US1316079A - Automatic control and aviator's comfort device. - Google Patents

Description

A. BORS-ELLA.

AUTOMAHC CONTROL AND AVIATORS COMFORT DEVICE.

APPLICATION FILED AUG.8,19I8-' Patented Sept. 16, 1919.

3 ZZI/VVENTOR ATTORNEYS ANTHONY BOEZSELLA, OF NEW YORK, N. '3'.

AUTOMATIC CONTROL AND AVIATQRS COMFORT DEVICE.

eisure.

Specification of Letters Iatent.

Patented Slept. 16, 191%.

Application filed Auguste, 1918. Serial No. 248,940.

To all whomit may concern:

Be it known that l. ANTHONY B'ORSELLA, a citizen of the United States, and a resident of the city of New York, borough of Manhattan, in the county and State of New York, have invented new and Improved Autoniatic Controls and Aviators Comfort Devices, of which the following is 'a' full, clear, and exact description.

This invention relates to airplanes" and has for an object the provision of an improved arrangement forming part of the control which continually tends to cause the airplane to move to a normal horiztmtal position. I

Another object of the invention is to provide an airplane with flat spring members overlapping on each side of the ailerons and their controlling planes positioned in such a manner as to urge the planes back to a neutral position without interfering with the usual control of the airplane.

A stillv further object of the invention is to provide a resilient steering Wheel formed of fiat spring members capable of with standing all of the twisting or back and forth movement while producing a resilient action.

A further object of the invention is to provide foot rests adjacent the steering wheel whereby the foot of the aviator is supported vertically while capable of a free turning movement and constant engagement with the steering bar.

In the accompanying drawing:

Figure 1 is a, diagram showing the essential parts of an airplane together with an embodiment of the invention.

Fig. 2 is a front elevation of the steering wheel and associate parts as shown in Fig. 1, the same being on an enlarged scale. Fig. 3 is a. section through Fig. 2 on line 33.

Fig. 4 is a detail fragmentary sectional view through Fig. 2 on line 4-l-.

Fig. 5 is {a detail fragmentary sectional view through Fig. 1 on line 5 5.

Fig. 6 is a plan view of a blank disclosing certain features of the invention.

Referring to thc accompanaying drawing liy numerals, 1 indicates the lifting planes of an airplane and 2 the elevating planes. These planes are of the usual construction and act in the usual manner. The lifting planes 1 are provided with the usual ailerons 3 which are operated hy the usual .moving the elevator.

mechanism now in common use. A. double spring structure is provided for each aileron and an identical spring structure 5 is provided for each of the elevators. These spring structures and associate parts are shown in detail in Fig. 5, wherein it will lee that the elevator is provided with wearing plates 6 and 7 which accommodate springs 8 and 9, said springs being reinforced by other springs 10 and 11. The various springs 8 to Ill are held in place by rivets 153, or other suitable clamping means so as to normally hold the elevator 2 in alinement with the member 13 to which it is pivotally connected. This construction and arrangen'mit does not materially retard or re 4 the motion of the elevator when operated by the usual elevating mechanism.

springs 8 to 11 inclusive may he made of any strength and formed flat with outwardlv curved ends so as to provide an easy movement of the parts though resisting the pivotal movement of the elevator or ailerons as the case may he, said resistance being in proportion to the strength of the springs.

As an instance the springs may be ar-.

ranged so as to require a twenty five pound pull to move the elevator to a decided an le. the resistance of the air is usually ess than this amount the exertion of the elevator would he comparatively small, and he used only when going up or down, as the springs would automatically return the parts to their proper horizontal position.

In addition to using springs for holding the parts in their normal position as just described, the steering post 3.4 is provided with a wheel 15 having a number of spokes l6 formedv oi": springs shaped somewhat on the order of. a Maltese cross. Preferably there are a number of springs forming a spoke 16 as shown in Figs. 2 and 3, though if desired only one spring could be used. This spring is to take up vibration, while at the same time providing ample strength for rotary movement for moving the sprocket wheel 17 and. for a hack and forth movement for In addition to providing aresilicnt action towheel 15 and thcrelay making the work of the aviator less tiresom'e,.springs 18 and 19 are rigidly secured at 20 and 2 1 to the post 14 and to the bracket 22. Auxiliarysprings are arranged on each side ofcach of the spril-igs 18 and 19 so to normally hold them in a vertical. position and to automatically return the post 14 to ever-tics! position whenever released by aha aviator. By zhis conscruetion and arrangement the aviator could swing the sheeting-post back and forth as desired ior opereting the elevator and may release the Wheel safely .fgvhen'not desiring to operate the elevator, ns theeprings will hold the steering postin the pro or position, and the spring structure il automatically hold I the elevator in. a. newer oosition. The options e which ore identical with spnings 5 hold the ailerons in prone? posision and consequently will noi'inally prevenl; rcmtion of the wheel 15 unless positively moved by. the aviator. it will thus be seen nos chef aviator may release the Wheel when in the air and yet move straight forward in a horizontal direction in safety. This is verv desirable in battle-planes or any hind of planes used in or near'tlieheisio line, as an injured aviator may tui nlids in.iwhine iovvord his own lines ,end then let go oi? all the "oasis end the airplane Will/ ordinarily ancometically" operate unlzilthe fee; has been exhausted. H in further eerrying'out the some idea of providing anioanaiic control she rudder 24 is operated by she uses} mechanism inoiud' ing the steering ber 25, loni said sheering bar is resiliently held in is neutral position "by the springs 26 end 2'? and the auxiliarysprings 28 there being one auxiliary spring 28 oneech sideofeach of the springs 26 and 27. These syrin e extend chrough the brachei. 22 and-are secured thereto in any desiurednczainxner as for inshance being riveted chereio, While the oiher springs 26 and 27 loosely fit in U-shaped reteininer members 29 and 30. In this way the bar and parts connoel-ted there-With are returned to choir neutral position when positively opersited. The Wires leading to the rudder 24:

' are connect/ad through'a suitable linlr (not shown). on each end of the bar, and in order. to properly reinforce the bar at the ends a fitting 32 is provided as shown in Fig. 2

' and in detail in Fig. 6. Each of these littings are stamped from a blank as shown in Fig. 6 with a rounded portion 38 which acts as a bearing for Wllfli) may be termed a turntable 34 nivotslly mounted on the shoe support 35. From the rounded portion a neck 37 extends into an enlargement 39 and an extension 38. Intermediate the ends of the neck portion 37 extensions 36 and 36 are provided While at the extreme ends oi. the entire blank extensions 51, 51, 52 and 52 are provided. When the blank is bent fill upon itself'so as to he looped around ihc end of the bar 25' fchc extensions 36 and 36 form an encircling fitting: as shovvn in Fig. 2, said extension being connected by a suitable rivet 53 to which a link (not shown) is connected if desired and the rudder wires connected to said link. The extensions 38 and 38' are bent forming" a substantially U- emma provided to insure againstany accidental slipping though the screws ordinarily are not necessary. When the fitting is properly placed'in position'an arm 39 is provided with an aperture ll and acts as a brace or bracket; for the rod 40. El. will beevident that there is a fleeing or stamping at each end of the bar as shown'in Fig. 6, and also there is psovided a shoe support- 35 at each end of the'bar. As shown in Figs. 2 and the'shoe support 35 is provided with a heel portion 45 having a raised end d6 against which ch-e heel rests when the foot is not n operation whereby the aviator may havehis feet in proper place on the bar.- 25 but rest-'.

ing against a support from beneath. The shoe support 35' is hinged on pivosally mounted on the'turntable 3d which rotates on its supporting pin 4'3 wherehgi-ihe sup port has universal movement. However,

the support is normally held at an angle as shown in Fig. lby means of the springs 48a11d ll), which springssurround the rod I 40. Spring 49 acts on'the end 570 of rod 40 and on the stop or bxackei 39, while spring 48 acts in the opposite direction, namely on the stop or bracket 39 and on'the shoe snpport 35 whereby when one end is swung to a different position the springs will aci to bring ixc back. This provision of means for snpporting'a shoe while allowing a con.- iinuous contaclj with the bar 25 will permit ihe aviator to rest his feet and legs vhen not positively operating the rudder. The

orrangemeni ofthe springslii and 19 end.

associate parts will allow the aviator to rest hisarms when traveling in a siraighl; hori zontal course. It will thus be seen that the structure just described has double adh vantages namely to pesmit the'avi'ator to rest himself and to permit a ivounded aviator toturn his machine toward his own lines'in case of a battle arid then allow. the

machine to fiv without controlling it. 2,

In connection with the muoi ement of the airplane in the air it is of course known that the controls of an ordinary: airplane are of the pilot rapidly becomes complex, in order to answer the di-flercnt requirements exacted by thocondltion of the air 'e'sthe arranged in such a way thatthe movement airplane moves along. "The movementof the aviator in controlling his airplane may be slow or fast in proportion to the intended elleot, though ordinarily his action. isn'oi in any exact proportion so that it requires movements before the airlit to the desired posie position from which several opposite plane can be brou tion, or back to t it has been forced by some air currents;

The continuous movement back and forth of the joy stick or the control wheel. is fatiguing, as the aviator to keep a proper course must continually move this slightly to counteract the action of the different air currents on the ailerons, elevator and the rudder. The extra movements of the controlling device by the aviator is caused by him not perceiving at the start the phenomenon to be corrected. For instance, in case an air current gives the airplane a tendency to take a nose dive the inclination of the airplane must be sufficiently pronounced for the pilot to notice it and in moving the airplane back it is usually the case that the same is brought back too far this way the motion of so that a back and forth movement of the controls are necessary. Moreover a slight movement in any direction of the joy stick or of the control wheel causes such a Wide variation in movement that it is impossible for an aviator to manually exactly proportion his efiorts.

, It is necessary for an aviator to continually have at least one hand on the ,control when in the air and if possible both hands so that in long flights reliefs-must be pro vided, or the aviator must withstand severe strains continually. To obviate this continuous strain on the aviator the various controlling springs and associate parts are provided. which act in at least two important ways, namely; to conserve and save the strength of the pilot and second to start the reaction in the right direction as soon as a disturbing action begins, as for instance when a gust of wind or an air'current gives the elevator a movement which will have a tendency to produce a nose dive. The springs on the elevator and the controlling bar will resist such movement and return,

the elevator to its correct position as soon as possible. In addition in case the movement is considerable the aviator will feel the pull immediately and may act accordingly which is not the case without the use of these springs, as the aviator only knows that the machine is diving when he observes the earth or some other object, which is imppssible when passing through a cloud. In

the machine is counterbalanced from the moment of their in ception of the disturbing action, namely the air current and usually can be entirely suppressed automatically by the springs. This feature of automatically returning the airplane to its proper position and automatically resisting any change therefrom without efiecting the control of the aviator is extremely useful in long distance flights,

' if he so desires.

night flights, in fog and also in clouds, and also in fighting machines, as it provides a horizontal plane in which the aviator may rest While using both his hands on the gun Another result of the action of these springs is that the aviator will have an opportunity to make repairs on the gun in case it jams without danger of immediate collapse or diving of his airplane.

In using the springs in fighting machines they are of extreme importance in case a bullet cuts one of the wires to the elevator, rudder, or in fact any of the controlling device, as said controlling device will be out of control by the aviator, but will be held in control by the springs and will have a tendency to hold the airplane in a horizontal position. In case the wires of the elevating planes were severed the machine would fly a substantially straight horizontal course and could be easily brought to the ground by the aviator by slowing down or stopping the motor. This brings in and utilizes the forces common to all airplanes, namely the three forces which may be classified as follows: 1st, The resultant of the forces exerted by the air upon the whole machine; 2nd, the pull or push of the propeller; 3rd, the Weight of the airplane. As is well known all of the modern airplanes are built so that these three forces meet approximately one foot below the center of gravity and in View of this fact if the engine is slowed down or stopped either intentionally orv accidentally the airplane will gradually volplane to the earth and if under some control may land safely with out injury. This landing of the airplane with or without injury is of importance where it is desired to save the secrets of the airplane or save the wounded aviator. If the aviator is mortally wounded, but is sufficiently conscious for a few seconds after being wounded he may turn his machine toward his own lines and let the control go. In case he should die the machine would fly substantially in a straight horizontal course until out of fuel and then descend in the same manner as if the engine was slowed down or stopped intentionally What I claim is:

1. The combination with an airplane provided with a steering bar connected with a rudder of a plurality of spring members rigidly secured to the stationary part of the airplane and slidingly connected with the ends of said bar for resiliently holding the bar in a given position and the rudder in a neutral position.

2. The combination of an airplane provided with a rudder and a steering bar therefor of a pair of flat springs rigidly secured at their centers to a stationary part of the airplane, a reinforcing spring for each of the first mentioned springs, and means ex- 13 fipm'mga whereby ",fihe ban: is msiiientlheld fmm.

3. The

far resiiiehfly homing flmgatggringpwt in a w-given pssition' and. mtfimz game in said 4 asitien when mnve/fi @hgr imm Whm 1mewad, smd. means wmpmsmg may of compartively short flafgsprjpg mmnber 0m ewh. sidls 0i mud-past, a, smgia spying member mmm 2d 0m. each ei the fiat spmng mam'bam- 8&1 mmgire spa-mg membngm vbamg huge? than am hwfivsyrmg mambers and connecteti an; one and to l'le 390%, and means mmmcting the apposite e'nfisof said last mantimwdgprizxg membem 5118 the fizgt men- ?aixmed spring membgm m a smtiomry pm.

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4%: Tim coznbimtian'wifih an airplane $160- Whaei far said 0% fmma. with msi spokas capable mi flexing substantiafiy in line with the axis 0. $116 whee Y L 5. The wmbination with an airgfiangpw viledwith a comrolling 0st 0? zm ifilemn vided wiflaa, commfling wail 0% a steeiging 1% 39M,

30 cenwllinp; wheei for saicl "past farmed with a lumiity of resi'ii sn'b spokaa, said swims bemg formal from a fiat shwe mat-21 with 0? which beingcut w madame a cannai 34365011811 and a, plurality 0 mdiiafiing sggmke 8331110 35 tures, said spokes being-supmmpam with the longest spoke structur s exbsnding m the rim of the wheel, said; resilwm sp'ekes Ming sitioiwfi b0 flex substantially parallel with ths axis of the whee m amutmi pnsikfiifin-an& mummmica'i m mammal w semi pasmon when moved t arecambinaizion wi'wii an aiming, $262k pwotally moumed afimemng; 390% 0i. mews:

M m? shsa suppcrting memkaera wiversaiiy 320mm with a wmmbie mt'atabi r maumaefi on the tummbie support, mid a pivotai for wimacting said turntable and fins: immmbie support.

8. The eombimfi-an with an airpimie pm vlded with a rudder, a amazing hm themfw;

Of a, shoe support pivotafiy Celine/stag} to .ziifi barpem" each end thereof, and; a pan 0% my posmgspmngsarmnged at the frontofflw shoe support for resihenfly holding trge slaw suppem in. a 'ven pnsi niomv Tm commaizlon Wlfilfii'i mzpiane pr m vxded. with a rudder and a, swfirmgg; bar thaw" fa r of a; shoe suppcrt uniwmafiy jeinarl to sm bar near each endlthzereof, sand immamzpgwfi roam formfi with an climax-fly mnfiingmemner against which the beds;

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spring; urmunding said wfi on @035. side 9;?

said bracket for'resifififltly msiz'iing movementin when oitwo dlreetmns so as 1mm siiienfly how the 8110a suwmak substan e. BURSELLAA.

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