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Month in the Patent Office

Month in the Patent Office cross-bar and pivoted to the upper cross-bar, and the ailerons are actuated by the shaft 3a through a pulley and cable system. In a third form, FIG. 8, the control sticks are axially movable in housings 36 pivotally mounted in the aircraft frame and coupled at their These abstracts of British Patent Specifications are taken, by permission, from the officially prepared upper ends to control rods 5b which are connected to abridgments classified in Groups. Sets of Group abridgments can be obtained from the Patent Office, levers 66 secured to a shaft carrying a single lever 25 Southampton Buildings, W.C.2, sheet by sheet as issued, at a subscription of 10s. per Group. Copies coupled to the elevator. The axial movements of the of the full specifications are obtainable at the same address, price 1s. each. sticks are transmitted through rack and pinion gear­ ing, or pulleys and cables, and universal joints within the housings to cause rotation of shafts 12b which 614,624. Helicopters. Cicrva Autogiro Co. Ltd., securing the leading-edge portion 37 in a recess 36 actuate the ailerons through the pulley and cable sys­ Shapiro, J. S., and Pullin, C. G. July 25, 1946. along the edge of the flange 25 to provide a flush joint. tem shown. In a further form, FIGS. 9 and 14, the con­ No. 22157. (Class 4.) (Also in Group XXVI.) Such an arrangement may be used for attaching the trol sticks are axially movable in housings 4c which trailing-edge portion, or for flush fitting access plates. are rotatable in relation to housings 10c having forked The exterior surfaces of the panels are machined to the extensions, 10c coupled to the elevator control rods desired profile. Specification 615,275 is referred to in 13c. Each housing 10c forms the planet carrier of a the first Provisional Specification. differential gear comprising a sun gear 7c mounted on a shaft 2c carrying a pulley 8c, and a sun gear 6c 615,740. Controlling aircraft. Soc. Nationalc de mounted on a shaft 1c carrying a pinion 5c in mesh Construction Aeronautiques du Sud-Est. Dec. 20, with a rack formed on the control stick, the ends of 1945, No. 34621. Convention date, Sept. 18, 1944. the shafts forming pivots by which the assembly is (Class 4.) mounted in the aircraft frame. The flying controls of an aircraft comprise two con­ trol sticks arranged on either side of the pilot's scat and operatively connected to the elevators and ailerons 616,086. Driving gear. Soc. Anon des Ateliers in such manner that a fore or aft swinging movement d'Aviation. L. Breguet. Aug. 27, 1946, No. 25558. of the sticks together actuates the elevators, and Convention date, Sept. 12, 1942. (Class 7 (ii).) differential upward and downward movements of the In an engine in which the cylinders 1 are arranged sticks actuate the ailerons. In one form, FIG.' 3, control substantially parallel to the driving shaft 10, the com­ sticks D and G are pivotally connected to cross-bars pression ratio is varied by adjusting the angularity of 16 and 17 pivoted on longitudinal axes 15 and 14 to a the connecting-rods 12. A swash-plate 2, engaging A blade for a helicopter or like rotor carries a pro­ housing 11 secured to a tube 10 rotatable in bearings pinions 14, 16 on the shaft 10, rolls on a fixed pinion pulsive duct of the continuous flow or intermittent 8, 9 on the aircraft frame. The lower end of the hous­ 3 which is adjustable to vary the compression ratio. type at its outer extremity, the centre line of the duct ing is coupled to the elevator control rod 24, and the It is connected by arms 4 to a sliding ring 6 which car­ being inwardly and forwardly inclined to the direc­ bar 17 is secured to a lever 21 coupled at its upper end ries a rack engaged by one or more pinions 8 rotated tion tangential to the path swept by the duct. FIG. 1 to the aileron control rods 22, 23. In a second form, by electric motors, preferably through torque-limiting shows an arrangement in which the inclined centre fig 6, the upper cross-bar 5a is coupled by a universal, devices. Alternatively, adjustment may be effected by line 11—11 of a circular duct 7 is straight, while joint to a shaft 3a rotatable in bearings 2a, 4a in the hand, or by the engine itself, and be locked at the end FIG. 4 shows a rectangular-section duct la of which frame, and the lower cross-bar 7a is guided on a fixed of the stroke. The cylinders are either parallel to the the centre line 1 la—1 la is curved. quadrant la. The elevator control rod 9a is coupled driving shaft or slightly inclined thereto, either as to the lower end of a lever 8a secured to the lower shown or transversely. 614,777. Helicopters. Cicrva Autogiro Co. Ltd., Pullin, C. G., and Watson, K. July 29, 1946, Nos. 22506 and 34241. (Class 4.) Mechanism for controlling rotor blade pitch angles which is shown in FIG. 1 mounted on a vertical rotor-shaft 37, comprises a drag-link 157 mounted on a flapping pivot-pin 156 whose axis passes through the hub axis. 615,284. Aerofoils. Armstrong Whitworth Air­ craft Ltd., Sir W. G., Woodhams, H. M., and Lock- wood, S. W. D. Aug. 1, 1946, Nos. 22904/46 and 16741/47. (Class 4.) An aerofoil has at least the main portion of its air- swept surface formed of panels, of appropriate curva­ ture, having inwardly projecting marginal flanges rigidly connected together by bolts, each of the panels being machined from a bar or plate of sufficient thick­ ness for the formation of the marginal flanges. In the form shown in FIG. 1, upper and lower panels 21, 22 of light alloy are secured to spars 30, 31 and stifleners 32 by bolts passing through spanwisc flanges 25 and chordwise flanges 24 respectively. As shown in FIG. 3, the peripheral edges of the spars and stiffeners extend to the exterior surface of the aerofoil; alternatively, they may be recessed into the marginal flanges which are arranged to abut each other. The marginal flanges are stayed by triangular gussets 26, and the panels may also be provided with chordwise-extending reinforcing ridges between the flanges 24, also provided with simi­ lar gussets. The leading-edge portion 23 of the aerofoil is bolted to the spar 30, and the trailing-edge portion to the spar 31. FIG. 8 shows an alternative method of February 1952 59 http://www.deepdyve.com/assets/images/DeepDyve-Logo-lg.png Aircraft Engineering and Aerospace Technology Emerald Publishing

Month in the Patent Office

Aircraft Engineering and Aerospace Technology , Volume 24 (2): 1 – Feb 1, 1952

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Publisher
Emerald Publishing
Copyright
Copyright © Emerald Group Publishing Limited
ISSN
0002-2667
DOI
10.1108/eb032135
Publisher site
See Article on Publisher Site

Abstract

cross-bar and pivoted to the upper cross-bar, and the ailerons are actuated by the shaft 3a through a pulley and cable system. In a third form, FIG. 8, the control sticks are axially movable in housings 36 pivotally mounted in the aircraft frame and coupled at their These abstracts of British Patent Specifications are taken, by permission, from the officially prepared upper ends to control rods 5b which are connected to abridgments classified in Groups. Sets of Group abridgments can be obtained from the Patent Office, levers 66 secured to a shaft carrying a single lever 25 Southampton Buildings, W.C.2, sheet by sheet as issued, at a subscription of 10s. per Group. Copies coupled to the elevator. The axial movements of the of the full specifications are obtainable at the same address, price 1s. each. sticks are transmitted through rack and pinion gear­ ing, or pulleys and cables, and universal joints within the housings to cause rotation of shafts 12b which 614,624. Helicopters. Cicrva Autogiro Co. Ltd., securing the leading-edge portion 37 in a recess 36 actuate the ailerons through the pulley and cable sys­ Shapiro, J. S., and Pullin, C. G. July 25, 1946. along the edge of the flange 25 to provide a flush joint. tem shown. In a further form, FIGS. 9 and 14, the con­ No. 22157. (Class 4.) (Also in Group XXVI.) Such an arrangement may be used for attaching the trol sticks are axially movable in housings 4c which trailing-edge portion, or for flush fitting access plates. are rotatable in relation to housings 10c having forked The exterior surfaces of the panels are machined to the extensions, 10c coupled to the elevator control rods desired profile. Specification 615,275 is referred to in 13c. Each housing 10c forms the planet carrier of a the first Provisional Specification. differential gear comprising a sun gear 7c mounted on a shaft 2c carrying a pulley 8c, and a sun gear 6c 615,740. Controlling aircraft. Soc. Nationalc de mounted on a shaft 1c carrying a pinion 5c in mesh Construction Aeronautiques du Sud-Est. Dec. 20, with a rack formed on the control stick, the ends of 1945, No. 34621. Convention date, Sept. 18, 1944. the shafts forming pivots by which the assembly is (Class 4.) mounted in the aircraft frame. The flying controls of an aircraft comprise two con­ trol sticks arranged on either side of the pilot's scat and operatively connected to the elevators and ailerons 616,086. Driving gear. Soc. Anon des Ateliers in such manner that a fore or aft swinging movement d'Aviation. L. Breguet. Aug. 27, 1946, No. 25558. of the sticks together actuates the elevators, and Convention date, Sept. 12, 1942. (Class 7 (ii).) differential upward and downward movements of the In an engine in which the cylinders 1 are arranged sticks actuate the ailerons. In one form, FIG.' 3, control substantially parallel to the driving shaft 10, the com­ sticks D and G are pivotally connected to cross-bars pression ratio is varied by adjusting the angularity of 16 and 17 pivoted on longitudinal axes 15 and 14 to a the connecting-rods 12. A swash-plate 2, engaging A blade for a helicopter or like rotor carries a pro­ housing 11 secured to a tube 10 rotatable in bearings pinions 14, 16 on the shaft 10, rolls on a fixed pinion pulsive duct of the continuous flow or intermittent 8, 9 on the aircraft frame. The lower end of the hous­ 3 which is adjustable to vary the compression ratio. type at its outer extremity, the centre line of the duct ing is coupled to the elevator control rod 24, and the It is connected by arms 4 to a sliding ring 6 which car­ being inwardly and forwardly inclined to the direc­ bar 17 is secured to a lever 21 coupled at its upper end ries a rack engaged by one or more pinions 8 rotated tion tangential to the path swept by the duct. FIG. 1 to the aileron control rods 22, 23. In a second form, by electric motors, preferably through torque-limiting shows an arrangement in which the inclined centre fig 6, the upper cross-bar 5a is coupled by a universal, devices. Alternatively, adjustment may be effected by line 11—11 of a circular duct 7 is straight, while joint to a shaft 3a rotatable in bearings 2a, 4a in the hand, or by the engine itself, and be locked at the end FIG. 4 shows a rectangular-section duct la of which frame, and the lower cross-bar 7a is guided on a fixed of the stroke. The cylinders are either parallel to the the centre line 1 la—1 la is curved. quadrant la. The elevator control rod 9a is coupled driving shaft or slightly inclined thereto, either as to the lower end of a lever 8a secured to the lower shown or transversely. 614,777. Helicopters. Cicrva Autogiro Co. Ltd., Pullin, C. G., and Watson, K. July 29, 1946, Nos. 22506 and 34241. (Class 4.) Mechanism for controlling rotor blade pitch angles which is shown in FIG. 1 mounted on a vertical rotor-shaft 37, comprises a drag-link 157 mounted on a flapping pivot-pin 156 whose axis passes through the hub axis. 615,284. Aerofoils. Armstrong Whitworth Air­ craft Ltd., Sir W. G., Woodhams, H. M., and Lock- wood, S. W. D. Aug. 1, 1946, Nos. 22904/46 and 16741/47. (Class 4.) An aerofoil has at least the main portion of its air- swept surface formed of panels, of appropriate curva­ ture, having inwardly projecting marginal flanges rigidly connected together by bolts, each of the panels being machined from a bar or plate of sufficient thick­ ness for the formation of the marginal flanges. In the form shown in FIG. 1, upper and lower panels 21, 22 of light alloy are secured to spars 30, 31 and stifleners 32 by bolts passing through spanwisc flanges 25 and chordwise flanges 24 respectively. As shown in FIG. 3, the peripheral edges of the spars and stiffeners extend to the exterior surface of the aerofoil; alternatively, they may be recessed into the marginal flanges which are arranged to abut each other. The marginal flanges are stayed by triangular gussets 26, and the panels may also be provided with chordwise-extending reinforcing ridges between the flanges 24, also provided with simi­ lar gussets. The leading-edge portion 23 of the aerofoil is bolted to the spar 30, and the trailing-edge portion to the spar 31. FIG. 8 shows an alternative method of February 1952 59

Journal

Aircraft Engineering and Aerospace TechnologyEmerald Publishing

Published: Feb 1, 1952

There are no references for this article.