Patent GB-1159094-A (GB)
Title: Flare Computer
IPC: G05D1/06
Filed: 1966-09-14
Abstract: 1,159,094. Automatic control of aircraft. COLLINS RADIO CO. Sept. 14, 1966 [Jan. 10, 1966], No.41133/66. Heading G3R. Descent of an aircraft is automatically controlled by a comparison between a signal dependent on rate of descent and a reference signal dependent on altitude. The control system described automatically flares descent after an aircraft has been brought to a low altitude, say 50ft, by following a glide path. In Fig. 1, a noise-free rate of descent signal is derived by a filter 13 which differentiates the output of a radio altimeter and adds the filtered output of a vertical accelerometer 12. This signal, after limiting at 16, is compared with a desired rate of descent signal which varies with altitude and is derived from the altimeter output by a shaping network 15. This desired rate signal falls linearly with altitude until, at a low altitude of say 8ft, it remains constant. Any deviation from the desired rate is corrected by the difference signals 20 which are applied through a limiter 27 to the elevator control channel 44 of the aircraft automatic pilot. Limiter 27 ensures proportional control up to a limit of deviation in the sense requiring slow down of descent, but prevents control by deviations in the opposite sense until a low altitude of say 20ft is reached at which a very limited control becomes effective. The result is that the control system is engaged smoothly since it does not become effective until the actual rate of descent is equal to that desired. Details of the limiters, which involve biased diodes, are given. Stabilizing feedback signals dependent on pitch, lateral acceleration and elevator position are derived from transducers 21, 22 and 28. 1, 159, 123. Fluid-pressure servomotor systems. H.M. HOBSON Ltd. Sept. 1, 1967 [Sept. 23, 1966], No.42673/66. Heading G3P. An electro-hydraulic flap actuator for aircraft comprises tandem pistons 17, 37 the former of which is actuated by a pair of nozzle tubes 29, 30 under the control of torque motors 45B, 45A, whereas the latter is actuated by a single nozzle tube 15 under the control of torque motor 45. To select full rightward position of the pistons, switches 46 - 46A - 46B are positioned to energize the motors such that nozzle tubes 15, 30 supply receivers 3, 33, and full leftward position of the pistons is obtained when nozzle tubes 15, 29 supply receivers 16, 23. In these extreme positions, a feedback force is exerted on nozzle tubes 29, 30.via cam 20, lever 24, cable 26, levers 28, 31 and leaf springs 27, 32, and a similar force is exerted on tube 15 through lever 34, cable 26A, lever 7 and spring 8. These feedback forces are ineffective until the electrical signals cease, e.g. due to a failure, at which point they function to return the pistons to an intermediate position defined by the position of cam 20. Additional intermediate positions can be obtained by the provision of steps on cam 20, balance being achieved at a given position between the electrical signals and the feedback forces, at the corresponding step. Piston 17 and its control could be omitted. In a modification, the piston assumes an end position when the electrical power fails and other positions in response to signals of varying magnitude.