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Publication numberUS2222435 A
Publication typeGrant
Publication dateNov 19, 1940
Filing dateJul 12, 1938
Priority dateJul 18, 1937
Also published asDE726977C
Publication numberUS 2222435 A, US 2222435A, US-A-2222435, US2222435 A, US2222435A
InventorsKsoll Joseph
Original AssigneeKsoll Joseph
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Airplane supporting plane
US 2222435 A
Images(3)
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Description  (OCR text may contain errors)

NOV. 19, 194( J OL I 2,222,435

I AIRPLANE SUPPORTING PLANE Filed July 12, 1958 3 Sheets-Sheet l Nov. 19, 1940. mm, 2 2,222,425

AIRPLANE SUPPORTING PLANE Filed July 12, 1958'. 3 Sheets-Sheet 2 Nov. 19, 1940.;-

J. KSOLL AIRPLANE SUPPORTING PLANE Filed July 12, 1938 3 Sheets-Sheet 3 JM ML kvdL I AM Patented Nov. "19, 1940 UNITED STATES PATENT ori ice AIRPLANE SUPPORTING PLANE Joseph Ksoli, Breslau, Germany Application July 12, 1938, Serial No. 218,832

7 A In Germany July 17, 1937 12 Claims. (Cl. 244-42) The inventor utilizes this effect of the flap arranged outside the normal profile. In an airplane wing with a main adjustable surface rearwardly shiftable, or rearwardly shiftable and at the same time rotatable, or only rotatable by an adjusting mechanism, and with a flap carried or only rotatable independently of'the main adjustable surface by a separate adjusting mechanism, it is possible to provide according to the invention an arrangement such that the main adjustable surface in inoperative position supplements the airplane wing to form a normal profile, whereas the flap in inoperative position is located outside the -normal profile and at the same time to construct the controlling device of the fiap in such a manner that, when the main adjustable surface is positively adjusted relatively to the airplane wing, the flap on its part is or can be positively adjusted relatively to the main adjustable surface. By such an adjustment of the two adjustable parts a considerable increase in the camber of the supporting surface and consequently an increase in the lift vcoefficient is attained, particularly when the main adjustable surface'and therewith the flap are not I only swung downwards but atthe same time shifted rearwardly or shifted rearwardly and downwardly. At the same time, in the event.

of the main adjustable surface being rotatably mounted on the wing, it is advisable to construct the rear end of the wing and the front end of the main adjustable surface so that there is a nozzle shaped gap between the two even when they are in inoperative position or at least turned into their downward position, thereby attaining a further increase of lift. Furtherto more, in order to render the airplane wing also suitable for the purpose of lateral control, it isadvisable in this instance to make the main adjustable surface also upwardly rotatable in negative adjustment to the airplane wing, and

55- to construct the adjusting mechanism of the flap On the other mentioned form of construction in modified conso that, when the main adjustable surface is set in negative position relatively to the airplane wing, the flap for its part assumes the, or is brought into the negative position relative to the main adjustable surface. 3

It is known in connection with airplane supporting planes with Flettnerrudders to oscillatably mount on an oscillatable main adjusti able surface a small flap located in inoperative position within or outside the normal profile. 10'

As,- however, the arrangement serves for reducing the forces necessary for the movement of the control or for balancing turning moments occurring on the airplane, the flap, when the main adjustable surface is swungin one direction, 16 must be swung in the opposite direction. In the construction according to the invention, however, the control is so arranged that the main adjustable surface and the flap always swing in the same direction, that is for example when the 20 main adjustable surface is positively set relative to the wing, the fiap is or can also be positively set relative to the main adjustable surface.

Several embodiments of the invention are illustrated diagrammatically by way of example in 25 the accompanying drawings, in which:

Figs. 1 to 3 illustrate the first form of construction in side elevation,

Fig. 4 shows a detail in section on line 44 of Fig. 5, to

Fig. 5 is a side view of Fig. 4,

Figs. 6 and '7 are side views of a second form of construction,

Figs. 8 to 10 show a third form of construction in side elevation, 3 35 'Fig. 11 is a side elevation of .a fourth form of construction, Figs. 12 and 13 illustrate afifth form of construction,

Figs. 14 to 16 show a sixth form of construc- 40 tion,

Fig. 17 shows a seventh form of construction, Figs. 18 and 19 each show a detail of the last struction, Fig. 18 being shown on a larger scale 45 than Figs. 1'7 and 19. p

In all the figures of the drawings I designates the wing-Ii the main adjusting surface and III the subsidiary adjustable surface hereinafter referred to as the fiap which participates in the movements of the main adjustable surface 11. The partsof the supporting plane are connected in the usual manner by several similar adjusting mechanisms of constructions hereinafter de- 2 I 2,222,4ss

scribed arranged one behind the other transversely to the airplane wing.

. Fig. 1 shows the first form of construction of the airplane wing with the main adjustable surface and'flap in-inoperative position. The main adjustable surface II supplements the wing Ito a normal profile. The flap III is connected with the main adjustable surface and is in its inoperative position outside the normal profile, in this instance behind and below the same, and whereby its nose can engage in front of the rear edge of the aileron. The main adjustable surface II is carried by a longitudinally shiftable bar I ar-:

ranged on the wing I. The bar I has-on its unl8 derside a rack 2 meshing with a pinion 3 arranged on the wing I and adapted to be rotated in a suitable manner from the pilot'sseat. Theconstruction may correspond for example to Figs. 4 and 5 in that a box rail 4 is mounted .on the wingand 90 carries guide rollers 5.v 8, I which serve as guide for the bar I of I cross-section. v

a transverse axle i0 extending through the nose 9 of the main adjustable surface It is fixed on this bar I. Furthermore the bar iand the main adjustable surface 11 are connected by a pair of levers i2, It oscillatably connected by a pivot axle II and between which a-spring, omitted from the drawings for the sake of cleamess,'is arranged for maintaining the levers in the position shown inso Fig. l. The main adjustable surface II has on its rear end an axle I about which the flap III can oscillate. The under side of flap III is connected to the lever l3 by a link It. A rope l8 attached to the pivot axle i l is conducted overv a roller I1 mounted on the bearing, 8 and passes to a rope drum l8 on which it winds and is attached. The rope drum I8 is freely rotatable about its axle in clockwise diregion but can be turned back by hand, for example by means of a wheel I! adapted to to be coupled-therewith and to be rotated from the pilot's seat.

Fig. 1 shows the parts in the position'of rest.

Byturning the pinion; 3 in clockwise direction the bar I and consequently the main adjustable surface II and flap III are shifted rearwards into the position shown in Fig. 2, without altering.

their'mutual position and their position relative to the bar I. An abutment, not shown on the drawings,limits the shifting movement. During the rearward shifting of the parts the rope i6 unwinds from the rope drum is which rotates in clockwise direction. If this drum is turned back by hand, the pivot axle II is pulled forward us against the action of the spring interposed between the .two levers l2. l2 with the result that the levers l2, I! are spread apart and the main adjustable surface II and flap HI brought intothe positionshown in Fig. 3. Y The form of construction illustrated in Figs. 6 g and '7 differs from that shown in Figs. 1 to 3 in that thelink I 5 is lacking and in its stead an oscillatable. ,adjusting lever 20 is arranged on the main adjustable surface II and connected by-a link 2l to the underside of the flap III. The lever 20 can, by suitable control mechanism leading to.;.;.the cockpit, be swung to the right or left irrespe" vej oi the position of the main adjustable .7 surface I'I fwhe'reby the flap III i S t upwards'or downwards. Therefore, the flap III participates in the shifting and also in the turning of the main adjustable surface II, but is independently movable relative to the main adjustable surface '15 'II irrespectively of the position of the latter.

A bearing 8 for.

form of construction is therefore particularly suitable for the lateral control.

In the form of construction according to Figs. 8 to' 10 the flap III is behind and under the normal profile formed by the wing I and the main adjustable surface II in inoperative position (Fig. 8) its nose engaging in front of the rear end of the main adjustable surface; it participates in the displacement of the main adjustable surface II and is also individually movable so that also this form of construction is suitable for lateral control. The main adjustable surface II is, on the one hand, connected with a control lever 24 rotatable about an axle 23 on the wing I by a link 22 engaging the aileron head, and on the other hand it has a bracket 25 loosely oscillatable about an axle- 21 carried by a bracket 26 on the owing to the gap 28 existing between wing I and -main'.adjustable surface 11 in inoperative position,

the control lever 24 can also be turned in clockwise direction and then the main adjustable surface If moved from theposition of Fig. 8 into that of Fig. 10.

The flap III is oscillatably mounted by means of an upper bracket on an axle M on the tail end of the main adjustable surface II and connected to a one-armed lever 20, osciilatable about the axle 21, by means of a link 29 extending along the underside of the main adjustable surface II.

This lever is also connected by means of -a link 3| with a second control lever 33 oscillatable about an axle." arranged on the wing I, which lever 33 remains stationary during the oscilla-.

tion. of the control lever 24 for adjusting the main adjustable surface II. Thus, the flap III is positively adjusted during the adjustment of the main adjustable surface II so that when the main adjustable surface II is swung downwards and thus set positively relatively to the airplane wing, the flap will also be positively adjusted to the inainadjustable surface and when the latter is moved upwards and thus set negatively to the wing, the flap will also be set negatively to the main adjustable surface. trol lever 24 is locked, after it has been used to bring the main adjustable surface-II into any desired position, theflap 111 can be adjusted also independently of the main adjustable surface II by swinging the control lever 32 in clockwise or counterclockwise direction, as is illustrated for example in Fig. 8 by the positions of the flap III indicated in broken lines. Owing to the individual adjustability of the flap HI independently of the adjustability of the main adjustable sure face 11, the form of construction described is, as already mentioned, also suitable for the purpose of lateral control.

- The construction illustrated in Fig. 11 differs from that shown in Figs. 8 to 10 only in that the flap. III is located behind the main adjustable surface 11 and the lever 30 is oscillatable about an axle 34 carried by the bracket 26. when the control lever "is stationary, and the control lever 21 is swung in clockwise or anti-clockwise direction to set the main adjustable surface II downwards (in positive adjustment to the airplane wing) or upwards (in negative adjustment to the airplane wing), the flap III is also set However, if the conpositively or negatively to the main adjustable surface, and the extreme positions of the two surfaces then correspond to those shown in dash lines in Fig. 1'7.

In the construction according to Figs. 12 and 13 the main adjustable surface II is suspended by two links 31, 38 from an upper bracket 25 of the wing I. The lower end of the front link is connected by a connecting rod 22 with the control lever 24 oscillatable about'the axle 29 on the wing I. In inoperative position (Fig. 12) there is only anarrow gap between the wing I and the main adjustable surface 11, which gap prevents the control lever 24 from turning in clockwise direction and consequently a movement of the main adjustable surface II in upward direction. The control lever 24 can therefore only be turned in counter clockwise direction, and the main adjustable surface II then moves out of the position shown in Fig. 12 into thatshown in Fig.

13. In this instance the flap III, when the parts are in inoperative position, is located under the normal profile formed by the wing I and the main adjustable surface II and is oscillatable about the axle l4 arranged on the tail end of the main adjustable surface II or on a bracket at the rear thereof. The flap III is hingedly connected by a. link 29 on its under side with the foot end of the rear link 38. In the form of construction described the flap III is also adjusted during the adjustment of the main'adjustable surface II, but is not independently movable.

In the form of construction illustrated in Figs. 14 to 16 the flap III in inoperative position is located above the tail end of the main adjustable surface II. As in the form of construction shownin Figs. 8 to and 11 the control lever 24 oscillatable about the axle 23 is provided on thewing I and connected to the nose of the main adjustable surface II by the link 22. This main adjustable surface, by means of the lower bracket 25, is

loosely rotatable about the axle 21 mounted in the bracket 26 on wing I; On the control lever 24 a second link 36 is hingedly mounted which extends to the nose end of flap III. This flap is carried'by twolinks 31, 38 whose lower ends are articulated in a second lower bracket 39 of the main adjustable surface II. when the parts are in inoperative position there is a gap 28 between the main adjustable surface Hand the wing I. If the control lever 24 is swung in counterclockwise direction the parts move from the position shown in Fig. 14 into that shown in Fig. 15, in which the main adjustable surface If is turned downwards and'the flap III, which was formerly above the tailend of the main adjustable surface, is now located behind and below the tail end and set positively to the main adjustable surface. If the control lever 24 is swung in clockwise direction the parts move'out of the position shown in Fig. 14 into that shown in Fig. 16, without considerably altering the position of the flap III relatively to the main. adjustable surface 11.

The form of construction shown in Fig. 17 which is also suitable for lateral control is similar to that shown in Fig. 11 but apart from the differently constructed control, the main adjustable surface 11 is not rotatable about an axle mounted outside the main adjustable surface but about an axle 4| extending through the main adjustable surface and mounted in a bracket 40 on wing I. The main adjustable surface 11 has a pin 42 which is connected to one end of a lever 44 by a link 49. This lever 44 is keyed on an axle 45 mounted in the wing I. By turning the lever- 44 or its axle 45 in one or other direction the.

mainadjustable surface is swung downwards or upwards.

The flap III is rotatably mounted on the axle l4 arranged at the rear end of the main adjustable surface 11. The flap III is connected by a link 46 to the end of a lever 41 loosely mounted on the axle 4| and this lever is in turn connected by a link 48 to a lever 49 mounted on the axle 45 of wing I. v

If the two levers 44 and 49 are rigidly connected or keyed on their axle 45, the main a'djustable surface IIwith the flap III will be set downwards or upwards into the positionsshown in dotted lines in Fig. 1'7, by swinging the lever 44 or turning its axle 45 in counterclockwise or clockwise direction. When the main adjustable surface II is set downwards, that is positively to the wing, the flap III is below the rear end of the main adjustable surface set positively thereto and when the main adjustable surface is set upwards that is negatively to the wing, the

flap is above the rear end of the main adjustable surface set negatively thereto.

As can be seen, there is a nozzle gap 50 between the front end of the main adjustable surface and the rear end of the wing irrespectively "directly in that they are both mounted on the same axle 45.- However, the lever 49 may be detachably connected to the lever. 44 or the axle 45 so that the lever 49 can be adjusted independent of the lever 44. By swinging the two intercom-- nected levers 44 and 49 the main adjustable surface II and flap III can be swung downwards or upwards into the positions shown in dot-dash lines and then, after the connection between the two levers 44 and 49 has been disengaged the lever 49. can be swung alone that is independ ent of the lever 44 with'the result that the flap is set relative to the main adjustable surface remaining at rest.

A possibility of oscillation of the lever 49, independently of the possibility of lever 44 to oscillate, also appears necessary when, as is desirable for high speed flight, the flap III is to be ad.- justed out of its inoperative position in downward or upward direction into the position lIIa or 1111: (Fig. 17) when the main adjustable surface II is in its inoperative position. If such an adjustabilityof the flap is desired, it is advisable for attaininga sufficiently large angle of rotation of the flap III, that the position of the-lever 49 can be altered and consequently also that of the link 48 relatively to the inoperative position of the lever 41 for the duration of the high speed flight. For example, sufliciently large angles of tion requires an. adjustability of the lever end in the longitudinal direction of the link rod. This requirement may be accounted for, for instance, in that the link rod 48 has at the point of connection with the lever end a longitudinal slot, ll in which the lever end can be suitably shifted in 5 preserving its hinge connection with the link rod broughtinto the position 48' and can be locked for the duration of the high speed flight.

In the construction shown in Fig, 19. the rear bordering surface of the airplane wing I and the 1 1o front-bordering surface of the main adjustable operative as a nozzle gap when the main adjustable surface is swung downwards.

When the surfaces are used as flaps they are merely swung downwards with'respect to the 20 wings; when used for lateral control the surfaces of one wing are mov ofthe other.

I claim: l.In a tripar ed opposite to the surfaces tite airplane supporting wing "composed of a-fixed part, of a main adjustable 3g wingpart for adjusting the flap together with the main adjustable surface for varying the angular position of the fiaprelative to the main adjustable surface by turning the flap about a horizontal transverse'axis, the mechanism being soaeonstructed, that-the main adjustable surface relative to the fix'edpart and the iiap relative to'the main adjustable surface can be turned in the same'sense, i. e. thatby positive adjustment of the main adjustable surface relative to the fixed part the flap can assume a positive ad-.- justment relative to the .main. adjustablesurface v whilst by negative adjustment of the mainvad-e justable relative to the fixed part the flapcan assume a negative adjustment relative u to the main adjustable surface, the fixed the adjustable and the flap of such configuration and respective arrangement that,- when the adjustable surface and the flap are in their initialpositiomthe fixed part and adjustable surface form eam n of normal profile whilst the flap is snug ated outside thlsnormalzprofile.

q n-a.tr parflte..airplane .su mrtips v composed of afixed part, [of a main adjustable arranged at the tr'ailingend ofthe fixed .pgl't' jnd ofja flap at the trailing vend of themain'adjustablesurfaca-a control.,c'on-' necting the m in adjustable sm'face wIth" the for ansuiarypositionof It the adjustablesurface relative s themed partby turning the mainadjustablesurfaceabout a horisontal-transverse'axis. a mechanism opera-' tively connecting the flap with a precedent wingpart-for adjustingthefiap together with-the I main adjustable forte and'fro yth'efiapandforvarylngits-angularipositionrelative toithe mainiadjustable surface by turning "the about a horizontal axis, the mechanismbeingsoeonstmcted, that the main relative to the fixed part and the flap relative to the main adjustable surface can be turned in the same sense,'i. esthat by positive adjustment of the main adjustable surface relative to the fixed part the flap can as-" Q sume a positive adjustment relative to the main adjustable surface whilst bynegative adjustment 1 of the main adjustable surface relative to the fixed part the flap can assume a negative adjustment relative to the main adjustable surface, the fixed part, the main adjustable surface and the flap being of such configuration and respective arrangement that, when the main adjustable surface and f the flap are in their unadjusted initial position, the fixed part and the main adjustable surface form an airfoil of normal profile whilst the flap-is situated outside this normal profile. I

3. In a tripartite airplane. supporting wing composed ofa fixed part; of a main adjustable Y surface arranged at the trailing end of the fixed 20 part and of a flap arranged at the trailing end of I the main adjustable surface, a control connecting the mainradjustable surface with the fixed part for shifting to and fro the main adjustable surface and for varying its angular position relative to the fixed part by turning the main adjustable surface about a horizontal transverse axis, a mechanism operatively connecting the flap with a precedent wingpartfor. adjusting the flap together with the mainadjustable surface and for varying 30 the angular position of the flap relative to the mainadjustable surface by turning theifiap about a horizontal transverse axis, the mechanism being so constructed that the main adjustable surface relative to-thefixed part and the flap relative to the mainadjustable surface can be turned .in the same sense; i; e.-that by positive adjustment of the main adjustable surface relative \to the fixed part I the flap can'assume a positive adjustment relative Y to the main adjustable surface wihilst by negative adjustmentfof the main adjustable surface relative to the fixed part the flap can assume a negativeadjustment relative'to the main adjustable surfacethe fixed part,vthe main adjustable surface being of such configuration and respective arrangement "-that, when the main adjustablagsuriace and the flap are in their unadjusted initial position, the fixed part and the] main adjustable-surface form an airfoil ofnormal profile whilst ftheflap is situated outside this 'h m liironie i composed of afi xed part, of a main adjustable. surfacearrangedzatthe trailing end of the fixed partand o iflap arrang'ed at the trailing end of the -n iain:-ad ju stable surface with the fixed part for .to and fro the main adjustable surface and for varying its. angular position relative ;to the part by turning the main adjustable surface about .a horizontal transverse axis, a mechanism operatively connecting the fiap with a precedent for'adjusting the flaptogether with mainfadjustable same, for shifting to the fiap and for varying its angular posi- -jjtionfrelative' tov -the main adustable surface by turning;the-fiap about a horizontal transverse being so constructed, that the adjustable surface relative to the fixed part and the flap relative to the main adjustable by adjustment of' the main adjustable assume a.='po'sj itive adjustment-j relative to the n ainasiu tam urmew mstby a: ";tripart ite airplane supporting I l t5 i athemainadjustable surface, a control connecting j surface turned in thesame sense,'i. e. that 1' 7 negative ad I justment of the main adjustable surface relative to the fixed part the flap can assume a negative adjustment relative to the main adjustable surface, the fixed part, the main adjustable surface and the fiap being of such configuration and respective arrangement that, when the main adjustable surface and the flap are in their unadjusted initial position, the fixed part and the main adjustable surface form an airfoil of normal profile whilst the fiap is situated outside this normal profile.

5. In a tripartite airplane supporting wing composed of a fixed part, of a main adjustable surface arranged at the'trailing end of the fixed part and of a flap arranged at the trailing end of the main adjustable surface, a control connecting the main adjustable surface with the fixed part for varying the angular position of the main adjustable surface relative to the fixed part by turning the main adjustable surface about a horizontal transverse axis, a mechanism operatively connecting the flap with a precedent wingpart for adjusting the fiap together with the main adjustable surface for varying the angular position of the flap relative to the main adjustable surface by turning the flap about a horizontal transverse axis, the mechanism being so constructed, that the main adjustable surface relative to the fixed part and the fiap relative to the main adjustable sur-' face can be turned in the same sense, i. e. that by positive adjustment of the main adjustable 'sursuch configuration and respective arrangement that, when the main adjustable surface and the fiap are in their unadjusted initial position, the,

fixed part and the main adjustable surface form an airfoil of normal profile whilst the flap is situated outside this normal profile and that already in this unadjusted initial position of the main adjustable surface a nozzle gap is formed between both these surfaces.

, 6. In a tripartite airplane supporting wing composedE' of a fixed part, of a. main adjustable surface arranged at-the trailing end of the fixed part-and ofa flap arranged at the traiiing end of the main adjustable surface, a control connecting the main adjustable surface with the fixed part for varying the angular position of the main adjustable surface relative to the fixed part by turning the main adjustable surface about a horizontal transverse axis, a mechanism operatively connecting the flap with a Precedent wingpart for adjusting the fiap together with the main adjustable surface, for shifting to and fro the fiap and for varying its angular position relative to the main adjustable surface by turning the flap about a horizontal transverse axis, the mechanism being so constructed, that the main adjustable surface relative to the fixed part and the'fiap relative to the main adjustable surface can be turned in the same sense, i. e. that by positive adjustment of the main adjustable surface relative to the fixed part the flap cam-assume a positive adjustment relative to the main adjustable surface whilst by negative-adjustment of the main adjustable surface relative to the fixed part the fiap can assume a negative adjustment relative to the main adjustable surface, the flxed part, the main adjustable surface and the flap being of such configuration and respective arrangement that, when the main adjustable surface and the fiap are in their unadjusted initial position, the fixed part and the main adjustable surface form an airfoil of normal profile whilst the flap is situated outside this normal profile and that already in this unadjusted initial position of the main adjustable surface a nozzle gap is formed between both these surfaces.

7. In -a tripartite airplane supporting wing composed of a fixed part, of a main adjustable surface arranged at the trailing end of the fixed part and of a flap arranged at the trailing end of the main adjustable surface, a. control connecting the main adjustable surface with the fixed part for shifting to and fro the main adsition relative to the'fixed part by turning the main adjustable surface about a horizontal transverse axis, a mechanism operatively connecting the flap with a precedent wingpart for adjust-- ing the fiap together with the main adjustable surface and for varying the angular position of the flap relative to the main adjustable surface by turning the fiap about a horizontal transverse axis, the mechanism being so constructed, that the main adjustable surface relative to the fixed part and the fiap relative to the main adjustable surface can be turned in the same sense, i. e. that by positive adjustment of the main adjustable surface relative to the fixed part the fiap canv assume a positive adjustment relative to the main adjustable surface whilst by negative adjustment of the main adjustable surface relative to the fixed part the fiap can assume a negative adjustment relative to the main adjustable -surface, the fixed part, themain adjustable surface and the flap being of such configuration and respective arrangement that, when the main adjustable surface and the flap are in their unadjusted initial position, the fixed part and the main adjustable surface form an airfoil of normal profile whilst the flap is situated outside this normal profile and that already in this unadjusted initial position of the main adjustable surface a nozzle gap is formedbetween both these surfaces.

8.In a tripartite airplane supporting wing composed of a fixed part, of a main adjustable surface arranged at the trailing end of the fixed part and of a flap arranged at the trailing end of the main adjustable surface, a control connecting the main adjustable surface with the fixed part for shifting to and fro the main adjustable surface and for varying its angular position relative to the fixed part by turning the main adjustable surface about a horizontal transverse axis, a mechanism operatively connecting the fiap with a precedent wingpart for adjusting the flap together with the main adjustable surface, for shifting to and fro the flap andfor varying its angular position relative to the main adjustable surface by turning the flap about a horizontal transverse axis, the mechanism being so constructed, that the main adjustable surface relative to the fixed part and the flap relative to the main adjustable surface .can be turned in j composed of a fixed part, of a main adjustable to the main adjustable surface. the fixed part, the main adjustable surface and the flap being of such configuration and respective arrangement that, when the main adjustable surface and the fiap are in their unadjusted initial position, the fixed part and the main adjustable surface form an airfoil of normal profile whilst the flap is situated outside this normal profile and that already in this unadjusted initial position of the main adjustable surface a nozzle gap is formed between both these surfaces 9. In a tripartite airplane supporting wing surface arranged at'the trailing end of the fixed part and of a flap arranged at the trailing end of the main adjustable surface, a control connecting the main adjustable surface with the fixed part for varying the angular position of the main adjustable surface relative to the fixed part by turning the main adjustable surface about a horizontal transverse axis, a mechanism operatively connecting the fiap with a precedent wingpart-for I adjusting the flap together with the main adjustable surface for varying the angular position of the fiap relative to the main adjustable surface by turning the flap about. a horizontal transverse axis, the mechanism being so constructed, that the main adjustablesurfa'ce relative to the fixed part and the fiap relative to the main adjustable surface can be turned in the same sense, i. e. that by positive adjustment of the main adjustable surface relative to' the fixed part the fiap can assume a positive adjustment relative to the main adjustable surface-whilst by negative adjustment of the main adjustable surface relative to the fixed part the fiap can assume a negative adjustment relative to the main adju able surface, the fixed part, the main adjustable surface and thefiap being 01' such configuration and respective arrangement that, when the main adjustable surface and the in their unadjusted initial position, the fixed part and the main -adjustable surface form an airfoil of normal-profile whilst the flap is situated outside this normal profile and th'at'by the positively adjusted fiap relative to the main adjustable surface a nozzle gap is formed between both these elements.

10. Ina tripartite airplane. supporting wing composed of a fixedpart, of a main adjustable surfacearranged at the trailing end of the fixed part and of a flap arranged at the trailing end of the main adjustable surface, a control connecting the main adjustable surface with the.

fixed part for varyingthe angular position. of the main adjustable surface relative to the fixed part by turning the main adjustable surface about a horizontal transverse axis,'a mechanism operatively connecting the fiap with a precedent wingm part for adjusting the flap together with the main adjustable surface, for shifting to and fro the flap and for varying its angular position relative m the main adjustable surface' by turning the fiapabout a horizontal transverse'axis, the mechanism being so constructed, that the mainadjustable surface relative to the fixed part and 7 the fiap'relative to the main adjustable surface can be turned in the same sense, i. e. that by positive adjustment of the main adjustable sur-,

face relative to. the fixed part the fiap can assume a positive adjustment relative to the ,main adjustable surface whilst by negative adjustment of the main adjustable surface relative to the fixed part the flap can assume a negative .-the main adjustable surface a nozzle gap is formed between both these elements.

11. In a tripartite airplane supportingwing' composed of a fixed part, of a main adjustable surface arranged at the trailing end of the fixed part and of afiap arranged at the trailing end of the 'main adjustable surface, a control connecting the main adjustable. surface with the fixed part for shifting to and fro the main adjustable surface and for varying its angular position relative to the fixed part by turning the main adjustable surface about a horizontal transverse L axis, a mechanism operatively connecting the fiap with a precedent wingpart for adjusting the flap together with the main adjustable surface and for, varying the angularposition of the flap relative to the main adjustable surface by turning the flap about a horizontal transverse axis, the

mechanismjbeing so constructed, that the main adjustable'surface relative to the fixed part and the flap. relative to the main adjustable surface can be turned in the same sense, i. e. that by positive adjustment of themain adjustable surfacerelative to the fixed part the flap can assume a positive adjustment, relative to the main adjustable surface whilst by negative adjustment of the main adjustable surface relativeto the fixed part the fiap can assume a negativeadjust- 1 ment relative to the main adjustable'surface, the fixed part, the-main adjustable surface and the flap being of such configuration and respective arrangement that, when the main adjustable sur-' face and the flap are in their unadjusted initial '.position, the fixed and the main adjustable surface form an airfoil of normal profile whilst the flap is situated outside normal profile and that by the positively adjusted fiapgrelative to the main adjustable surface-a nozzle gap is formed between both these elements;

12. In atripartite airplane-supporting wing compomdof a fixed of a main adjustable arranged ,at the trailing end of the fixed part and of a'fiap arrangedat the trailing'end of the main adjustable surface, a control connecting the main. adjustable sin-face withthe fixed part for shifting to and fro themain'hdjustable surface and for varying its angular position rela-I .tive to the'flxedpart by turning the main adjust able surface about a horizontal transverse axis,"

-a mechanism operativelyconnecting the flap with a precedent wingpart for the fiap together with the main adjustable surface, for

shifting to and fro the fiap andforvtu'yln 'its angular position relative to the surface by turning the fiap about a horizontal transverse axis, the mechanism being so eon-" structed,thatthemainadjustable surface relativev 7 to the fixed part and thefiap relative'to the main adjustable surface can be turned in the same-sense, i. e. that by positive of the main adjustable surface'relative to-the fixed part the-flap can assume apositive adjmtment relative to the main adjustable f by negative-adjustment of the ad- 86 aaaaess 7 fixed part and the main adjustable surface form an airfoil of normal profile whilst the flap is situated outside this normal profile and that by the positively adjusted flap relative to the main adjustable surface a nozzle gap is formed be- 5 tween both these elements.

I JOSEPH

Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US2435922 *Mar 22, 1944Feb 10, 1948Curtiss Wright CorpTab control mechanism
US2614774 *Dec 31, 1948Oct 21, 1952United Aircraft CorpFlap mechanism
US3799474 *May 24, 1972Mar 26, 1974Ver Flugtechnische WerkeBi-directional deflectible control flap for airfoils
US4074878 *Aug 18, 1976Feb 21, 1978Sherman Irving RProgrammed flap system for an aircraft having wings
US4353517 *Oct 7, 1980Oct 12, 1982The Boeing CompanyFlap assembly for aircraft wing
US4448375 *Sep 29, 1982May 15, 1984The Boeing CompanyFolding truss mechanism for trailing edge flaps
US4544118 *Sep 30, 1982Oct 1, 1985The Boeing CompanyDrive mechanism for combined flap-aileron surface
Classifications
U.S. Classification244/216
International ClassificationB64C9/00, B64C9/16, B64C9/20
Cooperative ClassificationB64C9/16, B64C9/20
European ClassificationB64C9/20, B64C9/16