the frame structure I28, is a rotatably mounted friction cylinder I3I disposed with its axial line directed transversely of the machine and lying in a plane at a right angle to the direction of the hinge shaft I29, that is, in a vertical plane transversely of the machine.

Swingingly mounted, as presently described, more in detail, above the friction cylinder I3I is an electric motor I35 adapted to drive a friction disk I36 fixed on a shaft I31 that extends in the general direction of the friction cylinder axis, and is carried in a gear case 36 attached to the motor. The disk edge rests upon the top edge of the friction cylinder, and it is so arranged that by swinging the motor mounting about its vei tical hinge axis, the friction disk will be caused to move accordingly, thus to change the angle of its plane relative to the vertical axial plane of the cylinder, so that, incident to its angular position and rotation of the disk, to cause the friction cylinder to travel in an endwise direction, one way or the other, depending on the direction of inclination of the friction disk. The rate of such endwise travel of the cylinder 'would be dependent upon the extent of the angle to which the disk is thus adjusted.

The motor I35, as seen in Fig. 25 has a mounting bracket I40 fixed thereto, and this has a ball and socket mounting I with a support I4I, later described in detail. Also as seen in Figs. 4 and 5. there is a triangular bracket I42 lying in a vertical plane, and fastened hingedly at its base and by a vertical hinge pin I43, to the motor.

Fig. 4 shows that bracket I42 extends from the motor in a direction toward the rear of the cab and at its vertex has pivotal connection, at I44,

' when the stick is actuated from side to side, as

with the lower end of a vertical leg I 45aof a bell crank lever I45. The bell crank lever has pivotal mounting on a cross shaft I47 in a horizontally disposed supporting frame I48 and has a horizontally directed arm I45b extended along but terminating short of the forward end of frame I48, this arm being connected at its forward end, as at I49, with the upper end of a link I50 which extends downwardly and has a pivoted connection I50 at its lower end with a lever arm I 52 fixed rigidly to the previously mentioned leg 53 and extended laterally therefrom, as in Fig. 8, at the level of the pivot 54. Thus,

for aileron adjustment and control, the linkage, above described, will actuate the bell crank I45 accordingly on its pivot I41, and this, through the bracket I42, will cause the motor I35 to be pushed forwardly or pulled rearwardly, according to the direction of movement of the stick, and this, by reason of the resultant change of the angular position of the friction disk I36 relative to the line of the cylinder I 3| will cause the latter to be moved endwise accordingly.

The frame I48 is hingedly mounted at its rearward end by supporting brackets I55 mounted on shelf 9i so that its forward end may oscillate vertically, and at its forward end, the frame has pivotal connection at I56, with the upper end of a link I58 which, at its lower end as seen in Fig. '7, has pivotal connection at I59 with a lever arm I60 that extends forwardly from the bar BI previously described as being extended along the cross rod I 0 and having fixed connection with the right foot pedal; this being seen in Fig. '1. Thus, this connection provides that the action of foot pedals, which in the airplane would normally cause rudder action as employed with banking for turning, will cause an additional 40 angular adjustment of the motor I35 beyond that provided by the stick action, whereby travel of the cylinder l3! will be speeded up.

It is the accepted practise that for best flight control in making a turn, banking of the plane by the aileron action should be accompanied by a corresponding rudder movement to avoid skidding or slipping. Therefore, in this trainer, the student should, in practising the making of a turn, conjointly use the stick and foot controls, and in watching the manuevering of the model plane, should also pay due attention to the position of the ball of the bank and turn indicator, to see that it is maintained in neutral position during the turning operation by properly coordinated movements of the controls used.

It is to be pointed out that, by the mechanisms previously described, the banking of the model plane can be caused by stick action alone, and to some extent, by action of the foot controls alone, although in actual flight of a plane, this latter would be undesirable as it might easily result in unstable flight. It has been explained that in the airplane, the extent of movement of these two controls to produce a given result will be materially shortened and more stable flight will be possibl when they are properly used conjointly.

, In the mechanism herein illustrated, for demonstrating the shortened travel of the controls, when used conjointly to produce a desired banking and turning action of the model plane, is due to the fact that the supporting pivot I41 of the bell crank lever I45, through which the control of position of motor I35 and friction disk is ob-- tained by action of the stick, changes with any

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