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Month in the Patent Office

Month in the Patent Office end of cylinder 36, which is thus lifted against the action of the spring 37 to lower the pin 29 in the slot 30 and thus reduce the movement of the surface 23. The slot 30 may be inclined to the axis of the lever 60 to ensure static stability of the aircraft. By omitting the These abstracts of British Patent Specifications are condensed, by permission, from the official centring springs 21 and pivotally connecting the lower end of the control lever 20 to the rod of piston 34 the specifications. Copies of the full specifications are obtainable from the Patent Office, 25 Southampton jack 33 may be made to function as a feel simulator. A stop may be fitted to prevent movement of the Buildings, W.C.2, price 3s. 6d. each. diaphragm 42 at a predetermined air speed to prevent any further adjustment of the transmission linkage above that speed, or a second pressure-sensitive unit operating at a desired air speed or Mach number 761,230. Aircraft for Vertical Take-off. Fairey may be arranged to exert a force on the control valve Aviation Co. Ltd. Application May 12, 1952. 46 in opposition to that exerted by the diaphragm 42 to modify the response of the surface beyond such In an aircraft capable of taking off in a substantially point. vertical attitude the pilot's cockpit 13 is pivotally mounted on a transverse axis so that the pilot can sit in the normal attitude irrespective of that of the 762,561. Foldable Nose Portions. Sir W. G. Arm­ aircraft. As shown the cockpit is power-operated and strong Whitworth Aircraft Ltd. Application Novem­ rotatable about an axis at its forward end 14 near the ber 19, 1954. pilot's feet, and can turn through an angle of approxi­ The foldable nose portion 10 of a fuselage is con­ mately 90 deg. so that when the aircraft is in the nected to the body portion 11 by two U-shaped hinges vertical position it protrudes from the fuselage 15 12, 13, the pivotal connexion 14b of the smaller giving the pilot a forward horizontal view over the hinge with the body being nearer the edge of the body nose of the machine. When the aircraft is horizontal and also nearer the plane of separation 7 of the nose the cockpit is withdrawn into its normal position and body than the pivotal connexion 14a of the within the fuselage. The aircraft shown is fitted with a larger hinge, while the pivotal connexions 14c, 14d retractable undercarriage comprising a skid 16 of the two hinges with the nose portion are laterally carried by a series of pivoted struts by which the attitude of the machine may be varied. An aircraft of this type may take off from the flight deck of an aircraft carrier with the undercarriage fully extended, or from a vertical support at the edge of the deck with the undercarriage retracted. For landing the aircraft may approach in the vertical position and engage a substantially vertical net at the stern of the ship, the net being arranged to pivot near its lower edge so that the machine may be lowered to the normal attitude for removal by a crane or trolley. Alternatively the aircraft may approach at the normal altitude and drop into the net arranged nearly horizontally and engage a transverse arrester cable. 760,610. Combustion Chambers. Metallbau Semler G.m.b.H., Germany. Application in Germany 763,381. Control Transmission Systems. H. M. February 26, 1953. Hobson Ltd. Application June 3, 1954. Air is admitted from an inlet 2 into a combustion The control transmission for operating a surface, chamber with a swirling motion so that it follows a such as an elevator 23, includes a lever 60 formed helical path 4 around the interior of the chamber with a slot 30 along which is movable a pin 29 at the wall 1 until it impinges against the end wall 5, which end of a link 28 connected to the pilot's control lever sets up a pressure distribution resulting in an axial 20, the position of the pin 29 being controlled in counterflow 7, in which direction the fuel is injected accordance with air speed so that as the speed in­ from a nozzle 6, the interaction between the helical creases the movement of the surface in relation to flow 4 and counterflow 7 producing an intermediate that of the pilot's control lever is reduced, and vice region of intense turbulence 8. The products of com­ versa. The link 28 is connected by a linkage 40, 38 bustion escape through an outlet 3. As applied to a to the cylinder of a hydraulic jack 33, the piston 34 missile with a ramjet engine, Fig. 3, a cylindrical of which is anchored to a fixed point 35, while the combustion chamber 27 is formed between fixed end cylinder 36 is capable of vertical movement under the walls incorporating sets of oppositely inclined guide restraint of a spring 37. Supply of pressure liquid to vanes 31, 33, the rear wall also carrying an axial fuel the jack 33 is controlled by a valve 46 actuated by the spaced, so that when the larger hinge 12 is swung spray valve 34. The vanes 31 give the desired swirl diaphragm 42 of an airspeed-responsive unit 41 through a right angle the smaller hinge 13 causes the to, the incoming air, while the vanes 33 convert the (which may be of the kind described in Specification nose portion 10 to rotate through a further right angle helical gas flow from the chamber 27 into a sub­ 734,437), the upper and lower surfaces of the dia­ so as to lie alongside and substantially parallel to the stantially axial propulsive jet. The vanes also cause phragm being subjected to total and static pressures body portion 11. The nose portion 10 is operated by the missile to spin about its longitudinal axis. In the respectively, through connexions 44, 45 to a pilot a hydraulic jack 20 connected to a triangular bracket case of a turbo-jet the vanes are formed by the last head 43. As speed increases the diaphragm 42 de­ 18 carried by the larger hinge 12. In the closed stage of the compressor and the first stage of the presses the control valve 46 to put the pressure position the outer end of the hinge 12 engages a turbine, respectively. liquid inlet 52 into communication with the upper supporting hook 16 integral with the body portion 11. May 1957 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 29 (5): 1 – May 1, 1957
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Publisher
Emerald Publishing
Copyright
Copyright © Emerald Group Publishing Limited
ISSN
0002-2667
DOI
10.1108/eb032833
Publisher site
See Article on Publisher Site

Abstract

end of cylinder 36, which is thus lifted against the action of the spring 37 to lower the pin 29 in the slot 30 and thus reduce the movement of the surface 23. The slot 30 may be inclined to the axis of the lever 60 to ensure static stability of the aircraft. By omitting the These abstracts of British Patent Specifications are condensed, by permission, from the official centring springs 21 and pivotally connecting the lower end of the control lever 20 to the rod of piston 34 the specifications. Copies of the full specifications are obtainable from the Patent Office, 25 Southampton jack 33 may be made to function as a feel simulator. A stop may be fitted to prevent movement of the Buildings, W.C.2, price 3s. 6d. each. diaphragm 42 at a predetermined air speed to prevent any further adjustment of the transmission linkage above that speed, or a second pressure-sensitive unit operating at a desired air speed or Mach number 761,230. Aircraft for Vertical Take-off. Fairey may be arranged to exert a force on the control valve Aviation Co. Ltd. Application May 12, 1952. 46 in opposition to that exerted by the diaphragm 42 to modify the response of the surface beyond such In an aircraft capable of taking off in a substantially point. vertical attitude the pilot's cockpit 13 is pivotally mounted on a transverse axis so that the pilot can sit in the normal attitude irrespective of that of the 762,561. Foldable Nose Portions. Sir W. G. Arm­ aircraft. As shown the cockpit is power-operated and strong Whitworth Aircraft Ltd. Application Novem­ rotatable about an axis at its forward end 14 near the ber 19, 1954. pilot's feet, and can turn through an angle of approxi­ The foldable nose portion 10 of a fuselage is con­ mately 90 deg. so that when the aircraft is in the nected to the body portion 11 by two U-shaped hinges vertical position it protrudes from the fuselage 15 12, 13, the pivotal connexion 14b of the smaller giving the pilot a forward horizontal view over the hinge with the body being nearer the edge of the body nose of the machine. When the aircraft is horizontal and also nearer the plane of separation 7 of the nose the cockpit is withdrawn into its normal position and body than the pivotal connexion 14a of the within the fuselage. The aircraft shown is fitted with a larger hinge, while the pivotal connexions 14c, 14d retractable undercarriage comprising a skid 16 of the two hinges with the nose portion are laterally carried by a series of pivoted struts by which the attitude of the machine may be varied. An aircraft of this type may take off from the flight deck of an aircraft carrier with the undercarriage fully extended, or from a vertical support at the edge of the deck with the undercarriage retracted. For landing the aircraft may approach in the vertical position and engage a substantially vertical net at the stern of the ship, the net being arranged to pivot near its lower edge so that the machine may be lowered to the normal attitude for removal by a crane or trolley. Alternatively the aircraft may approach at the normal altitude and drop into the net arranged nearly horizontally and engage a transverse arrester cable. 760,610. Combustion Chambers. Metallbau Semler G.m.b.H., Germany. Application in Germany 763,381. Control Transmission Systems. H. M. February 26, 1953. Hobson Ltd. Application June 3, 1954. Air is admitted from an inlet 2 into a combustion The control transmission for operating a surface, chamber with a swirling motion so that it follows a such as an elevator 23, includes a lever 60 formed helical path 4 around the interior of the chamber with a slot 30 along which is movable a pin 29 at the wall 1 until it impinges against the end wall 5, which end of a link 28 connected to the pilot's control lever sets up a pressure distribution resulting in an axial 20, the position of the pin 29 being controlled in counterflow 7, in which direction the fuel is injected accordance with air speed so that as the speed in­ from a nozzle 6, the interaction between the helical creases the movement of the surface in relation to flow 4 and counterflow 7 producing an intermediate that of the pilot's control lever is reduced, and vice region of intense turbulence 8. The products of com­ versa. The link 28 is connected by a linkage 40, 38 bustion escape through an outlet 3. As applied to a to the cylinder of a hydraulic jack 33, the piston 34 missile with a ramjet engine, Fig. 3, a cylindrical of which is anchored to a fixed point 35, while the combustion chamber 27 is formed between fixed end cylinder 36 is capable of vertical movement under the walls incorporating sets of oppositely inclined guide restraint of a spring 37. Supply of pressure liquid to vanes 31, 33, the rear wall also carrying an axial fuel the jack 33 is controlled by a valve 46 actuated by the spaced, so that when the larger hinge 12 is swung spray valve 34. The vanes 31 give the desired swirl diaphragm 42 of an airspeed-responsive unit 41 through a right angle the smaller hinge 13 causes the to, the incoming air, while the vanes 33 convert the (which may be of the kind described in Specification nose portion 10 to rotate through a further right angle helical gas flow from the chamber 27 into a sub­ 734,437), the upper and lower surfaces of the dia­ so as to lie alongside and substantially parallel to the stantially axial propulsive jet. The vanes also cause phragm being subjected to total and static pressures body portion 11. The nose portion 10 is operated by the missile to spin about its longitudinal axis. In the respectively, through connexions 44, 45 to a pilot a hydraulic jack 20 connected to a triangular bracket case of a turbo-jet the vanes are formed by the last head 43. As speed increases the diaphragm 42 de­ 18 carried by the larger hinge 12. In the closed stage of the compressor and the first stage of the presses the control valve 46 to put the pressure position the outer end of the hinge 12 engages a turbine, respectively. liquid inlet 52 into communication with the upper supporting hook 16 integral with the body portion 11. May 1957

Journal

Aircraft Engineering and Aerospace Technology – Emerald Publishing

Published: May 1, 1957

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