GB820434A - Improvements in or relating to safety monitoring apparatus for aircraft - Google Patents
Improvements in or relating to safety monitoring apparatus for aircraftInfo
- Publication number
- GB820434A GB820434A GB27034/57A GB2703457A GB820434A GB 820434 A GB820434 A GB 820434A GB 27034/57 A GB27034/57 A GB 27034/57A GB 2703457 A GB2703457 A GB 2703457A GB 820434 A GB820434 A GB 820434A
- Authority
- GB
- United Kingdom
- Prior art keywords
- speed
- aircraft
- signal
- preset
- pointer
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
- G05D1/0083—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot to help an aircraft pilot in the rolling phase
Abstract
820,434. Determining aircraft take-off conditions. SPERRY RAND CORPORATION. Aug. 27, 1957 [Oct. 1, 1956], No. 27034/57. Class 40(1). [Also in Groups XIX and XXXVI] Apparatus for determining whether or not an aircraft will become airborne within a given runway distance comprises means responsive to the forward motion of the aircraft along the ground to detect if the average acceleration falls below a prescribed value or if the speed falls below a reference speed varying in a prescribed manner, and to provide a warning signal if either should be the case. The preferred method produces signals representative of v i (instantaneous speed) and d i (distance travelled to reach speed v i ) and combines these with preset signals v r (speed necessary to become airborne) and d r (runway distance available) to give a comparison between the quantities v<SP>2</SP> i /d i and v<SP>2</SP> r /d r . If the former quantity is equal to or greater than the other the speed of the aircraft is sufficient for it to become airborne; if not, an indication is given to the pilot accordingly and he can apply the brakes. In Fig. 4, the output of the accelerometer 6 is integrated at 9, the angular position of the output shaft representing the instantaneous velocity v i . Provided the magnetic clutch 13 is energized, the sliders of the potentiometers 14 and 4 tap off voltages proportional to v i and v<SP>2</SP> i respectively. The former is integrated again at 27 to give a signal d i (representing distance travelled) from the potentiometer slider at 34, and combined at 36 with the preset signal v<SP>2</SP> r . The signal v<SP>2</SP> i is similarly combined at 43 with the preset signal d r and the two quantities (which are equivalent to those quoted above) applied to the differential meter 40 whose pointer is deflected one way or the other depending on which signal is greater. The output shaft of 27 also controls a further slider to energize the pointer 49 in accordance with d i , and this co-operates with a preset contact 51 when d i is just short of the " point of no return," i.e. the last point at which the pilot can apply the brakes to bring the craft to a halt on the runway. The pointer 54 is coupled to that of the meter 40 and if the latter is deflected to the side indicating that take-off is impossible an alarm will be sounded when the pointer 49 touches the contact 51. The sliders are all spring-loaded so that they return to zero when the magnetic clutches are de-energized by opening the switch 22. The preset value of airborne speed can be modified (Fig. 5, not shown) by a mechanical differential to take account of wind velocity. In Fig. 6 (not shown) the calculation is modified by obtained v<SP>2</SP> i by direct multiplication, and dividing v<SP>2</SP> i by v<SP>2</SP> r in a square-law potentiometer and d i by d r in a linear potentiometer, so that the meter compares v<SP>2</SP> i /v<SP>2</SP> r with d i /d r . In a further modification (Fig. 7, not shown), the product v<SP>2</SP> i d r is compared with V<SP>2</SP> r d i , and in addition the function v<SP>2</SP> i is obtained from a non-linear potentiometer to allow for the fact that the acceleration may, for some aircraft, vary during the take-off run. It is also possible to compare v<SP>2</SP> i with v<SP>2</SP> r \d i /d r .
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US820434XA | 1956-10-01 | 1956-10-01 |
Publications (1)
Publication Number | Publication Date |
---|---|
GB820434A true GB820434A (en) | 1959-09-23 |
Family
ID=22168676
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
GB27034/57A Expired GB820434A (en) | 1956-10-01 | 1957-08-27 | Improvements in or relating to safety monitoring apparatus for aircraft |
Country Status (1)
Country | Link |
---|---|
GB (1) | GB820434A (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3111577A (en) * | 1960-11-17 | 1963-11-19 | Avien Inc | Takeoff monitor for jet aircraft |
-
1957
- 1957-08-27 GB GB27034/57A patent/GB820434A/en not_active Expired
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3111577A (en) * | 1960-11-17 | 1963-11-19 | Avien Inc | Takeoff monitor for jet aircraft |
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