GB2115757A

GB2115757A - Aircraft landing gear

Info

Publication number: GB2115757A
Application number: GB08137590A
Authority: GB
Inventors: Arthur John Paterson
Original assignee: Individual
Current assignee: Individual
Priority date: 1981-12-14
Filing date: 1981-12-14
Publication date: 1983-09-14
Also published as: GB2115757B

Abstract

To rotate an aircraft landing wheel prior to touchdown, the wheel carries vanes A, B, and an adjustable screen ahead of the wheel directs air on to a selected part of the wheel such that prior to touchdown the airstream acts to drive the wheel to a speed approximating to that required at touchdown, while after touchdown the screen is moved, preferably automatically, to cause the airstream to oppose wheel rotation and assist the brakes. Tubular guides may be used in conjunction with the screen to aid in direction of the airflow. The vanes are secured to the wheel studs C, D, and to a peripheral ring for additional support. They may also be joined to one-another at the wheel centre. <IMAGE>

Description

SPECIFICATION Useful air pressures Air pressure has been used in driving machinery for many decades. Windmills of various types have pumped, ground, and propelled successfully-but always providing the air power continues to be in adequate strength.

Unfailing free power from air pressure with automatic reverse actions is, to date-it is contended-unknown.

The development of a motor-propelled carriage led to the abreviation of the word "carriage" and the addition of the word "motor"-and so "motor car". Iron tyres progressed to solid rubber tyres onto pneumatic tyres with separate inflatable inner tubes-and latterly, sometimes, without inner tubes.

There was further advance and aeroplanes followed. Man enjoyed the benefits of faster travel-faster and faster until the motor car almost took to flight. And so aeroplanes followed, progressed in speed, size and capability. There was a big difference from a motor car's unnatural take-off-a crash-to an arranged take-off, likewise to a motor car's doubtful safe-landing and an arranged safe landing which was more than a motor car could ever manage.

Not too much is ever said openly that an aeroplane is, in effect, a motor vehicle when on the ground and that leaving and returning-take- off and touch-down-are the times of strain on man and machine. It must also be accepted that any experienced motorist will quickly agree that a three-wheeled car does not lend itself to the same type of control that generally can safely be used on four-wheel cars. At this time it is necessary to appreciate that aeroplanes are three wheelers when on the ground until they take-off at around 1 80 miles per hour and after touch-down at around 140 miles per hour. The change of status occurs in a split second of time.

Motorists who 'burn rubber' by sudden acceleration or braking, cornering at high speed, are considered to be either handling an emergency, to be indulging in exhibitionism, or, if habitual, to be a cowboy, heartless driver to be decried as one who can expect tyre and other troubles-and, if an employee, to be replaced at an early date.

It is here contended that the airliners, and indeed all planes are doing just that very thing twenty four hours a day when on service. In fact they do just the opposite to what is surely sound motoring commonsense as outlined in the foregoing paragraphs. It is contended that air pressure, supplied free and certainly available, can be used beneficially in materially reducing the hazards of take-off and touch-down with the obvious improvement in air-travel safety. As will be shown, this would largely be automatic in action, to take-off by roll-flying and to touchdown by fly-rolling.

The general principle of "Useful air pressure" lends itself to other practical advantages throughout the world and the air above it. It is therefore proposed that the wheels of any aeroplane be fitted with paddles or vanes which -would be attached to its wheels in a manner which would use the free air pressure to either cause rotation or discourage rotation-under control-as may be desired; the control would be a combination of automatic and manual actions.

Drawings The principles in general of this application for patent apply to all aeroplanes of many different designs and sizes in all their many parts which makes it impossible to give full detail of design- connections for control and method of the transmission of the power of control whether by metal, piped liquid, or piped air with the hope of avoiding any misunderstandings the following comments refer: Figure 1. Two vanes are shown but this should be four or eight to retain wheel balance. They can be secured on extended existing wheel studs C and D or on special studs. All vanes, may be joined in the centre and mounted as one unit.

Figure 2 shows mountings A, E and B, to which vane stiffening Ring would be secured-see Figure 3.

Figure 4. Two wind tunnels, F1 and F2, the smaller end of which is the same size as the effective face of a vane. The bigger end of the wind tunnel has a control shutter.

Figures 5 and 6. The control shutter covers the face of the wind tunnel at its biggest end--one at a time with one position to encourage wheel revolutions and the other position to discourage wheel revolutions. A revolution counter or speedometer would show in the pilots cabin. The square cut-out is the same size as the larger end of the wind tunnel-against which it is sited.

Figure 7. The control shutter would have four at least-stiffening ribs. The unit would be moved by remote control 'automatically' on the lowering of the undercarriage and when the weight of the fuselage descends on the undercarriage on touch down. Figure H. and see introductory paragraph.

The remote control shaft would control the control shutters of two companion wheels running side-by-side on the same bogie.

It is with regret that it is admitted that the drawings are not to scale or are they machine drawings but freehand, also they are incomplete-- such refinements are not readily to hand here.

Claims (Filed on 1 sot Dec 82) 1. That failure of tyres on aircraft under carriages can be minimised considerably if the always available air pressure is used to rotate the wheels at approximate or definite exact road speeds before touch-down.

2. That vanes attached to the wheel studs of all

**WARNING** end of DESC field may overlap start of CLMS **.

Claims

**WARNING** start of CLMS field may overlap end of DESC **. SPECIFICATION Useful air pressures Air pressure has been used in driving machinery for many decades. Windmills of various types have pumped, ground, and propelled successfully-but always providing the air power continues to be in adequate strength. Unfailing free power from air pressure with automatic reverse actions is, to date-it is contended-unknown. The development of a motor-propelled carriage led to the abreviation of the word "carriage" and the addition of the word "motor"-and so "motor car". Iron tyres progressed to solid rubber tyres onto pneumatic tyres with separate inflatable inner tubes-and latterly, sometimes, without inner tubes. There was further advance and aeroplanes followed. Man enjoyed the benefits of faster travel-faster and faster until the motor car almost took to flight. And so aeroplanes followed, progressed in speed, size and capability. There was a big difference from a motor car's unnatural take-off-a crash-to an arranged take-off, likewise to a motor car's doubtful safe-landing and an arranged safe landing which was more than a motor car could ever manage. Not too much is ever said openly that an aeroplane is, in effect, a motor vehicle when on the ground and that leaving and returning-take- off and touch-down-are the times of strain on man and machine. It must also be accepted that any experienced motorist will quickly agree that a three-wheeled car does not lend itself to the same type of control that generally can safely be used on four-wheel cars. At this time it is necessary to appreciate that aeroplanes are three wheelers when on the ground until they take-off at around 1 80 miles per hour and after touch-down at around 140 miles per hour. The change of status occurs in a split second of time. Motorists who 'burn rubber' by sudden acceleration or braking, cornering at high speed, are considered to be either handling an emergency, to be indulging in exhibitionism, or, if habitual, to be a cowboy, heartless driver to be decried as one who can expect tyre and other troubles-and, if an employee, to be replaced at an early date. It is here contended that the airliners, and indeed all planes are doing just that very thing twenty four hours a day when on service. In fact they do just the opposite to what is surely sound motoring commonsense as outlined in the foregoing paragraphs. It is contended that air pressure, supplied free and certainly available, can be used beneficially in materially reducing the hazards of take-off and touch-down with the obvious improvement in air-travel safety. As will be shown, this would largely be automatic in action, to take-off by roll-flying and to touchdown by fly-rolling. The general principle of "Useful air pressure" lends itself to other practical advantages throughout the world and the air above it. It is therefore proposed that the wheels of any aeroplane be fitted with paddles or vanes which -would be attached to its wheels in a manner which would use the free air pressure to either cause rotation or discourage rotation-under control-as may be desired; the control would be a combination of automatic and manual actions. Drawings The principles in general of this application for patent apply to all aeroplanes of many different designs and sizes in all their many parts which makes it impossible to give full detail of design- connections for control and method of the transmission of the power of control whether by metal, piped liquid, or piped air with the hope of avoiding any misunderstandings the following comments refer: Figure 1. Two vanes are shown but this should be four or eight to retain wheel balance. They can be secured on extended existing wheel studs C and D or on special studs. All vanes, may be joined in the centre and mounted as one unit. Figure 2 shows mountings A, E and B, to which vane stiffening Ring would be secured-see Figure 3. Figure 4. Two wind tunnels, F1 and F2, the smaller end of which is the same size as the effective face of a vane. The bigger end of the wind tunnel has a control shutter. Figures 5 and 6. The control shutter covers the face of the wind tunnel at its biggest end--one at a time with one position to encourage wheel revolutions and the other position to discourage wheel revolutions. A revolution counter or speedometer would show in the pilots cabin. The square cut-out is the same size as the larger end of the wind tunnel-against which it is sited. Figure 7. The control shutter would have four at least-stiffening ribs. The unit would be moved by remote control 'automatically' on the lowering of the undercarriage and when the weight of the fuselage descends on the undercarriage on touch down. Figure H. and see introductory paragraph. The remote control shaft would control the control shutters of two companion wheels running side-by-side on the same bogie. It is with regret that it is admitted that the drawings are not to scale or are they machine drawings but freehand, also they are incomplete-- such refinements are not readily to hand here. Claims (Filed on 1 sot Dec 82)

1. That failure of tyres on aircraft under carriages can be minimised considerably if the always available air pressure is used to rotate the wheels at approximate or definite exact road speeds before touch-down.

2. That vanes attached to the wheel studs of all wheels can provide that rotation and retardation, the alteration of wind pressure can be controlled automatically with possible manual overall control when necessary.