Patent GB-899862-A (GB)
Title: Improvements in aircraft control mechanism
Inventor: CHAPLIN RONALD HENRY
IPC: F02K1/00
Filed: 1959-10-30
Abstract: 899,862. Controlling vertical take off aircraft. HAWKER AIRCRAFT Ltd. Jan. 10, 1961 [Oct. 30, 1959], No. 37008/59. Class 4. An aircraft capable of vertical or steep takeoff and landing, wherein vertical lift and forward propulsion are obtained by nozzles orientatable between horizontal and vertical or near vertical positions, has control mechanism which effects slow orientation of the nozzles from the vertical to the horizontal position, and rapid orientation from the horizontal to the vertical position. In Fig. 4, a nozzle orientation control lever 13 is movable in a gate 12 in a casing 11 between a nozzles horizontal position shown in full lines, and an adjustable stop 16. A nozzles follow up and manual override lever 15 moves in a second gate, and the casing is calibrated in terms of nozzle angle to the horizontal, between the two gates. Levers 13 and 15 have a common pivot 17, Fig. 5. Lever 13 is bifurcated, and connected by pin and slot couplings 18 to two members 19 containing slots 20, see Figs. 5 and 6. The members 19 are connected by a pin 21 extending between two slots 20 and passing through further slots 23, 31, in casing 24 and cylindrical member 30, respectively, and through a plug member 33 which is slidable within member 30. At the other ends of the members 19, a pin 22 extends between slots 20 through slots 23, 31, and engages a plate member 35 slidable in member 30. A compression spring 34 extends between members 35, 33. Rigid with member 30 is a cylinder 29 filled with air or liquid, containing a piston 28 on a rod 27 attached to casing 24. Lever 15 is pivoted at 36 to a yoke member 38 connected by a pin 39 to member 30. slots (not shown) are cut in casing 24 to allow pin 39 to move relatively, to the casing. The outer sheath of a. control cable 26 is attached to casing 24, and the inner wire to member 30. The piston 28 is such as to allow free flow of fluid past it in one direction, but restricted flow in the other direction. Thus, when the pilot moves lever 13 to the left in Fig. 5, to orientate the nozzles to more nearly horizontal, members 19, pin 21, and plug 33 move to the left, Fig. 6. Spring 34 is compressed, and urges cylinder 29 and member 30 to the left. The flow of fluid through the piston 28 is restricted however, and member 30 and the cable control wire move comparatively slowly. To orientate the nozzles more nearly vertically, e.g. during a near vertical landing the pilot moves stop 16 to the calibration mark corresponding to the desired nozzle setting, this being done at leisure. When the nozzles are required to be moved, the pilot can slam lever 13 against the stop. Pins 22 and plate 35 move to the right, compressing spring 34, which urges plug 33 and member 30 to the right. The flow of fluid through piston 28 is not restricted in this case, and member 30 and the cable control wire move rapidly. Lever 15 moves with member 30 at all times, and thus shows the nozzle orientation on the scale 14, Fig. 4. It can also be used to override the action of spring 34 and the dashpot 28, 29, by applying manual force directly to member 30, should the dashpot stick, or should rapid nozzle movement to the horizontal be required. Lever 13 and stop 16 are normally locked to the gate, but can be released by exerting a downward force on the lever or stop. The cable 25 operates an air driven motor, which is connected by shafting and chain and sprocket mechanism, to rotate the nozzles, Fig. 3 (not shown). The engine and nozzles may be as in Specification 861,480.