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Month in the Patent Office

Month in the Patent Office August, 1931 AIRCRAFT ENGINEERING 209 A Selection of the More Important Aircraft and Engine Specifications Published Recently 344,041 . Regulating. Hives, E. W., Ros- 346,706 . Aircraft brakes. Bruce, R. A. and therne, Duffield Road, Derby. Nov. 29, 1929, Fetters , Ltd., Westland Aircraft Works, Yeovil, Nos. 36642/29 and 8805/30. [Classes 7 (iv) and Somerset. Jan. 15, 1930, No. 1,429. [Class 4.] 7 (vi).] An aircraft wheel brake mechanism designed to In aircraft engines, the explosion pressures are permi t differential control of the brakes by means maintained within safe limits at low altitudes by- of the rudder comprises a pair of rudder control means of a stop device which is automatically pedals a, b coupled by rods c, d t o a see-saw member adjusted according to the altitude by an aneroid c which is in turn coupled through lost motion device operating through a relay. The control devices to a second see-saw member f, the arms of lever a moves in a slotted member f2 adjustable which are connected respectively by extensible by a rod f1 connected to a relay e controlled by an connectin g members to port and starboard wheel aneroid device d. In a modification, the control brakes , and the fulcrum of which is capable of lever simultaneously adjusts the throttle and the translationa l movement under control of a hand- ignition timing, only the latter being subject to lever m. As shown in full lines, with lever m in the aneroid control. Fig. 3 shows an aneroid th e "off" position rocking of the member e does device h connected by a lever h2 to the relay com­ no t affect member f, when however the lever m is prising a valve j1 controlling the action of the moved to the "on " position movement of the lubricating-oil pressure on a piston k1 connected rudde r pedals causes rocking of the member f to to the ignition control by a lever f and rod f 1 . reduce th e tension of th e brake cable operating the When the aneroid chamber h expands, the valve j1 brak e on the side of the aircraft on the outside of is raised to allow oil admitted at l to pass by way th e desired turn and to increase tha t in the other. of passages j 2 , k4 to the underside of the piston. Eac h brake cable is formed in two parts p, t con­ When the piston is raised sufficiently, the oil nected by a spring box device n. Movement of the pressure passes through a port k5 to the upper side pressure pump p. The valve v9 is coupled by a par t t to apply the brakes is limited by a stop u of the piston, which is then lowered again by a bell-crank lever v3 with a control rod v4 having which is caused to abut against a fixed guide s. spring m1. Instead of oil pressure, the engine notche s v6, v7 adapted to be held by a spring detent When , therefore, the brakes are fully applied and suction or the pressure in the water-cooling system v8. According to the position of this control, the bot h stops u are bearing on the respective guides may be used to actuate the relay. Specification valv e v9 is positioned relative to the pipes s3, s2 rocking the member f has the effect of slackening 247,304, [Class 7 (iv), Internal-combustion engines, t o supply pressure fluid to the required side of the off one brake cable and of extending the spring in Igniting in] , is referred to. ra m c2. The other pipe s1 then acts as an exhaust th e spring box device n of the other, leaving the an d the liquid from the other side of the ram flows brakin g pressure on tha t side unaltered. According bac k to the common tank w. To avoid strains in t o the Provisional Specification the see-saw lever e th e stop position, passages become open just before ma y consititute the rudder bar. th e end of the stroke having a safety valve set to open at a minimum pressure sufficient to prevent blad e flutter. The main sliding cylinder d has lugs whic h are coupled by pins t o the roots of the blade for the purpose of angularly adjusting them. Specification, 295,248, [Class 114, Ships, &c., Propelling, &c.], is referred to. 345,285 . Aircraft engine accessories . Row- ledge, A. J., Ellerslie, Trowels Lane, and Ellor, J . E., 149, Burton Road, both in Derby. Nov. 15, 1929. No. 34,947. [Class 4.] Stea m or other vapour such as ethylene glycol generate d in cooling the cylinders of an internal- combustion engine drives a turbine for actuating a chargin g fan or othe r engine accessories. As shown in Fig. 1, a pum p b delivers water from a tank b2 t o th e cylinder block a and th e generated steam after traversin g a separator b is conveyed to a turbine d4 which actuates the impeller h of a supercharger. Th e turbine discharges into a condenser e, the con­ densat e being returned to the tank b2 by a pump 345,760 . Aircraft wing connections. Mes- c2. The steam in the passage d1 heats the walls 343,653 . Airscrews. Shaw, H. S. Hele- serschmitt , W., 118A, Haunstetterstrasse, Ausg- between it and the impeller, thereby heating the and Beacham, T. E., 64, Victoria Street, London. burg , Germany.—(Assignee of Bayerische Flugzeug- mixtur e in the induction passages. In a modified Dec. 19, 1929, No. 38,935. [Class 114]. werk e Akt.-Ges.; Augsburg, Germany.) Feb. 12, construction the engine is housed in a streamline In hydraulically controlled variable pitch screw 1930, No. 4,711. Convention date, Feb. 23, 1929. nacelle and the turbine drives a fan which forces propellers wherein a hydraulic ra m movable axially [Class 4.] cooling air through the condenser. A separator of with respect to the propeller shaft is employed the th e type described in Specification 318,648 pitch of the blades is adjustable to two or more [Class 7 (ii) Internal-combustion engines, Arrange­ predetermined positions. The limits of the stroke ment , &c., of] may be used in place of the tank b2. of the ra m can be adjusted to correspond to the two Specification 226,903 [Class 7 (ii), Internal-com­ or more pitch positions of the blade. Coaxial with bustion engines, Arrangement, &c., of] is referred to the main shaft A and within the hollow spigots in the Provisional Specification. a1, a2 is mounted a ram cylinder d which is adjust­ able as to its stroke axially by means of screws x2, x1 and tops d6. Inside the cylinder is a ram c2 which is fixedly carried by a sleeve c mounte d on a main boss a3; passages are provided between the two sides of the ram and central supply ducts t1, t2, t3, m1 which are in turn coupled by pipes A cantilever wing is secured to the fuselage at s1, s2, throug h a controlling valve v9 with a hydraulic thre e points within or near the contour of the wing, tw o vertically spaced connections being at the * These abstracts of complete specifications of Patents recently uppe r and lower edges of a forward spar for taking published are specially compiled, by permission of H.M. Stationery bendin g moment, and the third, for taking drag Office, from abridgements which are issued by the Office. Printed copies of the full specifications can be obtained from the Patent an d twisting forces, being to the rear of these Office. 25, Southampton Buildings, London, W.C.2, price one connections. In the single spar wing shown the shilling each. rea r connection is braced to the spar by members Except where otherwise staled, the specification is unaccompanied D , E , which are secured also to the ribs of the wing. by drawings if none is reproduced. 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 3 (8): 1 – Aug 1, 1931

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Publisher
Emerald Publishing
Copyright
Copyright © Emerald Group Publishing Limited
ISSN
0002-2667
DOI
10.1108/eb029440
Publisher site
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Abstract

August, 1931 AIRCRAFT ENGINEERING 209 A Selection of the More Important Aircraft and Engine Specifications Published Recently 344,041 . Regulating. Hives, E. W., Ros- 346,706 . Aircraft brakes. Bruce, R. A. and therne, Duffield Road, Derby. Nov. 29, 1929, Fetters , Ltd., Westland Aircraft Works, Yeovil, Nos. 36642/29 and 8805/30. [Classes 7 (iv) and Somerset. Jan. 15, 1930, No. 1,429. [Class 4.] 7 (vi).] An aircraft wheel brake mechanism designed to In aircraft engines, the explosion pressures are permi t differential control of the brakes by means maintained within safe limits at low altitudes by- of the rudder comprises a pair of rudder control means of a stop device which is automatically pedals a, b coupled by rods c, d t o a see-saw member adjusted according to the altitude by an aneroid c which is in turn coupled through lost motion device operating through a relay. The control devices to a second see-saw member f, the arms of lever a moves in a slotted member f2 adjustable which are connected respectively by extensible by a rod f1 connected to a relay e controlled by an connectin g members to port and starboard wheel aneroid device d. In a modification, the control brakes , and the fulcrum of which is capable of lever simultaneously adjusts the throttle and the translationa l movement under control of a hand- ignition timing, only the latter being subject to lever m. As shown in full lines, with lever m in the aneroid control. Fig. 3 shows an aneroid th e "off" position rocking of the member e does device h connected by a lever h2 to the relay com­ no t affect member f, when however the lever m is prising a valve j1 controlling the action of the moved to the "on " position movement of the lubricating-oil pressure on a piston k1 connected rudde r pedals causes rocking of the member f to to the ignition control by a lever f and rod f 1 . reduce th e tension of th e brake cable operating the When the aneroid chamber h expands, the valve j1 brak e on the side of the aircraft on the outside of is raised to allow oil admitted at l to pass by way th e desired turn and to increase tha t in the other. of passages j 2 , k4 to the underside of the piston. Eac h brake cable is formed in two parts p, t con­ When the piston is raised sufficiently, the oil nected by a spring box device n. Movement of the pressure passes through a port k5 to the upper side pressure pump p. The valve v9 is coupled by a par t t to apply the brakes is limited by a stop u of the piston, which is then lowered again by a bell-crank lever v3 with a control rod v4 having which is caused to abut against a fixed guide s. spring m1. Instead of oil pressure, the engine notche s v6, v7 adapted to be held by a spring detent When , therefore, the brakes are fully applied and suction or the pressure in the water-cooling system v8. According to the position of this control, the bot h stops u are bearing on the respective guides may be used to actuate the relay. Specification valv e v9 is positioned relative to the pipes s3, s2 rocking the member f has the effect of slackening 247,304, [Class 7 (iv), Internal-combustion engines, t o supply pressure fluid to the required side of the off one brake cable and of extending the spring in Igniting in] , is referred to. ra m c2. The other pipe s1 then acts as an exhaust th e spring box device n of the other, leaving the an d the liquid from the other side of the ram flows brakin g pressure on tha t side unaltered. According bac k to the common tank w. To avoid strains in t o the Provisional Specification the see-saw lever e th e stop position, passages become open just before ma y consititute the rudder bar. th e end of the stroke having a safety valve set to open at a minimum pressure sufficient to prevent blad e flutter. The main sliding cylinder d has lugs whic h are coupled by pins t o the roots of the blade for the purpose of angularly adjusting them. Specification, 295,248, [Class 114, Ships, &c., Propelling, &c.], is referred to. 345,285 . Aircraft engine accessories . Row- ledge, A. J., Ellerslie, Trowels Lane, and Ellor, J . E., 149, Burton Road, both in Derby. Nov. 15, 1929. No. 34,947. [Class 4.] Stea m or other vapour such as ethylene glycol generate d in cooling the cylinders of an internal- combustion engine drives a turbine for actuating a chargin g fan or othe r engine accessories. As shown in Fig. 1, a pum p b delivers water from a tank b2 t o th e cylinder block a and th e generated steam after traversin g a separator b is conveyed to a turbine d4 which actuates the impeller h of a supercharger. Th e turbine discharges into a condenser e, the con­ densat e being returned to the tank b2 by a pump 345,760 . Aircraft wing connections. Mes- c2. The steam in the passage d1 heats the walls 343,653 . Airscrews. Shaw, H. S. Hele- serschmitt , W., 118A, Haunstetterstrasse, Ausg- between it and the impeller, thereby heating the and Beacham, T. E., 64, Victoria Street, London. burg , Germany.—(Assignee of Bayerische Flugzeug- mixtur e in the induction passages. In a modified Dec. 19, 1929, No. 38,935. [Class 114]. werk e Akt.-Ges.; Augsburg, Germany.) Feb. 12, construction the engine is housed in a streamline In hydraulically controlled variable pitch screw 1930, No. 4,711. Convention date, Feb. 23, 1929. nacelle and the turbine drives a fan which forces propellers wherein a hydraulic ra m movable axially [Class 4.] cooling air through the condenser. A separator of with respect to the propeller shaft is employed the th e type described in Specification 318,648 pitch of the blades is adjustable to two or more [Class 7 (ii) Internal-combustion engines, Arrange­ predetermined positions. The limits of the stroke ment , &c., of] may be used in place of the tank b2. of the ra m can be adjusted to correspond to the two Specification 226,903 [Class 7 (ii), Internal-com­ or more pitch positions of the blade. Coaxial with bustion engines, Arrangement, &c., of] is referred to the main shaft A and within the hollow spigots in the Provisional Specification. a1, a2 is mounted a ram cylinder d which is adjust­ able as to its stroke axially by means of screws x2, x1 and tops d6. Inside the cylinder is a ram c2 which is fixedly carried by a sleeve c mounte d on a main boss a3; passages are provided between the two sides of the ram and central supply ducts t1, t2, t3, m1 which are in turn coupled by pipes A cantilever wing is secured to the fuselage at s1, s2, throug h a controlling valve v9 with a hydraulic thre e points within or near the contour of the wing, tw o vertically spaced connections being at the * These abstracts of complete specifications of Patents recently uppe r and lower edges of a forward spar for taking published are specially compiled, by permission of H.M. Stationery bendin g moment, and the third, for taking drag Office, from abridgements which are issued by the Office. Printed copies of the full specifications can be obtained from the Patent an d twisting forces, being to the rear of these Office. 25, Southampton Buildings, London, W.C.2, price one connections. In the single spar wing shown the shilling each. rea r connection is braced to the spar by members Except where otherwise staled, the specification is unaccompanied D , E , which are secured also to the ribs of the wing. by drawings if none is reproduced.

Journal

Aircraft Engineering and Aerospace TechnologyEmerald Publishing

Published: Aug 1, 1931

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