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Month in the Patent Office

Month in the Patent Office 711,770. Traversers for handling aircraft. Engineer Vice-Admiral Sir Frederick Turner and Commander Month in the Patent Office (E) C. C. Mitchell. Application, August 26, 1944. These abstracts of British Patent Specifications are condensed, by permission, from the official specifications. Copies of the full specifications are obtainable from the Patent Office, 25 Southampton Buildings, W.C.2, price 2s. 8d. each. 711,434. Sealing leaks in pressure cabins. Normalair 710,841. Control surfaces. Air Vice-Marshal Ltd. Application, September 27, 1951. D. C. T. Bennett. Application, October 21, 1952. A puncture-scaling device for a pressure cabin con­ sists of a sheet of gauze a which is placed over the puncture and held in place by a number of stiffening tubes b, b1, b2 attached to the gauze, which is then covered with a larger sheet d of flexible impervious material, such as rubberized fabric. If desired the sheet d may be secured to the aircraft skin by adhesive strips. The sheets a, d may be separate from one another or united along a centre line, and to assist in applying the gauze in darkness its edges may be out­ lined with luminous or fluorescent material. A leak indicator may be attached to the inner surface of the sheet d, the indicator having a light rotor which drives a luminous indicating device whose diameter is dependent upon the speed of the rotor, which latter is governed by the rate of air leakage. To enable control to be maintained at or near 711,719. Mounting propulsion units. Société stalling speed or in a spin, the tailplane 12 and ele­ Nationale de Constructions Aéronautiques du Nord. vators 13 of a swept-wing aircraft, FIG. 1, are mounted Application, February 27, 1952. to lie entirely below the horizontal plane Y—Y passing through the lowest points of the wing trailing edges when in the attitude of normal horizontal flight. In the case of a delta-wing machine, FIG. 2, the elevons 22 are mounted on brackets 23 projecting below the wing trailing edges. 710,946. Engine debris guards. Armstrong Siddeley Motors Ltd. Application, June 5, 1951. A retractable debris guard consists of a series of trapezoidal frames supporting aerofoil-section slats, each section being carried by a lever 20 pivoted at 30 and operated by a fluid-pressure jack 36 so arranged as to reduce the rate of movement of the section as it A traverser or lateral transporter for positioning an approaches its extremity of movement in either direc­ aircraft on a launching way on an aircraft carrier con­ tion. The jack is connected to the compressor by sists of forward and rearward sets of longitudinally pipes 40, 41 incorporating restricted passages 46, 49 disposed rollers S1, S 3 and S4, S5, so arranged that the at their junctions with the jack cylinder. To close the port and starboard groups can be rotated together, guard a switch 61 is closed, operating a signal lamp 62 but in opposite directions, whereby the wheels of a and electromagnetic valves 45, 52, to place the right- machine E taxying over the rollers are moved trans­ hand end of the jack in communication with the versely into a central position on the launching way. In A turbo-jet unit 6 is mounted in the tail of the fuse­ pressure supply pipe 41, the tendency of the airstream the arrangement shown the rollers are provided with lage below the tail unit 3, air being supplied to it to accelerate the guard sections as they approach the through a downwardly-curved duct 11 whose inlet 8 chain-and-sprocket gearing, each set being driven by closed position being counteracted by the com­ is disposed above the fuselage and at the front end an electric motor through a transverse shaft such as F. pression of the air in the left-hand end of the jack of the leading edge 9 of the tail fin 10. Fuel tanks 14 In addition, the forward rollers are provided with cylinder, the free escape of which is prevented by the clutches to enable those rollers in a central zone of are mounted below the duct. The engine unit is restriction 49. The sections are retracted by opening width equal to the distance between the main landing inserted and withdrawn through the fuselage tail by the switch 61, the springs 67, 68 reversing the settings wheels to be de-clutched for free rotation. The rear sliding along horizontal guide rails 19, hinged por­ of the valves 45, 52, the end movement of the sections rollers may be set in rotation by the passage of the tions 22 of the fuselage serving as inspection covers. being retarded by compression of the air in the right- front landing wheels over a pad K, When correctly In a modified arrangement the engine is mounted in hand end of the jack cylinder. This arrangement positioned the front wheels of the machine engage a higher and more forward position, thus reducing ensures that in the event of power failure the guard is portable guides G and hydraulically operated chocks / the length of the air inlet duct, and the engine is in­ returned to its retracted position. and the tail wheel is located above a central holdback serted and withdrawn vertically through hinged por­ rack H. tions of the top of the fuselage. October 1954 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 26 (10): 1 – Oct 1, 1954

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Publisher
Emerald Publishing
Copyright
Copyright © Emerald Group Publishing Limited
ISSN
0002-2667
DOI
10.1108/eb032486
Publisher site
See Article on Publisher Site

Abstract

711,770. Traversers for handling aircraft. Engineer Vice-Admiral Sir Frederick Turner and Commander Month in the Patent Office (E) C. C. Mitchell. Application, August 26, 1944. These abstracts of British Patent Specifications are condensed, by permission, from the official specifications. Copies of the full specifications are obtainable from the Patent Office, 25 Southampton Buildings, W.C.2, price 2s. 8d. each. 711,434. Sealing leaks in pressure cabins. Normalair 710,841. Control surfaces. Air Vice-Marshal Ltd. Application, September 27, 1951. D. C. T. Bennett. Application, October 21, 1952. A puncture-scaling device for a pressure cabin con­ sists of a sheet of gauze a which is placed over the puncture and held in place by a number of stiffening tubes b, b1, b2 attached to the gauze, which is then covered with a larger sheet d of flexible impervious material, such as rubberized fabric. If desired the sheet d may be secured to the aircraft skin by adhesive strips. The sheets a, d may be separate from one another or united along a centre line, and to assist in applying the gauze in darkness its edges may be out­ lined with luminous or fluorescent material. A leak indicator may be attached to the inner surface of the sheet d, the indicator having a light rotor which drives a luminous indicating device whose diameter is dependent upon the speed of the rotor, which latter is governed by the rate of air leakage. To enable control to be maintained at or near 711,719. Mounting propulsion units. Société stalling speed or in a spin, the tailplane 12 and ele­ Nationale de Constructions Aéronautiques du Nord. vators 13 of a swept-wing aircraft, FIG. 1, are mounted Application, February 27, 1952. to lie entirely below the horizontal plane Y—Y passing through the lowest points of the wing trailing edges when in the attitude of normal horizontal flight. In the case of a delta-wing machine, FIG. 2, the elevons 22 are mounted on brackets 23 projecting below the wing trailing edges. 710,946. Engine debris guards. Armstrong Siddeley Motors Ltd. Application, June 5, 1951. A retractable debris guard consists of a series of trapezoidal frames supporting aerofoil-section slats, each section being carried by a lever 20 pivoted at 30 and operated by a fluid-pressure jack 36 so arranged as to reduce the rate of movement of the section as it A traverser or lateral transporter for positioning an approaches its extremity of movement in either direc­ aircraft on a launching way on an aircraft carrier con­ tion. The jack is connected to the compressor by sists of forward and rearward sets of longitudinally pipes 40, 41 incorporating restricted passages 46, 49 disposed rollers S1, S 3 and S4, S5, so arranged that the at their junctions with the jack cylinder. To close the port and starboard groups can be rotated together, guard a switch 61 is closed, operating a signal lamp 62 but in opposite directions, whereby the wheels of a and electromagnetic valves 45, 52, to place the right- machine E taxying over the rollers are moved trans­ hand end of the jack in communication with the versely into a central position on the launching way. In A turbo-jet unit 6 is mounted in the tail of the fuse­ pressure supply pipe 41, the tendency of the airstream the arrangement shown the rollers are provided with lage below the tail unit 3, air being supplied to it to accelerate the guard sections as they approach the through a downwardly-curved duct 11 whose inlet 8 chain-and-sprocket gearing, each set being driven by closed position being counteracted by the com­ is disposed above the fuselage and at the front end an electric motor through a transverse shaft such as F. pression of the air in the left-hand end of the jack of the leading edge 9 of the tail fin 10. Fuel tanks 14 In addition, the forward rollers are provided with cylinder, the free escape of which is prevented by the clutches to enable those rollers in a central zone of are mounted below the duct. The engine unit is restriction 49. The sections are retracted by opening width equal to the distance between the main landing inserted and withdrawn through the fuselage tail by the switch 61, the springs 67, 68 reversing the settings wheels to be de-clutched for free rotation. The rear sliding along horizontal guide rails 19, hinged por­ of the valves 45, 52, the end movement of the sections rollers may be set in rotation by the passage of the tions 22 of the fuselage serving as inspection covers. being retarded by compression of the air in the right- front landing wheels over a pad K, When correctly In a modified arrangement the engine is mounted in hand end of the jack cylinder. This arrangement positioned the front wheels of the machine engage a higher and more forward position, thus reducing ensures that in the event of power failure the guard is portable guides G and hydraulically operated chocks / the length of the air inlet duct, and the engine is in­ returned to its retracted position. and the tail wheel is located above a central holdback serted and withdrawn vertically through hinged por­ rack H. tions of the top of the fuselage. October 1954

Journal

Aircraft Engineering and Aerospace TechnologyEmerald Publishing

Published: Oct 1, 1954

There are no references for this article.