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Month in the Patent Office

Month in the Patent Office of the main canopy. As the line 16 is released the false canopy increasingly inflates and permits air penetra­ tion, to effect inflation of the main canopy. To assist the return of the false canopy, the crowns of the two canopies may be connected by elastic cord, or the false These abstracts of British Patent Specifications are condensed, by permission, from the official canopy may be provided with an auxiliary parachute specifications. Copies of the full specifications are obtainable from the Patent Office, 25 Southampton attached to a line passing through the vent in the main canopy. Buildings, W.C.2, price 2s. 8d. each. 716,427. Control systems. National Research Development Corporation. Application April 18, A jet-driven rotor is provided with two independ­ 715,102. Vertical thrust. C. B. Morrison. Applica­ tion April 21, 1952. ently controllable sets of jet-propulsion units, one In a control system in which a motor-driven pump set preferably being of the ram jet type so as to be Vertical lift and control forces are obtained in a delivers liquid from a reservoir to the interior of a independent of a supply of compressed air from the jet-propelled aircraft by diverting the propulsion jet jack cylinder 23, of which the piston is operably con­ fuselage. In the arrangement shown in FIG. 2 each nected to the pilot's control column and also through blade 15 carries a ram jet unit 18 and a pressure jet a spring-supported, acceleration-responsive moving unit 17 mounted side by side. The combustion cham­ mass type restrictor valve to the reservoir, the rcstric- ber 22 of the ram jet is formed with rings of air inlet tor valve being such that in straight and level flight the openings 27, and fuel is supplied to a nozzle 24 by a restriction to flow through it is small, the jack piston pipe 25 passing along the blade 15. In the case of the comprises a main piston 11 and a subsidiary piston 13 pressure unit compressed air is fed through openings for connexion to the control column, and which norm­ 37 in the combustion chamber 29 from a supply duct ally moves as one with the main piston but can slide 31, and a pipe 33 supplies fuel to the nozzle 32. In inside it under spring influence to free the control the modified arrangement according to FIG. 3 a pres­ column in the event of seizure of the main piston. sure unit 39 is mounted coaxially within a ram jet Under such conditions the pilot may move the control 45, the fuel nozzle of the latter being formed by an column backwards and force piston 13 downwards by annular space 48 connected to the supply pipe and exerting sufficient force to overcome a spring 14 and formed with a ring of inlet openings 49. The units open a non-return valve 20 to allow liquid to pass from may use the same or different fuels, for example the space 16 into cylinder 23 and thence to the reservoir. ram jet may use kerosene and the pressure jet high This movement continues until a piston valve 17 en­ quality aviation spirit, and common or separate gages an abutment 26, whereupon further movement ignition systems may be fitted. In a third construction, causes ports 27,28 in piston 13 to be opened to estab­ not shown, two coaxial pressure units, mounted one through upwardly and downwardly directed branches lish communication between space 16 and the reser­ within the other, are carried by each rotor blade. 10,12 at the rear end of the jet pipe 11. Control of the voir, after which movement of the control column is jet is effected by valves 15, 1 in the pipes 10, 11, opposed only by spring 14 and a further spring 39. respectively, and a pair of valves 5, 19 in the pipe 12, Movement of the column may, on the other hand, be 717,266. Brake parachutes. J. C. W. Beadle. Appli­ links 3, 17 connecting valves 1, 5 and 15, 19 respect­ reversed to move piston 13 upwards by application of cation March 31, 1952. ively. For normal flight valves 5, 15 are closed and force sufficient to overcome spring 15 and open non­ In order to permit variation in the pull exerted by a valve I opened, as shown, and for take-off cables 7,8 return valve 19 to permit passage of liquid from the brake parachute 10, a false canopy 15 of permeable are operated to close valve 1 and open valve 5. Con­ reservoir to space 16, until ports 24,25 are uncovered, stant height is maintained by an automatic control when valve 19 closes and liquid enters space 16 system operating cables 21, 22 to vary the relative through the ports 24,25. Should the restrictor valve be settings of valves 15, 19. closed, the high pressure built up in cylinder 23 holds valve 20 closed, thus preventing the pilot from moving piston 13 downwards, which would tend to increase 715,391. Jet-driven helicopters. Fairey Aviation the acceleration forces holding the restrictor valve Co. Ltd. Application September 13, 1951. closed, and also opens valve 19 and operates on piston 13 to move it upwards until ports 24,25 are un­ covered to provide a return passage for the liquid to the reservoir. material such as mesh netting, ribbons or tapes, is 716,572. Detecting fatigue. Boulton Paul Aircraft attached at or near the periphery of the main canopy Limited. Application February 21, 1952. 10 and the crown is attached to one or more control Fatigue in an aircraft structure is detected and lines 16, by means of which the false canopy may be indicated by one or more elements arranged so as to pulled out from inside the main canopy to any desired be subjected to the same load variations as, but to extent. When fully drawn out the false canopy assumes have a lower fatigue limit than, the structure, whereby a conical shape in which the mesh cords, ribbons or failure of an element will be indicative of approaching tapes are drawn together to prevent penetration of the failure of the structure. Preferably a number of ele­ air, which is thus deflected outwardly to cause collapse ments are employed covering a range of stress con­ centration greater than that occurring in the struc­ ture, so that failure of the first element will give a preliminary warning and approach of the fatigue limit of the structure will be shown by failure of successive elements. In the arrangement shown for application to a wing, a number of vertically separated cantilever strips 3, each provided with an inertia mass 5 and air damper 6, and made of the same material as the spar 2, are bolted to the spar root and formed with notches 4 of progressively increasing depth from the uppermost to the lowermost strip, whereby the maximum stress induced in them by vibration increases in a similar manner. The strips are thus subjected not only to the same degree of vibration as the wing, but also to the same conditions of temperature and atmospheric corrosion. February 1955 65 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 27 (2): 1 – Feb 1, 1955
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Publisher
Emerald Publishing
Copyright
Copyright © Emerald Group Publishing Limited
ISSN
0002-2667
DOI
10.1108/eb032529
Publisher site
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Abstract

of the main canopy. As the line 16 is released the false canopy increasingly inflates and permits air penetra­ tion, to effect inflation of the main canopy. To assist the return of the false canopy, the crowns of the two canopies may be connected by elastic cord, or the false These abstracts of British Patent Specifications are condensed, by permission, from the official canopy may be provided with an auxiliary parachute specifications. Copies of the full specifications are obtainable from the Patent Office, 25 Southampton attached to a line passing through the vent in the main canopy. Buildings, W.C.2, price 2s. 8d. each. 716,427. Control systems. National Research Development Corporation. Application April 18, A jet-driven rotor is provided with two independ­ 715,102. Vertical thrust. C. B. Morrison. Applica­ tion April 21, 1952. ently controllable sets of jet-propulsion units, one In a control system in which a motor-driven pump set preferably being of the ram jet type so as to be Vertical lift and control forces are obtained in a delivers liquid from a reservoir to the interior of a independent of a supply of compressed air from the jet-propelled aircraft by diverting the propulsion jet jack cylinder 23, of which the piston is operably con­ fuselage. In the arrangement shown in FIG. 2 each nected to the pilot's control column and also through blade 15 carries a ram jet unit 18 and a pressure jet a spring-supported, acceleration-responsive moving unit 17 mounted side by side. The combustion cham­ mass type restrictor valve to the reservoir, the rcstric- ber 22 of the ram jet is formed with rings of air inlet tor valve being such that in straight and level flight the openings 27, and fuel is supplied to a nozzle 24 by a restriction to flow through it is small, the jack piston pipe 25 passing along the blade 15. In the case of the comprises a main piston 11 and a subsidiary piston 13 pressure unit compressed air is fed through openings for connexion to the control column, and which norm­ 37 in the combustion chamber 29 from a supply duct ally moves as one with the main piston but can slide 31, and a pipe 33 supplies fuel to the nozzle 32. In inside it under spring influence to free the control the modified arrangement according to FIG. 3 a pres­ column in the event of seizure of the main piston. sure unit 39 is mounted coaxially within a ram jet Under such conditions the pilot may move the control 45, the fuel nozzle of the latter being formed by an column backwards and force piston 13 downwards by annular space 48 connected to the supply pipe and exerting sufficient force to overcome a spring 14 and formed with a ring of inlet openings 49. The units open a non-return valve 20 to allow liquid to pass from may use the same or different fuels, for example the space 16 into cylinder 23 and thence to the reservoir. ram jet may use kerosene and the pressure jet high This movement continues until a piston valve 17 en­ quality aviation spirit, and common or separate gages an abutment 26, whereupon further movement ignition systems may be fitted. In a third construction, causes ports 27,28 in piston 13 to be opened to estab­ not shown, two coaxial pressure units, mounted one through upwardly and downwardly directed branches lish communication between space 16 and the reser­ within the other, are carried by each rotor blade. 10,12 at the rear end of the jet pipe 11. Control of the voir, after which movement of the control column is jet is effected by valves 15, 1 in the pipes 10, 11, opposed only by spring 14 and a further spring 39. respectively, and a pair of valves 5, 19 in the pipe 12, Movement of the column may, on the other hand, be 717,266. Brake parachutes. J. C. W. Beadle. Appli­ links 3, 17 connecting valves 1, 5 and 15, 19 respect­ reversed to move piston 13 upwards by application of cation March 31, 1952. ively. For normal flight valves 5, 15 are closed and force sufficient to overcome spring 15 and open non­ In order to permit variation in the pull exerted by a valve I opened, as shown, and for take-off cables 7,8 return valve 19 to permit passage of liquid from the brake parachute 10, a false canopy 15 of permeable are operated to close valve 1 and open valve 5. Con­ reservoir to space 16, until ports 24,25 are uncovered, stant height is maintained by an automatic control when valve 19 closes and liquid enters space 16 system operating cables 21, 22 to vary the relative through the ports 24,25. Should the restrictor valve be settings of valves 15, 19. closed, the high pressure built up in cylinder 23 holds valve 20 closed, thus preventing the pilot from moving piston 13 downwards, which would tend to increase 715,391. Jet-driven helicopters. Fairey Aviation the acceleration forces holding the restrictor valve Co. Ltd. Application September 13, 1951. closed, and also opens valve 19 and operates on piston 13 to move it upwards until ports 24,25 are un­ covered to provide a return passage for the liquid to the reservoir. material such as mesh netting, ribbons or tapes, is 716,572. Detecting fatigue. Boulton Paul Aircraft attached at or near the periphery of the main canopy Limited. Application February 21, 1952. 10 and the crown is attached to one or more control Fatigue in an aircraft structure is detected and lines 16, by means of which the false canopy may be indicated by one or more elements arranged so as to pulled out from inside the main canopy to any desired be subjected to the same load variations as, but to extent. When fully drawn out the false canopy assumes have a lower fatigue limit than, the structure, whereby a conical shape in which the mesh cords, ribbons or failure of an element will be indicative of approaching tapes are drawn together to prevent penetration of the failure of the structure. Preferably a number of ele­ air, which is thus deflected outwardly to cause collapse ments are employed covering a range of stress con­ centration greater than that occurring in the struc­ ture, so that failure of the first element will give a preliminary warning and approach of the fatigue limit of the structure will be shown by failure of successive elements. In the arrangement shown for application to a wing, a number of vertically separated cantilever strips 3, each provided with an inertia mass 5 and air damper 6, and made of the same material as the spar 2, are bolted to the spar root and formed with notches 4 of progressively increasing depth from the uppermost to the lowermost strip, whereby the maximum stress induced in them by vibration increases in a similar manner. The strips are thus subjected not only to the same degree of vibration as the wing, but also to the same conditions of temperature and atmospheric corrosion. February 1955 65

Journal

Aircraft Engineering and Aerospace Technology – Emerald Publishing

Published: Feb 1, 1955

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