US2063812A - Airplane control - Google Patents

Description

Dec.8,1936. 'W AM 2,063,812

AIRPLANE CONTROL Filed Jan 24, 1934 I 2 Sheets-Sheet 1 SwucMM:

Wallace 0. James,

Dec. 8, 1936. w. 0. JAMES AIRPLANE CONTROL 2 Sheets-Sheet 2 Filed Jan. 24, 1934 Patented Dec. 8, i936 UNITED STATES PATENT, OFFICE AIRPLANE CONTROL I WallaceO. James, New York, N.,Y. Application January 24, 1934, Serial No. 708,152

' C laims. (01. 244-83) .The invention relates to steering devicesparticularly :suited to use in air planes for lateral and vertical steering, and for controlling the I trim of. the ship as in banking and overcoming 5 side slip,eto. g V. a I

An important purpose 1 the inventionis to enable the direction of the flight of an airplane by simple manipulations corresponding closely to those required in steering .an automobile, so that the'actions which will be instinctive to many for effecting certain movements of a craft by reason or'corresponding actions in-directing land craft will be efiective in controllingthe airplane.

It is an important aim to present a construction which will increase the iacility of human control and at the same time eflect automatic control in trimming the ship both abe'amand fore-and-aft. v i

It is a most important purpose to present a control useful in operating the rudder and ailerons effectively and "easily for proper turns and for readily levelling out without requiring the operation of radically difierent members. I am aware of the use of two concentric hand wheels 5 for operating respectively longitudinal and trans-' verse balancing devices, and it'is a purpose of my invention to improve on the use or such devices to the end that a peculiar effect in making turns may be obtained not hitherto possible with prior devices, and also to enable apeculiarly satisfactory coordination of. the elevator control with the rudder and aileron controls. It is a further special aim to enable the operation 01 the ailerons and rudder simultaneously with a single wheel,

which, however, is adapted to separate operation or the. ailerons and rudder as required. It is a particular purpose to provide a device specially useful in making banked turns which-may also serve with high effectiveness in other maneuvers,

such as the Immelmanturn; the "barrel turn;

for'coming out of, spins, and for other move-. ments. s I

It is a specific object of the invention to effect an improvement in the construction of the hand wheel member used for ordinary operation where only simple banked turns, ascension and decension are involved. A further specific object is to provide a novel resilient device for holding the ailerons and rudder in neutral positions. A tur- 60 ther aimis the perfection of a novel pedal control for elevators. I

An important object of the invention is the perfection of an automatic balancing means peculiarly coordinated with the ailerons and rudder 6 controls, as well as with the elevator control,

Figure 2 is a detail of the pedal control therein. 15

Figure 3 is a detail of the neutralizing spring.

Figure 4 is a longitudinal sectional view of a control wheel and post unit embodied in my invention.

Figure 5 is a detail of the rack and weighted 20 gear in the rudder control. a

j Figure-6 is a schematic view showing the man-' nor of automatic functioning of the rudder and aileron control in recovery from a slip" or skid" toward the left of the view. 25

Figure '7 is a similar view showing the functioning of the controls to overcome slip orskid tostarboard, arrow a indicating the direction of a turn produced by manual operation of the rudder; arrow 1) showing the direction of the skid, 30

and arrow 0 coinciding with the depression of the port wing.

Figure 8 is a similar view showing the functioning of the controlsin a skid due. to manual operation of the rudder without banking. 5

There are illustrated the elements of an aeroplane of conventional form of today, including the usual rudder Ill, ailerons II and elevator l2 constructed and mounted to operate in the familiar ways. otherwise being well understood, and comprising no novel part of this invention are not illustrated,

' and the manner of mounting the illustrated elements in such craft is well known.

In. Figure l the elevator is operated by means 45 of a rod [3 extended longitudinally of the craft, connected at its rear end to the arm I fixed on and extending downward from the elevator. At its forward end the rod is connected to a depending arm 15 of a bell crank lever l8 pivoted beiii) neath the foot board, the upper rearwardly extended arm ll of the leverbeing connected to a flexible tape or cord H (see Fig. 3) normally. wound on a drum l9, carried in a case III, which has an opening 2| for the tape presented toward The details of structure of the craft 4o the-lever l6 on aradius of thelever midway of its extremes of movementf A volute torsion'spring 22 is anchored to a fixed post 23 within the drum and connected at its outer end to the drum so as to turn the drum and hold the tape yieldingly wound thereon. The arm I1 is thus held normally directly before the opening 2| and the parts are so proportioned that this is the neutral position of the elevator control. The case 20 is shown mounted on a bracket22' attached to the under side of the foot'board 24..

On a foot board 24 the pedal post 25 is fixed, having a pedal 26 fulcrumed thereon as a lever of the first o der. the peda v a rod 2? is pivoted, the latter being connected at its lower end to the end of the arm H. The rear or heel end of the pedal is free and the lever is spaced from the board 24 sufficiently to permit its ends to be depressed alternatively. De-

pression of the forward end will cause the rod J3 and arm l4 of the elevator to be drawn forwardly and causing the lifting of the tail of the craft so that its nose is lowered and it is caused to go into a glide, or to tend to level out, if ascending. To bring the nose of the plane up pressure is exerted by the pilot on the heel of the pedal. The pedal would preferably be located at the left of the pilot so that the right foot would be free for use with the usual foot throttle of the motor, or for applying brakes.

At a suitable part of the rod |3 a rack 28 is incorporated having a gear 29 meshed therewith and revolubly mounted on a fixed axis. This gear has connected thereto a pendulum or weight 30 perpendicular when the craft is on a normal course. If the pedal is free, and the ship is headed down, the weight swings forward, moving the rod |3 backward and causing operation of the elevator |2 to lower the tail of the craft and so bringing it to and maintaining it on an even keel, or a position which will cause the ship to follow a course approximately a constant altitude. The reverse action occurs when the plane is headed upward.

A tubular steering post 3| is illustrated which may be mounted on a horizontal, or inclined axis, as found most convenient in order to incorporate the control and to suit the convenience of the pilot after the manner of an automobile steering col umn. This may be secured upon the foot board 24 or otherwise in any approved manner. In suitable fittings at its upper and lower ends ball bearings 32 are mounted supporting a hollow aileron control shaft 33. To the upper endof this shaft an inner or lower rim section 34 of a split control wheel 35 is secured by a single fore and aft cross bar 36, having a hub formed with a concentric annular seat 31 in its outer side in which a bearing 38 is set, carrying the outer end of an inner hollow rudder shaft 39, to which a transverse cross bar 40 is fixed carrying the outer or upper rim section 4| of the control wheel 35. Over the hub 42 of the spider 40 any usual switch, light, spark, or other levers 43 may be mounted in a familiar way, and from theseany. usual shafts or. other connections (not shownl may be exshape in cross section that will togetherform a suitable contour'to enable effective grasping of the two together in one hand, the palm on the outer one 4| and the fingers extending around the inner one 34. The cross-sectional form may be varied to improve the effects and functions desired and to enable proper grasping of the two rim sections. 7

To the forward or toe end of i As shown the proximal faces of the two sections are flattened and at an obtuse angle to the axis of the post, being inclined from adjacent the outer and upper spider 40 to a line inwardly of the inner or lower spider, so that in fact the opposed faces are conical. The exposed faces of the rim sections as here shown are rounded so that the two sections .together have the form of an egg in cross section with its larger portion presented away from the post. The space between the sections is about one eighth of an inch. The inner spider may be flexible toward the outer one so that the two rim sections may be-drawn together when grasped firmly, but should be rigid against fiexure by rotation on the axis of the wheel. The purpose is that when in mutual contact, by friction or' otherwise, there will be less likelihood of slippage of one section relatively to the other, until purposely released.

For" moving the rudder there is a cable circuit 44 including two side members connected to respective ends of the cross arm 45 of the rudder and a transverse reciprocable rack 46 to which the side members are connected and by recipro cation of which they are operated to move the rudder. This rack is extended equally in opposite directions from adjacent the shaft 39, and a gear 41 is fixed on the end of this shaft meshed with the rack, so that by rotation of the ,outer or upper rim section 4| the rack is moved to swing the rudder. There is a second similar rack 48 parallel to the first and adjacent the end of the shaft 33, and this shaft carries a gear 49 meshed with the rack 48. From the ends of the rack 48 respective cables 5|) are extended to the upwardly projected operating arms of the respective ailerons H and return connections may be made if desired in accordance with familiar practice. The gear 49 is formed with a normally lower weighted portion 5| which may be on either or both sides of the gear and may be extended as desired, while the gear 41 is similarly weighted at its upper part as at 52 or withanore radial extension, if desired.

The racks are both mounted on anti-friction devices 53'mounted on a suitable plate 54 carried by a bracket 55, which may be a continuation of the one 24' before referred to if the steering post is mounted on the foot board 24. Mounted on the plate 54 midway of and beside the racks there are respective spring cases 20, each like the one first described and containing a similar drum and spring, as Well as having the same tape |8 extended therefrom and connected centrally to the respective adjacent rack, so that on reciprocation of the rack in either direction the tape is drawn outward against the tension of the spring, thus tending to draw the rack backto initial position whenever freed. The tension and strength of the springs is definitely proportioned to the mass of the weights, and the latter are intended to function by gravity and by centrifugal force developed by gyratory or turning movements of the plane in its flight.

While weights have been shown, other well known means for suchpurposes may be employed as found desirable Whether operating by gravity or air current pressure, and the-intermediate. connections may be varied as found desirable.

The spring 22 associated with the rack 46, gear 41 and weight 52 is preferably constructed so that when the plane is transversely horizontal and when the craft becomes inclined laterally in" either, direction, the weight will, overcome thespring'proportionately to effect operation of the rudderJf'The 're I sistance of the spring should become progressively greater f as the rack is moved, so that the "spring will be" capable of raising" the weight j irom; eithjer'l extreme when the plane is'infnormal flight; andffthecontroi n the use of the construction described, with the plane in normal flightfth'e pilot in order to make; a normali quick' turnfgras'ps the. wheel with one 'or both 7 hands firmly, so as to encompass both rim sections in the grasp of the'han'd, and turns structure illustrated. 'I'liis rudder tojrnove the tailf'tofport, and operates the aileron to dep'ressthe; starboardjwing, causing'a :prop'er bank.

holding "the one [4 I aut matic" return spring fde'vices acting ,on the.

rack 48, as well as air pressure on the. aileron,

"=the "latter is returned ,to'. normal positiohand the shi increaseof j bank. "At the same time the elevator is operated]by depression of the {heel of. the

pedal, to keep the head of,, the craft. up,. counter acting tendency of theicraft to nose downward when,- banked with th'e'yertical rudder ,.set as.

last 'indicatedif When the turn has been nearly. completeddn' this f'mannen'the 'pilot, againcloses section and reverseshis'fingers'o the lower rim themovement of the complete wheel comprising bothr imscounter'clock-wisa tocome out of the the normal'position which they had at the beginning of the, turn. This moves the vertical.

rudder back to normal so as to straighten the course of the ship, and at the same time operates the ailerons to trim the ship abeam The pilot I also at the sametime releases the pedalto permit the horizontal rudder to return to normal,

' as indicated. At

or he presses the toe of the pedal to effect such return positively. For a ,more gradual turn,

after the ship has become banked bythe operation'of both rims as described, for beginning the I turn, they are both released, permitting boththe vertical rudder and the ailerons to assume nor-, mal position and then the elevator slightly raised j by depression of the heel of the ,pedal. When 3 alone is then such a turn is completed the rim I and the elevator operated to level the ship abeam,

as the ship is trimmed abeam, the wheel is released completely, freeing the-rim 34 andallowing the return of the aileron to normal position any time during the turn, release of the wheel completely will cause the'ship to automatically straighten its course and level off by action of the weights and springs, as indicated. In case of inadvertent excessive banking during a turn'and beginning of a slip, or in case and release of the pedal,

the ship goes out of flight, by release of lower section onlyor as the wheel either as to the to the complete wheel, the springs and weights will stop further digression from normal flight, and the weights will exert corrective aohand turn with .the; turns .the ,yei tic'a'l.

k I When fthe proprfdegree'oibankis attained the'pilotfopens his fingers sufficiently ftofrelease the lower rim section but still,

and the action oi. .'the I then continues the turn .without'further tion presented such as operation of either the aileron alone trim abeam during normal tion to trim the ship and level off, as indicated in Figure 6. In thisaction the gear and weight 2 9.-30- of (the elevator control coact with the gears 41 and 49 of the rudder and aileron control and 1 their respectiveweights, as will be under stood. Thus, as indicated in Figure 6,'in case of a slip to starboard, gear '49 ;andlweight 5| will operate to lower-the port: wing, whichgwill tend ,to stop, the slip, and at thesame. time the gear 41 and weightilwill operate the rudder to head slip.

force developed in .the weights acting from the axis of. the turn'to -which theskidis idue, will cause the weight 5| totswing toward the outer side of the ship, and.res'ult; inoperation of the ailerongto; properly :bank' thea'ship, the action being similar to that illustrated inFigure-6' as to, the .aileron'; but the rudder= wouldordinarily be ,held manually in an opposite position;

Eor a turn such'as the .Immelman turn this control. is especiallyhseful, although the principal, benefits of For the, Immelman'turn,

given a swift-turnun the. desireddirection' um til the aileron at 'one sideis'lifted to right angles tothe wing, whereby its actsas a brake'on'.

that one side, the. rudder coacting therewith and aquick turn being .efiected while theplanecontinues on the same plane as before beginning of further maneuvers 'of the plane the two sections in opposite directions is required, the pilot'may grasp the bars of respective the. invention are in facilitat ing ordinary simple manuevers with a plane. the wheel is grasped with both hands holding-both sections firmly, and

sections in either hand and operate the sections independently. The bar 40 of the outer or upper section preferably extends transversely of the ship while the parts are in initial or neutral position, and the bar 36 of the inner or lower section preferably'extends fore-and-aft at the same time.

For the Immelman' barrel turn the pedal is operated to invert the ship with the elevator, and the bar 36 grasped and operated to right the ship with-the aileron. V For recovery from spins and for other uses the two wheel sections may be independently operj ated'by grasping the bars 36 and 40 as rereturned to normal flight position, and as soon I quired. I

It is important to note that by the construcin. case of mistake. by the pilot or the rudder alone the control devices automatically will cause proper guidance of the craft in a safe manner.

thereby produced will cause the operation of the weight 52 and gear 41 to turn the rudder so as to head the plane in the direction of the low the rudder alone be operated, centrifugal force 7 Thus,- if the aileron alone is operated, the transverse inclination of the plane 'will'act through the weight 5| to depress the wing at the inner side of the turn.

The terms of the claims relating to the transverseweight controls are intended to include various devices operative when a plane becomes transversely inclined, whether they respond 'to' gravity, or unbalanced air pressures or currents.

The connections to the ailerons, rudder and elevator from the control devices, such as pedal, hand wheels and the weight devices may be of various kinds now familiar as found suitable and advantageous.

I claim: t 1. A steering wheel for air. craft comprising inner and outerconcentric revolubly mounted shafts, a rim for the wheel split in two parts divided to form two annular grip members in close relation adapted to be grasped together within one hand for the purposes described, a trans verse cross bariixed onone shaft and secured at its ends to, one rim section, and a cross bar fixed on the other shaft at right angles to the first named her normally and secured at its ends to the other rim section.

2. A control means of the character described, comprising a steering post, respective concentric shafts-therein independently revoluble on their common axis, a vertical rudder operatively connected with theouter shaft, ailerons operatively connected with the inner shaft, a split wheel divided substantially in itsvmajor plane, to form complementary completely annular rim portions shaped, proportioned and adapted tobe both enclosed in the grasp of the hand, the inner rim portion being connected to said, outer shaft for operation of ailerons, the outer rim portion be ing connected'to the inner shaft for operation of the vertical rudder, a fixed anchoraga and separate yielding means connected between the anchorage and the and inherently operative to move the shafts and operated positions in either direction to 'a predetermined normalposition of fixed location, for the purposes described.

3. A steering control wheel for airplanes'com prising concentric independently revolubly mounted separate shafts, airplane controls connected respectively to the shafts, respective annular concentric rim members fixed on the shafts, said rim members being of identical radius from the axis of the shafts, and being spaced in juxtaposition with an exceedingly small space therebetween, the two rim members having such measurement in cross section and opposite outer faces that taken together correspond'to the normal cross section of a single steering rim, whereby bothrim members may be grasped within a single hand for normal, r0.- tation customary with a single one-piece rim.

4. The structure of claim 3 in which the two rim'members have opposed faces adapted to be pressed into coengagement to frictionally oppose relative movement of the two when pressed together, the mounting of, the two rim members including resilient support means yieldable to the grip' of a pilot, but rigid tangentially, where-f by the two rim members may be pressed into frictional coengagement by the grip of the hand for the purposes described.

5. The structure of claim 3 in which the rim members WALLACE 0. JAMES.

shafts respectively normally-

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