US3375605A - Model plane flight control device - Google Patents

Description

April 1968 F. J. GALLAGHER 3,375,605

MODEL PLANE FLIGHT CONTROL DEVICE T0 ELE V8727! HIGH SPEED NEUTRIFL ELEV/970R 49 1 62 if Q) J INVENTOR Francis J Gallagher IT/"URN 5.

April 2, 1968 F. J. GALLAGHER 3,

r I A MODEL: PLANE FLIGHT CONTROL DEVICE I Filed May 24, 1965 4 Sheets-Sheet 2 77 9.9 7 2g 65 W 22 To ELEV/:raq T0 MOTOR HIGH SPEED NEUTRfiL ELE VHTOR r0 5w; ran 26 k 5/ K 2/ u g E 4 1 TO MOTOR 22 6'0 10 Wwy /\9 LOW $7 550 0 NEUTRAL ELEV/W672 INVENTOR Hands .1 Gallagher BY x 1 9 1477 ORNEYS April 2, 1968 F. J. GALLAGHER 3,375,605

I MODEL PLANE FLIGHT CONTROLLDEVICE Filed May 24, 1965 4 Sheets-Sheet 3 P 5 Low SPEED NEUTRHL ELEV/7727K TD ELEV/770R l 22 i T0 moron INVENTOR Francis .1 Gallagher ATTURN 5.

April 2, 1968 F. J. GALLAGHER 3,375,605

MODEL PLANE FLIGHT CONTROL DEVICE Filed May 24, 1965 4 Sheets-Sheet 4 LOW SPEED T7 F #4 up ELEVATOR To ELEMTo 7'0 MOTOR 5 I @551 62 J5/@ -60 INVENTOR fizz/106s J. Gallagher United States Patent 3,375,605 MODEL PLANE FLIGHT CONTROL DEVICE Francis J. Gallagher, 409 Delaware Ave., Staten Island, N.Y. 10305 Filed May 24, 1965, Ser. No. 458,055 1 Claim. (CI. 46-77) ABSTRACT OF THE DISCLOSURE A model airplane flight control mechanism having a throttle control bellcrank lever rotatable about a fixed fulcrum on a structural plate connected to the fuselage and an elevator control lever located at the other side of the plate, said latter lever having a pivot pin movable transversely of the fuselage of the airplane in a slot in said plate and also within a slot in one arm of the bellcrank lever ofthe throttle control, said latter slot curved concentrically about the throttle lever pivot.

This invention relates to an improved flight control unit for a model airplane, and more particularly concerns a simplified, more reliable construction for a throttle and elevator control unit of the type having levers actuated by three control wires.

The present invention provides for a mechanism for controlling a model airplane in flight having controls for the throttle and the elevator incorporating levers that are independently supported on a fuselage plate with the throttle lever and the elevator lever being independently controlled.

The invention constitutes an improvement over control units of types heretofore known which are mounted in model airplanes. Known prior art control units experience considerable difiiculty in the operation because the levers and other parts of the controls for the throttle and the levers and other parts of the controls for the elevator often are thrown into frictional engagement with each other whereby the motor of the model airplane fails. to respond to the applied force. Full control of the airplane is thus lost and the air-plane flies wildly.

The present invention has as a principal object the overcoming of the above and other difficulties and disadvantages by providing a throttle and elevator control unit for a model airplane, in which the unit has simplified construction.

A further object is to provide a control unit for a model airplane in which throttle and elevator control levers are pivotally mounted at opposite sides of and spaced from a base plate so that they cannot interfere with each other and so that they turn freely on their pivots independently of each other.

For further comprehension of the invention, and of the objects and advantages thereof, reference will be had to the following description and accompanying drawings and to the appended claim in which the various novel features of the invention are more particularly set forth.

In the accompanying drawings forming a material part of this disclosure:

FIG. 1 is an oblique view of a model airplane in flight, provided with a control unit embodying the invention.

FIG. 2 is a top plan view of the control unit on an enlarged scale shown in one position of operation, set for high motor speed and neutral elevator position.

, FIG. 3 is a bottom plan view of the control unit shown in the position of FIG. 2.

FIG. 4 is a bottom plan view of the control unit with levers shown in a second position, set for low motor speed and neutral elevator position.

ly to the lever 55 and coplanar therewith.

FIG. 5 is a top plan view of the control unit with levers set in the position of FIG. 4.

FIG. 6 is a cross-sectional view taken on line 6 -6 of FIG. 5.

FIG. 7 is a top plan view of the control unit with levers shown in a third position set for high motor speed and down elevator position.

FIG. 8 is a top plan view of the control unit with levers shown in a fourth position set for low motor speed and up elevator position.

FIG. 9 is an exploded perspective view of parts of the control unit.

In FIG. 1 a control unit 10 is partially shown by dotted lines installed in a model airplane 12. The airplane has an internal combustion engine or motor 14 located in the nose of the fuselage 16 for driving propeller 18. The motor has a throttle control lever 20 actuated by a throttle control rod 22 connected to it. At the tail of the airplane is an elevator 24 actuated via a lever (not shown) by an elevator control rod 26. The elevator is shown in a depressed position in FIG. 1. The elevator is secured by hinge means 25 to tail wings 28. To the extent described the model airplane structure is conventional.

The control unit 10 is actuated by two control wires 32, 33 for changing the position of elevator 24 and a single control wire 35 for operating the throttle of the motor 14. The control unit 10 is best shown in FIGS. 2-9 to which reference is now made.

The control unit 10 includes a flat rectangular base plate having holes 42 in its four corners for receiving screws 44; see FIG. 9. These screws are secured in side rails 46, 48 attached to side frame bars 49, 50 of the airplane. A screw 52 is fixed in a hole 54 in the base plate. This screw serves as a pivot pin at the fulcrum of a fiat bell crank lever 55. The lever 55 is located underneath the base plate as clearly shown in FIGS. 2-9. Screw 52 extends through a hole 56 in the lever. A spacer ring bearing 58 is interposed between the lever '55 and the underside of plate 40. A washer 59 and nut 60- are applied to the underside of the lever 55.

Lever 55 is a throttle control member. To one end of this lever at hole 61 is pivotally secured one end of a control rod 62 to which control wire 35 is connected. Throttle control rod 22 is connected at its rear end to the outer free end of lever arm 65 which extends angular- Rod 22 is pivotally connected at hole 66 in arm 65.

A curved slot 68 is formed at the other end of lever 55. In this slot is slidably engaged a screw 70. The screw 70 serves as a pivot pin at the centrally located fulcrum of a flat elevator control lever 75. Lever is located at the upper side of plate 40. Screw 70 extends through a washer 76, centrally located hole 77 in the lever, a spacer ring bearing 78, and transversely extending slot 80' in the plate 40. Underneath the plate 40, screw 70 extends through a spacer ring bearing 82 interposed between lever 55 and plate 40, then through slot 68, a washer 84 under lever 55 and finally a nut 85.

Elevator control rod 26 is pivotally connected at its forward end to lateral arm 88 of lever 75. The hooked end of the rod is engaged in a hole 89 at the free end of arm 88. Hooked ends of two control rods 90 and 92 are pivotally connected to opposite ends of lever 75 at holes 91, 93. The elevator control wires 32, 33 are connected to outer ends of rods 90, 92 respectively.

FIGS. 2 and 3 show one operational position of the parts of the control 'unit 10. Lever 75 is disposed in true fore and aft extending direction so that arm 88 extends transversely of the plate 40. In this balanced position of lever 75, the elevator 24 is in a neutral position. The

throttle control lever 55 is shown in FIG. 2 turned to a full counterclockwise position. This advances the rod 22 forwardly to the left and the motor is operated at maximum speed.

It will be apparent that the position of the throttle control lever 55 can be changed without effecting a turning movement of the lever 75 as indicated in FIGS. 4, 5 and 6. Here the lever 55 has been turned ina clockwise direction as viewed in FIG. 5 to retract rod 22 and lower the speed of the airplane motor. Since the lever 55 turns on screw 52, the screw 70 moves laterally in slot 80, or upwardly as shown in FIG. 4, carrying the lever 75 with it but without turning this lever. Thus the elevator 24 remains in its neutral position as indicated by the legends in FIGS. 4 and 5.

If it is desired to lower the elevator 24 from its neutral position to the depressed position shown in FIG. 1, While keeping the motor operating at high speed, this can be accomplished by turning the lever 75 clockwise as viewed in FIG. 7. The position of the throttle control lever 55 will remain the same as shown in 'FIGS. 2 and 3, as may be realized by comparing FIGS. 2 and 3 with FIG. 7.

If it is desired to raise the elevator while keeping the motor at high speed, this can be accomplished by turning the lever 75 counterclockwise from the position of FIG. 7. Since the levers 55 and 75 turn independently of each other these independent controlling movements are possible.

FIG. 8 illustrates the positions of the levers with elevator up and with motor at low speed. Lever 75 is turned to a counterclockwise position from that in FIGS. 2, 5 or 7, and lever '55 is turned to a clockwise position from that in FIGS. 2 and 7.

It will be noted that both levers 55 and 75 are spaced from the plate 40 so that there can be no frictional engagement therebetween and no resulting retardation of turning movement such as has been experienced with operating levers of prior control units of this type.

The control wires 32, 33 and 35 are held in the hands H, H of the operator and manipulated so that the tension in wire 35 is increased or decreased in relation to the tension in wires 32, 33 but retaining tension on all'three wires. Increased tension on wire 35 results in clockwise motion of lever 55, moving rod 22 which slows the engine of the model. Any decrease in tension in wire 35 in relation to wires 62 or 33 will cause lever 55 to move counterclockwise because of the pul of the model away from the operator. The control unit has basically a threepiece construction which contrasts with prior art control units having a multiplicity of levers and links, some of which are composite dual lever and dual link structures. As a result of the simplified structure, the present control unit is lighter in weight, less expensive to manufacture, easier to install, more reliable in operation, and more be made within the scope of the invention as defined in the appended claim.

What is claimed is: 1. A control unit for a model airplane fuselage having a motor in the nose thereof controlled by a throttle, an I elevator hinged at its tail, a throttle control rod operatively connected to the throttle and an elevator control rod operatively connected to the elevator; comprising a support plate mountable in a fixed position in saidfuselage between the nose and tail, a throttle control lever disposed on one side of said plate, first pivot means pivoting said lever on a fixed fulcrum intermediate its ends to a fixed .point on said plate, said *fulcrum fixed in relation to said plate, spacer means interposed between said lever and plate on said pivot means so that said lever turns freely with respect to said plate, a throttle lever control member connected to one end of said lever, said lever having a lateral arm for connection of said throttle control rod thereto, an elevator. control lever disposed at the other side of said plate, said plate having a transverse slot therein, said throttle control lever having a short slot at the other end thereof, said slot curved concentrically about the throttle lever pivot-permitting free rotation of the throttle lever, second pivot means extending through the transverse and short slots and pivotally mounting said elevator control lever at the other end of the throttle control lever, other spacer means interposed between said elevator control lever and the other side of the plate so that the elevator control lever turns freely with respect to said plate and turns independently of said throttle control lever, elevator lever control members connected to opposite ends of said elevator control lever, said elevator control lever having a lateral arm for connecting said elevator control rod thereto, whereby the two levers are turnable independently of each other for actuating said throttle and said elevator independently of each other.

References Cited UNITED STATES PATENTS 2,404,922 7/ 1946 Padgett 4677 I 2,543,965 3/1951 I Harniltoni 4677 2,624,152 1/ 19531 Sneed 46--77 2,736,133 2/1956 Carpenter .46--77 DEIJBERT B. LOWE, Primary Examiner.

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