US1605398A - Controlling device for aeroplanes - Google Patents

Description

No v. 2 192 1,605,398

C. R.- FAIREY CONTROLLING DEVICE FOR AEROPLANES Filed Jan. 24, 1925 a Sheets-Sheet 2 Nov. 2 1926. 1,605,398

' C. R.. FAIREY CONTROLLING DEVICE FOR mndrnmss Filed Jan- 24, 1925 3 Sheets-Sheet :5

Patented. Nov. 2, 1926.

urursoj STATES CHARLES RICHARD FAIREY, OF HAYES, ENGLAND.

CONTROLLING DEVICE FOR AEROPLANES.

Application filed January 24, 1925, Serial No.

In an aeroplane wherein the hinged trailing n'larginal portion of each Wing of any pair is divided so as to present an outer section or aileron and an inner section or flap, it has been proposed I. To provide means (a) for enabling lateral stability to be controlled, by flex ng the respectiy e ailerons alone, simultaneously in opposite directions, independently of or in addition to any movement of the flaps: and, in the same machine, (b) for enabling the camber of both wings as a Whole to be "aried, by-concurrently flexing both flaps and both ailerons si'- multaneously in the samedirection, independently of or in addition tosimultaneous reverse fiexure of the respective ailerons.

It has also been proposed:

II. To provide means (a) for enabling lateral stability to be controlled 1 (1) by flexing the respective ailerons alone, simultaneously in opposite directions,

(2) by flexing the respective flaps alone, simultaneously in opposite directions, independently of any movement of the ailerons; or

ailerons and the respective flaps simultaneously vin opposite directions; and, in. the same machine,

p (b) for enabling the camber of both Wings as a whole to be varied, by concurrently flexing both ailerons and both flaps. simultaneously in the same direction, independently oforin'addition to simultaneous reverse movement of the respective ailerons and/or the respective flaps. It has further been proposed III'. To provide means f I (a) for enabling lateral stability to be controlled, by flexing the respective alone,simultaneously in opposite directions, independently of or in addition to any movement of the flaps; and, in same machine,

(1)), for enabling the camber of part of both wings to be varied by flexing both flaps 0 alone, simultaneously in the same direction,

independently of or in addition to simultaneousreverse fiexure of the ailerons.

independently of any movement'of the flaps;

(3). by concurrently flexing the respectiveailerons.

According to the are provided for trols, namely (a) for enabling and in Great Britain January 25, 1924.

present invention, means effecting the following conlateral stability to be controlled alon inde (2) by flexing the respective flaps alone,

simultaneously pendently of any movement of the ailerons;

I (3) by concurrently flexing the respective ailerons and the respective flaps simultaneously in opposite directions to the same extent or to different extents; and, in the same machine, (b) for "enabling the camber of both wlngs to be varied, either in' part or as a whole at will,

( 1) by flexing both ailerons alone, simultane ously in the samedirec'tion, independently of or in addition to any movement of aps; or

(2) by flexing .both flaps alone, simultaneously in the same direction, independently or in addition toany movement of the ailerons; or

(3) by concurrently flexing both ailerons and 1n opposite directions, indeaps simultaneously in the same)" direction, independently ofo'r in addition to simultaneous reyerse movement of the re spective allerons and/or the respectlve fiaps.

Inthe accompanying form of the invention as drawings, Figures and 3 illustrate dlagrammatically one applied to a biplane whereof only the upper pair of wings 11,11* have their hinged port nam and ions each divided into two sections, ely, an outer section or aileron 12 or 12* an inner section or flap 13 or 18*, whilst the lower pair of Wings 14, 14*, which are of shor hinged trailing marginal portions undivided, each ,wing having only one which corresponds flap 15 or 15*, as regards movement with the directly-overlying flap 13 or 13* of the upper wing chin chin

Figure 1 is a front elevation of the mae, the fuselage being omitted; Figure 2 trailing marginal ter span than the upper pair, have their,

respective cables 26,

being coupled is a plan view; and Figure 3 is a view looking from the right-hand or starboard side of the machine.

Figure 4 is a detail view, drawn to a 1arg-' er scale, shewing a modified arrangement of the two screw-shafts hereinafter mentioned.

In the example illustrated in Figures 1, 2 and 3, it is to be understood that all the ailerons and flaps are adapted to be depressed by positively-acting means in oppo-. sition to spring-action tending to raise the ailerons and flaps above their respective normal angular positions relatively to the fixed portions of the wings whilst the upper and lower flaps at either side are connected together so as to move together as one.

The ailerons 12, 12* appertaining to the respective wings 11, 11* of the upper pair are controlled by a single pair of cables 16, 16* which, after being led inwards in opposite directions from downwardly-projecting levers on the undersides of the respective ailerons, and around stationary guidepulleys 17 17* are passed around pulleys 18, 18* carried by nuts 19, 19* working respectively upon right and left handed screw-threads on the corresponding end portions 20, 20* of a manually-rotatable transverse horizontal respective cables 16,- 16* being attached to the opposite ends of a sprocket-chain 22 passing over a manually-rotatable sprocketwheel 23 mounted at the upper end of a central control-pillar indicated at 24 in Figure. 3. A pull on either cable 16 or 16* has" for effect to depress the corresponding aileron 12 or 12* in opposition to a spring 25 or 25* in the Well-known manner.

The respective flaps 13, 13* and 15, 15* appertaining to the respective wings of both pairs are controlled by a single air of from downwardlyprojecting levers on the undersides of the respective flaps 15, 15* of the lower pair of wings, and around stationary guide-pulleys 27 L 27*. are passed'around pulleys28,

28* carried by nuts 29, 29* working respectively upon right and left handed screw threads on. the corresponding end- portions 30, 30* of a second; manually-rotatable transverse horizontal screw-shaft 31 the 26* being'attachedto the opposite ends of a sprocket-chain 32 passing over a second manually-rotatable sprocket-Wheel 33 mounted, concentrically with the first-mentioned or aileron sprocketwheel 23, also at thefupper end of the same central control-pillar 24. A pull on either cable 26 or 26* has for effect to depress the corresponding lower flap 15 or 15* WhlCh, to the overlying upper flap 13 or 13* by wires 36 or 36*, pulls down the corresponding upper flap in opposition to screw-shaft 21; the

being led inwards a spring or 35* in the well-known manner. v The first or aileron sprocket-wheel 23 turns as one with a handwheel 37, and the 'second or flap sprocket-wheel 33 likewise turns as one with another handwheel 38; the tWo handwheels 37 and38, which are ca a ble ofindependent rotation so'as to ena 1e either the respective ailerons or the respective flaps to be flexed in opposite directions, at will, being presented one concentrically in front of and in convenient proximity to the other. Each handwheel (with its sprocket-Wheel) may be permanently independent of the other, and either or both may beprovided with means for enabling it or them to be detachably locked in the mid or neutral position.

,Or, alternatively, means ma be provided for normally holding (say) t e fia handwheel 38 (with its sprocket-wheel33 locked to the control-pillar 24 in the mid or neutral angular position and for enabling it to be released therefrom and, when both hand wheels 37, 38 (with their sprocket-wheels 23, 33) occupy corresponding angular positions, for enabling them to be detachably locked together so as to permit of both handwheels (with their respective sprocketwheels) being rotated together as one in order to cause both the respective. ailerons and the respective flaps to be flexed in opposite directions, at will.

The two screw- shafts 21, 31, which are preferably placed in the neighbourhood of the lower end of the control-pillar, are journalled in suitable bearings so asto be capableof rotation about their axes without longitudinal movement; the nuts 19, 19* or 29, 29* of each pair being prevented from rotating, so that they will approach towards or recede from one another according as the screw- shaft 21 or 31 upon which they work is turned in. the one or the other direction. Each screw- shaft 21 or 31. is adapted to be rotated by means of an endless sprocketchain 39 or 40 passing around a sprocketwheel. 41 or 42 upon the shaft and a second sprocket-wheel 43 or 44 turning as one with a. handwheel 45 or 46 mounted conveniently near to the'pilofis seat; the two handwheels 45, 46 which are concentric, being presented one in front of and in proximity to the other. These two screw-shaft handwheels are capable of independent rotation so as to enable either the respective ailerons 12, 12* or the respective flaps 13, 13* and 15, 15* to be flexed in the same direction, at will; and each handwheel may be permanently independent of the other, Whilst either or both may be provided with means for enabling it on them to be detachably locked in the mid or neutral position.

()r, alternatively, means may be provided III for normally holding (say) theflap screwshaft handwheel 46 locked in its mid or neutral angular position (corresponding with the normal angular position of the flaps- 13, 13* and 15, 15*) and for enabling it to be released therefrom and, when both handwheels 45, 46 (with their sprocket-wheels 43, 44) occupy corresponding angular posi-' tions, for enabling these two handwheels to be detachably locked together so as to permit of both handwheels, with their respective screw- shafts 21, 31 being rotated together as one in order to cause both the.

ailerons and the flaps at the respective sides of the machine to be concurrently flexed in the same direction, at will.

The means provided for normally locking one of either pair of handwheels 37, 38 or 45, 46 in mid or neutral position. for releasing it therefrom, and for detachably locking together the handwheels of either pair when occupying corresponding angular pos1tions, may be substantially as described in the specification of British Letters Patent No.

According to a modification, if desired, only a single handwheel may be employed for flexing in opposite directions either the ailerons, or the flaps, or both, alternat vely; clutch-mechanism beingprovided for coupling saidsingle handwheel either to the aileron sprocket-Wheel 23, or to the flap sprocket-wheel 33, or to both sprocket-wheels 2-3 and 33 at will. Similarly, only a single screw-shaft handwheel may beemployed for flexing in the same direction either the ailerons, or the flaps, or both, alternatively;

' clutch-mechanism being provided for com pling this latter single handwheel either to the aileron screw shaft 21, or to the flap screw;shaft 31, or to both screw- shafts 21 and 31, at will. r Suitable modifications would be made in the connections in cases where the ailerons and flaps are required to be raised as well as depressed by positively-acting means; each of the control-cables of a pair being bifurcated into two main branch'es, the one branch,

' which when drawn upon serves to depress the ailerons (or flaps), at one side of the machine, being guided andconnected-substantially as already set forth, whereas the other branch which, when drawn upon, servesto raise the ailerons (or flaps) at the opposite side of the machine, would be appropriately guide and connected so'as to be adapted to produce the result required, whilst any necessary compensating-means for taking up slack in each branch would also be provided.

Although, in the biplane described and illustrated, and as seen clearly in Figure 1, only the upper pair-of wings 11, 11* have both ailerons 12, 12* and also flaps 13, 13*, whereas the lower pair of wings 14, 14* are of shorter span and have only flaps 15, 15*, it

will be obvious that the span of'the lower pair of wings might be substantially equal to that of the upper pair in which case the lower wings might have not only flaps but also ailerons. Such-ailerons of the lower pair of wings would be coupled to the respective overlying ailerons of the-upper pair of wings in the same way as the lower flaps are coupled to the respective overlying upper flaps, whilst the control-connections would remain substantially as already described; the only difference being that the aileron control- cables 16, 16* would preferably be connected directly not to the upper ailerons 12, 12* as shewn, but to the lower ailerons in the same manner as the flap control-cables 26 are shewn connected directly to the lower flaps 15, 15*; as will be readily understood.

In Figures 1, 2 and 3 the screw-shafts are shewn as eccentric toone another; but they may be sleeved the one upon the other coaxially, for example as illustrated in Figure 4. In this figure, the aileron screw-shaft 21.

is shewn as a tube through which the flap 1 irequ-irement which may arise whether in taking-off, during flight, or when landing. I claim:

1. Inan aeroplane wherein each wing of a pair of wings has its trailing marginal portion divided into two sections, namely, an

aileron towards the outer end and a flap towards the inner end of the wing, each'section being capable of independent fleXure relatively to the main portion of the wing; the com'birgition oftwo rotary members independently rotatable at will, a pair of oppositely-extending flexible connecting-members engaging the one rotary member and operatively coupled to the respective ailerons for depressing'either aileron alternatively in accordance 'with the direction of rotation of said rotary member, means for concurrently and automatically raising whichever aileron is not thus depressed, a second pair of oppo sitely-extending flexible connecting-members engaging theother rotary member and op-- eratively coupled to the respective 'flaps for depressing either flap alternatively in accordance with the directionof rotation 10f said other rotary member, means for concurrently and automatically raising whichever flap is not thus depressed, a pair of movable guides engaging. the first-mentioned ,connecting- I members respectively, means for at will varying the effective distance between said guides for depressing both ailerons simultaneously, a second pair of movable guides, operative independently of the first pair of guides, en-

v each section being separately hinged to the main portion of the wing so as to be capable of independent fiexure relatively thereto;

. posite "directions,

the combination of a wheel mounted to 1'0- tate in a substantially vertical transverse plane, means for imparting rotatiori-toi'said wheel in either direction atwill, a substan tial y horizontal transverse screw-shaft whe got the 'respective end portionsl are formed with screw-threads winding in 2.61

tion tosaid screw-shaftin either direction at will, a pair of nuts engaging the respectivelscrew-threads so as to be caused to approach or recede from one another according to the direction 1n wh ch the screwshatft is rotated, guide-pulleys carried .by

bers engaging by the respective nuts, stationary guide pulleys between the respective ailerons and thence responding nuts, a pair of oppositely-ex tending flexible connecting-members where;

of each is attached by it \one end to'oi ie side of one of the ailerons and is thence led around certain of said ,stationary'guide ulleysvand around the guide-pulleyflearried' y one of the nuts, said connecting mem wheel for causing rotation of the wheel in either d'rection to tgansmit a pull through one of said connecting-members whereby; to cause the corresponding aileron to be'ifl exed in one direction whilst the other connecting-member is relaxed, means for automatically taking up the slack in each eon'nect-.

ing-member when thus relaxed; azseco'nd wheelmounted to rotate in a substantially vertical transverse plane, meansor? impartmeans for imparting rota-' their other ends with said ing rotation to said second wheel in either direction at Will independently of the firstmentioned wheel, a second substantially horizontal transverse screw-shaft whereof the respective end portions are formed With screw-threads winding in opposite directions, means for imparting rotation tosaid second screw-shaft in either direction at will independently of the first-mentioned screw-shaft, a second pair of nuts engaging the respective screw-threads on said second screw-shaft so as to be caused to approach or recede from one another according to the direction in which said second screwshaft is rotated, guide-pulleys carried by the respective nuts of the second pair, stationary guide-pulleys between the respec tive wing-flaps and the nuts of second pair, a second pair of oppositely extending flexible connecting-members whereof each is attached by its one end to one side of one of the wing flaps and is thence led around certain of said stationary guide-pulleys and around the guide pulley carried by one of the nuts of the second pair, said connecting -1nembers engaging by their other ends with said second wheel for causing rotation of the wheel in either direction to transmit a pull through one of said second pair of connectingunembers whereby to cause the corresponding wing'flap to be flexed in one ',,di1'ection wl1ilst the other connecting-mem- ,ber of said second pair is relaxed, and means for taking up the slack in each con necting-member of said second pair when thus relaxed, substantially as set forth.

3. An aeroplane as claimed in claim 2 and having a control-pillar, the two Wheels of which are mounted to rotateeach in a substantially vertical transverse plane being arranged coaxially with one another at the upper end of said control-pillar, substantially as set forth.

4. An aeroplane as claimed in claim 2, wherein the one screw-shaft is made tubular and is sleeved coaxially upon the other screw-shaft, substantially as set forth.

, CHARLES RICHARD FAIREY.

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