Patent GB-481375-A (GB)
Title: Improvements in and relating to apparatus for training aviators
IPC: G09B9/16
Filed: 1936-09-19
Abstract: 481,375. Training aviators. LINK, jun., E. A. Sept. 19, 1936, No. 25528. [Class 4] Apparatus for training aviators comprises a dummy aircraft mounted on and manoeuverable relatively to a support by means of controls simulating real aircraft controls operated by the person being trained, in which indicating instruments simulating real aircraft instruments are provided in the dummy and are co-ordinated therewith so that movements of the dummy affect the instruments in the same manner as corresponding manoeuvres of an aircraft in flight would affect the instruments in such aircraft. As shown, the training device comprises a fuselage 1 provided with the usual control surfaces and mounted on pintles 34, 37 for universal movement. The pintles 34 are carried on a hollow shaft 8 lined with a rubber tube 16, connected at 15 with a source of suction and mounted for rotation, by a compressed air motor 29 through a belt, in antifriction bearings 9. The shaft carries arms 24 on which are mounted air bellows 25 connected with the fuselage through screwed rods 41. The motor 29 is carried on an extension of a frame carried by the arms 24. The shaft is further provided with contact rings 17 connected to contacts 19 and co-operating with fixed brushes 18. A motor driven air turbine 44 is mounted in the base of the supporting structure. An instrument panel in the fuselage has arranged thereon a magnetic compass 61, an artificial horizon 62, an altimeter 63, a wireless compass 64, a wireless marker 65, an air speed indicator 66, a bank and turn indicator 67, a vertical speed indicator 68, a gyro-compass 69 and a throttle member 70. Operation of pedals 53 through links 54, 55 operates a bar 56 which through links rotate a valve element 74 to connect either one or other of pipes 82, 83 to a source of reduced fluid pressure through a pipe connected to the pipe 16. This action controls the turning motor 29 and thus the directing of the fuselage 1. In order to simulate the actual movement of the magnetic compass in flight, rotation of the valve 74 also connects, through pipes 101, one or other of bellows 109, 110 with the pipe 16 to cause movement of a member 105 against the action of centralizing springs 106. The member 105 carries a magnet which effects the necessary adjustment on the compass. Two apertures in the valve member 74 connect the openings not connected to the pipe 73 to the atmosphere. Forward or rearward movement of a control lever 45 through a link 115 rotates a valve member 117 to connect pipes to the pipe 16 or to exhaust or vice versa to cause deflation of the forward or rearward bellows 25 and thus dipping or raising of the fore end of the fuselage. Lateral movement of the lever 45 through lever 49, a link 50 and a valve member 117a in a similar manner controls lateral tilting of the fuselage. In order to simulate the actual movement of an aircraft during banking without operation of the rudder, a link 133 connects the frame 24 with a lever 135 carried by a bar 90 which carries a lever 87 operating the directional control valve 74. In order to simulate bumps, the bellows 25 are automatically expanded in an irregular manner by means of connections to one of the outlets of valve members 74, 117, 117a, which are controlled by valve elements 141 governed by cams 140 carried by a shaft 139 driven by an electric motor 137. Means may be provided for disengaging any of the elements 141. In order to simulate the correct movements of the air speed indicator and altimeter an arm 144 is connected between the support and an arm 156 in the trainer. The arm comprises a cylinder 145, a piston 148 guided on a rod 146 and buffer springs 150, 152. Elevation of the nose of the fuselage through the ram 144 causes rotation of a link 161 about a pivot 164 to cause rotation of screwed spindles of climb and dive controlling needle valves 168, 167. The valves 167, 168 are connected to a tank 177 from which leads connections to the altimeter 63 and vertical speed indicator 68. The valve 167 has an atmospheric vent and the valve 168 is connected to suction by a pipe 180. In order that the air speed indicator may respond to climb and dive movements, a bellows 184 is connected to the main source of suction and to a damping tank 187 connected to the air speed indicator 66. The bellows is further connected to the lever 161 above the pivot 164 by means of a link 195, a lever 193, a link 192 and a spring 191. Movement of the rod 192 right reduces the tension on the spring 191, allows the bellows to collapse and permits the needle valve 189 to close the connection to the source of suction. The tank 187 is provided with a small orifice 196. In order to simulate a spin and to give the correct indication of the spin on the air speed indicator, vertical speed indicator and altimeter a needle valve 197 is provided and is connectible to the atmosphere or to the source of suction. Further, the stem of the valve is provided with an aperture which when the valve is open communicates with ports connected respectively to the source of suction and to bellows 224. When the bellows 184 collapse the link 192 rocks arm 193 and through a link 217, springs 225, a sleeve 224, a lever 219, a link 221 and adjustable abutments move a weighted lever 212 to open gradually the valve 197 to admit atmospheric pressure to tank 177. When lever 212 moves past its centre the weight causes the valve to fully open and connect the bellows 224 to the source of suction causing the fuselage to simulate the actual action in a spin. The bellows 224 is situated between bellows 225, 226, the bellows 224 when collapsed unlocks the shaft 90 to permit of its rotation. The bellows 225, 226 are connected through links 235 with an arm 232 on the shaft 90 so that collapse of one or other of the,bellows under the action of a valve 237 rotates the shaft 90 and thus causes rotation of the fuselage. In order to simulate the reading of the various instruments due to actuation of the throttle control in flight, the throttle control 70 is connected to a lever 246 which through a link 248 adjusts the pivot 164 of the lever 161 which then pivots about its upper end and effects through the mechanism previously described the requisite adjustments. Specification 370,128 is referred to.