Abstract: On an aircraft having spoilers on the wing, the spoilers are converted, according to this invention, following the ACT philosophy, for use in countering gust effects. Accordingly, a sensor of gusts is arranged to transmit warning of the arrival of a significant gust to a spoiler operator which, taking into account airspeed, deploys the spoilers in a mode so that a phase of spoiler generated lift decrement is timed to coincide with effective arrival of the gust.

Abstract: An actuator system for controlling the position of an aerodynamic control surface of an aircraft is disclosed. The actuator system (10) comprises a rotary actuator (12) rotatably mounted to the aircraft structure (20) with the actuator having an output member (22) adapted to be coupled to the control surface. A latch assembly (37) is provided which is mounted to the structure which releasably engages the actuator. Preferably, the latch assembly (37) comprises a grooved flange (38) mounted on the actuator (12) and a solenoid (47) mounted to the aircraft structure which is adapted to move a locking pin (44) from a first position in engagement with the grooved flange (38) to a second position out of engagement with the groove. In a second embodiment, a second rotary actuator (114) is mounted to the aircraft structure and is adapted to rotate the actuator (81) upon its failure and after the latch assembly is activated.

Abstract: The invention is a spoiler device for an aircraft having a leading edge slat (50) mounted on at least a portion of the leading edge of the wing of the aircraft. A rear portion (52) of the leading edge slat (50) is rotatably mounted thereto and movable from a retracted position to an extended position (52') so as to act as a spoiler. A latch mechanism comprising links 56, 60, 68 and spring member (76) which yieldably hold the rear portion (52) of the slat (50) in the retracted position. An actuator (80) is provided which is mounted to the wing and which is in detachable contact with the latch mechanism of the slat (50). Upon actuation the rear portion (52) is extended and is returned to the retracted portion by the spring member (76). The actuator (80) can be either mechanical, pneumatic, hydraulic or electrical.

Abstract: A control assembly (50) for deployment of aircraft wing flaps is comprised of an input cam mechanism (54), a feedback cam mechanism (56) and a summing lever member (58) operatively interconnecting the cam mechanisms for mechanically summing independent inputs therefrom to yield a mechanical output signal for actuating flap deployment drives, wherein the input cam mechanism is comprised of a cam (64) rotationally operable in response to a command input signal and a cam follower (68) in mating engagement therewith for cammed movement with rotation thereof to provide a first input signal to the summing lever characteristic of a predetermined flap configuration, the feedback cam mechanism is comprised of a cam (94) rotationally operable in response to movement of the flaps and a cam follower (100) in mating engagement therewith for cammed movement in response to movement of the flaps to provide a second input signal to the summing lever characteristic of the existing flap configuration; and further wherein the su

Abstract: An invention is disclosed for the attachment of a yoke to a laminated material composed of a medial matrix laminated between first and second skins. Two elongated parallel brackets are attached to the laminated material, the brackets each having a first segment fastened to the first skin, a second segment fastened to a first region of the second skin, and a third segment fastened to a second region of the second skin. The first and second regions are separated by a cavity in the second skin. The yoke is positioned in the cavity and fastened to the two brackets to provide a thrust point approximately coplanar with the second skin. The invention can be used to attach an actuator rod at the thrust point when the laminated material is that used in a cowling associated with a thrust reverser in a gas turbine aircraft engine.

Abstract: The invention relates to an angle setting device of hinge type, especially for use in model airplanes. Two hinge members (3,5) are jointed to each other via pins (6). An actuator (1) is pivotable, and the swing angle of the hinge can be set by the pivoting of the actuator (1). This is achieved by the actuator being mechanically controlled (10,11) in the first hinge member (3) along a certain surface, as well as being mechanically controlled (4,7) along a second surface in the second hinge member (5), said two surfaces forming an angle with each other.

Abstract: A mechanical biasing device to drive an aircraft control surface to a predetermined position relative to the main airfoil, either directly or indirectly through a linkage system, while also providing sufficient clamping force at the neutral position so that the airfoil and control surface behave dynamically like a single structure.

Abstract: A snubber (12) includes a fixed member (14) and a movable member (16). A variable volume chamber (20) is defined between these two members (14, 16). The chamber (20) includes an orifice (22). A body of extrusible material (26) substantially fills the chamber (20). A rotary actuator (6) carries a lug (28) that contacts the movable member (16) when the actuator (6) moves beyond a predetermined position. This contact pushes the movable member (16) against the extrusible material (26) to decrease the volume of the chamber (20) and to cause the extrusible material (26) to be extruded through the orifice (22). This stops the rotation of the actuator (6) and absorbs its kinetic energy. The snubber (12) is supported by a frame member (10). Preferably, the frame member (10) has a cavity (40) into which material extruded through the orifice (22) is received.

Abstract: A wing flap assembly, in which each flap (1, 2) has its own suspension and drive mechanism (3-6) and in which two adjacent flaps substantially in line with each other have a part (16) connected for movement with one flap and extending between two abutments (18, 19) on the other flap so that, in case of a failure or disturbance in the suspension and drive mechanism of one flap, this flap is limited in movement with respect to the adjacent flap to avoid serious distorsions and other dangerous consequences of such a failure or disturbance. Preferably the part (16) extending between the abutments is a pivoting lever, so connected to one flap that it moves therewith in a plane substantially parallel to the chord plane (8) of the flaps if one flap moves with respect to the other one.

Abstract: A system for altering the lift/drag characteristics of powered general aviation aircraft whereby flight path control may be exercised. The control device operates in conjunction with such lift/drag altering devices, spoilers, dive brakes and the like, and is physically unitary with the pilot's operation of the throttle control. Utilizing a single control, the pilot may selectively maintain the craft without lift/drag modification, with automatic lift/drag modification at lower power settings such as under landing approach conditions and lift/drag modifications at higher power settings and without modifying the power setting. A vacuum operated valve having simple selectable operational modes provides flight path control desired. Vacuum distribution means, i.e., vacuum lines are provided from a vacuum source, to the vacuum valve and to the spoilers and dive brakes for bellows actuation of the lift/drag altering devices.

Abstract: A flight control surface coupling system which provides a two-element drive coupling between two control surface segments. The first element is a torsion bar that has adequate spring rate to suppress surface flutter yet soft enough to deflect and function as a low load compliance element between sets of drive actuators. The second element is a drive coupling that permits the two surface segments to move freely within its stops. The stops are spaced to allow easy determination of out-of-rig conditions and small enough to provide an effective drive to move one segment through the second segment with a single actuator. Structural fatigue loads are greatly reduced without sacrificing surface positionability.

Abstract: A slat system in which the slats are supported on tracks and the slats are actuated by a simple bell crank linkage oriented so that its plane of motion is parallel to the wing chord reference plane. The mechanism retracts to a collapsed over-center position and extends to an over-center position so as to lock the slat into the retract or extend positions. Each slat segment is driven by two identical mechanisms tied together by a synchronization link which provides redundancy. Either actuator can drive the surface alone, as the second actuator is driven through the synchronization lever, in case of power loss to the second actuator.

Abstract: A yaw control arrangement for tailless aircraft utilizing a plurality of rudder-like surfaces which are normally retracted into the surface of an aircraft wing and extended only momentarily on demand to generate a yawing moment. The surfaces are mounted on a wing surface by hinges which are canted with respect to the free stream flow. In this manner, the extended deployed surfaces are given an angle of attack to the free stream flow to produce a lift force at essentially right angles to the longitudinal axis of the aircraft.

Abstract: A drive system for high-lift devices on aircraft having two power drive units, one at each end of the connecting torque tube system, so as to force sum the outputs. A one-way brake always insures against inadvertent retraction of the device but allows extension. An asymmetrical protective device prevents the high-lift device from an asymmetrical condition even after a combined power loss and mechanical failure of the torque tube. The power drive units consist of hydraulic motors driving through a gear box and a no-back brake combination and are controlled by a servo valve.

Abstract: An airfoil having a trailing edge flap assembly comprising a flap member having a track mounted thereto. The track member is operatively connected to a slide-block which is in turn mounted to stationary structure. High Fowler motion is accomplished with this arrangement. In another embodiment the flap is additionally provided with a foreflap. In further embodiments, the flap assembly is provided additionally with aft flaps.

Abstract: A rear-edge flap is held on an aircraft wing by means of two pantograph-like guide systems carrying swivel heads on which the flap is pivoted. Control arms extend from the guide systems to cause the flap to be pivoted and the guide systems extend the flap. Details concerning bearings and kinematics are disclosed. Application of the invention to all rear flaps of two aircraft wings is described.

Abstract: A method and structure for selectively conducting pressurized gas flow over the upper surface of an airfoil, the airflow being selectively directable either rearward through a spanwise outlet to produce thrust and augment lift or, alternatively, directed forward to spoil the aerodynamic flow over the wing to diminish lift and provide a reverse-thrust braking. The structure includes a plenum defined in the airfoil and ducting to receive pressurized air or gas, the plenum being defined in part by a panel longitudinally pivoted at the central portion thereof to, preferably, change the area of a rearward directed opening while concurrently and proportionally changing in the opposite sense the area of a forward oriented opening to selectively direct the pressurized air or gas rearwardly, forwardly, or in combinations of openings while preferably maintaining a substantially constant opening area.

Abstract: This invention generally concerns an aircraft useful for training pilots, and specifically involves providing a trainer aircraft having high to moderate aspect ratio wings with selectively operable design features that impart to the trainer aircraft the handling characteristics of a high performance, swept wing aircraft in an approach and landing configuration. In particular, the high performance swept wing aircraft characteristics are preferably imparted by selectively actuated primary and secondary speed brake mechanisms. Optimally, the primary speed brake mechanism is positioned as a function of angle of attack of the aircraft.

Abstract: A continuous force actuator having a housing, a pair of slidably mounted T-shaped pistons therein and a plurality of resilient, hollow pressure tubes surrounding each of the pistons. The insertion of fluid into or the removal of fluid from the resilient tubes alters the position of the pistons relative to the housing and thereby controls the continuous force applied by the actuator. By operably connecting the continuous force actuator between opposite components of, for example, a variable configurated airfoil, continuous control of the airfoil configuration can be performed in a reliable and accurate manner.

Abstract: An improved leading edge contour for control flaps of the type suitable for use with hydrofoil vessels and the like wherein discontinuities or gaps between the leading edge of the flap and the trailing edge of the fluid foil to which it is attached are held to a minimum; yet, wherein localized or discontinuous differential deflection of the flap leading edge and the foil trailing edge, which inherently occurs as the vessel moves through a fluid medium, does not result in interference between the two edges, thereby minimizing the problem of reduced fatigue life; and, wherein excessively large discontinuities are not required between the two edges in those edge areas where no significant differential deflection occurs, thereby significantly improving the performance characteristics of both the flap and the flap/foil combination.

Abstract: A pair of metallic strips are provided for the improvement in the stalling aerodynamics of the Cessna Series 150 and 152 aircraft, especially during conditions which would otherwise generate an unintentional spin entry, followed by a fatal accident. The strips are secured to the leading edge of the airplane wing at a point substantially adjacent to each wing root. Each strip has a plurality of raised surfaces for modifying the airflow over the upper wing surface, and a concave surface which is placed against the leading edge of the airplane wing. Fasteners placed in recessed areas on the strip secure the strip to the wing's leading edge. The addition of these strips to the airplane wing modify the stall pattern in its area of separated airflow over the upper surface of the wing in such a way that the pilot is provided with greater aileron control during stalling conditions.

Abstract: A hinge assembly between a lifting foil (12) and an associated flap (14) wherein the flap (14) includes a series of sections (20, 22). In one embodiment, each section (20,22) may be rotatably mounted by a single hinge (24) to the foil (12) and interconnected by a coupling device (34) to an adjacent flap section. Additionally, a shear key coupling device (40) may be arranged between each pair of sections (20, 22) substantially extending to the trailing edge of each section (20, 22).

Abstract: A precision actuator of minimum thickness which provides high output force with low input torque and includes a single-piece metallic rhombus with a drive assembly made up of a right-hand threaded rod that passes through a right-hand threaded side apex of the rhombus connected by a coupling to a left-hand threaded rod that passes through a left-hand threaded side apex opposite the other threaded apex of the rhombus. The right-hand threaded and left-hand threaded rods are secured to the coupling such that the drive assembly rotates as a unit. Right-hand rotation of the drive assembly increases the distance between the threaded apexes while drawing the end apexes closer together and left-hand rotation of the drive assembly draws the threaded apexes closer together forcing the end apexes further apart.

Abstract: A mechanical power transmission apparatus, of the differential gear type, for actuating an airplane control surface requiring two independent actuator inputs to a single control surface. Predetermined, proportionately variable, asymmetric loads between the two actuators are accomodated by a load sensitive brake in conjunction with a fuse link which fails in the event of single actuator or drive means failure. The fuse link is provided by employing a shear pin to attach the pinion gear in the differential to the pinion shaft. The shear pin failure strength in conjunction with the load variable brake determines the allowable differential torque between the two driven bevel gears.

Abstract: The present invention is in the field of aircraft flight spoiler control mechanisms. The invention enables the conventional, primary spoiler control system to retain its operational characteristics while accommodating a secondary input controlled by a conventional computer system to supplement the settings made by the primary input. This is achieved by interposing springs between the primary input and the spoiler control unit. The springs are selected to have a stiffness intermediate the greater force applied by the primary control linkage and the lesser resistance offered by the spoiler control unit. Thus, operation of the primary input causes the control unit to yield before the springs, yet, operation of the secondary input, acting directly on the control unit, causes the springs to yield and absorb adjustments before they are transmitted into the primary control system.

Abstract: This invention relates to a method for rolling control of an airplane by means of spoilers mounted at lift surfaces, which comprises subdividing the entire control range into a plurality of firmly graduated and successively adjustable control steps, and adjusting the individual control steps by means of a series of different partial spoiler surfaces actuatable in dependence upon each other either individually or in combination. The invention also relates to an apparatus for performing the method.

Abstract: Tilting the stabilizer at an extreme angle to the fuselage, with leading edge down, and controlling and varying engine thrust comprise a method for all-axis control of a generally conventional aircraft in ultra deep stall. The method is effective in recovery from unstable and unusual flight attributes and in landing emergencies; the aircraft may land in the ultra deep stall configuration or conventional flight may be resumed. So-called flying wing aircraft, where pitch control surfaces are incorporated with the trailing edge of the primary lift surface, are also controllable in ultra deep stall by the method of this invention.

Abstract: A drive arrangement for lift control surfaces on an aircraft wing has a drive motor and a shaft for transmitting motion from the motor to the lift control surfaces. A control circuit is responsive to the driving positions of both the motor and the shaft, and is responsive to a predetermined level of discrepancy between these positions to operate one or more braking devices which restrain the shaft against movement.

Abstract: An actuator system for use in symmetrically positioning of control surfaces on opposite sides of an aircraft includes a primary load path for providing power to ball-screw mechanisms for moving the control surfaces between extended and retracted positions. A separate backup shaft is drivingly connected between opposite ends of the primary load path and, in normal service use, is unloaded. In the event of a failure in the primary load path, torque is transmitted through the backup shaft from the unaffected end of the primary load path so as to provide power for actuation of the ball-screw mechanism which otherwise would be affected by the failure in the primary load path. The backup shaft includes a one-piece continuous core whose axis is spaced laterally from the longitudinal axis of the primary load path to increase serviceability, reliability and reduce the likelihood of simultaneous damage to both the backup shaft and the primary load path.

Abstract: A mechanical power transmission apparatus, of the differential gear type, for actuating an airplane control surface requiring two independent actuator inputs to a single control surface. Asymmetric loading to the control surface is accommodated by a mechanical fuse link. The fuse link is provided by employing a shear pin to attach the pinion gear to the pinion shaft, designed to fail at a predetermined differential torque between the two driven bevel gears. Positive disengagement of the gears is provided following fuse link release.

Abstract: A temperature compensated passive linkage for interconnecting two members having different coefficients of expansion. Preferably the linkage is utilized for interconnecting the stabilizer of a plane with its elevator. The stabilizer may be a graphite epoxy composite while the elevator may consist of aluminum-fiberglass. The differences in the rate of expansion of the two members is compensated by the linkage of the invention which in turn will move a side load hinge fitting to minimize aerodynamic and mechanical problems.

Abstract: A supporting device is disclosed for an arrangement of articulated elements such as a fin-rudder arrangement, wing-trailing edge flap arrangement, and the like, for aircraft or watercraft. The disclosure more particularly relates to the cover for the gap existing between the two articulated elements. There is disclosed an arrangement of levers and bearing points which allow the cover to maintain a constant length and approximately constant curvature over its length as the two elements move relatively to each other. The arrangement of the disclosure eliminates corners and folds in the elastic cover without also requiring parts protruding beyond the elastic cover and without requiring high forces to deflect the cover.

Abstract: A horizontal stabilizer structure for improved stabilizer performance at positive and negative angles of attack is disclosed in which a leading edge slat/spoiler extending lengthwise along the stabilizer is disposed forward and below the leading edge of the stabilizer. The leading edge slat/spoiler directs airflow along the under surface of the stabilizer at negative attack angles and disrupts airflow over the upper surface at positive attack angles.

Abstract: A hinge arrangement between a lifting foil and a flap. The flap comprises a plurality of sections. Each section is mounted by one coupling restraining hinge device to the foil, the hinge device has a hinge pin that extends into a socket located in an adjacent section so that both sections are supported by the hinge. In addition, each two sections are interconnected by a shear key protruding from one section into the same socket of the adjacent section.

Abstract: A flap such as an aileron or a landing flap is operatively secured to the rear edge of an aircraft wing in such a manner that the wing construction itself may be thin in the direction perpendicularly to the central plane of the wing and as compared to the prior art wing structures. For this purpose a coupling plate extending vertically is secured to the bottom of the flap. The coupling plate provides two journal points arranged substantially vertically one above the other. The upper journal point is connected to the wing. The lower journal point is connected to a rocker drive. A drive piston rod is connected through crank levers to rotate the coupling plate in the manner of a four journal drive.

Abstract: The apparatus operates to prevent the rolling of an aircraft having an even number of propulsion units when one of the propulsion units stops operating due to a breakdown. Spoilers are mounted on the outboard wings. Each spoiler has an individual drive connected to a power circuit via a control valve which, in turn, is functionally associated with a failure detector of the propulsion unit disposed on the outboard wing opposite to that on which the respective spoiler is mounted. The apparatus is provided with an apparatus that is brought into action automatically, so as to counteract the rolling tendency of an aircraft when one of its propulsion units fails, or with a manual control for correcting the glidepath during landing, dissipating the lift and applying the aerodynamic braking during the landing roll.

Abstract: Apparatus including a spoiler quadrant coupled to the aileron cable control system of the aircraft, rotation of which spoiler quadrant in either direction causes a bell crank to rotate about its pivot point in one direction only from its inactive position. A plurality of links transfer this motion to operate inboard spoilers simultaneously on both sides of the aircraft in response to and proportional to the degree of aileron deflection.

Abstract: A braking device for a remote actuation system includes a plurality of balls or rollers interposed between a surface of a rotary member and a notched external surface of a housing. A cage for the balls or rollers is frictionally engaged with the rotary member so that when the case is free, it rotates with the rotary member and the balls or rollers moving in their notches thereby brake the rotary member. An electromagnetically operable device is coupled to the cage so that when energized it holds the cage in a central position so that braking does not then occur.

Abstract: A trailing edge system including spoilers and flaps in which the spoilers serve as both spoilers and as fairing surfaces which 1) maintain smooth upper wing surface contours for all flap positions and 2) enable relatively small, lighter weight flaps to have the effects of larger, heavier ones.

Abstract: Tilting the stabilizer at an extreme angle to the fuselage, with leading edge down, and varying engine thrust comprise a method for all-axis control of a generally conventional aircraft in deep stall. In an alternative embodiment, tilting the engines upward at an extreme angle to the fuselage and varying engine thrust comprise a method for all-axis control in deep stall.

Abstract: An electrical system for actuating the inboard spoilers on the wings of an aircraft in response to the lateral control input from the pilot control wheel and to the position of the pilot speed brake lever. The pilot speed brake lever position signal being used to select the modulation provided by a three mode function generator which generates the signal that actuates the spoilers.

Abstract: In a system for positioning the spoilers on the port and starboard wings of an aircraft, a mechanical mixer that incorporates a three-dimensional cam receives pilot-controlled roll (control wheel) and speed-brake inputs and combines them to produce left and right wing spoiler positioning outputs. The cam surfaces of the three-dimensional cam are contoured so that the positioning of the spoilers in reaction to the roll input effects a roll response of the aircraft that is substantially independent of the setting of the speed-brake input.

Abstract: An airfoil for an aircraft having a first surface extending between the leading edge and the trailing edge, and a second surface joined to the first along the leading edge and projecting rearwardly in the direction of said trailing edge. The second surface of the airfoil terminates materially in advance of the trailing edge to define a step-like discontinuity of the airfoil. One or more lift generating members are pivotally mounted on the second surface of the airfoil adjacent the step-like discontinuity. The lift generating members are selectively movable to various positions relative to the airstream to alter the aerodynamic forces on the airfoil during conditions of flight.

Abstract: An improvement to the controllability of aircraft wherein vortex generators are connected to a control surface in front of the hinge line of the control surface so that when the control surface is deflected, the vortex generators project into the airstream on the opposite side from the deflecting control surface. The action of the vortex generators causes the airflow to remain attached to the control surface at higher angles of attack than would otherwise be possible thus increasing the lift of the airfoil and control surface.

Abstract: Control system for aircraft wing spoilers in which the amount of centering moment provided by the downwardly moving or aerodynamically inactive spoiler is increased as the aircraft flaps are extended, the control system including a differential linkage mechanism interconnecting the flaps and the spoiler actuating mechanism. In effect different schedules of spoiler motion in response to cockpit control inputs are generated with wing flaps in different positions.